Wärtsilä Finland Oy, Services

Services Office Vaasa

Tarhaajantie 2
FI-65380
Vaasa
P.O. Box 252
FI-65101
Finland

24hrs Phone +358 10 709 080

Fax +358 10 709 1380

Switchboard +358 10 709 0000

(Office hours 7.30-16.30)
E-mail service.solutions@wartsila.com
Homepage www.wartsila.com/services
 32-200325-01 Contents, Instructions, Terminology

00. Contents, Instructions, Terminology

00.1 Contents of the Manual

1. This Manual contains data and instructions for operation and
maintenance of engine as well as instruction for handling, personal
protection and first aid when fuel-, lubricating oils and cooling water
additives are handled during normal operation and maintenance work.
Basic general knowledge has not been entered. Consequently, it is
assumed that the engine operation and maintenance staff is well
informed of the care of diesel engines.
2. Wärtsilä reserves for itself the right to minor alterations and
improvements owing to engine development without being obliged to
enter the corresponding changes in this Manual.
3. The diesel engines will be equipped as agreed upon in the sales
documents. No claim can be made on the basis of this Manual as here
are described also components not included in every delivery.
The system diagram plans (fuel, oil, cooling etc.) are just indicative and
thus do not cover all installations. See installation specific system
drawings for more details.
4. Exact engine build-up in all details is defined by the specification
number on the name plate located on the engine. In all correspon-
dence or when ordering spare parts, be careful to state engine
type, specification number and engine number.
5. This Manual is supplemented by the Spare Parts Catalogue includ-
ing sectional drawings or exterior views of all components (partial
assemblies).

00.2 General rules

1 Read the corresponding item carefully in this Manual before

any steps are taken.
2 Keep an engine log book for every engine.
3 Observe the utmost cleanliness and order at all maintenance
work.
4 Before dismantling, check that all systems concerned are
drained or the pressure released. After dismantling, immediately cover
holes for lubricating oil, fuel oil and air with tape, plugs, clean cloth or
the like.
5 When exchanging a worn-out or damaged part provided
with an identification mark stating cylinder or bearing number, mark
the new part with the same number on the same spot. Every exchange
should be entered in the engine log and the reason should be clearly
stated.

00 - 1
 Contents, Instructions, Terminology 32-200325-01

6 After reassembling, check that all screws and nuts are tightened
and locked, if necessary.
7 Check that all shields and covers are fully functional and in
place.

Note! Predictive maintenance is important when it comes to fire protec-

tion. Regular inspection of fuel oil lines, lubricating oil lines and
connections must be done.

00.3 Terminology
The most important terms used in this manual are defined as follows:
Operating side. The longitudinal side of the engine where the operating
devices are located (start and stop, instrument panel, speed governor).
Rear side. The longitudinal side of the engine opposite the operating
side.
Driving end. The end of the engine where the flywheel is located.
Free end. The end opposite the driving end.
Designation of cylinders. According to ISO 1204 and DIN 6265 the
designation of cylinders begins at the driving end. In a V-engine the
cylinders in the left bank, seen from the driving end, are termed A1,
A2 etc. and in the right bank B1, B2 etc., see below:

Terminology

end
Free B6
6

A6 B5
5

A5 B4
4
3

Op A4 B3
2

era A3 B2
1

tin A2 B1
gs A1
ide

nd
in ge
Driv

Fig 00-1 WV00519331

Designation of bearings.
· Main bearings. The flywheel bearing is No. 0, the first standard
main bearing is No. 1, the second No. 2 etc.

00 - 2
32-200325-01 Contents, Instructions, Terminology

· The thrust bearing rails are located at the flywheel bearing. The
outer rails close to the flywheel are marked with 00 and the inner
rails with 0.
· The camshaft bearings are designated as the main bearings, the
thrust bearing bushes being designated 00 (outer) and 0.
· Camshaft gear bearings. The bearings located on the flywheel side
are designated 00 and the inner bearings 0.
· Upper and lower bearings shells. In bearings where both the
shells are identical, the upper one is marked with “UP”.

Designation of bearings

0 00

0 00

5 4 3 2 1
0 00

5 4 3 2 1 0

Fig 00-2 3200528935

Operating side and rear side. Details located at the operating side
may be marked with “M” (Manoeuvering) and correspondingly “B” for
the back of the engine (B-bank on a V-engine).
Clockwise rotating engine. When looking at the engine from the
driving end the shaft rotates clockwise.
Counter-clockwise rotating engine. When looking at the engine from
the driving end the shaft rotates counter-clockwise.
Bottom dead centre, abbreviated BDC, is the bottom turning point of
the piston in the cylinder.
Top dead centre, abbreviated TDC, is the top turning point of the piston
in the cylinder. TDC for every cylinder is marked on the graduation of
the flywheel. During a complete working cycle, comprising in a four-
stroke engine two crankshaft rotations, the piston reaches TDC twice:
a) For the first time when the exhaust stroke of the previous working
cycle ends and the suction stroke of the following one begins. Exhaust

00 - 3
 Contents, Instructions, Terminology 32-200325-01

valves as well as inlet valves are then somewhat open and scavenging
takes place. If the crankshaft is turned to and fro near this TDC, both
exhaust and inlet valves will move, a fact that indicates that the
crankshaft is near the position which can be named TDC at scaveng-
ing.
b) The second time is after the compression stroke and before the
working stroke. Slightly before this TDC the fuel injection takes place
(on an engine in operation) and this TDC can therefore be defined TDC
at firing. Characteristic is that all valves are closed and do not move
if the crankshaft is turned. When watching the camshaft and the
injection pump it is possible to note that the pump tappet roller is on
the lifting side of the fuel cam.
Marking of the flywheel. The flywheel is divided in 360°, starting from
TDC at firing for cylinder 1. TDC at firing for every cylinder is marked
on the flywheel. There is a common marking for the cylinders in engines
with even cylinder numbers, one cylinder is at TDC at firing and the
other is at TDC at scavenging. There are separate scales for A- and
B-bank in a V-engine. See also the firing order in chapter 01. Firing
interval, in crank angles, can be determined by dividing 720° with the
number of cylinder.

Example of reading the flywheel

5 4 3 2 1 0 1 2 3 4 5
100
50

17˚
Clockwise rotating engine
110
60
120 CYL A2, 5 TDC

Cyl A2
TDC
70
130
80

Fig 00-3 3200538935

Example: On a VASA 12V32 engine, the fuel timing is read to 17° for
cylinder A2 when the flywheel is in the position shown in the above
figure.

00 - 4
200343 Risk Reduction Appendix A

00A. Risk Reduction

00A.1 General
Read the engine manual including this appendix before installing,
operating or servicing the engine and/or related equipment.
Failure to follow the instructions can cause personal injury, loss of life
and/or property damage.
Proper personal safety equipment, e.g. gloves, hard hat, safety
glasses and ear protection must be used in all circumstances.
Missing, imperfect or defective safety equipment might cause seri-
ous personal injury or loss of life.
This appendix contains listed general identified hazards, hazardous
situations or events, which are to be noticed during normal opera-
tion and maintenance work.

Identified hazard,hazardous situation or Chapter of engine manual

event 3 4 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Dropping parts during maintenance work x x x x x x x x x x x x x x x

Turning device engaged during maintenance x x x x x x x x

work 1)
Crankcase safety expl. valves will open if crank- x x x
case explosion
Noise level x x x x x x x x x x x x x x x x

Running engine without covers x x x x x x x x x x

In case of major failure, risk of ejected parts x x x x x x x x

Contact with electricity during maintenance x x x x x x x

work if power not disconnected
Electrical hazard if grounding of electrical equip- x x x x x
ment is incorrect
Ejection of components / high pressure gas due x x x x x x x
to high firing pressures
Risk of ejected parts due to break down of turbo- x x
charger
Overspeed or explosion due to air-gas mixture in x x x
the charge air 2)
Ejection of fuel injector if not fastened and crank- x x x
shaft is turned
Engine rotating due to engaged gear box or x x x x x x x x
closed generator breaker during overhaul
Fire or explosion due to leakage on fuel / gas line x x x x x x
or lube oil system
Inhalation of exhaust gases due to leakage 3) x x x
Continues

00A - 1
 Appendix A Risk Reduction 200343

Identified hazard,hazardous situation or Chapter of engine manual

event 3 4 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Inhalation of exhaust gas dust x x x x x x x

Explosion or fire if flammable gas/vapour is leak- x x

ing into the insulation box. 4)
Touching of moving parts x x x x x x x x x x x x x x x

High pressure hoses, risk of oil spray. x x x x x x x x x x x x x x

1)
Warning light when turning device engaged.
2)
Suction air to be taken from gas free space.
3)
Require proper ventilation of engine room/plant.
4)
Require proper ventilation and/or gas detector in the engine.

00A.1.1 General identified hazards, hazardous situ-

ations or events

00A.1.1.1 Hazards that may be due to moving parts

· Running engine without covers, coming in contact with mov-
ing parts,
· Touching pump parts during unintentional start of el. driven
pump motor,
· Charger starts to rotate due to draft if not locked during
maintenance,
· Somebody sticks his hand into the compressor housing when
the silencer is removed and engine running,
· Unexpected movement of valve or fuel rack(s) due to broken
wire or soft / hardware failure in the control system,
· Unexpected movement of components,
· Turning device engaged during maintenance work,
· Turning device not engaged e.g. Turning device removed for
overhaul, during maintenance work could cause rotating
crankshaft,
· Mechanical breakage (of e.g. speed sensor) due to erratic
actuator assembly to engine or electrical connections.

00A.1.1.2 Hazards that may be due to incorrect operating con-

ditions
· Overspeed or explosion due to air-gas mixture in the charge
air,
· Overspeeding due to air-oil mist mixture in the charge air,
· Malfunction of crankcase ventilation,
· Oil mist detector will trip if water is present in lubricating oil,

00A - 2
200343 Risk Reduction Appendix A

· Crankcase explosion if oil mist is mixed with “fresh” air during

inspection after an oil mist shut down,
· Crankcase safety explosion valves will open if there is a crank-
case explosion.
00A.1.1.3 Hazards that may be due to different leakages, break-
down or improper assembly of component
· Fuel or gas pipe will burst and spray fuel / gas,
· Leakage of:
— fuel in joints on low and/or high pressure side,
— lube oil,
— high pressure water on DWI engines,
— HT water,
— charge air,
— exhaust gas,
— pressurised air from air container, main manifold or pipes,
— high pressure gas and sealing oil on GD engines,
· Fire or explosion due to leakage on fuel line,
· Fire due to oil or fuel / gas leakage,
· Explosion or fire if flammable gas/vapour is leaking into the
insulation box,
· Inhalation of exhaust gases or fuel gases due to leakage,
· Failure of pneumatic stop,
· Ejected components due to:
— breakdown of hydraulic tool,
— breakdown of hydraulic bolt,
— breakdown of turbocharger,
— high firing pressures,
— major failure,
· Ejection of:
— pressurised liquids and gases from the block and pipings,
— high pressure fluid due to breakdown of hydraulic tool,
— gas due to high firing pressures,
— pressurised gases from high pressure gas system,
— high pressure fluid due to breakdown of HP sealing oil pipe,
— high pressure air during maintenance of oil mist detector main
air supply piping,
— cooling water or fuel/lube oil if sensor is loosened while the circuit
is pressurised,
— springs during maintenance work,
· Oil spray if running without covers,
· Ejection of fuel injector if not fastened and
— turning device engaged and turned.
— engine turning due to closed generator breaker/coupling

00A - 3
 Appendix A Risk Reduction 200343

00A.1.1.4 Hazards that may be due to electricity or incorrect

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

00A.1.1.5 Other hazards and hazardous situations where it’s es-

pecially important to use personal safety equipment
· Slip, trip and fall,
· Water additives and treatment products (see appendix 02A,
section 02A.4),
· Touching the insulation box, turbo-charger, pipes exhaust
manifold or (other) unprotected parts without protection dur-
ing engine operation,
· Dropping parts during maintenance work,
· Starting maintenance work too early i.e. causing risk when
handling hot components,
· Neglecting use of cranes and/or lifting tools,
· Not using proper tools during e.g. maintenance work,
· Contact with fuel oil or oily parts during maintenance work
(see appendix 02A),
· Noise level,
· Touching or removing Turbocharger insulation,
· Preloaded fixation springs during check / replacement of
sensor.

00A - 4
200640 Welding Precautions Appendix B

00B. Welding Precautions

00B.1 General Precautions

00B.1.1 Welding safety

Before start welding, it is important to read welding safety instruc-

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

00B.1.1.1 Hazards and precautions

Electrical shock can kill
· Insulate welder from workpiece and ground using dry insulation.
Rubber mat or dry wood.
· Wear dry, hole-free gloves. (Change as necessary to keep dry.)
· Do not touch electrically “hot” parts or electrode with bare skin or
wet clothing.
· If wet area and welder cannot be insulated from workpiece with dry
insulation, use a semiautomatic, constant-voltage welder or stick
welder with voltage reducing device.
· Keep electrode holder and cable insulation in good condition. Do not
use if insulation is damaged or missing.
Fumes and gases can be dangerous
· Use ventilation or exhaust to keep air breathing zone clear, comfort-
able.
· Use helmet and positioning of head to minimize fume in breathing
zone.
· Read warnings on electrode container and material safety data
sheet (MSDS) for electrode.
· Provide additional ventilation/exhaust where special ventilation re-
quirements exist.
· Use special care when welding in a confined area.
· Do not weld unless ventilation is adequate.
Welding sparks can cause fire or explosion
· Do not weld on containers which have held combustible materials.
Check before welding.
· Remove flammable materials from welding area or shield from
sparks, heat.
· Keep a fire watch in area during and after welding.
· Keep a fire extinguisher in the welding area.
· Wear fire retardant clothing and hat. Use earplugs when welding
overhead.

00 - 1
 Appendix B Welding Precautions 200640

Arc rays can burn eyes and skin

· Select a filter lens which is comfortable for you while welding.
· Always use helmet when welding.
· Provide non-flammable shielding to protect others.
· Wear clothing which protects skin while welding
Confined space
· Carefully evaluate adequacy of ventilation especially where elec-
trode requires special ventilation or where gas may displace breath-
ing air.
· If basic electric shock precautions cannot be followed to insulate
welder from work and electrode, use semiautomatic, constant-volt-
age equipment with cold electrode or stick welder with voltage
reducing device.
· Provide welder helper and method of welder retrieval from outside
enclosure.
General work area hazards
· Keep cables, materials, tools neatly organized.
· Connect work cable as close as possible to area where welding is
being performed. Do not allow alternate circuits through scaffold
cables, hoist chains, or ground leads.
· Use only double insulated or properly grounded equipment.
· Always disconnect power to equipment before servicing.
Gas cylinders
· Never touch cylinder with the electrode.
· Keep cylinder upright and chained to support

00 - 2
200640 Welding Precautions Appendix B

00B.1.2 Main principles:

· Prevent uncontrolled current loops

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

00B.1.2.1 Preventing uncontrolled current loops

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

00B.1.2.2 Preventing Radiation

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

00B.1.2.3 Preventing damage due to sparkles

Welding produces sparks. Few materials withstand the heat from
these sparkles. Therefore all cabinets and terminal boxes should be
kept closed during the welding. Sensors, actuators, cables and
other equipment on the engine must be properly protected.
Sparkles can also be a problem after they have cooled down, i.e.
causing short circuits, sealing problems etc.

00 - 3
 Appendix B Welding Precautions 200640

00B.2 Precaution checklists

00B.2.1 Basic ECU (Despemes/Spemos) checklist

The following precautions must be paid attention to before welding

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

00B.2.2 WECS 2000 checklist

The following precautions must be paid attention to before welding

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

00B.2.3 WECS 3000 checklist

The following precautions must be paid attention to before welding

in the vicinity of a WECS 3000 control system:
· Deactive the system by disconnecting all external connectors
(X1...X5).
· Do not connect the welding apparatus return line to the aluminium
profile containing CCU’s, KDU’s and ignition modules. The profile is
used as a common ground for these modules.
· Open all terminal fuses (F1...F20) in the cabinet.
· Close the covers of the cabinet and all the distributed units.
· If convenient, protect cables, sensors and other equipment from
sparkles with proper metal sheet.

00B.2.4 WECS 7000/8000 checklist

The following precautions must be paid attention to before welding

in the vicinity of a WECS 7000 or 8000 control system:
· Deactive the system by disconnecting all external connectors
(X1...X6).
· If the welding point is close to (approximately within a radius of 2 m)
an electronic module disconnect all connectors of the unit.

00 - 4
200640 Welding Precautions Appendix B

· If an electronic module is connected through a CIB (Connection

Interface Box) then open the CIB cover and disconnect all connec-
tors of the unit and close cover again.
· Close the covers of the cabinet
· If engine equipped with harness: Disconnect the interconnections
between the harnesses and the cabinet.
· If convenient, protect harnesses, cables, sensors and other equip-
ment from sparkles with a proper metal sheet.

00B.2.5 UNIC Precautions checklist

The following precautions must be paid attention to before welding

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

00 - 5
 Appendix B Welding Precautions 200640

00 - 6
 32-200333-03 Main Data, Operating Data and General Design

01. Main Data, Operating Data and

General Design

01.1 Main data for Vasa 32

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

Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 mm
Piston displacement per cylinder . . . . . . . . . . . . . . . . . . . . . . 28.15 l

Firing order
Engine type Clockwise rotation Counter-clockwise rotation
4R32 1-3-4-2 1-2-4-3
6R32 1-5-3-6-2-4 1-4-2-6-3-5
8R32 1-3-7-4-8-6-2-5 1-5-2-6-8-4-7-3
9R32 1-7-4-2-8-6-3-9-5 1-5-9-3-6-8-2-4-7
12V32 A1-B1-A5-B5-A3-B3- A1-B4-A4-B2-A2-B6-
A6-B6-A2-B2-A4-B4 A6-B3-A3-B5-A5-B1
16V32 A1-B1-A3-B3-A7-B7-A4-B4- A1-B5-A5-B2-A2-B6-A6-B8-
A8-B8-A6-B6-A2-B2-A5-B5 A8-B4-A4-B7-A7-B3-A3-B1
18V32 A1-B1-A7-B7-A4-B4-A2-B2-A8- A1-B5-A5-B9-A9-B3-A3-B6-A6-
B8-A6-B6-A3-B3-A9-B9-A5-B5 B8-A8-B2-A2-B4-A4-B7-A7-B1

Normally the engine rotates clockwise.

Lubricating oil volume in the engine

Engine type 4R32 6R32 8R32 9R32 12V32 16V32 18V32
Approx. oil volume in li-
tres
Normal sump 670 1295 1655 1835 1875 2405 2670
Deep sump 1110 1910 2435 2700 2825 3620 4020
Oil volume between 2.2 3.1 4.2 4.4 4.6 6.1 6.9
max. and min. marks
approx. litres/mm

Note! In certain off-shore installations, oil volumes according to “normal

sump” in the table above is to be used although the engine is
equipped with a “deep sump”.
This to prevent the crankshaft from touching the oil surface in
situations of large engine inclinations.

01 - 1
 Main Data, Operating Data and General Design 32-200333-03

Lubricating oil volume in the turning device in litres

LKV132 8.5 - 9.5

Lubricating oil volume in the speed governor in litres

1.8 - 2.2

Approx. cooling water volume in the engine in litres

Engine type 4R32 6R32 8R32 9R32 12V32 16V32 18V32
Engine only 305 410 510 560 740 950 1060
Engine and inverse 470 600 750 750 950 1220 1360
cooling system

01.2 Recommended operating data

Apply to normal operation at nominal speed.

Normal values (xxx) Alarm (stop) limits (xxx)

Load 100 % 30 % 30 - 100 % 30 %
Temperatures, (°C)
Lube oil before engine 62 - 70 73 - 80 80 90
Lube oil after engine 10 - 13 5-8
higher higher
HT water after engine 91 - 100 100 (105)
HT water before engine 5 - 8 lower
HT water rise over 8 - 12 6 - 10
turbocharger (15)
LT water before engine 30 - 38 65 - 70
Charge air in air receiver 50 - 60 60 - 70 70 (80)(xxxx)
Exhaust gas after cylinder See test records 60 higher
Preheating of HT water 50 (MDO) 70 (HFO)
Gauge pressures (bar)
Lube oil before engine 3.5 3 - 3.5 3.5 (2.5)
at a speed of 600 RPM
(10.0 r/s)
720 RPM (12.0 r/s) - 750 4.5 - 5.5 3.5 (2.5)
(12.5 r/s)
HT/LT water before 0.7 - 1.5
HT/LT pump (=static)
HT water before engine 2.2 - 4.8 (x) (xx)

LT water before 2.2 - 4.4 (x) (xx)

charge air cooler
Fuel before engine 6-8 4 (HFO) 2 (MDO)
Starting air max. 30
Charge air See test records

Continue

01 - 2
 32-200333-03 Main Data, Operating Data and General Design

Normal values (xxx) Alarm (stop) limits (xxx)

Load 100 % 30 % 30 - 100 % 30 %

Other pressures (bar)

Firing pressure See test records
Opening pressure of 6-8
safety valve on lube oil
pump
Visual indicator and 1.2 - 1.8
electronic transducer
for high pressure drop
over lube oil filter and
fuel filter

(x)
Depending on speed and installation.
(xx)
Alarm limit for main engine = idling pressure - 0.3 bar.
(xxx)
For engines without load dependent cooling water system the
values for 0 - 30% load are not applicable. Under 30% load the
lubricating oil and water temperatures fall a little.
(xxxx)
Stop or load reduction.

01.3 Reference conditions

Reference conditions according to ISO 3046-1 (2002):
Air pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 kPa (1.0 bar)
Ambient temperature . . . . . . . . . . . . . . . . . . . . . . . . . . 298 K (25°C)
Relative air humidity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 %
Cooling water temperature of charge air cooler . . . . . 298 K (25°C)

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

Reduction factor = (a + b + c) %

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

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

01 - 3
 Main Data, Operating Data and General Design 32-200333-03

01.4 General engine design

The engine is a turbocharged intercooled 4-stroke diesel engine with
direct fuel injection.
The engine block is cast in one piece. The crankshaft is mounted in
the engine block in an underslung way. The main bearing cap is
supported by two hydraulically tensioned main bearing screws and two
horizontal side screws.
The charge air receiver is cast into the engine block as well as the
cooling water header. The crankcase covers, made of light metal, seal
against the engine block by means of rubber sealings.
The lubricating oil sump is welded.
The cylinder liners are designed with high collars and drilled cooling
holes. The cooling effect is optimized to give the correct temperature of
the inner surface.
The liner is provided with an anti-polishing ring in the upper part of
the bore to eliminate the risk of bore polishing.
The main bearings are fully interchangeable trimetal or bimetal
bearings which can be removed by lowering the main bearing cap. A
hydraulic jack is provided for every main bearing to lower and lift the
main bearing cap.
The crankshaft is forged in one piece and is balanced by counter-
weights as required.
The connecting rods in the Wärtsilä Vasa 32 Low NOX engines are
of forged alloy steel and machined with round sections. All connecting
rod studs are hydraulically tightened. The gudgeon pin bearing is of
tri-metal type.
In older engines the connecting rods are drop forged. The big end is
split and the mating faces are serrated. The small end bearing is
stepped to achieve large bearing surfaces. The big end bearings are
fully interchangeable trimetal or bimetal bearings.
The piston ring set in the Wärtsilä Vasa 32 Low NOX engines consist
of two chromium-plated compression rings and one spring loaded oil
scraper ring with chromium-plated edges.
In the older engines the piston ring set consists of three chrome-plated
compression rings and one chrome-plated, spring-loaded oil scraper
rings.
The pistons are fitted with a Wärtsilä patented skirt lubricating
system. The top ring grooves are hardened. Cooling oil enters the
cooling space through the connecting rod. The cooling spaces are
designed to give an optimal shaker effect.
The cylinder head, made of special cast iron, is fixed by four hyd-
raulically tensioned screws. The head is of the double deck design and
cooling water is forced from the periphery towards the centre giving
efficient cooling in important areas.
The inlet valves are stellited and the stems are chromium-plated.
The valve seat rings are made of a special cast iron alloy and are
changeable.

01 - 4
32-200333-03 Main Data, Operating Data and General Design

The exhaust valves, also with stellited seats and chromium-plated

stems, seal against the directly cooled valve seat rings. For some
applications Nimonic valves are used.
The seat rings, made of a corrosion and pitting resistant material, are
changeable.
The camshafts are made up from one-cylinder pieces with integrated
cams. The bearing journals are separate pieces and thus it is possible
to remove a camshaft piece sideways.
The injection pumps have integrated roller followers and can nor-
mally be changed without any adjustment. The pumps and piping are
located in a closed space which is heat insulated for heavy fuel running.
The turbochargers are normally located at the free end of the engine
but, at request, can also be located at the driving end.
On a V-engine there are two chargers, one for each bank.
The charge air coolers are made as removable inserts, on the
V-engines two identical ones.
The lubricating oil system includes a gear pump, oil filter, cooler
with thermostat valve (not in V-engine), centrifugal bypass filter and
an electrically driven prelubricating pump. The oil sump is dimen-
sioned for the entire oil volume needed, and all cylinder numbers can
be run in wet sump configuration. Dry sump running is also possible.
The starting system. The air supply into the cylinders is controlled
by the starting air distributor run by the camshaft. The four-cylinder
engine can alt. be provided with an air driven starting motor.

01 - 5
 Main Data, Operating Data and General Design 32-200333-03

Cross-section of Wärtsilä VASA 32, in-line engine

0 5

Fig 01-1 3201519045

01 - 6
32-200333-03 Main Data, Operating Data and General Design

Cross-section of Wärtsilä VASA 32, V-engine

5 5
0 0

Fig 01-2 3201529045

01 - 7
 Main Data, Operating Data and General Design 32-200333-03

01 - 8
 200549-01 Fuel, Lubricating Oil, Cooling Water

02. Fuel, Lubricating Oil, Cooling Water

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

02.1 Fuel

02.1.1 General

The WÄRTSILÄ® medium-speed diesel engines are designed to

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

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

Fuel WÄRTSILÄ®20 Vasa 32 & 32LN WÄRTSILÄ®46
WÄRTSILÄ®32 WÄRTSILÄ®46F
LFO, min. 1,8 2,0 2,8
HFO 16 - 24 16 - 24 16 - 24

The maximum limits of fuel characteristics for a certain engine are

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

W20/W32/W46, W46F, 32, 32LN 02 - 1

 Fuel, Lubricating Oil, Cooling Water 200549-01

02.1.2 Fuel treatment

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

Recommended centrifuge flow rate

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

Note! Recommended centrifuge flow rates, see separator manufacturers

instruction manual.

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

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

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

02 - 2 W20/W32/W46, W46F, 32, 32LN

 200549-01 Fuel, Lubricating Oil, Cooling Water

Fuel oil viscosity-temperature diagram

Centistokes
5000

2000
UNGEFÄHRE PUMPGRENZE
1000
600
H 700 cSt bei 50 C
400 G
300 380 cSt bei 50 C
A B
200 ZENTRIFUGIER-
BEHÄLTER- TEMPERATUR
100 TEMPERATUR
80 VISKOSITÄT VOR DEN
60 C KRAFTSTOFFPUMPE
50
40 K
30 F
25
20 EMPFOHLENER
BEREICH
D
16
14
12 E
10
9 GASÖIL
8 HÖCHSTTEMP.
7 SCHIFFSDIESELÖL
6
180 cSt bei 50 C
5
5.5 cSt bei 40 C 80 cSt bei 50 C
4
11 cSt bei 40 C 40 cSt bei 50 C

3 14 cSt bei 40 C

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

C

Fig 02-1 3202529238

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

cSt at 80 °C (C) must be preheated to 112 - 126 °C (D-E) before the
fuel injection pumps, to 97 °C (F) at the centrifuge and to minimum
40 °C (G) in storage tanks. The fuel oil may not be pumpable below
36 °C (H).
To obtain temperatures for intermediate viscosities, draw a line
from the known viscosity/temperature point in parallel to the near-
est viscosity/temperature line in diagram.
Example: Known viscosity 60 cSt at 50 °C (K). The following can be
read along the dotted line: Viscosity at 80 °C = 20 cSt, temperature
at fuel injection pumps 74 - 86°C, centrifuging temperature 86 °C,
minimum storage tank temperature 28 °C.
Conversion from various current and obsolete viscosity units to
centistokes can be made in the diagram, Fig 02-2. The diagram
should be used only for conversion of viscosities at the same tem-
perature. The same temperatures should then be used when enter-
ing the viscosity/temperature point into the diagram, Fig 02-1.

W20/W32/W46, W46F, 32, 32LN 02 - 3

 Fuel, Lubricating Oil, Cooling Water 200549-01

Viscosity conversion diagram

Centistokes
5000

2000
1000
600
400
300
200

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

10 20 50 100 200 500 1000 2000 5000 10000

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

Fig 02-2 3202538935

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

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

02.1.2.3 Viscosity control

An automatic viscosity controller, or a viscosimeter, at least, should
be installed in order to keep the correct viscosity of the fuel before
the fuel enters the engine fuel system.

02 - 4 W20/W32/W46, W46F, 32, 32LN

 200549-01 Fuel, Lubricating Oil, Cooling Water

02.1.3 Maximum limits of fuel characteristics

The diesel engines WÄRTSILÄ® Vasa 32 & 32LN, WÄRTSILÄ® 20,

WÄRTSILÄ® 32, and WÄRTSILÄ® 46 & 46F are designed and
developed for continuous operation, without reduction of the
rated output, on fuels with the following properties:

Fuel characteristics, maximum limits

Kinematic viscosity cSt at 100 °C 55
cSt at 50 °C 730
Redwood No.1 sec. at 100 °F 7200
Kinematic viscosity cSt at engine inlet see
02.1.1
Density kg/m3 at 15 °C 991
1) 3
Density kg/m at 15 °C 10101)
Water vol-% 1.0
Water, before engine vol-% 0.3
Flash point, min. (PMCC) °C 60
Pour point °C 30
Total Sediment Potential mass-% 0.10

The limits above also correspond to the demands:

· ISO 8217:1996(E), ISO-F-RMH 55 and RMK 551)
· BS MA 100:1996, RMH 55 and RMK 551)
· CIMAC 1990, class H 55 and K 551).
1)
Provided the fuel treatment system can remove water and solids.

Four types of fuels are defined for the WÄRTSILÄ® Vasa 32 & 32LN,
WÄRTSILÄ® 20, WÄRTSILÄ® 32 and WÄRTSILÄ® 46 & 46F engines:
· HFO 1, heavy fuel oil of normal quality
· HFO 2, heavy fuel oil below normal standard quality
· DO, diesel oil or LFO, light fuel oil
· CRO, Crude oil. (Not approved for WÄRTSILÄ® 46F).
The maintenance intervals are decided by the characteristics of the
used fuel, see Chapter 04 Maintenance Schedule.

W20/W32/W46, W46F, 32, 32LN 02 - 5

 Fuel, Lubricating Oil, Cooling Water 200549-01

The differences between HFO 1 and HFO 2 are seen below:

Fuel characteristics, maximum limits

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

Foreign substances or chemical waste, hazardous to the safety of

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

Note! If any of specified fuel properties exceed HFO 1 maximum value

the fuel should be classified as HFO 2.

02.1.4 Comments on fuel characteristics

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

Caution! Fuels having a low viscosity in combination with a high density

usually have bad ignition properties!

02 - 6 W20/W32/W46, W46F, 32, 32LN

 200549-01 Fuel, Lubricating Oil, Cooling Water

c) Ignition quality. Heavy fuels may have very low ignition quality. This
may cause trouble at start and low load operation, particularly if
the engine is not sufficiently preheated. Low ignition quality may
also result in a long ignition delay and can cause a fast pressure rise
and very high maximum pressures. This increases the mechanical
load and can even damage engine components such as e.g.
piston rings and bearings severely. Deposits on the piston top, on
the exhaust valves, in the exhaust system, and on the turbine nozzle
ring and turbine blades can also be expected. The turbocharger
fouling will lead to decreased turbocharger efficiency, and in-
creased thermal load.
A symptom of low ignition quality is diesel knock, i.e. hard, high
pitched combustion noise. The effects of diesel knocking are in-
creased mechanical load on components surrounding the com-
bustion space, increased thermal load, as well as increased
lubricating oil consumption and contamination.

Caution! Although low ignition quality produces long ignition delays, ad-
vancing the injection timing makes things only worse: The fuel will
be injected at a lower compression temperature, and this will
produce an even longer ignition delay!

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

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

Determining of CCAI:

CCAI = r - 81 - 141 log10log10 (nk + 0.85)

where r = density ( kg/m3 at 15 °C)

nk = kinematic viscosity ( cSt at 50 °C)

Note! An increased CCAI value indicates decreased ignition quality!

CCAI can also be determined (but with limited accuracy) by the

nomogram, see Fig 02-3.
Straight run fuels show CCAI values in the 770 - 840 range, and are
very good igniters. Cracked residues may run from 840 to over 900,
while most bunkers remain in the 840 to 870 range at present.

W20/W32/W46, W46F, 32, 32LN 02 - 7

 Fuel, Lubricating Oil, Cooling Water 200549-01

The CCAI is not an exact tool for judging fuel ignition properties.
Following rough guidelines can however be given:
· Engines running at constant speed and load over 50 % can
without difficulty use fuels with CCAI-values of up to 870.
· Engines running at variable speed and load can without diffi-
culty run on fuels with CCAI-values up to 860.
To avoid difficulties with poor ignition quality fuels the following
should be noted:
· Sufficient preheating of the engine before start.
· Proper function of the inverse cooling system.
· Proper function of the injection system, especially the injection
nozzle condition must be good.

Nomogram for deriving CCAI

VISCOSITY DENSITY CCAI

cSt (mm2/s) (kg/m3 at 15˚C)
820

50˚C 100˚C 840

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

Fig 02-3 3202599716

02 - 8 W20/W32/W46, W46F, 32, 32LN

 200549-01 Fuel, Lubricating Oil, Cooling Water

d) The water content of heavy fuel oils varies widely. Water may come
from several different sources, it can either be fresh or salt. It can
also originate from e.g. condensation in the installation’s bunker
tanks.
· If the water is sweet and very well emulsified in the fuel, the
effective energy content of the fuel decreases with increasing
water content, leading to an increase in fuel consumption.
· If the fuel is contaminated with sea water, the chlorine in the
salt will cause corrosion of the fuel handling system, including
the injection equipment. The effects of sodium, that also origi-
nates from salt, are described more in detail below.
To avoid difficulties in the engine fuel injection system the water
content must be reduced to a max. of 0.3 % prior to the engine.
e) The sulphur in the fuel may cause cold corrosion and corrosive
wear, especially at low loads. Sulphur also contributes to deposit
formation in the exhaust system, normally together with vanadium
and/or sodium in the form of sulphates. The deposits can also cause
high temperature corrosion, as described below.
f) A high ash content may be detrimental in several ways. Different
ash components can cause different problems:
· Aluminium and silicon oxides originate from the refining proc-
ess, and can cause severe abrasive wear mainly of the injec-
tion pumps and nozzles, but also of cylinder liners and piston
rings. An efficient fuel separation is a must for minimising wear.
· Oxides of vanadium and sodium, mainly sodium vanadyl
vanadates, are formed during the combustion, and mix or
react with oxides and vanadates of other ash components,
e.g. nickel, calcium, silicon and sulphur. The sticking tempera-
ture of the mixture may be such, that a deposit is formed on a
valve, in the exhaust gas system, or in the turbo-charger. This
deposit is highly corrosive in the molten state, destroying the
protective oxide layer on e.g. an exhaust valve, and leading
to hot corrosion and a burned valve. Deposits and hot corro-
sion in the turbocharger, especially on the nozzle ring and
turbine blades will cause a decreased turbocharger effi-
ciency. The gas exchange will be disturbed, less air flows
through the engine, and thus the thermal load on the engine
increases. The deposit formation increases at increased tem-
peratures and engine outputs.
To avoid the above mentioned problems when running on high ash
fuels, it is important to:
· Have an efficient fuel separation.
· Clean the turbocharger regularly with water, see section 15.3.
· Have a strict quality control of the bunkered fuel, i.e. to see
that the amounts of ash and dangerous ash constituents stay
low.
· Maintain clean air filters and charge air coolers by regular
cleaning based on pressure drop monitoring.

W20/W32/W46, W46F, 32, 32LN 02 - 9

 Fuel, Lubricating Oil, Cooling Water 200549-01

g) High carbon residue content may lead to deposit formation in the

combustion chamber and in the exhaust system, especially at low
loads.
· Deposit formation on injection nozzle tips will disturb the fuel
atomisation and deform the fuel sprays, decreasing the com-
bustion process efficiency, and even leading to locally in-
creased thermal loads.
· Deposits in the piston ring grooves and on the rings will hinder
the movement of the rings, causing a.o. increased blow-by of
combustion gases down to the crank case, which in turn
increases the fouling of the lubricating oil.
· Deposits in the exhaust gas system and in the turbocharger will
disturb the gas exchange and increase the thermal load.
h) High asphaltene content may contribute to deposit formation in
the combustion chamber and in the exhaust system, especially at
low loads.
Asphaltenes are complex, highly aromatic compounds with a
high molecular weight, that usually contain sulphur, nitrogen and
oxygen, as well as metals like vanadium, nickel, and iron (see “Ash”
above). A high asphaltene content indicates that a fuel may be
difficult to ignite and that it burns slowly.
If the fuel is unstable, the asphaltenes may precipitate from the
fuel and block filters and/or cause deposits in the fuel system, as well
as excessive centrifuge sludge.
i) A low flash point (high vapour pressure) is often seen especially for
crude oils.
The low flash point will not influence the combustion, but the fuel
can be dangerous to handle and store. This is especially the case if
the pour point is high, and the fuel has to be heated due to this.
Special explosion proof equipment and separators can be used in
extreme cases.
A high vapour pressure (low flash point) can also give cavitation
and gas pockets in the fuel pipes. These can be avoided by using
an elevated pressure in the fuel handling system.
It is to be noted that some insurance companies demand the use
of fuels having a flash point higher than 60 °C.
j) The pour point tells below which temperature the fuel does not
flow, and determines how easy it will be to handle the fuel. The
whole fuel handling system, including tanks and pipes, must be
heated to a temperature at least 10 - 15 °C above the pour point.
k) Total sediment potential tells something about the fuels stability. If
the TSP is high, the danger of sediment and sludge formation in tanks
and fuel handling systems increases, as well as the probability for
filter clogging.
TSP can also be used as a check for the compatibility of two
different fuels: The two fuels are mixed, and if the TSP for the mix
remains low, the fuels are compatible.

02 - 10 W20/W32/W46, W46F, 32, 32LN

 200549-01 Fuel, Lubricating Oil, Cooling Water

02.1.5 Measures to avoid difficulties when running on

heavy fuel

Poor fuel quality will influence on wear, engine part lifetime and
maintenance intervals adversely.
In order to obtain maximum operating economy it is recommend-
able:
a) to limit maximum continuous output as much as operating condi-
tions allow if fuel is known or suspected to have high vanadium
content (above 200 ppm) and sodium content.
b) to limit low load operation as much as operating conditions al-
low if fuel is known or suspected to have high sulphur content
(above 3 mass-%), carbon content (Conradson carbon above
12 mass-%) and/or asphaltene content (above 8 mass-%).
Operating below 20% of rated output should be limited to max. 100
hours continuously, by loading the engine above 70% of rated load for
one hour before continuing the low load operation or shutting down
the engine.
Idling (i.e. main engine declutched, generator set disconnected)
should be limited as much as possible. Warming-up of the engine
at no load for more than 3 - 5 minutes before loading, as well as
idling for more than 3 minutes before stopping is unnecessary and
should be avoided.

02.1.6 General advice

To avoid stability and incompatibility problems (precipitation of

heavy components in the fuel), avoid, if possible, blending of fuels
from different bunker stations, unless the fuels are known to be
compatible.
If stability and compatibility problems occur, never add distillate
fuel, as this will probably increase precipitation. A fuel additive with
a highly powerful dispersing characteristics can be of help until a
new fuel delivery takes place.
The characteristics of heavy fuels blended from residuals from
modern refinery processes like catalytic cracking and visbreaking
may approach at least some of the limits of fuel characteristics given
in the chapter 02., sect. 02.1.3.
Compared with “traditional” heavy fuels blended from straight
run residuals, the “modern” heavy fuels may have reduced ignition
and combustion quality.
Fuels blended from catalytic cracking residuals may contain very
abrasive catalytic fines (silicon and aluminium oxides) which, if
allowed to enter the injection system, may wear down injection
pumps and nozzles in a few hours.
Some of the difficulties that may occur when operating on heavy
fuels blended from cracked residuals can be avoided by:
· Sufficient centrifuging capacity. The best and most distur-
bance-free results are obtained with the purifier and clarifier

W20/W32/W46, W46F, 32, 32LN 02 - 11

 Fuel, Lubricating Oil, Cooling Water 200549-01

in series. Alternatively the main and stand-by separators may

be run in parallel, but this makes heavier demands on correct
gravity disc choice and constant flow and temperature con-
trol to achieve optimum results. Flow rate through the centri-
fuges should not exceed the maximum fuel consumption by
more than 10 %.
· Sufficient heating capacity to keep centrifuging and injection
temperatures at recommended levels. It is important that the
temperature fluctuations are as low as possible (±2 °C before
centrifuge) when centrifuging high viscosity fuels with densities
approaching or exceeding 991 kg/m3 at 15 °C.
· Sufficient preheating of the engine and the fuel systems before
starting the engine.
· Keeping fuel injection equipment and the inverse cooling
system in good condition.
See also section 02.2.7., Handling of oil samples.

02.2 Lubricating oil

02.2.1 System oil characteristics

Viscosity. Viscosity class SAE 40. In WÄRTSILÄ® Vasa 32 engine type

also the use of SAE 30 class lubricating oil is allowed.
Viscosity Index (VI). Min.95.
Alkalinity (BN). The required lubricating oil alkalinity is tied to the fuel
specified for the engine.

Fuel standards and lubricating oil requirements

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

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

operating on heavy fuel. This recommendation is valid especially
for engines having wet lubricating oil sump and using heavy fuel
with sulphur contents above 2.0 % mass. BN 40 lubricants can be
used when operating on heavy fuel as well if experience shows that
the lubricating oil BN equilibrium remains at an acceptable level.

02 - 12 W20/W32/W46, W46F, 32, 32LN

 200549-01 Fuel, Lubricating Oil, Cooling Water

BN 30 lubricants are recommended to be used only in special cases,

such as installations equipped with an SCR catalyst. Lower BN
products eventually have a positive influence on cleanliness of the
SCR catalyst. With BN 30 oils lubricating oil change intervals may be
rather short, but lower total operating costs may be achieved
because of better plant availability provided that the maintenance
intervals of the SCR catalyst can be increased.
BN 30 oils are also a recommended alternative when operating on
crude oil. Though crude oils many times have low sulphur content,
they can contain other acid compounds and thus an adequate
alkali reserve is important.
Additives. The oils should contain additives that give good oxidation
stability, corrosion protection, load carrying capacity, neutralization
of acid combustion and oxidation residues, and should prevent
deposit formation on internal engine parts (piston cooling gallery,
piston ring zone and bearing surfaces in particular).
Foaming characteristics. Fresh lubricating oil should meet the fol-
lowing limits for foaming tendency and stability (according to the
ASTM D 892-92 test method):
· Sequence I: 100/0 ml
· Sequence II: 100/0 ml
· Sequence III: 100/0 ml
In this test a certain amount of air is blown through the lubricating
oil sample. The first number in the results is the foam volume after a
blowing period of 5 minutes and should be less than or equal to 100
ml. The second number is the foam volume after a settling period
of 10 minutes and should always be 0 ml.
Sequences I and III are performed at a temperature of 24 °C and
sequence II at a temperature of 93.5 °C.

02.2.2 Lubricating oil qualities

Lubricating oil is an integrated engine component and thus the

quality of it is upmost important. All lubricating oils, which have
been approved for use in WÄRTSILÄ® Vasa 32, WÄRTSILÄ® Vasa
32LN, WÄRTSILÄ® 20, WÄRTSILÄ® 32, WÄRTSILÄ® 46 and WÄRT-
SILÄ® 46F engine types, have gone through an approval test
according to the engine manufacturer’s procedure.
The use of approved lubricating oil qualities during the warranty
period is mandatory and is also strongly recommended after the
warranty period.
The list of approved lubricating oils can be found in the end of this
chapter.

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

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 Fuel, Lubricating Oil, Cooling Water 200549-01

Note! Before using a lubricating oil not listed in the table, the engine
manufacturer must be contacted. Lubricating oils that are not
approved have to be tested according to the engine manufac-
turer’s procedures.

02.2.3 Maintenance and control of the lubricating oil

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

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

Note! The lubricating oil separation efficiency influences the condition of

the lubricating oil and the change interval of the lubricating oil
batch. Depending on type of application and from the different
lubricating oil system arrangements point of view, the following
separation routines are adviced:
- Continous running of the separator(s) when the engine(s) is run-
ning, recommended in the first place.
- Periodical separation of auxiliary engine in stand-by or running
mode in installation equipped with one or more separator(s), which
treats lubricating oil of more than one engine.

Caution! Defects on automatic, “self-cleaning” separators can quickly in-

crease the water content of the oil under certain circumstances!
(The water control valve fails.)

b) During the first year of operation it is advisable to take samples of

the lubricating oil at 500 operating hours intervals. The sample should
be sent to the oil supplier for analysis. On the basis of the results it is
possible to determine suitable intervals between oil changes. Fre-
quent oil analysis at 500 - 1000 operating hours intervals is also
recommended after the first year of operation to ensure safe engine
operation.
See also section 02.2.7., Handling of oil samples.
When estimating the condition of the used oil, the following
properties should be observed. Compare with guidance values
(type analysis) for new oil of the brand used.

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 200549-01 Fuel, Lubricating Oil, Cooling Water

Viscosity. Should not decrease by more than 20% and not rise by
more than 25% above the guidance value at 100 °C.
Should not decrease by more than 25 % and not rise by more than
45% above the guidance value at 40 °C.
Flash point. Should not fall by more than 50 °C below the guidance
value. Min. permissible flash point 190 °C (open cup) and 170 °C
(closed cup) . At 150 °C risk of crankcase explosion.
Water content. Should not exceed 0.3%. A value higher than 0.3%
can not be accepted for longer periods, but measures must be
taken; either centrifuging or oil change.
BN (Base Number).
· Fuel category A and B:
The minimum allowable BN value of a used oil is 50% of the
nominal value of a new oil.
· Fuel categories C and D:
The minimum allowable value of used oil is BN 20.
Insolubles. The quantity allowed depends on various factors. The oil
supplier’s recommendations should be followed. However, an n-Pen-
tane insoluble value above 1.5% calls for attention. A value higher
than 2% cannot be accepted for longer periods.
In general it can be said that the changes in the analyses give a
better basis of estimation than the absolute values.
Fast and great changes may indicate abnormal operation of the
engine or of a system.
c) Compensate for oil consumption by adding max. 10% new oil at a
time. Adding larger quantities can disturb the balance of the used
oil causing, for example, precipitation of insolubles. Measure and
record the quantity added.
Attention to the lubricating oil consumption may give valuable
information about the engine condition.
A continuous increase may indicate that piston rings, pistons and
cylinder liners are getting worn, and a sudden increase motivates
pulling the pistons, if no other reason is found.
d) Guidance values for oil change intervals are to be found in chap-
ter 04. Intervals between changes are influenced by system size (oil
volume), operating conditions, fuel quality, centrifuging efficiency
and total oil consumption. Efficient centrifuging and large systems
(dry sump operation) generally allow for long intervals between
changes. It is recommended to follow up that the BN value of the
lubricating oil keeps within engine manufacturer’s limits during the
whole oil change interval.
When changing oil the following procedure is recommended:
1 Empty oil system while oil is still hot. Be sure that oil filters and
coolers are also emptied.
2 Clean oil spaces, including filters and camshaft compartment.
Insert new filter cartridges.
3 Fill a small quantity of new oil in the oil sump and circulate with
the pre-lubricating pump. Drain!

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 Fuel, Lubricating Oil, Cooling Water 200549-01

4 Fill required quantity of oil in the system, see chapter 01, section
01.1.
Oil samples taken at regular intervals analyzed by the oil supplier,
and the analysis results plotted as a function of operating hours is
an efficient way of predicting oil change intervals.
Send or ask the oil supplier to send copies of oil analyses to the
engine manufacturer who will then assist in the evaluation.

In order to minimise the risk of lubricating oil foaming, deposit

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

If the procedure described above is not followed, responsibility of

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

02.2.4 Lubricating oil for the governor

See the Instruction Book for the governor, attached. An oil of

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

02 - 16 W20/W32/W46, W46F, 32, 32LN

 200549-01 Fuel, Lubricating Oil, Cooling Water

· Depending on the governor type, oil should be separately

emptied from the power cylinder. This is done by removing the
plug in the bottom of the power cylinder.
· Some governors are equipped with a magnetic oil plug, this
plug should be cleaned in connection with an oil change.

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

02.2.5 Lubricating oils for turbochargers

Please note that different types of turbochargers can be used for

the engine. The lubricating system is different for the different turbo-
charger. One type of chargers has a common lubricating oil system
with the engine, see chapter 15, while the other type of chargers
has an internal lubricating system for the bearings, see chapter 15.
See the Instruction Book for the turbocharger, attached.

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

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

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

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

02.2.6 Lubricating oils for engine turning device

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

40 °C=ISO VG 460 as lubricating oils for the turning device.
The list of lubricating oils for the engine turning device approved by
the turning device manufacturer can be found in the end of this
chapter.

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 Fuel, Lubricating Oil, Cooling Water 200549-01

02.2.7 Handling of oil samples

When taking fuel oil or lubricating oil samples the importance of

proper sampling can not be over-emphasised. The accuracy of the
analysis results is significantly dependent on proper sampling and
the results will only be as good as the quality of the sample.
Use clean sample containers holding approximately 1 litre. Clean
sample containers and accessories (IATA carton boxes for transpor-
tation, ready made address labels, etc.) are available for example
from Wärtsilä local network office. Rinse the sampling line properly
before taking the actual sample. Preferably also rinse the sample
bottles with the oil a couple of times before taking the sample,
especially if “unknown” sample bottles need to be used. Close the
bottles tightly using the screw caps provided. Seal all bottles and
record all the separate seal numbers carefully. Put the bottles to be
sent for analysing in “Ziploc” plastic bags to prevent any spillage.
Gently squeeze the “Ziploc” bag to minimise any air content prior
to sealing.
The background information for the fuel oil/lubricating sample is
as important as the sample itself. Oil samples with no background
information are of very limited value. The following data are essen-
tial to note when taking the sample:
· Installation name
· Engine type and number
· Engine operating hours
· Lubricating oil brand/fuel oil type
· Lubricating oil operating hours
· Where in the system the lubricating oil/fuel oil sample was
taken
· Sampling date and seal number of the separate samples if
seals are available
· Reason for taking and analysing the sample
· Contact information: Name (of the person who took the sam-
ple), telephone, fax, e-mail, etc.
Use for example the ready made “Oil Analyse Application” form,
see Instruction Manual attachments .
Observe personal safety precautions when taking and handling fuel
oil and lubricating oil samples. Avoid breathing oil fumes and mist,
use respirator if necessary. Use strong, heat and hydrocarbon resis-
tant gloves (nitrile rubber for example). Wear eye goggles if splash
risk exists. Wear facial screen and protecting clothes if hot product
is handled.

02.2.7.1 Lubricating oil sampling

Lubricating oil samples should be taken with the engine in operation
immediately after the lubricating oil filter on the engine. Always take
lubricating oil samples before adding fresh oil to the system.

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 200549-01 Fuel, Lubricating Oil, Cooling Water

02.2.7.2 Fuel oil sampling

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

02.2.8 Dispatch and transportation

Place the bottle with the “Ziploc” bag inside the IATA carton box
and fold the box according to the assembly instructions given on
the box. Enclose a copy of the "Bunker Receipt", if available, before
closing the last flap on the IATA carton.
Check the DNVPS Air Courier Directory and use appropriate label
for the IATA carton box to ensure that the sample is forwarded to
the nearest DNVPS laboratory. Complete the courier dispatch in-
structions on the side of the IATA carton. Fill in the DNVPS universal
account number (950 500 010) to prevent rejection from the courier
company (DHL). Complete the Proforma Invoice Form and tape it
to the outside of the IATA carton.
Call the air courier directly at the number as indicated in the Air
Courier Directory and request urgent pick-up, if necessary. When
the courier arrives you will need to complete an Airway Bill.
It is recommendable to handle the dispatching of the fuel oil and
lubricating oil samples at site. The results will be achieved faster
when the dispatching is handled at site and additionally it is illegal
to carry fuel oil samples as personal luggage on normal aeroplanes.
Support with interpretation of the analysis results and advice on
possible corrective actions is available from Wärtsilä, if needed.

W20/W32/W46, W46F, 32, 32LN 02 - 19

 Fuel, Lubricating Oil, Cooling Water 200549-01

02.3 Cooling water

02.3.1 General

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

closed circulating water systems, the water must be treated with
additives.
Before treatment, the water must be limpid and meet the speci-
fication found in the end of this chapter. Further, the use of an
approved cooling water additive or treatment system is mandatory.

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

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

Caution! The use of glycol in the cooling water is not recommended, if it is

not necessary. Since glycol alone does not protect the engine
against corrosion, additionally an approved cooling water additive
must always be used!I

02.3.2 Additives

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

with vast distribution nets. Follow thoroughly the instructions of the
supplier.

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

In an emergency, if compounded additives are not available,

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

Warning! Sodium nitrite is toxic.

02 - 20 W20/W32/W46, W46F, 32, 32LN

 200549-01 Fuel, Lubricating Oil, Cooling Water

Corrosion rate as a function of nitrite concentration

To give full protection the Nitrite level

Corrosion rate

should be kept above X ppm. The

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

Nitrite Concentration
X ppm

Fig 02-4 3202602002

Nitrite based cooling water additives are so called anodic inhibitors

and require proper dosing and maintenance in order to serve as
intended. The nitrite of the additive is as such a salt and it will increase
the conductivity of the water. The conductivity is on the other hand
one of the main parameters affecting the corrosion rate once a
corrosion process gets started, the higher the conductivity the
higher the corrosion rate.
If the conditions (nitrite level, chlorides, pH, etc.) in the systems are
such that the nitrite based additive is no longer able to protect the
entire surface of the system there may occur a rapid, local corrosion
in the areas that are not protected. The corrosion rate at the
attacked areas will even be much greater than it would be with no
additive at all present in the system, see schematic graph of the
corrosion rate as a function of the nitrite dosage in Fig 02-4. Observe
that the position of the curve peak on the x-axis (= dangerous
condition for corrosion) is not stable, but will shift depending on
temperature, pH, chlorides and sulphates contents, etc. in the
cooling water.
The table below shows shows examples of the most common
cooling water additive types.

