HYUNDAI -

W- X92
DIESEL ENGINE

OPERATING INSTRUCTIONS
This book must in no case be wholly or parially copied and published
or passed to unauthorized persons without the permission of HYUN-
DAI HEAVY INDUSTRIES CO., LTE. ENGINE & MACHINERY DIVISION.
 1RWLFH

 7KHVHLQVWUXFWLRQVDUHSODFHGDWWKHGLVSRVDORIRXUFOLHQWVIRUWKHLUSHUVRQDOXVH
 7KH\UHPDLQFRS\ULJKWE\+<81'$,+($9<,1'8675,(6&2/7'
 (1*,1( 0$&+,1(5<',9,6,21

 7KHH[WHQWRIWKHGHOLYHU\RIWKHGLHVHOHQJLQHLVGHWHUPLQHGVROHO\E\WKHFRQWUDFW
 FRQFOXGHGEHWZHHQWKHSXUFKDVHUDQGWKHVXSSOLHU7KHLQVWUXFWLRQVDUHVXEMHFWWR
 FKDQJHVGXHWRIXUWKHUGHYHORSPHQWV1RFODLPVRIDQ\NLQGPD\EHEDVHGXSRQ
 WKHP

 7KLVERRNLVDOORFDWHGWR

 7KLVERRNLVLQWHQGHGSULPDLO\IRUWKHXVHRIWKHHQJLQHURRPVWDIIDQGVKRXOGEH
 DFFHVVLEOHWRWKHPDWDQ\WLPH

 8VHUVRIWKLVERRNDUHUHTXHVWHGWRWUHDWLWVFRQQWHQWVDVVWULFWO\FRQILGHQWLDO

+<81'$,+($9<,1'8675,(6&2/7'
(1*,1( 0$&+,1(5<',9,6,21
%$1*(2-,1681+:$1'252
'21**88/6$1.25($
 Book No.

HYUNDAI HEAVY INDUSTRIES CO., LTD.

ENGINE & MACHINERY DIVISION
1000, BANGEOJINSUNHWAN-DORO, DONG-GU, ULSAN, KOREA

Description of and
Operating Instructions for
HYUNDAI-
Diesel Engines
W10-X92

3RVWDODGGUHVV 7HOHSKRQH 7HOHID[

+<81'$,+($9< a 

,1'8675,(6&2/7'
(1*,1( 0$&+,1(5<
',9,6,21
 W-X92 Operation Group0

Operating Descriptions Group 0

For Your Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000−1/A1

General
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010−1/A1
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0020−1/A1
Subject Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0030−1/A1
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0035−1/A1
How to Use the Operation Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0040−1/A1
Short Description of the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0050−1/A1
Two-stroke Diesel Engine − Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0060−1/A1
The Relation between Engine and Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0070−1/A1
Basic Engine Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0080−1/A1

Prepare the Engine for Operation

Prepare for Engine Start after a Short Shutdown Period (One or More Days) . . . . . . . . . . . . . . . . 0110−1/A1
Prepare the Fuel System for Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0120−1/A1
Prepare the Servo Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0130−1/A1
Prepare the Cylinder Lubricating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0140−1/A1

Operation during Usual Conditions

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0200−1/A1
Safety Precautions and Warnings (General Data) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210−1/A1
Slow Turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0220−1/A1
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0230−1/A1
Usual Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0240−1/A1

Operating Data Sheet

Pressure and Temperature Ranges at Continuous Service Power MCR . . . . . . . . . . . . . . . . . . . . . 0250−1/A1
Alarms and Safeguards at Continuous Service Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250−2/A1

Operation
Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260−1/A1
Change-over from Diesel Oil to Heavy Fuel Oil and Back . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0270−1/A1
Operation at Low Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0280−1/A1
Operation at Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0290−1/A1

Engine Shutdown
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0310−1/A1
Procedures after Engine Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0320−1/A1

Special Procedures
Running-in New Cylinder Liners and Piston Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0410−1/A1
Indicator Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0420−1/A1
Procedures to Prevent Contamination and Fire in the Scavenge Air Spaces . . . . . . . . . . . . . . . . . 0450−1/A1
Prevention of Crankcase Explosions − Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0460−1/A1
Group0 Operation W-X92

Operation during Unusual Conditions

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0500−1/A1
Operation with Injection Cut Out (One or More Cylinders) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0510−1/A1
Faults in the High Pressure Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0515−1/A1
Operation with Exhaust Valve Control Unit Cut Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0520−1/A1
Faults in the Servo Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0525−1/A1
Operation with Running Gear Partially or Fully Removed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0540−1/A1
Overpressure in the Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0545−1/A1
Defective Scavenge Air Cooler / Defective Auxiliary Blowers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0550−1/A1
Defective Remote Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0560−1/A1
Defective Speed Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0570−1/A1
Defective Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0590−1/A1

Special Procedures Before and After Operation

Prepare for Engine Start after a Long Shutdown Period or an Overhaul . . . . . . . . . . . . . . . . . . . . . 0610−1/A1
Prepare the Engine for a Long Shutdown Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0620−1/A1

Operation Media
Diesel Engine Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710−1/A1
Fuel Treatment and Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0720−1/A1
Scavenge Air and Starting Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0740−1/A1
Lubricating Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0750−1/A1
Cooling Water / Cooling Water Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760−1/A1

Problems during Operation

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0800−1/A1
Problems During Engine Start and Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0810−1/A1
Irregular Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820−1/A1
Problems and Damage to Engine Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0840−1/A1
Failures and Defects of WECS Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0850−1/A1
 W-X92W-X92 Operation 0000−1/A1

For Your Attention

1. General
This manual is for the operator and is for use only for the related type of diesel engine
(the engine described in this manual). The data in this manual is confidential.
Make sure that you read carefully the Operation Manual before you operate the
engine.
Make sure that you know the Inspection and Overhaul intervals in the Maintenance
Manual before you operate the engine.
Make sure that you read the data in Group 0 in the Maintenance Manual before you
do maintenance work on the engine.

2. Spare Parts
Use only original spare parts and components to make sure that the engine will
continue to operate satisfactorily. All equipment and tools for maintenance and
operation must be serviceable and in good condition.
The extent of all supplies and services is set exclusively to the related supply
contract.

3. Data
The specifications and recommendations of the classification societies, which are
essential for the design, are included in this manual.
The data, instructions, graphics and illustrations etc. in this manual are related to
drawings from Winterthur Gas & Diesel Ltd. (WinGD). These data relate to the date of
issue of the manual (the year of the issue is shown on the title page). All instructions,
graphics and illustrations etc can change because of continuous new development
and modifications.

4. Personnel
Only qualified personnel that have the applicable knowledge and training must do
work on the engine, its systems and related auxiliary equipment.
Data related to protection against danger and damage to equipment are specified in
this manual as Warnings and Cautions.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0010−1/A1
General

Preface

5. Technical Documentation Set

The technical documentation set for this diesel engine type includes the following
publications:

5.1 Operation Manual

The operation manual contains data about engine operation, the necessary operating
media (oil, water and fuel) and descriptions of the components and systems. The
manual also gives troubleshooting procedures.

5.2 Maintenance Manual

The maintenance manual contains data about disassembly / assembly procedures
that are necessary for the engine maintenance and the maintenance schedule. This
manual gives more data about the masses (weight) of components, a clearance table,
tightening values for important screw connections and a tool list.

5.3 Code Book (spare parts catalogue)

In the code book all parts of the engine are marked with a unique code number. The
code number is necessary to order spare parts from Wärtsilä Services Switzerland
Ltd. or the engine supplier. The spare parts can only be ordered with the code
number from the code book.

5.4 External Supplier Documentation

The documentation from external suppliers gives data about the parts of the engine
that are not supplied by Winterthur Gas & Diesel Ltd. or Wärtsilä Services Switzerland
Ltd., such as turbocharger, automatic filter, torsional or vibration damper. Most of this
documentation also contains data about spare parts.

5.5 Records and Drawings

The setting tables, shop trial documents, schematic diagrams and survey certificates
of the related engine are given with the first supply of the documentation.

6. Manual Structure
The manual is divided into different groups. Each group contains data about
components or systems referred to in the design groups.
The manuals give data about the standard engine with all cylinder numbers,
alternative designs and special equipment.
The documentation for alternative engine designs are separated into different
chapters with the related design name.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

0010−1/A1 Operation W-X92
W-X92
Preface

6.1 Structure of the Manual

The groups with their illustrations are divided into the design groups.

Engine type Group No.

(Version) Manual type Design variant

W-X92 0peration 1132−1/A1

Title Variant
Subtitle −−−−− description

1/4
2014 Year of issue
2014-12
(or)

Page number Modification date

Total pages of group

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0010−1/A1
Preface

6.2 Symbols
WARNING
This symbol shows that the text is safety related. The signal word
WARNING is used to show a hazardous condition. If ignored,
these conditions could cause serious injury or death to
personnel.

CAUTION
This symbol shows that the text is safety related. The signal word
CAUTION is used to show a potentially hazardous condition. If
ignored, these conditions could cause minor injury to personnel,
or damage to engine components.

Note: Notes give more data to help you do a task, or give you data about the
engine. Notes come immediately before or after the related paragraph.

7. Technical Documentation
Because of the continuous development of the engine, the technical documentation
also changes and is regularly updated. The modification service leaflet on the first
page of the manual shows all changes.
Important data and changes are given directly to the customer in the service bulletins.
To order more technical documents, the data that follows is necessary:
D Engine type, year of manufacture and engine manufacturer
D Name of vessel or site of installation
D Cylinder or engine number
D Special equipment
D Document type (printed manuals or CD).

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 0035−1/A1

Abbreviations
See the table below for the the abbreviations used in this manual. Unit of measures
are not shown in the list.

Abbreviation Word(s) in Full

AHD Ahead
ALM Alarm
AMS Alarm and Monitoring System
AST Astern
ASTM American Society for Testing and Materials
BDC Bottom Dead Center
BN Base Number
BSFC Brake Specific Fuel Consumption
CAN Controller Area Network
CCAI Calculated Carbon Aromaticity Index
CMCR Contract Maximum Continuous Rating
COC Cleveland Open Cup
DENIS Diesel Engine Control and OptImizing Specification
ECA Emission Control Area
ECR Engine Control Room
FCM−20 Flex Control Module 20
FQS Fuel Quality Setting
FZG Gear Research Center
HFO Heavy Fuel Oil
ICC Intelligent Combustion Control
IOM Input Output Module
IMO International Maritime Organisation
ISO International Standard Organisation
LDU Local Display Unit
LED Light Emitting Diode
LLT Low-load Tuning
MARPOL International Convention for the Prevention of Pollution
from Ships
Modbus Gould-Modicon Fieldbus
MCR Maximum Continuous Rating
MDO Marine Diesel Oil
mep Mean effective pressure
MGO Marine Gas Oil
OPI Operator Interface (user interface in the control room)
PMCC Pensky Martens Closed Cup method
RCS Remote Control System
SAE Society of Automotive Engineers
SCS Speed Control System

Winterthur Gas & Diesel Ltd. 1/ 2 2014

0035−1/A1 Operation W-X92
W-X92
Abbreviations

Abbreviation Word(s) in Full

SHD Shut Down
SLD Slow Down
TDC Top Dead Center
VEC Variable Exhaust valve Closing
VEO Variable Exhaust valve Opening
VIT Variable Injection Timing
WECS Wärtsilä Engine Control System

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0040−1/A1
General

How to Use the Operation Manual

1. Contents
The Operation Manual, contains data and indications about:
D The maintenance of the engine during operation
D The necessary media (oil, water, air, fuel)
D The functions of components and systems.
Note: The maintenance and overhaul instructions are found in the Maintenance
Manual.

2. Abbreviations
Some of the abbreviations used in the Operation Manual are given in 0035−1. Other
abbreviations are shown in the related text and the keys to related illustrations.

3. Where to find Data

You can find the group titles in the Table of Contents 0020−1. You can also look in the
Subject Index 0030−1.
In the cross section illustration (Fig. 1), some important components are shown with
their group numbers. These group numbers have hyperlinks to the different groups in
the manual, which give more data about the engine.
The cross section illustration shown can have small differences because of different
engine revisions.
If you have a PDF version of this manual, you can use the Previous View and Next
View buttons on the taskbar to navigate.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

0040−1/A1 Operation W-X92
W-X92
How to Use the Operation Manual

4. Cross Section

8135−1

6500−1
5562−1

8019−1 6510−1
4325−1 8017−1

8345−1
8018−1
6420−1
6606−1

2303−1 6545−1

5556−1 3603−1

5551−1

5552−1
8016−1

4104−1

WCH03028

Fig. 1: Cross Section

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0050−1/A1
Short Description of the Engine

Short Description of the Engine

1. General

General data about the engine are given as follows:

D The W−X engine is a single acting, two-stroke diesel engine of crosshead design
with exhaust gas turbocharging and uniflow scavenging.
D The engine is reversible and is directly connected to the propeller.
D The W−X concept is based on the Wärtsilä Common Rail, with full electronic
control of the fuel injection system and the exhaust valve operation.
D The engine control can have different remote controls, which are related to our
specifications, from recommended manufacturers.
D If the remote control has a failure, the engine can be controlled with the
emergency control from the local control panel.
D Tie rods hold the bedplate, columns and cylinder block together.
D A partition isolates the crankcase from the cylinder block. This partition includes
the piston rod glands for the piston rods.
D The thrust bearing and turning gear are installed on the driving end of the engine.
D The WECS−9520 controls the exhaust valve operation, electronic fuel injection
and cylinder lubricating system.
D The lubrication oil, coolant water, fuel supply, booster pumps and air
compressors are parts of the engine room installation (ancillary systems).

2. Systems
General data about the systems are given as follows:
D The servo oil system opens the exhaust valves hydraulically. The exhaust valves
are closed pneumatically.
D Servo oil pumps in the supply unit, supply bearing oil at the necessary pressure
through two high pressure (HP) oil pipes to the servo oil rail.
D Bearing oil cools the pistons.
D The fuel pumps in the supply unit, supply high pressure fuel through the HP fuel
pipes to the fuel rail. The fuel rail supplies high pressure fuel to all the injection
valves.
D Fresh water cools the cylinder liners and cylinder covers.
D A single-stage fresh water (closed-circuit) cooler is used to cool the scavenge air.
D The WECS−9520 controls the engine start sequence. Compressed air flows
through the starting valve into the cylinders to start the engine.
D The exhaust gases flow from the cylinders through the exhaust valves into an
exhaust gas manifold.
D The turbocharger constantly charges the gas pressure from the manifold.
D The scavenge air from the turbocharger flows through the air cooler and water
separator into the air receiver. This air then flows through air flaps and scavenge
ports when the pistons are almost at BDC.
D At low loads, independently operated auxiliary blowers supply air to the scavenge
air space.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0060−1/A1
General

Two-stroke Diesel Engine − Operation

1. Piston Movement
1.1 First Stroke (Compression)
The sequence of piston movements during the compression stroke is as follows:
D The piston is at BDC (see Fig. 1).
D The scavenge ports and exhaust valve are open.
D Scavenge air flows into the cylinder and pushes the exhaust gas through the
exhaust valve into the exhaust gas manifold and then to the turbocharger.
D The piston moves up.
D At position 1, the piston covers the scavenge ports.
D At position 2, the exhaust valve closes and compression starts, which increases
the air temperature.

