Wärtsilä 32

PRODUCT GUIDE
 © Copyright by WÄRTSILÄ FINLAND OY
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4. Description of the Engine Wärtsilä 32 Product Guide

Setting the fuel rack to zero position stops the fuel injection. For emergencies the fuel rack of
each injection pump is fitted with a stop cylinder. The fuel pump and pump bracket are adjusted
in manufacturing to tight tolerances. This means that adjustments are not necessary after
initial assembly.
The fuel injection pump design is a reliable mono-element type designed for injection pressures
up to 2000 bar. The constant pressure relief valve system provides for optimum injection,
which guarantees long intervals between overhauls. The injector holder is designed for easy
maintenance.

4.2.13 Lubricating oil system

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

4.2.14 Cooling water system

The fresh water cooling system is divided into a high temperature (HT) and a low temperature
(LT) circuit.
The HT-water cools cylinder liners, cylinder heads and the first stage of the charge air cooler.
The LT-water cools the second stage of the charge air cooler and the lubricating oil.

4.2.15 Exhaust pipes

The exhaust manifold pipes are made of special heat resistant nodular cast iron alloy.
The complete exhaust gas system is enclosed in an insulating box consisting of easily
removable panels. Mineral wool is used as insulating material.

4.2.16 Automation system

Wärtsilä 32 is equipped with a modular embedded automation system, Wärtsilä Unified Controls
- UNIC, which is available in two different versions. The basic functionality is the same in both
versions, but the functionality can be easily expanded to cover different applications.
All versions have en engine safety module and a local control panel mounted on the engine.
The engine safety module handles fundamental safety, for example overspeed and low
lubricating oil pressure shutdown. The safety module also performs fault detection on critical
signals and alerts the alarm system about detected failures. The local control panel has push
buttons for local start/stop and shutdown reset, as well as a display showing the most important
operating parameters. Speed control is included in the automation system on the engine (all
versions).
Conventional heavy duty cables are used on the engine and the number of connectors are
minimised. Power supply, bus communication and safety-critical functions are doubled on
the engine. All cables to/from external systems are connected to terminals in the main cabinet
on the engine.

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Wärtsilä 32 Product Guide 4. Description of the Engine

4.3 Cross section of the engine

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

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4. Description of the Engine Wärtsilä 32 Product Guide

Fig 4-3 Cross section of the V-engine

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Wärtsilä 32 Product Guide 4. Description of the Engine

4.4 Expected Technical Life Time

NOTE
● Service actions are combined to certain overhaul packages and intervals.
Overhaul intervals are typically based on components, which has shortest
technical lifetime. Certain components are also such a type that they need to
be replaced every time, when they are removed from the engine. For these
reasons components recommended overhaul times can be shorter than technical
life time, which is maximum expected lifetime of the component.
● Time Between Overhaul data can be found in Services Engine Operation and
Maintenance Manual (O&MM)
● Achieved life times very much depend on the operating conditions, average
loading of the engine, fuel quality used, fuel handling systems, performance of
maintenance etc. I.e. values given in optimal conditions where Wärtsilä´s all
recommendations are followed.
● Expected lifetime is different depending on HFO1 or HFO2 used. For detailed
information of HFO1 and HFO2 qualities, please see 6.1.3.1.

Table 4-1 Expected Technical Life Time

Component Expected Technical Life Times (h)

HFO1 HFO2 LFO

Piston 84000 ... 96000 72000 ... 84000 100000 ... 120000

Piston rings 12000 ... 20000 12000 ... 20000 32000 ... 36000

Cylinder liner 96000 ... 120000 84000 ... 96000 108000 ... 180000

Cylinder head 96000 96000 96000

Inlet valve 36000 ... 40000 36000 ... 40000 40000 ... 48000

Exhaust valve 20000 ... 32000 20000 ... 32000 20000 ... 40000

Inj.valve nozzle 4000 ... 6000 4000 ... 6000 4000 ... 6000

Injection pump - - -

Injection pump element 24000 24000 24000

Main bearing 48000 48000 48000

Big end bearing 24000 ... 32000 24000 ... 32000 32000 ... 36000

Table 4-2 Dredger TC exchange interval

Cutter (h) Hopper (h)