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 Fuel, Lubricating Oil, Cooling Water 200549-01

Summary of the most common cooling water additives

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

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 200549-01 Fuel, Lubricating Oil, Cooling Water

02.3.3 Treatment

When changing the additive or when entering an additive into a system

where untreated water has been used, the complete system must be
cleaned (chemically) and rinsed before fresh treated water is poured
into the system. If, against our recommendations, an emulsion oil has
been used, the complete system must be absolutely cleaned of oil and
greasy deposits.
Evaporated water should be compensated by untreated water;
if treated water is used the content of additives may gradually
become too high. To compensate for leakage or other losses, add
treated water.
In connection with maintenance work calling for drainage of the
water system, take care of and reuse the treated water.
The list of approved cooling water additives and treatment sys-
tems can be found in the end of this chapter.

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

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

02.4 Injection water (DWI-engines)

02.4.1 Water quality

Water used for Direct Water Injection (DWI) has to fulfill the following
requirements:

Requirements for DWI-water

pH 5-9
Total Hardness max. 10 °dH
Chlorides max. 80 mg/l
Suspended Solids max. 50 mg/l
Silicon max. 50 mg/l
Temperature max. 50 °C

Fresh water to be used, see also section 02.3.1.

The water must not be contaminated by oil, grease, surfactants or
similar impurities. These kind of impurities may cause blocking of the
filters or other malfunctions in the direct water injection system.

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 Fuel, Lubricating Oil, Cooling Water 200549-01

02.5 Water quality requirements for Wärtsilä

WETPACÔ system
Water quality used for Wärtsilä WETPAC Humidification of inlet air
system (WETPACÔ) has to fulfill the following requirements:

Water quality requirements

Property Maximum value Unit
pH 6-8
Hardness 0.4 °dH
Chlorides as Cl 5 mg/l
Suspended Solids 5 mg/l
Temperature before pump 60 °C

In order to achieve a safe operation of the WetpacÔ system and

the engine, water produced with a fresh water generator / distiller
has to be used.
The water must not be contaminated by oil, grease, surfactants or
similar impurities. These kind of impurities may cause blocking of the
filters or other malfunctions in the WetpacÔ system.

02 - 24 W20/W32/W46, W46F, 32, 32LN

200507 Environmental Hazards Appendix A

02A. Environmental Hazards

02A.1 General

Fuel oils, lubricating oils and cooling water additives are environ-
mentally hazardous. Take great care when handling these products
or systems containing these products. Detailed information and
handling instructions can be found in the text below.

02A.2 Fuel oils

Prolonged or repetitive contact with the skin may cause irritation

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

02A.2.1 Handling

· Isolate from ignition sources, like sparks from static electricity

for example.
· Avoid breathing evaporated fumes (may contain hydrogen
sulphide, etc.) during pumping and opening of storage tanks
for example. Use gas mask if necessary.
· The handling and storage temperatures must not exceed the
flash point of the product. Should be stored in tanks or con-
tainers designed for flammable fluids.
· Must not be let into the sewage system, water systems or onto
the ground.
· Methane may during long-term storage be formed in tanks,
due to bacterial activities. Risk of explosions during unloading
or storage tank opening for example.
· Cloths, paper or any other absorbent material used to soak up
spills are fire hazards. Do not allow these to accumulate.
· Waste that contains the product is hazardous and has to be
disposed of according to directives issued by the local or
national environmental authorities. Collection, regeneration
and burning should be handled by authorized disposal plants.

02A - 1
 Appendix A Environmental Hazards 200507

02A.2.2 Personal protection equipment

· Respiratory organs protection: Oil mist: Use respirator, com-

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

02A.2.3 First aid measures

· Inhalation of fumes: Move victim to fresh air, keep warm and

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

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

02A - 2
200507 Environmental Hazards Appendix A

02A.3 Natural gas

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

02A.4 Lubricating oils

Fresh lubricating oils normally present no particular toxic hazard, but
all lubricants should always be handled with great care. Used
lubricating oils may contain significant amounts of harmful metal
and PAH (polyaromatic hydrocarbons) compounds. Avoid pro-
longed or repetitive contact with the skin. Prevent any risk of splash-
ing and keep away from heat, ignition sources and oxidizing agents.
Risk of long term contamination of the soil and the ground water.
Take every appropriate measure to prevent water and soil contami-
nation.

02A.4.1 Handling

· Ensure adequate ventilation if there is a risk of release of

vapours, mists or aerosols. Do not breathe vapours, fumes or
mist.
· Keep away from flammable materials and oxidants.
· Keep away from food and drinks. Do not eat, drink or smoke
while handling.
· Use only containers, piping, etc. which are resistant to hydro-
carbons. Open the containers in well ventilated surroundings.
· Immediately take off all contaminated clothing.
· Empty packaging may contain flammable or potentially ex-
plosive vapours.
· Cloths, paper or any other absorbent material used to recover
spills are fire hazards. Do not allow these to accumulate. Keep
waste products in closed containers.
· Waste that contains the product is hazardous and has to be
disposed of according to directives issued by the local or

02A - 3
 Appendix A Environmental Hazards 200507

national environmental authorities. Collection, regeneration

and burning should be handled by authorized disposal plants.

02A.4.2 Personal protection equipment

· Hand protection: Impermeable and hydrocarbon resistant

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

02A.4.3 First aid measures

· Inhalation of fumes: Move victim to fresh air, keep warm and

lying still.
· Skin contact: Wash immediately with plenty of water and soap
or cleaning agent. Do not use solvents (the oil is spread and
may be absorbed into the skin). Remove contaminated cloth-
ing. Seek medical advice if irritation develops.
· Eye contact: Rinse immediately with plenty of water, continue
for at least 15 minutes and seek medical advice.
· Ingestion: Do not induce vomiting, in order not to risk aspiration
into respiratory organs. Seek medical advice immediately.
· Aspiration of liquid product: If aspiration into the lungs is sus-
pected (during vomiting for example) seek medical advice
immediately.

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

02A.5 Cooling water additives, nitrite based

The products are toxic if swallowed. Concentrated product may

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

02A.5.1 Handling

· Avoid contact with skin and eyes.

02A - 4
200507 Environmental Hazards Appendix A

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

02A.5.2 Personal protection equipment

· Respiratory protection: Not normally required. Avoid exposure

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

02A.5.3 First aid measures

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

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

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

02A - 5
 Appendix A Environmental Hazards 200507

02A.6 Fly ashes and exhaust gas dust contami-

nated components

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

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

Employees must be required to study the safety instructions before

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

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

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

02A.6.1 Personal protection equipment

· Respiratory organs protection: Toxi particles: Use P3 filter respi-

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

02A - 6
200507 Environmental Hazards Appendix A

02A.6.2 First aid measures

· Inhalation of ashes: Move victim to fresh air, keep warm and

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

02A.7 Lead in bearings

Lead has valuable lubricating properties and therefore it is incorpo-
rated into many bearing alloys.
The bearings in Wärtsilä engines consists of lead and are therefore
a toxic hazardous waste. Lead containing bearings that are not
used anymore must be wasted according to local waste disposal
plant instructions.

02A - 7
 Appendix A Environmental Hazards 200507

02A.8 Fluoride rubber products

02A.8.1 Handling instructions - normal sealing applica-

tions

In normal sealing applications the use of fluoride rubber products

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

02A.8.2 Handling instructions in case of overheated

seats and valve blow-by

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

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

02A.8.2.1 Use of fluoride rubber products at temperature above

275 °C (527 °F)
Fluoride rubber can be used in most applications (up to 275 °C)
without any substantial degradation or health hazard. Use of or test
of fluoride rubber at temperatures above 275 °C must be avoided.
If the material, in spite of above recommendations, is exposed to
higher temperatures, or in case of an accident, there is a risk that
the temperature will rise out of control.

02A.8.3 Special conditions

02A.8.3.1 Grinding dust

Dust and particles which originates from grinding or abrasion (wear)
of fluoride rubber can cause the formation of toxic degradation
products when burned (incinerated). Smoking must therefore be
prohibited in areas where there is fluoride rubber dust and particles
present.

02A.8.3.2 Fire
In case of a fire, burning fluoride rubber can cause the formation of
toxic and corrosive degradation products (e.g. hydrofluoric acid,
carbonyl fluoride, carbon monoxide and carbon fluoride fragments
of low molecular weight)
Burning (incineration) of fluoride rubber is allowed only when using
approved incinerators equipped with gas emission reduction sys-

02A - 8
200507 Environmental Hazards Appendix A

tems.

02A.8.3.3 Decontamination
Operators handling the remains of burnt fluoride rubber must wear
impenetrable acid-proof gloves to protect the skin from the high
corrosive remains of burnt fluoride rubber. Appropriate glove ma-
terials are neoprene or PVC. All liquid state remains must be consid-
ered to be extremely corrosive.

02A.8.4 Personal protection equipment

· Hand protection: impenetrable acidproof gloves (neoprene

or PVC).
· Inhalation protection: breathing mask.

02A.8.5 First aid measures

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

02A - 9
 Appendix A Environmental Hazards 200507

02A - 10
 =
 Wärtsilä
Corporation REQUIREMENTS & OIL QUALITY
=
Finland
Technology
This doc is the property of Wärtsilä Corp. and shall neither be copied, shown or communicated to a third party without the consent of the owner.

Subtitle Product Made 25.06.97 Page Document No Rev

Instruction Vasa 32 Appd. 05.09.97 1 (10) 4V92A0639 j

Revised date: 18.07.2005 D-message No.: 64389

1.2.5 REQUIREMENTS AND OIL QUALITY

SYSTEM OIL REQUIREMENTS AND QUALITY FOR WÄRTSILÄ VASA 32 ENGINES

Viscosity
Viscosity class SAE 30 or 40 (SAE 40 is preferred)

Viscosity Index (VI)

Min. 95

Alkalinity (BN)
The required lubricating oil alkalinity is tied to the fuel specified for the engine, which is
shown in the table below.

FUEL STANDARDS AND LUBRICATING OIL REQUIREMENTS

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

It is recommended to use in the first place BN 50-55 lubricants when operating on heavy
fuel. This recommendation is valid especially for engines having wet lubricating oil sump
and using heavy fuel with sulphur content above 2.0 % mass. BN 40 lubricants can be used
when operating on heavy fuel as well if experience shows that the lubricating oil BN
equilibrium remains at an acceptable level.

BN 30 lubricants are recommended to be used only in special cases, such as installations

equipped with an SCR catalyst. Lower BN products eventually have a positive influence on
cleanliness of the SCR catalyst. With BN 30 oils lubricating oil change intervals may be
rather short, but lower total operating costs may be achieved because of better plant
availability provided that the maintenance intervals of the SCR catalyst can be increased.
 Page Document No Rev
2 (10) 4V92A0639 j

BN 30 oils are also a recommended alternative when operating on crude oil having low
sulphur content. Though crude oils many times have low sulphur content, they can contain
other acid compounds and thus an adequate alkali reserve is important. With crude oils
having higher sulphur content BN 40 – 55 lubricating oils should be used.

If both distillate fuel and residual fuel are used periodically as fuel, lubricating oil quality has
to be chosen according to instructions being valid for residual fuel operation, i.e. BN 30 is
the minimum. Optimum BN in this kind of operation depends on the length of operating
periods on both fuel qualities as well as of sulphur content of fuels in question. Thus in
particular cases BN 40 or even higher BN lubricating oils should be used.

The intervals between lubricating oil changes may be extended by adding oil daily to keep
the oil level constantly close to the maximum level.

An example of BN depletion curve with different BN lubricating oils is shown below.

60

Oil Volume: 0.6 l/kW (Wet Sump)

BN Condening limit: 20 mg KOH/g
Fuel sulphur content: 2.5 w-%
40

20

-20
0 2000 4000 6000 8000 10000
SERVICE HOURS
BN 55 Oil BN 40 Oil BN 30 Oil

Additives
The oils should contain additives that give good oxidation stability, corrosion protection,
load carrying capacity, neutralisation of acid combustion and oxidation residues and should
prevent deposit formation on internal engine parts (piston cooling gallery, piston ring zone
and bearing surfaces in particular).

Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming tendency and stability,
according to the ASTM D 892-92 test method:

Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
 Page Document No Rev
3 (10) 4V92A0639 j

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 LUBRICATING OIL

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

Property Unit Limit Test method

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

CHANGE OF LUBRICATING OIL BRAND

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

If the procedure described above is not followed, responsibility of possible damage and
malfunctions caused by lubricating oil change should always be agreed between the oil
company and customer.

APPROVED LUBRICATING OIL QUALITIES FOR WÄRTSILÄ VASA 32

ENGINES

Should unapproved lubricating oils be used during the engine warranty period, and there
exist no agreement with the engine manufacturer about testing, the engine guarantee does
not hold.
 Page Document No Rev
4 (10) 4V92A0639 j

GAS OIL AND MARINE DIESEL OIL OPERATION

If gas oil or marine diesel oil is used as fuel, lubricating oils with a BN of 10-25 are
recommended to be used. Also BN 30 lubricating oils included in Table 3 can be used in
gas oil and marine diesel oil fuelled engines.

Table 1.

Approved system oils - fuel categories A and B, recommended in the first place in gas oil or
marine diesel oil installations:

SUPPLIER BRAND NAME VISCOSITY BN FUEL

CATEG.
Adnoc-Fod Marine Engine Oil X324 SAE 30 24 A,B
Marine Engine Oil X424 SAE 40 24 A,B
BP Energol HPDX 30 SAE 30 12 A
Energol HPDX 40 SAE 40 12 A
Energol DS3-153 SAE 30 15 A
Energol DS3-154 SAE 40 15 A
Castrol HLX 30 SAE 30 12 A
HLX 40 SAE 40 12 A
MLC 30 SAE 30 12 A
MLC 40 SAE 40 12 A
MHP 153 SAE 30 15 A,B
MHP 154 SAE 40 15 A,B
Seamax Extra 30 SAE 30 15 A,B
Seamax Extra 40 SAE 40 15 A,B
Chevron (Texaco Delo 1000 Marine 30 SAE 30 12 A
+ Caltex + FAMM) Delo 1000 Marine 40 SAE 40 12 A
Delo 2000 Marine 30 SAE 30 20 A,B
Delo 2000 Marine 40 SAE 40 20 A,B
Taro 12 XD 30 SAE 30 12 A
Taro 12 XD 40 SAE 40 12 A
Taro 16 XD 30 SAE 30 16 A,B
Taro 16 XD 40 SAE 40 16 A,B
Taro 20 DP 30 SAE 30 20 A,B
Taro 20 DP 40 SAE 40 20 A,B
ExxonMobil Exxmar 12 TP 30 SAE 30 12 A
Exxmar 12 TP 40 SAE 40 12 A
Exxmar 24 TP 30 SAE 30 24 A,B
Exxmar 24 TP 40 SAE 40 24 A,B
Mobilgard ADL 30 SAE 30 15 A,B
Mobilgard ADL 40 SAE 40 15 A,B
Mobilgard 312 SAE 30 15 A,B
Mobilgard 412 SAE 40 15 A,B
Mobilgard 1 SHC SAE 40 15 A,B
 Page Document No Rev
5 (10) 4V92A0639 j

SUPPLIER BRAND NAME VISCOSITY BN FUEL

CATEG.
Indian Oil Servo Marine 1030 SAE 30 10 A
Corporation Servo Marine 1040 SAE 40 10 A
Servo Marine 2030 SAE 30 20 A,B
Servo Marine 2040 SAE 40 20 A,B
Kuwait Petroleum Q8 Mozart HPM 30 SAE 30 12 A
Q8 Mozart HPM 40 SAE 40 12 A
Nippon Oil SL 230 SAE 30 22 A
Corporation SL 240 SAE 40 22 A
Olje-Energi Goth Oil 325 SAE 30 25 A,B
Petrobras Marbrax CCD-410-AP SAE 40 12 A
Marbrax CCD-415 SAE 40 15 A,B
Marbrax CCD-420 SAE 40 20 A,B
Marbrax CCD-410 SAE 40 12 A
Saudi Arabian Petromin Petromar 2-30 SAE 30 30 A,B
Lubricating oil Co. Petromin Petromar 2-40 SAE 40 30 A,B
Petromin Petromar 3-30 SAE 30 40 A,B
Petromin Petromar 3-40 SAE 40 40 A,B
Shell Gadinia Oil 30 SAE 30 12 A
Gadinia Oil 40 SAE 40 12 A
Statoil MarWay 1030 SAE 30 10.6 A
MarWay 1040 SAE 40 10.6 A
Total / Lubmarine Disola M 3015 SAE 30 14 A
Disola M 4015 SAE 40 14 A
Disola M 3020 SAE 30 20 A,B
Disola M 4020 SAE 40 20 A,B

HEAVY FUEL AND CRUDE OIL OPERATION

Today’s modern trunk piston diesel engines are stressing the lubricating oils heavily due to
a.o. low specific lubricating oil consumption. Also ingress of residual fuel combustion
products into the lubricating oil can cause deposit formation on the surface of certain
engine components resulting in severe operating problems. Due to this many lubricating oil
suppliers have developed new lubricating oil formulations with better fuel and lubricating oil
compatibility.

Table 2.

Approved system oils - fuel categories C and D, recommended in the first place when
operating on heavy fuel or on crude oil having high sulphur content in order to reach full
service intervals. BN 50-55 lubricating oils are preferred in the first place.
 Page Document No Rev
6 (10) 4V92A0639 j

SUPPLIER BRAND NAME VISCOSITY BN FUEL

CATEG.
BP Energol IC-HFX 403 SAE 30 40 C,D
Energol IC-HFX 404 SAE 40 40 C,D
Energol IC-HFX 504 SAE 40 50 C,D
Castrol TLX Plus 403 SAE 30 40 C,D
TLX Plus 404 SAE 40 40 C,D
TLX Plus 504 SAE 40 50 C,D
TLX Plus 554 SAE 40 55 C,D
Cepsa Troncoil 4040 PLUS SAE 40 40 C,D
Troncoil 5040 PLUS SAE 40 50 C,D
Ertoil Koral 4040 SHF SAE 40 40 C,D
Ertoil Koral 5040 SHF SAE 40 50 C,D
Chevron (Texaco Taro 40 XL 40 SAE 40 40 C,D
+ Caltex + FAMM) Taro 50 XL 40 SAE 40 50 C,D
Delo 3400 Marine 30 SAE 30 40 C,D
Delo 3400 Marine 40 SAE 40 40 C,D
Delo 3550 Marine 40 SAE 40 55 C,D
Chinese Marilube Oil W 404 SAE 40 40 C,D
Petroleum Marilube Oil W 504 SAE 40 50 C,D
Corporation
ENI S.p.A. Cladium 400 S SAE 30 SAE 30 40 C,D
Cladium 400 S SAE 40 SAE 40 40 C,D
Cladium 500 S SAE 30 SAE 30 50 C,D
Cladium 500 S SAE 40 SAE 40 50 C,D
Cladium 550 S SAE 30 SAE 30 55 C,D
Cladium 550 S SAE 40 SAE 40 55 C,D
ExxonMobil Exxmar 40 TP 30 SAE 30 40 C,D
Exxmar 40 TP 40 SAE 40 40 C,D
Exxmar 50 TP 40 SAE 40 50 C,D
Mobilgard M 340 SAE 30 40 C,D
Mobilgard M 440 SAE 40 40 C,D
Mobilgard M50 SAE 40 50 C,D
Fuchs Titan PSW 40 SAE 40 SAE 40 40 C,D
Titan PSW 55 SAE 40 SAE 40 55 C,D
Indian Oil Servo Marine 4030 SAE 30 40 C,D
Corporation Servo Marine 4040 SAE 40 40 C,D
Servo Marine 5040 SAE 40 50 C,D
Servo Marine 5540 SAE 40 55 C,D
Servo Marine K-4030 SAE 30 40 C,D
Servo Marine K-4040 SAE 40 40 C,D
Servo Marine K-5040 SAE 40 50 C,D
Servo Marine K-5540 SAE 40 55 C,D
Pertamina Martron 440 SAE 40 40 C,D
Martron 450 SAE 40 50 C,D
Salyx 440 SAE 40 40 C,D
Salyx 450 SAE 40 50 C,D
 Page Document No Rev
7 (10) 4V92A0639 j

SUPPLIER BRAND NAME VISCOSITY BN FUEL

CATEG.
Petrobras Marbrax CCD-440 SAE 40 40 C,D
Marbrax CCD-450 SAE 40 50 C,D
Petron Petromar XC 4030 SAE 30 40 C,D
Petromar XC 4040 SAE 40 40 C,D
Petromar XC 5540 SAE 40 55 C,D
Repsol YPF Neptuno W NT 4000 SAE 30 SAE 30 40 C,D
Neptuno W NT 4000 SAE 40 SAE 40 40 C,D
Neptuno W NT 5500 SAE 30 SAE 30 55 C,D
Neptuno W NT 5500 SAE 40 SAE 40 55 C,D
Shell Argina X 40 SAE 40 40 C,D
Argina XL 40 SAE 40 50 C,D
Total / Lubmarine Aurelia XL 3040 SAE 30 40 C,D
Aurelia XL 3055 SAE 30 55 C,D
Aurelia XL 4040 SAE 40 40 C,D
Aurelia XL 4055 SAE 40 55 C,D

Table 3.

Approved system oils - fuel categories A, B, C and D. Lubricating oils with BN 30 included
in Table 3 are designed to be used when operating on crude oil with low sulphur content (<
1 % m/m) and in special cases when operating on heavy fuel, e.g. in installations equipped
with an SCR catalyst.

SUPPLIER BRAND NAME VISCOSITY BN FUEL

CATEG.
BP Energol IC-HFX 303 SAE 30 30 A,B,C,D
Energol IC-HFX 304 SAE 40 30 A,B,C,D
Castrol TLX Plus 303 SAE 30 30 A,B,C,D
TLX Plus 304 SAE 40 30 A,B,C,D
Cepsa Troncoil 3040 PLUS SAE 40 30 A,B,C,D
Ertoil Koral 3040 SHF SAE 40 30 A,B,C,D
Chevron (Texaco Taro 30 DP 30 SAE 30 30 A,B,C,D
+ Caltex + FAMM) Taro 30 DP 40 SAE 40 30 A,B,C,D
Delo 3000 Marine 30 SAE 30 30 A,B,C,D
Delo 3000 Marine 40 SAE 40 30 A,B,C,D
Chinese Marilube Oil W 304 SAE 40 30 A,B,C,D
Petroleum
Corporation
ENI S.p.A. Cladium 300 S SAE 30 SAE 30 30 A,B,C,D
Cladium 300 S SAE 40 SAE 40 30 A,B,C,D
ExxonMobil Exxmar 30 TP 30 SAE 30 30 A,B,C,D
Exxmar 30 TP 40 SAE 40 30 A,B,C,D
Mobilgard M 330 SAE 30 30 A,B,C,D
Mobilgard M 430 SAE 40 30 A,B,C,D
 Page Document No Rev
8 (10) 4V92A0639 j

SUPPLIER BRAND NAME VISCOSITY BN FUEL

CATEG.
Indian Oil Servo Marine 3030 SAE 30 30 A,B,C,D
Corporation Servo Marine 3040 SAE 40 30 A,B,C,D
Servo Marine K-3030 SAE 30 30 A,B,C,D
Servo Marine K-3040 SAE 40 30 A,B,C,D
Pertamina Martron 430 SAE 40 30 A,B,C,D
Salyx 430 SAE 40 30 A,B,C,D
Petrobras Marbrax CCD-330 SAE 30 30 A,B,C,D
Marbrax CCD-430 SAE 40 30 A,B,C,D
Petron Petromar XC 3030 SAE 30 30 A,B,C,D
Petromar XC 3040 SAE 40 30 A,B,C,D
Shell Argina T 30 SAE 30 30 A,B,C
Argina T 40 SAE 40 30 A,B,C
Total / Lubmarine Aurelia XL 3030 SAE 30 30 A,B,C,D
Aurelia XL 4030 SAE 40 30 A,B,C,D

Table 4.

Approved system oils - fuel categories A, B and C. Some lubricating oils with older type of
detergent / dispersant chemistries are still available and are listed in Table 4. These brands
are, however, likely to cause shorter service intervals.

LUBRICATING OILS WITH OLDER TYPE OF

DETERGENT/DISPERSANT ADDITIVE CHEMISTRY
SUPPLIER BRAND NAME VISCOSITY BN FUEL
CATEG.
ADNOC-Fod Marine Engine Oil X330 SAE 30 30 A,B,C
Marine Engine Oil X430 SAE 40 30 A,B,C
ENI S.p.A. Cladium 400 SAE 30 SAE 30 40 A,B,C
Cladium 400 SAE 40 SAE 40 40 A,B,C
Neste NST 30 SAE 30 30 A,B,C
NST 40 SAE 40 30 A,B,C
Petrogal GALP Marine MH 4040 SAE 40 40 A,B,C
Phillips Oil Marine SR 30 SAE 30 30 A,B,C
Trading Marine SR 40 SAE 40 30 A,B,C
Teboil Ward L 30 T SAE 30 SAE 30 30 A,B,C
Ward L 30 T SAE 40 SAE 40 30 A,B,C
Ward L 40 T SAE 30 SAE 30 40 A,B,C
Ward L 40 T SAE 40 SAE 40 40 A,B,C

Before using a lubricating oil not listed in Tables 1-4, the engine manufacturer must be
contacted. Lubricating oils that are not approved have to be tested according to engine
manufacturer’s procedures.
 Page Document No Rev
9 (10) 4V92A0639 j

APPROVED LUBRICATING OILS FOR ABB VTR-TURBOCHARGERS

SPECIAL LOW FRICTION SYNTHETIC OILS: CHANGE INTERVAL: 1500 hours

(ABB’s List 2b)
MANUFACTURER BRAND NAME VISCOSITY VISCOSITY VI
cSt at 40 °C cSt at 100
°C
Shell Corena AP 68 68 8.5 94

SPECIAL LOW FRICTION SYNTHETIC OILS: CHANGE INTERVAL: 2500 hours

(ABB’s List 3b)
MANUFACTURER BRAND NAME VISCOSITY VISCOSITY VI
cSt at 40 °C cSt at 100
°C
BP Enersyn TC-S 68 68 8.5 98
Chevron (Texaco Cetus PAO 68 68 10.3 138
+ Caltex + FAMM)
Castrol Aircol SR 68 68 10.5 142
ENI S.p.A. Dicrea SX 68 71.6 10.5 134
ExxonMobil Compressor Oil RS 68 67 10 135
Rarus SHC 1026 66.8 10.4 144
SHC 626 69.9 10.9 147
Shell Corena AS 68 67.8 10.1 145
Total / Lubmarine Barelf SM 68 73.8 11.4 147

APPROVED LUBRICATING OILS FOR ENGINE TURNING DEVICE

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

lubricating oils for turning device.

LUBRICATING OILS FOR ENGINE TURNING DEVICE

SUPPLIER BRAND NAME VISCOSITY VISCOSITY VISCOSITY
cSt at 40 °C cSt at 100 °C INDEX (VI)
BP Energol GR-XP 460 425 27.0 88
Castrol Alpha SP 460 460 30.5 95
Chevron (Texaco Meropa 460 460 31.6 100
+ Caltex + FAMM)
ENI S.p.A. Blasia 320 300 23.0 95
ExxonMobil Spartan EP 460 460 30.8 96
Mobilgear 634 437 27.8 96
Shell Omala Oil 460 460 30.8 97
Total / Lubmarine Epona Z 460 470 30.3 93
 Page Document No Rev
10 (10) 4V92A0639 j

LUBRICATING OILS FOR GOVERNOR / ACTUATOR

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

LUBRICATING OILS FOR STARTING MOTOR

According to starting device manufacturer Gali International, S.A., the following lubricating
oils are recommended to be used.

LUBRICATING OILS FOR GALI STARTING MOTOR, TYPE A45

(Normal ambient conditions)
SUPPLIER BRAND NAME
BP Energol HLP-HH32
Chevron Rando HD 32
(Texaco + Caltex + FAMM)
ExxonMobil Mobil DTE 24
Esso Nuto H32
Klüber Lubrication Lamora HLP 32
Klüberoil GEM 1-32
Shell Tellus 32
Total / Lubmarine Visga FP32

LUBRICATING OILS FOR GALI STARTING MOTOR, TYPE A45

(Cold / hot ambient conditions)
SUPPLIER BRAND NAME
Chevron Rando HDZ 32
(Texaco + Caltex + FAMM)
ExxonMobil Mobil DTE 13M
Shell Tellus T 32
Total / Lubmarine Visga 32
 =

 Wärtsilä Finland Oy RAW WATER QUALITY AND APPROVED

Finland
COOLING WATER ADDITIVES
This doc is the property of Wärtsilä Finland Oy and shall neither be copied, shown or communicated to a third party without the consent of the owner.

Subtitle Product Made 09.10.1998 Page Document No Rev

20, 26, 32, 38, 46,
Instruction
46F, 64, 34SG, Appd. 12.10.1998 1 (4) 4V92A0765 d
32DF, 50DF
Revised date: 18.01.2006 D-message No.: 93014

RAW WATER QUALITY AND APPROVED COOLING WATER ADDITIVES

FOR WÄRTSILÄ® VASA 32/32LN, WÄRTSILÄ® 20, WÄRTSILÄ® 26, WÄRTSILÄ® 32,
WÄRTSILÄ® 38, WÄRTSILÄ® 46, WÄRTSILÄ® 46F, WÄRTSILÄ® 64, WÄRTSILÄ® 32DF,
WÄRTSILÄ® 50DF AND WÄRTSILÄ® 34SG ENGINE TYPES

RAW WATER QUALITY

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

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

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

APPROVED COOLING WATER ADDITIVES

Manufacturer Additive name

S.A. Arteco N.V. Havoline XLi
Technologiepark-Zwijnaarde 2
B-9052 Ghent/Zwijnaarde, Belgium
Ashland Specialty Chemical Drewgard 4109
Drew Industrial
One Drew Plaza
Boonton, NJ 07005, USA
Ashland Specialty Chemical DEWT-NC powder
Drew Marine Liquidewt
One Drew Plaza Maxigard
Boonton, NJ 07005, USA
 Page Document No Rev
2 (4) 4V92A0765 d

Manufacturer Additive name

GE Betz Europe CorrShield NT 4293
Interleuvenlaan 25
B-3001 Heverlee, Belgium
GE Betz CorrShield NT 4200
4636 Somerton Road
Trevose
PA 19053, United States
Houseman Ltd Cooltreat 651
The Priory, Burnham
Slough SL1 7LS, UK
Kuwait Petroleum (Danmark) AS Q8 Corrosion Inhibitor Long-Life
Hummetoftveij 49
DK-2830 Virum, Denmark
Maritech AB Marisol CW
Box 143
S-29122 Kristianstad, Sweden
Nalco Chemical Company Nalco 39 (L)
One Nalco Centre Nalcool 2000
Naperville, Illinois
60566-1024 USA
Nalfleet Marine Chemicals Nalcool 2000
PO Box 11 Nalfleet EWT 9-108
Winnington Avenue, Northwich
Cheshire, CW8 4DX, UK
Rohm & Haas RD11
La Tour de Lyon RD11M
185, Rue de Bercy RD25
75579 Paris, Cedex 12, France
RRS-Yhtiöt Korrostop KV
Pieksämäentie 398A
77570 Jäppilä, Finland
Chevron Global Lubricants Havoline XLi
6101 Bollinger Canyon Road
San Ramon, CA 94583
Total WT Supra
Diamant B, 16, rue de la République
92922 Paris La Défense Cedex, France
Unitor ASA Dieselguard NB
P.O. Box 300 Skøyen Rocor NB liquid
N-0212 Oslo, Norway Cooltreat AL
Vecom Holding BV Vecom CWT Diesel QC-2
PO Box 27
3140 AA Maassluis, The Netherlands

In order to prevent corrosion in the cooling water system, the instructions of right dosage and
concentration of active corrosion inhibitors should always be followed. The information can be found
in the table below.
 Page Document No Rev
3 (4) 4V92A0765 d

Product designation Dosage per 1 m³ of Concentration of active corrosion

system capacity inhibitor
Corrshield NT 4293 10 litres 670 – 1000 ppm as NO2
CorrShield NT 4200
Drewgard 4109 16 – 30 litres 640 – 1200 ppm as NO2
DEWT-NC powder 3 – 4.5 kg 1500 – 2250 ppm as NO2
Drewgard 4109 16 – 30 litres 640 – 1200 ppm as NO2
Liquidewt 8 – 12 litres 470 – 700 ppm as NO2
Maxigard 16 – 30 litres 640 – 1200 ppm as NO2
Cooltreat 651 5 litres 800 ppm as NO2
Q8 Corrosion Inhibitor 50 – 100 litres 1.8 – 3.7 Brix° of active compounds
Long-Life measured with a supplier’s refractometer
Maricol CW 6 – 9 litres 1000 – 1500 ppm as NO2
Nalco 39 (L) 16 - 36 litres 550 - 1200 ppm as NO2
Nalcool 2000 32 - 48 litres 1000 - 1500 ppm as NO2
Nalfleet EWT 9 - 108 2.25 - 3.4 litres 670 - 1000 ppm as NO2
Korrostop KV 20 – 25 litres 120 - 150 ppm as Mo
RD11 (RD11M) 5 kg 1250 ppm as NO2
RD25 50 litres 710 ppm as Mo
Havoline XLi 50 - 100 litres 1.8 – 3.7 Brix° of active compounds
measured with a supplier’s refractometer
WT Supra 50 - 100 litres 1.8 – 3.7 Brix° of active compounds
measured with a supplier’s refractometer
Dieselguard NB 2.0 - 4.8 kg 1000 - 2400 ppm as NO2
Rocor NB Liquid 9.5 - 24 litres 1000 - 2400 ppm as NO2
Cooltreat AL 50 – 100 litres 1.8 – 3.7 Brix° of active compounds
measured with a supplier’s refractometer
Vecom CWT Diesel QC-2 6 - 10 litres 1500 – 2500 ppm as NO2

Note 1: For many products the recommended minimum and maximum limits are listed in the table
above. Since the amount of active corrosion inhibitors, especially nitrites, is decreasing
during the service of engines, the engine manufacturer recommends to start the dosage from
the upper level of indicated range.
Note 2: The nitrite content of nitrite-based cooling water additives tends to decrease in use. The risk
of local corrosion increases substantially when nitrite content goes below the recommended
limit.
Note 3: Cooling water additive manufacturers can indicate the required nitrite content measured
either as sodium nitrite, NaNO2 or as nitrite, NO2. 1 mg/l as NO2 equals to 1.5 mg/l as
NaNO2.
 Page Document No Rev
4 (4) 4V92A0765 d

USE OF GLYCOL

If a freezing risk exists, glycol needs to be added to cooling water. Since glycol alone does not protect
the engine and cooling water system against corrosion, additionally an approved cooling water
additive must always be used. All approved cooling water additives are compatible with glycol. The
amount of glycol in closed cooling water system shall always be minimized since heat transfer of
water containing glycol has deteriorated significantly. Engine type specific requirements have to be
always taken into account and in some cases derating of engine output is needed if a high amount of
glycol is added to closed cooling water system. There are commercially available two types glycol
qualities, monopropylene glycol (MPG) and monoethyleneglycol (MEG). So called industrial
qualities of both glycol types can be used, but MPG is considered to be a more environmental
alternative.
 32-200644-02 Start, Stop and Operation

03. Start, Stop and Operation

03.1 Turning of crankshaft

Turning is performed by means of an electrically driven turning device
built on the engine.

03.1.1 Electrically driven turning device

The turning device consists of an electric motor which drives the

turning gear through a gear drive and a worm gear. There is a control
box available, including a cable, which allows the turning to be accom-
plished from any position near the engine. The turning speed is about
4.8 RPM.
The engaging and disengaging of the turning gear is made by the
lever (1). The turning gear is spring-loaded outwards in order to prevent
it from meshing with the flywheel when out of operation.
The turning device is provided with a start blocking valve which
prevents starting in case the turning gear is meshing. See chapter 21,
section 21.1.
For careful adjustment of the crankshaft position there is a hand
wheel (2) with which it is possible to perform manual turning.

Electrically driven turning device

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

Fig 03-1 3203548935

03 - 1
 Start, Stop and Operation 32-200644-02

03.1.2 Slow turning device

As additional equipment the engine can be provided with a system for

slow turning of the engine before starting, see chapter 21., section 21.7.

03.2 Start
Before starting the engine, check that:
• The lubricating oil level is correct.
• The fuel system is in running order (correct preheating, correct
pressure, sufficient precirculation to heat the fuel injection
pumps).
• Both cooling water system circuits, LT and HT water circuit, are
in running order (correct pressures, circulating water preheated
and pre-circulated sufficiently to heat the engine).
• The oil level in the governor and turbocharger(s) is correct.
• The starting air pressure exceeds 15 bar (normally, 10 bar is still
sufficient to start the engine).
• The starting air system is drained of condensate.
• The drain pipe of the air cooler casing is open, no leakage.

Caution! Before starting the engine, make sure that all covers and shields are
in place and firmly fastened.
Covers may only be removed when the engine is stopped for e.g.
maintenance work, and must be replaced as soon as the work is
finished.

Caution! Before starting the engine, make sure that all maintenace or other
work on the engine or auxiliary equipment is finished.

Caution! Hot box covers may be removed temporarily while the engine is
running for measurements and checks, but they must immediately
be mounted again.

03 - 2
32-200644-02 Start, Stop and Operation

03.2.1 Manual start

1 Start the prelubricating oil pump to obtain a lubricating oil

pressure, about 0.5 bar.
2 Open the valve in the starting air supply system and drain
condensate via the blow-off valve. Close the blow-off valve when there
is no more condensate.
3 Turn the crankshaft either two revolutions by using the turning
device or run the engine on starting air for some revolutions keeping the
stop lever in stop position and the indicator valves open. In doing
so the risk of waterlocks is eliminated.
4 Disengage the turning gear from the flywheel.
5 Check that the stop lever is in work position, open the start-
ing air valve, shut the blow-off valve when there is no more condensate.
6 Push the start button until the engine starts firing. If the engine
does not start after 2 - 3 s the reason should be checked.
7 Check immediately after start that the pressure and tempera-
ture values are normal.

03.2.2 Remote and automatic start

See installation specific instructions.

03 - 3
 Start, Stop and Operation 32-200644-02

03.3 Stop

03.3.1 Manual stop

1 Engines with built-on cooling water pump: Idle the engine 1

min before stopping. The pre-heating pump to be started. Engines
with separate cooling water pump: 1 min idling will be enough,
but the water pump should run for some 5 min more.
2 Stop the engine by moving the stop lever into stop position. The
time of slowing down offers a good opportunity to detect possible
disturbing sounds.

03.3.2 General

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

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

Move the stop lever into STOP position.

If the engine is to be stopped for a lengthy time, close the
indicator valves. It is also advisable to cover the exhaust pipe opening.
The lubricating oil system on a stopped engine should be filled with
oil every second day by operating the pre-lubricating pump for a few
minutes. At the same time, turn the crankshaft a few revolutions to
ensure proper lubrication and protect the engine from corrosion.
Blow the engine with open indicator valves and start the engine once
a week to check that everything is in order.

03.3.3 Prolonged stop

Valid for an engine which has been started up, but has to be stopped
for several months or longer.
Cooling water and lubricating oil remain in engine/system.

Caution! The lubricating oil should not be kept warm, e.g. by separating if the
engine is not preheated to normal preheating temperature.

The reason is that water wich may be present in the lubricating oil in
the engine sump will evaporate. The water mist will condensate on the
colder parts in the crankcase causing liquid water, wich may cause

03 - 4
32-200644-02 Start, Stop and Operation

corrosion damages to engine parts e.g. camsaft, rollers, tappets, cylin-

derliners, piston(rings), gudgeon pin, crankshaft, gears and bearings.

03.3.3.1 Initial protection at beginning of stoppage period

• Water system
Before stoppage, water treatment has to be added so that the level
(concentration of inhibitor) is on the upper limit or slightly higher. A
lower concentration may cause local corrosion, especially in areas like
cylinder liners and exhaust valve seats.
• Fuel system
If the engine has run on heavy fuel oil (HFO), the engine should run
on light fuel oil (LFO) for a period of 15 minutes, on at least 50% load,
to rinse the system from HFO before stopping.
• Cylinder liners
The nozzle holders should be removed and 300ml rust protection Shell
Ensis Fluid G or similar sprayed into the cylinders. Mount the nozzle
holders after protection.
• Outside protection
The outside protection is dependent of how severe the ambient condi-
tion are. The injection pumps, pipes, fuel racks and other unpainted
surfaces in the hot box should be protected with a thin grease (spray)
e.g. Tectyl 502EH.
• Turbocharger
It is recommended that the suction branch is removed so that the rotor
can be turned at the same time as the lube oil priming pump is running.
Blind off the inlet with a suitable plywood plate or similar.
• General
Close the indicator valves and blind off the exhaust gas pipes. By using
the engine prelubricating pump, circulate the oil through the lubricat-
ing system for about 15 minutes. At the same time turn the crankshaft
and the turbocharger rotors a few turns.

03.3.3.2 Monthly follow-up

It is recommended that a monthly visual inspection of crankcase and
hotbox is performed and if corrosion is found, more protection to be
added.
By using the engine prelubricating pump, circulate the oil through the
lubricating oil system for about 15 minutes. At the same time, turn the
crankshaft and the turbocharger rotors a few turns.

03 - 5
 Start, Stop and Operation 32-200644-02

03.4 Normal operation supervision

If an alarm limit is reached and an alarm is activated, the engine situation
is already serious. All necessary countermeasures must be taken to remove
this emergency condition and return to normal operating conditions. As
the abnormal operating situation may cause damages to the engine, all
efforts must be put into returning to the normal operating situation instead
of just waiting for an automatic shut down of the engine.

03.4.1 Every second day or after every 50 running hours

1 Read all thermometers and pressure gauges and, at the

same time, the load of the engine. All temperatures are more or less
dependent on the load, and the lubricating oil, cooling water and raw
water pressures (built-on pumps) are dependent on the speed. There-
fore, always compare the current readings with those at corresponding
load and speed in the Acceptance Test Records. Guidance values are
stated in chapter 01.
The charge air temperature should, in principle, be as low as possible
at loads higher than 60 %, however, not so low that condensation occurs,
see Fig 03-2.
At loads lower than 40 % it is favourable to have a charge air
temperature as high as possible.
2 Check the indicator for pressure drop over fuel filters. When
the pressure drop over the filters increases, the pressure in the system
of the engine decreases. Very low pressure (less than 0.5 bar) before
the injection pumps reduces engine performance and may cause un-
even load distribution between the cylinders (risk of breakdown!). Too
high of a pressure drop may also result in deformation of filter car-
tridges (risk of injection pump seizure).
3 Check the indicator for pressure drop over the lubricating oil
filters. Too large of a pressure drop indicates clogged filter cartridges,
which ultimately causes the by-pass valve to open and reduced oil
filtration. Reduced oil filtration results in increased wear. Vent filters
and, if no improvement, change the cartridges.
4 Check the oil level in the oil sump/oil tank. Estimate the ap-
pearance and consistency of the oil. A simple control of the water
content: A drop of oil on a hot surface (about 150°C), e.g. a hot-plate. If
the drop keeps “quiet”, it does not contain water; if it “frizzles” it
contains water. Compensate for oil consumption by adding max. 10 %
fresh oil at a time.
5 Check the ventilation (de-aerating) of the engine cooling water
system. Check that the leakage from the telltale hole of the cooling
water pump and the raw water pump is normal (slight).
6 Check the quantity of leak-fuel from the draining pipes and
from the telltale hole of the fuel feed pump.

03 - 6
32-200644-02 Start, Stop and Operation

7 Check that the drain pipes of the air coolers are open.
8 Check that the telltale holes of the oil coolers and the cooling
water coolers are open.
9 Clean the compressor side of the turbocharger by injecting
water. See the instruction manual of the turbocharger.
10 Drain the fuel day tank of water and sediments, if any, and
drain the starting air receiver of water.

Condensation in charge air coolers

Amb air temperature ˚C

60 f=40
50 f=60 f=80 f=100
40
30
f=Relative humidity %
20
10
0
10
Water dewpoint ˚C

P=Air manifold pressure

20 bar abs

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

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

Fig 03-2 3203528930

Example: If the ambient air temperature is 35°C and the relative

humidity is 80 % the water content in the air can be read from the
diagram (0.029 kg water/kg dry air). If the air manifold pressure
(receiver pressure) under these conditions is 2.5 bar, i.e. absolute air
pressure in the air manifold is abt. 3.5 bar (ambient pressure + air
manifold pressure), the dew point will be 55°C ( from diag.). If the air
temperature in the air manifold is only 45°C, the air can only contain
0.018 kg/kg (from diag.). The difference, 0.011 kg/kg (0.029-0.018) will
appear as condensed water.

03 - 7
 Start, Stop and Operation 32-200644-02

03.4.2 Other maintenance works

To avoid malfunction of the engine, scheduled maintenance work must

be done, see chapter 04.

03.4.3 In connection with maintenance work

1 Record the following steps and the running hours in the engine
log:
• Lubricating oil sampling (record also operating time of oil). Lu-
bricating oil analyses without statement of operating time is of
limited value (“go - no go” only).
• Lubricating oil changes.
• Cleaning of centrifugal lubricating oil filters.
• Change of lubricating and fuel oil filter cartridges.
• Change of parts in connection with maintenance according to
chapter 04.

03.4.4 General

1 There is no automatic supervision or control arrangement that can

replace an experienced engineer’s observations. LOOK at and LIS-
TEN to the engine!
2 Strong gas blow-by past the pistons is one of the most danger-
ous things that can occur in a diesel engine. If gas blow-by is suspected
(e.g. because of a sudden increase of the lubricating oil consumption)
check the crankcase pressure. If the pressure exceeds 30 mm H2O,
check the crankcase venting system, if in order, pull the pistons!
3 When checking the firing pressures, the load of the engine, the
exhaust temperatures and all other operation parameters should be
entered into Operation Data Record WV98V091GB.
The value to be used for firing pressure is the average peak pressure
(pav).The pressure has to be measured as an average (mean) value
(pav) of at least 32 cycles.

Note! Measurement of firing pressures without simultaneous notation of

the other operation parameters is practically worthless.

03 - 8
 32-200644-02 Start, Stop and Operation

4 Operation at loads below 20 % of rated output should be lim-

ited to maximum 100 hours continuously when operating on heavy fuel
by loading the engine above 70 % of the rated load for one hour before
continuing the low load operation or stopping the engine.
Idling (i.e. main engine declutched, generator set disconnected)
should be limited as much as possible. Warming-up of the engine for
more than 3 - 5 minutes before loading, as well as idling more than 3
minutes before stopping is unnecessary and should be avoided.

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

03.5.1 Manual start

1 Check
• The lubricating oil level.
• The cooling water level in the expansion tank.
• The raw water supply to heat exchangers.
• The fuel oil level in the day tank.
• The starting air pressure — min. 15 bar.
• That the parts of the fuel control shaft system and the injection
pump racks move freely. Otherwise risk of overspeed.
2 Observe all points in section 03.2.1. Point 3 grows more impor-
tant the longer the engine has been stopped.
3 After starting, check that the starting air distributing pipe is not
heated at any cylinder (leakage from the starting valve).
4 Vent fuel and lubricating oil filters.

03.6 Start after overhaul

1 Check that the linkage between the speed governor, overspeed

trip and injection pumps is set correctly (especially the injection pump
rack position) and does not jam, that all screw connections are properly
locked and the injection pump racks move freely in the pumps.
2 The speed governor control lever being in max. position and
the stop lever in work position, release the overspeed trip manually.
Check that all injection pump racks move to a value less than 5 mm.
3 If the injection pumps, camshaft or its driving mechanism have
been touched, check the injection timing of one cylinder (on each
cylinder bank in a V-engine). See chapter 16. and the engine “Test
protocol”.
4 Check the cooling water system for leakage, especially:
• The lower part of the cylinder liners.

03 - 9
 Start, Stop and Operation 32-200644-02

• The oil cooler.

• The charge air cooler.
5 Check/adjust the valve clearances, see chapter 12.

Note! If the camsaft or the driving mechanism have been touched, check
the valve timing of one cylinder at least, see chapter 6 and 13.

6 Vent the fuel oil system if it was opened.

7 Start the pre-lubricating oil pump. Vent the lubricating oil fil-
ters. Check (as thoroughly as possible) that lubricating oil appears from
all bearings and lubricating nozzles, from the piston cooling oil outlet and
from the valve mechanism. Check that there is no leakage from the pipe
connections inside or outside the engine.

Note! Observe that the crankshaft has to be turned in order to get oil
through all connecting rods.

8 Rags or tools left in the crankcase, untensioned or unlocked

screws or nuts (those which are to be locked), worn-out self-locking
nuts, may cause total breakdown.
Well cleaned oil spaces (oil sump and camshaft spaces) spare the oil
pump and oil filter.
9 See the instructions in section 03.1 and 03.5 when starting.

03.7 Operation supervision after overhaul

1 At the first start, listen carefully for any abnormal sounds. If any-
thing is suspected, stop the engine immediately, otherwise stop the
engine after 5 minutes idling at normal speed. Check at least the
temperatures of the main and big end bearing and of all other bearings
which have been opened. If everything is in order, restart.
2 Check that there is no leakage of gas, water, fuel or lubricat-
ing oil. Especially observe the fuel lines, injection pumps and injection
valves. Watch the quantities emerging from the leak oil pipes!
3 Check that the starting air distributing pipe is not heated
at any cylinder (leaky starting valve). May cause explosion!
4 After overhauling, the following instructions are especially im-
portant:
• Check pressure and temperature gauges.
• Check the automatic alarm and stop devices.

03 - 10
 32-200644-02 Start, Stop and Operation

• Check the pressure drop over the fuel filter and lubricating oil
filter.
• Check the oil level in the oil sump/oil tank. Estimate the condition
of the oil.
• Check the ventilation (de-aerating) of the engine cooling water
system.
• Check the quantity of leak fuel.
• Check the telltale holes of the coolers.
• Check the content of additives in the cooling water.
• Check the cylinder pressures.
• Listen for jarring sounds.
• Check the crankcase pressure.
• Check the starting air pipes.
• Vent the filters.

03.8 Running-in
The running-in of a new engine must be performed according to
programme in Fig 03-3. It is also recommended that running-in proce-
dure is performed after following maintenance jobs.
1 After changing piston rings, pistons or cylinder liners, after
honing of cylinder liners, follow programme in Fig 03-3 as closely as
possible. If the programme cannot be followed, do not load the engine
fully for at least 10 h.

Caution! Avoid “running-in” at continuous and constant low load!

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

03 - 11
 Start, Stop and Operation 32-200644-02

Running-in programme

Engine After change of piston rings, pistons or cylinder liners,

load % after honing cylinder liners

100
90
80
70
60
50 1
40
30
20
10
0
2

1 2 3 4 5 6 7h
1 Stop. Check big end bearing temperatures Operating hours
2 End of running-in programme. Engine may be put on normal mode

Fig 03-3 3203569701

03.9 Maintenance of turning device

Change the lubricating oil in the turning device once during the first
year of operation. Approved lubricating oils, see section 02.2.6. After
that, the oil should be changed according to chapter 04. Check also that
the vent hole (3), Fig 03-1 is open.
1 Drain old oil, preferably when warm, through the drain hole (4).
2 Rinse the gear box with clean oil.
3 Fill the gear box with oil (according to the table in section 02.2.6)
through the filling hole (5) until the oil level reaches the level gauge
glass (6). Utmost cleanliness should be observed.
4 Close the oil holes and operate the turning device a few seconds.
5 Check the oil level and fill, if necessary.

03 - 12
 32-200343-09 Maintenance Schedule

04. Maintenance Schedule

04.1 General

The maintenance necessary for the engine is mainly dependt on the

operating conditions. The periods stated in this schedule are guidance
values only, but must not be exceeded during the guarantee period.
When using diesel oil or intermediate fuels of comparatively good
quality as fuel oil it may be possible to lengthen the stated maintenance
intervals considerably depending on the engine load. See also the
instruction books of the turbocharger and the governor, separate
instructions for additional equipment and chapter 03.
1 Before any steps are taken, carefully read the corresponding
item in this Manual.
2 Note the Risk Reduction in chapter 00A.
3 Note the Environmental Hazards in chapter 02A.
4 At all maintenance work, observe the utmost cleanliness and
order.
5 Before dismantling, check that all systems concerned are
drained or the pressure released. After dismantling, immediately
cover holes for lubricating oil, fuel oil and air with tape, plugs, clean
cloth or the like.
6 When exchanging a worn-out or damaged part provided
with an identification mark stating cylinder or bearing number, mark
the new part with the same number on the same spot. Every exchange
should be entered in the engine log and the reason should be clearly
stated.
7 Always renew all gaskets, sealing rings and O-rings at
maintenance work. Note! The O-rings in the cooling water system
must not be lubricated with oil based lubricants, use soap or similar.
8 After reassembling, check that all screws and nuts are tightened
and locked, if necessary.

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

Caution! When overhauling the engine, make absolutely sure that the gen-
erator breaker is secured/gear box is not engaged to avoid acci-
dental turning of engine.

04 - 1
 Maintenance Schedule 32-200343-09

Caution! Accidental turning of engine may cause engine damage and/or

personal injury.

04.1.1 How to select application and fuel quality

There are two different types of applications defined:

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

Four types of fuel are defined:

· HFO 1 Heavy fuel oil of normal quality.
· HFO 2 Heavy fuel oil of below normal standard quality.
· DO Diesel oil or light fuel oil (LFO).
· NG Natural gas.

Fuel characteristics, maximum limits

HFO 1 HFO 2
Sulphur mass-% 2.0 2.0 - 5.0
Ash mass-% 0.05 0.05 - 0.20
Vanadium mg/kg 100 100 - 600
Sodium mg/kg 20 20 - 50
Al + Si mg/kg 30 30 - 80
CCAI 850 850 - 870

Note! If any of specified fuel properties exceed HFO 1 maximum value

the fuel should be classified as HFO 2.

04 - 2
32-200343-09 Maintenance Schedule

04.2 Every second day, irrespective of the engine being in operation or not
Automatic prelubrication Check operation 03.2
18.9
Crankshaft Marine engine: In a stopped engine, turn the crankshaft 03.1
into a new position.

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

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

04.4 Interval: 50 operating hours

Air coolers Check draining of air coolers 15.5
Check that the draining pipe is open, check if any leakage. 03.4.1
Cooling water system Check water level in cooling system 19.1.4
Check the water level in the expansion tank(s) and/or the
static pressure in the engine cooling circuits.
Connecting rod Check tightening of the connecting rod screws 11.3.4
Check the tightening of the connecting rod screws after the 07.3
first 50 operating hours on a new engine and, after overhaul,
those screws that have been opened.
Note! Pump to stated pressure. Tighten if possible. Do not loosen!
Fuel and lub. oil filters Check pressure drop indicators 03.4.1
Change filter cartridges if high pressure drop is indicated. 17.2
18.7
Gauges and indicators Take readings 03.4.1
Read and record (using eg. form No. WV98V091) all
temperature and pressure gauges, and at the same time the
load of the engine.
Governor, actuator Check oil level in governor 02.2.4
Check oil level, and look for leaks 22.4.1
Injection and fuel system Check leak fuel quantity 03.4.1
Check the amount of leak fuel from the injection pumps and nozzles. 17.1
Lubricating oil sump Check oil level in sump 18.2
Check oil level by means of dip stick, compensate for 02.2
consumption.
Main bearings Check tightening of main bearing screws 10.2.3
Check the tightening of main bearing screws after the first 50 07.3
operating hours on a new engine and, after overhaul, those
screws that have been opened.
Note! Pump to stated pressure. Tighten if possible. Do not loosen!
Running-in filter Remove the running-in filter
After the first 50 operating hours, remove the running-in filter
and pump up the hydraulic jack.
Turbocharger Water cleaning of compressor 15.3.3
Clean the compressor by injecting water.
Turbocharger Check turbocharger oil level 15.2
VTR-chargers Check oil level, and look for leaks. Change oil after the first 02.2.5
100 service hours in both oil spaces.
Continue

04 - 3
 Maintenance Schedule 32-200343-09

Valve mechanism Check valve clearances 12.2.4

Check the valve clearances after 50 hours’ running in new 06.1
and overhauled engines.