1.2 Second Stroke (Ignition − Combustion − Expansion − Exhaust −

Scavenging)
The sequence of piston movements during the second stroke is as follows:
D When the piston is almost at TDC, fuel is injected into the cylinder.
D The fuel ignites in the compressed, heated air and combustion starts.
D The gases expand and push the piston down.
D At position 3, the exhaust valve opens. Exhaust gas flows out of the cylinder into
the exhaust gas manifold.
D At position 4, the piston continues to move down to let air in through the
scavenge ports.
D Scavenge air flows into the cylinder and pushes the exhaust gas through the
exhaust valve into the exhaust gas manifold and then to the turbocharger.
See also the schematic diagram in 6500−1 Turbocharging.
TDC

2 3

1 4

BDC
Fig. 1: Schematic of Engine Operation

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0070−1/A1
General

The Relation between Engine and Propeller

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Fixed Pitch Propeller (FPP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1 Continuous Service Rating (CSR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.2 Engine Margin (EM) / Operational Margin (OM) . . . . . . . . . . . . . . . . 2
2.3 Load Range Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1. General
There is a specified relation between the propeller speed and the absorbed power in
ships that have fixed pitch propellers. The relation is between the propeller and the
speed at which it turns.
The formula that follows (where P = power and n = speed) gives an approximate
result, which is sufficient for conventional vessels:
3
P1 n1
=
P2 n2

The graph from this formula is known as the propeller characteristic.

If the engine is in good condition, correctly supplied with air (i.e. turbocharger(s) are in
good condition and the resistance of the air and exhaust lines is in the specifications)
and the fuel injection quantity is correctly adjusted (see the shop test protocol), then
the mean effective pressure (mep) developed during service conditions (in
accordance with the specified load indication), is related to the approximate mep for
this position on the test bed.
In the diagram (see paragraph 2), the propeller property line through the CMCR point
(100% power at 100% engine speed) is known as the nominal propeller characteristic.
Engines which are to be used for the propulsion of vessels with fixed propellers have
a load applied on the test bed in accordance with this propeller characteristic.
However, during sea trial of a new ship with a smooth and clean hull, the power
requirement is lower and the operation point is below the nominal propeller
characteristic.
During service, a higher torque will be necessary for the propeller to keep its speed
than at the time of the sea trial (sea margin) because:
D There are changes in wake flow conditions because of marine growth on the hull.
D The cargo load has an effect on the depth of the vessel in the water.
D The propeller has a rough surface or has mechanical damage.
D The vessel operates in bad sea and weather conditions.
D The vessel operates in shallow water. The mep of the engine (and thus the fuel
injection quantity) will increase. In such a condition, the operating point will then
be at the left of the initial propeller curve which was calculated during sea trials.
A hull that was cleaned and painted will help to decrease the resistance as the vessel
moves through the water. It is not possible, to get the hull back to its initial condition.
Because the thermal load of the engine is related to the mep, the position of the
operating point is also important. The air supply to the engine and the operating
conditions will become unsatisfactory if the operation point is far above the propeller
curve.
To get the best conditions, the operation point of the engine for service range must be
on or below the nominal propeller characteristic.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

0070−1/A1 Operation W-X92
W-X92
The Relation between Engine and Propeller

2. Fixed Pitch Propeller (FPP)

2.1 Continuous Service Rating (CSR)

Point A (see Fig. 1) shows the power and speed of a ship that operates at contractual
speed in calm seas with a new clean hull and propeller. A power / speed combination
at point D is necessary for the same ship at the same speed during service conditions
with aged hull and average weather. Point D is then the CSR point.

2.2 Engine Margin (EM) / Operational Margin (OM)

Most owners specify the contractual loaded service speed of the ship at 85% to 90%
of the contract maximum continuous rating (CMCR). The remaining 10% to 15% of
power can be used to catch up with changes in schedules or for the timing of dry-dock
intervals. This margin is usually subtracted from the CMCR. Thus, to get the 100%
power line, you divide the power at point D by between 0.85 to 0.90.

Load range limits with load diagram of an engine

related to a specified rating point Rx
Engine power
[% Rx]

CMCR (Rx)
110 2
Engine load range
100
1
95 10% EM / OM
D
90 B
Constant
torque 15% SM
80
76.5 A
4
70 6
3

60
5
Propeller curve
50 without SM

40 Engine speed
65 70 80 90 95 100 104
[% Rx]
F10.5249 93.8 103.2 108

EM Engine Margin
OM Operational Margin
SM Sea Margin

Fig. 1: Schematic Diagram of Speed / Power Relation (FPP)

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0070−1/A1
The Relation between Engine and Propeller

2.3 Load Range Limits

When the engine has the best values at CMCR (Rx), the limits that follow give the
load range of the engine:
D Line 1 is a constant mep or torque line through CMCR from 100% speed and
power down to 95% speed and power.
D Line 2 is the overload limit. This is a constant mep line from 100% power and
93.8% speed to 110% power and 103.2% speed. 103.2% speed is the
intersection point between the nominal propeller property and 110% power.
D Line 3 is the 104% speed limit where an engine can operate continuously. For Rx
with decreased speed (NCMCR  0.98 NMCR) this limit can be extended to 106%,
but, the torsional vibration must not be more than the specified limits.
D Line 4 is the overspeed limit. The overspeed range between 104 (106) and 108%
speed is only permitted during sea trials if necessary. This is to demonstrate the
speed of the ship at CMCR power with a light running propeller in the presence of
authorized representatives of the engine builder. The torsional vibration must not
be more than the specified limits.
D Line 5 is the permitted torque limit from 95% power and speed to 45% power and
70% speed. This shows a curve defined by the equation: P2/P1 = (N2/N1)2.45.
When the engine speed and power is near the data in Line 5 there will be a
decrease in scavenge air, which has an effect on the engine. The area between
Lines 1, 3 and 5 show the range in which the engine must be operated. The area
in the nominal propeller characteristic, 100% power and Line 3 is recommended
for continuous operation. The area between the nominal propeller property and
Line 5 must be reserved for acceleration, shallow water and usual flexibility of
operation.
D Line 6 gives the equation: P2/P1 = (N2/N1)2.45 through 100% power and 93.8%
speed and the maximum torque limit in transient conditions. The area above Line
1 is the overload range. You must only operate the engine in this range for a
maximum of one hour during sea trails in the presence of authorized
representatives of the engine builder. The area between Lines 5 and 6 and the
constant torque line (shown as a dark area) must only be used for transient
conditions, i.e. during fast acceleration. This range is known as the service range
with operational time limit.

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 0080−1/A1
General

Basic Engine Data

1. General

Turbocharger
Auxiliary
Blower 3

Auxiliary
Blower 1

Auxiliary 1 2 3 4 5 6 7 8 9
Blower 2
Cylinder
Number
1 2 3 4 5 6 7 8 9 10 11
DRIVING END FREE END

Main Bearing
WCH02724 Number

Thrust Bearing Pads

Rail Unit

FUEL SIDE EXHAUST SIDE

Supply Unit

DATA SHOWN IS FOR A

WCH02724
9−CYLINDER ENGINE

Fig. 1: Outline View

Winterthur Gas & Diesel Ltd. 1/ 3 2014

0080−1/A1 Operation W-X92
W-X92
Engine Numbering and Designations

2. Flex Parts

Intermediate
Wheel (Supply Unit) I-I
I
Gear Wheel
(to Supply
Unit)

III

II I

WCH02727

Intermediate
III Intermediate Wheel
Wheel (Supply Unit)

WCH02727

Crankshaft Wheel

Gear Wheel
to Servo Oil Pumps
WCH02727

II

Fuel Pump 5 Fuel Pump 4

Fuel Pump 3
Fuel Pump 6
Fuel Pump 2
Fuel Pump 7
Fuel Pump 1
Fuel Pump 8 Fuel Pump Actuators
One for each pair
of fuel pumps
Servo Oil Pump 3

Servo Oil Pump 2

Servo Oil Pump 1

WCH02727

DATA SHOWN IS FOR AN

11−CYLINDER ENGINE
Fig. 2: Flex Parts

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0080−1/A1
Engine Numbering and Designations

WCH02896

ST5133C

ST5136C
ST5132C

ST5135C
ST5131C

ST5134C

WCH02896

Fig. 3: Crank Angle Sensor Unit

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 0110−1/A1
Prepare the Engine for Operation

Prepare for Engine Start after a Short Shut-down Period

(One or More Days)

1. Start Position
For the start position, the engine must be in the condition that follows:
D All components that had an overhaul are correctly assembled and installed. All
components that had an overhaul have had tests or checks to make sure that
they operate correctly.
D All devices, tools and materials are removed from the engine.
D The fuel pump settings and the connections of the actuators to the regulating
linkages are correct.

CAUTION
Damage Hazard: The ball valves 30-8605_E0_6 and 30-8605_E0_7
in the start air line must be open when the starting air shut-off
valve 30-4325_E0_1 is in the position CLOSED (see the Control
Diagram 4003−2).

2. Prepare for Operation

1) Do a check of the fluid levels of all the tanks in the engine systems (and the
leakage drain tanks).
2) Make sure that all the shut-off valves for the cooling water system and lubricating
oil system are in the correct position.
3) Open the air supply from the shipboard system to the control air supply A.
4) Open the 3/2-way valve 35-36HB at connection A1 and put the 3/2-way valve
35-36HA to the operation position (see Control Air Supply 4605−1).
5) Increase the temperature of the lubricating oil to approximately 35_C (through the
lube oil separator or the heaters in oil drain tank).
6) Increase the temperature of the cylinder cooling water to a minimum of 60_C.
7) Set to on the WECS−9520.
8) In the power supply box E85, set all circuit breakers to on.
9) Make sure that the two green LED on each FCM−20 come on.
10) Prepare the servo oil system (see 0130−1).
11) Start the pumps for the cylinder coolant water and bearing oil. Set the pressures
to their usual values (see the Operating Data Sheet 0250−1).
12) Prepare the cylinder lubrication system (see 0140−1).
13) Set to on the control box for the automatic filter (see the documentation of the
automatic filter manufacturer).
14) Set to on the main switch of the servo oil service pump.
15) Prepare the fuel system (see 0120−1).
16) Make sure that you correctly release all air from all systems.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

0110−1/A1 Operation W-X92
W-X92
Prepare for Engine Start after a Short Shut-down Period (One or More Days)

17) Make sure that there is an air spring supply and make sure that all exhaust
valves are closed.
18) In the remote control, use the parameter Exv. A/M Cmd to manually open and
close all exhaust valves 50-2751_CX_1. Make sure that all air is released in the
hydraulic actuators (see 4002−3 User Parameters and Maintenance Settings,
paragraph 2).
Note: You cannot start the engine if the exhaust valves are not fully closed.
19) Open the indicator valve on all cylinder covers.
WARNING
Injury Hazard: Before you operate the turning gear, make sure
that no personnel are near the flywheel, or in the engine.

20) Use the turning gear to turn the engine a minimum of one full turn to make sure
that all the running gears will operate correctly.
Note: Oil, water or fuel must not come out of the indicator valves.
21) If water oil or fuel comes out of the indicator valves, do a check of the related
cylinder liner, cylinder cover, piston or injection valves.
22) Set the cylinder lubrication to on.
23) Close the indicator valves on all cylinders.
24) Make sure that all the clamps lock the crankcase doors.
25) Make sure that the regulating linkages of the fuel pumps move freely in the spring
links.
26) Make sure that the starting air bottles have the correct pressure.
27) Open the drains of the starting air bottles 930_B001 and 930_B002 to drain
possible condensate water.
28) Open the ball valve 35_8353_E0_2 until no more water comes out.
29) Close the ball valve 35_8353_E0_2.
30) Close the ball valves 30_8605_E0_6 and 30_8605_E0_7.
31) Open the primary shut-off valves on the starting air bottles 930_B001 and
930_B002.
32) Turn the handwheel of the starting air shut-off valve 30_4325_E0_1 to the
position AUTOMAT.
33) Open the 3/2-way valve 34-36HC at connection A2 (see Control Air Supply
4605−1).
34) Make sure that a pressure indication shows on the pressure gages for the control
air supply in the circuits that follow:
D Air spring air
D Control air.
Note: The air supply from the control air board supply and the back-up supply
from the starting air system flow through the pressure reducing valve
35−19HA.
For the necessary pressures, see the Operating Data Sheet 0250−1.
35) On the control panels for the auxiliary blowers, set the switches to AUTOMAT.
36) Set to off the servo oil service pump.
37) Disengage the turning gear and lock the lever.
38) Open the ball valve 35_8353_E0_2 momentarily. Make sure that you can hear
the valve open.

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0110−1/A1
Prepare for Engine Start after a Short Shut-down Period (One or More Days)

39) Close the ball valve 35_8353_E0_2.

WARNING
Injury Hazard: Before you operate the turning gear, make sure
that no personnel are near the flywheel, or in the engine.

40) In WECS−9520 manual control panel (on the local control panel), push the
SLOW TURNING button (4618−1, paragraph 2.2). The engine will slowly turn
one time (see also Slow Turning 0220−1).
41) Make sure that at the location where you want to start the engine, the related
WECS−9520 control panel has control (e.g. the bridge, the control room or the
local control panel.
42) Tell personnel on the bridge that the engine is prepared for operation.

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 0120−1/A1
Prepare the Engine for Operation

Prepare the Fuel System for Operation

1. Prepare the Fuel System

1.1 Diesel Operation

1) Refer to 0720−1.
2) Set the three-way valve (2) in the suction line of the low pressure pump (4). This
lets diesel oil flow from the daily tank (3) to the pump and to the mixing unit (8).
3) Make sure that the shut-off valves upstream and downstream of the engine are
open.
4) Set to on the low pressure pump (4) and the booster pump.
5) Drain the daily tanks (21, 22) and the mixing unit (8).
6) Use the pressure regulating valve (5) to set the pressure in the fuel system.
Note: When the engine operates with diesel oil (and low fuel temperature) a
small over-pressure is sufficient. If a change-over to heavy fuel oil is
necessary, the setting of the usual pressure is recommended from the
start.
7) Use the pressure retaining valve to set the fuel pressure at the fuel pump return
(refer to 0250−1 Operating Data Sheet, Fuel, downstream of pressure retaining
valve).