TC Option#1

6L 10,000 25,000

8L / 9L / 16V 25,000 25,000

TC Option#2

6L / 7L / 12V 12,500 12,500

8L / 16V 12,500 12,500

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4. Description of the Engine Wärtsilä 32 Product Guide

4.5 Time between Inspection or Overhaul

Table 4-3 Time between Inspection or Overhaul

Component Time between Inspection or Overhaul (h)

HFO LFO

Piston 12000...20000 20000...24000

Piston rings 12000...20000 20000...24000

Cylinder liner 12000...20000 20000...24000

Cylinder head 12000...20000 20000...24000

Inlet valve 12000...20000 20000...24000

Exhaust valve 12000...20000 20000...24000

Injection valve nozzle 2000 2000

Injection pump 12000 12000

Injection pump element - -

Main bearing 24000...32000 24000...32000

Big end bearing 12000...20000 20000...24000

4.6 Engine storage

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

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Wärtsilä 32 Product Guide 5. Piping Design, Treatment and Installation

5. Piping Design, Treatment and Installation

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

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

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

The following aspects shall be taken into consideration:

● Pockets shall be avoided. When not possible, drain plugs and air vents shall be installed
● Leak fuel drain pipes shall have continuous slope
● Vent pipes shall be continuously rising
● Flanged connections shall be used, cutting ring joints for precision tubes
Maintenance access and dismounting space of valves, coolers and other devices shall be
taken into consideration. Flange connections and other joints shall be located so that
dismounting of the equipment can be made with reasonable effort.

5.1 Pipe dimensions

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

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5. Piping Design, Treatment and Installation Wärtsilä 32 Product Guide

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

Piping Pipe material Max velocity [m/s]

Fuel oil piping (MDF and HFO) Black steel 1.0

Lubricating oil piping Black steel 1.5

Fresh water piping Black steel 2.5

Sea water piping Galvanized steel 2.5

Aluminum brass 2.5

10/90 copper-nickel-iron 3.0

70/30 copper-nickel 4.5

Rubber lined pipes 4.5

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

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

5.2 Trace heating

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

5.3 Pressure class

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

The pressure in the system can:

● Originate from a positive displacement pump

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Wärtsilä 32 Product Guide 5. Piping Design, Treatment and Installation

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

5.4 Pipe class

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

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

Media Class I Class II Class III

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

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

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

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

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5. Piping Design, Treatment and Installation Wärtsilä 32 Product Guide

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

Insulation is also recommended for:

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

5.6 Local gauges

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

5.7 Cleaning procedures

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

5.7.1 Cleanliness during pipe installation

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

Table 5-3 Pipe cleaning

System Methods

Fuel oil A,B,C,D,F

Lubricating oil A,B,C,D,F

Starting air A,B,C

Cooling water A,B,C

Exhaust gas A,B,C

Charge air A,B,C

1) In case of carbon steel pipes

Methods applied during prefabrication of pipe spools

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

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

D = Pickling (not required for seamless precision tubes)

Methods applied after installation onboard

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Wärtsilä 32 Product Guide 5. Piping Design, Treatment and Installation

C = Purging with compressed air

F = Flushing

5.7.2 Fuel oil pipes

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

5.7.3 Lubricating oil pipes

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

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

5.8 Flexible pipe connections

All external pipes must be precisely aligned to the fitting or the flange of the engine to minimize
causing external forces to the engine connection.
Adding adapter pieces to the connection between the flexible pipe and engine, which are not
validated by Wärtsilä are forbidden. Observe that the pipe clamp for the pipe outside the
flexible connection must be very rigid and welded to the steel structure of the foundation to
prevent vibrations and external forces to the connection, which could damage the flexible

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5. Piping Design, Treatment and Installation Wärtsilä 32 Product Guide

connections and transmit noise. The support must be close to the flexible connection. Most
problems with bursting of the flexible connection originate from poor clamping.
Proper installation of pipe connections between engines and ship’s piping to be ensured.

● Flexible pipe connections must not be twisted

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

Fig 5-1 Flexible hoses

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