04.5 Interval: 100 operating hours

Turbocharger Water cleaning of turbine 15.3.2
Clean the turbine by injecting water.

04.6 Interval: 500 operating hours

Centrifugal filter Clean centrifugal filter(s) 18.8.2
Clean more often if necessary. Remember to open the valve
before the filter after cleaning.
Control mechanism Maintenance of control mechanism 22.2
Check for free movement, clean and lubricate.
Cooling water Check water quality 19.2
Check content of additives. 02.3
Cylinder pressure Check cylinder pressure 12.2.3
Record firing pressures of all cylinders. 03.4.3
Lubricating oil Take oil sample 02.2.3
In a new installation or after change to use of a new lub-
ricating oil brand, take samples for analyzing.
Turbocharger Change lubricating oil in turbocharger(s) 02.2.5
VTR-chargers Lubricating oil change interval according to lubricating oil in
use. See section 02.2.5.
Take care that the turbine oil is not mixed with the engine 15.2
lubricating oil.

04.7 Interval: 1000 operating hours

Air filter (on-built) Clean turbocharger air filter 15.2
Remove the filter(s) and clean according to instructions of the
manufacturer (more often, if necessary).
Automation Functional check of automation 23.1.4
Check function of the sensors for the alarm system and 01.2
automatic stop devices.
Electrical fuel feed pump Regrease el. fuel feed pump 17.5
Regrease the pump under running condition.
El. lubricating oil pump Regrease prelubricating pump 18.9
Regrease the pump under running condition.
Flexible coupling Oil change/check of the coupling
Geislinger (Oil filled) At first interval, change oil of the coupling.
Following (1000h) intervals, check oil level. See manufacturers
instructions.
Fuel filter Replace fuel oil filter cartridges 17.6.2
Clean the wire gauze and filter housing. Replace the filter 17.1
cartridges. (The cartridges are to be replaced when the 17.2
pressure difference indicator shows too high pressure drop).
Continue

04 - 4
32-200343-09 Maintenance Schedule

Lubricating oil filter Replace lub. oil filter cartridges 18.7.2

Drain the filter housings. Clean the wire gauze and filter 18.2
housing. Replace the filter cartridges. (The cartridges are to
be replaced when the pressure difference indicator shows
too high pressure drop.)
Valves Check valve condition 12.2.4
Check that the inlet and exhaust valves move freely in their 06.1
guides. This should preferably be done when the engine has
been out of operation for a couple of hours.
Check valve clearances.
Check cylinder tightness (valves, piston rings) with a 12.A
pneumatic test.

04.8 Interval: 2000 operating hours

Air cooler(s) Check water side of charge air cooler(s) 15.5
The first time check and possible cleaning of the waterside. If
in good condition and deposits insignificant: future intervals
4000 running hours.
Injection valves Inspect injection valves 16.4.4
Test the opening pressure. Dismantle and clean nozzles.
Check the effective needle lift. Check the springs. Replace
the O-rings. Check the nozzle condition in a test pump.
Replace the nozzles if necessary.
Lubricating oil Change lubricating oil 18.2
Change oil in a new installation (wet sump installations). Take 02.2
samples for analyzing. If the analyzing values are positive and if
the oil supplier or engine manufacturer so recommend, the
intervals between changes can be prolonged in steps of 500
operating hours.
In dry sump installations the oil change intervals may be in the
order of 8000 hours or more.
Clean all oil spaces when changing lub. oil.
Measuring instruments Check gauges 23.1.4.1
Check pressure and temperature gauges. Replace faulty
ones.
Governor Change oil in governor 02.2.4
Change lubricating oil. 22.4.1
Mec. overspeed trip device Check function of mechanical overspeed trip device 22.5.2
Check function and tripping speed 06.1
El.-pneu. overspeed trip Check el.-pneumatic overspeed trip device 22.6.3
device
Check function and tripping speed 06.1

04 - 5
 Maintenance Schedule 32-200343-09

04.9 Interval: 4000 operating hours

Air cooler(s) Clean the charge air cooler(s) 15.5
Clean and pressure test. Look carefully for corrosion.
Automation Check connectors and cables 23.3
Check mounting and connections. Apply contact lubricant to
contact surfaces. Check tightness of connections. Check
condition of cables, wires and cable glands. Replace
damaged connectors and cables.
Camshaft Inspect contact faces of camshaft 14.2
Check the contact faces of the cams and tappet rollers. Check 03.1
that the rollers rotate. Rotate the engine with the turning gear.
Cooling water spaces Inspect jacket water spaces on engine with cooled 15.2
turbocharger
Inspect turbocharger cooling water ducts for possible 19.2
deposits if the deposits are 1mm or thicker, clean and inspect 19.1.2
the water side of one cylinder liner through the plug in the 02.3
engine block. If the deposits are thicker than 1 mm, clean all 10.5
liners and engine block water space. Improve the cooling
water treatment.
Inspect jacket water spaces on engine with 15.2
uncooled turbocharger
Inspect the water side of one cylinder through the plug in the 19.2
engine block. If the deposits are thicker than 1 mm, clean all 19.1.2
liners and engine block water space. Improve the cooling 02.3
water treatment. 10.5
Control mechanism Check control mechanism 22.2
Check for wear in all connecting links between the governor
and all injection pumps.
Crankshaft Check crankshaft alignment. 11.2.2
Check alignment, use form No. WV98V036. Alignment check
is performed on a warm engine.
Crankshaft Check thrust bearing clearance 11.2.3
Check axial clearance 06.2
Exhaust manifold Check for leaks 20.
Check for leaks once a year
Replace parts if necessary.
Flexible coupling Oil change of the coupling
Geislinger (Oil filled) Change oil of the coupling.
See manufacturers instructions.
Fuel system Check and adjustment of fuel system 17.
Check and adjustment of fuel system once a year.
Injection valves Inspect injection valves 16.4.4
Test the opening pressure. Dismantle and clean nozzles.
Check the effective needle lift. Check the springs. Replace
the O-rings. Check the nozzle condition in a test pump.
HFO: Recommendation: Replace the nozzle by new ones on
6000 h at the latest.
DO (LFO): Recommendation: Replace the nozzle by new
ones on 8000 h at the latest

Continue

04 - 6
32-200343-09 Maintenance Schedule

Lube oil coolers Clean the lube oil cooler 18.5

If the lube oil temperature before the engine is within normal 19.2
operating values (Section 01.1), the interval can be
prolonged. Unnecessary opening of the plate cooler should
be avoided. Clean the lube oil cooler before the alarm limit is
reached. Examine carefully for corrosion.
Starting fuel limiter Check starting fuel limiter 22.7
Check the adjustment and function.

04.10 Interval: 12000 operating hours

Balancing shaft gear Inspect balancing shaft gear 11.1.2
4R32 Replace parts if necessary.
Governor driving gear Inspect governor driving gear 22.4.2
Replace parts if necessary. 06.2
Flexible coupling Check the flexible coupling
Flexible rubber coupling Check flexible rubber elements visually acc. to makers
recommendations. Dismantle if necessary.
HT-water pump Inspect HT-water pump 19.3.1
Dismantle and check. Replace worn parts. 19.3.2
HT-water pump driving gear Inspect HT-water pump driving gear 19.3.1
Replace parts if necessary. 06.2
HT-water thermostatic valve Clean and inspect HT-water thermostatic valve 19.1
Clean and check the thermostatic element, valve cone-cas-
ing and sealings.
LT-water pump Inspect LT-water pump 19.3.1
Dismantle and check. Replace worn parts. 19.3.2
LT-water pump driving gear Inspect LT-water pump driving gear 19.3.1
Replace parts if necessary. 06.2
LT-water thermostatic valve Clean and inspect LT-water thermostatic valve 19.4.1
Clean and check the thermostatic element, valve cone-cas- 19.4.2
ing, indicator pin and sealings.
Lube oil pump Inspect the lube oil pump 18.3.3
Replace parts if necessary.
Lube oil pump driving gear Inspect lube oil pump driving gear 18.3.4
Replace parts if necessary. 06.2
Oil thermostatic valve Clean and inspect oil thermostatic valve 18.6
Clean and check the thermostatic element, valve cone-cas-
ing and sealings.
Turbocharger Replace turbocharger bearings 15.2
VTR-chargers See manufacturers instructions.
Turbocharger Inspect turbocharger bearings 15.2
Napier Na-chargers Check and change if necessary.
See manufacturers instructions.
Turbocharger Inspect turbocharger bearings 15.2
ABB TPL-chargers Check and change if necessary.
See manufacturers instructions.

04 - 7
 Maintenance Schedule 32-200343-09

Overhaul interval
Fuel
Average load > 75 % Average load < 75 %
HFO 2 12 000 16 000
HFO 1 16 000 20 000
DO 20 000 24 000
NG 20 000 24 000

04.11 Interval: See table above

Connecting rods Replace big end bearing 11.3.3
Replace big end bearing. Inspect mating surface serrations. 06.2
Measure the big end bore, use form No. 3211V015 or form
No. 3211V012 (LN-engines)
Connecting rods Replace connecting rod screws
(not three-piece design) Replace connecting rod screws by new ones on 24 000 h at 11.3.3
the latest.
Connecting rods Replace connecting rod screws
(three-piece design) Replace connecting rod screws by new ones at every second 11.3.3
overhaul when doing piston overhauls at 12 - 16 000 h
intervals and at every overhaul when doing piston overhauls
at longer intervals than 16 000 h.
Connecting rods Replace connecting rod shims
(three-piece design) Replace connecting rod shims by new ones at every second 11.3.3
overhaul when doing piston overhauls at 12 - 16 000 h
intervals and at every overhaul when doing piston overhauls
at longer intervals than 16 000 h.
Connecting rods Inspect the small end bearings
Inspect the small end bearings. Replace if necessary. 11.3.3
06.2
Cylinder heads Overhaul of cylinder head 12.2.3
Dismantle and clean the underside, inlet and exhaust valves 12.2
and ports. Inspect cooling spaces and clean, if necessary. 12.3
Grind the valves. Inspect the valve rotators. Check rocker 14.1.3
arms.
Replace the O-rings in the valve guides.
Replace the O-rings at bottom of cylinder head screws at
every overhaul.
Cylinder liners Inspect the cylinder liners 10.5.1
Measure the bore using form No. 3210V014 or form 06.2
No. 3210V020 (LN-engines), replace liner if wear limits are
exceeded. Hone the liners. Renew the anti-polishing ring.
Cylinder liners Inspect cylinder liner water side 19.2
Pull one cylinder liner, on V-engines one per cylinder bank. If 10.5
the deposits are thicker than 1 mm, clean all liners and the
engine block water space. Replace the O-rings in the bottom
part by new ones at every overhaul.
Pistons Inspect the pistons 11B
Composite pistons must be dismantled for inspection of
mating surfaces between piston skirt and piston crown.
Inspect and clean oil spaces.

Continue

04 - 8
32-200343-09 Maintenance Schedule

Piston, piston rings Inspect pistons and piston rings 11.3.3

Pull, inspect and clean. Check the height of the ring grooves, 11.3
use form No. 3211V016 or form No. 3211V021 (LN-engines). 06.2
Check the retainer rings of the gudgeon pins. Replace 03.8
complete set of piston rings. Note the running-in programme.
Starting valves Check starting valves 21.4
Check starting valves in cylinder head.Replace parts if necessary.

04.12 Interval: 16000 operating hours

Camshaft driving gear Inspect intermediate gears 13.1
Replace parts if necessary. 06.2
Flexible coupling Check the flexible coupling
(Oil filled) Dismantle and check flexible coupling according to
manufacturers instructions.
Fuel feed pump General overhaul of fuel feed pump 17.5
Inspect pump and replace gaskets. Replace worn parts.
Governor drive Check governor drive bearing 22.4.2
Check governor driving shaft bearing clearance in situ. 06.2
Governor General overhaul of the governor
Can be sent to engine manufacturer for overhaul.
Booster servomotor General overhaul of the booster servomotor
for governor
Replace worn parts. See manufacturers instructions.
Turning device Change oil in turning device 02.2.6
Regrease the drive shaft. 03.9
Vibration damper Take oil sample from vibration damper 11.2.1
Viscous type Take oil sample for analyzing.
Vibration damper Check vibration damper 11.2.1
Geislinger Dismantle and check vibration damper every 32000 hours.

Overhaul interval
Fuel
Average load > 75 % Average load < 75 %
¾ 16 000 20 000

04.12 Interval: See table above

Camshaft Inspect camshaft bearings 10.4.1
Replace if necessary. 06.2
Valve mechanism Check valve mechanism parts 14.1.3
Check tappets. 06.2
Crankshaft Inspect main bearings 10.2.2
One main bearing to be inspected, if in bad condition, 06.2
change and check/change all main bearings. Note the type
of bearing in use and do the inspection accordingly.
Hydraulic jack Check function 10.2.1
for main bearing caps Change O-rings in the hydraulic jack if they are leaking when
lifting the main bearing cap.

04 - 9
 Maintenance Schedule 32-200343-09

Fuel Overhaul interval

HFO 2 16 000
HFO 1 16 000
DO 24 000
NG 24 000

04.12 Interval: See table above

Injection pumps Overhaul of injection pumps 16.2.4
Clean and inspect injection pumps, replace worn parts.
Replace the erosion plugs.

04.13 Interval: 24000 operating hours

Balancing shaft Inspect balancing shaft bearing 11.4.1
4R32 Take one bush out for inspection. If in bad condition check
the other too. Replace if necessary.
Engine fastening bolts Check tightening of engine fastening bolts 07.3
Replace if necessary.
Exhaust manifold Check expansion bellows 20.2
Replace if necessary.
Flexible coupling Check the flexible coupling
(Oil supply from engine) Dismantle and check flexible coupling according to
manufacturers instructions.
Main starting valve General overhaul of main starting valve 21.2
Replace worn parts.
Mec. overspeed trip device General overhaul of mechanical overspeed trip device 22.5.4
Check function and tripping speed. 22.5.2
Starting air distributor General overhaul of starting air distributor 21.3.2
Replace worn parts.
Turbocharger Inspect turbocharger bearings 15.2
ABB TPL-chargers Check and change if necessary.
See manufacturers instructions.

04 - 10
32-200343-09 Maintenance Schedule

04.14 Interval: 48000 operating hours

Balancing shaft gear Replace bearing bushes 11.4.3
4R32 Replace parts.
Camshaft driving gear Replace intermediate gear bearings 13.1
Replace parts . 06.2
Crankshaft Inspect crankshaft
Inspect the crankshaft for wear. 06.2
Engine foundation Check flexible elements of engine foundation
Flexible mounted Replace if necessary.
Flexible coupling Check the flexible coupling
Dismantle and check flexible coupling according to
manufacturers instructions.
Replace spring packs/inner star if necessary.
Turbocharger Replace rotor 15.2
Lifetime dependent of operating conditions.
See manufacturers instructions.

04 - 11
 Maintenance Schedule 32-200343-09

04 - 12
 32-9801 Maintenance Tools

05.Maintenance Tools

05.1 General
Maintenance of a engine requires some special tools developed in the
course of engine design. Some of these tools are supplied with the
engine, and others are available through our service stations or for
direct purchase by the customer.
Tool requirements for a particular installation may vary greatly,
depending on the use and service area. Standard tool sets are therefore
selected to meet basic requirements.
This list presents a comprehensive selection of tools for the Wärtsilä
Vasa 32 engine family.
Tool sets are grouped in order to facilitate selection for specific service
operations. This makes the job of the end-user much easier.

05.1.1.Use of this list

1 Read the corresponding item in this Instruction Book before

any maintenance work is started.
2 Check with list below that all the maintenance tools are avail-
able.
3 Check that necessary spare parts and consumable parts are
available.

05.1.2.Ordering of Maintenance tools

1 Find the part(s) that interests you in the following pages.

2 Select the tools or parts required, note that tools which are
part of standard deliveries are mentioned in the installation specific
delivery lists. You can use the code number in the following page
when ordering.
3 Make a note of the specifications and other information as
stated in the “Inquiry/Order List”.
4 Send the order to your local service station printed on the
Inquiry/Order List. All commercial terms are stated in the In-
quiry/Order List. When possible, state installation name and engine
number(s) when ordering.

Note! This chapter includes all available tools for above mentioned en-
gine types. See also the installation specific tool lists. Some of the
tools are applicable for certain cylinder numbers and with certain
engine mounted equipment.

05 - 1
 Maintenance Tools 32-9801

Main Bearings 100

Code Description Drawing No.

803000 Stud remover M42 4V80D0012
846058 Stud remover M56 3V84G0189
851000 Turning tool for main bearing shell 4V85B0023
851010 Turning tool for main bearing shell 4V85B0016
851020 Turning tool for thrust washers & bearing shell 3V85B0015
860081 Flexible hose 3000 mm, (low p. pump) (1)
860082 Low pressure pump (150 bar) (1) 1V86A0018
860100 High pressure pump (1000 bar) (1) 4V86A0033
861009 Distance sleeve M56 3V86B0039
861010 Pin for tightening of nuts M56 4V86B0002
861011 Flexible hose 800 mm (1)
861012 Flexible hose 3000 mm (1)
861027 Distance sleeve M42 3V86B0046
861028 Pin for tightening of nuts M42 4V86B0011
861040 Lifting tool for hydraulic cylinders M56 3V86B0052
861100 Hydraulic cylinder M56 (1) 3V86B0079
861120 Hydraulic cylinder M42 (1) 3V86B0078
861186 Extension piece M42 for main bearing side screws (2) 4V86B0133
861187 Extension piece M42 for main bearing side screws (2) 3V86B0134

(1) Including quick couplings

(2) Only for flexible mounted engines equipped with rubber cushions
in V-configuration.

05 - 2
32-9801 Maintenance Tools

Cylinder Liner 100

Code Description Drawing No.

800009 Dismantling tool for antipolishing ring (1) 2V83G0077
834050 Hydraulic extractor 3V83E0061
835041 Assembly tool for antipolishing ring 3V83F0105
836000 Suspending & removing tool, complete
836017 Dismantling tool for antipolishing ring (2) 3V83G0073
836018 Lifting tool 3V83G0078
836019 Extractor (3)
842010 Honing equipment 2V84C0031
842025 Honing stones 25x25x250, including holder, coarse
842026 Honing stones 25x25x250, including holder, fine
860100 High pressure pump (1000 bar) (3) 4V86A0033
861012 Flexible hose 3000 mm (3)

(1) Only for 32 DF

(2) Code 836017 marked with A only for 34 SG
(3) Including quick couplings

05 - 3
 Maintenance Tools 32-9801

Connecting Rod, O-Profile 110

Code Description Drawing No.

803000 Stud remover M42 4V80D0012
835010 Protecting sleeve for connecting rod tooth (1) 4V83F0062
835020 Protecting sleeve for connecting rod tooth (1) 2V83F0063
846000 Lifting tool for big end bearing cap (1) 1V84G0191
860100 High pressure pump (1000 bar) (2) 4V86A0033
861011 Flexible hose 800 mm (2)
861012 Flexible hose 3000 mm (2)
861027 Distance sleeve M42 3V86B0046
861028 Pin for tightening of nuts M42 4V86B0011
861120 Hydraulic cylinder M42 (2) 3V86B0078

(1) Only needed for V-engine

(2) Including quick couplings

05 - 4
32-9801 Maintenance Tools

Connecting Rod, H-Profile 110

Code Description Drawing No.

803005 Stud remover M45x3 3V80D0020
835010 Protecting sleeve for connecting rod tooth (1) 3V83F0082
835020 Protecting sleeve for connecting rod tooth (1) 2V83F0083
835030 Mounting screw M45x3 3V83F0084
835040 Locking nut for mounting screw 4V83F0085
846000 Lifting tool for big end bearing cap (1) 1V84G236
860100 High pressure pump (1000 bar) (2) 4V86A0033
861011 Flexible hose 800 mm (2)
861012 Flexible hose 3000 mm (2)
861028 Pin for tightening of nuts M45 4V86B0011
861039 Distance sleeve M45x3, long (3) 3V86B0102
861039 Distance sleeve M45x3, short (1) 3V86B0136
861130 Hydraulic cylinder M45x3 (2) 3V86B0139
861141 Extension piece (3) 3V86B0137

(1) Only needed for V-engine

(2) Including quick couplings
(3) Only for In-line engine

05 - 5
 Maintenance Tools 32-9801

Connection Rod, Marine Head 110

Code Description Drawing No.

803022 Stud remover M30 4V86G0026
803023 Stud remover M24 4V80D0030
860100 High pressure pump (1000 bar) (1) 4V86A0033
861012 Flexible hose 3000 mm (1)
861028 Pin for tightening of nuts M30 4V86B0011
861156 Hydraulic tool M30 (1) 3V86B0186
861157 Distance sleeve M30 2V86B0187
861163 Hydraulic tools M24 (1) 2V86B0201
861164 Distance piece M24 2V86B0204
861184 Pin for tightening of nuts M24 4V86B0034
861190 Flexible hose 1100 mm (1)

(1) Including quick couplings

05 - 6
32-9801 Maintenance Tools

Connection Rod, Marine Head, R-eng. 110

Code Description Drawing No.

835042 Assembly rail 1V83F0215
835082 Sledge 2V83F0212
835083 Support 2V83F0214
835084 Support arm 3V83F0163
835085 Support arm 3V83F0217
835086 Mounting screw M30 3V83F0180
835087 Protecting cap for screw M30 4V83B0269
835088 Limiter for piston 3V83F0178
835090 Fastening arm 3V83F0211
835091 Sledge 1V83F0213

05 - 7
 Maintenance Tools 32-9801

Connection Rod, Marine Head, V-eng. 110

Code Description Drawing No.

835042 Assembly rail 2V83F0171
835080 Protecting cover (1) 3V11T0718
835082 Sledge 2V83F0165
835083 Support 3V83F0166
835084 Support arm 3V83F0163
835085 Support arm 3V83F0177
835086 Mounting screw M30 3V83F0180
835087 Protecting cap for screw M30 4V86B0269
835088 Limiter for piston (1) 3V83F0178

(1) Not for 32 DF and 34 SG

05 - 8
32-9801 Maintenance Tools

Piston 110

Code Description Drawing No.

800001 Piston ring pliers 4V84L0018
800002 Pliers for securing ring 4V84L0016
800105 Measurement tool, micrometer 5-30 mm
800106 Spare tips for pliers 800002, straight
802000 Tap M12
835000 Lifting tool (1) 2V83F0058
835000 Lifting tool (2) 3V83F0159
843000 Clamp tool for piston rings 1V84D0011

(1) for 32 and 32 GD

(2) for 32 LN and 32 LNGD

05 - 9
 Maintenance Tools 32-9801

Piston, 32DF and 34SG 110

Code Description Drawing No.

800001 Piston ring pliers 4V84L0018
800002 Pliers for securing ring 4V84L0016
800105 Measurement tool, micrometer 5-30 mm
800106 Spare tips for pliers 800002, straight
835000 Lifting tool (1) 2V83F0192
835000 Lifting tool (2) 1V83F0221
835088 Limiter for piston 3V83F0204
835089 Extension for connecting rod 1V83F0190
843000 Clamp tool for piston rings 1V84D0043

(1) Only for 34 SG

(2) Only for 32 DF

05 - 10
32-9801 Maintenance Tools

Cylinder Head 120

Code Description Drawing No.

800000 Pliers for securing ring
800010 Stud remover 5-20 4V80L04-1
837000 Removing tool for injection & starting valve (1) 4V83H0077
837050 Extractor for exhaust valve seat ring 3V-T19189
841010 Grinding tool for seal surface, injection valve (1) 3V84B0117
841015 Felt washer for grinding tool (1) 4V84B0111
841030 Valve seat grinder 4V84B0130
846050 Mounting tool for seat rings (inlet & exhaust) 2V-T17415/2
846052 Service trestle for cylinder head 0V-T22387
848055 Pressure test tool for water jacket D=450 mm 3V-T029310
848060 Pressure test tool for water jacket D=440 mm 3V-T022401

(1) Not for 32 DF and 34 SG

05 - 11
 Maintenance Tools 32-9801

Cylinder Head 120

Code Description Drawing No.

808000 T-wrench for indicator valve (1) 4V80K0006
832000 Lifting tool 1V83C0060
834000 Mounting & dismantling tool for valves 3V84G0352
834050 Hydraulic extractor 3V83E0061
841000 Grinding tool for valves 4V84B0108
848000 Valve clearance feeler gauge 3V84K0035
860100 High pressure pump (1000 bar ) (2) 4V86A0033
861009 Distance sleeve M56 3V86B0039
861010 Pin for tightening of nuts M56 4V86B0002
861011 Flexible hose 800 mm (2)
861012 Flexible hose 3000 mm (2)
861100 Hydraulic cylinder M56 (2) 3V86B0079

(1) Not for 32 DF and 34 SG

(2) Including quick couplings

05 - 12
32-9801 Maintenance Tools

Tools for Pre Chamber, V-engine 120

Code Description Drawing No.

806023 Bit, hexagon socket screw 10 with 1/2" square drive 4V80L0001
820000 Torque wrench 20-100 Nm 4V92K0207
820006 Extension bar B12.5x250
820011 Spark plug socket 4V12T0273
837053 Extractor 3V83H0176
837054 Extractor for check valve 3V83H0175

05 - 13
 Maintenance Tools 32-9801

Tools for Intermediate Gear 130

Code Description Drawing No.

803010 Mounting tool for shaft 3V80D0013
834050 Hydraulic extractor (1) 3V83E0061
834053 Mounting & dismantling tool for bearing
834055 Mounting tool 3V83E0078
834056 Mounting tool 4V83E0080
834057 Mounting tool 3V83E0133
834058 Mounting tool 3V83E0134
834061 Stud for 834057
834062 Nut for 834057
834063 Extractor for 834057 3V83E0079
846058 Stud remover M56 3V83G0189
846060 Stud remover M48 3V84G0251
860100 High pressure pump (1000 bar) (1) 4V86A0033
861010 Pin for tightening of nuts M56 4V86B0002
861012 Flexible hose 3000 mm (1)
861028 Pin for tightening of nuts M48 4V86B0011
861144 Hydraulic cylinder M56 (1) 3V86B0150
861145 Distance sleeve M56 3V86B0135
861188 Hydraulic cylinder M48 (1) 2V86B127
861189 Distance sleeve M48 3V86B0125

(1) Including quick couplings

05 - 14
32-9801 Maintenance Tools

Tools for Planetary Gear, R-engine 130

Code Description Drawing No.

834050 Hydraulic extractor (1) 3V83E0061
834059 Mounting tool 3V83E0135
834060 Mounting tool 3V83E0137
834064 Guiding ring 3V84G0377
860100 High pressure pump (1000 bar ) (1) 4V86A0033
861011 Flexible hose 800 mm (1)

(1) Including quick couplings

05 - 15
 Maintenance Tools 32-9801

Injection Equipment 160

Code Description Drawing No.

806050 Flare nut wrench for tightening, 36 mm 4V80G0032
809018 Long socket wrench 24 x 12.5L with 1/2"
809019 Long socket wrench 27 x 12.5L
809022 Long socket wrench 41 x 20L with 3/4"
820001 Torque wrench 70-330 Nm 4V80L0006
831000 Eye bolt for lifting 4V83B0001
845020 Nozzle cleaning kit, complete
845021 Brass wire brush 4V84L0014
845022 Shaft for nozzle needles 4V84L0015
845023 50 nozzle needles 4V84L0013
862000 Funnel for flowing 3V86C0029
863000 Limiter for fuel rack movements 4V86D0004
864000 Testing tool for injection valve
864006 Pipe 3V86E0029
864011 Pressure gauge (400 bar )
864012 Pressure gauge (1000 bar ) (1)

(1) Only for 32 LN and 32 LNGD

05 - 16
32-9801 Maintenance Tools

Tools for Multi-Needle injection Valve 160

Code Description Drawing No.

806050 Flare nut wrench for tightening, 36 mm 4V80G0032
806056 Tightening tool for gas injection valve 4V80G0035
807052 Socket wrench 4V80H0017
809019 Long socket wrench 27 x 12.5L
809033 Long socket wrench 56 x 12.5L
809034 Box wrench head 13 4V92K0208
820010 Torque wrench 75-400 Nm 4V92K0207
820012 Torque wrench 8-40 Nm 4V92K0207
831005 Fixing tool for injection valve 2V84G0263
837051 Lifting tool 3V83H0163
837052 Extractor for gas connection pipe 3V83H0162
846057 Assembly tool for gas nozzle 4V84G0334
847011 Flange for pressure test 3V84H0057
847012 Plug for connection piece 4V31E0212
847013 Pressure reducing valve 4V84H0068
861012 Flexible hose 3000 mm (1)
861149 Quick coupling, male 4V86A0034
864009 Testing tool for injection valve 1V86E0091
864010 Adapter for nitrogen gas fuel connection 4V86E0110

(1) Including quick couplings

05 - 17
 Maintenance Tools 32-9801

Turbocharger 372

Code Description Drawing No.

865001 Maintenance tools (1)
865002 Blanking tool for turbocharger (1)

(1) State engine number, turbocharger type and serial number / HT-
number when ordering.

05 - 18
32-9801 Maintenance Tools

Miscellaneous Tools 900

Code Description Drawing No.

805000 Eye bolt screw M10
806040 Special key for camshaft flange screws 4V80G0017
808010 Resetting tool for overspeed trip 2V80K0009
834010 Mounting & removing tool bearing bush (1)
834050 Hydraulic Extractor 3V83E0061
837010 Extractor for water pump impeller
837020 Mounting tool for overspeed trip & elastic link rod 4V83H0073
837030 Extractor for water pump impeller
845000 Brushes for cleaning of charge air cooler (3-pack) 4V84F0007
845010 Brushes for cleaning of lubricating oil cooler (3-pack) 4V84F0006
846011 Mounting screw for plate heat exchanger 4V84G0234
846030 Adjusting tool for mec. overspeed trip device release 4V84G0232
846050 Mounting tool for seat rings (inlet & exhaust) 2V-T17415/2
846059 AMP hand crimping tool 4V84G0475

(1) Two versions. Specify inner diameter (150 or 165) of camshaft

bearing bush when ordering.

05 - 19
 Maintenance Tools 32-9801

Miscellaneous Tools 900

Code Description Drawing No.

842024 Service-box for schaller oil mist detect (1)
848010 Measure gauge for crankshaft deflection 4V84L0012
848020 Checking tool for cylinder / valves tightness
849001 Tool locker 4V80L0003
860170 Air operated hydraulic unit 4V86B0107
861050 Distance sleeve for small counterweight mounting (2) 4V86B0048
861055 Distance sleeve for big counterweight mounting (3) 4V86B0081
866011 U-manometer for measuring of crankcase pressure 4V86G0037

(1) Only for 32 and 32 LN

(2) Only for 9R32
(3) Only for 4, 6 ,8R and V-engines

05 - 20
32-9801 Maintenance Tools

Miscellaneous Tools for 32 DF and 34 SG 900

Code Description Drawing No.

805000 Eye bolt screw M10
806040 Special key for camshaft flange screws 4V80G0017
808010 Mounting & removing tool bearing bush (1) 2V83H0173
834050 Hydraulic Extractor 3V83E0061
837030 Extractor for water pump impeller
845000 Brushes for cleaning of charge air cooler (3-pack) 4V84F0007
846025 Mounting tool for charge air cooler 2V84G0219
846050 Mounting tool for gas seat rings (inlet & exhaust) 2v-T17415/2
846059 AMP hand crimping tool 4V84G0475
848010 Measure gauge for crankshaft deflection 4V84L0012
848020 Checking tool for cylinder / valves tightness (2)
849001 Tool locker 4V80L0003
860170 Air operated hydraulic unit 4V86B0107
861055 Distance sleeve for big counterweight mounting 4V86B0081
864013 Testing tool for ignition timing (2) 2V86G0042

(1) Two versions. Specify inner diameter (150 or 165) of camshaft

bearing bush when ordering.
(2) Only for 34 SG

05 - 21
 Maintenance Tools 32-9801

Additional Tools for V-eng. and 4R32 900

Code Description Drawing No.

806051 Swivel head 3/4" square drive 4V80H0020
834040 Mounting & removing tool for balancing shaft (1)
837030 Extractor for water pump impeller 3V-T19189
846040 Dismantling tool for thermostat valve 4V84G0218
866010 Intermediate piece for measuring gauge 4V86G0033

(1) Only for 4R32

05 - 22
32-9801 Maintenance Tools

High Pressure Pump 900

Code Description Drawing No.

860100 High pressure pump (1000 bar) (1) 4V86A0033
860150 Manometer 4V51L0085
860171 Sign plate 3V52B0126
861011 Flexible hose 800 mm (1)
861012 Flexible hose 3000 mm (1)
861016 Quick coupling, female 4V86A0035
861101 Quick coupling, male 4V86A0034
861147 Flexible hose 800 mm 4V86A0068
861148 Flexible hose 3000 mm 4V86A0067
861183 Flexible hose 1100 mm 4V86A0055
861190 Flexible hose 1100 mm (1)

(1) Including quick couplings

05 - 23
 Maintenance Tools 32-9801

Low Pressure Pump 900

Code Description Drawing No.

860074 Straight male stud 4V34L0135
860076 Quick coupling, male 4V86A0012
860079 Quick coupling, female 4V86A0012
860080 Flexible hose 3000 mm 4V86A0067
860081 Flexible hose 3000 mm (1)
860082 Low pressure pump (150 bar ) (1) 1V86A0018

(1) Including quick couplings

05 - 24
32-9801 Maintenance Tools

Tightening Tools 900

Code Description Drawing No.

806000 Hexagon bar kW 27 4V80G0018
820000 Torque wrench 20-100 Nm 4V92K0207
820001 Torque wrench 70-330 Nm 4V80L0006
820003 Ratchet handle 20 x 630 with 3/4" square drive 4V80K0014
820004 Ratchet handle 12.5 x 300 with 1/2" square drive
820005 Speed brace B12.5 x 500
820006 Extension bar B12.5 x 250, 1/2" square drive
820007 Adapter socket wrench A20 x 12.5 with 3/4"x 1/2"
820010 Torque wrench 75-400 Nm (1) 4V92K0207
820012 Torque wrench 8-40 Nm (1) 4V92K0207

(1) Only for 32 GD and 32 LNGD

05 - 25
 Maintenance Tools 32-9801

Hand Tools 900

Code Description Drawing No.

803021 Screw driver 2 x 12M 4V84L0019
804000 Non recoiling hammer D40 4V80L0005
806012 Key for hexagon socket screw 4
806013 Key for hexagon socket screw 5
806014 Key for hexagon socket screw 6
806015 Key for hexagon socket screw 8
806016 Key for hexagon socket screw 10
806017 Key for hexagon socket screw 12
806018 Key for hexagon socket screw 14
806019 Key for hexagon socket screw 17
806021 Bit, hexagon socket screw 6, 1/2" square drive 4V80L0001
806022 Bit, hexagon socket screw 8, 1/2" square drive 4V80L0001
806023 Bit, hexagon socket screw 10, 1/2" square drive 4V80L0001
806031 Bit, hexagon socket screw 14, 3/4" square drive 4V80L0001
806032 Bit, hexagon socket screw 17, 3/4" square drive 4V80L0001
806033 Bit, hexagon socket screw 19, 3/4" square drive 4V80L0001
806040 Special key for hexagon socket screw 10 4V80G0017
809017 Long socket wrench 13 x 12.5L with 1/2" square drive
809018 Long socket wrench 24 x 12.5L with 1/2" square drive
809021 Long socket wrench 30 x 20L with 3/4" square drive
809023 Socket wrench with 30 x 20 3/4" square drive

05 - 26
32-9801 Maintenance Tools

Hand Tools 900

Code Description Drawing No.

807001 Box wrench 10-11
807002 Box wrench 12-14
807003 Box wrench 13-17
807004 Box wrench 19-22
807005 Box wrench 30-32
807011 Engineers wrench 10-11
807012 Engineers wrench 12-14
807013 Engineers wrench 13-17
807014 Engineers wrench 19-22
807015 Engineers wrench 24-27
807016 Engineers wrench 30-32
807017 Engineers wrench 36-41
807018 Engineers wrench 46-50
807040 Combination wrench AL 36
807051 Box wrench 24-27
809011 Socket wrench 10 x 12.5 with 1/2" square drive
809012 Socket wrench 13 x 12.5 with 1/2" square drive
809013 Socket wrench 17 x 12.5 with 1/2" square drive
809014 Socket wrench 19 x 12.5 with 1/2" square drive
809015 Socket wrench 24 x 12.5 with 1/2" square drive
809016 Socket wrench 27 x 12.5 with 1/2" square drive

05 - 27
 Maintenance Tools 32-9801

05 - 28
 32-200314-01 Adjustments, Clearances and Wear Limits

06. Adjustments, Clearances and Wear Limits

06.1 Adjustments

06.1.1 Valve timing

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

by cylinder. However, there are two different valve timings available,
and one was chosen when the engine was ordered. One is optimized for
low fuel consumption, “Economy timing”, and the other for low exhaust
emissions, “Emission timing”.

Schematic valve timing

TDC

Inlet valve opens Outlet valve closes

VE

IN LET V ALVE
AUST VAL
EXH

Inlet valve closes Outlet valve opens

BDC

Fig 06-1 3206549232

Valve clearances, cold engine:. . . . . . . . . . . . . . inlet valves 0.7 mm

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . exhaust valves 1.2 mm

06.1.2 Fuel injection set values

· Opening pressure of fuel injection valves: 350 bar

· Fuel injection timing: See engine test run records.

06 - 1
 Adjustments, Clearances and Wear Limits 32-200314-01

06.1.3 Set values for overspeed trip devices

Power Plant and Marine Main engines

Nominal speed Electro-pneumatic Mechanical
tripping speed tripping speed
720 RPM 830 ± 10 RPM 850 ± 10 RPM
750 RPM 860 ± 10 RPM 885 ± 10 RPM

Marine Auxiliary engines

Nominal speed Electro-pneumatic Mechanical
tripping speed tripping speed
720 RPM 815 ± 10 RPM 830 ± 10 RPM
750 RPM 850 ± 10 RPM 860 ± 10 RPM

06.2 Clearances and wear limits (at 20°C)

Drawing dimension (mm) Normal

clearance Wear limit
Part, measuring point
Max. Min. (mm)
(mm)
03 Turning device driving gear backlash
drive gear/ flywheel gear rim 1.20 0.30
10 Main bearing clearance 0.270-0.374
(also flywheel bearing)
Journal, diameter 300.000 299.968 299.8
Journal, out of circularity 0.015 0.05
Journal, taper 0.015/100 0.025/100
Main bearing shell thickness Section
Trimetal shells 7.390 7.370 10.2.2
Bimetal shells 7.390 7.370 7.32 mm
Bore of main bearing housing 315.032 315.000
Assembled bearing bore 300.342 300.270
Thrust bearing, axial clearance 0.20-0.46 0.7
Thrust washer thickness 14.850 14.800 14.60
Camshaft bearing clearance 0.130-0.210 0.36
a. Camshaft diameter 150.000 149.975
Camshaft bearing bush, thickness 7.450 7.435
Camshaft bearing housing, bore 165.025 165.000
Assembled bearing bore 150.185 150.130 150.25
b. Camshaft diameter 165.000 164.975
Camshaft bearing bush, thickness 7.435 7.420
Camshaft bearing housing, bore 180.025 180.00
Assembled bearing bore 165.200 165.145 165.25
Camshaft thrust bearing housing, bore 85.035 85.000
Assembled bearing bore 75.125 75.060 75.25
Camshaft thrust bearing clearance 0.060-0.144
Camshaft thrust bearing, axial clearance 0.250-0.700 1.0
Cylinder liner, diameter 320.107 320.050 top: 320.80
bottom: 320.30

06 - 2
 32-200314-01 Adjustments, Clearances and Wear Limits

Drawing dimension (mm) Normal

clearance Wear limit
Part, measuring point
Max. Min. (mm)
(mm)
10 Cylinder liner, out of cylindricity at TDC 0.03 0.25
Anti-polishing ring, wall thickness 7.25 7.20
11 Big end bearing clearance 0.210-0.304
Crank pin, diameter 270.000 269.968 269.920
Crank pin, out of circularity 0.015 0.05
Crank pin, taper 0.015/100 0.025/100
Big end bearing shell thickness Section
Trimetal shells 5.915 5.900 11.3.3
Bimetal shells 5.915 5.900 5.84 mm
Big end bore 282.032 282.00 281.90
ovality 0.10
Assembled bearing bore 270.272 270.210
Gudgeon pin bearing clearance 0.113-0.197
Gudgeon pin diameter 135.000 134.988
Small end bore 155.025 155.000
Assembled bearing bore 135.185 135.130
Connecting rod axial clearance in piston 0.5 -0.8
Small end bearing bush, thickness 9.935 9.920
Bore diameter in piston St/Sg 135.070 135.040 135.10
Clearance gudgeon pin - piston St/Sg 0.04-0.09
Compression ring end gaps
(C74, C100) 0.70 -1.10
(C67) 1.25 -1.60
(C52) 1.50 -1.90
Oil scraper ring end gaps
(C51, C79) 1.20 -1.50
Piston ring height clearance:
Compression ring I 0.150-0.192 0.5
Compression ring II 0.150-0.192 0.5
Compression ring III (if applied) 0.150-0.192 0.5
Oil scraper ring(s) 0.063-0.105 0.3
Piston ring groove height: Groove I 6.110 6.090 6.45
Groove II 6.110 6.090 6.45
Groove III 6.110 6.090 6.45
Alt. groove III 8.070 8.050 8.30
Groove IV 8.070 8.050 8.30
Balancing shaft mechanism for 4R32,
see Fig 06-2
Balancing shaft bearing
bearing clearance 0.080-0.157
Bearing diameter in situ 100.135 100.080 100.180
Bearing journal diameter 100.000 99.978
Thrust bearing
bearing clearance 0.060-0.144
axial clearance (gears I-V) 0.37- 0.69 1.00
Bearing diameter in situ 75.125 75.060 75.170
Bearing journal diameter 75.000 74.981
Balancing shaft backlash:
Crankshaft gear wheel (C)/
Balance intermediate gear wheel (I) 0.20-0.50
Balance intermediate gear wheel (I)/
Balance intermediate gear wheel (II) 0.26-0.40

06 - 3
 Adjustments, Clearances and Wear Limits 32-200314-01

Drawing dimension (mm) Normal

clearance Wear limit
Part, measuring point
Max. Min. (mm)
(mm)
11 Balance interm. gear wheel (II and III)/
Bal. shaft gear wheel (V and IV) 0.26-0.40
12 Valve guide diameter assembled 24.135 24.100 24.25
Valve stem diameter 24.000 23.979 23.95
Valve stem clearance 0.100-0.156 0.30
Valve seat deviation relative guide (max. 0.10
value)
Inlet valve seat bore in cylinder head 112.022 112.000
Exhaust valve seat bore in cylinder head
outer bore 122.025 122.000
inner bore 110.022 110.00

13 Intermediate gear of camshaft drive

Old design, see SPC 131-01 or 131-02
bearing clearance 0.060-0.144 0.20
axial clearance 0.3 -0.9 1.20
Bearing diameter in situ 75.125 75.060
Bearing journal diameter 75.000 74.981

13 Intermediate gear of camshaft drive

Modified Hydraulic design, see SPC 131-04
bearing clearance 0.102-0.179 0.20
axial clearance 0.33 -0.52 0.70
Bearing diameter in situ 90.157 90.102
Bearing journal diameter 90.000 89.978
13 Intermediate gear of camshaft drive
Hydraulic design, see SPC 131-03 Section
bearing clearance 0.102-0.179 10.2.2a
axial clearance 0.33 -0.52 0.70
Bearing diameter in situ 120.157 120.102
Bearing journal diameter 120.000 119.978
13 Camshaft driving gear backlash:
Crankshaft gear wheel (1)/
intermediate gear wheel (3) 0.148-0.716
Intermediate gear wheel /
large intermediate gear wheel (10) 0.178-0.582
Small intermediate gear wheel (11)/
camshaft gear wheel (12) 0.178-0.582

06 - 4
 32-200314-01 Adjustments, Clearances and Wear Limits

Drawing dimension (mm) Normal

clearance Wear limit
Part, measuring point
Max. Min. (mm)
(mm)
14 Valve tappet, diameter 79.940 79.910
Guide diameter 80.046 80.00
Diameter clearance 0.060-0.136
Tappet roller bore diameter 38.025 38.00
Bush diameter, outer 37.975 37.959 37.90
Bush diameter, bore 30.028 30.007 30.08
Tappet pin diameter 29.993 29.980
Bearing clearance roller-bush 0.025-0.066
bush-tappet pin 0.014-0.048
Rocker arm bearing diameter, in situ 70.109 70.032 70.4
Bearing journal diameter 70.000 69.981
Bearing clearance 0.032-0.128
Yoke pin diameter 29.935 29.922
Yoke bore diameter 30.021 30.000 30.1
Diameter clearance 0.065-0.099
16 Nozzle needle lift, nozzles marked with 0.90 0.85 1.00
number 009421609 or 009421610
Nozzle needle lift, others 0.68 0.62 0.76
17 Fuel feed pump (engine driven) backlash
for driving gear - R32 0.79-0.97
- V32 0.57-0.76
18 Lubricating oil pump diameter of shaft 49.92 49.895
Bush hole diameter 50.076 50.030
Bearing clearance 0.085-0.190 0.25
Axial clearance 0.20-0.30
Backlash for driving gear - R32 0.35-0.49
- V32 0.37-0.57
Base tangent length - R32 86.662 86.626
for driving gear - V32 86.064 86.016
19 Water pump backlash - R32 0.54-0.68
for driving gear - V32 0.57-0.68
Base tangent length - R32 53.801 53.759 53.60
- V32 61.228 61.186
21 Backlash for starting motor drive 0.5-0.8
22 Driving shaft for governor 20.000 19.979
Bearing for driving shaft 20.053 20.020
Bearing clearance 0.020-0.074 0.15
Axial clearance 0.10-0.15
Backlash for driving gear 0.10-0.20 0.30
Control shaft 30.000 29.967
Control shaft bearing 30.072 30.020
Clearance 0.20-0.105 0.25

06 - 5
 Adjustments, Clearances and Wear Limits 32-200314-01

Drawing dimension (mm) Normal

clearance Wear limit
Part, measuring point
Max. Min. (mm)
(mm)
22 Driving shaft for governor "Horizontal 32.000 31.984 31.95
design" acc to SPL 223-14 or -15)
Bearing for driving shaft 32.075 32.050 32.125
Bearing clearance 0.050-0.091
Axial clearance 0.16-0.35
Backlash for driving gear 0.16-0.36
(camshaft/governor drive)
Driving shaft for governor (vertical) 45.000 44.984 44.95
Bearing for driving shaft 45.075 45.050 45.125
Bearing clearance 0.050-0.091
Axial clearance 0.15-0.25
Backlash (Horizontal/Vertical gear) 0.1-0.2
Control shaft 30.000 29.967
Control shaft bearing 30.072 30.020
Clearance 0.20-0.105 0.25

Numbering system for 4R32 balancing shaft gear wheels

I
IV III II
V

Fig 06-2 3206559901

06 - 6
 32-200648-05 Tightening Torques and Use of Hydraulic Tools

07. Tightening Torques and Use of Hydraulic

Tools

07.1 Tightening torques for screws and nuts

Note! See section 07.3 for hydraulically tightened connections!

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

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

1 Nm = 0.102 kpm

Tightening torques

F E D

G C

H A
I
J
K

Fig 07-1 3207558935

LN 07 - 1
 Tightening Torques and Use of Hydraulic Tools 32-200648-05

A: Crankshaft and flywheel, Starting motor (4R32)

7
8

1 2 2

4 4

1 3 3

Alternative 1 Alternative 2

Fig 07-2 3207840338

Pos. Screw connection Torque (Nm)

1. Split gear on crankshaft, all M20 screws. 600±30
Apply Loctite 262 on threads, see section 07.2
2. Flywheel screws, M30 1200±60
3. Flywheel screws, fitted screws 650±30
4. Flywheel screws, M16 200±15
6. Gear rim bolts, M12. 145±5
7. Fastening nut for pinion, M16. 100±5
8. Locking nut, M16 80±5

Note! If starting motor pinion is fastened with one nut instead of two,
tightening torque according to position 7 above.

07 - 2 LN
 32-200648-05 Tightening Torques and Use of Hydraulic Tools

B: Intermediate gear

WITH PLANET GEAR

9 8
7
6 5

2 3

Fig 07-3 3207859018

Pos. Screw connection Torque (Nm)

1. Centre screws, M56 200±10
2. Shaft screws, M8 23±1
3. Fastening screws, M12 85±5
4. Shaft plate screws, M10. 45±5
Apply Loctite 242 on threads, see section 07.2
5. Cover screws, M10. 45±5
6. Clamping ring screws. 70±5
Tighten crosswise in step (25-50-70-70)Nm.
7. Fastening screws, M16. 189±10
8. Cover screws, M12. 85±5
9. Side screws, M8. 23±1

Note See section 07.3 for hydraulically tightened connections!

LN 07 - 3
 Tightening Torques and Use of Hydraulic Tools 32-200648-05

C: Camshaft and control mechanism

3
1
2 6

Fig 07-4 3207588935

Pos. Screw connection Torque (Nm)

1. Camshaft flange connection screws. 160±5
Torque wrench setting with tool 4V80G17 (806040). 135
The screws are treated with locking compound
and can be used only once. Replace the screws
with new, treated ones. Only Driloc 201 or Driloc
211 should be used.
2. Camshaft gear, flange connection screws. 130±5
Apply Loctite 242 on threads, see section 07.2.
3. Overspeed trip housing fastening screws 85±5
4. Overspeed trip device, fastening screws to 45±5
camshaft. Apply Loctite 242 on threads, see
section 07.2.
5. Overspeed trip lever 85±5
6. Locking screw, M8. Apply Loctite 242 on threads, 15±1
see section 07.2.

Note! Torque wrench settings must be recalculated if another tool combina-

tion than 4V80G17 (item 17-37 in chapter 05) and torque wrench (item
16-02 in chapter 05) is used for the camshaft flange connection.
M1 = 135 Nm

L
M1 = 160 *
L+75
75 L=430 mm
M= 160 Nm

07 - 4 LN
 32-200648-05 Tightening Torques and Use of Hydraulic Tools

C: Governor drive

07-5 3207169914

Pos. Screw connection Torque (Nm)

1. Screws for clamping ring connection 16±1

LN 07 - 5
 Tightening Torques and Use of Hydraulic Tools 32-200648-05

D: Cylinder head

1
5
2

Fig 07-6 320759

Pos. Screw connection Torque (Nm)

1. Rocker arm console, fastening nuts. When re- 250±10
assembling stud bolts apply Loctite 270 on threads,
see section 07.2
2. Starting valve fastening nuts 180±10
3. Nut for starting valve spindle 35±2
4. Nuts for valve tappet guide block 200±10
Note! The studs must be locked with
Loctite 243.
5. Safety valve in cylinder cover, fastening nuts 50±3
6. Sensor pockets for exhaust gas temperature (Wencom). 10±1
Note! Pockets mounted in the cylinder head.

07 - 6 LN
 32-200648-05 Tightening Torques and Use of Hydraulic Tools

D: Flow fuse (DWI)

6
3
5
4

Fig 07-7 3207209951

Pos. Screw connection Torque (Nm)

1. Plug for connection piece/deaeration 70±5
2. Screw for by-pass valve 7±1
3. Pipe union for water inlet connection 75±5
4. Fastening nuts 80±5
5. Limiter screw for shut-off stem 5±1
6. Fastening screws for proximity switch housing 7±1
7. Proximity switch 20±1

LN 07 - 7
 Tightening Torques and Use of Hydraulic Tools 32-200648-05

E: Piston

7 7

Piston of type 1 Piston of type 2

Fig 07-8 3207229901

Note! Pistons of type 1 have four fastening screws for the top, while pistons
of type 2 have two fastening screws.

Piston of type 1
7. Piston crown connection screws.
1. Lubricate threads and contact surfaces with
engine oil.
2. Tighten the screws crosswise. 155 Nm
3. Loosen the screws.
4. Pre-tighten the screws crosswise. 40 Nm
5. Tighten the screws further with an
angle of 80°±5°
6. Test for the right tightness. Screw should not
move when tightening by 125 Nm torque.
Note! If the free length of the screws exceeds
166 mm the screws must be replaced.

Piston of type 2
7. Piston crown connection screws.
1. Lubricate threads and contact surfaces with
engine oil.
2. Pre-tighten the screws crosswise. 250 Nm
3. Loosen the screws.
4. Pre-tighten the screws crosswise. 80 Nm
5. Tighten the screws further with an angle of 90° (0°/-10°)
6. Test for the right tightness. Screws should not
move when tightening by 250 Nm torque.
Note! If the free length of the screws exceeds
128.5 mm the screws must be replaced.