1.2 Heavy Fuel Operation

1) See 0720−1.
Note: The fuel system is not ready for operation until the heavy fuel upstream
of the fuel pumps is at the applicable temperature (refer to 0710−1,
paragraph 3.1 Viscosity-Temperature Diagram).
After a shut-down period of more than 24 hours increase the temperature of the high
pressure circuit on the engine for a minimum of four to six hours. Do not try to start
the engine before you increase the temperature of the fuel.
2) Set to on the heating for the daily tank (21), mixing unit (8), end-heater (10) and
fuel filter (3).
3) Set to on the heating for the fuel system on the engine (fuel rail (10), HP fuel
pipes (8) and the fuel leakage system (refer to 8019−1, Fig. 1).
4) Make sure that the steam pipes are tight. If leakages are found, repair them
before the first commissioning or after maintenance on the fuel system.
5) Set the three-way valve (2) in the suction line of low pressure pump (4) to let
heavy fuel flow from the daily tank (21) to the pump and to the mixing unit (8)
(refer to 0720−1.
6) Drain the settling tank (21), daily tank (22) and mixing unit (8).
7) Make sure that the shut-off valves upstream and downstream of the engine are
open.
8) Set to on the pumps (4, 9).
9) Increase the temperature of the heavy fuel. This is necessary to get the heavy
fuel to the correct viscosity (see 0270−1).
10) Use the pressure regulating valve to set the pressure in the fuel system.
11) Use the pressure retaining valve to set the fuel pressure at the fuel pump return
(see 0250−1 Operating Data Sheet, Fuel downstream of pressure retaining
valve).

Winterthur Gas & Diesel Ltd. 1/ 2 2014

0120−1/A1 Operation W-X92
W-X92
Prepare the Fuel Oil System for Operation

2. High Pressure Circuit

1) See 8019−1 Fuel System Fig. 1).
2) Make sure that the ball valve (42) is closed.

3. Fuel System − Bleed

3.1 Bleed Procedure

Refer to 0720−1 and 4003−2 Control Diagram.
Note: The item numbers (e.g. 10-5562_E0_3) are shown in the Control Diagram.
1) Make sure that the engine control system WECS−9520 is set to on.
2) Set to on the low pressure pump (4) and the booster pump.
Note: When the booster pump starts, fuel flows through the fuel pumps,the HP
fuel pipes and into the fuel rails.
3) Operate the hand lever on the fuel pressure control valve (10-5562_E0_3) to
bleed the fuel rail through the pressure control valve (20-5562_E0_4).
4) Set to off the low pressure pump (4) and the booster pump.

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0130−1/A1
Prepare the Engine for Operation

Prepare the Servo Oil System

1. Servo Oil System − Checks (8-cylinders to 12-cylinders)

Refer to 8016−1 Lubricating oil system, Fig. 3 and Fig. 6 and 4003-2.
1) At the free end of the servo ol rail (14) (20-5610_E0_12), make sure that the stop
valve (40) (20-5610_E07) is closed.
2) At the driving end of the servo ol rail (23) (20-5610_E0_11), make sure that the
stop valve (20−5610_E0_5) is closed.
3) Make sure that the ball valves (10-5610_CX_2, 10-5610_CX_3) upstream and
downstream from injection control units (10-5564_CX_1) are open.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0140−1/A1
Prepare the Engine for Operation

Prepare the Cylinder Lubricating System

See 4003−2, Control Diagram and 7218−1 Cylinder Lubrication Fig. 1.
1) Make sure that the engine is in the condition that follows:
D The WECS−9520 engine and remote control systems are set to on.
D The service pump (20-8445E_04) operates.
2) Do the checks that follow:
a) Make sure that on all ALM−20 modules the green LEDs come on.
b) Make sure that there is no air in the lubricating pipes to the lubricating quills.
c) Make sure that there is no air in the cylinder lubrication pumps
(25_7230_C1_1 to 25_7230_C#_1).
d) Make sure that the ball valve (25-8475_E01), upstream of the duplex filter, is
open.
e) Make sure that the 2-way shut-off valves (20-5614_E011 and
20-5614_E012) are open.
You must only do the air removal procedure:
D Before the first commissioning
D After maintenance
D After a long shut-down period
D When there are operation problems (operation pressure, supply rate).

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0200−1/A1
Operation during Usual Conditions

General
The data that follow are about engine operation during usual conditions e.g. all
cylinders operate correctly:
D 0210−1 Safety Precautions and Warnings
D 0220−1 Slow Turning
D 0230−1 Starting
D 0240−1 Usual Operation.
During maneuvering, it is possible to operate the engine from the control room, the
bridge or the local maneuvering stand.
Operation includes all maneouvers from the first start at cast off until the last
maneuver when the vessel is moored.
The engine is designed to operate with heavy fuel oil (HFO) from pier to pier, i.e.
without a change-over to diesel oil.
When the engine is stopped, the fuel flows through the fuel pumps if the booster
pump operates.
The necessary conditions of HFO before operation are as follows:
D The HFO has the correct treatment.
D The HFO is kept at the correct temperature during the full in-service period,
which includes manoeuvring and stand-by.
For more data, see 0710−1 Diesel Engine Fuels and 0720−1 Fuel Treatment and Fuel
System.
For operation during unusual conditions, see 0500−1.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0210−1/A1
Operation

Safety Precautions and Warnings (General Data)

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Clean Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5. Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
6. Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
7. Spare Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8. Crankcase Doors − Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
9. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
10. Crankcase, Cylinder, Exhaust Pipes and Scavenge air Receiver . . . . . . 4
11. Carbon Dioxide (CO2) Gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
12. Crankcase Doors − Close . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
13. Turning Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
14. Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
15. Frost Hazard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

1. General
A correctly maintained engine gives problem-free and safe operation. Use the data
given below as a guide to the maintenance personnel.
For more data about the general maintenance procedures, see the Maintenance
Manual 0011−1 and 0012−1.

2. Warnings
WARNING
Injury Hazard. When you remove valves from the cylinder cover,
do not let oil or fuel fall on to the hot piston. This can cause an
explosion.

WARNING
Injury Hazard: If an oil mist detector activates an alarm, keep
away from engine. There is a risk of explosion. Do not go into the
areas adjacent to the explosion relief valves (see 0460−1
Instructions about the Prevention of Crankcase Explosions).

WARNING
Injury Hazard. Be careful when you disassemble the engine
without the correct tools and/or the necessary precautions.
Compressed springs can suddenly expand and cause injury.

WARNING
Injury Hazard. When you open valves and shut-off devices, hot
fluids or gases can be released. To prevent injury, always open
slowly the valves and shut-off devices and look at the direction
the medium is released.

Make sure that you read the maintenance instructions for the related parts.

Winterthur Gas & Diesel Ltd. 1/ 5 2015-07

0210−1/A1 Operation W-X92
W-X92
Safety Precautions and Warnings (General Information)

3. Lighting
There must be good permanent lighting. Also, hand lamps must be available at
different locations in the engine room.

4. Clean Areas
CAUTION
Damage Hazard. Do not use water or cleaning fluids to clean the
UNIC electronic control boxes on the rail unit. Damage can occur
if fluids go into these control boxes.

Always keep the engine as clean as possible.

Keep the UNIC electronic control boxes on the rail unit clean and dry.
You must repair all leaks as soon as possible.
Dust, sand and chemical vapors must not go into the engine room.

5. Fire
CAUTION
Injury Hazard. Be careful when you use paints and solvents in the
engine room. These materials are flammable.

CAUTION
Injury Hazard. Insulation material that is soaked with oil or fuel is
flammable and must be replaced.

Make sure that you know the fire fighting instructions.

Before you do welding work or work that causes sparks, make sure that there are no
explosive fluids in the work area.
Make sure that fire fighting equipment is immediately available if you must do work
that causes sparks in the engine room.
Some components e.g. the turbocharger silencer and UNIC electronic control boxes,
must be protected with an applicable cover.
Keep covers and casings closed until the engine has cooled to decrease the risk of
fire or explosions.
The engine room and the area below the floor plates must be kept clean. This will
help prevent a fire in the engine room and in different areas.
Make sure that no fire extinguisher gases can be automatically released when
personnel are in the engine room.
Make sure that the emergency exits are clearly marked.

2015-07 2/ 5 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0210−1/A1
Safety Precautions and Warnings (General Information)

6. Tools
Put hand-tools in locations where you can easily get access to them. Put special tools
and devices in positions in the engine room near the area where you use them.
All tools must be prevented from unwanted movement and must have protection from
corrosion.

7. Spare Parts
Keep large spare parts as near as possible to the position where they will be installed
and near the engine room crane.
You must prevent the unwanted movement of large spare parts.
All the spare parts must have corrosion protection. The corrosion protection agent
must be easy to remove. Examine the the corrosion protection agent at regular
intervals and replace if necessary.
The spare parts must also have protection from mechanical damage.
Spare parts that are removed from the store must be replaced as soon as possible.

8. Crankcase Doors − Open

WARNING
Danger: If you think that parts of the running gear or bearings
have become too hot, it is possible that the engine must be shut
down. Before you open the crankcase doors, you must wait for a
minimum of 20 minutes. This will prevent an explosion.

WARNING
Injury Hazard. Be careful when you touch hot parts with your
hands. This can cause injury.

Winterthur Gas & Diesel Ltd. 3/ 5 2015-07

0210−1/A1 Operation W-X92
W-X92
Safety Precautions and Warnings (General Information)

9. Temperature
WARNING
Danger: If you think that parts of the running gear or bearings
have become too hot, it is possible that the engine must be shut
down. Before you open the crankcase doors, you must wait for a
minimum of 20 minutes. This will prevent an explosion.

WARNING
Injury Hazard. Be careful when you touch hot parts with your
hands. This can cause injury.

When commissioning an engine after an overhaul of its running gear, do a

temperature check to find unusually high temperatures in areas of the engine. Do this
temperature check after 10 minutes of engine operation.
Do the temperature check again after approximately one hour of engine operation.
After a short period of operation at full load, do the temperature check again.

10. Crankcase, Cylinder, Exhaust Pipes and Scavenge air

Receiver
Before you go into the spaces of the crankcase, cylinder, exhaust pipes and scavenge
air receiver, make sure that:
D The starting air to the engine is blocked and the ball valves 30-8605_E0_6 and
30-8605_E0_7 are open (see Control Diagram 4003−2).
D The turning gear is engaged (see the Maintenance Manual 0011−1 Precautionary
measures before you start maintenance tasks).
Note: Other ships in the water cause currents, which will make the propeller
and the engine turn. The engine and propeller cannot turn when the
turning gear is engaged.

11. Carbon Dioxide (CO2) Gas

WARNING
Injury Hazard. Where CO2 is used to extinguish a fire in the
engine, there is a risk of suffocation. Make sure that all related
spaces have good airflow to remove all CO2 gas before you go
into the engine.

12. Crankcase Doors − Close

Make sure that all crankcase doors are closed and locked before you operate the
engine. This is also applicable to short periods of engine operation e.g. running-in,
after the replacement of bearings etc.

2015-07 4/ 5 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0210−1/A1
Safety Precautions and Warnings (General Information)

13. Turning Gear

The lubricating oil pump must operate if possible, but the oil pressure cannot fully
increase when the exhaust valves are open.

WARNING
Injury Hazard: After an air run the crankshaft can turn suddenly
when the pressurized air in the cylinder releases. There is a risk
of death, serious injury or damage to components. Make sure that
there is no pressurized air in the cylinder and starting air pipes
before you do maintenance on the engine or engage the turning
gear. Make sure that the relief valves on all cylinder covers are
open to release the pressure.

WARNING
Injury Hazard: Make sure that no personnel and components are
in the danger areas (crankcase, piston underside, propeller shaft,
etc). The propeller coupling also turns.

Note: If the engine is stopped for overhaul, you must engage the turning gear to
prevent engine movement.
If the engine is ready for maneuvering, the turning gear must not be engaged.
Before the you start the engine, make sure that the turning gear is disengaged and
the lever is locked. It is possible that the 3/2-way valve (35-31HA) can prevent engine
start (see 4003−2 Control Diagram).

14. Instruments
Calibrate instruments (and gages) at regular intervals before you use them.

15. Frost Hazard

If the temperature decreases below 0°C and the engine is not in operation, it is
possible that water in the engine, pumps, coolers and piping system will freeze. To
prevent this, drain the systems or increase the temperature in the engine room.

Winterthur Gas & Diesel Ltd. 5/ 5 2015-07

 W-X92W-X92 Operation 0220−1/A1
Operation during Usual Conditions

Slow Turning
1. General
To make sure that the running gear turns freely, it is recommended (as long as the
classification society did not make more primary specifications) to turn the crankshaft
a minimum of one full turn before engine start.
Note: This does not apply if the engine was stopped during a maneuvering
period.

2. Turning Gear
The turning gear is used to turn the crankshaft (approximately one turn in
10 minutes). An arrow next to the flywheel shows the direction and distance that the
crankshaft has turned.

3. Slow Turning with Starting Air

A controlled quantity of starting air is released to turn the running gear at
approximately 5 rpm to 10 rpm.
The WECS−9520 has the command SLOW TURNING for this operation.
The active control stand is used to start the SLOW TURNING operation:
D From the remote control
D At the ECR manual control panel in the control room
D At the local control panel (see 4618−1 WECS−9520 manual control panel).

3.1 Conditions
Note: The numbers e.g. 30-4325_E_01 refer to items in 4003−2 Control Diagram.
1) Before you start the SLOW TURNING operation, make sure that:
D The turning gear is disengaged
D The WECS−9520 is set on
D The oil pumps operate (bearing oil and crosshead oil)
D The related control stand has control
D The indicator valves are closed
D The handwheel on the starting air shut-off valve 30-4325_E_01 is in the
position AUTOMAT.
D The shut-off valves on the starting air bottles are open.
D The air pressure for the air spring is correctly set (see 0250−1 Operating
Data Sheet)
D The cylinder lubrication is set to on.

3.2 Function
The function below is almost the same as the engine start function:
D The 2/2-way valve 35-4325_E0_5 opens the starting air shut-off valve
30-4325_E_01 and starting air flows to the starting air valves 30-2728_CX_1 in
the cylinder covers.
D The FCM−20 control the 3/2-way solenoid valves upstream of the starting valves.
The starting valves open and close for short intervals only.
D You can use the remote control to change the timing of the starting valves
(open / close) to get the best slow turning speed.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0230−1/A1
Operation during Usual Conditions

Engine Start

1. General
Before you start the engine (also, before trials and using starting air to turn the
engine) refer to:
D 0110−1 Prepare the Engine for Engine Start
D 0120−1 Prepare the Fuel Oil System for Operation
D 0130−1 Prepare the Servo Oil System
D 0140−1 Prepare the Cylinder Lubricating System.
You can start the engine from the locations that follow:
D The bridge or control room with remote control
D At the backup control box in the control room
D At local control panel on the engine.

2. Engine Start − Control Stand in Control Room

Prepare the engine as follows:
1) At the WECS−9520 manual control panel (see 4618−1), push the button
REMOTE AUTOM. CONTROL (Remote Control) to move control to the remote
control.
2) At the control room console, push the button REMOTE AUTOM. CONTROL
(Remote Control) to get control.
For more procedures to start using the remote control, see the documentation of the
remote control manufacturer.
If you move the telegraph from STOP to a different position, a start signal is released
automatically.

3. Engine Start − Local Control Panel

You use this mode if e.g. the electronic speed control system or the remote control
becomes defective.

CAUTION
Damage Hazard. The operator must not leave the local
maneuvering stand. The operator must regularly monitor the
speed indication to immediately adjust the fuel supply if the
speed changes.