07 - 8 LN
 32-200648-05 Tightening Torques and Use of Hydraulic Tools

E:Piston

View A Piston with 4 screws

1 2

4 3

A
Piston of type 3

Fig 07-9 32071000337

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

LN 07 - 9
 Tightening Torques and Use of Hydraulic Tools 32-200648-05

F: Injection pump

4
5

6
1

Fig 07-10 3207899901

Torque (Nm)
Pos. Screw connection L’Orange
PEO G052
1. Screws for pump element flange 80±5
Note! Tighten the screws crosswise in steps 0..15..40..80
2. Injection pump, head piece 100±10
Note! Tighten the screws crosswise in steps 0..20..60..100
3. Erosion plug 250±20
Note! The erosion plug must be secured!
4. Side screw 15±3
5. Grub screw 12±3
6. Nuts for injection pump fastening flange 250±10
Note! The studs must be locked with
Loctite 243.
7. Screws for low pressure fuel pipes 35±2
8. Air vent screw 22±1

07 - 10 LN
 32-200648-05 Tightening Torques and Use of Hydraulic Tools

F: Fuel injection valve

5 6

Fig 07-11 3207219952

Torque (Nm)
Pos. Screw connection
L’Orange
1. Injection valve fastening nuts 80±5
2. Injection valve/cap 120±10
3. Injection valve/counter nut 200±20
4. Injection nozzle cap nut 320±20
5. Injection pipe cap nuts 80±5
6. Connection piece to nozzle holder 95±5

LN 07 - 11
 Tightening Torques and Use of Hydraulic Tools 32-200648-05

F: Fuel injection valve and connection pieces (DWI)

A
3 1

2 9

VIEW A

5
8

7 4

Fig 07-12 3207240008

Torque (Nm)
Pos. Screw connection Fuel /
Water
1. Injection valve fastening nuts 130±5
2. Fastening screw for cover 3
3. Injection valve/counter nut 70±5
4. Nozzle cap nut 600±20
5. Injection pipe cap nuts 80±5
6. Control sleeve 50±5
7. Fastening screws for top body 70±5
8. Flange screws 50±5
9. Fastening screw for drain water connection
piece 25±2

07 - 12 LN
 32-200648-05 Tightening Torques and Use of Hydraulic Tools

G: Turbocharger fastening screws

Fig 07-13 3207879519

Screw pos.1 Screw pos.2

Turbocharger type Torque (Nm) Torque (Nm)
VTR-254 266±10 77±5
VTR-304 580±30 108±5
VTR-354 650±30 580±30
NA-295 585±30 -
NA-355 585±30 -

LN 07 - 13
 Tightening Torques and Use of Hydraulic Tools 32-200648-05

H, I: Engine driven pumps

2 1

Fig 07-14 32071010337

Pos. Screw connection Torque (Nm)

1. Driving gear of engine driven pumps:
— Water pump in-line engine (*) 23±1
— Water pump V-engine (*) 50±3
Tighten the screws crosswise (0 - 20 - 40 - 50 Nm)
(*) The screws are threated with locking
compound and can be used only once. Replace
the screws with new, threated ones.
2. Impeller nut for HT and LT water pump:
— In-line engine 120±5
— V-engine 150±5

H, I: Engine driven pumps, WD-125

1
2

Fig 07-15 3207260251

Pos. Screw connection Torque (Nm)

1. Driving gear of engine driven pumps:
— Water pump V-engine (*) 50±3
Tighten the screws crosswise (0 - 20 - 40 - 50 Nm)
(*) The screws are threated with locking
compound and can be used only once. Replace
the screws with new, threated ones.
2. Impeller screw for HT and LT water pump:
—Pump type WD-125: 110±5
Apply Loctite 2701 on threads, see section 07.2.

07 - 14 LN
 32-200648-05 Tightening Torques and Use of Hydraulic Tools

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

H, I: Engine driven pumps

1 1 1

A B

Fig 07-16 3207179901

Pos. Screw connection Torque (Nm)

1. Driving gear of engine driven pumps:
—A) Fuel feed pump 180±10
—B) Fuel feed pump(*) 32±2
— Lubricating oil pump (*) 75±5
Tighten the screws crosswise (0 - 40 - 75 Nm)
(*) The screws are threated with locking
compound and can be used only once. Replace
the screws with new, threated ones.

J: Free end of crankshaft

Fig 07-17 3207648935

Pos. Screw connection Torque (Nm)

1. Screws of pump driving gear at free end of crankshaft 600±30

LN 07 - 15
 Tightening Torques and Use of Hydraulic Tools 32-200648-05

K: Balancing shafts (4R32)

1 2

Fig 07-18 3207658935

Pos. Screw connection Torque (Nm)

1. Balance shafts, flange connection screws 300±10
2. Drive gear wheel fastening screw. 85±5
Apply Loctite 242 on threads, see section 07.2
3. End flange fastening screws 85±5

We recommend the use of torque measuring tools also when tightening

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

Width across Key width of Torque

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

07.2 Use of locking fluid

When using locking fluid (Loctite), clean parts carefully in degreasing
fluid and let then dry completely before applying locking fluid.

07 - 16 LN
 32-200648-05 Tightening Torques and Use of Hydraulic Tools

07.3 Hydraulically tightened connections

07.3.1 Tightening pressures for hydraulically

tightened connections

Hydraulically tightened connections

4V86B144

3V86B0150

5b
3V86B135
5a 2 4V86B02
6 3
4 7

9
8

Fig 07-19 3207979544

Max. hydraulic pressure (bar) Hydraulic

Pos. Screw connection
tightening loosening cylinder
1. Cylinder head screws M56: 3V86B79
- outer diameter of cylinder liner 450 mm 500 520
2. Main bearing screws M56 615 635 3V86B79
3. Thrust bearing screws M42 615 635 3V86B78
4. Lateral screws of main bearings and thrust 615 635 3V86B78
bearing M42
5. Connecting rod screws :
5a. M30 tightening in two steps
First step 300
Second step 600 620 3V86B186
5b. M24 tightening in two steps
First step 400
Second step 750 770 2V86B201
6. Counterweight screws M42 600 620 3V86B78
7. Engine fastening screws M42 x) 3V86B78
8. Fastening screws M42 for balancing shaft 715 735 3V86B78
bearing bracket
9. Intermediate gears M56 660 680 3V86B150
x) Pos. 7 see installation instructions.

LN 07 - 17
 Tightening Torques and Use of Hydraulic Tools 32-200648-05

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

Screw dimension Tightening torque (Nm)

M56 Cylinder head 400±20
M56 Main Bearing 300±10
M42 and M48 x 3 200±10
M24 and M30 Connecting rod 100±10

Note! Screws acc. to pos. 4 and 7.

Pos. 4 see chapter 10, section 10.2.3.

Caution! The screws will be overloaded if the maximum hydraulic pressure

is exceeded.
It is recommended to change the screws if maximum hydraulic
pressure is exceeded for some reason.

If it is impossible to turn the nuts, when the maximum hydraulic

pressure is reached: check for corrosion in threads; check tool condition
and manometer error.

07.3.2 Hydraulic Tool Safety Instructions

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

Hydraulic tool lifetime

Tool Load cycles (approx.)
Piston in cylindrical hydraulic tools (see Fig 07-20) 1 000
Screws in "twin cylinder" hydraulic tool (see Fig 07-20) 1 000
Hydraulic hoses and couplings 10 000

If the hydraulically tensioned nuts not easily can be turned when the
maximum hydraulic pressure is reached: check for corrosion in threads;
check tool condition and manometer error.
If the amount of load cycles is not known, we strongly recommend that
the components are changed immediately.

07 - 18 LN
 32-200648-05 Tightening Torques and Use of Hydraulic Tools

Cylindrical hydraulic tool

Screw

Piston

Fig 07-20 3207103

Note! Familiarity and proper training is required for the safe operation of
hydraulic tools.

Warning! Check the hoses for deep cuts or exposed braiding and replace if
necessary.

Warning! Do not raise the pressure over the value stated in the engine manual.
Keep an eye on the pressure gauge at all times.

07.3.3 Filling, venting and control of the high pressure

hydraulic tool set

The hydraulic tool set consists of a high pressure hand pump with an
integrated oil container, hoses fitted with quick-coupling’s and non-re-
turn valves, cylinders and a pressure gauge mounted on the hand pump
but not connected to the pressure side of the pump.
The components are coupled in series with the pressure gauge being
the last component thus securing that every cylinder is fed with the
correct pressure.
The non-return valves in the hoses are integrated with the quick-cou-
pling’s and are opened by the pins located in the centre of the male and

LN 07 - 19
 Tightening Torques and Use of Hydraulic Tools 32-200648-05

female parts. If these pins get worn the coupling must be replaced
because of the risk of blocking.
· In the high pressure hydraulic tool set it is recommended to use
a special hydraulic oil or in any case an oil with a viscosity of about
2°E at 20°C.
· During the filling of the container of the high pressure pump it is
recommendable to couple the set according to scheme B, Fig 07-21.
Before filling, open the release valve (2) and empty the cylinders
(4) by pressing the piston and cylinder together. After that, drain
the oil and re-fill through the filling plug (1).
· After filling, vent the system by pressing in, with a finger, the
centre pin of the female part of the last quick-coupling, the
coupling being disconnected from the pressure gauge. Keep on
pumping until airfree oil emerges from the coupling.
· Check the pressure gauge of the hydraulic tool set regularly. For
this purpose a comparison pressure gauge is delivered. This
pressure gauge can be connected to the plug hole (7), the outlet
hose of the pump being connected direct to the pressure gauges.

07.3.3.1 Instructions for high pressure hydraulic tools

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

· When the hoses are pressurised, any maintenance, adjustments

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

07 - 20 LN
 32-200648-05 Tightening Torques and Use of Hydraulic Tools

07.3.4 Dismantling hydraulically tightened

screw connections

1 Attach distance sleeves and hydraulic cylinders according to

Fig 07-21 A. Screw on cylinders by hand.
2 Connect the hoses to the pump and cylinders according to
scheme Fig 07-21 B. Open the release valve (2) and screw cylinders in
clockwise direction to expel possible oil.
3 Screw the cylinders in counter-clockwise direction about half a
revolution (180°), otherwise the nut is locked by the cylinder and
impossible to loosen.
4 Close the release valve and pump pressure to the stated
value.
5 Screw the nut in counter-clockwise direction about half a revolu-
tion with the pin.
6 Open the release valve and remove the hydraulic tool set.
7 Screw off the nuts by hand.

Hydraulic cylinder

1. Filling plug 4
2. Release valve
3. Hose
4. Hydraulic cylinder
5. Hose
6. Pressure gauge
7. Plug hole 1 6 3

Hydraulic oil

A B 7 2 5

Fig 07-21 3207528935

07.3.5 Reassembling hydraulically tightened

screw connections

Check that the threads and contact surfaces are clean and free from
particles.
1 Screw on nuts and attach distance sleeves. Screw on cylin-
ders by hand.
2 Connect the hoses to the pump and cylinders. Check that
the release valve is open and screw the cylinders in clockwise direction
to expel possible oil.

LN 07 - 21
 Tightening Torques and Use of Hydraulic Tools 32-200648-05

3 Close the release valve and pump pressure to the stated

value.
4 Screw the nuts in a clockwise direction until in close contact with
the face. Use the pin intended for this purpose and tighten the nut as
much as possible without breaking the pin. Keep the pressure constant
at the stated value.
5 Open the release valve and remove the hydraulic tool set.

To ensure that the nut will be properly tightened, the pressure should be
raised in two steps. Pump the pressure to 300 bar and screw the nut in a
clockwise direction until in close contact with the face. Increase the
pressure further to the stated pressure, and screw the nut until in close
contact with the face again. This time the nut should move just a limited
angle but approximately the same angle for all nuts of the same kind.

Note! Ensure that all screw connections that have been opened are properly
tightened and locked, if necessary, before the engine is started.

07.3.6 Hydraulic tool for connecting rod shank screws

Hydraulic tool, hose connection and tool section

Hydraulic oil

Fig 07-22 3207889520

07.4 Use of hydraulic extractor cylinder

For some power demanding operations a hydraulic extractor cylinder
is used. In connection with this cylinder, the hydraulic high pressure
hand pump is utilized, coupling scheme acc. to Fig 07-23.

07 - 22 LN
 32-200648-05 Tightening Torques and Use of Hydraulic Tools

Hydraulic extractor cylinder

1. Hydraulic cylinder
2. Expansion ring
1
B

Hydraulic oil

Fig 07-23 3207538935

According to the design of the cylinder, the outer cylinder (1) must not
be loaded, but the force is created between the surfaces A and B.
The piston is prevented from running out of the cylinder by an
expansion ring (2). The strength of this ring is limited, and it is
recommended to be careful when operating at the end of the stroke.
The effective area of the piston is 14.42 cm2 which gives the following
relation between pressure and force.

LN 07 - 23
 Tightening Torques and Use of Hydraulic Tools 32-200648-05

Relation between pressure and force

Bar Max pressure

800

600

400

200

2000 4000 6000 8000 10000 12000 kp

20000 40000 60000 80000 100000 120000 N

Fig 07-24 3207548935

07.5 Low pressure pump for main bearing cap

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

07 - 24 LN
 32-9701/II Operating Troubles, Emergency Operation

08. Operating Troubles, Emergency Operation

08.1 Troubleshooting
Preventive measures, see chapter 03. and 04. Some possible operating
troubles require prompt action. Operators should acquire knowledge
of this chapter for immediate action when needed.

Trouble See chapter,

Possible reason section
1. Crankshaft does not rotate at starting attempt
a) Turning device is connected. 11.2.1, 21.1
NOTE! Engine cannot be started when turning device is connected.
However, before starting, always check that turning device is removed.
b) Starting air pressure too low, shut-off valve on starting air inlet pipe closed 21.1, 21.5
c) Jamming of starting valve in cylinder head 21.4
d) Jamming of starting air distributor piston 21.3
e) Starting air solenoid valve faulty 21.2
f) Inlet or exhaust valve jamming when open. “Negative” valve clearance (strong 12.
blowing noise).
g) Starting automation outside engine faulty 03.2, 23.
h) 4R32: Starting motor faulty 21.
2. Crankshaft rotates but engine fails to fire
a) Too low speed (1b),
b) Automatic shut-down device is not in start position 23.
c) Load limit of control shaft or of governor is set at too low a value Fig 22-1
d) Overspeed trip device has tripped 22.5, 22.6
e) Starting fuel limiter wrongly adjusted 22.3, 22.7
f) Some part of fuel control mechanism jamming and prevents fuel admission 22.
g) Fuel and injection system not vented, pipe connections between injection 17.3
pumps and valves not tightened
h) Fuel filter clogged 17.6, 17.1
i) Three-way cock of fuel filter wrongly set, valve in fuel inlet pipe closed, fuel day 17.6, 17.1
tank empty, fuel feed pump not started or faulty
k) Very low air and engine temperatures (preheat circulating water!) in 02.1
connection with fuel of low ignition quality
l) Fuel insufficiently preheated or precirculated 02.1, Fig 02-1
m) Too low compression pressure (1f)
3. Engine fires irregularly, some cylinders do not fire at all
a) See point 1f, 2f, g, h, k, l, 4d
b) Injection pump control rack wrongly adjusted 22.3
c) Injection pump control sleeve does not mesh properly with rack (may cause 16.2.4
overspeed if set in direction towards increased fuel quantity)
d) Injection pump faulty (plunger or tappet sticking; delivery valve spring broken, 16.
delivery valve sticking, constant pressure relief valve leaking)
e) Injection valve faulty; nozzle holes clogged 16.

08 - 1
 Operating Troubles, Emergency Operation 32-9701/II

f) Piston rings ruined; too low compression pressure 11.3.3

g) 8...18-cylinder engines. It may be troublesome to make these fire on all cylinders
when idling, due to the small quantity of fuel required.
In normal operation this is acceptable.
In special cases, in engines which have to idle continuously for longer periods
(several hours), for some reason, it is advisable to adjust the rack positions care-
fully (reduce rack position somewhat on those cylinders having the highest
exhaust gas temperatures, increase somewhat on those cylinders not firing). This
adjustment should be done in small steps and the difference between rack posi-
tions of various cylinders should not exceed 1 mm.
4. Engine speed not stable
a) Governor adjustment faulty (normally too low compensation) 22.
b) See point 2f
c) Fuel feed pressure too low 01.2
d) Water in preheated fuel (vapour lock in injection pumps)
e) Loading automation (e.g. controllable pitch propeller) outside engine faulty 23.
Knocks or detonations occur in engine
5. (if reason cannot be found immediately, stop the engine!)
a) Big end bearing clearance too large (loose screws!) 06.2 pos. 11,
07.3, 11.3.4
b) Valve springs or injection pump tappet spring broken 12., 16.
c) Inlet or exhaust valve jamming when open
d) Too large valve clearances 06.1, 12.2.4
e) One or more cylinders badly overloaded (3b, c)
f) Injection pump or valve tappet guide block loose 16.2.2,
14.1.4, 07.1
g) Initial phase of piston seizure
h) Insufficient preheating of engine in combination with fuel of low ignition quality
j) Fuel injection timing wrong
6. Dark exhaust gases
a) Late injection (wrongly set camshaft drive) 06.1, 16.2.3,
13.2.2
b) See points 3b, c, d, e
c) Insufficient charge air pressure: Test Records
- air intake clogged 15.2
- turbocharger compressor dirty 15.2, 04.4
- charge air cooler clogged on air side 15.5.2
- turbocharger turbine badly fouled 04.5
Note! Engines starting on heavy fuel may smoke if left idling.
7. Engine exhaust gases blue-whitish or gray-whitish
a) Excessive lubricating oil consumption due to: gas blow-by past piston rings; worn or 03.4.5,
broken oil scraper rings or worn cylinder liners; sticking compression rings; compression 11.3.3
rings turned upside-down; ring scuffing (burning marks on sliding surfaces)
b) Blue-whitish exhaust gases may occasionally occur when engine has been idling
for a lengthy time or at low ambient temperature, or for a short time after starting
c) Gray-whitish exhaust gases due to water leakage from exhaust boiler, turbocharger
8. Exhaust gas temperature of all cylinders abnormally high
a) Engine badly overloaded (check injection pump rack positions) Test Records
b) See point 6c
c) Charge air temperature too high Test Rec, 01.2
- charge air cooler clogged on water side or dirty on air side 15.5, 15.5.2
- water temperature to air cooler too high, water quantity insufficient 01.3
- engine room temperature abnormally high 01.3

08 - 2
 32-9701/II Operating Troubles, Emergency Operation

d) Excessive deposits in cylinder head inlet or exhaust ports

04.4, 04.5,
e) Exhaust pipe pressure after turbine high
15.3
9. Exhaust gas temperature of one cylinder above normal Test Records
a) Faulty exhaust gas thermometer 23., 03.4.1
b) Exhaust valve
- jamming when open
- “negative” valve clearance
- sealing surface blown by (burned)
c) Faulty injection valve
- opening pressure much too low 06.1
- sticking of nozzle needle when open 16.4.4
- broken spring
- nozzle cracked
d) Late injection 06.1, 16.2.3
e) Fuel supply insufficient (filter clogged)
f) Injection pump faulty , fuel rack sticking in high
10. Exhaust gas temperature of one cylinder below normal
a) Faulty exhaust gas thermometer 23., 03.4.1
b) See points 2f, h, 3b, c, d, e
c) Leaky injection pipe or pipe fittings 16.3
d) When idling, see point 3g 03.4.1
11. Exhaust gas temperatures very unequal
a) See points 9a, c, e
b) Too low fuel feed pressure; too small flow through injection pumps 01.2
(see points 2h, i). May cause great load differences between cylinders although
injection pump rack positions are the same.
Dangerous! Causes high thermal overload in individual cylinders.
c) See points 1f, 6b
d) When idling, see point 3g
e) Exhaust pipe or turbine nozzle ring partly clogged
f) Apply to 8- and 16-cylinder engines. The difference in exhaust gas temperatures
of the two cylinders next to the turbocharger is normally 120°C.
12. Lubricating oil pressure lacking or too low 01.2
a) Faulty pressure gauge, gauge pipe clogged 23.1.1
b) Lubricating oil level in oil sump too low 01.1, 18.2
c) Lubricating oil pressure control valve out of adjustment or jamming 18.4
d) Three-way cock of lubricating oil filter wrongly set 18.7
e) Leakage in lubricating oil suction pipe connections 18.1
f) Lubricating oil badly diluted with diesel oil, viscosity of oil too low 02.2.1, 02.2.3
g) Lubricating oil pipes inside engine loose or broken 18.
13. Too high lubricating oil pressure
a) See points 12a and c
14. Too high lubricating oil temperature 01.2
a) Faulty thermometer
b) Insufficient cooling water flow through oil cooler (faulty pump, air in system, 19.1.2
valve closed), too high raw water temperature 01.3
c) Oil cooler clogged, deposits on tubes 18.5
d) Faulty thermostat valve 18.6

08 - 3
 Operating Troubles, Emergency Operation 32-9701/II

Abnormally high cooling water outlet temperature, difference 01.2

15. between cooling water inlet and outlet temperatures too large
a) One of thermometers faulty
b) Circulating water cooler clogged, deposits on tubes
c) Insufficient flow of cooling water through engine (circulating water pump faul- 19.3, 19.4
ty), air in system, valves closed 03.4.1
d) Thermostat valve faulty 19.4.2
16. Water in lubricating oil 02.2.3, 03.4.1
a) Leaky oil cooler 18.5
b) Leakage at cylinder liner O-rings (always pressure test when cooling water
system has been drained or cylinder liners have been dismantled)
c) Faulty lubricating oil separator. See separator instruction book! 02.2.3
Water in charge air receiver 15.5
17. (escapes through drain pipe in air cooler housing)
a) Leaky air coolers
b) Condensation (too low charge air cooling water temperature) 03.4.1, Fig 03-
2
18. Engine looses speed at constant or increased load
a) Engine overloaded, a further increase of fuel supply is prevented by the 22.1, Fig 22-1
mechanical load limiter pos. 13
b) See points 2c, f, g, h, i
c) See points 4c, d, 5g, 20d
19. Engine stops
a) Shortage of fuel, see points 2h, i
b) Overspeed trip device has tripped 22.5, 22.6
c) Automatic stop device has tripped 23.1.4
d) Faulty governor or governor drive 22.
Engine does not stop although stop lever is set in stop position or
20. remote stop signal is given
a) Injection pump control rack wrongly set (3b, c)
Trip overspeed trip device manually. If the engine does not stop immediately,
block fuel supply as near the engine as possible (e.g. by fuel filter three-way
cock). Before restarting the engine, the fault must be located and corrected.
Great risk of overspeed.
b) Faulty stop automation. Stop by means of stop lever 23.1.4
c) The engine driven by generator or propeller or by another engine connected to
same reduction gear
Engine overspeeds and does not stop although
21. overspeed trip device trips
a) Injection pump control rack wrongly set (3b,c). Load the engine, if possible.
Block fuel supply, e.g. by means of fuel filter three-way cock.
b) An overspeeding engine is hard to stop. Therefore, check regularly the 22.3
adjustment of the control mechanism (the injection pump rack positions):
1) the stop lever being in stop position or the overspeed trip device being
tripped and the speed governor at max. fuel admission
2) the stop lever and the overspeed trip being in work position and the speed
governor in stop position.
This control should be done always when the control mechanism or the
injection pumps have been touched.

08 - 4
 32-9701/II Operating Troubles, Emergency Operation

08.2 Emergency operation

08.2.1 Operation with defective air cooler(s)

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

08.2.2 Operation with defective turbocharger(s)

A defective turbocharger is to be treated in accordance with the service

instructions given in the turbocharger instruction book (blocking of
rotor, blanking of turbocharger etc.)
If one turbocharger on a V-engine is defective and must be blocked,
the other charger has to be blocked too. The air connection between the
turbocharger and the air cooler housing should be removed and the
engine will operate as a naturally aspirated engine. Available load from
the engine with blocked turbocharger(s) is about 20 % of full load. The
engine output must, however, be limited so that the normal full load
exhaust temperatures are not exceeded.

Note! Both turbochargers on a V-engine must be locked or blanked if one

of them fails.

08 - 5
 Operating Troubles, Emergency Operation 32-9701/II

08.2.3 Operation with defective cams

If the camshaft piece with damaged cams cannot be removed and

replaced by a new one, the engine can be kept running by the following
measures:
a) Injection pump cams:
Slight damage:
Set injection pump control rod into zero position and lock it by a wire
around the pump.
Bad damage:
Remove fuel injection pump. See chapter 16.

Attention! Concerning torsional vibrations and other vibrations, see sec. 08.2.5.

When operating with a shut-off injection pump over a long period, the
valve push rods of the inlet and outlet valves are to be removed, and
the indicator valve on the respective cylinder is to be opened once an
hour to allow any accumulated oil to escape.
With one cylinder out of operation, reduce load to prevent exhaust
temperature of the remaining cylinders from exceeding normal full load
temperatures.
b) Valve cams
Stop fuel injection to the cylinder concerned, see chapter 16. Remove
the valve push rods and cam followers of the cylinder. Replace the tubes
covering the push rods.

Attention! Concerning torsional vibrations and other vibrations, see sec. 08.2.5.

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

temperatures of the remaining cylinders from exceeding full load
temperatures.

08.2.4 Operation with removed piston and connecting

rod

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

repaired, the following can be done to allow emergency operation:
1 Remove the piston and the connecting rod.
2 Cover lubricating oil bore in crank pin with a suitable hose
clip, and secure.
3 Fit completely assembled cylinder head but omit valve push
rods.

08 - 6
32-9701/II Operating Troubles, Emergency Operation

4 Prevent starting air entry to the cylinder head by removing

pilot air pipe.
5 Set injection pump control rod into zero position and lock it
by a wire around the pump.

Attention! Concerning torsional vibrations and other vibrations, see sec. 08.2.5.

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

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

08.2.5 Torsional vibrations and other vibrations

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

08 - 7
 Operating Troubles, Emergency Operation 32-9701/II

08 - 8
 2005-01 Specific Installation Data

09. Specific Installation Data

09.1 General Marine installations

Chapter 09 is reserved for specific installation data.
Depending on installation, the specific installation data can also be
found from separate binder, “Attachments”.

09.2 General Power installations

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

09 - 1
 Specific Installation Data 2005-01

09 - 2
 32-200335-01 Engine Block with Bearings, Cylinder and Oil Sump

10. Engine Block with Bearings, Cylinder and

Oil Sump

10.1 Description
The cast iron engine block is cast in one piece. The jacket water
distributing pipes and the charge air receiver are integrated in the
engine block. The main bearing caps, which support the underslung
crankshaft, are clamped by hydraulically tensioned screws, two from
below and two horizontally. The bearing shells are axially guided by
lugs to provide correct assembly.
A combined flywheel/thrust bearing is located at the driving end. The
flywheel bearing shells are of the same type as the main bearings. The
four thrust washers guide the crankshaft axially.
The camshaft bearing bushes are fitted in housings directly machined
in the engine block.
The cylinder liners, made of special cast iron, have cooling bores in
the upper flange. At the upper part the liners are sealed against the
block metallically, and at the lower part by two O-rings.
To eliminate the risk of bore polishing, the liner is provided with an
anti-polishing ring at the upper part.
The crankcase covers, as well as other covers, tighten against the
engine block by rubber sealings and four screws each. On one side of
the engine the crankcase covers are equipped with safety valves which
relieve the over pressure in case of a crankcase explosion. One cover
incorporates the oil filling hole. The crankcase is furthermore provided
with a vent pipe including a non-return valve. This pipe should be
conducted away from the engine room.
The light, welded oil sump is attached to the engine block from below
and is sealed by an O-ring. Suction pipes to the lube oil pump and
separator as well as the main distributing pipe for lube oil are incorpo-
rated in the oil sump.
From the main distributing pipe the lube oil is led up to the main
bearing through a hydraulic jack, by means of which the bearing cap
can be lowered and lifted, e.g. when inspecting the bearings.

10.2 Main bearings

10.2.1 Dismantling of the main bearing

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

on both sides of the engine.

10 - 1
 Engine Block with Bearings, Cylinder and Oil Sump 32-200335-01

2 Loosen the nuts of the side screws on the bearing in ques-

tion and on both adjacent bearings, Fig 10-1 (A).
3 Lift the distance sleeve 3V86B46 into position on the side
screw. One or two nuts can be loosened simultaneously.
4 Screw on the hydraulic tool 3V86B78 and proceed with open-
ing of the side screw nuts (A).
5 Loosen the nuts of the main bearing screws on the bearing
in question as shown in Fig 10-1 (B).

Use of hydraulic cylinders

DISMANTLING
1. Screw on cylinders by hand
2. Connect hoses, open valve.
Tighten cylinders by hand.

Rear side

Hydraulic oil

3. Screw cylinders 180˚

counter -clockwise.
4. Close valve, rise pressure.
5. Open the nut about half a turn.
6. Open release valve, remove tool.
A1 A2

B1 B2
Hydraulic cylinder combination
Screw A1 A 2 B1 B2
Main bearing and thrust Main bearing screws Main bearing screws
Hydraulic tool bearing screws
Cylinder 3V86B78 3V86B79 3V86B78
Sleeve 3V86B46 3V86B39 3V86B46
Pin 4V86B11 4V86B02 4V86B11
Action/Screw Comments Hydraulic pressure
One by one in order according to free choice. 615...635 bar
A1 A 2 Two nuts per side can be loosened simultaneously.
Loosening
B1 B 2 Always loosened simultaneously. 615...635 bar
B 1 B2 Simultaneously handtight with pin 4V86B02 (B11) only.
A2 bolt tensioned first with 200 bar hydraulic pressure
A2 and the nut turned with pin to contact. 200 bar
Tightening
B1 B 2 Tightened simultaneously with full hydraulic pressure. 615 bar

A1A2 Tightened one by one in order according to free choice

with full hydraulic pressure. 615 bar

Fig 10-1 3210589645

10 - 2
32-200335-01 Engine Block with Bearings, Cylinder and Oil Sump

6 Lift the distance sleeves 3V86B39 into position and insert the
pins 4V86B02.
7 Lift the hydraulic tool 3V86B79 into position by using the tool
3V86B52 and proceed with opening of the main bearing nuts (B).
8 Remove the nuts of the main bearing screws.
9 Connect the hoses of the hydraulic pump 1V86A18 to the
hydraulic jack, the supplying hose set to the side marked DOWN,
see Fig 10-2.
10 Unscrew the side screws of the main bearing cap to be low-
ered. Use the stud tool 4V80D12.
11 Lower the main bearing cap by pumping oil pressure to the
hydraulic jack by the hydraulic pump.
12 Remove the lower bearing shell.
13 Insert the turning tool 4V85B12 (in-line engine) or 4V85B16
(V-engine) into the main bearing journal radial oil hole.
14 Turn the crankshaft carefully until the bearing shell has
turned 180° and can be removed.
15 Cover the two main bearing journal radial oil holes with tape.
At least every third main bearing should be in place at the same
time to support the crankshaft.

Hydraulic jack

Straight side of
main bearing cap

DOWN UP

Fig 10-2 3210528932

10 - 3
 Engine Block with Bearings, Cylinder and Oil Sump 32-200335-01

10.2.2 Inspection of main bearings and journals

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

Never re-install a bearing with the nickel-barrier exposed in any

part of the bearing shell.

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

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

Mark the new bearings with the bearing numbers.

The main bearing journals should be inspected for surface finish.

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

10.2.3 Assembling of main bearing

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

The bearing shell can be completely destroyed (deformed) during

the assembly, if it is not lubricated carefully.

10 - 4
32-200335-01 Engine Block with Bearings, Cylinder and Oil Sump

4 Place the end of the bearing shell in the slot between the
journal and the bearing bore, with the lug guiding in the oil groove,
and push it by hand as far as possible (recommended 2/3 of its
length).
5 Insert the turning tool 4V85B12 (in-line engine) or 4V85B16
(V-engine) into the main bearing journal radial oil hole and turn the
crankshaft carefully until the bearing shell has turned into posi-
tion. Take care that the bearing shell lug slides into the oil groove
without being damaged.

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

6 Remove the turning tool.

7 Lubricate the bearing surface of the lower bearing shell with
clean lubricating oil and place it in the bearing cap.
8 Connect the hoses of the hydraulic pump 1V86A18 to the
hydraulic jack, the supplying hose set to the side marked UP, see
Fig 10-2.
9 Lift the main bearing cap by pumping oil pressure to the hy-
draulic jack with the hydraulic pump.
10 Lubricate the threads of the side screws (the threads towards
the bearing cap) and tighten the screws to the bottom or use the stud
tool 4V80D12.
11 Tighten the nuts by hand.
12 Lift the distance sleeves 3V86B46 into position on the side
screws on the rear side on an in-line engine, or B-bank on an
V-engine. One or two nuts can be tightened simultaneously, Fig
10-1 (A2).
13 Screw on the hydraulic tool 3V86B78.
REASSEMBLING
1. Screw on nuts, attach
distance sleeve. 14 Tighten the nut by the pin 4V86B11 when the hydraulic pres-
Screw on cylinders by hand.
2. Connect hoses, open valve.
sure is 200 bar.
Tighten cylinders by hand.
15 Lift the distance sleeves 3V86B39 into position on the bearing
cap screws and insert the pins 4V86B02, see Fig 10-1 (B).
16 Lift the hydraulic tool 3V86B79 into position by using the tool
3V86B52 and proceed with tightening of the main bearing screws
(B).
Hydraulic oil
17 Lift the distance sleeves 3V86B46 into position on the side
3. Close the valve and pump
screws on the rear side on an in-line engine, or B-bank on an
pressure to the stated value. V-engine, straight side of the bearing cap! One or two nuts can be
4. Screw the nuts until close
contact to face. tightened simultaneously, Fig 10-1 (A2).
5. Open the valve and remove
tool set.
18 Screw on the hydraulic tool 3V86B78 and proceed with tight-
ening of side screw nut (A2). Tighten to full, stated pressure.

10 - 5
 Engine Block with Bearings, Cylinder and Oil Sump 32-200335-01

19 Lift the distance sleeves 3V86B46 into position on the oppo-

site manoeuvering side screws. One or two nuts can be tightened
simultaneously, Fig 10-1 (A1).
20 Screw on the hydraulic tool 3V86B78 and proceed with tight-
ening of side screw nuts (A1). Tighten to full stated pressure.

10.3 Flywheel/thrust bearing

10.3.1 Dismantling of flywheel/thrust bearing

1 Remove the two crankcase covers next to the flywheel end,

on both sides of the engine. On 4R32, remove the divided end cover
inside the flywheel.
2 Loosen the nuts of the side screws on the flywheel/thrust bear-
ing and the adjacent main bearing, Fig 10-1 (A).
3 Lift the distance sleeve 3V86B46 into position on the side
screw. Two nuts can be loosened simultaneously.
DISMANTLING
1. Screw on cylinders by hand
2. Connect hoses, open valve.
4 Screw on the hydraulic tool 3V86B78 and proceed with open-
Tighten cylinders by hand. ing of the side screw nuts (A).
5 Loosen the nuts of the flywheel/thrust bearing screws as
shown in Fig 10-1 (B).
6 Lift the distance sleeves 3V86B46 into position and insert the
pins 4V86B11.
Hydraulic oil

7 Screw on the hydraulic tools 3V86B78. If necessary, use the

3. Screw cylinders 180˚
counter -clockwise.
lifting tool 3V86B52. Proceed with opening of bearing screws (B).
4. Close valve, rise pressure.
5. Open the nut about half a turn. 8 Remove the nuts of the flywheel/thrust bearing screws.
6. Open release valve, remove tool.
9 Connect the hoses of the hydraulic pump 1V86A18 to the
hydraulic jack, the supplying hose set to the side marked DOWN,
see Fig 10-2.
10 Unscrew the side screws of the flywheel/thrust bearing cap.
Use the stud tool 4V80D12.
11 Lower the bearing cap by pumping oil pressure to the hy-
draulic jack with the hydraulic pump.
12 Remove the lower bearing shell and the thrust washers. To
remove the thrust washer next to the driving end, an M6 screw can
be fitted to each end of the washer, see Fig 10-3.
13 Insert the turning tool 3V85B15 into the bearing journal ra-
dial oil hole.
14 Turn the crankshaft carefully until the bearing shell and the
washers have turned 180° and can be removed.
15 Cover the two bearing journal radial oil holes with tape.

10 - 6
32-200335-01 Engine Block with Bearings, Cylinder and Oil Sump

16 Check the bearing in the same way as the main bearings,

section 10.2.2. The thrust washers on the same side have to be
changed in pairs.

Thrust bearing

End recesses End recesses

Fig 10-3 3210568935

10.3.2 Assembling of flywheel/thrust bearing

1 Clean the bearing shells, washers, cap and journal very

carefully.
2 Take off the protecting tape from the bearing journal radial
oil holes and lubricate the journal with clean engine oil.
3 Lubricate the bearing surface, back side and both ends of the
upper bearing shell with clean lubricating oil and place the end of
the bearing shell in the slot between the journal and the bearing
bore. The axial location of the shell is to be secured by keeping the
bearing shell end recesses at level with the axial faces in the engine
block, see Fig 10-3.
4 Insert the shell by hand as far as possible (recommended 2/3 of
its length).
5 Insert the turning tool 3V85B15 into the bearing journal radial
oil hole and turn the crankshaft carefully until the bearing shell has
turned into position.

10 - 7
 Engine Block with Bearings, Cylinder and Oil Sump 32-200335-01

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

6 Remove the turning tool.

7 Lubricate the bearing surfaces and back sides of the upper
thrust washers and push the washers into position by hand. To
facilitate the mounting of the washer, the crankshaft can be axially
displaced in each direction.
8 Lubricate the bearing surfaces of the lower thrust washers
and push them into position on the guiding pins in the bearing cap.
For mounting the thrust washer next to the driving end an M6 screw
can be fitted to each end of the washer, see Fig 10-3.
9 Lubricate the bearing surface of the lower bearing shell with
clean lubricating oil and place the shell in bearing cap. The axial
location of the shell is to be secured by keeping the bearing shell end
recesses at level with the axial faces in the cap, see Fig 10-3.
10 Connect the hoses of the hydraulic pump 1V86A18 to the
hydraulic jack, the supplying hose set to the side marked UP, see
Fig 10-2.
11 Lift the bearing cap by pumping oil pressure to the hydraulic
jack with the hydraulic pump.
12 Screw the side screws into the threads of the bearing cap by
hand.
13 Tighten the side screws to the bottom or by using the stud tool
4V80D12.
REASSEMBLING
1. Screw on nuts, attach
distance sleeve.
Screw on cylinders by hand.
14 Tighten the nuts of the side screws on the rear side of the en-
2. Connect hoses, open valve.
Tighten cylinders by hand.
gine as shown in Fig 10-1 (A).
15 Lift the distance sleeves 3V86B46 into position on the fly-
wheel/thrust bearing screws and insert the pins 4V86B11, see Fig
10-1 (B).
16 Screw on the hydraulic tools 3V86B78. If necessary, use the
lifting tool 3V86B52. Proceed with tightening of the bearing screw
Hydraulic oil
nuts (B).
3. Close the valve and pump 17 Lift the distance sleeve 3V86B46 into position on the side screw.
pressure to the stated value.
4. Screw the nuts until close Two nuts can be tightened simultaneously.
contact to face.
5. Open the valve and remove
tool set. 18 Screw on the hydraulic tool 3V86B78 and proceed with tight-
ening of side screw nuts (A).

10 - 8
 32-200335-01 Engine Block with Bearings, Cylinder and Oil Sump

10.4 Camshaft bearings

10.4.1 Inspection of the camshaft bearing bush

When the camshaft bearing journal has been removed, the inner
diameter of the bearing bush can be measured at site, by using a ball
anvil micrometer screw. The wear limit is stated in chapter 06, section
06.2 If the wear limit for one camshaft bearing bush is reached, all
camshaft bearing bushes should be replaced. For visual inspection of
the camshaft bearing bush, proceed as follows:
1 Remove both camshaft covers adjacent to the bearing con-
cerned.
2 Remove the cover (6) from the starting air distributor, see
chapter 14, Fig 14-2.
3 Unscrew the rocker arm bracket fastening nuts, and remove
the rocker arm brackets, see Fig 14-1, pos. 1, on the cylinders where
the camshaft is to be moved according to step 5, below.
4 Open the flange connection camshaft piece/bearing journal
towards the driving end of the engine seen from the bearing
concerned.
5 Move the part of the camshaft located towards the free end of
the engine max. 25 mm in the direction of the free end by using a
suitable lever.
6 Check the uncovered part of the bearing bush by means of
a mirror. All camshaft bearing bushes towards the free end of the
engine, seen from the bearing concerned, can be checked when the
camshaft is in this position.

Tools are marked with following numbers

Tool code Inner diameter of camshaft bearing bush (mm)
165 150
834010 3283E05 3283E02
834011 2V83H149 3V83H69
834012 3V83H150 3V83H66
834013 2V83H148 3V83H68
834050 3V83E61 3V83E61
836010 4V83G45 4V83G45

10 - 9
 Engine Block with Bearings, Cylinder and Oil Sump 32-200335-01

10.4.2 Removing of camshaft bearing bush

1 Remove the camshaft cover, injection pump, guide block and

camshaft piece from the two cylinders adjacent to the bearing
concerned. If it is the question of an end bearing, the respective
camshaft end piece has to be removed.
2 Remove the camshaft bearing journal.
3 Assemble the removing device 834010 according to Fig 10-
4. Notice the difference in tool assembly for the bearing next to the
free end of the engine. When it is a question of an end bearing, insert
the guide sleeve 834011, the thicker part being directed towards the
middle of the engine.
4 Tighten the hydraulic tool 834050 by tensioning the pull screw
836010.
5 Connect the hoses of the hydraulic pump 2V86A36 to the
hydraulic tool.
Hydraulic oil
6 Pump pressure to the hydraulic tool to withdraw the bearing
DISMANTLING bush. The pressure must not exceed the value stated in
1. Connect hoses, open valve.
2. Tighten the tool assembly. chapter 07, Fig 07-16. If the bearing bush does not move when this
3. Close the valve and pump to
required pressure.
pressure is achieved, a light knock on the end flange 834012 can be
4. Open the valve and remove
the tool.
necessary.
7 Open the pump valve, disconnect the hoses of the hydraulic
tool and dismantle the removing device.

Removing of camshaft bearing bush

834013 834013

834012

836010 834011 836010 834011

834050 834050 834012

Fig 10-4 3210629801

10 - 10
32-200335-01 Engine Block with Bearings, Cylinder and Oil Sump

10.4.3 Mounting of camshaft bearing bush

1 Lightly lubricate the new bearing bush with clean engine oil
on the outer surface and put it on the guide sleeve 834011. The notch
on the bearing bush side should be positioned downwards, i.e. the
oil groove upwards.
2 Assemble the mounting device 834010 according to Fig 10-5.
Notice the difference in tool assembly for the bearing next to the free
end of the engine. When it is a question of an end bearing, insert
the guide sleeve 834011, the thinner part being directed towards
the middle of the engine.
3 Tighten the hydraulic tool 834050 by tensioning the pull screw
836010 lightly.
4 Connect the hoses of the hydraulic pump 2V86A36 to the
hydraulic tool.
5 Pump pressure to the hydraulic tool to mount the bearing
bush. The pressure must not exceed the value stated in
chapter 07, Fig 07-16.
6 Open the pump valve, disconnect the hoses of the hydraulic
Hydraulic oil tool and dismantle the mounting device.
REASSEMBLING
1. Connect hoses, open the valve. 7 Lubricate the bearing surface of the bearing bush and in-
2. Tighten the tool assembly.
3. Close the valve and pump to sert the camshaft bearing journal.
required pressure.
4. Open the valve and remove
the tool.
8 Mount the camshaft pieces, guide blocks, injection pumps and
camshaft covers.

Mounting of camshaft bearing bush

834013 834013

834012

836010 834011 836010 834011

834050 834050 834012

Fig 10-5 3210639801

10 - 11
 Engine Block with Bearings, Cylinder and Oil Sump 32-200335-01

10.5 Cylinder liner

10.5.1 Maintenance of cylinder liner

a) Honing of cylinder liner bore

Always hone the cylinder liner when new piston rings are mounted.
Normally a light honing is sufficient. If the honing is done when the
cylinder liner is on its place in the engine block, the crankshaft
under the cylinder liner concerned must be covered by plastic film.
Honing rests must be prevented from falling into the oil sump of the
engine. For the honing process the following instructions are pre-
scribed:
· The honing is to be carried out by means of “Plateau honing”.
· Only ceramic hones with a coarseness of 80 and 400 should be
used. The hones with a coarseness of 80 should be used for about
20 strokes or until the polished areas in the cylinder liner are over
scraping. The hones with a coarseness of 400 should be used for
about 30 strokes to give the correct surface finish.
· The pitch angle of the honing lines in the cross hatch pattern
should be about 30°, which is achieved by combining for example
40 strokes/min with a rotational speed of 100 RPM.
· As coolant a honing oil is preferred, but a light fuel oil 2-15 cSt
could also be used.
· After honing, the liner bore must be carefully cleaned by using a
suitable brush, water (preferably hot) and soap or cleaning fluid,
alternatively, light fuel oil. Then dry with a cloth and lubricate
with engine oil for corrosion protection.
The honing equipment is delivered with the engine.
b) Check the inner diameter of the cylinder liner, use form No.
3210V014 or form No. 3210V020 (LN-engines).
c) Cleaning of the cylinder liner water side
The water side of the cylinder liner can be cleaned of deposits with a
wire brush. The cooling bores in the collar can be cleaned by boring
with a suitable drill (ø 9.5 - 10 mm).

10.5.2 Removing cylinder liner

1 Drain the engine cooling water and remove the cylinder head
and piston with connecting rod.
2 Loosen the screw (2) and remove the holder (1).
3 Assemble the removing device 32.83G02 and the hydraulic
tool 3V83E61 according to Fig 10-6.
4 Tighten the hydraulic tool by tensioning the nut of the pull
screw 4V83G45 lightly.

10 - 12
 32-200335-01 Engine Block with Bearings, Cylinder and Oil Sump

5 Connect the hoses of the hydraulic pump 2V86A36 to the

hydraulic tool.
6 Pump pressure to the hydraulic tool to withdraw the cylinder
liner. The pressure must not exceed the value stated in chap-
ter 07, Fig 07-16.
7 Open the pump valve, disconnect the hoses of the hydraulic
Hydraulic oil

DISMANTLING
1. Connect hoses, open valve.
tool and remove it.
2. Tighten the tool assembly.
3. Close the valve and pump to 8 Use the part of the removing device intended for this pur-
pose to lift the cylinder liner, see Fig 10-6.
required pressure.
4. Open the valve and remove
the tool.

10.5.3 Mounting of cylinder liner

1 Check that all guide and contact faces of the engine block
and cylinder liner are clean and intact.
2 Apply a thin layer of non-curing sealing glue, (Perfect Seal
No. 4, Loctite Permatex 1372 or similar) on the upper sealing surface
between engine block and cylinder liner. Note! Silicone sealant
should not be used.
3 Check that the O-ring grooves of the cylinder liner are clean,
and insert new O-rings.
4 Lubricate the lower O-rings and the sealing faces with grease
and assemble the lifting device, see Fig 10-6.
5 Lower the liner carefully into the bore of the engine block.
When the lowest O-ring touches the engine block, align the liner so that
the mark (3, in Fig 10-6) on the liner is directed towards the driving
end of the engine, on the V-engine B-bank towards the free end of
the engine. Lower further and press liner into position by hand.
6 Check the inner diameter of the cylinder liner, especially at
the level of the guiding surfaces.
Hydraulic oil
7 Mount the holder (1) and tighten the screw (2) to the stated
torque.
REASSEMBLING
1. Connect hoses, open the valve.
2. Tighten the tool assembly. 8 Mount the piston with the connecting rod, anti-polishing
3. Close the valve and pump to
required pressure.
ring and cylinder head, and refill the cooling water.
4. Open the valve and remove
the tool. 9 Check the O-ring seals from the crankcase side while circu-
lating cooling water. If there is an engine driven cooling water
pump, apply 3 bar static pressure.

10 - 13
 Engine Block with Bearings, Cylinder and Oil Sump 32-200335-01

Removing and lifting of cylinder liner

3V83E61

3V83G45

2
3 1

A B

Fig 10-6 3210548930

10.6 Camshaft driving gear bearings

10.6.1 Removing of camshaft driving gear bearing bush

1 Remove the camshaft gearing according to section 13.2.

2 Assemble the removing device 32.13T01 (834053) according
to Fig 10-7.
3 Proceed according to section 10.4.2.

10 - 14
32-200335-01 Engine Block with Bearings, Cylinder and Oil Sump

Removing of camshaft driving gear bearing bush

3V83E133 3V83E61 3V83E61

OUTER INNER
3V83E134 3V83E133

Fig 10-7 3210609908

10.6.2 Mounting of camshaft driving gear bearing bush

1 Lightly lubricate the new bearing bush with clean engine oil
on the outer surface and put it on the guide sleeve 4V83E80 or
3V83E0134. Note the bearing bush position. Mount the oil groove
according to section 13.2.2.
2 Assemble the removing device 32.13T01 (834053) according
to Fig 10-8.
3 Proceed according to section 10.4.3.

Mounting of camshaft driving gear bearing bush

3V83E134 3V83E78

OUTER INNER

3V83E78 4V83E80 3V83E78

Fig 10-8 3210619908

10 - 15
 Engine Block with Bearings, Cylinder and Oil Sump 32-200335-01

10 - 16
 32-9901/II Crank Mechanism: Crankshaft, Connecting Rod, Piston

11. Crank Mechanism:

Crankshaft, Connecting Rod, Piston

11.1 Counterbalancing of crankshaft

11.1.1 General

The crankshaft is counterbalanced by means of weights on the crank

webs. The in-line engines normally have counterweights on one web
per cylinder, the V-engines on all webs.

11.1.2 Counterbalancing of 4-cylinder engines

The second-order free forces of 4-cylinder in-line engines are completely

counterbalanced by means of an arrangement consisting of two eccen-
tric shafts rotating in opposite directions in relation to each other. The
shafts rotate at a rate of twice the engine speed. The centrifugal forces
counteract each others horizontally and counterbalance the free forces
of the engine vertically.
The shafts are pivoted in the bearing brackets, which are fastened to
the engine block by means of hydraulically tightened screws. The shafts
are driven from the crankshaft split gear through a gear drive.
For further information see section 11.4.

11.1.3 Counterbalancing of 9-cylinder engines

The 9-cylinder in-line engines differ from the other engines in that they
have counterweights on all webs. Furthermore, the utmost counter-
weight at each end of the crankshaft is larger than the other ones and
unsymmetrical in order to counterbalance the free moment of the
engine. When such a counterweight has been removed from the engine,
it is of the greatest importance that it is correctly re-installed, Fig 11-1.

11.1.4 Counterbalancing of 18-cylinder V-engines

The counterbalancing of the free moment of the 18-cylinder V- engines

is accomplished by means of a supplementary weight at the free end of
the engine and a specially balanced flywheel. After a possible removal,
it is important that the supplementary weight is correctly re-installed,
Fig 11-2.

11 - 1
 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-9901/II

Mounting of counterweights on 9R32

205

188

188 205

Cyl. 1 Cyl. 9

Seen from flywheel end

Fig 11-1 3211549045

Supplementary weight for 18V32

Crank web for cylinder A1 *

and B1 is straight upwards
Centerline of
10˚ counter weight

Seen from
free end

* For a clockwise rotating engine:

Crankshaft is turned to 25˚ after TDC for cylinder A1
For a counter-clockwise rotating engine:
Crankshaft is turned to 25˚ before TDC for cylinder A1

Fig 11-2 3211559045

11 - 2
 32-9901/II Crank Mechanism: Crankshaft, Connecting Rod, Piston

11.2 Crankshaft

11.2.1 Description of crankshaft

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

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

11.2.2 Crankshaft alignment

The crankshaft alignment is always done on a thoroughly warm engine,

i.e. after running on high enough load during a sufficiently long time
to heat up both the engine and the foundation. Recommended values
are more than 60% load during more than 6 hours.
The crankshaft alignment should be carried out immediately after
the engine is stopped and rapidly but carefully. Only the crankcase
cover for the cylinder being measured should be opened and it should
be closed immediately after measuring. The crankshaft alignment can
be checked either by using a dial indicator or as an alternative an
electronic deflection indicator.

By using a dial indicator:

1 Turn crank of the first cylinder near BDC (bottom dead centre)
and attach crankshaft dial indicator to the centre marks in the two
crank webs. The distance between the indicator and the connecting
rod should be as small as possible.
2 Set indicator at zero.
3 Read deflections when turning crank to rear side, TDC (top
dead centre), operating side and BDC. Record readings in the form
“Crankshaft alignment”. See also work steps for both methods.

Note! During the alignment procedure the crankshaft should be turned in

the direction of rotation, only.

By using a electronic deflection indicator:

4 Combine extensions with the transducer (3) to the required
length.
5 Connect cable (2) on the measuring unit (1).

11 - 3
 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-9901/II

6 Turn on the measuring unit by pressing Power-button. Push

“Light” if needed.
7 Reset the measuring unit by pressing Reset-button.
8 Turn crank of the first cylinder near BDC (bottom dead centre)
and fit the transducer to the centre marks between two crank webs.
The distance between the transducer and the connecting rod should
be as small as possible.

Dial indicator position and reading

+ +
E A 0 0
Operating side Rear side - -
3

4
D B

C
As seen from flyweel end

2
1

Fig 11-3 3211609045

9 Adjust the transducer to a reading somewhere between +0.500

and -0.500 and push “Zero”.
10 Turning the crank and read deflections in the marked posi-
tions according to Fig 11-3. Starting point for clockwise rotating
engine is measuring point “A” and counter-clockwise rotating en-
gine measuring point “E”. B is rear side, C is TDC (top dead centre),
D is operating side, A and E are BDC (bottom dead centre). Record
readings in the Measuring Record: “Crankshaft alignment”.
Note, values in 1/100 mm!

Note! During the alignment procedure the crankshaft should be turned in

the direction of rotation, only.

For both methods:

11 Repeat this procedure with other cylinders.
12 Following limits of misalignment are stated for an engine hav-
ing normal running temperature (within 10 min after running at
60% load, or higher, for 6 h, or more):

11 - 4
32-9901/II Crank Mechanism: Crankshaft, Connecting Rod, Piston

a) on the same crank, the difference between two diametrically

opposed readings must not exceed 0.04 mm after installing or re-align-
ing. Re-alignment is necessary if this limit is exceeded by more than
0.02 mm.
b) on two adjacent cranks, the difference between two correspond-
ing readings must not exceed 0.04 mm. Re-alignment is necessary if
this limit is exceeded.
c) when the crank pin for cyl.1 is at TDC, the reading should be
negative, max. -0.04 mm (-0.06 mm if flex. coupling).
Before re-aligning the engine and the driven machinery, a control
measurement of the main bearings should be made.

Note! In an engine having a normal ambient temperature, the corre-

sponding values must be based on experiences from the particular
installation.

11.2.3 Measurement of thrust bearing axial clearance

1 Lubricate the bearings by running the prelubricating pump

for a few minutes and turn the crankshaft simultaneous a few
revolutions with the turning gear.
2 Apply a measure gauge, for instance, against the plane end
surface of the flywheel.
3 Move the crankshaft by a suitable lever in either direction
until contact is established with the thrust bearing.
4 Set the measure gauge at zero.
5 Move the crankshaft in the opposite direction, and read the
axial clearance from the measure gauge.

11 - 5
 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-9901/II

11.2.4 Cleaning of oil lock at crankshaft seal

1 Remove the outer plug (1), Fig 11-4.

2 Blow through the bores of the oil lock from outside with com-
pressed air.
There is no need for refilling the oil lock with oil after cleaning.

Oil lock at crankshaft seal

1. Plug

Fig 11-4 3211539045

11.3 Connecting rod and piston

11.3.1 Description of connecting rod and piston

The connecting rod is drop forged, diagonally split and precision

serrated at the mating surfaces. The big end bearing shells are, for
correct assembling, axially guided by lugs, and the two connecting rod
screws are hydraulically tightened. The small end bearing bush is
stepped to give a larger bearing surface on the more loaded lower side.
The piston is of cast iron monoblock type or of the composite type with
a nodular cast iron skirt and a forged steel crown screwed together.
The space, formed between the crown and the skirt, is supplied with
lubricating oil for cooling of the crown by means of the cocktail shaker
effect. The lubricating oil is led from the main bearing, through the
drillings in the crankshaft, to the big end bearing, and further through
the drillings in the connecting rod, gudgeon pin and piston skirt, up to
the cooling space, and from there back to the oil sump.

Note! Always handle the pistons with care.

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

and one spring-loaded oil scraper rings.

11 - 6
32-9901/II Crank Mechanism: Crankshaft, Connecting Rod, Piston

11.3.2 Removing and dismantling of piston and con-

necting rod

1 Remove the cylinder head and scrape off carbon deposits

around the upper part of the cylinder liner. It is advisable to cover
the piston top with cloth or paper pressed tightly against the
cylinder wall to collect the deposits removed.
2 Remove the anti-polishing ring. Use the tool 3V83G73 if nec-
essary. By turning the engine, the piston pushes the anti-polishing
ring out.
3 Clean the threaded hole(s) in the piston crown and fasten the
lifting tool 2V83F58 by using hexagon screws M12×50 (2).

Piston and H-profile connecting rod assembly

C
2. Screw 2 2V83F58
3. Securing ring View C
1V84D11

Cyl. nr.

3V83G73
DISMANTLING
1. Screw on cylinders by hand
Cyl. nr.
2. Connect hoses, open valve.
Tighten cylinders by hand.

R/V32 - 3V86B139
Hydraulic oil
V32 - 3V86B136
3. Screw cylinders 180˚ R32 - 3V86B102
counter -clockwise.
4. Close valve, rise pressure. R32 - 3V86B137
5. Open the nut about half a turn.
6. Open release valve, remove tool.
4V86B11

Fig 11-5 3211589501

4 Turn the crankshaft from TDC towards the operating side for
the cylinder concerned, on in-line engines 106 - 110°, on V-engines
84°.

11 - 7
 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-9901/II

5 In-line engines: Lift the distance sleeves 3V86B102 into posi-

tion on the connecting rod screws and screw on the hydraulic tools
3V86B139 with extension pieces 3V86B137.
V-engines: Lift the distance sleeves 3V86B136 into position on the
connecting rod screws and screw on the hydraulic tools 3V86B139.
6 Connect the hoses of the hydraulic pump t 2V86A36 and
proceed to open the connecting rod nuts.
7 Remove the hydraulic tool and the distance sleeve from
the upper screw.
8 Open the upper nut and screw the tool 3V80D20 on the upper
bolt. The locking screw of the tool has left-hand threads.

Note! When using the stud remover 3V80D20 only the inner hexagon 27
key grip should be used when the stud is removed or tightened to
torque. The outer left hand hexagon 24 screw is only for locking the
tool onto the stud and will break if used to loosen the bolt.

9 Remove the upper bolt and place the dismantling screw

3V83F84 in to its place. Lock the bearing cap of the connection rod
with the locking nut 4V83F85.
10 Remove the hydraulic tool and the distance sleeve from
the lower bolt and remove the bolt with tool 3V80D20.
11 On in-line engines. Open the locking nut and remove the
big end bearing cap. On V-engines, fit the tool 1V84G236 to the
crankcase cover lower studs, and tighten the nuts, see Fig 11-6. Pull
the tool lever outwards and remove the locking nut. Remove the big
end bearing cap by moving the lever inwards. Lift the bearing cap
out of the tool. Remove the tool from the studs.

Note! The tool 1V84G236 is for V-engines only.

12 Remove the dismantling screw.

13 Lift the piston a little to remove the upper big end bearing
shell. On V-engines, fit the protecting sleeves 3V83F82 and
2V83F83 into position above the connecting rod serration, see Fig
11-6. When lifting the piston, take care not to damage the crank pin
or the cylinder liner wall.
14 Cover pin oil holes with tape.
15 Remove the securing ring (3) from the gudgeon pin hole in
the piston, on the side where the gudgeon pin drawing number is
located, by using the pliers J5.

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

11 - 8
32-9901/II Crank Mechanism: Crankshaft, Connecting Rod, Piston

16 Drive out the gudgeon pin from the opposite side. In low tem-
peratures the gudgeon pin may stick but will be easily removed after
heating the piston to about 30°C.
17 If the rings and grooves require cleaning, measuring etc.,
remove the piston rings by using the pliers 320D12/6-S7/8. Before
removing, note the positions of the rings to ensure mounting in the
same grooves. The design of the pliers prevents overstressing of the
rings. Using other means may overstress the rings.

Tools for H-profile connecting rod

2V83F83

3V83F84

3V83F82 1V84G236

Fig 11-6 3211599045

11.3.3 Maintenance of piston, rings and connecting rod

bearings

1 Clean all the parts carefully. Remove the piston rings, and re-
move burned carbon deposits from the piston and piston ring
grooves. Special care should be taken not to damage the piston
material. Never use emery cloth on the piston skirt.
The cleaning is facilitated if coked parts are soaked in kerosene or
fuel oil. An efficient carbon solvent — e.g. ARDROX No. 668 or
similar — should preferably be used to facilitate cleaning of the
piston crown. When using chemical cleaning agents, take care not
to clean piston skirt with such agents because the phosphate/graph-
ite overlay may be damaged.
2 Check pistons according to the appendix in the end of this
chapter.
3 Measure the height of the piston ring grooves, e.g. with an
inside micrometer.

11 - 9
 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-9901/II

4 Inspect anti-polishing ring. Turn the ring upside down after

first period. Change the ring every second period.

When mounting a new cylinder liner, all rings are to be replaced by

new ones.
When honing the liner, all rings are to be replaced

5 Check the gudgeon pin and big end bearing clearances

by measuring the pin diameters and assembled bearing bores sepa-
rately. When measuring the big end bearing bore the connecting rod
screws must be tightened to the stated pressure.
Regardless of the condition of the big end bearing it is recom-
mended to replace bearing shells at every piston overhaul.

Mark new bearings with the bearing number.

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

11.3.4 Assembling and mounting of piston and

connecting rod

1 Lubricate the gudgeon pin, and mount from the same side
from where it was removed, with the end marked with the drawing
number in the same direction. The cylinder number is stamped on
the piston crown and connecting rod, Fig 11-5. When changing the
piston, mark the new piston with the same cylinder number in the
same place as on the replaced one.
At low temperatures, the gudgeon pin may stick but will be easily
fitted after heating the piston to about 30°C, e.g. in oil.
2 Mount the securing ring (3).

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

3 Take off the protecting tape from the crank pin oil holes and
lubricate the crank pin with clean engine oil.
4 Fasten the lifting tool 2V83F58 to the piston crown by using
hexagon socket head screws M12×50 (2), see Fig 11-5.

11 - 10
32-9901/II Crank Mechanism: Crankshaft, Connecting Rod, Piston

5 Turn the crankshaft from the TDC towards the operating side
for the cylinder concerned, on the in-line engine 116 - 110° on the
V-engine 84°. On the V-engine, fit the upper bearing shell with the
lug guiding in its groove and protecting rails 3V83F82 and 2V83F83
into position, Fig 11-6.
6 Lift the piston and connecting rod.
7 Mount the piston rings by using the pliers 320D12/6-S7/8. If
rings are reused, take care not to turn them upside down. The rings
should be placed with gaps located 120° in relation to each other.
The marking “Top” to be upwards.

Piston ring locations shown in the table below.

Groove # Marking near the ring gap

I “TOP C74 GROOVE I” or “TOP C100 GROOVE I”
II “TOP C67”
III “TOP C52”
IV (oil scraper ring)

8 Lubricate the piston and place the clamp device for piston
rings, 1V84D11, around the piston, checking that the piston rings
slide into their grooves.
9 When cylinder liner is equipped with a anti-polishing ring,
place the mounting tool 3V83F105 into the cylinder liner.
10 Lower the piston/connecting rod carefully into the cylinder
liner.
11 Lubricate the bearing surface and both ends of the upper
bearing shell. If the bearing shell is a bimetal bearing, the back side
of the shell must also be lubricated with a thin layer of clean engine
oil. Mount the shell of the in-line engine, so that the lug guides in
its groove.
12 Lower the piston further until the connecting rod can be placed
on the crank pin.
13 Fasten the assembly screw 3V83B84 to the upper thread of
the connection rod.
14 Lubricate the bearing surface and both ends of the lower
bearing shell and place the shell in the bearing cap. If the bearing
shell is a bimetal bearing, the back side of the shell must also be
lubricated with a thin layer of clean engine oil.
15 Lift the bearing cap on the assembly screw and slide in
smoothly towards the connection rod. On the V-engine, fit the tool
1V84G236 to the lower studs of the crankcase cover and tighten with
nuts, see Fig 11-6.
16 Lift the bearing cap so, that the serrations are in the right
relative position.

11 - 11
 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-9901/II

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

REASSEMBLING
1. Screw on nuts, attach
distance sleeve.
Screw on cylinders by hand.
17 Tighten the locking nut 4V83F85 to keep the bearing cap in
2. Connect hoses, open valve. contact with the connection rod.
Tighten cylinders by hand.
18 Mount the lower bolt and tighten the nut by hand. After
tightening, remove the assembly screw from the upper threads.
19 Mount the upper bolt and nut and tighten both bolts with the
tool 3V80D20 to torque.
Hydraulic oil
20 Lift the distance sleeves 3V86B102 (in-line engines) or
3V86B136 (V-engines) and the hydraulic tools 3V86B139/137 into
3. Close the valve and pump
pressure to the stated value.
position, and proceed with tightening of connecting rod nuts.
4. Screw the nuts until close
contact to face.
5. Open the valve and remove
tool set.

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

21 Mount the anti-polishing ring.

11.4 Balancing shaft mechanism for 4-cylinder

engines
The second-order free forces of the 4-cylinder in-line engines are
completely counterbalanced by means of an arrangement, according to
Fig 11-7, consisting of two eccentric shafts rotating in opposite direc-
tions in relation to each other. The shafts rotate at a rate of twice the
engine speed. The centrifugal forces counteract each others horizon-
tally and counterbalance the free forces of the engine vertically.
The shafts are pivoted in the bearing brackets (2), which are fastened
to the engine block by means of hydraulically tightened screws. The
shafts are driven from the crankshaft split gear through a gear drive.

11.4.1 Removal of balancing shaft bearing bush

1 Turn the engine into a position where the balancing shaft ec-
centrics point downwards.
2 Loosen the nuts (5) and (6) and remove the shaft piece (3)
from the shaft, the bearing of which is to be removed.
3 Loosen the screws (7) and remove the shaft flange (4).

11 - 12
 32-9901/II Crank Mechanism: Crankshaft, Connecting Rod, Piston

Balancing shaft for 4R32

1. Balancing shaft
8 2 13 14
2. Bearing bracket
3. Shaft piece
4. Shaft flange
5. Nut
11
6. Nut
7. Screw 9 12
8. Plug 4 3 15
9. Bearing shield
10. Screw 1 4 3 10
11. Washer 17
16
12. Screw
13. Driving shaft
14. Drive gear
15. Journal
16. Washer 7 6 5
17. Intermediate gear

Fig 11-7 3211569045

4 Screw on the pulling screw 3V83H71, see Fig 11-8 A, to the

end of the shaft from which the bearing is to be removed. When
removing the bearing at the free end of the shaft, remove the centre
plug (8) at first.
5 Fit the split ring 3V83H70 between the bearing and the shaft
inner shoulder. In order to keep the ring halves together, use e.g. a
suitable thread and place it in the groove, on the ring.
6 Apply the support 2V83H148 and the hydraulic tool 3V83E61
and tighten the nut of the pulling screw 3V83H71.
7 Connect the hoses of the hydraulic pump 2V86A36 to the
hydraulic tool.
8 Pump pressure into the hydraulic tool to remove the bearing
Hydraulic oil
bush. Pressure must not exceed the value stated in the chapter 07,
Fig 07-14. If the bearing bush is still sticking when the stated
DISMANTLING
1. Connect hoses, open valve.
pressure is achieved, it may be necessary to knock at the opposite
2. Tighten the tool assembly. end of the shaft.
3. Close the valve and pump to
required pressure.
4. Open the valve and remove 9 Open the pump valve, disconnect the hoses of the hydraulic
the tool. tool and lift out the removing tool and bearing bush. Now the shaft
end rests in the split ring which must not be removed until the
bearing bush is re-installed.

11 - 13
 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-9901/II

Balancing shaft bearing bush

3V83E61 3V83H70 3V83E61 3V83H70

3V83H71 2V83H148 3V83H71 4V83H83 3V83H84

A B

Fig 11-8 3211579045

11.4.2 Installing balancing shaft bearing bush

1 Screw in the pulling screw 3V83H71 into the end of the shaft
to which the bearing is to be mounted.
2 Place the split ring 3V83H84 between the bearing housing
and the outer shaft shoulder. Keep the ring halves together by e.g.
a suitable thread.
3 Oil the bearing bush surfaces lightly with clean engine oil
and place the bush on the shaft end.
Hydraulic oil
4 Apply the pressure plate 4V83H83 and the hydraulic tool
3V83E61, and tighten the nut of the pulling screw.
REASSEMBLING
1. Connect hoses, open the valve.
2. Tighten the tool assembly. 5 Connect the hoses of the hydraulic pump 2V86A36 to the
3. Close the valve and pump to
required pressure. hydraulic tool.
4. Open the valve and remove
the tool. 6 Pump pressure into the hydraulic tool to press in the bearing
bush. Pressure must not exceed the value stated in chapter 07., Fig
07-14. The bearing is in position when the pressure plate 4V83H83
rests against the bearing housing.
7 Open the pump valve, disconnect the hoses of the hydraulic
tool and remove the tools.
8 Lock the centre plug (8), Fig 11-7, in the free end of the shaft
with Loctite 270 and tighten to the bottom position in case it was
removed.
9 Re-install the shaft flange (4), clean threads of fastening
screws (7) thoroughly and apply Loctite 242 to them.
10 Tighten the screws (7) to the stated value.

11 - 14
32-9901/II Crank Mechanism: Crankshaft, Connecting Rod, Piston

11 Re-install the shaft piece (3), clean the threads of the fasten-
ing screws (6) thoroughly and apply Loctite 242 to them.
12 Tighten the screws (5) and (6) to the stated torque.

11.4.3 Removal of balancing shaft gear

1 Turn the engine into a position where the balancing shaft ec-
centrics point downwards.
2 Loosen the fastening screws (12) of the axial washers (11) at
the free end of the shafts.
3 Loosen the screws (5) and (6) and remove the shaft pieces (3).
4 Pull out the driving shafts (13) and the drive gears (14).
5 Loosen the fastening screws (10) of the bearing shield (9) at
all intermediate gears. The main bearing cap No. 1 must be lowered
before undoing the fastening screws of the topmost intermediate
gear. See chapter 10, section 10.2.1.
6 Remove the bearing shield (9) from the bearing journals by
tightening the M8 screws in the extractor holes of the bearing shield.
Tighten the screws in turn and as evenly as possible.
7 Remove the topmost intermediate gear. To do this, the main
bearing cap No. 1 must be lowered. To remove the rest of the
intermediate gear, lift the main bearing cap No. 1. See chapter 10,
section 10.2.3.

11.4.4 Installing balancing shaft gear

1 Oil the sliding surfaces of the bearing bushes with clean en-
gine oil.
2 Fit the intermediate gears (17) on their respective journals
(15). For fitting of the topmost intermediate gear, lower the main
bearing cap No. 1.
3 Re-install the bearing shield (9) and washers (16), and tighten
the fastening screws (10) by hand.
4 Tighten the fastening screws (10) in turn at the intermediate
gears and as evenly as possible.
5 Tighten the fastening screws (10) to the stated torque and se-
cure with locking wire.
6 Turn the engine so that cylinder 1 is in TDC or BDC. In these
positions, the balancing shaft eccentrics should point downwards.
Now all the guiding pins between the shaft pieces are also in the
bottom position.

11 - 15
 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-9901/II

7 Re-install the driving shafts (13) and drive gears (14) in their
respective bearing sites. The gears will mesh when the guiding pin
hole in the shaft flange is right downwards.
8 Re-install the shaft pieces (3), clean the threads of the fasten-
ing screws (6) thoroughly and apply Loctite 242 to them.
9 Tighten the screws (5) and (6) to the stated torque.
10 Fit the axial washers (11) and the fastening screws (12).
Tighten to torque stated in chapter 07. and secure with locking wire.
Note! Alternative design with a locking washer.

11.4.5 Removal and re-installation of balancing

bearing bracket

Normally, these connections should not be opened. The bearing brack-

ets can, however, be removed by opening the screw connections by
means of the hydraulic tool 3V86B78, which is used for, among others,
the connecting rod screws, see chapter 11, section 11.3.2.
When re-installing, the screws are tightened to the value stated in
the chapter 07. by using the same tool.

11 - 16
32-9901 Piston Overhaul Appendix A

11A. Piston Overhaul

11A.1 General
Most of the VASA 32 engines in operation are fitted with composite
type pistons. There are two types of composite pistons. Pistons of type 1
have two piston rings mounted in the steel top and two piston rings in
the skirt, while pistons of type 2 have all piston rings mounted in the
steel top. For these pistons it is necessary to make more extensive
inspections at every piston overhaul.
Following inspections and measurements are recommended:

Pistons

Piston of type 1 Piston of type 2

Fig 11A-1 3211789915

11A.2 Pistons
The piston assembly must be dismantled for inspection of mating
surfaces between piston skirt and piston crown and for inspection and
cleaning of cooling oil spaces.

11A.3 Piston crown

11A.3.1 Visual inspection

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

marks.
• If marks deeper than 2 mm are found the piston crown should be
replaced.

11 - 1
 Appendix A Piston Overhaul 32-9901

Deposits in the cooling oil space thicker than 0.5 mm is an indication

of contaminated lubricating oil. Such extensive deposit layers can cause
overheating of the piston crown.

11A.3.2 Crack detection test

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

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

11A.3.3 Measurements

Piston ring grooves to be measured regarding wear in accordance with

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

11A.3.4 Reconditioning

Please contact Wärtsilä NSD for reconditioning of piston crowns.

No repair welding is allowed.

11A.4 Piston skirt

11A.4.1 Visual inspection

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

layer. Consequently cleaning with use of emery cloth or other abrasives
is not allowed.
• Excessive wear marks and/or scoring/seizure marks on the run-
ning surface may require replacement of the skirt.

11A.4.2 Support surfaces

Assessment of wear of the support surfaces to be made by measurement

of the distance between the inner and outer support surfaces, see piston
type specific instructions below.

11A.4.3 Crack detection test

Crack detection test of the entire piston skirt with use of liquid
penetrant must be made. Special attention must in this regard be given

11 - 2
32-9901 Piston Overhaul Appendix A

to the upper part of the piston skirt and to the gudgeon pin bore with
its supports to the upper part and to the circumferential part of the
skirt, see Fig 11A-2.

Piston skirt

Type 1 Type 2

Fig 11A-2 3211779910

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

11A.5 Pistons of type 1

11A.5.1 Measuring of piston crown and piston skirt

Measurements of the distance between the inner and outer support

surfaces must be made, see Fig 11A-3.

Observe that on pistons of type 1 wear of the support surfaces can

also be measured directly, by measuring the gap from outside with
a feeler gauge, before dismantling the piston, see Fig 11A-3.

• WEAR LIMIT: If the measurement results show that the TOTAL

WEAR of the support surfaces, i.e. of the piston crown and the piston
skirt together, results in a gap between the outer support surfaces
which is 0.2 mm or more, one or both parts (piston crown and/or
piston skirt) must be replaced with new or reconditioned ones.

11 - 3
 Appendix A Piston Overhaul 32-9901

Piston type 1

36.97 -0.02
0
+0.02
Support surfaces

37 0
chromium plated

319.5
303
280
max. 0.2

Fig 11A-3 3211759910

Observe that on pistons of type 1 the support surfaces in the piston

crown are chromium plated.

• If the chromium layer is worn off in areas exceeding 10 mm in

length, the piston crown has to be reconditioned.

11A.5.2 Assembling of pistons (type 1)

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

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

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

When assembling a piston crown to a piston skirt follow tightening

procedure mentioned in chapter 07.

11 - 4
32-9901 Piston Overhaul Appendix A

11A.6 Pistons of type 2

11A.6.1 Measuring of piston crown and piston skirt

Measurements of the distance between the inner and outer support

surfaces must be made, see Fig 11A-4.
• WEAR LIMIT: If the measurement results show that the TOTAL
WEAR of the support surfaces, i.e. of the piston crown and the
piston skirt together, results in a gap between the outer support
surfaces which is 0.2 mm or more, one or both parts (piston crown
and/or piston skirt) must be replaced with new or reconditioned
ones.

Observe that pistons of type 2 there is a chromium plating on the

support surfaces on the piston skirt.

• If the chromium layer is worn off in areas exceeding 10 mm in

length, the skirt must be replaced and reconditioned.

Piston of type 2

37 -0.02
0
+0.02
0
37

Support surfaces
chromium plated

Fig 11A-4 321176910

11 - 5
 Appendix A Piston Overhaul 32-9901

11A.6.2 Assembling of pistons (type 2)

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

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

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

11A.6.3 Assembling instructions

When assembling a piston crown to a piston skirt follow tightening

procedure mentioned in chapter 07.

11 - 6
 32-200142 Cylinder Head with Valves 12

12. Cylinder Head with Valves

12.1 General description

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

Cylinder head assembly

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

8 9 10 11

Fig 12-1 4012019701

WÄRTSILÄ 32 12 - 1
 12 Cylinder Head with Valves 32-200142

12.1.1 Functions
The flame plate of the cylinder head is a part of the combustion
chamber. During the combustion, the flame plate is exposed to
high pressures and high temperatures. Combustion air is led from
the air receiver through the multiduct and the cylinder head inlet
channel into the cylinder. The air flow is governed by two inlet
valves in the flame plate. In a similar way, the exhaust gas is led
from the cylinder through the cylinder head exhaust channel and
the multiduct to the exhaust manifold. The gas flow is governed
by two exhaust valves.
The multi-orifice injection valve, as well as injection valve
sleeve, is centrally mounted in the cylinder head. The injection
valve sleeve holds the injection valve in position and separates
the injection valve from the cooling water.
Each cylinder head is individually cooled by a water flow enter-
ing the cylinder head from the cylinder jacket through one single
bore. There are drilled cooling passages to the exhaust valve seats.
The cooling water is collected to a single flow after passing the
flame plate and the seat rings. The cooling water flows out from
the cylinder head direct to the multiduct. Any possible air or gas
in the cooling water is vented from the top of the multiduct.
The valve mechanism is lubricated from the lube oil system. The
oil is led through a pipe from the valve tappet guide in the
multihousing to the rocker arm bracket. All other flows in the
cylinder head are through drilling’s.
The controlled leaks of the injection valve is returned through
the protection pipe.
The fuel pipe is also provided with protection against hazardous
leaks from the high pressure connection stud.

12.2 Removing and mounting of the cylinder head

12.2.1 Removing of the cylinder head

1 Drain the cooling water.
DISMANTLING
1. Screw on cylinders by hand 2 Open the indicator valves.
2. Connect hoses, open valve.
Tighten cylinders by hand.
3 Remove the side covers.
4 Remove the cylinder head cover.
5 Turn the engine until both the inlet and exhaust valves
are closed and remove the valve rocker arm bracket and the
push rods.
Hydraulic oil
6 Remove the fastening screws of the multiduct.
3. Screw cylinders 180˚
counter -clockwise. 7 Remove the injection pipe. Protect all pipe connections.
4. Close valve, rise pressure.
5. Open the nut about half a turn.
6. Open release valve, remove tool. 8 Remove the connector of the temperature sensor.

12 - 2 WÄRTSILÄ 32
 32-200142 Cylinder Head with Valves 12

9 Put on the distance sleeves and hydraulic cylinders

800047 and proceed with opening of cylinder head nuts.
10 Remove the cylinder head nuts.
11 Apply the lifting tool 800026 and lift off the cylinder
head. Note! There is a risk of the cylinder liner coming
loose which, in such a case, must be checked.
12 Cover the cylinder opening with a piece of plywood or
something similar. Cover the air, fuel and oil connections with
suitable plugs.

Lifting of cylinder head

800 026 Lifting tool for cylinder

head

800 026

Fig 12-2 4012029601

12.2.2 General maintenance of the cylinder head

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

WÄRTSILÄ 32 12 - 3
 12 Cylinder Head with Valves 32-200142

12.2.3 Mounting of the cylinder head

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

Note! It is very important to clean the sealing surfaces of the mul-

tiduct carefully and renew the gasket, otherwise there is a
great risk that cooling water will leak into the cylinder.

2 Lubricate the O-ring sealing surfaces with grease.

3 Fit the push rod protecting pipes and the push rods.
4 Apply the lifting tool 800026 to the cylinder head.
5 Lift on the cylinder head. Pay special attention to the
multiduct gasket and sliding connections that they are intact
and correctly mounted.
6 Screw on the cylinder head nuts.
7 Connect the multiduct and tighten the screws to the
torque given in section 07.1.
8 Put on the distance sleeves, screw on the hydraulic cyl-
inders 800047 and proceed with tightening of cylinder head
nuts. Tightening in two steps is recommended, see section 07.3.
REASSEMBLING
1. Screw on nuts, attach distance
sleeve.
Screw on cylinders by hand.
2. Connect hoses, open valve. 9 Connect the injection pipe.
3. Tighten cylinders by hand.
10 Connect the connector of the temperature sensor and
lock it with the screw.
11 Fit the rocker arm bracket. Tighten screws to the torque
given in section 07.1.
12 Adjust the valve clearance, see section 12.2.4. See
chapter 06. for clearances.
Hydraulic oil

4. Close the valve and pump

pressure to the stated value.
5. Screw the nuts until close 13 Put on the cylinder head cover and the side cover.
contact to face.
6. Open the valve
7. Repeat steps 4, 5 and 6
14 Before starting, fill the engine cooling water system.
8. Remove tool set. Turn the crankshaft two revolutions, with the indicator valves
open.

12.2.4 Adjusting valve clearance and yoke

1 Turn the crankshaft to TDC at ignition for the cylinder
concerned.
2 Loosen the counter nuts of the adjusting screws on the
rocker arm (2) as well as on the yoke (4), and turn the adjusting
screws in counter-clockwise direction to provide ample clearance.

12 - 4 WÄRTSILÄ 32
 32-200142 Cylinder Head with Valves 12

3 Press the fixed end of the yoke against the valve stem
by pressing down the adjustable end. Screw down the adjusting
screw (3) until it touches the valve end and note the position
of the spanner (pos. a). Now press down the fixed end. Keep on
screwing down while the yoke tilts, until the guide clearance
is on the other side and the fixed end of the yoke starts lifting
from the valve stem. Note the position of the spanner (b).
4 Turn the adjusting screw counter-clockwise to the middle
position between “a” and “b”, i.e. “c”, and lock the counter nut
of the adjusting screw.
5 Put a feeler gauge corresponding to the valve clearance
between the surface of the yoke and the shoe at the rocker arm.
Tighten the adjusting screw (1) until the feeler gauge can be
moved to and fro only with slight force. Hold the adjusting
screw and tighten the counter nut. Check that the clearance
has not changed while tightening.

Adjusting valve clearance

1
2
1. Adjusting screw for 3
rocker arm
4
2. Counter nut

3. Adjusting screw for

valve yoke

4. Counter nut

a b c

Fig 12-3 2012539314

WÄRTSILÄ 32 12 - 5
 12 Cylinder Head with Valves 32-200142

12.3 Exhaust and inlet valves and seat rings

12.3.1 General description

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

12.3.2 Dismantling valves

1 Fit the tool 800027 according to Fig 12-4.
2 Compress the springs about 15-20 mm by the screw.
3 Knock at the centre of the valve discs with a soft piece
of wood, plastic hammer or similar, whereby the valve cotters
come loose and can be removed.
4 Unload the tool.
5 Spring retainers and springs can now be removed.

Tool assembly for dismantling valves

Fig 12-4 2012529312

12 - 6 WÄRTSILÄ 32
 32-200142 Cylinder Head with Valves 12

6 Note the marks of the valves or mark them so they can

be re-installed into the same guide if they are in good condition.

12.3.3 Checking and reconditioning of valves

and seats
1 Clean the valves, seats, ducts and guides as well as the
underside of the cylinder head.
2 Control the burning-off on the exhaust valve disc ac-
cording to Fig 12-5. The measure “Y” should be more than
7.8 mm (nominal 8.8 mm) and measure “Z” should be less than
1 mm. If the measures exceed these limits the valve must be
replaced.

Control of burning-off on valve

Burn-off area

Y Z

Ø X

Fig 12-5 4012049706

3 Reconditioning of inlet valve and valve seat ring is

recommended to be done by grinding or by machining. If there
is only slight pitting, lapping is adequate. Valve and seat ring
grinding, see section 12.3.5.
4 Reconditioning of exhaust valve and valve seat ring
has to be done by grinding or by machining. If the sealing faces
are bright or if there is a coherent sealing face, grinding is not
necessary. Valve and seat ring grinding, see section 12.3.5.

Note! If blow-by has occurred, the O-ring for the corresponding

valve seat ring must be changed. Blow-by increases the
temperature and the O-ring is “burned”, which will result in
water leakage into the cylinder.

WÄRTSILÄ 32 12 - 7
 12 Cylinder Head with Valves 32-200142

5 Before grinding, check the valve stem clearance. If

the clearance is too large, measure the stem and guide, and
change the worn part; the valve guide can be pressed out.
Check the bore in the cylinder head. When refitting, cooling in
with liquid nitrogen is recommended, but pressing in with oil
lubrication can also be accepted. After fitting in, check the
guide bore and calibrate, if necessary.

12.3.4 Lapping of inlet valves

If there are slight pits on the sealing faces they can be lapped by
hand:

Note! Lapping is not allowed for exhaust valves.

1 Fit the turning tool to the valve.

2 Apply a thin layer of lapping compound to the sealing
surface of the valve; No.1 for coarse lapping, No.3 for fine
lapping.
3 Rotate the valve to and fro towards the seat with the
turning tool 800028. Lift the valve from the seat at intervals
while lapping.
4 Remove the smallest possible amount of material
because the sealing faces have hardened during operation and
are valuable. It is not necessary to grind off all pits.
5 Clean the valve and seat carefully after lapping.

12.3.5 Machine grinding of exhaust and inlet valves

Note! The valve should be cooled by water during the grinding.

1 Seat face of the inlet valve: The seat angle of the inlet
valve is 20° with a tolerance of 0°- +0.10°. Minimum allowable
inner diameter “X” of the seat face after grinding is 92 mm, see
Fig 12-5; after that, the valve must be replaced by a new one.
2 Seat face of the exhaust valve: The seat angle of the ex-
haust valve is 40° with a tolerance of 0.10°- +0.20° to achieve
contact to the seat ring at the periphery of the valve. Minimum
allowable inner diameter “X” of the seat face after grinding is
82 mm, see Fig 12-5; after that, the valve must be replaced by a
new one.

12 - 8 WÄRTSILÄ 32
 32-200142 Cylinder Head with Valves 12

3 Seat ring for the inlet valve: The seat angle of the inlet
valve seat ring is 20° with a tolerance of -0.30°- -0.10°. The seat
can be ground until the outer seat diameter is 113 mm; after
that, the ring must be replaced by a new one.
4 Seat ring for the exhaust valve: The seat angle of the ex-
haust valve seat ring is 40° with a tolerance of +0.20°-0°. The
seat can be ground until the outer diameter is 110 mm; after
that, the ring must be replaced by a new one.

Note! After grinding a light lapping is recommended to provide

contact between valve and seat with marking colour.

12.3.6 Change of seat ring

12.3.6.1 Removal of the old ring

The exhaust seat ring can most conveniently be removed hydrau-
lically by using tool 800110 which can be ordered from the engine
manufacturer. In case the special tool is not available a scrapped
valve can be used.
1 Fit a scrapped valve to the seat and weld it to the seat by
means of electric beam welding. Preferably the valve disc should
be machined to a diameter 95-100 mm to get a better welding.
2 Press or knock out the ring but be careful not to damage
the valve guide.

12.3.6.2 Fitting a new inlet valve seat ring

1 Check the bore diameter in the cylinder head, see sec-
tion 06.2.
2 The ring can be assembled by freezing in with liquid ni-
trogen of -190°C, the cylinder head temperature being min.
20°C, or by pressing in with a guided arbor.
3 Check the eccentricity of the sealing face in relation to
the valve guide, and if it exceeds 0.1 mm, the seat surface must
be ground in a seat grinding machine.

12.3.6.3 Fitting a new exhaust valve seat ring

1 Clean the bore carefully with a grit 400 or finer emery
cloth.
2 Check the bore diameter in the cylinder head, see sec-
tion 06.2 in this manual.
3 Heat up the entire cylinder head to 100°C by means of
either steam heating, e.g. put the cylinder head into a closed
box, or a gas burner.
4 Cool the seat ring to about -75°C prior to fitting.

WÄRTSILÄ 32 12 - 9
 12 Cylinder Head with Valves 32-200142

Note! It is important that the entire cylinder head is heated up, not
only the seat bore.

5 Mount the O-rings in the cylinder head bores.

6 Mount the exhaust valve seat by using one of following
methods:
• Put the seat rings into a guiding bush and press in the seat
with a guided arbor. A special tool 800148 is also available.
This tool can be ordered from the engine manufacturer.
• Insert the seat ring by using an exhaust valve. Knock on the
valve until the seat ring is correctly seated.

Note! Mounting of a exhaust valve seat ring should be done carefully

so that the seat ring is correctly seated.

7 Check the eccentricity of the sealing face in relation

to the valve guide, and if it exceeds 0.1 mm, the seat surface
should be ground in a seat grinding machine.
8 Pressure test the cylinder head water side before mount-
ing with a test pressure (800109) of 10 bar if possible.

12.3.7 Reassembling of the engine valves

1 Check the valve springs for cracks, corrosion or wear
marks, and if any, replace the springs by new ones.
2 Put new seal rings in the valve guides.
3 Lubricate the valve stems with engine oil.
4 Put in the valves and check for free movement.
5 Put on the springs and rotators. Replace the valve rota-
tors if they are worn or damaged.
6 Compress the springs with the tool set.
7 Put in the valve cotters and unload the springs.
8 Check that the valve cotters fit properly.
9 Check function of the valve rotators by putting a mark
on the valve disc and a corresponding mark on the cylinder
head. Hit gently on the valve stem by using a non-recoiling
hammer to check the rotation.

12 - 10 WÄRTSILÄ 32
 32-200142 Cylinder Head with Valves 12

12.4 Indicator valve

12.4.1 Operation and maintenance of the

indicator valve
The inside construction of the indicator valve is such that the
pressure in the cylinder tightens it. Consequently the force
needed to close the valve is relatively low. The valve has a
left-handed screw and is opened and closed respectively as fol-
lows, Fig 12-6. Use the T-handle wrench 800031 to open and close
the indicator valve.
1 When starting the engine the indicator valves should be
closed using only so weak a force that the sealing surfaces go
together. The pressure of the cylinder will push them tightly
together.
2 When stopping the engine, the indicator valves should
be opened only half a turn. Then the tightening caused by a
temperature decrease cannot have an effect.
3 When opening the indicator valve for measuring the
cylinder pressure, tightening to open position by force must be
avoided.
4 When closing the indicator valve after measuring the
cylinder pressure, only a weak torque is needed. A so called
“finger torque” is usually enough.
5 Add a high temperature lubricant (up to 1000°C) to the
valve stem threads when you feel that it is not moving easily.

Use only the right T-handle wrench to open and close the
indicator valve.

Open and close indicator valve

The cock moves upward Always use the special

when closing clockwise handle when closing !

Fig 12-6 3212558935

WÄRTSILÄ 32 12 - 11
 12 Cylinder Head with Valves 32-200142

12.4.2 Pf “Maximum firing pressure”, measured at

the indicator valve
The Pf “Maximum firing pressure” has to be measured as a mean
value of at least 32 cycles. It is recommended to measure the Pf
by using Kistler Engine tester type 2507A or 2515A (848033) and
sensor type 7613B or 7613C. Operation and adjustments of the
amplifier, see the tester manual.

12 - 12 WÄRTSILÄ 32
 32-200142 Testing of cylinder tightness Appendix A

12.A. Testing of cylinder tightness

12.A.1 Testing
A tool can be used for control of cylinder and valve tightness.
Note! Should be done immediately after engine stop.
1 Turn the piston to TDC (all valves closed) for the cylinder con-
cerned.

12.A.1.1 Connecting of the tool for Wärtsilä 20/32 and Vasa 32

1 Connect the tool (848020, Wärtsilä 20), (800064, Wärtsilä 32),

(848020, Vasa 32) to the open indicator valve. Continue with section
12.A.1.4.

12.A.1.2 Connecting of the tool for Wärtsilä 34SG

1 Remove the cover plate , ignition coil and the spark plug ex-
tension and other necessary components. See section 12.2.
2 Remove the spark plug, mount the distance sleeve 3V84H85
(848052) with seal ring and tighten to the stated torque.
3 Connect the pressure gauge and valve assembly to the
distance sleeve.
4 Install the tool (848020) to the cylinder head. Continue with
section 12.A.1.4.

12.A.1.3 Connecting of the tool for Wärtsilä 32DF

1 Remove injection valve with neccessary pipes. See section 12.2.

2 Assembly the distance sleeves 3V84H85 (848052) and
2V84H97 (848061) with necessary seals.
3 Connect the pressure gauge and valve assembly to the
distance sleeves.
4 Install the tool (848020) to the cylinder head. Continue with
section 12.A.1.4.

Wärtsilä 20/32/34 A-1

Appendix A Testing of cylinder tightness 32-200142

Testing tool of cylinder tightness

WÄRTSILÄ 20, 848020

WÄRTSILÄ 32, 800064
VASA 32, 848020 WÄRTSILÄ 34SG, 848020 WÄRTSILÄ 32DF, 848020
5 5 5
4 4 6 4 6
6

3 7 3 7 3 7

2 8 2 8 2 8

1 9 1 9 1 9

0 10 0 10 0 10

848 052

848 052

848 061

Fig A-1 321260200142

12.A.1.4 Measurement

1 Connect air to the tool with a pressure of 6-7 bar (= normal

working air pressure). Open the valve on the tool and record the pressure.
2 Close the valve. Measure the time in seconds it takes for the
pressure dropping to 0.5 bar.
• If the pressure from the beginning was 6 bar and it takes more
than 10 sec. for the pressure to drop to 0.5 bar, the result is
acceptable.
• If the pressure drops directly to 0 bar, it is possible that one or
more valves are sticking or the valve(s) are burnt.
A sticking valve can be found from the immobility of the valve
when the engine is turned.
A burnt valve can normally be seen from the exhaust tempera-
ture. If the valve clearance is zero that would also cause an direct
pressure drop.
• Carbon particles trapped between the valve and the seat when
the engine is stopped could also prevent the valve to close properly
thus causing a direct pressure drop. If that is suspected, the
engine should be run for a few minutes and after that a new check
of the same cylinder.
• If a blow-by between the cylinder liner and piston is suspected e.g.
from fast fouling of filters or high crankcase pressure, it is best to
take readings of the complete engine and make a comparison.
For example: From a six cyl. engine you get a serial: 12, 17, 15,

A-2 Wärtsilä 20/32/34

 32-200142 Testing of cylinder tightness Appendix A

4, 19 and 18 seconds.
This shows that cyl.no.4 is the one to be suspected for a blow-by.
The test can be verified by listening for leaking sounds inside
crankcase during testing.
• If the time is limited to overhaul only one piston, it is recom-
mended to dismantle the worst measured blow-by piston for
inspection. The result of inspection gives a hint of general engine
condition.
• When re-testing the cylinder after an overhaul a rapid pressure
drop can be observed. The reason for this is because the running
in of piston rings is not yet performed.

Note! Keep pre-lubricating pump running during test.

Note! The turning gear should be engaged during test.

• In general, the location of leakage can be found by listening when

the air valve is open.

Attention! A general condition of engine is indicated with the test device, but
more important is the operation data records.
The overhauls must be made according to recommended over-
haul intervals and not only when the pressure test shows a big
blow-by.

Wärtsilä 20/32/34 A-3

Appendix A Testing of cylinder tightness 32-200142

A-4 Wärtsilä 20/32/34

 32-9901 Camshaft Driving Gear

13. Camshaft Driving Gear

13.1 Description
The camshaft is driven by the crankshaft through a gearing. The gear
wheel (1) is split and fixed to a flange on the crankshaft by the axial
screws (2). These screws as well as the fastening screws (25) are locked
with Loctite 262.
The bearing shafts (26) and the intermediate wheels (3), (10) and (11)
are journalled in the engine block. The camshaft driving wheel (12) is
fixed to the camshaft end (24) by a guiding pin (20) and fastened by
means of a flange connection between the end and the camshaft
extension (14). The camshaft driving wheel supports a helical gear
wheel (22) for the speed governor drive, and the camshaft extension is
equipped with an overspeed trip (15). Lube oil nozzles provide for
lubrication and cooling of the gearing.

13.2 Intermediate gears

13.2.1 Removing of camshaft gearing

1 Remove the gearing covers and the adjacent camshaft cov-

ers. Remove half of the camshaft bolts (13), see Fig 13-1. Turn the
crankshaft to TDC at firing for cylinder No.1.
2 Remove concerned oil distributing pipes, oil sprays and the
governor drive.
3 Unscrew the fastening screws (18) for the housing of the over-
speed tripping device (15) and remove the cover (17).
4 Unscrew the fastening screws (16), and remove the over-
speed tripping device (15) and the housing (19).
5 Remove the cover (6), Fig 14-2, from the starting air distribu-
tor at the free end of the camshaft (in-line engine and V-engine,
A-bank).
6 Unscrew the remaining flange connection screws (13) and
remove the camshaft extension (14).
7 Unscrew the fastening nuts (1), Fig 14-1, of all rocker arm
brackets, only on the A-bank for a V-engine. Move the camshaft in
the direction of the free end (max. 25 mm) by using a suitable lever
or the hydraulic jack, and lift the camshaft driving wheel out.

13 - 1
 Camshaft Driving Gear 32-9901

8 Unscrew the cover fastening screws (7). Remove the cover

(32). Unscrew the shaft plate fastening screws (8) and remove the
shaft plate (31).
9 Remove the outer thrust bearing ring (30).
10 Unscrew the housing fastening screws (9) and remove the
housing (5).
11 Remove the inner thrust bearing ring (29).
12 Unscrew the extension shaft fastening screws (27) and re-
move the extension shaft (28). Secure the intermediate wheels (10)
and (11) in a nylon strap.
DISMANTLING
1. Screw on cylinders by hand
2. Connect hoses, open valve.
13 Apply distance sleeve 3V86B135 and hydraulic cylinder
Tighten cylinders by hand. 3V86B150 to the fastening bolt (6) and remove the nut (33).
14 Remove the shaft (35). The shaft can be pulled out by using
suitable screws, i.e. M8 screws.
Hydraulic oil 15 Unscrew the bolt (6) by using the tool 3V84G189.
3. Screw cylinders 180°
counter -clockwise.
16 Remove the intermediate gear wheel (11)
4. Close valve, rise pressure.
5. Open the nut about half a turn. 17 Remove the intermediate wheel (10). Using lifting tools will
6. Open release valve, remove tool.
make the gear wheel handling easier.
18 Remove the intermediate wheel (3) by proceeding as with
the intermediate wheels (10) and (11).

Note! Even though the design of both intermediate gear shafts is similar,
the parts must not be mixed with each other.

13.2.2 Mounting of the camshaft gearing

1 Turn the crankshaft as follows:

a) In-line engine: Turn crankshaft to TDC for cylinder No.1.
b) V-engine; camshaft gearing of both cylinder banks removed:
Turn crankshaft to TDC for cylinder No.A1.
c) V-engine; gearing of A-bank mounted, gearing of B-bank
removed: Turn crankshaft to TDC at ignition for cylinder No.A1. Then
turn 50° in direction of TDC for cylinder No.B1.
d) V-engine; gearing of B-bank mounted, gearing of A-bank
removed: Turn crankshaft to TDC at ignition for cylinder No.B1. Then
turn 50° in direction of TDC for cylinder No.A1.

Note! Make sure that the crankshaft is in TDC at ignition for cylinder No.1
in an in-line engine and for respective bank in a V-engine before
proceeding with the job.

13 - 2
32-9901 Camshaft Driving Gear

Camshaft driving gear

1. Gear wheel
24 22 20 21
2. Screw
3. Intermediate wheel
19
18
4. Distance sleeve
17
5. Housing
16
6. Cover
15
7. Screw
14 33 38 29 30
8. Screw
23 13 7
9. Screw
12 31
10. Intermediate wheel 10 32
11. Intermediate wheel 6
12. Driving wheel 11 8
13. Camshaft screw 28
14. Camshaft extension 39
15. Overspeed trip 35 9
16. Screw 37
34 34
17. Cover 36 27 5
18. Screw
4
19. Housing
20. Guiding pin
3
21. Screw
22. Gear wheel
2 26
23. Pin
24. Camshaft end 32. Cover
25. Screw 33. Nut
26. Bearing shaft 34. Bearing
27. Screw 35. Shaft
1
28. Extension shaft 36. O-ring
29. Bearing ring 37. O-ring
30. Bearing ring 25 38. Guiding pin
31. Shaft plate 39. Pin

Fig 13-1 3213559045

2 Lift the intermediate wheel (3) into position. The wheel must
be tilted, when inserted, to get free from the rib in the engine block.

Note! Insert the intermediate gear wheels and bearing bushes according
to the marking of the wheels, see Fig 13-2 and Fig 13-3.

3 Insert the distance sleeve (4).

4 Screw in the bolt (6) and tighten to the torque stated in chapter
07.

13 - 3
 Camshaft Driving Gear 32-9901

REASSEMBLING
1. Screw on nuts, attach
distance sleeve. 5 Insert the shaft (26).
Screw on cylinders by hand.
2. Connect hoses, open valve.
Tighten cylinders by hand.
6 Tighten the nut (33) by hydraulic cylinder 3V86B150 to stated
pressure. Release the pressure and pump to stated pressure again.
Tighten the nut finally and release the pressure.
7 Mount the guiding pin (38) and insert the extension shaft (28).
Hydraulic oil Tighten the screws (27) to the stated torque.
3. Close the valve and pump 8 Insert the inner thrust bearing ring (29).
pressure to the stated value.
4. Screw the nuts until close
contact to face. 9 Mount the O-ring (36) in the housing (5) and insert the hous-
5. Open the valve and
remove tool set.
ing. Tighten the screws (9) to the stated torque.
10 Insert the outer thrust bearing ring (30). The gear wheels
should be in the outer most position to achieve the correct axial
bearing clearance.
11 Mount the pin (39) to the shaft plate (31), and insert it. Ap-
ply Loctite 242 to the screws (8) and tighten to the stated torque.
Insert the cover (32) and the O-ring (37) and tighten the screws (7)
to the stated torque.
12 Check the axial bearing clearance for the gear wheel (3)
and the backlash between the wheels (1) and (3).
13 To get the intermediate wheels (10) and (3) into the correct
position, mark the meshing teeth of both wheels (10) and (3) with
a pencil acc. to Fig 13-2 and Fig 13-3. (The wheel (10) can be marked
before mounting by marking the third tooth downwards from a line
drawn from the centre point of gear wheel (10), through the dowel
pin in the wheel (10)).

V-engines: Do not install the intermediate wheel (10) before cam-

shaft end (24) is installed. Place the intermediate wheel (10) as low
as possible in gear train.

14 Mount the gear wheel (10) to the engine block according to

meshing marks.
15 Mount the gear wheel (11) to the wheel (10). The dowel pin
of the wheel (10) should be in the middle of the groove in the wheel
(11) to get enough timing adjustment allowance
16 Screw in the bolt (6).
17 Insert the shaft (35).
18 Tighten the nut (33) by hand.
19 Check the backlash between the wheels (10) and (3).
20 Lift the camshaft driving wheel (12) into position. The
marks on the wheels should be aligned with the edge of the engine
block according to Fig 13-2 and Fig 13-3.

13 - 4
32-9901 Camshaft Driving Gear

21 Fit the camshaft extension (14), push the camshaft into posi-
tion, guided by the pin (20), and tighten the flange connection screws
(13).

Marking of the intermediate gear wheels, in-line engines

Clockwise rotating engines

A B

Mark with a pencil

A B
B A

25˚
A

B
Note the bearing bush position!

50˚
Groove upwards, 25˚ clockwise

Note the bearing bush position!

Groove downwards, 50˚ clockwise

Seen from flywheel end

Counter clockwise rotating engines

A B

Mark with a pencil

A B
B
A
25˚

A
B

Note the bearing bush position!

50˚

Groove downwards, 25˚ clockwise

Note the bearing bush position!

Groove upwards, 50˚ clockwise

Fig 13-2 3213549501

13 - 5
 Camshaft Driving Gear 32-9901

22 Mount the overspeed trip housing (19) and the overspeed

trip device (15) and tighten the screws (16). On the V-engine B-bank,
the overspeed trip housing and overspeed trip device are substituted
by a bearing housing and an end flange.

Marking of the intermediate gear wheels, V-engines

Clockwise rotating engines

B A

A B 30˚ B
A

A A B

30˚
20˚

B
B A

B
A
B

A
A-bank B-bank
Note the bearing bush
position! Groove 25˚ 25˚
upwards, 20˚ clockwise Note the bearing bush
position! Groove downwards,
Note the bearing bush 30˚ counter clockwise
position! Groove towards
A-bank, 30˚ counter clockwise Seen from flywheel end

Counter clockwise rotating engines

B A

A B 30˚ B
A

A A B
30˚
20˚

B A
B
A
B

A-bank B-bank
Note the bearing bush
position! Groove 25˚ 25˚
downwards, 20˚ clockwise Note the bearing bush
position! Groove upwards,
Note the bearing bush 30˚ counter clockwise
position! Groove towards
B-bank, 30˚ clockwise

Fig 13-3 3213629501

13 - 6
32-9901 Camshaft Driving Gear

23 Lock the screws (16) with locking wire or alternative design

with Loctite and mount the cover (17).
24 Check the axial bearing clearance for the camshaft and the
backlash between the wheels (11) and (12).
25 Mount the oil sprays.
26 Check the valve timing of one cylinder and the fuel timing.
On the V-engine, check the firing sequence of the cylinder banks.
If necessary, the timing can be adjusted by loosening nut (33)
slightly so that the gears (10) and (11) can be moved in relation to
each other. Tighten the nut (33) according to step 6 above after
adjustment and recheck timing.
27 Proceed with tightening of screws and nuts according to step
7 - 11 above.
28 Mount the oil distributing pipes and the covers for the gea-
ring, camshaft and starting air distributor.
29 Check the axial bearing clearance and the tooth clearance
between the wheels (10) and (3).

Axial positions of bearings

20 mm

50 mm

Fig 13-4 3213689917

13 - 7
 Camshaft Driving Gear 32-9901

13.3 Split gear

If only the split gear wheel has to be changed, one half of the wheel can
be removed/mounted at a time. Hereby the valve timing will be un-
changed and it will not be necessary to adjust it.

13.3.1 Removing of the split gear wheel

After the gearing is removed according to section 13.2.1, the split gear
wheel (1) can be removed from the crankshaft.
1 Lower the bearing cap for main bearing No.1, see chapter 10.,
section 10.2.1.
2 Loosen the fastening screws (25).
3 Unscrew the axial screws (2).
4 Unscrew the fastening screws (25) and remove the gear
wheel halves.

13.3.2 Mounting of the split gear wheel

1 Clean the parting surfaces of the wheel halves and the con-
tact faces of the gear wheel and the crankshaft.
2 Lower the bearing cap for main bearing No.1, see chapter
10, section 10.2.1.
3 Apply Loctite 262 on the threads of the screws (2) and (25).
4 Mount the gear wheel halves on the crankshaft with the
parting face at right angles with the crank of cylinder No.1 and
fasten the screws (2) and (25) by hand.
5 Tighten the axial screws (2) to a torque of 10 Nm and check
that contact is established between the gear wheel and the crank-
shaft flange.
6 Tighten the fastening screws (25) to a torque of 40 Nm. The
screws closer to the crankshaft flange are to be tightened at first.
7 Tighten the fastening screws (25) to stated torque. The tight-
ening order is the same as in the previous point.
8 Tighten the axial screws (2) to the stated torque.
9 Check the gear wheel roundness. Place a cylindrical pin
(ø16 mm) in the toothgap as shown in Fig 13-5. Turn the engine and
use a dial indicator to get an indication for the diameters. The
maximum permissible difference between the measured values is
0.05 mm.
10 Lift the bearing cap for main bearing No.1, see chapter 10
section 10.2.1.

13 - 8
32-9901 Camshaft Driving Gear

Measuring split gear wheel

16

Fig 13-5 3213519045

13 - 9
 Camshaft Driving Gear 32-9901

13 - 10
 32-9901 Valve Mechanism and Camshaft

14. Valve Mechanism and Camshaft

14.1 Valve mechanism

14.1.1 Description of valve mechanism

The valve mechanism consists of valve tappets (11) of the piston type
moving in separate guide blocks (7) of cast iron, tubular push rods (4)
with ball joints, nodular cast iron rocker arms (3) journalled on a rocker
arm bearing bracket (13), and a yoke (14) guided by a yoke pin.

Valve mechanism

1. Nut 2
2. Retainer ring
3. Rocker arm 3
4. Push rod
5. Protecting sleeve
6. Nut
7. Guide block 1
8. Cover
10. Guiding pin 4
11. Valve tappet
12. Bearing journal
13. Bearing bracket
B 13 14
14. Yoke 5
15. Cylindrical pin
16. Spring 8
6

15
7

11
10 VIEW B
12
16

A1 A2

Fig 14-1 321478501

14 - 1
 Valve Mechanism and Camshaft 32-9901

14.1.2 Dismantling of valve mechanism

1 Remove the covers of the valve mechanism and camshaft

from the cylinder concerned.
2 Turn the crankshaft to a position where the valve tappet rollers
of the valves are on the base circle of the cam.
3 Unscrew the nuts (1) and remove the rocker arm bearing
bracket (13) from the cylinder head.
4 Remove the retainer rings (2) and rocker arms (3) for inspec-
tion. To remove the retainer rings, use pliers A40 DIN 5254.
5 Remove necessary pipes.
6 Remove the push rods (4) and the protecting sleeves (5).
7 Unscrew the nuts (6) and remove the guide block (7).
8 Remove the cover (8) and the guiding pin (10). An M6 screw
can be used to remove the pin.

Caution! When removing the cover (8), note that it is spring loaded.

9 Remove the valve tappet (11) and dismantle by removing

the bearing journal (12). Before dismantling, mark the parts for
mounting into the original positions.

14.1.3 Inspection of valve mechanism parts

1 Clean the rocker arm bearing bush and the journal and
measure for wear. When cleaning, pay special attention to the oil
holes.
2 Clean and inspect all parts of the valve tappet and guide
block. When cleaning, pay special attention to the angled oil holes.
3 Measure the valve tappet bearing bush and the journal as
well as the cam roller for wear.
4 Change all O-rings.

14.1.4 Assembling of valve mechanism

1 Mount the cover (8).

2 Lubricate the parts of the valve tappet with clean engine oil
and assemble. Observe the marks for correct positions.
3 Insert the spring (16) and the valve tappet (11) into the
guide block (7) and apply the guiding pin (10).
4 Mount the guide block to the engine block and tighten the
nuts (6).