3.1 Preparation
1) At the WECS−9520 manual control panel, push the button LOCAL MANUAL
CONTROL (Local Control) to move control to local manual control.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

0230−1/A1 Operation W-X92
W-X92
Engine Start

3.2 Engine Start

1) Push the button AUX. BLOWER PRESEL.
2) Push the button FUEL CONTROL MODE.
3) Turn the rotary knob to set the fuel injection quantity to approximately 15%.
4) Push the button START AHEAD or START ASTERN until the engine operates.
5) Slowly turn rotary knob to adjust the fuel injection quantity until the engine
operates at the necessary speed. You can see the related value on the display
and speed indicator.
6) Read the instructions for speed/power increase (see Maneuvering 0260−1) and
monitor the data (see Operating Data Sheet 0250−1).
You can also do the engine start procedure above from the ECR manual control
panel.
Note: You can use the buttons and rotary button only at the related active
control stand (see 4618−1 WECS−9520 Manual Control Panel).

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0240−1/A1
Operation

Usual Operation

1. General
To get the best performance, operate the engine at constant power. You must only
change the engine load and / or speed slowly, unless there are unusual conditions.

2. Checks and Precautions

During usual operation, you must do regular checks and use precautions. This lets
you operate the engine without problems. The most important of these regular checks
and precautions are given below:
D You must do regular checks of pressures and temperatures. You must obey the
limits (see 0250−1 Operating Data Sheet).
D You must compare the values of the instruments with those given in the
acceptance records and include the engine speed and power values. This gives
a good indication of engine performance. If there are differences in the values,
these must be identified.
D If there is no risk to the engine, replace instruments that are possibly defective.
You can feel the pipes to compare temperatures.
1) Do a check of the values that follow:
D Fuel injection quantity
D Fuel rail pressure
D Servo oil rail pressure
D Engine speed
D Turbocharger speed
D Scavenge air pressure
D Exhaust gas temperature upstream of the turbine.
Other important data are the values of the fuel that is used each day and the lower
calorific value.
2) Do a check to make sure that all shut-off valves in the cooling and lubricating
system are in the correct position.
3) Make sure that the shut-off valves for the cooling inlets and outlets on the engine
are always fully open during operation. These shut-off valves are used only to
isolate cylinders from the cooling water system during overhauls.
If there are unusually high or low temperatures at a water outlet, the temperature
must be gradually adjusted to the usual value. Sudden temperature changes can
cause damage (see also 2124−1 Cylinder Liner and 8017−1 Cooling Water System).
The maximum permitted exhaust temperature at the turbine inlet must not be more
than the limit given in 0250−1 Operating Data Sheet.
4) Compare the exhaust gas temperature indications at the cylinder outlet with the
related values in the acceptance records. If larger differences between the
cylinders are shown, you must find the cause.
5) Look at the colors of the exhaust gases from the funnel. No dark smoke must
come out.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

0240−1/A1 Operation W-X92
W-X92
Usual Operation

6) Keep the correct scavenge air temperature downstream of the air cooler with the
usual water flow (see 0250−1 Operating Data Sheet). A higher scavenge air
temperature will give an unsatisfactory quantity of scavenge air in the cylinder.
This will cause more fuel to be used and higher exhaust gas temperatures.
7) Do a check of the scavenge air pressure decrease through the air cooler. Too
much resistance will cause a decrease of air to the engine.
Note: The fuel must be carefully cleaned. See the recommendations in 0720−1
Fuel Treatment, Fuel System and the documentation of the separator
manufacturer.
8) Open the drain valves of all fuel tanks and and fuel filters regularly for short
periods to drain possible sludge or water.
9) Keep the fuel pressure correct downstream of the low pressure feed pump and
the inlet of the mixing unit (see the 0250−1 Operating Data Sheet and 0720−1,
paragraph 4 Configuration of the Fuel System).
10) Use the pressure retaining valve in the fuel return pipe to adjust the pressure at
the fuel pump inlet. The fuel will flow in the low pressure circuit of the engine at
the usual supply rate of the booster pump.
The temperature of the heavy fuel oil (HFO) must be sufficiently increased to make
sure that its viscosity upstream of the inlet to the fuel pumps is in the limits given in
0710−1, Viscosity paragraph 3.1).
11) Do regular checks of the cylinder lubricating oil quantity that is used. Continuous
service will give the best cylinder lubricating oil quantity. Do not lubricate the
cylinders too much.
The cooling water pumps must operate at their usual flow rate i.e. the supply head is
related to the given system configuration. The result of the flow rate and temperature
difference between the inlet and outlet will approximately be related to the values
given in 0250−1 Operating Data Sheet. If the temperature difference is too much,
repair or replace the related pump as soon as possible.
To adjust the correct supply head of the cylinder cooling water pump, the supply rate
must be controlled in the engine outlet manifold. There must always be positive
pressure at the suction side of the pump to prevent air flow through the piston rod
gland.
12) Make sure that the vents at the top of the cooling water spaces are kept
constantly open to release the air.
13) Do a check of the levels in all water and oil tanks, and all the drainage tanks of
the leakage pipes. Look for unusual changes.
14) Look at the cooling water. If there is contamination or oil in the cooling water, the
cause must be found and the defect repaired.
15) Regularly examine the sight glasses of the condensate collectors to do a check
of the water flow (see 8345−1 Drainage System and Wash-water Piping System
Fig. 1, item 12).
16) If there is a pressure decrease, do a check of the oil filters. Clean the oil filters if
necessary.
17) Do regular checks of the differential pressure through the automatic filter and the
flush process.
18) You must monitor for a period, bearings that are replaced or bearings that are
installed after an overhaul. You must obey the precautions to prevent crankcase
explosions (see 0460−1).
19) Make sure that the covers of the rail unit are kept closed when the engine
operates.

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0240−1/A1
Usual Operation

When you listen to the engine, unusual noises will show that there is a possible
defect.
Hand-drawn diagrams give data about the combustion process and pressures in the
cylinder (see 0420−1 Indicator Diagrams).
When the quality of the fuel used changes (diesel oil, HFO from different bunkers),
the maximum pressure in the cylinder at service power must be found as soon as
possible. You must compare this pressure to the pressure measured during the
related shop trial (speed, power).
If there are large differences in the firing pressures (i.e. too high or too low), adjust the
fuel quality setting (FQS) to change the firing pressures (see 4002−3 paragraph 2,
User Parameters).
20) Put the lubricating oil through a centrifuge. Get samples at regular intervals and
compare these samples with the values given in 0750−1 Lubricating Oils.
21) Do a check of the dirty oil drain pipes from the piston underside to make sure that
there are no blockages. Use your hand to touch each drain pipe to feel for a
temperature difference. A pipe is blocked when there is a temperature difference
along its length. You must clear all blockages as soon as possible.
22) Examine regularly the lubricating oil and fuel systems for leaks (see 8016−1,
paragraph 4 Servo Oil Leakage and 8019−1 paragraph 4 Fuel Leakage System).
To find leakages in the rail unit, open the related hinged covers and casings. You
must repair leaks as soon as possible.

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 0250−1/A1
Operating Data Sheet

Pressure and Temperature Ranges at Continuous Service

Power MCR
Medium System Location of Gage Pressure Temperature
Measurement [bar] [_C]

Min. Max. Min. Max. Diff.

Fresh Water Cylinder cooling Inlet 3.0 5.0 65 − maximum

Outlet each cylinder − − 80 90 15
SAC LT circuit (single stage) Inlet cooler 2.0 4.0 25 36 Note 3)

(single-stage scavenge air cooler) Outlet cooler − − − 80

Lubricating Servo oil Pumps inlet − − − − −
Oil Main bearing oil Supply 3.8 4.8 40 50 −
Piston cooling oil Inlet 3.8 4.8 40 50 maximum
Outlet − − − 80 30
Torsional vibration damper Supply 3.8 4.8 − − −
(if steel spring damper is installed) Inlet casing 1.5 − − − −
Integrated axial damper Supply 3.8 4.8 − − −
(chamber pressure) Monitoring 1.7 − − − −
Turbocharger bearing oil (ABB, A100L) Inlet 1.0 2.5 − − −
(with internal oil supply) Housing outlet − − − 110 −
Turbocharger bearing oil (MHI, MET) Inlet 0.7 1.5 − − −
Housing outlet − − − 85 −
Bearing Thrust bearing Pads AHEAD − − − 80 −
Fuel Supply unit Inlet (fuel pump) 7.0 10.0 − 150 −
Note 1) Note 2)
Downstream of pressure retaining valve Return (fuel pump) 3.0 5.0 − − −
Scavenge Air Scavenge air cooler (SAC) Downstream of 25 80 −
SAC
Intake from engine room (pressure Air filter / silencer maximum 10 mbar − − −
decrease)
Intake from outboard (pressure decrease) Ducting and filter maximum 20 mbar − − −
SAC (pressure decrease) new SAC maximum 30 mbar − − −
fouled SAC maximum 50 mbar − − −
Air Starting air Engine inlet 12 25 or 30 − − −
Control air Engine inlet 6.0 7.5 − − −
Usual 6.5 − − −
Air spring of exhaust valve Main distributor 6.0 7.5 − − −
Usual 6.5 − − −
Exhaust Gas Receiver Downstream of − − − 515 ±50
each cylinder Note 4)
Turbocharger inlet − − − 515 −
Manifold downsteam of turbocharger new maximum 30 mbar − − −
fouled maximum 50 mbar − − −
TC Bearing Oil A100 (on engine lube oil system) Inlet 1.0 2.5 − −
Outlet − 110 −
A100 (with independent lube oil system) Inlet 1.3 2.5 − 85 −
Outlet − 130 −
MET Inlet 0.7 1.5 − −
Outlet − 85 −

Winterthur Gas & Diesel Ltd. 1/ 2 2014

0250−1/A1 Operation W-X92
W-X92
Operating Data Sheet

For the limits of the alarm, slow-down and shutdown signals (see 0250−2).
Notes:
1) At 100% engine load.
2) At stand-by condition. During commissioning of the fuel system, the fuel pressure
at the inlet of the fuel pumps is adjusted to 10 bar.
3) The water flow must be in the specified limits (scavenge air cooler specification).
4) Maximum temperature difference between the cylinders

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0250−2/A1
Operating Data Sheet

Alarms and Safeguards at Continuous Service Power

Media Unit Location Signal No. Func- Type of Setting Time
Note 1) tion signal value Interval
Note 2) Note 3) [bar or _C] [sec]
Cylinder Cooling Water Pressure Engine inlet PT1101A ALM L 3.0 bar 0

SLD L 2.8 bar 60

PS1101S SHD L 2.5 bar 60

Temperature Engine inlet TE1111A ALM L 65_C 0

Outlet each cylinder TE1121−32A ALM H 90_C 0

SLD H 95_C 60

Scavenge Air Cooling Water Pressure Cooler inlet PT1361A ALM L 2.0 bar 0

Single stage SAC Fresh water Temperature Cooler inlet TE1371A ALM L 25_C 0

Note 4) Cooler outlet TE1381−83A ALM H 80_C 0

Main Bearing Oil Pressure Engine inlet PT2001A ALM L 3.8 bar 0

SLD L 3.6 bar 60

PS2002S SHD L 3.1 bar 10

Temperature Engine inlet TE2011A ALM H 50_C 0

SLD H 55_C 60

Temperature Outlet bearings TE2101A−15A ALM H 65_C 0

(Optional) SLD H 70_C 60

Servo Oil Flow Servo oil pump FS2061A−63A ALM L no flow 0

Note 11)

Leakage Level Servo oil pump and LS2055A ALM H maximum 0

pipes.
Note 7)

Rail unit FE and DE LS3444A−45A ALM H maximum 0

Thrust Bearing Temperature Pads (ahead) TE4521A ALM H > 80_C 0

SLD H > 85_C 60

TS4521S SHD H 90_C 60

Pads (astern) TS4522A ALM H > 80_C 0

SLD H > 85_C 60

Pads TE4526A−27A ALM H 75_C 0

(ahead/astern)

SLD H 80_C 60

Oil Mist Concentration Crankcase AS2401A ALM H − 0

AS2401S SLD H − 60

Failure Detection unit XS2411A ALM F − 0

Piston Cooling Oil Temperature Outlet each cylinder TE2501−12A ALM H 80_C 0

SLD H 85_C 60

Flow Inlet each cylinder FS2521−32S SHD H/L no flow 15

Winterthur Gas & Diesel Ltd. 1/ 4 2014

0250−2/A1 Operation W-X92
W-X92
Alarms and Safeguards at Continuous Service Power

Media Unit Location Signal No. Func- Type of Setting Time

Note 1) tion signal value Interval
Note 2) Note 3) [bar or _C] [sec]
Turbocharger Oil (ABB) Pressure Inlet each TC PT2611A ALM L 1.0 bar 5

SLD L 0.8 bar 60

PS2611-13S SHD L 0.6 bar 5

Temperature Outlet each TC TE2601-03A ALM H 110_C 0

SLD H 120_C 60

Turbocharger Oil (ABB A100) Pressure Inlet each TC PT2611-13A ALM L 1.3 bar 5
(isolated TC lube oil supply)

Note 13) SLD L 1.1 bar 60

PS2611-13S SHD L 0.9 bar 5

Temperature Outlet each TC TE2601-03A ALM H 130_C 0

SLD H 140_C 60

Turbocharger Oil (MET MHI) Pressure Inlet each TC PT2611-13A ALM L 0.7 bar 5

Note 13) SLD L 0.6 bar 60

PS2611-13S SHD L 0.4 bar 5

Temperature Outlet each TC TE2601-03A ALM H 85_C 0

SLD H 90_C 60

GEISLINGER Damper Oil Pressure Casing inlet PT2711A ALM L 1.5 bar 0

Axial Damper Oil Pressure Rear chamber PT2721A ALM L 1.7 bar 60

Front chamber PT2722A ALM L 1.7 bar 60

Fuel Temperature Upstream of the TE3411A ALM H 50_C to 0

supply unit Note 4) 160_C

ALM L 20_C to 0
130_C

Pressure Upstream of the PT3421A ALM L 7.0 bar 0

supply unit

(refer to 0710−1 Viscosity Upstream of the Note 5) ALM H 17 cSt 0

Viscosity-Temperature Diagram) Note 4) supply unit

ALM L 13 cSt 0

Fuel Leakage Level Fuel pumps and LS3426A ALM H maximum 0

pipes
Note 7)

ICU and pipe LS3446A−47A ALM H maximum 0

2014 2/ 4 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0250−2/A1
Alarms and Safeguards at Continuous Service Power

Media Unit Location Signal No. Func- Type of Setting Time

Note 1) tion signal value Interval
Note 2) Note 3) [bar or _C] [sec]
Exhaust Gas Temperature Downstream of each TE3701A−12A ALM H 515_C 0
cylinder

ALM D ±50_C 0

SLD H 530_C 60

SLD D ±70_C 60

Temperature Upstream of each TC TT3721A-23A ALM H 515_C 0

Note 6) Note 10)

SLD H 530_C 60

Downstream of each TT3731A−33A ALM H 480_C 0

TC Note 10)
Note 6)