14 - 2
 32-9901 Valve Mechanism and Camshaft

5 Check the parallelism of the roller axis to the camshaft by

measuring the distance to the cylindrical pins on both sides of the
guide blocks with a feeler gauge, i.e. measures A1 = A2 according to
Fig 14-1. Tighten the nuts (6) to the right torque, acc. to section 07.1.
6 Grease the O-rings, insert the push rods (4) and protecting
sleeves (5) into the guide block.
7 Mount the yoke. For adjusting the yokes, see section 12.2.4.
8 Lubricate the rocker arm bearing bushes and mount the
rocker arms (3) on the bracket.
9 Apply the retainer rings (2) by using pliers A40 DIN 5254 and
check the axial bearing clearance and free rotation of rocker arms.
10 Mount the rocker arm bracket on the cylinder head and
tighten the nuts (1) to the torque, see section 07.1.
11 Check the valve clearance acc. to section 06.1 and mount
the covers.

14.2 Camshaft

14.2.1 Description of camshaft

The camshaft is built up of one-cylinder camshaft pieces (1) and

separate bearing journals (2). The drop forged camshaft pieces have
integrated cams, the sliding surfaces of which are case hardened. The
bearing surfaces of the journals are induction hardened. The camshaft
is driven by the crankshaft through a gearing at the driving end of the
engine. At this end (on A-bank in V-engine) the camshaft is equipped
with an overspeed trip (7), an axial bearing (9) and a helical gear (8)
for driving of the speed governor. At the free end, (on A-bank in
V-engine) the camshaft has an extension (5) with a cam for operating
the starting air distributor. On a V-engine, B-bank, the camshaft has
an axial bearing situated at the driving end, similar to A-bank.

Camshaft

1. Camshaft piece 6 5 2 4 3 1 8 9 7
2. Bearing journal
3. Screw
4. Fixing pin
5. Extension piece
6. Cover
7. Overspeed trip device
8. Gear
9. Axial bearing

Fig 14-2 3214529648

14 - 3
 Valve Mechanism and Camshaft 32-9901

14.2.2 Removing of camshaft piece

1 Remove the camshaft cover, injection pump and guide blocks

from the cylinder concerned.
2 Unscrew the flange connection screws (3) from both ends of
the camshaft piece by using the tool 4V80G17. The flange connection
screws are treated with a locking compound and can be used only
once.
3 Remove the cover (6) from the starting air distributor and
unscrew the rocker arm bracket fastening nuts and remove the
rocker arm brackets of the cylinders in which the camshaft is to be
axially displaced. Move the part of the camshaft locating towards
the free end of the engine 15 - 20 mm in direction of the free end by
using a suitable lever.
4 Disengage the camshaft piece from the centerings and fix-
ing pins (4) and remove it sideways.

Note! The rocker arm bearing brackets towards the free end side has to
be removed if the crankshaft is turned, otherwise there will be
contact between the valve and piston.

14.2.3 Mounting of camshaft piece

1 Clean and degrease the flange connection surfaces and

threaded holes.
2 Insert the fixing pins (4) with retainer rings, the longer part of
the pin in the bearing journal.
3 Mount the camshaft piece (1) on the fixing pin and centering
at either end, then press the camshaft together. Use two or three
mounting screws, not the fastening screws, because they are applied
with locking glue.
4 Insert the flange connection screws, dry and tighten by us-
ing the tool 4V80G17. The flange connection screws are treated with
a locking compound and can be used only once.

Note! Tighten the screws immediately to correct torque since the screws
are treated with a locking compound.

5 Check the valve tappets and rollers carefully. Even slightly

damaged tappet rollers have to be changed.
6 Mount the cover (6) of the starting air distributor, guide
blocks, injection pump etc.
7 Check the valve clearances and delivery clearances of the
injection pumps on all cylinders towards the free end.

14 - 4
 32-200248-01 Turbocharging and Air Cooling

15. Turbocharging and Air Cooling

15.1 Description
The turbochargers are of the axial turbine type. The insert type charge
air cooler is mounted in a welded housing, which, at the same time,
serves as a bracket for the turbocharger. The housing is fastened to the
engine block by screws, normally at the free end of the engine. V-en-
gines have two identical cooler inserts in a common housing.
The gas inlet and outlet housings of the turbocharger are cooled with
water and connected to the engine cooling system. The turbocharger
has its own lubricating oil system.
The outlet is connected to the air duct (2) through a metal bellows (1).
The exhaust pipes from the engine are also connected to the charger
through metal bellows. The exhaust pipe after the turbocharger should
be arranged according to the installation instructions.
The turbocharger is equipped with cleaning devices for cleaning both
the compressor and the turbine by water injection.
Materials of the tubes and water boxes of the air cooler depend on the
cooling medium used.

Turbocharger and air cooler

1. Bellows
2. Air duct
3. Air vent screw 1
4. Header
5. Header 2
6. Drain pipe
7. Thread hole for lifting tool
9. Connections for 7
diff.press. measuring 5
10. Screw
A
3
4

9 10 A-A
A

Fig 15-1 3215519045

VTR 15 - 1
 Turbocharging and Air Cooling 32-200248-01

15.2 Turbocharger maintenance

Normal overhauls can be carried out without removing the turbo-
charger from the engine. When dismantling, remove the protecting
covers and the connection pipes for water. Loosen the exhaust inlet and
outlet pipes.
When reassembling change the seals. High temperature resistant
lubricants are used for exhaust pipe screws.
Maintenance of the turbocharger is carried out according to section
15.3 and to the instructions of the turbocharger manufacturer. It is
recommended to use the service organisation of the engine manufac-
turer or the turbocharger manufacturer.

15.3 Water cleaning of turbocharger

during operation

15.3.1 Water cleaning of turbine

Water cleaning instuctions for the turbine doesn’t concern 34SG en-
gines.
As practical experiences show, the dirt deposits on the turbine side
can be reduced by periodic cleaning (washing) during operation. The
overhaul periods can be extended. Dirty turbines cause higher tem-
peratures of the exhaust gas and higher stresses of the bearings due to
imbalances. Usually, though, washing of the turbine side is necessary
only when running on heavy fuel.
During long periods of operation, periodic water cleaning prevents
the build-up of significant deposits on the turbine blades and nozzle
blades. This cleaning method does not work on very dirty turbines
which have not been washed regularly.
If the normal water cleaning of the turbine does not effect much on
the exhaust gas temperature level, hard deposits have probably built
up on the nozzle ring and the turbine blades in the turbocharger, and
they have to be cleaned mechanically. For that purpose, the rotor and
the nozzle ring have to be removed from the turbocharger.
The water must be injected into the exhaust system with the engine
running at reduced output (see 15.3.2, step 2). The disadvantages of
reducing the output occasionally is not significant compared with the
advantages of cleaning.
The necessary water flow is basically dependent upon the volume of
gas and its temperature. The flow should be adjusted so that the major
part of the water is evaporated and escapes through the exhaust.
Additives or solvents must not be used in the cleaning water. The use
of salt water is prohibited.
Housings with several gas inlets are provided with an inlet valve (1)
for each exhaust pipe. The engine 4R32 is provided with two valves on
the same pipe in case it has only one gas inlet (generating sets). The

15 - 2 VTR
 32-200248-01 Turbocharging and Air Cooling

valves are connected to a quick-coupling (2).

The water washing of the turbine should be done as described in

section 15.3.2. The water flow is adjusted by flow meter (4) to a
recommended value, see table below.

Water cleaning of turbine

Water pressure 3.0...5.0 bar
Turbocharger size Water flow (l/min)
VTR 254 11 - 14
VTR 304 15 - 19
VTR 354 24 - 30

During cleaning, the exhaust housing is drained through the valve

(3).
Cleaning should take place regularly according to chapter 04., Main-
tenance Schedule. Depending on the results obtained, the interval
between two washings can be increased or reduced.

Water cleaning of turbine

1. Inlet valve
2. Quick-coupling
3. Valve
4. Flow meter 1
5. Valve

2 4 5

Fig 15-2 3215969701

VTR 15 - 3
 Turbocharging and Air Cooling 32-200248-01

15.3.2 Cleaning procedure

1 Record charge air pressure, cylinder exhaust gas tempera-

tures, turbocharger speed, at nominal load for later use to assess
efficiency of the cleaning.

Step 2 is only for diesel engine.

2 Reduce engine load corresponding to a receiver pressure of
0.5...0.6 bar at nominal speed or in marine main engine installations
with a fixed propeller, reduce the speed to between 400 and 600 RPM.
Run the engine for 10 minutes on this load before the washing is
started. Maximum exhaust gas temperature after cylinder is
380°C!

Note! If the washing is started earlier than after 10 minutes on stable load
as above, this might have negative consequences for the turbo-
charger.

Note! Clean the turbine (exhaust side) of the turbocharger at low engine
loads (30 - 50 % of full rated load).

Step 3 is only for DF engine.

3 Reduce engine load to 20-25% in diesel mode. Run the engine
in diesel mode for 10 minutes on this load before the washing is
started. Maximum allowed exhaust gas temperature after
cylinder is 380°C!

Note! If the washing is started earlier than after 10 minutes on stable load
as above, this might have negative consequences for the turbo-
charger.

4 Open valves (1), and check that they are not clogged.
5 Connect water hose.
6 Open drain valve (3) and check that it is clear of blockage.
7 Open valve (5) slowly within 10 s and increase the water flow
until the correct flow is reached according to the table shown above.

Note! No water or a very little water is coming out from the drain pipe.

8 The washing time is about 10 min. The cleaning procedure can

be repeated if necessary after one to two hours of normal
operating.

15 - 4 VTR
 32-200248-01 Turbocharging and Air Cooling

9 After termination of water injection the engine must run for

three minutes at an unchanged load until all parts are dry.
10 Shut all valves and disconnect the hose to ensure that no water
can possibly enter exhaust pipes except during the cleaning periods.
11 Resume normal engine operation at higher output and, as
soon as possible, repeat the readings taken in step 1 above at same
load for comparative purposes.
12 Run the engine for 10 to 20 min. more after the turbocharger
has been cleaned by water. Doing so it is ensured that all the parts
in the exhaust system are completely dry.

15.3.3 Water cleaning of compressor

The compressor can be cleaned during operation by injecting water.

The method is suitable, provided contamination is not too far advanced.
If the deposit is very heavy and hard, the compressor must be cleaned
mechanically.
The injected water does not act as a solvent, the cleaning effect is
achieved by the physical impact of the drops on the deposit. It is
therefore advisable to use clean water containing no additivities either
in the form of solvents or softening agents, which could be precipitated
in the compressor and form deposits.
Regular cleaning of the compressor prevents or delays the formation
of deposit, but it does not eliminate the need of normal overhauls, for
which the turbocharger has to be dismantled.
The water must be injected while the engine is running and at the
highest possible load, i.e. at a high compressor speed. See also turbo-
charger instruction manual, section 3.4.

Note! Clean the compressor (air side) of the turbocharger at as high a

load as possible (full rated load).

Cleaning should take place regularly according to chapter 04. Main-

tenance Schedule. Depending on the results obtained, the interval
between two washings can be increased or reduced.

VTR 15 - 5
 Turbocharging and Air Cooling 32-200248-01

15.3.4 Compressor cleaning procedure

1 Record charge air pressure, cylinder exhaust gas tempera-

tures, charger speed. These for later use to assess efficiency of the
cleaning.
2 Fill the water container (8) with pure water
3 Open the valve (6), see Fig 15-3. At V-engines, choose turbo-
charger for cleaning by the valve (6).
4 Actuate the valve lever (7) towards the spring, or alterna-
tively push the button (9) and hold it for about 10 seconds until all
the water has been injected.
5 Repeat the readings taken in step 1 above for comparative
purposes. The success of injection can be recognized by the change
in charge air pressure and in the exhaust gas temperature.
6 Run the engine for 5 minutes more after the compressor has
been cleaned with water. Doing so it is ensured that all the parts in
the compressor side are completely dry.

Note! If washing is not successful, it must not be repeated before 10

minutes.

Water cleaning of charger

6. Valve
7. Valve lever
8. Water container 6
9. Push button
6

8
8

Fig 15-3 3215060248

15 - 6 VTR
 32-200248-01 Turbocharging and Air Cooling

15.4 Allowable operation with damaged

turbocharger
In case of a serious breakdown of the turbocharger, a blanking device
or a rotor locking device can be fitted according to the instructions in
the turbocharger manual, section 3.1.
When the engines are in an emergency situation like this, they are
able to operate temporarily at 20% output only in diesel mode. The
thermal overload is a limiting factor on the diesel engine. Therefore,
the exhaust gas temperatures must be carefully watched during opera-
tion with a locked rotor.
The exhaust gas temperature after the cylinder cover must not exceed
500°C.

Note! Both of the turbochargers on a V-engine must be locked or blanked

if one of them fails.

15.5 Maintenance of charge air cooler

15.5.1 General maintenance

1 Condensate from the air is drained through a small hole/

pipe (6), Fig 15-1, at the bottom of the cooler housing, after the
insert, and at the opposite end plate of the air manifold. Examine
regularly that the pipe is open by checking the air flow when
running.

If water keeps on dripping or flowing from the draining pipe for a

longer period (unless running all the time in conditions with very high
humidity), the cooler insert may be leaky and must be dismantled
and pressure tested.

2 At longer stops, the cooler should be either completely filled or

completely empty, as a half-filled cooler increases the risk of corro-
sion. If there is a risk of that the water level in the system goes down
when the engine is stopped, drain the cooler completely. Open the
air vent screw (3), Fig 15-1, to avoid vacuum when draining.
3 Clean and pressure test the cooler at intervals according to
chapter 04., if the pressure difference over the air side of the cooler
is too high or if the receiver temperature cannot be held within
stipulated values at full load.
4 Always when cleaning, check for corrosion.

VTR 15 - 7
 Turbocharging and Air Cooling 32-200248-01

15.5.2 Cleaning of air cooler

Cleaning of the air side should be done early enough to avoid accumu-
lations of soot and oil on the fins, which form a hard crust that is difficult
to remove, as well as a deposition of other crack products that form a
sulphuric acid (Compound with condensate) when left on the fins and
tubes for some time.
Generally an increase of pressure drop (Dp) over the air side of the
cooler with 100 mmH2O compared to a new/clean cooler means that
the cooler needs cleaning. The pressure drop should be measured at
100 % load or at least always at the same high load level. See Fig 15-1
for connections.
Cleaning of the water and air side heat exchange surfaces is imperative
for a long and trouble free operation of the engine and must be done at
regular intervals.

15.5.3 Chemical cleaning

1 Remove the support screws (9) and (10), see Fig 15-5.
2 Remove the cooling water pipes. Loosen the cooler flange
screws and, on an in-line engine, withdraw the cooler until the
thread or the hole (7) for the lifting tool is visible. On the V-engine,
withdraw the cooler about 300 mm and fit the tool 32.84G02. Screw
on the tool by using four of the air cooler fastening screws. Then,
withdraw the cooler completely towards the tool stop. If necessary,
use screws in the two threaded extractor holes in the flange to loosen
the cooler.
3 Apply the lifting tool (shackle) and lift off the cooler.
4 Clean the air side of the cooler by immersing it in a chemical
cleaning bath for at least 24 hours. Recommend cleaning detergents,
see section 15.5.4 We recommend that cleaning tank should be
equipped with perforated pipes on the bottom for the best cleaning
effect, see Fig 15-4. During cleaning steam or pressurised air should
be connected to the pipes to get a good circulation.
When cleaning is completed, the cooler should be flushed thor-
oughly by water.

Note! The use of a high pressure water jet for flushing, should be avoided
because:
- it will pack the dirt into the middle of the cooler.
- the risk of damaging the cooler fins is great.
Both of above will result in an increased pressure drop over the
cooler.

15 - 8 VTR
 32-200248-01 Turbocharging and Air Cooling

Air cooler cleaning tank

Steam or air

Perforated pipes

Cooler insert

Fig 15-4 3215869701

5 Clean the water side by detaching the headers (4) and (5) from
the cooler bundle and immersing the tube bundle into a chemical
cleaning bath for at least 24 hours. Upon completion, follow the
direction given for the air side.
6 Change the gaskets before reassembling the headers.
7 It is also recommended to pressure test the cooler before
mounting it on the engine.
8 Mount the cooler on the engine and tighten the flange
screws (8) to stated torque, see section 07.1.
9 Apply water resistant grease onto the upper (9) and lower (10)
support screws.
10 Tighten the upper support screws (9) by hand until the con-
tact to the cooler is reached. Tighten the counter nuts.
11 Tighten the lower support screws (10) to a torque of 40 Nm.
Tighten the counter nuts.
12 Vent the cooler and check the tightness when starting up.

VTR 15 - 9
 Turbocharging and Air Cooling 32-200248-01

Supporting of air cooler

8. Screw SECTION A-A

9. Screw
10. Screw 9

A
8
10

Fig 15-5 321501200041

15.5.4 Recommended detergents

The instructions and handling guidelines provided by the manufac-

turer of the detergent in question should always be observed when
using the chemical.
Recommended cleaning detergents
Supplier Product designation
Basol Ltd Basol 77
Clensol Ltd Industrial Clegris
Drew Ameroid Marine Division Ameroid ACC9
Ashland Chemical Company
One Drew Plaza
Boonton, NJ 07005, USA
Henkel KGaA P3-Grato 90
Düsselldorf
Houseman Ltd H.D. Powder
The Priory, Burnham W.1.H.D.S phenol
Slough SL 1 7LS, UK
Nalco Chemical Company Nalfleet ACC
One Nalco Centre
Naperville, Illinois
60566 - 1024 USA
Vecom Holding BV Vecom B-85
PO Box 27
3140 AA Maassluis, Holland

15 - 10 VTR
 32-200248-01 Turbocharging and Air Cooling

15.5.5 Combi Degreaser Cleaning

When an air cooler is due for cleaning Wärtsilä recommend using the
new cleaning method together with the latest type of Wärtsilä Biode-
gradable cleaning concentrate, Wärtsilä Combi Degreaser, product
number C51003.
This Wärtsilä Combi Degreaser concentrate is environmentally
friendly not harmful for health, not fire hazardous, does not affect
O-rings and gaskets and is not corrosive.
For inquiries and price quotation for the product, contact your nearest
Wärtsilä office or Wärtsilä Finland, Service department.

15.5.5.1 Description of the cleaning process

The cleaning effect is based on the new cleaning liquid, Wärtsilä Combi
Degreaser, in combination with the flow of the liquid, transporting the
dirt out of the cooler.
The work procedure for cleaning the air cooler, airside according to
the new procedure is as follows:
1 Dismantle the air cooler from the engine, see section 15.5.3,
step 1 and 2.
2 Put the air cooler in a suitable stainless steel or plastic tank
with a filterscreen in the bottom (replaceable filter pad).
3 Install the funnel-shaped cover on the coolers air outlet side.
4 Fill up the tank with the cleaning liquid, Wärtsilä Combi De-
greaser, mixing ratio 1:4 of water.
5 The liquid needs to be heated to about 60°C for best clean-
ing effect.
6 Connect a rubber hose from the circulation pump unit to
the cover and a suction hose from the tank.
7 Circulate the liquid for ~ 4 to 8 hours depending on degree of
fouling.
8 Check the pH value (it should not exceed 3 for best cleaning
result).
9 Flush the cooler with fresh clean water after cleaning.

Note! The use of a high pressure water jet for flushing, should be avoided
because:
- it will pack the dirt into the middle of the cooler.
- the risk of damaging the cooler fins is great.
Both of above will result in an increased pressure drop over the
cooler.

This new procedure can be combined with ultrasonic equipment if

available.

VTR 15 - 11
 Turbocharging and Air Cooling 32-200248-01

Principle schema of the Combi Degreaser cleaning system

Funnel

Tank

Pump unit
Cooler

Cleaning
liquid

Filter

Heater

Suction

Fig 15-6 3215040244

15.5.6 Ultrasonic cleaning

Cleaning with ultrasonic equipment will loosen the deposits but it has
to be combined with an efficient flushing to remove the deposits from
the cooler. It is also important that the correct settings, temperature
and detergent is used when cleaning with ultrasonic cleaning.

15 - 12 VTR
 32-200341-04 Injection System

16. Injection System

16.1 Description
This chapter deals with the high pressure side of the fuel system
including injection pump, high pressure pipe and injection valve.
The injection pumps are one-cylinder pumps with built-in roller
tappets. The element, of mono element type, is pressure lubricated and
the drain fuel is led to a pipe system with atmospheric pressure outside
the pump, or back to the low pressure cycle of the injection pump.
Each injection pump is equipped with an emergency stop cylinder
coupled to an electro-pneumatic overspeed protecting system.
The injection line consists of an injection pipe and a connection piece,
screwed sideways into the nozzle holder. The injection valve consists
of a nozzle holder and a multi-orifice nozzle.

16.2 Injection pump

16.2.1 Removal of injection pump

It is recommended that the engine runs 5 min with light fuel before it
is stopped for overhaul of the injection pump.
1 Shut off fuel supply to the engine and stop the prelubricating
pump.
2 Unscrew and remove the fuel feed pipes and the pneumatic
air pipe. Loosen the oil pipes to the pump.
3 Remove the pneumatic shut-down cylinder.
4 Remove the injection line. Immediately cover all openings
with tape or plugs to prevent dirt from entering the system.
5 Turn the crankshaft so that the injection pump tappet is in the
bottom position, the roller resting on the base circle of the cam.
6 Loosen the flange nuts and lift off the pump.
7 Cover the bore in the engine block.

L’Orange 16 - 1
 Injection System 32-200341-04

16.2.2 Mounting of injection pump

1 Clean the contact surfaces of the pump. Also clean the

plane and the bore in the engine block.
2 Check the O-ring of the insert part and lubricate with vaseline
or engine oil. Check that the fuel cam is not in the lifting position.
3 Fit the pump. Slide the fuel rack connection into place during
this operation.
4 Check with a feeler gauge that the pump housing is aligned
with the camshaft, i.e. measures B1 = B2 according to Fig 16-1.
5 Tighten the flange nuts to torque, remove protecting tapes
and/or plugs and connect the oil pipes.
6 Rotate the control shaft and check that all pumps follow the
shaft movement. Check the fuel rack positions of all pumps, see
chapter 22.
7 Remove the protecting tapes or plugs and connect the fuel
feed pipes and the injection line. Tighten the nuts to torque.
8 Open fuel supply to the engine and vent the fuel system ac-
cording to the instructions in chapter 17. The injection pump is
provided with an air vent screw (42).
9 Mount the de-aeration plug with a new steel sealing ring and
tighten to the torque stated in chapter 07.

Note! Never use copper seal rings on the injection pumps. A deformed
seal ring may cause hazardous fuel spray and/or fire.

16.2.3 Control of fuel delivery commencement

The beginning of the effective pump stroke is determined by an indirect

method, i. e. by watching when the passage between the low pressure
side and the high pressure side of the injection pump is shut by the
edge of the element plunger, A in Fig 16-1, the so-called “flowing
position”. One method is described below but it is recommended to use
the pneumatic test equipment (848 044) for more accurate control and
when calibrating an injection pump.
Control of fuel delivery commencement is necessary only if major
components have been changed, e. g. injection pump, injection pump
element or camshaft piece.
1 Shut off fuel supply to the engine.
2 Remove the injection pipe.

16 - 2 L’Orange
 32-200341-04 Injection System

3 Open the screws (39) crosswise in steps of 30°, remove the

head piece (35) and the fuel delivery valve cone and spring (33).
4 Replace the head piece (35) and tighten the screws (39) to
torque.
5 Connect the funnel 3V86C29 to the injection pump to obtain
fuel supply.
6 Set the injection pump rack at its maximum end position.
7 Turn the crankshaft to a position 22° before TDC at ignition.
8 Fill the funnel with distillate fuel. Fuel is now flowing out from
the head piece (35).
9 Keep the level in the funnel constant by refilling and turn
the crankshaft slowly in the engine rotating direction. Watch when
fuel stops emerging. Read the position of the crankshaft.
10 Repeat steps 7, 8 and 9 for all the cylinders to be checked.

Injection pump

11. Fuel rack

33 35
14. Control sleeve
16. Spring disc
17. Spring 3V86C29
18. Spring disc A
21. Fixing screw 0 5

28. Calibrating disc

32. Screw
33. Spring
35. Head piece 43
14
39. Screw
42. Vent screw 16
43. Seal ring
17
44. Erosion plug 42
21 44
32
18 39
28

B1 B2

11

Fig 16-1 3216609648

L’Orange 16 - 3
 Injection System 32-200341-04

11 Compare the crankshaft positions with the correct values,

see test records. The deviation between the different cylinders in
one engine should not exceed 0.5° crank angle. If larger deviations
are noted, the injection pumps must be changed and/or overhauled
and checked.
It is recommended to check/re-calibrate whenever the pump ele-
ment or tappet is changed on an injection pump. The tolerance for
the calibrating disc (28) when calibrating a pump is
+0.00…+0.05 mm which corresponds to 1/5° crank angle.
Note! For accurate calibrating, the pneumatic test equipment
(848 044) for injection pump should be used.
12 Reassemble the fuel delivery valve, pressure relief valve
and the head piece. Tighten the screws (39) to torque given in
chapter 07.

16.2.4 Injection pump overhaul

It is presupposed that the injection pump is removed from the engine

and the outside of the pump is carefully cleaned.

Note! The element cylinder, plunger and delivery valve are matched, and
they must be kept together during the overhaul.

1 It is recommendable to put the pump in a screw vice, in posi-

tions convenient for the different operations.
2 Support the roller tappet and open the fixing screw (21).
3 The roller tappet and the element plunger can now be taken
out. Take care when handling the plunger because it may come loose
from the tappet.
4 Remove the spring and the control sleeve.
5 Turn the pump into vertical position.
6 Open the screws (39) crosswise in steps of 30°, remove the
head piece and remove the fuel discharge valve with spring and
pressure relief valve with spring.
7 Open the screws (32) of the element in steps of 30°.
8 Take out the element cylinder by using a soft tool. Always use
clean latex gloves when handling injection equipment.
9 Wash the element plunger and the cylinder in clean fuel or
special oil and always keep them together, the plunger being in-
serted in the cylinder. Pay special attention to the grooves and bores
for leak fuel and lubrication oil.

16 - 4 L’Orange
 32-200341-04 Injection System

10 Normally, further dismantling is not necessary. It is recom-

mendable to keep the components of different pumps apart from
each other, or to mark the details so they can be fitted into the same
pump. The details must be protected against rust, and the running
surface of the element plunger especially should not be unnecessar-
ily handled with bare fingers.
11 Wash the parts in absolutely clean diesel oil and lubricate
with engine oil.
12 Renew the seal rings and supporting rings in the pump house
and on the element cylinder and lubricate the rings with vaseline
or lubricating oil.
13 Re-install the element cylinder into the position where the fix-
ing groove corresponds to the guiding pin.
14 Tighten the screws (32) crosswise in steps acc. to section 07.1,
to ensure equal tightening of every screw.
15 Re-install the main delivery valve with spring and the pres-
sure relief valve with its spring.
16 Mount the head piece (35) and tighten the screws (39) cross-
wise in steps, acc. to section 07.1, to ensure equal tightening of every
screw.

Caution! Incorrect mounting may cause the engine to overspeed!

17 Turn the pump and fit the control sleeve (14). Move the fuel
rack (11) to a position where two marks can be seen. One of the
control sleeve teeth is chamfered, and this tooth must slide
into the tooth space between the marks of the rack.
18 Re-install the spring disc (16) and spring (17).
19 Remove the seal ring (43) and mount a new one using the tool
846195.
20 Assemble the element plunger and tappet with the spring
disc (18) and calibrating disc (28).
21 Note the mark on one of the plunger vanes. The marked
plunger vane must slide into the fuel rack side of the control sleeve,
i.e. correspond to the marks on the fuel rack and the chamfered tooth
of the control sleeve. The guiding groove of the tappet must corre-
spond to the fixing screw, i.e. be turned to the slide opposite the
marked plunger vane.
22 Re-install the plunger tappet assembly.
23 Screw in and tighten the fixing screw (21).
24 Check that the fuel rack (11) can be easily moved.

L’Orange 16 - 5
 Injection System 32-200341-04

25 Unless the pump is immediately mounted on the engine, it

must be well oiled and protected by a plastic cover or similar. The
fuel ports and injection line connection must always be protected by
plugs or tape.

16.2.5 Changing of erosion plugs

1 Remove the locking wire or plate and the erosion plugs (44),
see Fig 16-1.
2 Mount new erosion plugs and tighten to correct torque, see
chapter 07.
3 Lock the erosion plugs with the locking plates or with wires to
the fastening screws.

Note! To prevent the risk of a high pressure fuel leakage, the erosion plugs
must be locked.

16.3 Injection line

The injection line consists of two parts; the connection piece, which is
screwed into the nozzle holder, and the injection pipe.
The connection piece seals with plain metallic surfaces and these
surfaces are to be checked before mounting. Always tighten the con-
nection piece to correct torque before mounting the injection pipe. Also
tighten the connection piece when only the injection pipe has been
removed, because there is a risk of the connection piece coming loose
when removing the pipe.
The injection pipes are delivered complete with connection nuts
assembled. Always tighten the connections to correct torque.
When removed, the injection line details have to be protected against
dirt and rust.

16.4 Injection valve

16.4.1 Description

The injection valve is centrally located in the cylinder head and includes
the nozzle holder and nozzle. The fuel enters the nozzle holder sideways
through a connection piece screwed into the nozzle holder.

16 - 6 L’Orange
 32-200341-04 Injection System

16.4.2 Removing nozzle holder

1 Remove the cylinder head cover and the hot box cover.
2 Remove the injection pipe.
3 Loosen the sealing flange of the connection piece and un-
screw the connection piece.
4 Remove the fastening nuts of the injection valve.
5 Lift out the injection valve. If necessary, use the extractor
4V83H77. If too much force has to be used, there is a risk of the
stainless sleeve of the cylinder head coming loose which, in such a
case, must be checked.

Injection valve

2. Injection valve body

2,2. Fixing pin
3. Nozzle
12 12 12
5. Nozzle nut
6. Push rod
10 10 10
8. Spring 9 9 9
11 11 11

2 2
2 8
9. Adjusting screw 8
10. Nut 8
11. Seal ring 6 6 6
12. End cup 2,2
5 5 5
3 3 3

L´ORANGE DUAP BOSCH

Fig 16-2 3216539232

6 Protect the fuel inlet hole of the injection valve and bore in the
cylinder head.

L’Orange 16 - 7
 Injection System 32-200341-04

16.4.3 Mounting injection valve

1 Check that the bottom of the stainless sleeve in the cylinder

head is clean. If necessary, clean or lap the surface with the tool set
3284B01. If lapping is necessary, the cylinder head must be lifted
off. For lapping, a steel washer and fine lapping compound is used.
The injection valve seals directly to the bottom of the stainless
sleeve.
2 Put new O-rings on the injection valves. Lubricate the injec-
tion valve with engine oil or vaseline.

3 Fit the injection valve into the cylinder head bore.

4 Put new O-rings in the sealing flange of the connection piece.
Mount the flange on the connection piece and screw in the connec-
tion piece by hand. Tighten to correct torque.
5 Tighten the fastening nuts of the injection valve to correct
torque in steps of 10 - 20 Nm.
6 Fasten the sealing flange of the connection piece.
7 Mount the injection pipe and tighten the cap nuts to torque.
8 Mount the covers.

16.4.4 Overhauling injection valve

1 Inspect the nozzle immediately after removing the injection

valve from the engine. Carbon deposits (trumpets) may indicate that
the nozzle is in poor condition, or the spring is broken. Clean the
outside of the nozzle with a brass wire brush. Don’t use steel wire
brush.
2 Release nozzle spring tension by opening the counter nut (10)
and screwing up the adjusting screw (9).
3 Remove the nozzle from the holder by opening the cap nut
(5). Keep the nozzle together with the holder body, don’t let it follow
up with the nut. If there is coke between the nozzle and the nut, the
dowel pins may break and damage the nozzle. To avoid this, knock
on the nozzle, using a piece of pipe according to Fig 16-3, to keep it
towards the holder. Never knock directly on the nozzle tip. Be
careful not to drop the nozzle.
4 Check the nozzle needle movement which may vary as fol-
lows:
• needle completely free
• needle free to move within the normal lifting range
• needle is sticking

16 - 8 L’Orange
 32-200341-04 Injection System

The needle must not be removed by force because this often results
in complete jamming. Unless it can be easily removed, immerse the
nozzle in lubricating oil and heat oil to 150 - 200°C. Normally, the
needle can be removed from a hot nozzle.

Max lift of nozzle, removing of nozzle from holder

Fig 16-3 3216589045

5 Clean the details. If possible, use a chemical carbon dissolving

solution. If there is no such solution available, immerse the details
in clean fuel oil, white spirit or something similar to soak carbon.
Then clean the details carefully by tools included in the tool set. Do
not use steel wire brushes or hard tools. Clean the nozzle
orifices with needles provided for this purpose. After cleaning, rinse
the details to remove carbon residues and dirt particles.

Before inserting the needle in the nozzle body, immerse the details in
clean fuel oil or special oil for injection systems.
Seat surfaces, sliding surfaces (needle shaft) and sealing faces against
the nozzle holder should be carefully checked.
6 Clean the nozzle holder and the cap nut carefully; if neces-
sary, dismantle the nozzle holder to clean all details.
Check the nozzle spring.
7 Check the high pressure sealing faces of the nozzle holder, i.e.
the contact face to nozzle and the bottom of the fuel inlet hole.
8 Check the maximum nozzle needle lift i.e. sum of measures
A and B in Fig 16-3. If the wear B exceeds 0.05 mm, the nozzle holder
can be sent to the engine manufacturer for reconditioning. If the
nozzle needle lift A is out of the value stated in chapter 06, section
06.2, the nozzle should be replaced by a new one.

L’Orange 16 - 9
 Injection System 32-200341-04

9 Reassemble the injection valve. Tighten the cap nut to the

torque given in section 07.1.
10 Connect the injection valve to the test pump. Pump to expel
air. Shut the manometer valve and pump rapidly to blow dirt out of
the nozzle orifices. Place a dry paper under the nozzle and give the
pump a quick blow. Note fuel spray uniformity.
11 Check the opening pressure:
• open manometer valve
• pump slowly and watch manometer to note the opening pressure.
If the opening pressure is more than 20 bar below the stated value,
with damped movement of the indicator, it indicates a broken
spring or badly worn parts.
12 If the spray is uniform, adjust the opening pressure to the
stated value and check the spray uniformity once more.
13 Check the needle seat tightness:
• increase pressure to a value 20 bar below the stated opening
pressure
• keep pressure constant for 10 s. and check that no fuel drops occur
on the nozzle tip. A slight dampness may be acceptable.
14 Check the needle spindle tightness:
• pump until pressure is 20 bar below the stated opening pressure.
• measure the time for a pressure drop of 50 bar. If the time is below
3s., it indicates a worn nozzle, and it must be replaced by a new
one. A time longer than 20 s. indicates a fouled needle, and the
nozzle must be cleaned.
15 If the tests according to step 10 - 14 give satisfactory re-
sults, the injection valve can be re-installed in the engine. Other-
wise, replace the nozzle by a new one.
16 If leakage occurs on the high pressure sealing surfaces, the
damaged detail should be replaced by a new one or reconditioned.
17 If nozzles or injection valves are to be stored they should be
treated with corrosion protecting oil.

16 - 10 L’Orange
 32-200449-02 Fuel System

17. Fuel System

17.1 General
The Wärtsilä® Vasa 32 engine is designed for continuous Light, Heavy
or Crude Oil duty. The fuel feed system pressure adjustment recom-
mendations varies depending on fuel quality and installation and the
values mentioned in this chapter should be used as guidelines only.
As the fuel treatment system plan usually varies from one installa-
tion to another, the system described in this manual may not exactly
correspond to the actual installation. See installation specific documen-
tation for further information.
The engine can be started and stopped on heavy fuel or crude oil
provided that the fuel is heated to operating temperature, see recom-
mended operating data in chp 01.
In multi-engine installations the engine is equipped with an electri-
cally driven fuel feed pump and a duplex filter to provide correct flow,
pressure and filtration irrespective of the number of engines connected
to a common external treatment system.

17.1.1 Functional description

The fuel feed system is pressurized by the pump (7) and filtered in the
duplex filter (6), see Fig 17-1. The pressure control valve (3) maintains
correct pressure in the system. The filter (6) is provided with a pressure
difference indicator, which indicates a possible high pressure drop over
the filter. The filter cartridges must then be changed. This is described
in section 17.6.2.
A pressure gauge (1) on the instrument panel indicates the fuel inlet
pressure and a local thermometer (2) indicates the inlet temperature.
A pressure switch (5) for low fuel pressure is connected to the automatic
alarm system.
Fuel leaking from injection pumps and injection valves is collected
(103) in a separate enclosed system. Thus this fuel can be reused. A
special module for automatic handling of this fuel back to the system
can be delivered on request.
A separate pipe system leading from the top level of the engine block
collects waste oil, fuel and water arising, for example, when overhaul-
ing cylinder heads.
The high pressure system, with injection pump and injection valve,
is described in chapter 16.
Fuel feed and circulating unit
In the fuel feed unit (A), see Fig 17-1, the fuel is pressurized in order
to avoid disturbances due to vaporising of water and fuel.
The fuel-circulating unit (B) maintains de-aerated fuel of correct vis-
cosity (correct temperature) and pressure to the engines and circulates
the fuel in the main system.

LN 17 - 1
 Fuel System 32-200449-02

Fuel system

1. Pressure gauge
2. Thermometer
3. Pressure control valve
4. Pressure difference indicator
5. Pressure switch
6. Fuel filter
7. Fuel feed pump
8. Safety Valve
9. Fuel transfer pump
10. Pressure regulating valve 1 P5 P6
11. Safety valve
12. Deaeration tank 5
13. Circulating pump 2
14. Safety valve
15. Pressure regulating valve
16. Valve 6
17. Valve
18. Valve
19. Pilot fuel filter 3 21
20. Pilot fuel pump
21. Filter safety valve (older versions)
p

101. Fuel oil inlet 16

7
102. Fuel oil outlet
103. Clean fuel oil leakage C 4 8

P1. Fuel feed pressure

103 102 101
P2. Safety valve adjustment
P3. Circulation pressure
P4. Safety valve adjustment
P5. Fuel feed pressure 15
P3
P6. Safety valve adjustment

A B

10

14
11 18 12 13 16
P2 P4

9 P1
11 14
P2 P4

9 18 17 13 16

Fig 17-1 3217850410

17 - 2 LN
 32-200449-02 Fuel System

17.2 Maintenance

When fuel system maintenance work is carried out, always observe

utmost cleanliness. Pipes, tanks and the fuel treatment equipment,
such as pumps, filters, heaters and viscosimeters, included in the
engine delivery or not, should be carefully cleaned before taken into
use.
Change the filter cartridges regularly. The fuel filter is provided
with a combined visual indicator/electrical switch, connected to the
automatic alarm system, which indicates too high pressure drop over
the filter.

Note! The paper cartridges should be changed as soon as possible when

too high a pressure drop is indicated.

The intervals between changes of cartridges depend largely on the

quality and dirt content of the fuel as well as on fuel treatment before
the engine. Guidance values are stated in chapter 04.
The fuel should always be separated and it is recommendable to fit
an automatic filter in the fuel treatment system.
Always when the system has been opened, it should be vented after
reassembly, see section 17.3
For maintenance of the fuel treatment equipment not mounted on
the engine, see separate instructions.

17.3 Venting

Open the air vent screws on the injection pumps (see chapter 16, Fig
16-1 pos. 42.). Start the fuel feed pump if the static pressure from the
day tank is not sufficient. Note! Always vent the filter after changing
cartridges in the filter.
If the engine has been stopped and the feed pump is not running, the
three-way valve can be changed directly over to the position where both
sides are in operation. The air can be vented through the respective air
vent screw. If the engine is running, the change-over of the three-way
valve should be carried out very carefully to give only a small flow of
fuel to the filter side to be vented. The best way is to use the slow filling
valve on the three-way valve. Set the valve in “slow filling” position (see
Fig 17-2) and the filter side will be slowly filled. Vent the filter side. Set
the three-way valve and slow-filling valve in normal position (both filter
sides in use).
A sudden change-over of the three-way valve to an empty filter side will
cause a temporary pressure drop in the engine system, and the alarm
switch will give a signal for too low a fuel pressure. This may also involve
the risk of air escaping from the filter to the injection pumps, which may
also cause the engine to stop.

LN 17 - 3
 Fuel System 32-200449-02

Note! To avoid air escaping to the injection pump, fill up the filter with
clean fuel before changing over.

Three-way valve positions

BOTH SIDES
IN USE
VALVE POSITION IN USE CLOSED

1. 2. 1.2
FILL
WORK POSITION LEFT RIGHT

CLOSED

CLOSED
1. 2. 2 1 SIDE SIDE
CLOSED FILL
CLOSED

1. 2. 1 2

SLOW FILLING ON SLOW FILLING ON

LEFT SIDE RIGHT SIDE

LEFT SIDE CLOSED RIGHT SIDE CLOSED

CLOSED CLOSED
FILL

FILL

FILL
FILL

CLOSED CLOSED

Fig 17-2 3217558935

17.4 Adjustments of fuel feed system

A long lasting and safe functionality of the diesel engine demands an

appropriate adjusted fuel feed system. This will ensure a correct fuel
feed pressure and a sufficient fuel flow to all injection pumps on all
engines in the installation. Check the adjustment at intervals recom-
mended in chapter 04. Adjust the valves at normal temperatures and
at engine idling.

17.4.1 Fuel feed pumps in unit (A)

The fuel feed pumps (9) maintains the system pressure P1, see Fig 17-1
and 17.5.4.
1 Close the valve (17) and adjust the pressure (P1) on the
regulating valve (10). Open the valve (17).
2 Close the valves (18) and adjust the pressure (P2) on the
safety valve (11) located on the pump.Note! The purpose of this
safety valve is only to protect the pump. Open the valve (18).

17 - 4 LN
32-200449-02 Fuel System

Warning! The pump safety valve should be adjusted rapidly as the pump may
run hot if the system is closed for a lengthy time.

17.4.2 The fuel circulating pumps in unit (B)

The fuel circulating pumps (13) keep the fuel in the system in constant
circulation and maintain a system pressure (P3) between the circulat-
ing pumps and the pressure regulating valve (15), see Fig 17-1 and
section 17.5.4.
1 Adjust the system pressure (P3) at the pressure regulating
valve (15).
2 Close the valves (16) and adjust the pressure (P4) on the
safety valve (14) located on the pump.Note! The purpose of this
safety valve is only to protect the pump. Open the valve (16).

17.4.3 Fuel feed pump at each engine (C)

In multi-engine installations every engine is equipped with a fuel feed

pump (7). This pump ensures the providing of a sufficient engine low
pressure system fuel flow. The pump ensures also that a sufficient fuel
pressure is maintained for each engine irrespective of the numbers of
engines connected to the system.

Note! The fuel feed pumps should always be running when the engines
are in operation and when they are stopped on HFO or Crude Oil.

The fuel feed pumps (7) maintains the engine fuel feed low pressure
system P5, see Fig 17-1 and section 17.5.4.
1 Adjust the system pressure (P5) at the pressure regulating
valve (3).
2 Close the valve (16) and adjust the pressure (P6) on the
safety valve (8) located on the pump.Note! The purpose of this
safety valve is only to protect the pump. Adjust the filter safety
valve (21) opening pressure (old installation only). Open the valve
(16).

LN 17 - 5
 Fuel System 32-200449-02

17.4.4 System operating values

Fuel feed system pressures*), LFO or HFO

Specification / Location (bar)
Fuel feed pressure / P1 3-4
Safety valve adjustment /P2 12
Circulation pressure / P3 4-5
Safety valve adjustment / P4 12
Fuel feed pressure / P5 5-8
Safety valve adjustment / P6 12
*) See installation specific documentation concerning system pressure
adjustments for Crude Oil engines.

17.4.5 Start and stop

The engine can be started and stopped on HFO and Crude Oil. The
preheating systems for the engine and the fuel feed system should
always be switched on, also during engine stop.
However, if the engine for some reason is started and stopped on
diesel oil (LFO), the engines should be operated at high load and on
diesel oil for at least 30 minutes before they are stopped. This will
secure that there is only diesel oil in the system.

Note! The hot box covers should always be mounted on the engine for
safety reasons and to keep the fuel feed piping sufficiently pre-
heated also during engine stop.

17 - 6 LN
 32-200449-02 Fuel System

17.5 Fuel feed pump

The electrically driven fuel feed pump is of the same type as the
prelubricating pump. For description and maintenance, see chapter 18,
section 18.9.
Set the pressure according to section 17.4

17.6 Fuel filter

17.6.1 Description

The filter is a duplex filter. By means of the three-way valve (8) the fuel
flow can be guided to one side or the other, or to both sides in parallel.
The direction of the flow appears from the mark on the cock (7). At
normal operation, both sides of the filter are used in parallel
to provide maximum filtration. Fig 17-3A shows the valve in this
position. When changing cartridges during operation one side can be
closed.

Fuel filter

1. Vent screw 1 2 A B
2. Cover
3. Cartridge
4. Insert 3
5. Guide ring
6. Drain plug 4 3

7. Mark 5
8. Three-way valve 4

Fig 17-3 3217538934

Fig 17-3B shows the position of the valve when the right side of the
filter is closed.

LN 17 - 7
 Fuel System 32-200449-02

The arrows in the figure show the flow through the filter. The fuel
flows first through a cartridge (3) made of special paper, filtering off
particles larger than 10 to 15 µm, then through an insert (4) of pleated
wire gauze around a firm perforated case. The wire gauze insert, with
a mesh size of 40 µm, serves as a safety filter in case of failure of the
paper element.

17.6.2 Changing of filter cartridges and cleaning of filter

Change cartridges regularly (see chapter 04) and, if the pressure drop
indicator gives alarm, as soon as possible. As the useful life of the
cartridges is largely dependent on fuel quality, centrifuging and filter-
ing before the engine, experience from the installation concerned will
give the most suitable intervals between changes of cartridges.
Change of cartridges and cleaning is most conveniently done during
stoppage. By closing one side of the filter the cartridges can, however,
be changed during operation as follows:

Take care not to open the side of the filter in operation.

1 Shut off the filter side to be serviced.

2 Open the air vent screw (1) and, afterwards, the drain plug
(6). Drain the fuel.
3 Open the filter cover (2).
4 Remove the wire gauze insert (4). Wash in gas oil. Check that
it is intact.
5 Remove the paper cartridge(s) and throw away. Paper car-
tridges cannot be cleaned. Always keep a sufficient quantity of
cartridges in stock.
6 Clean and rinse filter housing carefully with gas oil.
7 Fit new paper cartridges and the cleaned wire gauze insert.
Check that all seals are intact and in position.
8 When the filter has two or three inserts per side, check that the
guide ring (5) is mounted.
9 Mount the drain plug and cover.
10 If possible, fill the filter with clean fuel before changing over
to the working position (both sides of filter in operation). If the filter
cannot be filled, change over very slowly, see section 17.3
11 Vent the filter if not completely filled according to pos. 10. See
section 17.3

17 - 8 LN
 32-200214-02 Lubricating Oil System

18. Lubricating Oil System

18.1 General design

Normally, a wet sump system is used, but dry sump systems can also
be used.
The engine is provided with a lubricating oil pump (10) directly driven
by the pump gear at the free end of the crankshaft. In some installations
there is a separately driven stand-by pump in parallel. The pump sucks
oil from the engine oil sump and forces it through the lubricating oil
cooler (1) equipped with a thermostat valve (3) regulating the oil
temperature, through the lubricating oil main filters (4) to the main
distributing pipe (5) in the oil sump, through the hydraulic jacks (in
this respect acting as ordinary pipes) to the main bearings and through
the bores in the connecting rods to the gudgeon pins (6) and piston
cooling spaces. Oil is led through separate pipes to other lubricating
points, like camshaft bearings (7), injection pump tappets and valves,
rocker arm bearings (8) and valve mechanism gear wheel bearings, and
to oil nozzles for lubricating and cooling. Part of the oil flows through
a centrifugal filter back to the oil sump. The oil sump is provided with
a level switch connected to the automatic alarm system.
The V-engine is not equipped with a built-on oil cooler nor a filter.
The dry sump system differs from the wet sump system only in that
the oil flows freely from the oil sump to a separate tank, and the pump
sucks the oil from this tank. (There is also the possibility to mount a
second oil pump directly driven by the engine for draining the oil sump
to a separate oil tank.)
The electrically driven prelubricating pump is a screw type pump
equipped with an overflow valve. The pump is used for:
· filling of the diesel engine lubricating oil system before starting,
e.g. when the engine has been out of operation for a long time,
· continuous prelubrication of a stopped diesel engine through
which heavy fuel is circulating,
· continuous prelubrication of stopped diesel engine(s) in a multi-
engine installation always when one of the engines is running,
· providing additional capacity to the direct driven lubricating oil
pump in certain installations where the diesel engine speed drops
below a certain value (the pump should start and stop automat-
ically on signals from the speed measuring system).
In V-engines which have no built-on lubricating oil pump, the prelu-
brication should be arranged by means of an external pump.
The pressure in the distributing pipe (5) is regulated by a pressure
control valve (11) on the pump. The pressure can be adjusted by means
of a set screw (Fig 18-2, pos. 17) on the control valve. It is very important
to keep the correct pressure in order to provide efficient lubrication of
bearings and cooling of pistons. Normally, the pressure stays constant
after having been adjusted to the correct value.

Tube cooler 18 - 1
 Lubricating Oil System 32-200214-02

The pressure can rise above the nominal value when starting with cold
oil but will return to the normal value when the oil is heated. A pressure
gauge (9) on the instrument panel indicates the lubricating oil pressure
before the engine (in the engine distributing pipe). The system includes
three pressure switches for low lubricating oil pressure (2), two con-
nected to the automatic alarm system and one for lower pressure to the
automatic stop system (see chapter 23.).
The temperature can be checked from thermometers (14) before and
after the oil cooler (chapter 01., section 01.2). A temperature switch for
high lubricating oil temperature is connected to the automatic alarm
system (see chapter 23.).
The speed governor have its own oil system. Depending on the
turbocharger type, it can be lubricated by an own oil system or by the
engine oil system. See separate instruction books.
The oil filling opening (12) is located at the free end and an oil dipstick
(13) is located in the middle of the engine.
Connections for a separator are provided on the oil sump at the free
end of the engine.
For taking oil sample a valve (15) is available after oil filter.

18.2 General maintenance

Use only high quality oils approved by the engine manufacturer
according to chapter 02., section 02.2.
Always keep a sufficient quantity of oil in the system. The oil dipstick
indicates the maximum and minimum limits between which the oil
level may vary. Keep the oil level near the max. mark and never allow
the level to go below the min. mark. The limits apply to the oil level in
a running engine. Add max. 10 % new oil at a time (see chapter 02.,
section 02.2). One side of the dipstick is graduated in centimetres. This
scale can be used when checking the lubricating oil consumption.
Change oil regularly at intervals determined by experience from the
installation concerned, see chapter 04. and 02., section 02.2.3. While
the oil is still warm, drain the oil system, as well as the oil cooler and
filter. Clean the crankcase and the oil sump with proper rags (not cotton
waste). Clean the main filter and the centrifugal filter. Change car-
tridges in the main filter unless they have been changed recently.
Centrifuging of the oil is recommended, especially when using heavy
fuels, see chapter 02., section 02.2.3.

Utmost cleanliness should be observed when treating the lubricat-

ing oil system. Dirt, metal particles and similar may cause serious
bearing damage. When dismantling pipes or details from the sys-
tem, cover all openings with blank gaskets, tape or clean rags.
When storing and transporting oil, take care to prevent dirt and
foreign matters from entering the oil. When refilling oil, use a screen.

18 - 2 Tube cooler
 32-200214-02 Lubricating Oil System

Lube oil system

8 6
1. Lubricating oil cooler
2. Pressure switch
7
3. Thermostat valve
4. Lubricating oil filter
5. Main distributing pipe 9
6. Gudgeon pin
7. Camshaft bearing
8. Rocker arm bearing
9. Pressure gauge
10. Lubricating oil pump 11
11. Pressure control valve
12. Filling opening
13. Dipstick 10
14. Thermometer
15. Oil sample valve 12
13
2 14 5

R32

4 15
3 14 1 3

V32

Fig 18-1 3218629701

18.3 Lubricating oil pump

18.3.1 Description

The pump is of the gear type, equipped with a built-on, combined

pressure regulating/safety valve. Four and six cylinder engines have

Tube cooler 18 - 3
 Lubricating Oil System 32-200214-02

pumps with two pump gears each, according to Fig 18-2. The pumps of
8- to 18-cylinder engines have three pump gears each, and the two-fold
pressure and suction spaces are connected by ducts in the pump cover,
where the pressure control/safety valve is also located. Identical bronze
bearings are used. No outside lubrication is required. The cover is
sealed by an O-ring.

Lube oil pump

1. Screw
C
2. Gear wheel
3. Pressure plate 2
4. Screw
C C 20
5. Grooves 5
6. Pin
7. Cylinder 3
8. Sealing ring
X 4
9. Piston 1
10. Pipe F
11. Sealing ring
12. Ball
13. Drain bore
14. Regulating piston 5
15. Spring retainer A
16. Spring
17. Screw 9 7 6 14 15
20. Conical ring elements
10 8
17

11 12 13 B 16

Fig 18-2 3218529045

18.3.2 Dismantling

1 Remove and inspect the regulating valve according to sec-

tion 18.4.
2 Loosen the screws (4) and remove the pressure plate (3), ac-
cording to Fig 18-2.

18 - 4 Tube cooler
 32-200214-02 Lubricating Oil System

3 Pull off the gear wheel (2) without using any tool. If the gear
wheel does not come loose, a few strokes with a non-recoiling
hammer will help. (The conical ring elements come loose together
with the gear wheel.)

Using an extractor will only damage the shaft (axial scratches).

4 Withdraw the pump cover by using two of the fastening

screws (1) in the two threaded holes located in the cover.

18.3.3 Inspection

1 Check all parts for wear (chapter 06., section 06.2) and re-
place worn parts.
2 Remove worn bearings from the housing by driving them out
with a suitable mandrel, from the cover by machining.
3 Mount new bearings (freezing is recommended) so that the
bearings are three (3) mm below the cover and housing level (meas-
ure X = 3 mm), Fig 18-2 A. Be careful so that bearing lubrication
grooves (5) slide into the right position according to Fig 18-2 C.
4 Check the bearing diameter after mounting. Check the gear
wheel axial clearance (see chapter 06., section 06.2).

18.3.4 Assembling

1 Clean all details carefully before assembling. Check that the

O-ring in the cover is intact and in position.
2 Before reinstalling the gear wheel, all contact surfaces
should be cleaned and oiled.
3 Reinstall the conical ring elements (20).

Reinstall the conical ring elements exactly as situated in Fig 18-3.

The conical ring elements should fall easily in place and must not jam.

4 Reinstall the pressure plate.

5 Tighten the screws a little and check that the gear wheel is in
the right position.
6 Tighten the screws to torque according to chapter 07.

Tube cooler 18 - 5
 Lubricating Oil System 32-200214-02

7 If the gear wheel (2) has been changed, check the backlash
after mounting the pump on the engine.

Mounting of gear wheel to oil pump

3. Pressure plate 20 Distance ring 20 20 3 4

4. Screw
20. Conical ring elements

6R32 4, 8, 9R32 V32

Fig 18-3 3218589045

18.4 Lubricating oil pressure regulating valve

and safety valve

18.4.1 Description

The pressure regulating valve is mounted on the lubricating oil pump and
regulates the oil pressure before the engine by returning the surplus oil
direct from the pressure side of the pump to the suction side.
The pipe (10), Fig 18-2, is connected to the engine distributing pipe,
where the pressure is kept constant in engines running at constant speed.
This pressure actuates the servo piston (9) and the force is transferred to
the regulating piston (14) through the pin (6). The spring (16) is tensioned
to balance this force at the required pressure. Thus the pressure is kept
constant in the distributing pipe, irrespective of the pressure in the
pressure side of the pump and of the pressure drop in the system. By
tensioning the spring (16) a higher oil pressure is obtained.
In engines which are running at varying speeds, the valve is arranged
to give a pressure depending on the speed, according to operating
pressures recommended at various speeds (chapter 01.).
If, for some reason, the pressure should increase strongly in the
pressure pipe, e.g. due to clogged system, the ball (12) will open and
admit oil to pass to the servo piston (9), which will open the regulating
piston (14) by means of the pin (6).
The valve serves as a safety valve.

18 - 6 Tube cooler
 32-200214-02 Lubricating Oil System

18.4.2 Maintenance

1 Dismantle all moving parts. Check them for wear and replace
worn or damaged parts by new ones.
2 Clean the valve carefully. Check that the draining bore (13)
is open.
3 Check that no details are jamming.

Do not forget copper sealing rings (8) and (11) when reassembling.
(Part 8 is used for 4- and 6-cylinder engines, only.)
If the sealings are changed, check that the thickness is correct,
(8) = 2 mm, (11) = 1.5 mm, as the thickness of these sealings influ-
ences the valve function.

4 After reassembling, check that the piston (14) closes

(especially if some details have been replaced by new ones).

18.5 Lubricating oil cooler

18.5.1 Description

A tube stack (2) is inserted in a jacket (3). The tube stack is locked at
one end while the other one is movable in a longitudinal direction to
allow expansion. Both ends are provided with two O-rings (5).
The oil flows outside the tubes, while the cooling water flows inside
the tubes through the cooler.
The tube stack is made of copper nickel and the water boxes of cast
iron.

18.5.2 General maintenance

1 Clean and test the cooler by hydraulic pressure at intervals

according to chapter 04. or if the lubricating oil temperature tends
to rise abnormally.
2 Water side can be cleaned by removing the water boxes
without removing the cooler from the engine. Remove the cooler to
clean more carefully.
3 Always when cleaning, check for corrosion and test by hy-
draulic pressure.

Tube cooler 18 - 7
 Lubricating Oil System 32-200214-02

It is preferable to change the tube stack too early, rather than too
late. Water leakage to lubricating oil has serious consequences

18.5.3 Disassembling and assembling of cooler

a) Disassembling
1 Open the vent screw (4) and drain the tube side.
2 Remove the end covers (1) and the fixation plates (12).
3 Remove the free O-rings (5).
4 Mark the position of the tube stack relative to the jacket.
5 Move the tube stack to one side until the second O-ring is
accessible. Remove the O-ring.
6 Draw the tube stack from the jacket to the other side.
b) Assembling
1 Check cleanliness and scratches on all gasket surfaces. Re-
condition them and use new O-rings. Grease slightly with an appro-
priate O-ring lubricant.
2 Move the tube stack into the jacket. Check tube stack posi-
tion using the marks mentioned above.
3 Mount the O-rings on the free tube sheet

Lube oil cooler

SECTION A-A A
4 4
12
12

1. Cover
2. Tube stack 5
3. Jacket A 11 3 5 1
4. Vent screw
5. O-ring
9. Element 9
10. Valve unit
11. Seat
12. Fixation plate 10

Fig 18-4 3218669245

18 - 8 Tube cooler
 32-200214-02 Lubricating Oil System

4 Move the tube stack as far as needed to expose the O-ring

grooves on the other side.
5 Mount the other O-rings.
6 Move the tube stack into its correct position.
7 Mount the fixation plates (12).
8 Mount the end covers (1).

18.5.4 Cleaning of oil side

Fouling of the oil side is normally insignificant. On the other hand,

possible fouling will influence the cooler efficiency very strongly.
Due to the design, the tube stack cannot be cleaned mechanically on
the outside. Slight fouling can be removed by blowing steam through
the tube stack.
If the amount of dirt is considerable, use chemical cleaning solutions
available on the market:
Alkaline degreasing agents:
Suitable for normal degreasing, however, not effective for heavy
greases, sludge and oil coke. Requires high temperature. Always pour
degreasing agent slowly into hot water, never the contrary. Rinse
carefully with water after treatment.
Hydrocarbon solvents:
Include the whole range from light petroleum solutions to chlorinated
hydrocarbons, e.g. thrichlorethylene. These products should be han-
dled with care as they are often extremely volatile, toxic and/or narcotic.
Solvent emulsions:
Heavy fouling, e.g. oil coke, can often be dissolved only by using these
solutions. Several brands are available on the market.

Follow the manufacturer’s instructions to achieve the best results.

18.5.5 Cleaning of water side

The cleaning should be carried out so that it does not damage the
natural protective layer on the tubes. Use nylon brushes, metallic
brushes can damage the natural protective layer.
Remove loose sludge and deposits with brush 4V84F06. Rinse with
water.
If the deposit in the tubes is hard, e.g. calcium carbonate, it can be
removed chemically by using commercial agents. After this treatment
the tubes should be rinsed and, if necessary, treated with a solution

Tube cooler 18 - 9
 Lubricating Oil System 32-200214-02

neutralizing the residual washing agents. Otherwise, follow the manu-

facturer’s instructions.

18.6 Thermostatic valve

18.6.1 Description

The figure shows the valve in a closed position (left). When the
temperature exceeds the nominal value, the contents of the elements
(9) expand and force the valve unit (10) towards the seat (11), thus
passing part of the oil through the cooler. This movement continues
until the right temperature of the mixed oil is obtained. As the cooler
becomes dirtier, the temperature will rise a few degrees, which is quite
normal, because the valve needs a certain temperature rise for a certain
opening to increase the oil flow through the cooler.

Thermostatic valve for oil system

9. Element
10. Valve unit
11. Seat

11

10

Fig 18-5 3218648932

18.6.2 Maintenance

Normally, no service is required. Too low an oil temperature depends

on a defective thermostat. Too high a temperature may depend on a
defective thermostat, although, in most cases, it depends on a dirty
cooler.
1 Remove the elements by unscrewing the pipe after the valve
and opening the cover.

18 - 10 Tube cooler
 32-200214-02 Lubricating Oil System

2 Check the element by heating it slowly in water. Check at

which temperatures the element starts opening and is fully open.
The correct values can be found in chapter 01.; the lower value for
the lube oil temperature is the opening temperature, the higher for
the fully open valve.
3 Change the defective element. Check O-rings and change, if
necessary.

18.7 Lubricating oil main filter

18.7.1 Description

The in-line engines are provided with built-on filters (Fig 18-6) as
follows:
· 4R32 1 pc of filter with 3 cartridges on each side,
· 6R32 2 pcs of filters with 2 cartridges on each side,
· 8R32 2 pcs of filters with 2 respectively 3 cartridges on each side,
· 9R32 2 pcs of filters with 3 cartridges on each side.
The V-engines can be provided with filters according to Fig 18-7. In
that case, 12V32 has a filter consisting of three filter units connected
together. 16V32 and 18V32 have four filter units connected together.
The filters are full-flow filters, i.e. the whole oil flow passes through
the filter(s). Normally, all filter units should be in operation to provide
maximal filtration. When changing a cartridge during operation, one
filter half can occasionally be closed.
For the in-line engine, the flow direction appears from the mark on
the three-way valve cock (9). In Fig 18-6 C, the valve is shown in normal
operating position (each side in operation).
When changing cartridges during operation one side can occasionally
be closed, e.g. by closing the right side according to Fig 18-6 D.
For the V-engine, the pin (12) on the cock (9) shows the direction of
the filter unit which is closed according to the table in Fig 18-7.
The position of the valve (“position”), which filter units are in opera-
tion (“open”) and which one is closed (“closed”) are stated in the table.
The black field states the position of the pin (12). Position B indicates
normal operation with all filter units in service. Note that for 12V32,
the filter unit 4 is missing.
The arrows in the figures show the flow through the filters. At first,
the oil flows through a cartridge (2), made of special paper, with a
nominal fineness of 15 mm, then through a cartridge (3) consisting of a
plated wire gauze around a perforated case. The wire gauze insert, with
a mesh of 63 mm, serves as a safety filter in case of failure or by-passing
of the paper insert.
The filters are provided with by-pass valves (7) over the paper
cartridges. The valves open when the pressure drop exceeds 2 - 3 bar.

Tube cooler 18 - 11
 Lubricating Oil System 32-200214-02

The filter is provided with a combined visual indicator/electrical

switch connected to the automatic alarm system, which indicates a high
pressure drop over the filter.

The paper cartridges should be changed as soon as possible if a

high pressure drop over the filter is indicated.

Lube oil filter for in-line engine

1 9
1. Vent screw
2. Paper cartridge
3. Cartridge
4. Guide 7
6. Cartridge end
7. By-pass valve
8. Drain plug
9. Cock
2

IN
3

9 4

6
OUT
C

8
D

Fig 18-6 3218549045

18.7.2 Changing of filter cartridges and cleaning of filter

Careful maintenance of the filter reduces engine wear. Change cart-

ridges regularly (see chapter 04.) and, if the pressure drop indicator
gives alarm, as soon as possible.
As the useful life of the cartridge is, to a great extent, dependent on
the fuel quality, load, lubricating oil quality, centrifuging and care of
centrifugal filter, experience from the installation concerned will give
the most suitable intervals between changes of cartridges.

18 - 12 Tube cooler
 32-200214-02 Lubricating Oil System

Change of cartridges and cleaning should, if possible, be done during

stoppages. By closing one of the filter halves, the cartridge can, how-
ever, be changed during operation. As the load on the other cartridges
(especially in 4R32) will increase, the change of cartridges should be
carried out as fast as possible.

Note! Release the pressure by opening the air vent screw (1) before the
drain plug (8) is opened.

1 Drain the filter. Open the air vent screw (1) and the drain plug
(8) and discharge the oil through the plug (8). Do not refill the
system with drained oil because it is very dirty.
2 Open the complete cover.
3 Remove the paper cartridges (2) and wire gauze inserts (3).
On V-engine filters, open the nut (13).
4 Wash the wire gauze inserts in gas oil and check that they are
intact.
5 Clean and rinse the filter housing carefully with gas oil.
6 Change the paper cartridges. Paper cartridges cannot be
cleaned. Always keep a sufficient quantity of cartridges in stock.
7 Check that all gaskets are intact and in position,
especially gaskets against the cartridge ends (6).

Note! If the filter housings have been divided they must carefully be glued
together. New gaskets have to be used and glued to the filter
housings (both sides).

8 Check that the guide (4) slides into position when remounting
the wire gauze inserts and paper cartridges.

Note! Do not refill the system with drained oil because it is very dirty.

18.7.3 Cleaning of the filter by-pass valve

Normally, no regular maintenance is required for the by-pass valve (7)

but if malfunction is suspected, the by-pass valve should be cleaned.
1 Unscrew the plug, which is holding the by-pass valve slide. On
V-engines, remove the insert cover, unscrew the nuts and lift of the
flange to have access to the by-pass valve slide.
2 Withdraw the slide and wash it with clean diesel oil. If neces-
sary, the slide can be brushed with a brass wire brush.

Tube cooler 18 - 13
 Lubricating Oil System 32-200214-02

Lube oil filter for V-engine

1. Air screw 13 1 12 9
2. Paper cartridge
3. Cartridge 3
4. Guide
7
6. Cartridge end
7. By-pass valve
8. Drain plug
9. Cock
12. Pin
4
13. Nut
6

3 2 1
6
8
12-cylinder engines
E
D F

3 4
C A
B
Position Open Closed
A 2, 3, 4 1
B 1, 2, 3, 4
C 1, 3, 4 2
D 1, 2, 4 3
2 1
E 1, 2, 3, 4
F 1, 2, 3 4 16- and 18-cylinder engines

Fig 18-7 3218558932

3 Clean the slide bore with a tube brush.

4 Grease the slide and check that it moves easily in the bore.
5 Assemble the safety valve.

Note! Handle the slide carefully. The fingers in the end of the slide are
easily damaged.

18 - 14 Tube cooler
 32-200214-02 Lubricating Oil System

18.8 Centrifugal filter

18.8.1 Description

A by-pass filter of the centrifugal type is provided as a complement to

the main filter. For V-engines two identical filters are used.
The filter comprises a housing (7) containing a hardened steel spindle
(2) on which a dynamically balanced rotor unit (3) is free to rotate. Oil
flows through the housing, up the central spindle into the rotor.
The rotor is comprised of two compartments, a cleaning chamber and
a driving chamber. Oil flows from the central tube (4) into the upper
part of the rotor, where it is subject to a high centrifugal force. The dirt
is deposited on the walls of the rotor in the form of heavy sludge.
The oil then passes from the cleaning compartment into the driving
compartment formed by the stand-tube (13) and the lower part of the
rotor, which carries two driving nozzles (6). The passage of the clean
oil through the nozzles provides a driving torque to the rotor and the
oil returns through the filter housing to the engine oil sump.

18.8.2 Cleaning

It is very important to clean the filter regularly (chapter 04.) as it

collects considerable quantities of dirt. Unloading the main filter gives
longer lifetime for the paper cartridges.
If it is found that the filter has collected the maximum quan-
tity of dirt (corresponds to a 18 mm thick layer) at the recom-
mended cleaning intervals, it should be cleaned more
frequently.
Clean the filter as follows, the engine running, by closing the valve
on the oil delivery pipe to the filter:
1 Slacken off the nut on the filter cover clamp (14), unscrew the
cover nut (1) and lift off the filter body cover (8).
2 Withdraw the rotor assembly from the spindle (2) and drain
oil from the nozzles before removing the rotor from the filter body.
Hold the rotor body and unscrew the rotor cover jacking nut (9), then
separate the rotor cover from the rotor body.
3 Remove the washer (10) and stand tube (13).
4 Remove sludge from the inside of the rotor cover and body by
means of a wooden spatula or a suitably shaped piece of wood.
5 Clean the stand tube.
6 Wash all details, for example in gas oil.
7 Clean out the nozzles with brass wire and compressed air.
Examine the top and bottom bearings in the tube assembly to ensure
that they are free from damage of excessive wear. Examine the
O-ring (15) for damage. Renew, if necessary.

Tube cooler 18 - 15
 Lubricating Oil System 32-200214-02

8 Reassemble the rotor complete, align the location pins and

tighten the rotor cover jacking nut (9), tightening torque = 100 Nm.

Overtightening of the rotor cover jacking nut can lead to rotor

imbalance, which will effect filter performance.

9 Examine the spindle journals to ensure that they are free from
damage or excessive wear. Examine the O-ring (16) for damage.
Renew, if necessary.
10 Reassemble the filter completely, checking that the rotor as-
sembly is free to rotate, then replace the filter body cover. Tighten
the cover nut and secure the filter cover clamp.

Centrifugal filter

1. Cover nut 1
2. Spindle
3. Rotor unit 2
16
4. Central tube
6. Driving nozzle
7. Housing 10 3
8. Body cover
9. Jacking nut
8 4
10. Washer
13. Stand-tube
14. Cover clamp 9 15
15. O-ring
16. O-ring

13

14

Fig 18-8 3218608932

18 - 16 Tube cooler
 32-200214-02 Lubricating Oil System

18.9 Prelubricating pump

18.9.1 Description

The pump is of the screw type, driven by an electric motor. The pump
is provided with an adjustable pressure control valve (15). The pressure
should be limited to the min. value, about 2 bar, by unscrewing the
adjusting screw (14) to the end position in order to prevent the electric
motor from being overloaded when running with very cold oil.
The mechanical type shaft seal consists of two plane sealing surfaces
facing each other — one of them (8) rotating with the shaft and the
other one (6) being stationary.

18.9.2 General maintenance

See the manual of the manufacturer. Normally, no regular main-

tenance is required. After three to six years the shaft seal may have to
be replaced due to ageing. Oil leaking out of the opening (5) indicates
that the shaft seal is defective and has to be changed.
Take care not to damage the sealing ring faces. A slight scratch may
disturb the sealing function. The rotating coal ring (8) is very fragile.
Avoid touching sealing faces with fingers.

18.9.3 Dismantling

1 Loosen the pipes and fastening screws (9) and withdraw the
pump.
2 Draw the coupling half (1) off the shaft.
3 Remove the front plate (10) together with the drive screw (2)
and the shaft seal. Place the front plate on two rods, the shaft journal
turned upwards.
4 Remove the drive screw locking ring (3). Give the shaft jour-
nal a few blows with a plastic hammer until the screw is disengaged
from the ball bearing. Take care not to damage the screw by
dropping it on the work bench.
5 Remove the sealing ring (8).
6 Force the sealing unit (13) off the drive screw (2). The press-
ing force may be relatively strong due to the rubber bellows.
7 Tap the stationary sealing ring (6) with the O-ring out of the
front plate by using a mandrel.
8 To remove the ball bearing (4) from the front plate, remove
first the locking ring.

Tube cooler 18 - 17
 Lubricating Oil System 32-200214-02

Note! Always clean the ball bearing in fresh gas oil. Protect the bearing
when the pump parts are being cleaned as the used washing liquid
contains dirt particles that may damage the bearing.

18.9.4 Reassembly

The reassembly is performed in the reversed order.

1 Remount the ball bearing in the front plate, the protective
washer turned outwards. Lock with the locking ring.
2 Oil the O-ring (7). Insert the stationary sealing ring (6) in the
front plate. Take care not to damage the sealing faces and that the
ring enters the pin (11).
3 Clean the drive screw carefully and enter the sealing unit
(13) without the coal ring on to the shaft. Take care that the rubber
bellows are pressed against the seal spring supporting washer. Keep
the seal in this position for a moment to enable the bellows to fix. A
drop of lubricating oil on the drive screw shaft will facilitate reas-
sembly.
4 Put the coal ring into position, the smaller sealing face up-
wards and the grooves matching the marks.
5 Place the front plate (10) over the drive screw shaft journal.
6 Force the ball bearing inner ring against its shoulder on the
drive screw. Use a suitable sleeve matching the bearing inner ring.
7 Lock with the ring (3).
8 Install the end plate unit and screw the set in the pump hous-
ing. Do not forget the O-ring (12) which seals between the pump
housing and the front plate. Fill the ball bearing with grease.
9 Install the coupling half (1) on the pump shaft and fasten the
pump to the bracket. Check that the clearance between the coupling
halves is 2 mm.
10 If the electric motor has been disconnected or changed,
check that it rotates in the right direction by switching on a few
times.

18 - 18 Tube cooler
 32-200214-02 Lubricating Oil System

Prelubricating pump

1. Coupling half
2. Drive screw
3. Locking ring
4. Ball bearing
5. Opening
6. Sealing ring
7. O-ring
8. Sealing ring
9. Screw
10. Front plate
11. Pin
12. O-ring
13. Sealing unit
14. Adjusting screw
15. Control valve
16. Gasket

3 1

4 10

13
9
16
5
12

6 7

8 11

14

15

Fig 18-9 3218578932

Tube cooler 18 - 19
 Lubricating Oil System 32-200214-02

18 - 20 Tube cooler
 32-200333-04 Cooling Water System, In-line Engine

19. Cooling Water System, In-line Engine

19.1 Description

19.1.1 General

The engine is cooled by a closed circuit cooling water system, divided

into a high temperature circuit (HT) and a low temperature circuit (LT).
The cooling water is cooled in a separate central cooler.
The LT circuit is provided with a temperature control valve, which
keeps the temperatures at a load dependent level. Thus the tempera-
ture rises at low load and the charge air is heated instead of cooled. The
heat for this purpose is mainly gained from the oil system via the oil
cooler.

Cooling water system

1 2 3 4 6
1. Expansion tank
2. Venting box
3. Alarm switch
4. Alarm switch
5. Manometer
6. Manometer 7
7. Charge air cooler 5
11
8. LT-water pump 9
9. HT-water pump 8
10. LT-temperature control valve A
B
11. HT-temperature control valve
12. Heater C
13. Pump
14. Central cooler
13
15. Lube oil cooler A
B C 10 15 12

14

Fig 19-1 3219519045

19 - 1
 Cooling Water System, In-line Engine 32-200333-04

19.1.2 HT circuit

The HT circuit cools the cylinders, cylinder heads and the turbocharger.
A centrifugal pump (9) pumps the water through the HT circuit. From
the pump the water flows to the distributing duct, cast in the engine
block. From the distributing ducts the water flows to the cylinder water
jackets, further through connection pieces to the cylinder heads where
it is forced by the intermediate deck to flow along the flame plate,
around the valves to the exhaust valve seats, efficiently cooling all these
components. From the cylinder head the water flows through a connec-
tion piece to the collecting pipe, further to the temperature control valve
maintaining the temperature at the right level.
Parallel to the flow to the cylinders, part of the water flows to the
turbocharger.

19.1.3 LT circuit

The LT circuit consists of a charge air cooler (7) and a lube oil cooler
(15) through which a pump (8), of similar design as the HT pump,
pumps the water. The circuit temperature is controlled by a tempera-
ture control valve (10) maintaining the LT circuit temperature at a load
dependent level. The necessary cooling is gained from the central cooler
(14). However, the LT pump can alternatively also be an external,
electric motor driven. The system outside the engine can vary from one
installation to another.

19.1.4 Venting and pressure control

The collecting pipes from the cylinder and turbocharger cooling system
are connected to a box (2) for venting the system. From this box the
vent pipe leads to the expansion tank (1) from which the expansion
pipe is connected to the inlet pipe of the pumps (8 and 9). A static
pressure of 0.7...1.5 bar is required before the pumps. If the expansion
tank cannot be located high enough to provide this pressure, the system
is to be pressurized.

19.1.5 Preheating

For preheating of the circuit, a heater circuit with the pump (13) and
heater (12) are connected in the HT circuit before the engine. The
non-return valves in the circuit force the water to flow in the right
direction.
Before start, the HT circuit is heated up by a separate heater.
Guidance values, see chapter 01. This is of utmost importance when
starting and idling on heavy fuel.

19 - 2
 32-200333-04 Cooling Water System, In-line Engine

19.1.6 Monitoring

Local thermometers:
· HT before and after engine,
· HT after turbocharger,
· LT before charge air cooler,
· LT before lube oil cooler,
· LT after lube oil cooler.
The temperatures mentioned in chapter 01., section 01.2, should not
be exceeded.
Manometers (5) and (6) on the instrument panel indicate HT and LT
pressures after the pumps. The pressures depend on the speed and the
installation. Guidance values, see chapter 01., section 01.2.
The HT water outlet after the engine is provided with an alarm switch
(3) and a stop switch. Main engines are provided with alarm switches
for low HT and LT pressure.
For further information, see chapter 23.

19.2 Maintenance

19.2.1 General

The installation — including expansion, venting, preheating, pressu-

rizing — should be carried out strictly according to the instructions of
the engine manufacturer to obtain correct and troublefree service.
The cooling water should be treated according to the recommenda-
tions in chapter 02., section 02.3, to prevent corrosion and deposits.
If risk of frost occurs, drain all cooling water spaces. Avoid changing
the cooling water. Save the discharged water and use it again.

19.2.2 Cleaning

In completely closed systems the fouling will be minimal if the cooling

water is treated according to our instructions in chapter 02., section
02.3. Depending on the cooling water quality and the efficiency of the
treatment, the cooling water spaces will foul more or less over the
course of time. Deposits on cylinder liners, cylinder heads and cooler
stacks should be removed as they may disturb the heat transfer to the
cooling water and thus cause serious damage.
The need of cleaning should be examined, especially during the first
year of operation. This may be done through one of the plugs in the
engine block or by overhauling a cylinder liner and checking for fouling
and deposits on the liner and block. The cylinder head cooling water
spaces may be checked by opening the lower large plugs on the sides

19 - 3
 Cooling Water System, In-line Engine 32-200333-04

of the cylinder heads. The turbochargers can be checked through the

covers of the water space and the coolers by removing the water boxes
of the inlet water.
The deposits can be of the most various structures and consistences.
In principle, they can be removed mechanically and/or chemically as
described below. More detailed instructions for cleaning of coolers are
stated in chapter 18., section 18.5.
a) Mechanical cleaning
A great deal of the deposits consists of loose sludge and solid particles
which can be brushed and rinsed off with water.
On places where the accessability is good, e.g. cylinder liners, mecha-
nical cleaning of considerably harder deposits is efficient.
In some cases it is advisable to combine chemical cleaning with a
subsequent mechanical cleaning as the deposits may have dissolved
during the chemical treatment without having come loose.
b) Chemical cleaning
Narrow water spaces (e.g. cylinder heads, coolers) can be cleaned
chemically. At times, degreasing of the water spaces may be necessary
if the deposits seem to be greasy (see chapter 18., section 18.5
Deposits consisting of primarily limestone can be easily removed
when treated with an acid solution. On the contrary, deposits consist-
ing of calcium sulphate and silicates may be hard to remove chemically.
The treatment may, however, have a certain dissolving effect which
enables the deposits to be brushed off if there is only access.
On the market there are a lot of suitable agents on acid base (supplied
e.g. by the companies mentioned in chapter 02., section 02.3).
The cleaning agents should contain additives (inhibitors) to prevent
corrosion of the metal surfaces. Always follow the manufacturer’s
instructions to obtain the best result.
After treatment, rinse carefully to remove cleaning agent residuals.
Brush surfaces, if possible. Rinse again with water and further with a
sodium solution of 5 % to neutralize possible acid residuals.

19.3 Water pump

19.3.1 Description

The water pump is a centrifugal pump and is driven by the gear

mechanism at the free end of the engine. The shaft is made of acid
resistant steel, the impeller (2) and the sealing ring (3) of bronze and
the remaining details of cast iron.
The shaft is mounted in two ball bearings (11) and (12), which are
lubricated by splash oil entering through the opening (20). The radial
seal (13) prevents the oil from leaking out and, at the same time, dirt
and leak water from entering. Also the axial seal (14) sealing against
the outside of the seal (13) assist in this.
The gear wheel (24) is fastened to the shaft by conical ring elements

19 - 4
32-200333-04 Cooling Water System, In-line Engine

(25). When the screws (21) are tightened, the rings exert a pressure
between the gear wheel and the shaft. Due to the friction, the power
from the gear wheel is transmitted to the pump shaft.
The water side of the pump is provided with a mechanical shaft seal.
The ring (8) rotates along with the shaft and seals against it with the
O-ring (7). The spring (5) presses the rotating ring against a fixed ring
(9) which seals against the housing with the O-ring (10). Possible
leak-off water from the sealing can flow out through the opening (15).

Cooling water pump

1. Nut
2. Impeller
9 10 14 13 12 20 28 24
3. Sealing ring
4. Casing
5. Spring
6. Washer
7. O-ring
8. Ring 8
9. Fixed ring
6
10. O-ring
11. Bearing 5
27
12. Bearing
13. Seal 1
14. Seal 21
2
15. Opening
16. Screw 3
17. Nut 4
18. Gasket
19. Rear plate
20. Opening
21. Screw
23. Bearing retainer
24. Gear wheel 19 18 17 16 7 15 26 11 23 25
25. Conical ring elements
26. Drain hole
27. Pressure plate
28. Screw

Fig 19-2 3219529045

19.3.2 Maintenance

Check the pump at intervals according to the recommendations in

chapter 04. or, if water and oil leakage occurs, immediately.
a) Disassembling and assembling of impeller
1 Remove the volute casing by loosening the nuts (17).
2 Remove the cotter pin and loosen the nut (1).
3 Pull off the impeller by using the tool 32.83H02.

19 - 5
 Cooling Water System, In-line Engine 32-200333-04

4 When reassembling the impeller, tighten the nut to torque,

see chapter 07.
5 Secure the nut with a new stainless cotter pin.
6 Check that the gasket (18) is intact and in position when re-
installing the volute casing. Check that the volute casing is in
position. The opening (20) should be turned upwards when the
pump is installed.

If the bearing housing is turned wrongly, the bearings (11) and (12)
will be left without lubrication. Before mounting the pump on the
engine, fill up the bearing housing (20) with oil until oil flows out
through the draining holes (26).

b) Disassembling and assembling of mechanical shaft seal

1 Remove the impeller according to pos. a) above.
2 Carefully dismantle all seal details. Sealing rings are very frag-
ile.
3 Take particular care not to damage sealing surfaces as a slight
scratch may disturb the sealing function.
4 Replace the complete seal if it is leaky, or if sealing faces are
corroded, uneven or worn. Avoid touching the sealing faces with
fingers.
5 Note that the seal is dependent on the direction of rotation
due to the self-locking effect of the spring on the shaft. In a clockwise
rotating engine the spring should be left-wound (and contrarily,
right-wound in a counter-clockwise rotating engine). Untensioned,
the spring should have a small interference with the shaft. Unten-
sioned, the spring may cause the ring (8) not to rotate properly with
the shaft, whereby the O-ring gets worn thus causing leakage.
6 Reassemble the details in proper order and install the impel-
ler according to pos. a) above. Do not forget the thin washer (6)
between the spring (5) and the O-ring (7).
c) Replacing of bearings
1 Remove the pump from the engine.
2 Disassemble the impeller and mechanical seal according to
pos. a) and b) above.
3 Remove the rear plate (19) by undoing the screws (16).
4 Loosen the screws (21) and remove the pressure plate (27).
5 Pull off the gear wheel without using any tool. If the gear
wheel does not come loose, a few strokes with a non-recoiling
hammer will help. (The conical ring elements (25) come loose to-
gether with the gear wheel.)

19 - 6
32-200333-04 Cooling Water System, In-line Engine

Using an extractor will only damage the shaft (axial scratches).

6 Loosen the bearing retainer screws (28) and remove the bear-
ing retainer (23) and drive out the shaft and bearing. In doing this
the seal (14) will also come loose.
7 Check the seals (13) and (14) and the bearings for wear and
damage, see pos. b) above.
8 Remove the bearings.
9 Press the bearing (12) by its inner ring with a suitable pipe.
10 Before fitting the bearing, oil the collar. See Fig 19-3.
11 Turn the shaft according to Fig 19-3.
12 Fit the distance ring and oil the collar.
13 Press the bearing (11) by its inner ring with a suitable pipe.
See Fig 19-3.
14 Turn the bearing housing according to Fig 19-3 and oil the
outer surfaces of the bearings. Press the shaft into the housing by
both the inner and outer ring of the bearing (11) with a suitable pipe.

Mounting of bearings

F F
F Pipe 1 Pipe 2 Pipe 3

Pipe 2 Pipe 1

A B C

Fig 19-3 3219568935

19 - 7
 Cooling Water System, In-line Engine 32-200333-04

15 Fit the bearing retainer (23) and tighten the screws (28).
16 Before re-installing the gear wheel, all contact surfaces should
be cleaned and oiled.
17 Re-install the gear wheel.
18 Re-install the conical ring elements (25).

Re-install the ring elements exactly as situated in Fig 19-4.

Mounting of gear wheel to water pump

23 28 24 25 27 21
21. Screw
23. Bearing retainer
24. Gear wheel
25. Conical ring elements
27. Pressure plate
28. Screw

Fig 19-4 3219689546

The conical ring elements should fall easily in place and must not jam.

19 Re-install the pressure plate.

20 Tighten the screws a little and check that the gear wheel is in
the right position.
21 Tighten the screws to torque according to chapter 07.
22 Re-install the seals (13) and (14), see pos. d) below.

19 - 8
 32-200333-04 Cooling Water System, In-line Engine

23 Re-install the rear plate (19) as well as the mechanical seal,

impeller and volute casing according to pos. a) and b) above.
d) Replacing of radial seal
This will be most easily done at the same time as replacing bearings.
If, for some reason, the seal is leaky and there is no need of changing
the bearing, proceed as follows:
1 Remove the volute casing and mechanical seal according to
pos. a) and b) above as well as the rear plate (19).
2 Remove the seals (14) and (13) by prying (damaging) without
scratching the shaft.
3 Inspect the shaft. In case the seal has worn the shaft by more
than 0.5 mm radially, the shaft should be replaced according to pos.
c) above.
4 Oil the new seal and insert it by pressing against the shoulder.
5 Grease the axial seal (14) and install by using the tool
4V84G177.
6 Install the rear plate as well as the mechanical seal and the
volute casing according to pos. a) and b) above.

19.4 Temperature control system

19.4.1 General description

The LT circuit is provided with a load dependent temperature control

valve. At low load the valve controls at high temperature, and at high
load it controls at low temperature, by the thermostatic elements (6),
Fig 19-6. Temperature ranges according to chapter 01., section 01.2.
The change-over between high and low temperature is pneumatically
controlled. The signal is taken from the air manifold by a pressure
switch (4), Fig 19-5. The switch controls a three-way solenoid valve (3)
providing air pressure to the pneumatic cylinder (1) on the temperature
control valve (2) at low load operation. Thus the valve will work as a
constant low temperature valve without air pressure or without signal
from the pressure switch. The pressure in the pneumatic system,
maximum 30 bar, is reduced to about 6 bar by a pressure reducing valve
before it reaches the temperature control valves.
The complete system is mounted on the engine.
The switch (4) has a small hysteresis to make the system stable in
the change-over area.

19 - 9
 Cooling Water System, In-line Engine 32-200333-04

Temperature control system

3 1 2
Charge air
receiver PS

B C LOW LOAD - COLD ENGINE

(start-up condition)
A
5
6
Control air

1 2 3 4 7
bar B C HIGH LOAD - COLD ENGINE
8 (fast loading condition)
A

B C LOW LOAD - WARM ENGINE

(steady low load condition)
1. Pneumatic cylinder A Temperature control by high
2. Temperature control valve temperature element only.
3. Solenoid valve
4. Pressure switch
5. Adjusting screw
6. Locking screw B C HIGH LOAD - WARM ENGINE
7. Locking screw (Full load condition)
8. Wheel A Temperature control by low
temperature element only.

Fig 19-5 3219638935

19.4.2 Temperature control valve, LT circuit

19.4.2.1 Description
The valve is a two-step valve working with two fixed thermostatic
elements (6) mounted in series inside the valve.
The water to be controlled, the outlet from the engine, is connected
to port “A”, by-pass to “B” and cooling to “C”.
The springs (10) force the valve (8) to the left (by-pass position).
At high load/low temperature operation there is no position control air
pressure (14) beneath the position control piston (3). Thus the spring
(12) forces the piston (3) to the right (high load/low temperature

19 - 10
32-200333-04 Cooling Water System, In-line Engine

position). In this situation the low temperature thermostatic element

controls the valve while the high temperature thermostatic element is
completely compressed. When the temperature rises the low tempera-
ture element expands and moves the valve against the cooling position
until steady state is reached.
At low load/high temperature operation the position control piston
(3) moves to the left against the spring (12) to low load/high tempera-
ture position. The valve is then by-passing until the low temperature
thermostatic has expanded completely and the high temperature ele-
ment starts expanding and takes over the control of the valve.
The pin (18) shows the position of the valve.
The drain bore (15) gives and indication of leakage of water (or air).

Thermostatic valve

1. Adjusting nut From the engine

2. Screw
A
3. Piston 1 2 3 4 5 6 7 8 9 10
4. Guiding cylinder
5. Push rod
6. Thermostatic element
7. Element cage
8. Valve
9. Cover
10. Spring
11. Screw
12. Spring
13. Slide-O-ring
14. Control air
15. Drain bore
16. Retainer ring
17. Tap
18. Pin
11 12 13 14 15 16 17 18
B C

By-pass To cooler

Fig 19-6 3219559648

19.4.2.2 Maintenance
Check the valve according to the recommendations in chapter 04. or if
the temperatures are abnormal. Open and clean, change sealings,
adjust according to section 19.4.2.2c) and check temperatures at high
and low load.
Wrong temperatures may be caused by damaged thermostatic ele-
ments, dirt or corrosion in the valve, or a fault in the position control
system. Trouble-shooting can be carried out according to the steps
below.
A mark (e.g. tape) on the indicator pin (18) for closed position of the
valve (cooling cut off) will help in indicating the position of the valve.

19 - 11
 Cooling Water System, In-line Engine 32-200333-04

The movement of the valve is max. 11 mm for normal control and max.
30 mm when changing from low to high load.
a) Too low temperature at low load
(When idling the temperatures can be somewhat lower than the
guidance values.)
1 Check that position piston (3) is in high temperature position
(moved to the left). This can be seen from the position of the screw
(2).
· 1. Piston in correct position:
· check the thermostatic elements,
· check that the valve (8), pin (5) and element cage (7) move freely,
· check the adjustment according to pos. c) below.
· 2. Piston in wrong position:
· check if control air is fed to the piston,
· if there is pressure, the piston (3) jams, or the pressure is too low.
Check pressure and clean the parts,
· if there is no pressure, check the signal from the switch (4) in Fig
19-5,
· if the signal is not correct, change the switch,
· if the signal is correct, check the pressure before the three-way
valve (3), Fig 19-5.
2 If the pressure is too low, or if there is no pressure at all, check
the pressure control valve (5), Fig 21-3, and the primary pressure
before the valve. If the pressure cannot be adjusted to the correct
value with correct primary pressure, try to clean the valve. If no
improvement, change the valve.
3 If pressure and control signal to the three-way valve (3), Fig
19-5 is satisfactory, check the valve itself.
4 Check the coil. Change if damaged.
5 Clean the valve.
6 Change the complete valve, if damaged.
b) Too high temperature at low load
1 Cooling is insufficient. Check temperature after the central
cooler. If the valve is fully open for cooling, the pin (18) is in outer
position.
2 Damaged thermostatic element(s). (The low temperature
element should also work correctly to give the correct high tempera-
ture characteristic).
3 The valve is jamming. Clean the valve.
c) Too low temperature at high load
1 Defective thermostatic element(s) (the element(s) will not go
back to cold position).
2 Jamming valve. Clean the valve.

19 - 12
32-200333-04 Cooling Water System, In-line Engine

3 The valve is not closing correctly. Check adjustment accor-

ding to pos. d) below.
d) Too high temperature at high load
1 Cooling is insufficient. Check temperature after the central
cooler. Check that the valve is fully open. Utilize the position of the
indicator pin (18).
2 Defective low temperature element. Change the element.
3 Check that the piston (3) is in low temperature position, util-
ize the position of the screw (2).
4 If the position piston (3) is in the wrong position, check the
pressure (14) before the cylinder.
5 If there is no pressure, the valve is jamming. Open and clean
the valve.
6 If there is pressure, the position control system is faulty.
7 If the pressure disappears when opening the connection (14),
the drain hole of the three-way valve (3), Fig 19-5, can be clogged.
Clean the drain opening.
8 If the air flow does not stop, check the switch (4), Fig 19-5.
9 If the switch is intact, clean the three-way valve (3), Fig 19-5,
or change if damaged.

19.4.2.3 Adjustment of the valve

The adjustment of correct closing position is to be carried out as follows:
1 The air supply to the valve should be shut off and drained be-
fore adjusting the valve.
2 The temperature of the valve must not exceed 25°C for the
LT-valve, when adjusting, to guarantee the low temperature ele-
ments to be completely compressed.
3 Remove the screw (11).
4 Turn the adjusting nut (1) clockwise until the indication tap
(18) starts moving. Then turn the adjusting nut counter-clockwise
about one turn.
5 Mount the screw (11) in the nearest hole to lock the adjust-
ment.

The temperatures can be altered only by changing the elements

inside the valve.

19 - 13
 Cooling Water System, In-line Engine 32-200333-04

19.4.2.4 Changing of thermostatic element

1 Drain as much cooling water as necessary to empty the valve.
2 Shut off air supply.
3 Carefully remove the cover (9). Notice that it is spring-loaded.
It is recommendable to use the tool 4V83H73.
4 Remove the complete valve assembly (8).
5 Loosen the indicator pin (18) but do not remove it from the tap (17).
6 Remove the element cage (7).
7 Remove the retainer ring (16), after which the thermostatic
elements can be changed.
8 Check the parts, including the push rod (5), for wear and cor-
rosion.
9 Mount the elements and the valve in reverse order.

19.4.2.5 Check of the thermostatic element

The elements can be checked by heating up slowly in oil. Water can be
used for the elements below 100°C.
Put a strong rubber ring longitudinally over the element and its push
rod to keep the rod pressed into the element.
At the nominal opening temperature, stamped on the element (e.g.
4.051.35C3 = 35°C opening temperature), the push rod of the element
should start to move outwards. At a temperature 10°C higher, the
movement of the push rod should be about 10 mm.

Note! There are two different elements in the valve according to below.

LT-circuit: One element 35°C and one element 65°C.

19.4.2.6 Check of change-over point

1 Raise the load slowly over the change-over point, normally at
35% ± 2% load (if no other value has been agreed with the manufac-
turer). Check the change-over from the movement of the screw (2)
in Fig 19-6, or from the electrical side (no current at high load).
Adjust the set value by turning the screw (5), Fig 19-5, of the
pressure switch, if necessary. Open the locking screw (6) during
adjustment.
2 Decrease the load slowly over the change-over point which
should be 2...3% lower than the load of increased load. Adjust the
hysteresis (D p) by turning the wheel (8), if necessary. Open the
locking screw (7) during adjustment.

19 - 14
32-200333-04 Cooling Water System, In-line Engine

19.4.3 HT thermostatic valve

The HT thermostatic valve is equipped with positive three-way valve

action in which the water is positively made to flow in the direction
required. When the engine is started up and is cold, the HT thermo-
static valve causes all of the water to be positively by-passed back into
the engine, thus providing the quickest warm-up period possible.

Water flow in thermostatic valve

WARM ENGINE COLD ENGINE

C B
To cooler By-pass

A A
From engine From engine

Fig 19-7 3219669250

After warm up, the correct amount of water is by-passed and auto-
matically mixed with the cold water returning from the heat exchanger
or other cooling device to produce the desired HT water outlet tempera-
ture. If ever required, the HT thermostatic valve will shut off positively
on the by-pass line for maximum cooling. The three-way action of the
valve allows a constant water flow through the pump and engine at all
times with no pump restriction when the engine is cold.
No adjustments are ever required on the HT thermostatic valve. The
temperature is permanently set at the factory. The temperature can
be changed only by changing temperature element assemblies which
is easily accomplished by unscrewing the housing. The HT valve is
entirely self-contained, and there are no external bulbs or lines to
become damaged or broken. There are no packing glands to tighten and
no parts to oil.

Note! This thermostatic valve is sometimes used as LT thermostatic valve.

The power creating medium utilises the expansion of the element

contents (9), which remains in a semi-solid form and is highly sensitive
to temperature changes. Most of the expansion takes place during the
melting period of approximately two minutes over a temperature
change of approximately 8.5°C.

19 - 15
 Cooling Water System, In-line Engine 32-200333-04

The HT thermostatic valve is provided with two or more elements

(10), depending of the engine size. If failure of one element occurs, the
remaining elements will take over with only a slight change in operat-
ing temperature. Since flow is diverted either to by-pass or heat
exchanger, failure of an element would cause no change in pressure
drop.
The contents of the elements (9) has an almost infinite force when
heated and is positively sealed. When the elements are heated, this
force is transmitted to the piston thus moving the sliding valve towards
the seat (11) to the by-pass closed position. This force is opposed by a
high spring force, which moves the sliding valve to the heat exchanger
closed position when the elements are cooled. The high force available
on heating is the basis of the fail safe feature in which failure of the
element would cause the engine to run cold.

Cooling water thermostatic valve

9. Content of the element 11

10. Element
11. Seat 10

C B
To cooler By-pass

9
A
From engine

Fig 19-8 3219679250

19.4.4 Maintenance

Normally, no service is required. Too low a water temperature depends

on a defective thermostat, too high a temperature may depend on a
defective thermostat, although, in most cases, it depends on a dirty
cooler.
1 Remove the elements by unscrewing the pipe before the valve
and opening the cover.

19 - 16
32-200333-04 Cooling Water System, In-line Engine

2 Check the element by heating it slowly in water. Check at

which temperatures the element starts opening and is fully open.
The correct values can be found in chapter 01.; the lower value for
the water temperature is the opening temperature, the higher for
the fully open valve.
3 Change the defective element. Check sealings and replace,
if necessary.

19 - 17
 Cooling Water System, In-line Engine 32-200333-04

19 - 18
 32-9001 Exhaust System

20. Exhaust System

20.1 Description
The exhaust pipes are cast of special alloy nodular cast iron, with
separate sections for each cylinder, fixed by clamp rings (1). Metal
bellows of multiply type absorb the heat expansion.
The complete exhaust system is enclosed by an insulation box built
up of sandwich steel sheet, flexibly mounted to the engine structure.
The exhaust gas temperatures can be checked from thermometers after
each cylinder. Sensors for remote measuring of the temperatures after
each cylinder as well as before and after the turbocharger can be
mounted.

Exhaust System

Fig 20-1 3220518935

20 - 1
 Exhaust System 32-9001

20.2 Change of expansion bellows

1 Remove necessary sheets on the insulation box on the in-line

engine the sheet (2) on the rear side, Fig 20-1.
2 Remove the screws of the clamp rings and remove the ex-
pansion bellows.
3 Check that the exhaust pipe flanges are parallel and posi-
tioned on the same centre line to avoid lateral forces on the bellows.

20.3 Suspension of the insulation box

The insulation box is mounted with flexible elements (3) to dampen
vibrations thus protecting the insulation. Replace the elements by new
ones, if necessary.

20 - 2
 32-200605-08 Starting Air System

21. Starting Air System

21.1 Description
The engine is started with compressed air of max. 30 bar. Minimum
pressure required is 15 bar. A pressure gauge (1) mounted on the
instrument panel indicates the pressure before the main starting valve.
The inlet air pipe from the starting air receiver is provided with a
non-return valve (2) and a blow-off valve (3) before the main starting
valve. The main starting valve may be operated either by the push
button (4) at manual starting, or pneumatically by a solenoid valve,
mounted on the air bottle for the overspeed trip device, at remote or
automatic starting of the engine.

Starting air system

1. Pressure gauge
2. Non-return valve
3. Blow-off valve
4. Push button
4
12. Spring 24
13. Flame arrester
14. Flange 25 28
1
15. Stop valve 26 29
16. End plate 12
17. Protecting plate 13
18. Spring
19. Plug
20. Liner
21. Piston 14
3
22. Cam 27
23. Plate
2
24. Top piece
25. Self-locking nut
26. Spindle
28. Piston
29. Vent hole
30. O-ring 23
15

22

16
30
21
17 20
18
19

Fig 21-1 3221519232

21 - 1
 Starting Air System 32-200605-08

When the main starting valve opens, the starting air passes partly
through the flame arrester (13) and the starting air distributing pipe
to the starting valves in the cylinder heads. Partly it passes to the
starting air distributor, which guides the control air to the starting
valves, which open and admit starting air to flow to the various
cylinders for suitable periods. V-engines have starting valves on the
A-bank, only.
As a precaution the engine cannot be started when the turning gear
is engaged. Starting air to the distributor is led through a stop valve
(15), mechanically blocked when the turning gear is engaged, thus
preventing start.

21.2 Main starting valve

21.2.1 Description

Inlet pressure is led through drillings to a small pilot valve with a pilot
piston (7). This valve can be manually operated by the push button (4)
or pneumatically operated by a solenoid valve for remote or automatic
start. When opening the valve, the air flows through drillings (9) to the
power piston (10), which exerts its thrust through a valve stem (11)
directly on to the main valve and opens this against the load provided
by a return spring (12) and inlet pressure. The inlet pressure acts under
the main valve and so helps to maintain a tight seal with the valve in
closed position.
The standard valve is arranged to open when energized.

Main starting valve

4. Push button 7
7. Piston 4
9. Drilling
10. Power piston 9
11
11. Valve stem 10
12. Spring
14. Flange

12

14

Fig 21-2 3221539045

21 - 2
 32-200605-08 Starting Air System

21.2.2 Maintenance

1 Remove the hexagon socket head screws and remove the

pilot valve assembly.
2 Remove the pilot valve piston (7).
3 Clean the pilot valve of any dirt which may block the small air
passages and holes.
4 Check all O-rings in the pilot valve and replace if they have
developed flat, become hard and brittle or been damaged in any way.
Lubricate the O-rings with oil.
5 Remove the power piston (10) and check the O-ring. Ensure
that the small vent hole to atmosphere in the cylinder under the
piston is clear.
6 When reassembling the valve ensure that the air passage
hole in the upper body flange lines up with the hole in the lower
body.
7 Remove the flange (14), spring (12) and main valve seat com-
plete with the valve stem (11). Examine O-rings as in step 4 above.

21.3 Starting air distributor

21.3.1 Description (Fig 21-1)

The starting air distributor is of the piston type with precision ma-
chined interchangeable liners (20). The liners as well as the pistons are
of corrosion resistant materials. The distributor pistons are controlled
by a cam (22) at the camshaft end. When the main starting valve opens,
the control pistons (21) are pressed against the cam, whereby the
control piston for that engine cylinder, which is in starting position,
admits control air to the power piston (28) of the starting valve. The
starting valve opens and allows pressure air to pass into the engine
cylinder.
The procedure will be repeated as long as the main starting valve is
open or until the engine speed is so high that the engine fires.
After the main starting valve has closed, the pressure drops quickly
and the springs (18) lift the pistons off the cam, which means that the
pistons touch the cam only during the starting cycle, and thus the wear
is insignificant.

21 - 3
 Starting Air System 32-200605-08

21.3.2 Maintenance

Normally, the starting air distributor does not need maintenance. If it

has to be opened for control and cleaning, remove the complete distribu-
tor from the engine. Certain pistons can be checked in situ.
1 Remove the protecting plate (17) and end plate (16). Loosen
all pipes from the distributor. Remove the fastening screws and lift
the distributor off.
2 Remove the plugs (19) at which the pistons (21) will come out
forced by the springs (18). Remove plate (23).
3 Take care not to damage the sliding surfaces of pistons and
liners.
4 In case of a stuck piston, use thread M8 at the end of the pis-
ton to get it out, if necessary.
5 It is recommended not to change the place of the pistons,
although they are precision machined to be interchangeable. Utilize
cylinder numbers stamped at the control air connections.
6 If a liner (20) is worn, press it out. It may be necessary to heat
the distributor up to about 200°C as Loctite is used for fixation and
sealing.
7 Clean the parts and check for wear.
8 Clean the bore carefully so that the new liner can be inserted
by hand. Otherwise there is a risk of deformation of the liner and
sticking of the piston. Replace the O-ring (30).
9 Apply Loctite 242 on the outside surfaces when mounting the
liner. Check that the openings in the liner correspond to those in
the housing.
10 Check that there is no Loctite on the inside sliding surfaces.
11 Apply Molykote Paste G to the piston sliding surfaces before
reassembly. Wipe off surplus paste. Check that pistons do not stick.
12 Apply silicon sealant to the intermediate plate (23). Do not
use too much as surplus sealant will be forced into the system when
tightening the fastening screws.
13 After mounting the distributor to the engine, but before con-
necting the control air pipes and end plate (16) with new O-ring,
check that all pistons work satisfactorily. This can be done e.g. by
connecting compressed air (working air of 6 bar) to the distributor
air inlet and by turning the crankshaft. It is then possible to see
whether the pistons follow the cam profile.

Caution! Do the testing with control air pipes and starting air pipe discon-
nected, otherwise the engine may start.

21 - 4
 32-200605-08 Starting Air System

21.4 Starting valve

21.4.1 Description (Fig 21-1)

The valve consists of a valve spindle (26) with a spring-loaded operating

piston (28) mounted in a separate housing.

21.4.2 Maintenance

Check and clean the valve in connection with overhauls of the cylinder
head.
1 Remove the fastening yoke and pull out the valve by using
the tool 4V83H77.
2 Unscrew the top piece (24). Use key handle on the top piece
and valve housing. If using a vice for holding the valve, put the top
piece in the vice so as not to deform the housing.
3 Open the self-locking nut (25) and remove the piston (28).
4 Clean all parts.
5 Check sealing faces of the valve and valve seat. If necessary,
lap the valve by hand. See instructions for the engine valves, chapter
12., section 12.3. Keep the piston on the valve spindle to get guiding.
6 If it is necessary to change the piston sealings, take care not
to deform the teflon ring, located outside the O-ring, more than
necessary. The mounting is easier if the teflon ring is warmed in hot
water. Lubricate the sealings and the piston with lubricating oil.
7 After reassembling the valve, check that the valve spindle
with the piston moves easily and closes completely.
8 Check that the vent holes (29) in the valve and cylinder head
are open.
9 Check that the O-rings of the valve housing are intact. Lu-
bricate with oil.
10 Check that the copper sealing is intact and in position, when
mounting the valve into the cylinder head.
11 Tighten the valve to torque stated in chapter 07.

21 - 5
 Starting Air System 32-200605-08

21.5 Starting air vessel and piping

The starting air system is designed to prevent explosions.
An oil and water separator as well as a non-return valve should be
located in the feed pipe, between the compressor and the starting air
vessel. At the lowest position of the piping there should be a drain valve.
Immediately before the main starting valve on the engine, a non-return
valve and a blow-off valve are mounted.
Drain the starting air vessel from condensate through the drain valve
before starting.
The piping between the air vessels and the engines should be care-
fully cleaned when installing. Also later on they should be kept free
from dirt, oil and condensate.
The starting air vessels should be inspected and cleaned regularly. If
possible, they should then be coated with a suitable anti-corrosive
agent. Let them dry long enough.
At the same time, inspect the valves of the starting air vessels. Too
strong tightening may result in damages on the seats, which in turn
cause leakage. Leaky and worn valves, including safety valves, should
be reground. Test the safety valves under pressure.

21.6 Pneumatic system

21.6.1 General description

The engine is equipped with a pneumatic system for control of the

following functions by means of identical solenoid valves:
· start of the engine,
· stop of the engine,
· starting fuel limitation,
· change-over of the thermostat valve.
The system includes a filter (12), an automatic water separating valve
(9), and furthermore, a vessel (6) and a non-return valve (11) to ensure
the pressure in the system in case of lacking feed pressure.
The main starting valve (8), which is described in detail in section
21.2, is actuated by the solenoid valve (3) at remote start. Fig 21-4
shows the solenoid valve. The valve is equipped with a push button and
can be energized manually.
At the same time that the main starting valve is actuated, an impulse
goes to the automatic water separator, which opens during the starting
cycle to expel condensated water separated by the filter (12).
The starting fuel limiter (15) is described in detail in chapter 22.,
section 22.7. During the starting cycle it is automatically actuated by
the solenoid valve (2), which is energized from the speed monitoring
system.