SLD H 500_C 60

Scavenge Air Temperature Downstream of each TE4031A-33A ALM L 25_C 0

SAC

ALM H 60_C 0

SLD H 70_C 60

Each piston TE4081A−92A ALM H 80_C 0

underside

SLD H 120_C 60

Condensation Water Level Water separator LS4071A−73A ALM H maximum 0

SLD H maximum 60

Upstream of the LS4075−77A ALM H maximum 0

water separator

SLD H max. 60

Starting Air Pressure Engine inlet PT4301−02C ALM L 12.0 bar 0

Air Spring Air Pressure Distributor PT4341A ALM H 7.5 bar 0

Note 8) and Note 9)

ALM L 5.5 bar 0

SLD L 5.0 bar 60

PS4341S SHD L 4.5 bar 0

Air Spring Air − Leakage Oil Level Exhaust valve LS4351−52A ALM H maximum 0

Control Air Usual Pressure Engine inlet PT4401A ALM L 6.0 bar 0
Supply
Note 8)

PT4411A ALM L 5.5 bar 0

Standby Pressure Engine inlet PT4421A ALM L 5.0 bar 0

Supply
Note 9)

WECS−9520 Power failure Power supply box XS5056A ALM F − 0

Speed Crankshaft XS5058A ALM F − 0

Pulse lubrication system Power failure Supply XS5058A ALM F − 0

Winterthur Gas & Diesel Ltd. 3/ 4 2014

0250−2/A1 Operation W-X92
W-X92
Alarms and Safeguards at Continuous Service Power

Engine Data Unit Location Signal No. Func- Type of Setting Time
Note 1) tion signal Value Interval
Note 2) Note 3) [%] [sec]
Engine Performance Data Speed Crankshaft ST5111−12S SHD H 110% 0
Overspeed

1) Signal number shows the interface to the remote control (refer to 4003−2).
2) Function:
D SLD = Slow down
D SHD = Shut down
D ALM = Alarm.
3) Type of signal:
D D = Difference in value
D F = Failure
D H = High
D L = Low.
4) Alternative design.
5) Not included in standard engine supply range.
6) Abbreviations:
D TC = Turbocharger
D SAC = Scavenge Air Cooler.
7) For the location of measurements and signal numbers, see 8016−1, paragraph 4
Servo Oil Leakage and 8019−1, paragraph 4 Fuel Leakage System.
8) Supply from the board system for control and air spring air through the pressure
reducing valve 35−23HA.
9) Supply from starting air pipe upstream of the shut-off valve (from the starting air
bottles 930-B001 and 930-B002) for control and air spring air through the
pressure reducing valve 35−19HA.
10) Signal name changes downstream of the amplifier (on the engine) from TExxxxA
to TTxxxxA.
11) Alarm has an effect only above 30% engine power.
12) Alarm has an effect only above 40% engine power.
13) The alarm and slow-down values shown are the minimum settings permitted
(from the TC manufacturer). To get a warning in a shorter time, the ALM and SLD
values can be increased up to 0.4 bar below the minimum effective pressure
(measured in the full operation range). The last ALM/SLD setting is found during
commissioning / sea trial of the vessel.

2014 4/ 4 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0260−1/A1
Operation

Manoeuvring

1. General
Correct maneuvering, with a subsequent increase in engine load up to service power
and a decrease in load from service power, is very important.
Engine loads in the higher power ranges that are changed too quickly can cause
increased wear and contamination, specially on piston rings and cylinder liners.
Slow load changes let the piston rings adapt to the new conditions and therefore
make sure of the best seal.
There must always be sufficient power available in a short time for safe manoeuvring
in ports and waterways.

2. Maneuvering
Maneuvering is the operation between leaving port and release to sea speed and
from the approach to port until finished with engine. This also includes all changes
during usual service e.g. changes of direction.
The manoeuvring range is the speed range between FULL AHEAD and FULL
ASTERN. This range is usually divided into four manoeuvring steps with related given
speeds in each direction.
Note: Because of torsional vibration, it is possible that the engine has one or
more speed ranges that are not permitted. Also, it is possible that a
speed range is not permitted if the axial damper becomes defective. Data
about the speed ranges that are not permitted can be found near the
telegraph on the bridge, and/or near the local control panel.
Usually, the full maneuvering speed, for engines that have fixed pitch propellers, is
related to approximately 70% of the maximum rated engine speed. This is
approximately 35% of the maximum power. This means that when sailing straight
ahead, the ship will be at approximately 66% of its maximum speed.
A fully serviceable engine can be manoeuvred in the range given above with no time
or performance limits. Fuel and scavenge air necessary for engine operation are
controlled electronically.
If the engine is increased quickly to full maneuvering speed (or the propeller blades
move to full pitch), the engine load is momentarily higher when the vessel has no
movement. When the vessel is at sea speed, the engine load is decreased.
You can do maneuvering operations from the bridge (if the remote control is installed),
from the engine control room or at the local control panel on the engine.
Make sure that you know the special precautions for maneuvering operations from
the local control panel.
Heavy fuel oil (HFO) or diesel oil can be used during maneuvering, but HFO is
recommended (see 0270−1, paragraph 1 General).
The fuel used must have sufficient treatment (see 0720−1 Fuel Treatment, Fuel
System).
The data given in 0250−1, Operating Data Sheet is also applicable during
manoeuvring.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

0260−1/A1 Operation W-X92
W-X92
Manoeuvring

When HFO is used for maneuvering, the temperature of the fuel must be increased
sufficiently. This keeps the viscosity at the fuel pump inlets in the range given in
0710−1, Fig. 1 Viscosity-Temperature Diagram.
The heating of the fuel system must stay set to on. Keep the temperature of the
cooling media as close as possible to the higher limits given for usual service (see
0250−1 Operating Data Sheet).

3. Usual Operation
3.1 Local Control Panel
For more data, refer to 4003−1, Engine Control, paragraph 3.

3.2 Transfer and Accept Control

1) To change the control from the remote control (REMOTE AUTO CONTROL) to
the local control (LOCAL MANUAL CONTROL), do step a) to step c) below:
a) At the control room console, push the button LOCAL MANUAL CONTROL.
b) At the WECS−9520 manual control panel (see 4618−1), push the button
LOCAL MANUAL CONTROL to get control.
c) Push the button FUEL CONTROL MODE.
Use this operation mode for long periods only when necessary e.g. until defects in the
speed control system, or other defects in the remote control can be repaired.
Note: An engineer must stay at the local manoeuvring stand. The engineer can
then make changes immediately if necessary.

3.3 Reversing
1) Turn the rotary button to 15% fuel injection quantity (see display).
2) Push the button START AHEAD or START ASTERN until the engine runs in the
applicable direction.
Note: On ships under way, this procedure can be some minutes, because the
flow of water has an effect on the propeller.
You can also use the ECR manual control panel to do the reversing procedure given
above.
You can use the buttons and rotary button only at the related active control stand.

4. Increase Power after Release to Sea Speed and

Decrease
You must only increase and decrease the engine load during a given time . This time
is usually 40 minutes to 45 minutes between full maneuvering and service power. The
time must not be less than that given as follows:
D For an increase in engine load, not less than 30 minutes
D For a decrease in engine load, not less than 15 minutes.
You use the related devices in the engine room to manually increase and decrease
the engine load and speed setting.
The time limits given above for speed and power are not applicable if a faster
decrease of engine load is necessary when:
D There are critical alarm conditions in the engine room
D A shut-down or slow-down signal is activated.

5. Emergency Maneuver
The safety of the vessel is very important. If an emergency manoeuvre is necessary,
all the limits specified in paragraphs 2, 3 and 4 are not applicable, i.e. you can use the
the full power of the engine.

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0270−1/A1
Operation

Change-over from Diesel Oil to Heavy Fuel Oil and Back

1. General
Continuous operation with heavy fuel oil (HFO) is recommended for engines and
plants. You must only change from HFO to diesel oil (DO) if necessary, for example
when:
D The engine is flushed before maintenance
D The heating plant is set to off in the dry dock
D There are environmental conditions.
To make sure that the change-over is safe, see the paragraphs that follow:

2. Recommended Viscosity at Inlet to Fuel Pumps

For the temperature necessary to make sure that the fuel, upstream of the inlet to the
fuel pumps, is at the correct viscosity, see the 0710−1, Fig. 1 Viscosity /Temperature
Diagram.
A viscosimeter controls the temperature increase of the fuel.
Note: While the engine is stopped, fuel flows through the fuel pumps, fuel rail
and fuel pressure control valve and then flows back to the fuel system.

3. Change-over from DO to HFO

See 0720−1 Fuel Treatment and Fuel System.

3.1 Plant Side

To change from diesel oil DO to HFO, you must make sure that the 3-way valve (4) is
in the correct position. When the position of the 3-way valve is changed, HFO and DO
are mixed in the mixing unit (8).
The viscosimeter controls the end-heater (11), which keeps the fuel temperature at
the applicable viscosity. You must only increase the fuel temperature slowly (i.e. the
temperature increase must be a maximum of 2_C each minute).
Note: It is possible that sudden temperature changes can stop the movement of
the fuel pump plungers.
1) Make sure that the heating for the fuel filter (12), fuel supply and fuel return pipes
is set to on until the fuel is at the necessary temperature.
Note: The temperature is shown on the thermometer upstream of the inlet to
the fuel pumps
2) Do a check of the fuel pressure downstream of the low pressure pump and at the
fuel pump inlet (see Operating Data Sheet 0250−1).

3.2 Engine Side

The trace heating on the engine (high pressure fuel pipes and fuel rail) must be set to
on when there is a change-over from DO to HFO in the plant. All covers of the rail unit
must be closed.
If the engine room is cold, you must set to on the trace heating approximately one
hour before the change-over.
Before you stop the engine, the change-over procedure must be fully completed. This
prevents a mixture of DO and HFO in the fuel rail, which can cause viscosity
problems during the next engine start.
It is recommended that for the change-over, the fuel is at the applicable temperature
and the CMCR load is not more than 75%.

Winterthur Gas & Diesel Ltd. 1/ 2 01−2015

0270−1/A1 Operation W-X92
W-X92
Change-over from Diesel Oil to Heavy Fuel Oil and Back

4. Change-over from HFO to DO

4.1 Plant Side

To change from HFO to DO, you must first change the position of the 3-way valve (4)
(see 0720−1). HFO and DO is mixed in the mixing unit (8). The viscosity of the fuel
mixture decreases quickly at a specified temperature, which is related to an increased
proportion of DO to HFO. After a short period the heating can be set to off.

4.2 Engine Side

CAUTION
Damage Hazard: If you operate the engine with DO and the trace
heating is set to on, damage to the engine will occur.

The trace heating on the engine (high pressure fuel pipes and fuel rail) must be set to
off during change-over from HFO to DO in the plant.
Note: The time to complete a change-over will be longer if the engine operates
at low load.
Before you stop the engine, the change-over procedure must be completed. This will
prevent a mixture of DO and HFO in the fuel rail which can cause viscosity problems
during the next engine start.
It is recommended that the CMCR load is less than 50% CMCR power for the
change-over from HFO to DO.

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0280−1/A1
Operation

Operation at Low Load

1. General
Refer to the data that follow:
D 0240−1 Usual Operation, paragraph 2 Checks and Precautions
D Trace heating of the fuel system during operation
D Temperature of the cooling medium in the usual range (see 0250−1 Operating
Data Sheet)
D Careful treatment of the fuel (see 0720−1, Fuel Treatment and Fuel System)
D 0750−1 Operating Media, paragraph 3 Cylinder Lubricating Oil.
The cylinder lubricating oil quantity automatically adapts to the lower engine load. The
WECS−9520 controls the lubricating oil quantities related to the engine load.

2. WECS−9520 Injection Control

At low load the WECS−9520 automatically cuts out one of the three injection valves in
each cylinder. This makes sure that the engine has the best fuel spray and
combustion properties,which decreases smoke and fuel consumption.
The WECS−9520 cuts out a different injection valve at regular intervals to get an
equal thermal load in the combustion chamber.
There is no time limit to operate the engine at low load.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0290−1/A1
Operation

Operation at Overload

1. General
Usually, the engine is only operated at overload (110% of CMCR power) during sea
trials when there is an authorized representative of the engine builder on board the
ship.
The limit for operation of the engine at overload is a maximum of one hour each day
(see also 0070−1 The Relation between Engine and Propeller).
During operation at overload, you must carefully monitor the engine. If there are
unusual indications, you must decrease the load (power).
The load indication (fuel injection quantity) and the exhaust gas temperature
upstream of the turbine show the engine load (see 0250−1 Operating Data Sheet,
and the Acceptance Records).
The coolant temperatures must stay in their usual ranges.
During usual operation, the full load position of the load indication (fuel injection
quantity) must stay in the limits given (see the Acceptance Records).
The maximum permitted position of the load indication (fuel injection quantity) is given
in the Acceptance Records. The adjustments are only permitted to show the CMCR
power during sea trials with an overspeed of 104% to 108% of CMCR power.
The conditions given below affect the speed of the ship:
D Sailing into strong head winds
D Sailing in heavy seas
D Sailing in shallow water
D When there is unwanted heavy growth on the hull.
The governor increases the fuel quantity to keep the speed of the ship constant. The
position shown on the load indication (fuel injection quantity) will increase.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0310−1/A1
Engine Shutdown

General

1. Engine Load Decrease

When possible, it is recommended that the engine load is decreased slowly, see
0260−1 Maneuvering.

2. Engine Stop

2.1 Usual Procedures

2.1.1 Engine Stop from the Control Room − Remote Control

The operation procedure from the manoeuvring stand in the control room is not given
because different types of remote control can be connected to the engine controls.
For this procedure, see the applicable documentation of the remote control
manufacturer.
Usually it is sufficient to move the telegraph to the position STOP.

2.1.2 Engine Stop from the Control Room − ECR Manual Control Panel
See 4003−2 Control Diagram.
When you push the STOP button on the WECS−9520 manual control panel, the
WECS−9520 decreases the engine speed/power, then shuts down the engine.

2.1.3 Engine Stop from the Local Control Panel

Refer to 4003−2 Control Diagram and 4618−1
When you push the STOP button on the WECS−9520 manual control panel the
WECS−9520 decreases the engine speed/power, then shuts down the engine.
Note: You can use the buttons and rotary knob only at the related active control
stand.

2.2 Emergency Stop

To stop the engine immediately, push the EMERGENCY STOP button in the control
room (control console) or on the local control panel. The pressure control valve
10-5562_E0_3 then releases the pressure in the fuel rail. At the same time, the fuel
pump supply decreases to 0 (zero).

2.3 Last Option

CAUTION
Damage Hazard. Do this emergency procedure only as a last
option. Damage to the engine can occur.

You can also set to off the electrical power to the WECS9520 in the power supply
boxes E85 to stop the engine.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0320−1/A1
Engine Shutdown

Procedures after Engine Stop

1. Procedures for Short Service Breaks (some days to

some weeks)

1.1 Engine is in the Maneuver Phase

If the engine must operate after it has stopped (i.e. in the standby phase), see the
conditions that follow:
D The WECS−9520 must stay set to on.
D All the pumps for cooling water, lubricating oil and fuel must operate.
D Control air must be available and the starting air bottles must be full.
D The cylinder cooling water must be kept at the correct temperature.
D The temperature of the lubricating oil must not decrease.
D The fuel must be kept at the applicable temperature in accordance with 0710−1,
Fig. 1 Viscosity-Temperature Diagram.