21 - 6
32-200605-08 Starting Air System

The pneumatic overspeed trip devices (13), described in detail in

chapter 22., section 22.6, are controlled by the valve (14) which is
actuated by the solenoid valve (4) on an electric signal from the speed
monitoring system, whereby the engine stops.
The push button of the solenoid valve is able to function as a local stop.
The thermostat valves (16), described in detail in chapter 19., are
actuated by the solenoid valve when the engine runs idle or at partial
load. The solenoid is controlled by a switch in the charge air circuit. Set
point, see chapter 19., Temperature control system.

Pneumatic system

1. Solenoid valve
2. Solenoid valve 16 15 14 13
3. Solenoid valve
12
4. Solenoid valve
5. Pressure control valve 11
6. Air vessel
7. Drain valve 10
8. Main starting valve 1 2 3 4
9. Valve + + + +

10. Valve - - - -

11. Non-return valve

12. Filter
8
13. Pneumatic overspeed 5
trip device 6 7 9
14. Valve 17
15. Starting fuel limiter
18
16. Thermostat valve
17. Open valve
18. Shut-off valve

Fig 21-3 3221549232

21.6.2 Maintenance

The system is built up of high class components. Usually it requires no

other maintenance than check of function, cleaning of the air filter (12)
and draining of condensated water from the vessel (6) using the
draining valve (7).

21.6.3 Check

When starting, check that the automatic water draining works by

watching whether water-mixed air flows out from the valve (9).
Regularly check the pressure after the pressure control valve (5). Shut
off valve (18), open valve (17) and read the pressure on the manometer

21 - 7
 Starting Air System 32-200605-08

panel (starting air manometer), Fig 21-3. Reset the valves in their
original position after reading.

21.6.4 Maintenance of pneumatic components

Filter (12, Fig 21-3). The bottom part of the filters is attached to the top
part with a thread. To open the filter, expel air and turn the bottom
part.
Clean the insert (1) and inside of the filter after each 8000 h.
Solenoid valve (1 - 4, Fig 21-3). In case of disturbance in the electric
function of the valve, test the valve by pushing the button (1). Should
there be a mechanical malfunction, open the valve using a special tool.
Check that the bores (2) and (3) in the seat are open and the gasket
(4) is intact. Change the valve if it does not function after cleaning.
Water draining valve (9, Fig 21-3). Clean the valve if there is any
disturbance. The valve can temporarily be disconnected by shutting
the valve (10).
Pressure control valve (5, Fig 21-3). The pressure control valve re-
quires no maintenance. Should there be a malfunction, change it.

Pneumatic components

Filter
1. Insert Filter Solenoid valve Pressure control valve
Solenoid valve
1. Button
2. Bore
3. Bore 1
3
4. Gasket
1 4
2

Fig 21-4 3221558932

21 - 8
 32-200517-04 Control Mechanism

22. Control Mechanism

22.1 Description
During normal operation the engine speed is controlled by a governor
(18) which regulates the injected fuel quantity to correspond with the
load.
The regulation movement is transferred to the regulating shaft (10)
through a spring-loaded rod (16), which enables stop or limit functions
to be transferred to the regulating shaft, irrespective of the governor
position. In V-engines the regulating shafts of the cylinder banks are
connected with rods in such a way, that the two regulating shafts work
synchronously together.
The movement from the regulating shaft, to the injection pump fuel
racks (1), is transferred through the regulating lever (4) and the spring
(3), which presses the pin (2), at the end of the fuel rack, against the
regulating lever. The torsion spring (3) enables the regulating shaft
and, consequently, the other fuel racks to be moved to a stop position,
even if one of the racks has jammed. In the same way the torsion spring
(5) enables the regulating shaft to be moved towards fuel-on position,
even if an injection pump has jammed in a no-fuel position. This feature
can be of importance in an emergency situation.
The engine can be stopped by means of the stop lever (6). When the
stop lever is moved to stop position, the lever (8) actuates the lever (7)
forcing the regulating shaft to stop position.
The engine is provided with two independent overspeed trip devices,
an electro-pneumatic device with tripping speed about 15 % above the
nominal speed, and a mechanical device with tripping speed about 18 %
above the nominal speed. The electro-pneumatic device moves every
fuel rack to a no-fuel position by means of a pneumatic cylinder on every
injection pump. The cylinder actuates the pin (2) at the fuel rack. The
mechanical device actuates the lever (14) moving the regulating shaft
to stop position. Both the electro-pneumatic and the mechanical device
can be tripped manually also, see section 22.5 and 22.6.
When starting, a fuel limiter will automatically limit the movement
of the regulating shaft to a suitable value. A pressure air cylinder limits
the position of the lever (11), see section 22.7.
The indicator (12) indicates the fuel rack position.
The speed governor is provided with a stop solenoid by which the
engine can be stopped remotely. The solenoid is also connected to the
electro-pneumatic overspeed protection system and to the automatic
stop system, which stops the engine at too low lubricating oil pressure,
too high circulating water temperature, or at any other desired func-
tion.
Next to the governor there is a fixed mechanical limiter affecting the
regulating shaft directly by means of the lever (13).

22 - 1
 Control Mechanism 32-200517-04

22.2 Maintenance

Special attention should be paid to the function of the system as a

defect in the system may result in a disastrous overspeeding of the
engine or in the engine not being able to take load.

a) The system should work with minimal friction. Regularly clean and
lubricate racks, bearings (also self-lubricating bearings (9)) and ball
joints with lubricating oil.
b) The system should be as free from clearances as possible. Check
clearances of all connections. Total clearance may correspond to
max. 0.5 mm of injection pump fuel rack positions.
c) Check regularly (see recommendations in chapter 04.) the adjust-
ment of the system; stop position, overspeed trip devices and start-
ing fuel limiter, see section 22.3.
d) When reassembling the system, check that all details are placed in
the right position, that all nuts are properly tightened and to torque,
if so prescribed, and that all locking elements like pins, retainer rings,
locking plates are in their positions. Check according to pos. a) - c) .

22.3 Check and adjustment

22.3.1 Stop lever stop position

a) Check:
• Set the terminal shaft lever (17) in the max. fuel position and the
stop lever (6) in the stop position.
• Check that the fuel rack position of all injection pumps is less than
3 mm.
b) Adjustment:
• Set the stop lever in the stop position and check that the lever (7)
contacts the lever (8) properly. A small torque can be set from the
governor, but not a too large one, because this will twist the shaft
unnecessarily, although little.
• Adjust the fuel rack position to 2 mm by adjusting the screws (20).

22 - 2
 32-200517-04 Control Mechanism

Control mechanism

1. Injection pump fuel rack 17

2. Pin
3. Spring
16
4. Lever 18
5. Spring
6. Stop lever
7. Lever 19
8. Lever
9. Bearing
10. Regulating shaft
15
11. Lever for starting fuel limiter
12. Indicator
13. Lever
14. Lever for mechanical
overspeed trip device
14
15. Lever
16. Spring-loaded rod
17. Lever for governor
18. Governor
19. Screw
20. Adjusting screw
20 10 0
WORK
20 1 50
40
30
12

10 20 30

STOP

8 6

A-A B-B C-C

A B C
9 10 1 2 11 12 13

5 4 3
A B C

Fig 22-1 3222519045

22 - 3
 Control Mechanism 32-200517-04

22.3.2 Governor stop position

a) Check:
• Move stop lever into work position.
• Set the governor terminal shaft lever in the stop position.
• Check that the fuel rack positions are 2 mm.
b) Adjustment:
• If the fuel rack positions are unequal, adjust first according to
section 22.3.1 b).
• Adjust the spring-loaded rod so that the fuel rack position of 2 mm
is obtained.
• If changing the governor, see section 22.4.

22.3.3 Mechanical overspeed trip device

a) Check of stop position

• Set the stop lever in the work position and the terminal shaft lever
in the max. fuel position.
• Release the overspeed trip device manually.
• Check that the fuel rack positions are less than 3 mm.
b) Adjustment of stop position
• The stop position is adjusted and locked by the engine manufac-
turer to provide a stop position equal to that of the stop lever. If
deviations occur, check lever fixations and wear.
c) Check and adjustment of tripping speed
• See section 22.5.

22.3.4 Electro-pneumatic overspeed trip device

a) Check of stop position

• Set the stop lever in the work position and the terminal shaft lever
in the max. fuel position.
• Release the overspeed trip device manually.
• Check that the fuel rack positions are less than 3 mm.
b) Adjustment of stop position
• The electro-pneumatic overspeed trip device requires no adjust-
ment.
• If a fuel rack position of less than 3 mm cannot be obtained, check
for wear.
• Temporarily, an adjustment to a lower fuel rack position can be
made by putting a thin washer under the plug (9).
c) Check and adjustment of tripping speed
• See section 22.6.

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 32-200517-04 Control Mechanism

22.3.5 Starting fuel limiter

a) Check of limit position

• Set the stop lever in work position and the terminal shaft lever in
max. fuel position.
• Connect pressure air to the cylinder (2) by solenoid valve (2), Fig
21-3, at which the limiter cylinder (2) will turn the regulating
shaft to the limit position.
• Check the fuel rack position. Suitable limitation is dependent on
the installation, normally about 26 mm.
b) Adjustment of limit position
• Connect pressure air to the cylinder (2).
• Loosen the fastening screw (3) of the limitation lever.
• Turn the regulating shaft to the desired limitation of the fuel rack
position.
• Move the limitation lever against the limitation piston (1).
Tighten the fastening screw in this position.
• Check according to pos. a) above.
c) Check of function
• See section 22.7.

22.3.6 Indicator of fuel rack position

Check that the indicator corresponds to the fuel rack positions. If not,
loosen the grub screw and adjust the indicator to the correct value.

22.4 Speed governor

22.4.1 General

The engine can be equipped with various governor alternatives depend-

ing on the kind of application. Concerning the governor itself, see the
attached governor instruction book.

22.4.2 Hydraulic governor drive

The governor is driven by a separate drive unit, which, in turn, is driven

by the camshaft through helical gears. The governor is fastened to this
drive unit and connected to the drive shaft through a serrated connec-
tion. The governor, with drive, can thus be removed and mounted as a
unit or the governor can be changed without removing the drive unit.

22 - 5
 Control Mechanism 32-200517-04

Pressure oil is led, through drilling’s in the bracket, to the bearings

and to a nozzle for lubricating the gears. The gear and the serrated
coupling sleeve are mounted to the shaft with interference and secured
with spring pins.

Check at recommended intervals:

• radial and axial clearances of bearings
• gear clearance
• oil drilling’s and nozzle to be open
• gears and serrated coupling sleeve to be firmly fastened to the
shaft
• serrations of coupling sleeve and governor drive shaft for wear.

Change worn parts.

22.4.3 Removal of governor

1 Loosen the terminal shaft lever (17) and governor electrical

connection.
2 Open the screws (19) and pull the governor vertically up-
wards. The governor must not fall or rest on its driving shaft.

22.4.4 Mounting of governor

When mounting the same governor, check that the mark on the lever
(17) corresponds to that of the shaft. Check the setting according
to section 22.3.
When mounting a new governor, proceed as follows:
1 Mount the governor into position on the governor drive.
2 Turn the governor terminal shaft to the position according to
Fig 22-2 (in counter-clockwise direction seen from the driving end).
3 Mount the terminal shaft lever (17) as follows, Fig 22-2.
4 Lock the fastening screw and mark the position of the termi-
nal shaft lever with a mark on the shaft corresponding to that of the
lever.
5 Move the fuel rack into the position according to Fig 22-2.
6 Adjust the spring-loaded rod length to fit between the levers
(17) and (15). Do not forget to secure the nuts.
7 Check according to section 22.3

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 32-200517-04 Control Mechanism

Governor shaft settings

R32 V32
B Governor B Governor
shaft Shaft

R1 R1
α
α L
L

A
A

β β
R2 R2
Control Control Engine block V32
shaft shaft

Engine block R32

Governor basic settings: Woodward
Engine Governor A B L R1 R2 α β Rack h Governor
type type (mm) (mm) (mm) (mm) (mm) (˚) (˚) (mm) indicator
4R32 UG10 281.1 325.5 (420) 65 50 0 50±5 7.5 1.5
R32 PGA
PGG 101 460.1 (450) 90 50 13.5 0±3.75 7.5 1.7
EGB
PGEG
V32 PGA
PGG 244.4 319.5 (365) 90 50 30.2 25±3.75 7.5 1.7
EGB
PGEG

Fig 22-2 322256200344

22.5 Mechanical overspeed trip device

22.5.1 Description

The overspeed trip device is of the centrifugal type. It will trip when
the engine speed exceeds the nominal speed, see test records and
chapter 06., section 06.1. The tripping mechanism is fastened directly
to the camshaft end. When the engine speed increases, the centrifugal
force on the tripping mechanism increases and exceeds the force of the
spring (1) at the set tripping speed. The weight (2) is then thrown
outwards forcing the latch (3) to turn, thus releasing the spindle (4),
which is forced outwards by the working spring (5). The V-engine is
provided with double working springs.

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 Control Mechanism 32-200517-04

The force is transferred to the regulating shaft by the lever (6) and a
claw coupling on the regulating shaft, and the regulating shaft is
turned to the stop position.
The overspeed trip device may be tripped manually by the lever (7).
The engine cannot be restarted before the lever (6) has been manually
depressed so far that the latch (3) engages the piston of the spindle (4).
A switch (8), indicating released overspeed trip device, may be pro-
vided.

Mechanical overspeed trip device

1. Spring 6 4 5
2. Weight
3. Latch
4. Spindle
5. Working spring
6. Lever
7. Lever
8. Micro switch
In 8- to 18-cylinder
engines only
9. Plug 7
10. Locking screw A
11. Screw
12. Drain hole 9
13. Screw
14. Adjusting screw VIEW A
15. Slotted washer 8

1
3
11

14
10 15
13

12

Fig 22-3 3222529650

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32-200517-04 Control Mechanism

22.5.2 Check of tripping speed

Check the tripping speed at idle by increasing the engine speed above
the nominal speed by slowly forcing the lever (15, Fig 22-1) with a
suitable wrench in direction from the engine. When the nominal speed
is reached and exceeded, the governor begins to decrease the fuel
setting, i.e. the control shaft must be forced against the force of the
governor. Retension the working spring of the overspeed trip device
manually by means of the lever (14). Use the tool 2V80K09 or a steel
bar or pipe with the outside diameter of max. 22 mm. Engine cannot
be started before the mechanical overspeed device is reset.

Do not increase the engine speed by more than 40 RPM above the
tripping speed.

The specified tripping speed, see test records and chapter 06., section
06.1.

NOTE! The tripping speed stated in chapter 06., section 06.1 is for a
preheated engine, it may differ on an engine which has reached
normal operation temperature.

When checking the specified tripping speed, the electro-pneu-

matic overspeed trip device must be adjusted to a speed of 40 RPM
above the tripping speed of the mechanical overspeed trip device.
Do not forget to readjust it to the normal tripping speed, see section
23.2.6.

22.5.3 Adjustment of tripping speed (Fig 22-3)

1 Remove the plug (9).

2 Turn the crankshaft until the locking screw (10) is in front of
the opening.
3 Loosen the locking screw (10). If a higher tripping speed is
desired, tense the spring by screwing the adjusting screw (14) in by
the adjusting tool 4V84G232. If a lower tripping speed is desired,
screw the screw outwards.
4 Tighten the locking screw (10) to the stated torque, see sec-
tion 07.1.
5 Mount the plug (9) and check the tripping speed according to
instruction above.

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 Control Mechanism 32-200517-04

6 The spring can be replaced through the opening of the plug,

if necessary.

22.5.4 Maintenance

1 Remove the tripping mechanism by removing the screws (11).

2 Remove the spindle (4) with piston and spring (5).

Be very careful when removing the spring (5). Use tool 4V83H73.

3 Check all moving parts for wear and replace with new ones,
if necessary.
4 Check that the drain hole (12) open.
5 Tighten the screws (11) to torque when assembling and lock
with steel wire.
6 Tighten the screws (13) to torque.
7 Use tool 4V83H73 when mounting the spring.
8 Check the tripping speed according to section 22.5.2.

22.6 Electro-pneumatic overspeed trip device

22.6.1 Description (Fig 22-4)

The overspeed trip device is electronically controlled. Air of max. 30 bar

is used as operating medium. The specified tripping speed, see test
records and chapter 06., section 06.1.
The three-way solenoid valve (4), Fig 21-3, gets the stop signal for
overspeed from the electronic speed measuring system. The solenoid is
also connected to the stop system.
When the solenoid valve (4) opens, air is fed to the three-way valve
(14), Fig 21-3, which conveys pressure air to the cylinders (13, Fig 21-3),
one for each injection pump. The piston of the air cylinder actuates the
pin on the fuel rack moving it to stop position.
The stop signal is normally energized long enough to stop the engine
completely. When de-energized, the air is evacuated through the three-
way valve and the piston is forced back to the end position by the spring
(8), Fig 22-4.
The solenoid valve (4) can also be operated manually.

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32-200517-04 Control Mechanism

Electro-pneumatic overspeed trip device

6. Pin
7. Piston
8. Spring
9. Plug 6

7 8 9

Fig 22-4 3222539517

22.6.2 Check and adjustment of stop position

a) Check of stop position

• Set the stop lever in the work position and the terminal shaft lever
in the max. fuel position.
• Release the overspeed trip device manually.
• Check that the fuel rack positions are less than 3 mm.
b) Adjustment of stop position
• The electro-pneumatic overspeed trip device requires no adjust-
ment.
• If a fuel rack position of less than 3 mm cannot be obtained, check
for wear.
Temporarily, an adjustment to a lower fuel rack position can be made
by putting a thin washer under the plug (9).

22.6.3 Check of tripping speed

Check the tripping speed at idle by increasing the engine speed above
the nominal speed by slowly bending the lever (15) with a suitable
wrench in direction from the engine. When the nominal speed is
reached and exceeded, the governor begins to decrease the fuel setting,
i.e. the control shaft must be forced against the governor force.

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 Control Mechanism 32-200517-04

Do not increase the engine speed by more than 60 RPM above the
tripping speed.

The specified tripping speed, see test records and chapter 06., section
06.1.

22.6.4 Adjustment of tripping speed

Adjustments will be made in the box of the electronic speed measuring

system, see instructions for speed measuring system, chapter 23.

22.6.5 Maintenance

a) Three-way solenoid valve

• If the solenoid is out of order, replace it by a new one.
• If the valve does not move, clean all channels. Check the valve
piston.
• If air is leaking to the cylinders, change the sealing’s.
b) Air cylinder, Fig 22-4
• Check for wear.
• Check the tightness of the piston. Replace sealing’s by new ones,
if necessary. Take care not to deform the teflon ring outside the
O-ring.
• Lubricate the sealing’s and piston with lubricating oil.
• Check that the piston does not stick.

22.7 Starting fuel limiter

22.7.1 General (Fig 22-5)

Always when starting either automatically, remotely or manually, a

limiter will automatically limit the injected fuel quantity.
Always when the engine is not operating (and provided with auxiliary
voltage), the three-way solenoid valve (2), Fig 21-3, is energized con-
necting the air distributing pipe with the limiting cylinder. As the main
starting valve is opened when starting the engine, starting air is
admitted to pass from the distributing pipe to the limiting cylinder. The
piston (1) is then forced out limiting the fuel injection by a lever (7),
which is fastened to the regulating shaft. As the engine reaches
100 RPM below the nominal speed relay in the speed measuring system

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32-200517-04 Control Mechanism

de-energizes the solenoid valve (2), Fig 21-3. The de-energizing is

delayed two seconds so that the engine will reach nominal speed before
the limitation is cut off.
On main engines started up to a lower speed, a lower de-energizing
speed has to be used.

Starting fuel limiter

1. Limitation piston
2. Cylinder
3. Screw 1
7. Lever 2

Fig 22-5 3222549517

22.7.2 Check and adjustment of limitation

a) Check of limit position

• Set the stop lever in work position and the terminal shaft lever in
max. fuel position.
• Connect pressure air to the cylinder (15) by the solenoid valve (2),
Fig 21-3, at which the limiter cylinder (2) will turn the regulating
shaft to the limit position.
• Check the fuel rack position. Suitable limitation is dependent on
the installation, normally about 26 mm.
b) Adjustment of limit position
• Connect pressure air to the cylinder (2).
• Loosen the fastening screw (3) of the limitation lever.
• Turn the regulating shaft to the desired limitation of the fuel rack
position.
• Move the limitation lever against the limitation piston (1).
Tighten the fastening screw in this position.
Check according to pos. a) above.

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 Control Mechanism 32-200517-04

22.7.3 Check of function

1 Check that the limitation is achieved as soon as the main

starting valve opens.
2 Check that the correct limitation is achieved during the ac-
celeration period.
3 The limitation is cut off at 100 RPM below nominal speed
delayed for two seconds.
This can best be checked during the acceleration period. When the
limitation cut of speed is reached and exceeded, the piston of the
starting fuel limiter is returned to its normal position, with a delay
of two seconds. The delay can electrically be checked according to
section 23.2.3.2
On main engines a cut-off speed lower than the minimum running
speed is used.

22.7.4 Maintenance

1 If the limitation gradually retires before the three-way solenoid

valve (2), Fig 21-3, releases the pressure, it can depend on:
• Leaky piston (1). Replace the sealing by a new one. Take care not
to deform the teflon ring, outside the O-ring, more than necessary.
Apply a few drops of lubricating oil on the piston before assembly.
• Leaky three-way valve.
2 If the valve does not receive voltage or receives voltage dur-
ing wrong periods, check the control relays. See wiring diagram and
manufacturer’s instruction, chapter 23.
3 If the limiter does not work, check the coil. If the coil is undam-
aged, check that the cylinder (15) or three-way valve (2) does not
stick.
4 The three-way valve normally requires no maintenance. If the
coil has broken, e.g. due to over voltage, replace the coil by a new
one. If the valve is probable to be blocked by dirt, it can be disman-
tled for cleaning, provided that special care is taken. Do not damage
the sealing faces. Check that all parts are mounted correctly. If
further troubles, replace the valve by a new one.
5 Check according to 22.7.2 and 22.7.3.

22 - 14
 32-200116 Instrumentation and Automation

23. Instrumentation and Automation

23.1 Monitoring equipment mounted

on the engine

23.1.1 Instrument panel

The instrument panel (1, Fig 23-1 and Fig 23-2) is flexibly suspended
on three rubber elements at the free end of the engine. The following
instruments are included:
Manometer for: Sensor code
— starting air before the engine PT301
— fuel oil before the engine PT101
— lube oil before the engine PT201
— HT water pressure before the engine PT401
— LT water pressure before the engine PT451
— charge air PT601
Instrument for engine speed ST173/SI173
Running hour counter KI791

The connection pipes to the manometers are provided with valves,

which make it possible to change the manometers during operation.
The instruments require no service. Erroneous or damaged instru-
ments should be repaired or changed at the first opportunity.
The rubber elements for suspension of the instrument panel, are to
be checked after longer operating periods and to be replaced by new
ones, if necessary.

23.1.2 Thermometers

• exhaust gas thermometer for each cylinder (2) (Only marine

engines)
• lube oil before (3) and after (4) the lube oil cooler
• HT water before (5) and after (6) the engine
• HT water after the turbocharger (7)
• charge air in the air receiver (8)
• LT water before (9), between (10) and after the coolers (11)
• fuel before the engine (12)
Erroneous and damaged thermometers are to be replaced by new ones
at the first opportunity.

23 - 1
 Instrumentation and Automation 32-200116

Monitoring equipment, In-line engine

4 8 TE601 TE201 10

PSZ201

PS201-1

PT201 5

9
PS101 PS301
3
PS451

PS401
PDS113
11 LS107A

14 SE518 21 7 2 TE501A...TE501B 6 TE402

TSZ402
PT901A
GS166
ST180
GS172

ST173

ST175

1 GS792

12 QU700 LS204 FSZ911A...FSZ920B

Fig 23-1 3223319901

23 - 2
32-200116 Instrumentation and Automation

Monitoring equipment, V-engine

FSZ911A...FSZ920B
6 TE601 8 PS401
7 13 TE501A...TE501B
TSZ402 PS301
TE402 11
12
PT201
9 5

PS201-1

PSZ201
PS451
PS101

14 14 SE528
2 GS166 GS172
PT901A
SE518
1

LS107A

LS107B
ST173
11
ST175 ST180
GS792 TE201 9

TE700...TE707 QU700 LS204

Fig 23-2 3223329901

23.1.3 Combined visual pressure drop indicators

and alarm switches

• Too high pressure drop across the lube oil filter when mounted on
the engine (PDS243).

23 - 3
 Instrumentation and Automation 32-200116

• Too high pressure drop over the fuel filter when mounted on the
engine (PDS113).

23.1.4 On/off switches

a) Alarm switches: A standard system for alarm switches has been

developed for VASA 32. In the system a distinction is made between
marine- and power plant engines.
Sensor type: A= analogue, B= binary, Adv.= advanced- and
Ext.= extended system.

Pressure sensors
DPP
Function Code Type Marine
Basic Adv. Ext.
Fuel oil pressure, inlet PT101 A • • •
Prelube oil pressure, low PS201-1 B •
Lube oil pressure, inlet PT201 A • • •
Lube oil pressure, inlet, stop PSZ201 B • • •
Starting air pressure, inlet PT301 A • • •
HT-water pressure, inlet PT401 A • • •
LT-water pressure, inlet PT451 A • • •
Charge air pressure CAC, outlet PT622 A • • •

Pressure sensors
DPP
Function Code Type Marine
Basic Adv. Ext.
Fuel oil pressure, inlet PS101 B •
Fuel oil pressure, start of stand-by pump PS110 B •
Lube oil pressure, inlet PS201 B •
Pre. lube oil pressure, inlet PS201-1 B •
Start block from lub. oil pressure (Only 4R32 with start-
ing motor) PS201-2 B •
Lube oil pressure start of stand-by pump PS210 B •
Starting air pressure, inlet PS301 B •
HT-water pressure, inlet PS401 B •
HT-water pressure start of stand-by pump PS410 B •
LT-water pressure, inlet PS451 B •
LT-water pressure start of stand-by pump PS460 B •
Control high/low load, if load dep. LT-term PS622-2 B •
Lube oil pressure, inlet, stop PSZ201 B •
HT-water pressure low (load reduction) PSZ401 B •

23 - 4
32-200116 Instrumentation and Automation

Temperature sensors
DPP
Function Code Type Marine
Basic Adv. Ext.
Fuel oil temperature, inlet TE101 A • • •
Lube oil temperature, inlet TE201 A • • • •
Lube oil temperature, outlet TE202 A • •
HT-water temperature, inlet TE401 A • •
HT-water temperature, outlet TE402 A • • • •
LT-water temperature, inlet TE451 A • •
LT-water temperature, outlet TE452 A • •
HT-water temperature, outlet, stop TSZ402 B • • •
Charge air temperature CAC, outlet TE601 A • • • •
Charge air temperature CAC, outlet, stop TSZ601 B • • •
High exhaust temperature after each cylinder TE501A
and TC, R32 and V32  A-bank ... A • •
TE509A
High exhaust temperature after each cylinder TE501B...
and TC, V32  B-bank TE509B
A • •
Main bearing temperature TE700 ...
TE710 A • • • •
High exhaust temperature after each exhaust gas TE51CA,
valve, R32 TE51DA...
A • •
TE59CA,
TE59DA
High exhaust temperature after TCA, R32 and V32 TE517 A • • •
High exhaust temperature after TCB, V32 TE527 A • • •
High exhaust temperature after each exhaust gas TE51CA,
valve, V32 TE51DA...
A • • •
TE59CB,
TE59DB

23 - 5
 Instrumentation and Automation 32-200116

Other sensors
DPP
Function Code Type Marine
Basic Adv. Ext.
Fuel leakage, block alarm, free end, R32 and V32 A-
bank
LS107A B • • • •
Fuel leakage, block alarm, driving end, R32 and V32
A-bank LS108A B •
Fuel leakage, block alarm, free end, V32 B-bank LS107B B • • • •
Fuel leakage, block alarm, driving end, V32 B-bank LS108B B •
Injection pipe leak alarm system, R32 and V32 A-
bank
LS103A B •
Injection pipe leak alarm system, V32 B-bank LS103B B •
Fuel oil filter pressure drop, only in R32 PDS113 B • •
Fuel oil filter pressure drop, only in R32 PDT113 A • •
Alarm low lubricating oil level (If wet sump) LS204 B • • • •
Lubricating oil filter, pressure drop, only in R32 PDS243 B • •
Lubricating oil filter, pressure drop, only in R32 PDT243 A • •
Turning gear engaged GS792 B • • • •
Fuel rack position GT165 B •
Start lever in stop position GS171 B •
Mechanical overspeed trip released GS172 B • • • •
Start lever not in run position, optional if gas engine GS177 B • •
Crankcase pressure PT700 A • • •
Sealing oil pressure, optional if gas engine PT786 A • •
High pressure in annular pipe, optional if gas engine PS921 B • •

Optional if nozzle cooling system (only diesel engines)

DPP
Function Code Type Marine
Basic Adv. Ext.
Nozzle oil pressure, inlet PS131 B • • •
Nozzle oil temperature, inlet TS131 B • • •
Nozzle oil temperature, outlet TS132 B • • •

Cylinder liner
DPP
Function Code Type Marine
Basic Adv. Ext.
Cylinder liner temperature, if WECS TE711A...
TE793B A •

23 - 6
32-200116 Instrumentation and Automation

b) Stop switches: The following switches for automatic stop are

mounted on the engine as standard:
• too low lube oil pressure (PSZ201)
• too high cooling water temperature (TSZ402)
c) Other switches: The following switches can be supplied as extra
equipment:
• fuel oil temperature before the engine
• LT water temperature before the engine
• charge air pressure
• air pressure before the engine
• electro-pneumatic overspeed trip device
The switches may, due to continuous development, differ from the
above stated standard system.

23.1.4.1 Check of switches:

All switches are pre-adjusted at the factory.
Check the function of all switches at intervals recommended in chapter
04. If any switch is suspected to be wrongly set or broken, it should
immediately be checked and, if necessary, adjusted or replaced by a new
one. Pressure and temperature switches can be checked during operation.
a) Temperature switches: The switches are fitted into special pockets
and can thus be lifted off for checking also during operation. The
check should be carried out so that the sensor part of the switch is
inserted into liquid, e.g. oil, which is slowly heated.
Watch at which temperature the micro switch breaks. The correct
temperature is stated in chapter 01. and is normally stamped on the
switch as long as the switch has not been adjusted to another
temperature. Connect the switch correctly when mounting. Also the
pockets are to be removed and cleaned when the systems are
emptied for other reasons.
b) Pressure switches: The manometer of the instrument panel may be
utilized for checking during operation as follows:
• Shut the ball cock on the common pipe to the manometer and the
switch.
• Carefully open the pipe union nut on the pressure switch so that
the pressure switch gives a signal.
The correct pressure is stated in chapter 01. and is normally stamped
on the switch as long as it has not been adjusted to another pressure.
The alarm switch for too low prelube oil pressure is set for rising
pressure and, thus, this method does not give the correct value. A rough
check can however be made when taking into consideration that the
switch will display a value about 0.2 bar lower at falling pressure.
c) Pressure drop indicator: When checking the fuel and lube oil switch
it is enough when the connection before the filter is accessible.
When checking the alarm pressure of the switch an adjustable
overpressure device and a manometer are to be connected to the switch
connection before the filter (the higher pressure).

23 - 7
 Instrumentation and Automation 32-200116

The pressure is raised until the indicator at the end of the switch
operates and the manometer pressure can be read.
The pressure is to be 1.5 ± 0.3 bar.
d) Other micro switches: These switches can easily be checked when
the engine is out of operation, e.g.
• The mechanical overspeed trip device is tripped manually (chap-
ter 22., section 22.5) and should give alarm.
• The control shaft is turned until the load indicating switch opera-
tes. Check which load this corresponds to.

Caution! Never set any of the alarm or stop switches out of function.

If any of the switches gives a false alarm the reason should be found
out, and the fault should be remedied immediately.

23.1.5 Transducers for remote measuring

The engine is as standard supplied ready for connection of the following

transducers:
a) Temperatures: The connection points are located next to the respec-
tive local thermometers unless otherwise stated.
• charge air in the air receiver
• lube oil before and after the oil cooler
• HT water before and after the engine
• HT water before and after the turbocharger
• inlet LT water
• exhaust gases for the individual cylinders
• exhaust gases before (13) and after (14) the turbocharger.
b) Pressures: The connection points are located at the pipes of the
respective manometers on the instrument panel.
• charge air
• lube oil before the engine
• inlet LT water
• fuel oil after the filter
• starting air
• HT water before the engine
c) Miscellaneous:
• transducers for turbocharger speed (SE518, SE528)
• detector for crankcase smoke (QU700)
• load indicator
In the instrument specification supplied with the engine documenta-
tion, it is specified which transducers should be installed, as to type as
well as to manufacturing.

23 - 8
 32-200116 Instrumentation and Automation

23.2 Despemes Speed Measuring System

for Diesel Engine

23.2.1 Introduction

DESPEMES — Diesel Engine Speed Measuring System — is an

electronic speed measuring system especially designed for diesel en-
gines in marine and stationary installations.
The following functions are included in the equipment:
• measuring of engine speed
• 4 speed-controlled relay functions
• measuring of one or two turbocharger speeds
• 3 additional relay functions as option

23.2.2 Theory of Operation

23.2.2.1 Diesel engine speed

The engine speed is sensed by means of a touchfree, inductive proximity
switch mounted to count the cogs passing its sensing head when the
engine is running.
The frequency output from the sensor, proportional to the engine
speed, is converted to a DC-voltage of 0 - 10 V. This voltage is buffered
and fed out to be measured by the remote voltage-measuring, panel
mounted, speed indicators.

23.2.2.2 Relay functions

The speed signal is transferred to the relay driver circuit, controlling
the relay functions. There are 4 separate relays, which can individually
be adjusted to switch at any speed of the engine speed range, addition-
ally with an individually adjustable delay.
The relays have two change-over contacts with a breaking capacity
of 110 V DC/0.3 A or 24 V DC/1 A.

23.2.2.3 Turbocharger speed

A magnetic sensor is attached against the end of the turbocharger shaft,
sensing its speed. The sinusoidal voltage from the sensor is amplified
and converted to a square wave signal before being converted into a
speed proportional DC-voltage.

23 - 9
 Instrumentation and Automation 32-200116

23.2.2.4 Digital output

The speeds can be measured as a frequency with a frequency counter.

Note! The frequency is not equal to the numerical value of the speed.The
actual conversion factors are written on the printed circuit cards.

23.2.2.5 Additional relay functions

Additional triple-relay card with voltage-controlled relays can be sup-
plied as option.
The relays can be controlled by engine speed or by an external
DC-voltage or with a potentiometer.

23.2.3 Functional Circuit Cards

The DESPEMES speed measuring system includes the following

printed circuit boards:
1 Power supply
DC/DC 24 V DC
alt. 48...110 V DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1
2 nDE measuring converter with relay function
for engine speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2
3 Relay I
3 speed-controlled relay functions with optional delay. . . . . . . . C3
4 nTC measuring converter
for one or two turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4
5 Relay II
3 voltage-controlled relay functions with optional delay . . . . . C5

23 - 10
32-200116 Instrumentation and Automation

23.2.3.1 C1, Power supply DC/DC

Supply voltage: . . . . . . . . . . . . . . . . . . . . . . . . 18...40 V DC smoothed
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . alt. 40...160 V DC
Output voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±12 V ±0.5 V
Output current: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±500 mA
Output ripple:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±100 mV
Ambient temperature: . . . . . . . . . . . . . . . . . . . . . . . . . . - 25 ... + 71°C
Short-circuit-proof:. . . . . . . . . . . . . . . . . . . . . . by current limitation
Isolation voltage: . . . . . . . . . . . . . . . . . . . . . . . . . 2 kV, 50 Hz, 1 min
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 kV, 1.2/50 µs
Fuse: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 A, 5 × 20 mm

The power supply is short-circuit-proof and overheating protected. A

green light emitting diode indicates that voltage is provided.

Power supply C1

D13
DC O/P ADJUST

R29 (+)
DC
R21 (-)
F1
1 3 13 15 17

- + - +
U IN +-12V

Fig 23-3 3223548935

23.2.3.2 C2, nDE measuring converter with relay function for the
engine speed
a) Theory of operation: The speed sensor is a touchfree proximity
switch attached against a cogwheel to count the cogs passing. The
output from the sensor is a square-wave frequency proportional to
the engine speed.
The frequency is converted to a DC-voltage proportional to the input
frequency. This voltage flows through a buffer which provides the
measuring voltage for the remote speed indicators. The same buffered
voltage operates the relay.
The switchpoint can be adjusted over the whole speed range with an
adjustable delay.
Frequency output can be used for measuring the speed digitally.

23 - 11
 Instrumentation and Automation 32-200116

There is an on-card precalibrated test function which simulates a

certain engine speed and can be used for checking the system.
b) Adjustment procedures:
• The analog speed measuring signal 0 - 10 VDC
The card is accurately precalibrated at the factory. Nevertheless, if a
recalibration is required, there is a potentiometer, P501, at the utmost
left hand side of the card. When turning CW, the output will increase
and vice versa.
• The relay switchpoint and delay
The switchpoint is preadjusted at the factory. However, if an adjust-
ment is required, the procedure is as follows:
P502: switchpoint: the middle potentiometer
P503: delay: at the right hand side of the card
1 Determine the nDE-card amplification:

nmax (rpm) = Umax [V DC]

2 Calculate corresponding output voltage at specified relay

switching speed:

nx (rpm) x Umax (V DC)

Ux [V DC] =
nmax (rpm)

3 Adjust P502 to the calculated TP4 voltage:

Ex: VASA 32: Specified switching speed: 620 rpm

1000 rpm ^
= 10 V DC

620 rpm x 10 V DC
U620 = = 6.2 V
1000 rpm

Adjust the TP4 voltage to 6.2 V

The delay can be determined by bridging TP3 and counting the delay
time until the relay turns on and the LED lights up.
Test points
TP1: The pulse train from the speed sensor or the calibrating frequency
when TP3 is bridged.
TP2: The unbuffered output from the frequency/voltage converter: 0 -
10 V DC, depending on the engine speed.
TP3: Bridging the points, using eg. a small screwdriver, the test
oscillator will start. ( The sensor cable must be disconnected.)
TP4: The P502 adjusted voltage corresponding to the relay switchpoint
wanted.
TP5: The P503 adjusted voltage corresponding to the specified delay.

23 - 12
32-200116 Instrumentation and Automation

c) Technical specification
Inputs:
Frequency: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...8000 Hz
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 V pk square wave
Supply voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +12 V, -12 V, 0 V
Current consumption: . . . . . . . . . . . . . . . . . . . . . . . . . . Max. 40 mA
Outputs:
Frequency: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 V pk, square wave
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . short-circuit-proof
Voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...10 V DC
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 mA, short-circuit-proof
Unlinearity: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±0.1 %
Temperature coefficient: . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.03 %/K
Relay function
Switchpoint: . . . . . . . . . . . . . . . . . . . . 0...100 % of measuring range
Delay: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...10 sec
Contacts: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 change-over contacts
Breaking capacity: . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 V DC/0.3 A
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V DC/1.0 A
Test
Test point:. . . . . . . . . . . . . . . . . . . . . . . . . Approx. 80 % of full scale
Ambient temperature: . . . . . . . . . . . . . . . . . . . . . . . . . . . - 25...+71°C

nDE measuring converter C2

Switchpoint

Output
Delay
TP5

TP2

TP1
TP3

fU

+2s

2 9 30 29 31 13 15 17

n f +
- +
+12V
0...10V

Fig 23-4 3223558935

23 - 13
 Instrumentation and Automation 32-200116

23.2.3.3 C3, Relay Card

a) Theory of operation: The card includes three relays each relay hav-
ing two change-over contacts. The output voltage from the nDE-card:
C2 is supplied to three comparators where the relay switchpoints
can be individually adjusted for each relay, optionally with adjust-
able delay.
The relays operate either according to the closed circuit principle
or to the open circuit principle.
The relays can be programmed for either delay on operate or
release or without delay.
The third relay channel can be programmed with self-holding,
demanding external reset. One change-over contact of the relay is,
however, needed for this operation. A green or red light emitting
diode indicates that the relay is switched on.
b) Adjustment procedures: The switchpoint of the relays are adjust-
able with trimpotentiometers. The testpoints indicate the adjust-
ment.
PT601, TP1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . relay nDE1
P602, TP2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . relay nDE2
P603, TP3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . relay nDE3
1 Determine the amplification of the nDE-card:

nmax (rpm) = Umax [V DC]

( nmax is normally 1000 rpm and Umax 10VDC on VASA 32)

2 Calculate the voltage corresponding to the rotation speed at
which the relay switches on.

nx (rpm) x Umax(V DC)

Ux [V DC] =
nmax (rpm)

3 Adjust the channel potentiometer to the calculated value of

the TP voltage.
By short-circuiting TP3 on the nDE-card ( C2 ) the possible delay
of the relays can de determined. Respective trimpotentiometers are
P604, P605, P606.

Note! During the test, the adjusted switchpoint of the relay can be ad-
justed to a value below the test voltage, if this is higher than the
voltage generated by the test oscillator (TP3 at card C2).

23 - 14
32-200116 Instrumentation and Automation

c) Technical specification
Inputs:
Supply voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +12 V, 0, -12 V
Current consumption: . . . . . . . . . . . . . . . . . . . . . . . . . . . max 60 mA
Control voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...10 V DC
Outputs:
3 relays, each having two changeover contacts.
Switchpoint: . . . . . . . . . . . . . . . . . 0...100 % of the measuring range
Delay: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...30 sec.
Breaking capacity: . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 V DC/0.3 A
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V DC/1.0 A
Ambient temperature: . . . . . . . . . . . . . . . . . . . . . . . . . . . . -25...+71°C

Relay Card C3

Switchpoint 2 adj.

Switchpoint 1 adj.
Switchpoint 3
Delay 3

Delay 2

Delay 1
RELAY I
n1 DE n 2DE n 3 DE

TP3

TP2

TP1
2 8 4 7 9 5 10 26 16 18 23 12 19 30 28 31 29 24 27 13 15 17
- 0 +

0...10V +-12VDC

Fig 23-5 3223568935

23 - 15
 Instrumentation and Automation 32-200116

23.2.3.4 C4, TC-card: Measuring converter for one alt. two tur-
bochargers
a) Theory of operation: The sine wave signal of the turbocharger speed
sensor is amplified and transmitted to a squarewave signal. This
can be measured by a frequency counter.
The square wave frequency signal is converted to a speed-propor-
tional voltage 0...10 V. This is buffered and forms the measuring
voltage for the remote speed indicators.
The card may consist of two channels.
b) Adjustment procedures: The analog output re-adjustment can be
done by means of the potentiometers P701 and P711.
P701 : nTC1
P711 : nTC2
When turning the pot. CW, the output will increase and vice versa.
c) Technical specification:
Inputs:
Frequency: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...8000 Hz
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . > 100 mVpp sine
Supply voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +12 V, 0, -12 V
Current consumption: . . . . . . . . . . . . . . . . . . . . . . . . . . . max 35 mA
Outputs:
Frequency: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Vpp
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 mA, short-circuit-proof
Voltage: . . . . . . . . . . . . . . . . . . . . 0...10 V, 15 mA, short-circuit-proof
Unlinearity: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ± 0.1 %
Temperature dependence: . . . . . . . . . . . . . . . . . . . . . . . . < 0.03 %/K

TC-card C4
Output 2

Output 1

n TC
n n
TC1 TC2
P 711

P 701

fU fU

21 22 23 6 20 11 14 2 13 15 17
- +
n f n f +- 12VDC

Fig 23-6 3223578935

23 - 16
32-200116 Instrumentation and Automation

23.2.3.5 C5 Relay II

a) Theory of operation: The card consists of 3 voltage-controlled re-

lays, each having one change-over contact.
Any external voltage between 0 and 10 V DC can be used as control.
The switchpoints and delays are adjustable. LED indicates an
activated relay.
b) Adjustment procedures: See adjustment instruction for C3 relay
card.
c) Technical specification:
Inputs:
Control in:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...10 V DC
Supply voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +12 V, 0, -12 V
Current consumption: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 mA
Outputs:
3 relay functions, each having one change-over contact.
Switchpoint: . . . . . . . . . . . . . . . . . . . . 0...100 % of measuring range
Delay: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...30 sec
Breaking capacity: . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 V DC/0.3 A
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V DC/1.0 A
Ambient temperature: . . . . . . . . . . . . . . . . . . . . . . . . . . . . -25...+71°C

Relay II C5

Switchpoint 2 adj.

Switchpoint 1 adj.
Switchpoint 3
Delay 3

Delay 2

Delay 1

RELAY II
4 5 6
TP3

TP2

TP1

2 8 4 7 26 16 18 30 28 31 13 15 17
- 0 +

0...10V +-12VDC

Fig 23-7 3223588935

23 - 17
 Instrumentation and Automation 32-200116

23.2.4 Engine Speed Sensor

a) Theory of operation: The sensor is an inductive, touchfree proximity

switch supplied with +12 V and 0 V DC. The third pin is a speed-
proportional pulse train.
The electronics of the sensor is resin-moulded into a tubular
housing of nickel plated brass with external thread of 18x1.5 mm.
The three-wire cable is connected by means of a four-pole connector
(Euchner BS4 ).
b) Mounting the sensor Turn the engine until the top of a cog is visual
in the sensor mounting hole. Screw the sensor completely in. Un-
screw it and tighten it well to the shown sensing displacement (see
Fig 23-8).

Engine speed sensor

A
+12VDC
1 2
SIGNAL
4 3
GND
2.5mm A-A
A

Fig 23-8 3223598935

The output signal (terminal 55 in the electronic box or TP1 on the

nDE-card) should now be appr. 12 V DC. If the sensor is between two
cogs, the output will show appr. 0 V.

Note! The engine must not run while the sensor is mounted.

23 - 18
32-200116 Instrumentation and Automation

23.2.5 Turbocharger Speed Sensor

a) Theory of operation: This sensor is magnetic, therefore it does not

require any voltage supply.
The sensor head is splitt by a yoke causing a sinusoidal output voltage
when a magnetic material passes its sensing head. The metal housing
is threaded to 12 × 1.25 mm.
On the BBC type VTR, the turbocharger housing and a disc with six
holes in the end of the turbocharger shaft is prepared for these types
of sensors.
When the turbocharger rotates and the above mentioned holes pass
the sensor head, a sinusoidal voltage is generated. The cable is con-
nected by means of a four-pole connector (Euchner BS4).
b) Mounting the sensor: Screw the sensor completely in and then un-
screw it for a sensing gap about 2 turns.

Note! The engine must not run while the sensor is mounted.

Turbocharger speed sensor

B A

1
2
GND
3
3 mm
B-B A-A
B A

Fig 23-9 3223609232

23 - 19
 Instrumentation and Automation 32-200116

23.2.6 Adjustments of the Despemes cards

Adjustments of the Despemes cards

Measured
Card
Function Adj. at Ind. Remarks
Designa
V Hz
tion
C1 Power supply Adjustment not recommended
R21/R29 LED
DC/DC
Rot. speed of 1000 RPM=417 Hz=10 VDC
C2 engine P501 TP2 TP1 Tach

Fuel lim. control Diagram A.

P502 TP4 LED Set point: 100 RPM below nominal or
idling speed
nDE 2 s. delay Diagram B
P503 TP5 TP1 LED Set point: 2 seconds on-delay
Simulation of TP2 TP1 Tach Make shortcirc. at TP3 and disconnect
running engine engine pickup
Relay 1: Engine Hour count., prelub. control blocking
C3 running (300 rpm)
P601 TP1 LED 1
signals, diagram A
Delay P604 P604 LED 1 0...30 s, diagram C.
mid Set point: No delay
Relay 2: Optional Diagram A
or 115 RPM P602 TP2 LED 2 Set point: 115 RPM on 4-cyl. engines with
start motor.
Relay Delay 0...30 s, diagram C.
P605 P605 LED 2
card mid Set point: 20 s. offdelay on 4-cyl. engines
with start motor.
Relay 3: Diagram A.
Overspeed P603 TP3 LED 3 Set point: 15 % over nominal speed
protection
Delay P606 P606 LED 3 0...30 s, diagram C.
mid Set point: No delay.
Rot. speed of 30.000 RPM=3.000 Hz=10 VDC
C4 turbocharger P701 TP2 TP1 Tach (Setting valid for ABB, VTR-type
turbochargers).

nTC Rot. speed of P711 TP4 TP3 Tach For V-engines only, setting as above.
turbocharger
C5 Varies Optional card.
Relay Adj. method as C3.
card

See Fig 23-10 for diagrams and testpoints.

Note! All measurements are to be performed between testpoints (TP) and

internal system gnd. A gnd point can be found above terminal 11
on the motherboard, or e.g. at terminals 26 or 28.

23 - 20
32-200116 Instrumentation and Automation

Despemes box, internal layout

DIAGR. A VASA 32
Volts C2, TP4, C3, TP1, 2, 3
12

10

4 LED 1 TP 3
2 P701 P601 TP 1
P711 P604 P501
200 400 600 800 1000 rpm TP 1 TP 1 TP 2
LED 2
DIAGR. B VASA 32 P602
Volts C2, TPS

10
P605
TP 2
9 TP 2 TP 4
8 P502
7 TP 3 LED 3 P503 LED
6 TP 4 P603 TP 5
5 P606 R29
4 LED R21
TP 3
3
2
1

1 2 3 4 5 6 7 8 9 10 sec.
C5 C4 C3 C2 C1
GND
DIAGR. C VASA 4R32
Volts C3; P604, P605, P606

10

8 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

6 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60

5 10 15 20 25 30 sec.

Fig 23-10 3223719001

23 - 21
 Instrumentation and Automation 32-200116

23.2.7 Governor Speed Sensor

a) Theory of operation: This sensor is magnetic, therefore it does not

require any voltage supply.
The sensor causing a sinusoidal output voltage when a magnetic
material passes its sensing head. The metal housing is threaded to
5/8"-18. The sensor is mounted on the bracket of the electrical turning
device, see Fig 23-11.
When the flywheel rotates and the teeth of the gear rim pass the
sensor head, a sinusoidal voltage is generated.
b) Mounting the sensor: Screw the sensor completely in. Unscrew it
and tighten it well to the shown sensing displacement, see Fig 23-11.

Note! The engine must not run while the sensor is mounted.

Governor speed sensor

m
m
1.0

Fig 23-11 3223339925

23 - 22
32-200116 Instrumentation and Automation

23.2.8 Troubleshooting procedures

1. Power supply DC/DC

START

Is the Supply
on Switch the
green LED terminals
lighting? power on
29+
30-?

Defective fuse? Replace the card

Replace the fuse

Power supply ready

for operation

Fig 23-12 3223618935

Power supply
Polarity Terminal Card connector
+ 29 3
Operating voltage
- 30 1
+12 V 24 17
Output GND 26 15
-12 V 13

23 - 23
 Instrumentation and Automation 32-200116

2. nDE-measuring converter with relay function

START

Output
Power supply Test program 1
0...10V DC OK?

Relay
activates Pulse input Test program 5
Replace (LED turns on) from the sensor
the card at any speed? * or osc.?

Output
0...10V DC Replace
TP2? the card

Check and
adjust if
necessary
Short
circuit or
line breakage
on output

n DE -card ready Clear fault

for operation

Fig 23-13 3223628935

nDE-measuring converter
Terminal Card connector
55(+) 9
Frequency in
57(-) 15
25(+) 2
Measuring voltage
26(-) 15
58(+)
Pulse output
59(-)

*)
V-meter reading: Sensor output 5.8 V DC. Osc. about 4.2 V DC.

23 - 24
32-200116 Instrumentation and Automation

3. Relay card

START

The Analog
relays operate output
at any speed of Test program 2
0...10V DC
the engine? from nDE ?

Replace the card

Check and
adjust if
necessary

Relay card ready

for operation

Fig 23-14 3223638935

23 - 25
 Instrumentation and Automation 32-200116

4. nTC-measuring converter with 2 channels

START

Analog
output Supply
voltage Test program 1
0..10V DC?
OK?

Replace
Pulse output? the card

Check and
adjust if
necessary

Sine-
wave voltage
from sensor? Check the censor

Replace
the card

n TC -card ready
for operation

Fig 23-15 3223648935

nTC-measuring converter
Channel 1 Channel 2
Terminal 10(+), 11(-) 39(+), 40(-)
Pulse input
Card connector 21(+), 22(-) 20(+), 11(-)
Terminal 12(+), 13(-) 41(+), 42(-)
Pulse output
Card connector 23 14
Terminal 8(+), 9(-) 37(+), 38(-)
Voltage output
Card connector 6 2

23 - 26
32-200116 Instrumentation and Automation

5. Engine speed sensor

START

Pulse-
train, pro-
portional to Voltage supply Test program 1
the engine speed OK?
on n DE /TP1
?

12 VDC
between pins 1(+) Check the connec-
and 3(-) on the tion line
sensor conn.
Adjust the
sensor for
symmetrical
output when
the engine is
running Adjust acc. to fig. 23-8

NOTE! Output
signal changing
state when the eng.
Max +- 0.25 turns is turned

Unscrew the sensor

and check it against
a metallic surface

Output
Replace signal channing Remount the sensor
the state depending to a sufficient
sensor on sensing sensing gap
gap?

Sensor ready
for operation

Fig 23-16 3223658935

23 - 27
 Instrumentation and Automation 32-200116

23.3 Maintenance of electrical contacts

To prolong the lifetime of electrical contact surfaces and to provide
proper electrical connection under all conditions and to maintain a high
availability of the WECS system.
The maintenance is carried out by applying contact lubricants to electri-
cal contact surfaces. For best result the contact surface should be cleaned
with aerosol electrical contact cleaner before applying the lubricant.
Contact lubricants are specially formulated greases and oils that
reduce friction and enhance the electrical performance of current
carrying metal interfaces in switches and connectors. They also exhibit
a neutral pH thereby avoiding surface corrosion.

Note! Prior to use read the product information.

Warning! To avoid shock or possible fire, disconnect power to any system

before applying conductive lubricant. Insure positive and negative
contacts remain isolated. Improper use can result in shorting, arc-
ing, or shock.

Wärtsilä recommends to regulary every 2000 - 4000 running hours or

every 6 month maintain the electrical connector contact surfaces with
contact lubricant. The contact treatment greases listed below can be
ordered from Wärtsilä.
The recommended chemicals are:
• Electrolube SGB20S 20 ml Syringe, part No. 387 022.
This paste is recommend to be used on the contact surfaces of
main electronics connectors and sensor connectors.
Same active substance as SGB200D but in different consistence,
i.e. paste instead of aerosol.
• Electrolube SGB200D 200 ml Aerosol (Flammable),
part No. 387 021.
This spray is recommended to be used on contact surfaces of
main electronic (SMU, DCU, RM, MCU and oil mist detector)
connectors. Since it is an aerosol there are special requirements
of transport handling.
• Chemtronics CW7100 6.5 g Syringe, part No. 387 023.
This is a heavy duty paste. The electrical conductivity is very high
due to the 100 % silver filled grease, see caution below. Should be used
on problem sensor and power contact surfaces where SGB grease is
not sufficient.

Caution! Care should be taken since this chemical is very conductive and will
cause short-circuit/earth fault if wrongly applied. Must be placed directly
on the contact surface and in very small amounts.

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