1.2 Engine is not in the Maneuver Phase

If the engine is not in the maneuver phase (i.e. in port and finished with engine), see
the conditions that follow:
D After the engine has stopped, the cooling water and lubricating oil pumps must
operate for a minimum of 20 minutes to let the temperatures become stable. The
temperatures of these media must not decrease below their usual inlet
temperatures. The sea-water pump can usually be stopped immediately.
D If the engine was shut down during operation with HFO, the supply must flow
through the fuel pumps and the fuel rail. The fuel system must continue to
operate.
D The heating system to the fuel pipes on the engine must be set to on. If this is not
necessary, change the engine operation to diesel oil before shut-down (see
0270−1, paragraph 4 and 0620−1 Prepare the Engine for a Long Shutdown
Period.
D The low pressure supply pump and booster pump can be stopped if the engine
was shut down during operation with diesel oil (see 0720−1, paragraph 4
Configuration of the Fuel System).
D After the engine has stopped, the starting air supply must be closed.
1) Close the shut-off valves (930-V03 and 930-V04) on the starting air bottles
(930-B001 and 930-B002).
2) Turn the handwheel of the starting air shut-off valve (30-4325_E0_1) to the
position CLOSED.
3) Open the ball valves (30-8605_E0_6 and 30-8605_E0_7) to release the pressure
(see 4003−2 Control Diagram and 4003−9 Air Systems).
4) Open the indicator valves in the cylinder covers.
5) Engage the the turning gear.
6) Set the WECS−9520 to on.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

0320−1/A1 Operation W-X92
W-X92
Procedures after Engine Stop

7) If necessary, release the pressure from the fuel system.

8) Where possible, keep the cooling water warm to prevent too much decrease in
engine temperature. The cooling water pump thus, continues to operate unless it
is necessary to stop the cooling water pump for maintenance.
9) At frequent intervals, and with the indicator valves open, use the turning gear to
turn the engine as necessary (if possible, daily in damp climates ). Do this
procedure while the lubricating oil pump and servo oil service pump operate and
at the same time, set to on the cylinder lubrication. After this procedure is
completed, make sure that the piston stops in a different position each time.
10) Close the shut-off valve on the control air supply (air supply from the board
system).
Note: Make sure that you know the safety precautions before you do repair
work or overhauls (see the Maintenance Manual 0011−1 and 0012−1).

1.2.1 Post-lubrication of the Cylinders

Post-lubrication starts automatically during the slow-down of the engine.
1) Close the shut-off valve on the control air supply (air supply from the board
system).
Note: Before you release the pressure in the air spring system, make sure that
the lubricating oil pump is set to off.
2) Repair all the defects found in service (leaks, etc).

1.2.2 Starting Air Manifold / Starting Air System

The release of air in the starting air manifold (6, Fig. 1) cannot be done correctly
because of low air pressure after engine stop. Thus, dirt and grease stay in the
starting air manifold and can prevent movement of the piston rings of the starting air
valve (7).
Use high-pressure air at regular periods, to make sure that all dirt and grease is
removed from the starting air manifold.
1) Do step a) to step f) to remove dirt and grease from the starting air manifold:
a) Engage the turning gear.
b) Open the drain valve (3) momentarily. If you can hear the starting air flow
into the shut-off valve (1), close the drain valve (3). The starting air manifold
(6) is pressurized with high-pressure starting air.
c) Close the shut-off valves (930-V03 and 930-V04) on the starting air bottles
(930-B001 and 930-B002).
Note: You can usually find the vent valve (5) installed at the free end of the
starting air manifold. But on some engines the vent valve is installed at
the driving end. It is possible that two vent valves are installed on
different engine types.
d) Open the vent valve (5). The high-pressure air is released. Dirt and grease in
the starting air manifold are removed.
e) Lift the lever then turn the handwheel (2) to the position CLOSED.
f) Open the vent valve (4) to drain the shut-off valve (1).

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0320−1/A1
Procedures after Engine Stop

7 8
STARTING AIR
30 BAR

1 2

AUTOMAT

OPENED
CLOSED

30-8353_E03
P P
WCH02728
I I
6 5 4 PT PT

4301C 4302C

CONTROL AIR
6.5 BAR

Fig. 1: Starting Air System

2. Procedures for Service Breaks for a Longer Period

(weeks or months)
Refer to paragraph1.2 above and to 0620−1 Prepare the Engine for a Long Shutdown
Period.

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 0410−1/A1
Operation − Special Procedures

Running-in New Cylinder Liners and Piston Rings

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Before Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2 Running-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Cylinder Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. Lubricating Oil Feed Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.1 Increase the Feed Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.2 Decrease the Feed Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.3 Decrease the Feed Rate to Less than the Guide Feed Rate . . . . . 4
5. Running-in Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

1. General
After new components of the piston running system are installed, it is very important
that you do a running-in procedure. This procedure makes sure that the profiles of the
piston rings and the cylinder liner adapt to get the same shape.
The running-in procedure has different engine load steps (see paragraph 5), which
are lubricated more than usual. The higher amount of lubricating oil absorbs the large
quantity of wear debris, which were made during the running-in procedure.
The new components will be run-in until the engine has the maximum load. If the
engine was run-in until load L1 and you want to operate the engine at a higher load
L2 (L2 > L1 + 10% CMCR), you must first start a new running-in process until load L2.
For data about the engine load ranges, see 0070−1 The Relation between Engine
and Propeller.
After new cylinder liners are installed, or after piston rings are replaced, a running-in
procedure must be completed. Running-in makes sure that there is a good seal
between the piston rings and cylinder liner in a short time. The running-in procedure
is very important for engines with non-chrome ceramic piston rings.
It is very important that no scuffing occurs on the running surfaces of the cylinder liner
and/or the piston rings during the running-in procedure. You must obey the data given
in the guidelines of the running-in programme to run-in new components (see
paragraph 5). Do not complete the load-up programme faster than recommended.
It is also very important that spare cylinder liners are purchased from approved
manufacturers who apply modern material and machining technologies.

Winterthur Gas & Diesel Ltd. 1/ 5 2014

0410−1/A1 Operation W-X92
W-X92
Running-in of New Cylinder Liners and Piston Rings

1.1 Before Engine Start

1) Prepare the engine for start, see 0110−1.
2) Do a check of the condition of the piston rings.
3) Do a check of the condition of the cylinder liners from the piston underside and
for signs of condensation or leakage (if the engine has not started for some time).
4) Do a check of the scavenge air receiver and piston underside for contamination.
5) Make sure that the water separator is in a clean condition.
6) Make sure that the scavenge air receiver drains are open and the high level
alarm operates correctly.
7) See the data given in paragraph 4 to set the cylinder lubricating oil supply rate.
8) In the remote control, get the USER PARAMETERS page (see 4002−3,
paragraph 2).
9) Set to off the VIT.
10) Set the FQS to 0.00 degree.
11) Install the high feed rate (HFR) bush to the related fuel pump(s), see 7218−2
Cylinder Lubrication − LFR and HFR Bushes, paragraph 2.1.

1.2 Running-in
1) Make sure that the HFR bush is installed on the related cylinder lubricating
pump(s), see 7218−2/A1 Cylinder Lubrication − LFR and HFR Bushes.
Note: When you install the HFR bush, the output of the cylinder lubricating
pump increases by 25%, compared to the output when the LFR bush is
installed.
2) See paragraph 5 for data about the running-in sequence. Obey the data given in
paragraph 4.1 and paragraph 4.2.
3) Do not complete the load-up sequence faster than the recommended time.
Note: It is usually necessary to inspect the condition of the running surfaces of
the piston rings and the cylinder liner to make an estimate of the
running-in status.
4) Do frequent checks to make sure that the cooling water quantity and temperature
is stable (differences in temperature are not permitted), (see 2124−1 Cylinder
Liner).
5) For the running-in of one cylinder, you can temporarily decrease its load. See
step a) and step b):
a) In the remote control, get in the MAINTENANCE SETTINGS in the ADJUST
page (see 4002−3, paragraph 2).
b) In the Inj. correction factor page, set the applicable value.
6) After the running-in procedure, make sure that the low feed rate (LFR) bush is
installed (see 7218−2 Cylinder Lubrication − LFR and HFR Bushes, paragraph
2.2).

2. Fuel
For running-in, use heavy fuel oil (HFO). Make sure that the fuel has the correct
treatment and viscosity (i.e. heated to the correct temperature).

2014 2/ 5 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0410−1/A1
Running-in of New Cylinder Liners and Piston Rings

3. Cylinder Lubricating Oil

For usual operation and running-in conditions, use cylinder lubricating oil that has a
high-alkaline base number (BN) (see 0750−1, paragraph 3 Cylinder Lubricating Oil)
when HFO with a high sulphur content is used.

4. Lubricating Oil Feed Rate

4.1 Increase the Feed Rate

During the first step of the running-in procedure, the feed rate to the related cylinder
must be increased to 1.4 g/kWh. Refer to the data given in paragraph 5 and 4002−3
User Parameters and Maintenance Settings, paragraphs 1 and Lubrication).
1) Make sure that the HFR bush is installed on the related cylinder lubricating
pumps, see 7218−2 Cylinder Lubrication − LFR and HFR Bushes.
Note: When you install the HFR bush, the output of the cylinder lubricating
pump increases by 25%, compared to the output when the LFR bush is
installed.
2) Refer to the flexlube manual (Cylinder Pulse Lubrication Cards) to change the
feed rate setting on the applicable cylinder(s).
3) Select the applicable cylinder(s).
4) Adjust the percentage (%) until you get 1.12 g/kWh for the applicable cylinder
number.
Note: When the HFR bush is installed, the output of the cylinder lubricating
pump is 1.4 g/kWh (the selected feed rate is 1.12 g/kWh + 25%).

4.2 Decrease the Feed Rate

The feed rate is related to the nominal power and can be decreased to:
D 1.2 g/kWh after approximately 15 hours of operation
D 1.0 g/kWh between 50 hours and 200 hours of operation
D 0.9 g/kWh after 200 hours of operation and after inspections of the piston rings
and cylinder liners.
For more data, refer to paragraph 5.
The feed rate can be decreased because of regular checks of the piston rings and
cylinder liners during the next 500 hours to 1000 hours of operation. The feed rate
must be decreased in small steps until the guide feed rate is at 0.8 g/kWh.
Do the procedure that follows to decrease the feed rate:
1) Install the LFR bush, refer to 7218−2 Cylinder Lubrication − LFR and HFR
Bushes, paragraph 2.2).
2) Refer to the flexlube manual (Cylinder Pulse Lubrication Cards) to change the
feed rate setting on the applicable cylinder(s).
3) Do step 2) again to adjust the feed rate to the applicable value related to the data
given in the running-in sequence (see paragraph 5).

Winterthur Gas & Diesel Ltd. 3/ 5 2014

0410−1/A1 Operation W-X92
W-X92
Running-in of New Cylinder Liners and Piston Rings

4.3 Decrease the Feed Rate to Less than the Guide Feed Rate
If there are satisfactory conditions after 1000 hours of operation, it is possible to
decrease the feed rate to less than the guide feed rate.
You must decrease the feed rate in steps of approximately 0.1 g/kWh, with periods of
500 hours to 1000 hours of operation between each step.
If the inspection results of the running surface of the piston rings and cylinder liner
(through the scavenge ports) are satisfactory, the feed rate can be decreased.
The data above for usual operation is related to:
D The condition of the engine
D The sulphur content in the HFO
D The cost of cylinder lubricating oil compared to a replacement cylinder liner and
maintenance costs
D The selection of lubricating oil
D The oil analysis of the piston underside drain.
Do the procedure that follows to decrease the feed rate:
1) Make sure that the LFR bush is installed on the related cylinder lubricating
pump(s), (refer 7218−2 Cylinder Lubrication − LFR and HFR Bushes,
paragraph 2.2).
2) Do step 2) and step 3) given in paragraph 4.2.

2014 4/ 5 Winterthur Gas & Diesel Ltd.

 Note: If the engine operates at low load (less than 60% CMCR), the running-in procedure can be
done at a later time. But, this is only possible when a full set of Chrome Ceramic rings (obey the g/kWh g/BHPh
data given in the Service Bulletins RT-135 and RT-135_A1) is installed together with a new, fully eff. eff.
honed cylinder liner (or a cylinder liner that was run-in before).
At the next load-up (e.g. procedure to clean the turbocharger or boiler soot removal) the running-in
procedure must then be completed and must include 75% engine load before the ship goes back 2.0
Lubricating Oils

to low load operation again. 1.2

5.

1.6

Winterthur Gas & Diesel Ltd.

Inspection of piston rings and cylinder liners 1.5 1.1
1.4
W-X92W-X92

1.0
The adjustment of the cylinder oil feed 1.3
rate is related to the power
0.9
1.2
1.1 0.8
CMCR
Power 1.0
0.7
% 0.9
Guide feed rate
0.8 0.6

5/ 5
Running-in Sequence
Operation

100
Service speed / load 0.7
0.5
0.6
0.5 0.4
80

60

Fig. 1: Running-in Sequence − Pulse Lubricating Systems

jet lubricating systems and retrofit pulse lubricating systems.

Note: The data in Fig. 1 is approved for pulse feed lubricating systems, pulse
5 10 15 20 25 50 200 500 1000 Running hours

2014
0410−1/A1
 W-X92W-X92 Operation 0420−1/A1
Operation − Special Procedures

Indicator Diagrams

1. General
Indicator diagrams must only be drawn with a serviceable indicator at constant power
and speed, and ships sailing in calm sea and deep water.
To give you data about the indication diagrams, record the related cylinder number,
engine speed, the positions of the load indicator and VIT.

2. Description of Cylinder Pressures

Higher compression ratio and fuel injection delay are used to decrease the NOx value
for engines so that the IMO rules are obeyed.
The ratio of the maximum firing pressure to the compression pressure is in the range
of 0.90 to 1.25 at 100% load.
The engine rating is related to IMO tuning. This means that the curves in the diagram
can be different in the two examples that follow:

Example A Example B

pF
pC
pC
Cylinder pressure [bar]
Cylinder pressure [bar]

pF

Crank angle [_CA] Crank angle [_CA]

PC = Compression pressure at TDC PF = maximum firing pressure

Fig. 1: Compression Ratios

3. Indicator Diagrams and Related Engine Adjustments

The diagrams, which were made during the acceptance trial, must be used as
references. For reference values about compression and maximum firing pressures
for the related load and speed, refer to the trial reports and performance curves.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

0420−1/A1 Operation W-X92
W-X92
Indicator Diagrams

P 3.1 Maximum Firing pressure

Example A
FP
Too High at Correct
C
Compression Pressure
The possible cause is:
D The ignition (start of injection) is too
advanced for the fuel type in use.
004.758/00 You must adjust the FQS as follows:
P
Example B 1) Refer to the flexView Operator Manual.
PC
Enter a positive (+) setting to correct
F
the the ignition pressure to the correct
value.
Note: For more data, see 4002−3
paragraph 2).
You can only do a correction of the FQS if
004.757/00
all cylinders show the same pressure
difference.
P
FP Example A
3.2 Maximum Firing Pressure
C
Too Low at Correct
Compression Pressure
The possible causes are:
D Unsatisfactory combustion: The nozzle
004.756/00
tip has trumpets or is worn.
P
D Ignition (start of injection) too retarded for
PC Example B
the fuel type in use.
F
1) Do a check of the injection nozzles.
2) Refer to the flexView Operator Manual.
Enter a positive (+) setting to correct
the the ignition pressure to the correct
value.
004.755/00
You can only do a correction of the FQS if
all cylinders show the same pressure
difference.
P
FP Example A 3.3 Compression and Maximum
C Firing Pressure Too Low
The possible causes are as follows:
D The load is less than you think.
D The exhaust valve has a leak.

004.754/00
D The scavenge air pressure is too low.
P
D The suction temperature is too high.
PC Example B
F
D The VEC timing is incorrect i.e. exhaust
valve closing time too late (parameter in
WECS−9520).
1) Do a check of the exhaust valve.
2) Clean the turbocharger or scavenge air
cooler (see 6510−1 and 6606−1,
paragraph 3).

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0420−1/A1
Indicator Diagrams

P
FP Example A
3.4 Compression Pressure and
C
Maximum Firing Pressure
Too High
The possible causes are:
D The engine has too much load.
P 004.752/00 D The VEC timing is incorrect.
PC Example B
F

004.751/00

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 0450−1/A1
Operation − Special Procedures

Procedures to Prevent Contamination and Fire in the

Scavenge Air Spaces
1. General
The primary cause of contamination is when combustion materials are blown between
the piston and cylinder into the scavenge air spaces (this is known as blow-by). The
contamination will be more if the fuel is not fully burned, which causes exhaust
smoke.

2. Causes and Procedures

2.1 Unsatisfactory Combustion
The causes of unsatisfactory combustion are as follows:
D The injection valves do not operate correctly (the nozzle tip has trumpets or is
worn).
D The fuel is too cold, specially at low load.
D Operation with a temporarily low air supply during large differences in engine
load and the scavenge air pressure fuel limiter is set too high.
D Too much load
D Low air supply because the ventilation in the engine room is not sufficient.
D The silencer and diffuser on the air side of the turbocharger has contamination.
D The wire mesh and nozzle ring upstream of the turbocharger has contamination.
D The exhaust gas boiler, the air cooler and water separator, the air flaps in the
scavenge air receiver and the scavenge ports have contamination.

2.2 Blow-by
The causes of blow-by are as follows:
D Worn piston rings, broken piston rings or piston rings that cannot move.
D Worn cylinder liner.
D Incorrect operation of a lubricating quill.
D The running surface of the cylinder liners are damaged.
If there are one or more of these conditions, the remaining particles will collect at the
areas that follow:
D Between the piston ring and piston ring groove.
D On the piston skirt.
D In the scavenge ports.
D On the bottom of the cylinder block (piston underside).
D In the scavenge air receiver.

2.3 Fires
The causes of fires are as follows:
D Combustion gases and sparks, that bypass the piston rings between the piston
and cylinder liner running surface, go into the piston underside.
D If the sealing rings of the piston rod gland have a leak and drain pipes (from the
piston underside) are blocked, system oil and cylinder lubricating oil will collect.
This is a primary fire risk.
You must do periodic checks of the bottom of the cylinder block and scavenge air
receiver. If necessary clean the cylinder block and scavenge air receiver.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

0450−1/A1 Operation W-X92
W-X92
Procedures to Prevent Contamination and Fire in the Scavenge Air Spaces

2.4 Indications of a Fire

The indications of a fire as follows:
D You can hear the related temperature alarms.
D A large increase in the exhaust gas temperature of the related cylinder and an
increase in piston underside temperature.
D In some conditions the turbocharger can surge.

2.5 Fire-fighting Procedures

It is recommended that you do the procedures that follow:
1) Decrease the engine power.
2) Cut out the injection of the related cylinder (in the remote control, user
parameters, select Inj. CUT OFF).
3) Although there is high temperature in the cylinder(s), increase the feed rate of
lubricating oil to maximum (refer to the flexView Operator Manual, Cylinder Pulse
Lubrication Cards to change the setting). This will make sure that the cylinder(s)
is (are) lubricated (see 7218−1 paragraph 6.4).
If the plant has a specified fire extinguisher system (CO2 gas), the containers can be
attached to the applicable connections on the scavenger air receiver. The related
shut-off valve must be fully leak-proof.
4) If you think there is a fire, shut down the engine and fill the scavenge space with
CO2 gas.
Note: Make sure that you read 0210−1 Safety Precautions and Warnings,
paragraph11 Carbon Dioxide (CO2 gas).
If steam is used to extinguish a fire, you must do the procedures to prevent corrosion.
It is possible that after approximately 5 minutes to 15 minutes, a fire will be
extinguished.
5) To make sure that a fire is extinguished, do a check of:
D The exhaust gas temperatures
D The temperatures of the doors to the piston underside space.
After the procedures above, you must stop the engine as soon as possible and find
the cause of the fire.
6) Do steps a) to e):
a) Do a check of the cylinder liner running surface, piston and piston rings.
b) Do a check of the air flaps in the scavenge air receivers (replace if
necessary).
c) Do a check of for for leaks.
d) Do a check of the piston rod gland as much as possible.
e) Do a check of the injection nozzles.

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0450−1/A1
Procedures to Prevent Contamination and Fire in the Scavenge Air Spaces

7) After a careful check, or if necessary a repair, do the procedure given in steps a)

to c):
a) Start the engine.
b) Start the injection and slowly increase the load.
c) Set the lubricating oil feed rate to the applicable value.
8) If the engine must stay in operation and the fire is extinguished, do the procedure
given in steps a) and b):
a) Cut in the injection and slowly increase the load.
b) Refer to the flexView Operator Manual and Set the lubricating oil feed rate to
the applicable value.
Note: Do not operate the engine for long periods with a high cylinder
lubrication setting.

2.6 Procedures to Prevent Fire

Good engine maintenance will help to prevent a fire in the scavenge air spaces. The
data that follow will also help to prevent fire:
1) Make sure that the injection nozzles are serviceable (i.e. the spray from the
nozzles must come out correctly).
2) Do regular inspections of the air and drain pipes.
3) Regularly clean the the air and drain pipes.
4) Dirty oil from the piston underside must always drain through the dirty oil outlet.
5) Make sure that the oil pipes are clean.
6) Use your hand to feel the drain pipes. If there is a blockage, a drain pipe will have
a temperature difference. You must clean the related drain pipe as soon as
possible.

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 0460−1/A1
Special Procedures − Operation

Prevention of Crankcase Explosions − Instructions

1. General
Examples of crankcase explosions in diesel engines have shown that they can only
occur in special conditions, and thus do not occur frequently.
The cause of crankcase explosions is oil mist. Oil mist comes from components that
have become unusually hot.
Engines have oil mist detectors, which continuously monitor the concentration of oil
mist in the crankcase. If there is a high concentration of oil mist, the oil mist detector
activates an alarm. For more data about the oil mist detectors, refer to 9314−1.
Correct engine maintenance will help prevent explosions in the crankcase.

2. Procedure
WARNING
Danger: If an oil mist alarm is activated, keep away from the
engine. There is a risk of explosion.

WARNING
Danger: Do not open the crankcase doors or the covers for a
minimum of 20 minutes. If air goes into the crankcase, an
explosion can occur.

1) If an oil mist detector activates an alarm, do the procedure given in step a) to

step c):
a) Decrease the engine speed (power) immediately.
b) Stop the engine when possible and let the engine temperature decrease for
a minimum of 20 minutes.
c) Find the cause (see 0840−1 Operation Problems).
The crankcase doors have relief valves. To prevent accidents no person must be in
the areas of gases that can come out of these relief valves.
If no fire-extinguishing system is installed or not in use, a portable fire extinguisher
must be kept ready when the crankcase doors are opened.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0500−1/A1
Operation during Unusual Conditions

General Information

1. General
The data below give the procedures for engine operation when:
D The parts cannot be immediately repaired
D The engine must continue to operate, or
D When engine operation must continue as soon as possible.

2. Decreased Power Output

In an emergency, when the engine must operate (with one or more cylinders out of
operation, turbochargers out of operation or decreased coolant flow etc) the power
must be decreased to prevent damage to the engine.
The load indication must always be less than the full load position (fuel injection
quantity). The gas temperature at the turbocharger inlet must always be less than the
maximum temperature (see 0250−1 Operating Data Sheet). If necessary decrease
the engine speed and power.
Because of torsional vibration, it is possible that the engine has more than one speed
range that is not permitted. Also, it is possible that the engine has a speed range that
is not permitted if the axial damper becomes defective. You can find data about speed
ranges that are not permitted near the telegraph on the bridge, and/or near the local
control panel.
You must monitor the exhaust because the engine must not operate with dark
exhaust smoke. The speed and power must be decreased until the exhaust smoke is
satisfactory.

3. Cylinders Out of Operation

When one or more cylinders are out of operation the turbocharger can surge. This
makes a loud sound. Large differences in the scavenge air pressure will show on the
pressure gage.
If the turbocharger surges for short periods or continuously, you must decrease the
speed sufficiently.
Note: When cylinders are out of operation, it is possible (when an engine has
only e.g. five cylinders) that the engine will stop in a position from which
it cannot start. This is because none of the serviceable pistons are in the
correct position to start the engine again.
Start the engine momentarily in the opposite direction to get the crankshaft to a
different position. It is possible that the engine will not reverse correctly and you must
do related precautions together with the bridge.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0510−1/A1
Operation during Unusual Conditions

Operation with Injection Cut Out (One or More Cylinders)

1. Cut Out the Injection

If the injection of one or more cylinders must be cut out, do the procedure given in
steps 1) to 4).
1) In the remote control, select Inj. CUT OFF to cut out the applicable cylinder (see
4002−3 User Parameters and Maintenance Settings, paragraphs 1 and 2).
Note: If there is a defect in the injection system (injection valve, high pressure
pipe, etc) only cut out the injection of the related cylinder. If possible, the
exhaust valve must always operate.
2) Disconnect the electrical connections (5, Fig. 1) from the rail valve (6).
If it is necessary to operate the engine with the injection cut out for an extended
period, do steps 3 and 4.
3) Record the settings of the lubricating oil feed rate.
4) Decrease the lubricating oil feed rate for the related cylinder to the minimum
setting.

2. Repair the Defects

WARNING
Injury Hazard: You must put on gloves and safety goggles when
you do work on hot components. Oil can come out as a spray and
cause injury.

Replace the defective injection control unit (ICU) as soon as possible (see the
Maintenance Manual 2722−1 Injection valve).

2.1 Defective Injection Control Unit − Replace

1) Stop the engine.
2) Close the heating pipes.
3) Set to off the fuel booster pump (910-D015) and the bearing oil pump.
4) Carefully loosen the drain valves (7, 8) to release the pressure in the fuel rails (1,
3).
5) Carefully loosen the drain valves (4 and 5, Fig. 2) to release the pressure in the
servo oil rails (2, 3).
6) Replace the defective ICU (see 5564−1 in the Maintenance Manual).
7) Torque the drain valves (2, 3) to 35 Nm.
8) Torque the drain screws (8 and 9, Fig. 1) to 200 Nm.
9) Connect the electrical connections (5) to the rail valve (6).
10) Set to on the fuel booster pump (910-D015) and the bearing oil pump.
11) Make sure that the service pump (20-8445_E0_4) is set to off.
12) Adjust the lubricating oil supply rate for the related cylinder to the settings you
recorded before (see your recorded settings and 7218−1 Cylinder Lubrication).
13) In the remote control, select Inj. RUN to cut in the applicable cylinder (see
4002−3 User Parameters and Maintenance Settings, paragraphs 1 and 2).

Winterthur Gas & Diesel Ltd. 1/ 4 2014

0510−1/A1 Operation W-X92
W-X92
Operation with Injection Cut Out (One or More Cylinders)

DATA FOR 8−CYLINDER ENGINE

II 1

2
I
3

III

I
WCH02737
5

2
WCH02737

1 II III 3
8 7

WCH02737 WCH02737

FREE END DRIVING END

Fig. 1: Fuel Rail and Injection Control Unit

1 Fuel rail (free end) 5 Electrical connections
2 Injection control valve 6 Rail valve
3 Fuel rail (driving end) 7 Drain valve (10-5562_E_014)
4 Pressure control valve 8 Drain valve (10-5562_E_015)

2014 2/ 4 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0510−1/A1
Operation with Injection Cut Out (One or More Cylinders)

I II

2
WCH02743 WCH02743

3 I II 2
5 4

WCH02743 WCH02743

DRIVING END FREE END

Fig. 2: Servo Oil Rail

1 Valve control unit 4 Drain valve (20-5610_E_7)
2 Servo oil rail (free end) 5 Drain valve (20-5610_E_5)
3 Servo oil rail (driving end)

Winterthur Gas & Diesel Ltd. 3/ 4 2014

0510−1/A1 Operation W-X92
W-X92
Operation with Injection Cut Out (One or More Cylinders)

2.2 Defective HP Injection Pipe − Replace

Replace the defective HP injection pipe as soon as possible.
Note: You can use the screw-in unions on the ICU fuel leakage pipe to find a
defective injection pipe that leaks (see 8019−1 Fuel leakage system,
paragraph 4.3).
1) As a temporary procedure, do steps a) to c):
a) On the injection control unit, disconnect the two electrical connections (5)
from the related rail valve (6) to isolate the defective HP injection pipe.
b) Stop the engine.
c) Replace defective HP injection pipe (refer to the Maintenance Manual
8733−1 Fuel Pressure Piping).

2014 4/ 4 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0515−1/A1
Operation during Unusual Conditions

Faults in the High Pressure Fuel System

1. Defective Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Fault Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Defective Fuel Pump Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1 Fault Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.2 Causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.3 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Defective Injection Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.1 Fault Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.2 Causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.3 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4. Defective Pressure Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.1 Fault Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.2 Causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.3 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

1. Defective Fuel Pump

1.1 Fault Identification

Fault identification is as follows:
D Higher regulating shaft positions of the fuel pump rows at the same output
compared with the acceptance report.
D Unusual noises e.g. knocks, scrapes and rings.
D The level switch LS3446A shows an alarm (see 8019−1, paragraph 4).

1.2 Causes
The causes of the defects are given below:
D The pump plunger cannot move. The spring is broken. The regulating sleeve is
blocked.
D The roller is blocked. There is damage to the cam. The roller guide cannot move.
D An HP pipe is broken.
D The regulating linkage or toothed rack are blocked.
D Failure of the fuel pump.

1.3 Procedure
You must replace the defective fuel pump or high pressure (HP) fuel pipe as soon as
possible (see 5556−2 Fuel Pump − Cut Out and Cut In, and the Maintenance Manual
5556−1 Fuel Pump and 8752−1 Fuel Pressure Pipes).

Winterthur Gas & Diesel Ltd. 1/ 8 2014

0515−1/A1 Operation W-X92
W-X92
Faults in the High Pressure Fuel System

2. Defective Fuel Pump Actuator

2.1 Fault Identification

If an actuator becomes defective, its output stays the same or changes slowly to zero
supply. The toothed rack does not change when the load changes.
The fuel pumps stay in their last position when no control signal is received.
At high engine load, the remaining serviceable fuel pump actuators control the fuel
supply.
If all the actuators become defective, their regulating outputs stay in position or turn
slowly to zero supply. The toothed rack does not change when the load changes. Fuel
quantity regulation is not possible at lower fuel consumption.
At low engine load, the pressure control valve (PCV) 10-5562_E0_5 controls the fuel
pressure for lower fuel consumption.
Note: The fuel released from the pressure control valve flows into the fuel
return.
Operation with these control functions must be prevented if possible, or kept for only a
short time. Decrease the pressure in the fuel rail (see 5562−1 Pressure Control
Valve).
If there is an overpressure in the HP fuel system (i.e. the PCV becomes defective),
the pressure relief valve (which is part of the PCV) opens and the level switch
LS3426A activates an alarm.

2.2 Causes
The causes of a defective fuel pump actuator are as follows:
D Electrical interference (defective cable connections, broken cable etc).
D A fuel pump actuator is defective.

2014 2/ 8 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0515−1/A1
Faults in the High Pressure Fuel System

2.3 Procedure
1
2.3.1 One Actuator is Defective
1) Do a check of the control signals from
4 2 the WECS−9520 and the electrical
cables. If necessary, replace the
electrical cables.
I 2) Make sure that the toothed rack (3,
3 Fig. 1) moves freely.
WCH02738
3) Move the toothed rack (3) to the 0%
fuel position.

I 6 2 4) Install the distance piece (6, tool

94555) to the toothed rack (3) on the
fuel pump (1) that has the defective
actuator.
5) Replace the defective actuator as soon
WCH00832 as possible (see the Maintenance
3 Manual, 5801−1 Regulating Linkage).
6) If different power outputs are
6 necessary, you can lock the actuator in
94555 a different position (100% fuel) see
step 7 and step 8.
7) Remove the six screws from the cover
WCH02738 (2) then remove the cover.
8) Move the toothed rack to the 100% fuel
position.

3 9) Install the distance piece (6) on the

toothed rack.
10) Turn the knurled screw on the fuel
pressure control valve (see 5562−1)
fully counterclockwise.
Note: Fuel pressure control through the
FUEL
0% 50% 100%
PCV must be prevented if
possible.

Actuator shown in
50% fuel position

WCH02855

Fig. 1: Fuel Pump Actuator

Winterthur Gas & Diesel Ltd. 3/ 8 2014

0515−1/A1 Operation W-X92
W-X92
Faults in the High Pressure Fuel System

2.3.2 All Actuators are Defective

1) Install the distance pieces (6, Fig. 1) to the toothed racks (3). Set half of quantity
of fuel pumps to the position minimum and the other half to maximum.
Note: For higher loads, set more fuel pumps to the position maximum.
2) Turn the knurled screw on the fuel pressure control valve (see 5562−1) fully
counterclockwise.

3. Defective Injection Control Unit

3.1 Fault Identification

The indications of a defective injection control unit (ICU) are as follows:
D An alarm shows in the WECS−9520 (remote control).
D The fuel injection is cut off automatically (Inj. CUT OFF) on the related cylinder,
which activates a SLOW DOWN signal.
D The injection control unit has a leak.
D The level switch LS3446A activates an alarm because of leakage of the HP fuel
pipes to the injection valve (see 8019−1, paragraph 4 Fuel Leakage System).

3.2 Causes
The causes of a defective injection control unit (ICU) are as follows:
D The fuel quantity sensor is defective.
D The fuel quantity piston in the ICU is against the stop (rail valve failure).
D The rail valve 10-5564_CX_2 is defective.
D There is a crack in the ICU.
D The injection control valve cannot move.
D The fuel quantity piston cannot move.
D An HP fuel injection pipe is broken.

2014 4/ 8 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0515−1/A1
Faults in the High Pressure Fuel System

3.3 Procedures

3.3.1 Fuel Quantity Sensor

It is not necessary to stop the engine. Engine operation is also possible with a
defective fuel quantity sensor.
Replace the defective fuel quantity sensor as follows:
1) Disconnect the electrical connection from the fuel quantity sensor (2, Fig. 2)
2) Remove the screws and washers (1).
3) Remove the fuel quantity sensor (2). Make sure that O-ring stays in the
housing (3).
4) Put oil on the O-ring.
5) Put the new fuel quantity sensor in position in the housing (3).
6) Put Never-Seez NSBT-8 on the threads of the screws (1).
7) Install the washers and screws (1).
8) Torque the screws to 20 Nm.
9) Connect the electrical connection to the fuel quantity sensor 2. Make sure that
the electrical connection is tight.

WCH02739
3
2

WCH02750
1

Fig. 2: Injection Control Unit

3.3.2 Fuel Quantity Piston

If the fuel quantity piston is against the stop, use the shut-down pilot
valve 20-5562_E0_6 (EM. STOP ZV7061S) to manually release the pressure in the
fuel rail.
If the procedure above is not satisfactory, refer to paragraph 3.3.4, Injection control
unit.
Note: You can find the fuel shut-down pilot valve 20-5562_E0_6 (EM. STOP
ZV7061S) on the pressure control valve (PCV).
Note: If a rail valve stays in the Inject position, it is possible that this will cause
a hydraulic lock. This can prevent movement of the fuel quantity piston.

Winterthur Gas & Diesel Ltd. 5/ 8 2014

0515−1/A1 Operation W-X92
W-X92
Faults in the High Pressure Fuel System

3.3.3 Rail Valve

Replace the defective rail valve as soon as possible. You can replace a defective rail
valve during operation.
Do the procedure that follows:
1) In the remote control, use the parameter Inj. Cut off to cut out the related cylinder
(see 4002−3, paragraphs 1 and 2).
2) Close the ball valve (2, Fig. 3) upstream of the ICU (2).
3) Close the ball valve (4) downstream of the ICU (2).
4) Disconnect the two electrical connections (5) from the rail valve (7).
5) Remove the four screws (6), then remove the defective rail valve (7).
6) Make sure that the three O-rings are installed in the new rail valve and their
surfaces are clean.
7) Apply Never-Seez NSBT-8 to the threads of the four screws (6).

DATA FOR 8−CYLINDER ENGINE

I

I 2
3
1

II

WCH02750

WCH02750

1
II
5

7
6

WCH02739

Fig. 3: Fuel Rail and Rail Valves

2014 6/ 8 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0515−1/A1
Faults in the High Pressure Fuel System

8) Put the new rail valve (7, Fig. 3) and screws (7) in position on the ICU (3). You
must make sure that the bores are aligned.
9) Torque the four screws (6) to 2.5 Nm. (see 5564−1 Injection Control Unit in the
Maintenance Manual).
10) Connect the electrical connections (5) to the rail valve (7). Make sure that the
electrical connections are tight.
11) Open the ball valve (2) upstream of the ICU (2).
12) Open the ball valve (4) downstream of the ICU (2).
13) In the remote control, use the parameter Inj. Run to cut in the related cylinder
(see 4002−3, paragraphs 1 and 2).

3.3.4 Injection Control Unit

The fuel injection must be cut out immediately if:
D The ICU has cracks
D The injection control valve or fuel quantity piston cannot move.
See 0510−1 Cut out the injection, paragraph 1.
Note: When the injection is cut out (Inj. CUT OFF) you can can only operate the
engine at decreased load.
You must replace the defective ICU as soon as possible. Refer to the data in:
D 0510−1, paragraph 2 Repair the defects
D 5564−1 in the Maintenance Manual.

3.3.5 HP Injection Pipe

CAUTION
Damage Hazard: If the rail pressure continues to decrease
because of the leak, replace the high pressure fuel pipe
immediately.

1) If an HP injection pipe breaks, cut out the injection to the injection valves (see
0510−1 Operation with Injection Cut Out).
2) Replace the defective high pressure fuel pipe as soon as possible (see 0510−1,
paragraph 2 and the Maintenance Manual 2733−1 Injection Valve).

4. Defective Pressure Control Valve

4.1 Fault Identification

Fault identification of a defective pressure control valve (PCV) is as follows:
D The engine load decreases or the engine stops.
D The fuel system pressure is too low (alarm).
D The regulating shaft position is higher than usual or at maximum.
D You can hear a sound like a whistle when the engine operates.

Winterthur Gas & Diesel Ltd. 7/ 8 2014

0515−1/A1 Operation W-X92
W-X92
Faults in the High Pressure Fuel System

4.2 Causes
The causes are as follows:
D The retaining pressure is set too low, i.e. the knurled screw (4, Fig. 4) is not at the
bottom stop.
D The PCV is defective.
D The PCV has opened or has a leak.
Note: If the knurled screw (4) is at the bottom stop and fuel drains from the fuel
pressure control valve, there is an internal leak.

4.3 Procedure
CAUTION
Damage Hazard: Replace the PCV only when the engine has
stopped. The fuel rail must have zero pressure.

1) Stop the engine.

2) Make sure that there is no pressure in the fuel rail (1) as follows:
a) In the plant, set to off the fuel booster pump (910-D015).
b) Operate the hand lever (5) on the fuel shut-down pilot valve (3) to release
the pressure in the fuel rail (1).
3) Clean the filter (20-5662_E0_8) in the inlet.
4) Do an overhaul, or replace the defective PCV (see the Maintenance Manual
5562−1).

I
3
5
4
1
1

I 2

WCH02737

WCH02737

Fig. 4: Location of Pressure Control Valve

1 Fuel rail 4 Knurled screw
2 Pressure control valve (10-5562_E0_4) 5 Hand lever
3 Fuel shutdown pilot valve (VV7061S)

2014 8/ 8 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0520−1/A1
Operation during Unusual Conditions

Operation with Exhaust Valve Control Unit Cut Out

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Emergency Operation with Exhaust Valve Closed . . . . . . . . . . . . . . . . . . . 1
2.1 Cut Out the VCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.2 Operation with the VCU Cut Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.3 Replace the Defective VCU or Hydraulic Pipe . . . . . . . . . . . . . . . . . . 1
3. Emergency Operation with Exhaust Valve Open . . . . . . . . . . . . . . . . . . . . . 3
3.1 Exhaust Valve − Stop Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.2 Cut In the VCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1. General
If an exhaust valve control unit (VCU), hydraulic pipe or exhaust valve becomes
defective, you must repair the defective item immediately.
If this is not possible because the engine must continue to operate, do the procedures
that follow for the related cylinder.

2. Emergency Operation with Exhaust Valve Closed

2.1 Cut Out a VCU
If an exhaust valve is defective or there is a large difference between the closing or
opening time, cut out the VCU.
The exhaust valve stays closed in the emergency operation that follows:
1) Cut out the injection (see 0510−1 paragraph 1).
2) In the remote control, use the parameter Exv. A/M Cmd to manually close the
VCU for the related cylinder (see 4002−3 paragraph 1 and paragraph 2).
3) Disconnect the electrical connections from the rail valve (10, Fig. 1) on the
related cylinder.

2.2 Operation with the VCU Cut Out

After the procedure in paragraph 2.1 above is completed, the engine can operate
again.
Note: With one or more VCUs cut out, you can operate the engine only at
decreased load. Read and obey the data in 0500−1. Also, the exhaust gas
temperature on the cylinders must not be more than the maximum limit of
515_C.

2.3 Replace the Defective VCU or Hydraulic Pipe

Replace the defective VCU or hydraulic pipe as soon as possible as follows:
1) Stop the engine.
2) Make sure that the service pump is set to off.
3) Set to off the main bearing oil supply.
4) Carefully open a drain valve (7 or 8, Fig. 1) to release the pressure in the servo
oil rails (2, 9).
5) Loosen the screws (4) on the flange (5) to drain the hydraulic pipe (3) through the
check bore (6) in the housing of the VCU (1).
6) Replace the defective VCU or the hydraulic pipe (see the Maintenance Manual
5612−1 and 8460−1).
7) Torque the drain valve opened before to 35 Nm.
8) Set to on the main bearing oil supply.

Winterthur Gas & Diesel Ltd. 1/ 4 2014

0520−1/A1 Operation W-X92
W-X92
Operation with Exhaust Valve Control Unit Cut Out

9) Connect the electrical connection to the rail valve (10, Fig. 1).
10) Cut in the injection (refer to 0510−1).
11) In the remote control, use the parameter Exv. A/M Cmd to set the VCU on the
related cylinder to Auto (see 4002−3 paragraph 1 and paragraph 2).
12) Do a visual check for leaks.

I 1

II
III

2
WCH02743
WCH02743

3
I

4
10

1 5

1
6
WCH02744
WCH02744

9 II III 2
8 7

WCH02743 WCH02743

FREE END DRIVING END

Fig. 1: Exhaust Valve Control Unit

1 Exhaust valve control unit (VCU) 6 Check bore
2 Servo oil rail (free end) 7 Drain valve (20-5610_E_7)
3 Hydraulic pipe (to exhaust valve) 8 Drain valve (20-5610_E_5)
4 Screw (on flange of hydraulic pipe) 9 Servo oil rail (driving end)
5 Flange 10 Rail valve

2014 2/ 4 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0520−1/A1
Operation with Exhaust Valve Control Unit Cut Out

3. Emergency Operation with Exhaust Valve Open

This mode of operation is only necessary if there is water leakage into the combustion
chamber (see also 0545−1).

3.1 Exhaust Valve − Not in Operation

1) Stop the engine.
2) Make sure that the service pump is set to off.
3) Set to off the main bearing oil supply.
4) Remove the damper (1, Fig. 2) from the top housing (4).
5) In the control air supply A, close the 3/2-way valve 35-36HA. This releases the
pressure in the air pipe to the exhaust valves and the exhaust valve stays open
(see 4003−2 Control Diagram).
6) Apply a thin layer of oil to the thread of the special screw (2, tool 94259).
7) Install the special screw (2).
8) Disconnect the electrical connection from the rail valve (10, Fig. 1) of the related
VCU (1).
Note: Make sure that the shim(s) (3) stay in position when the special screw (2)
is installed. For safety, the special screw (2) must also be installed if an
exhaust valve stays in the open position.
9) Open the 3/2-way valve 35-36HA to the operation position.
10) Set to on the main bearing oil supply.
11) Disconnect the control signal connection from the starting air
valve (30-2728_CX_1).
Note: The same conditions are applicable for the engine load as those given in
paragraph 2.2.
12) Make sure that the faces of the valve seat and the valve head are in satisfactory
condition (no hard dirt particles).
Note: If there are hard dirt particles on the faces of the valve seat and valve
head, an overhaul is necessary. See the Maintenance Manual, 2751−3 and
2751−4.
Read the data in 0500−1. The exhaust gas temperature downstream of the cylinders
must not be more than the maximum limit of 515_C.

3.2 VCU − Cut In

1) Make sure that the service pump is set to off.
2) Set to off the main bearing oil supply.
3) In the control air supply A, close the 3/2-way valve 35-36HA (see 4003−2 Control
Diagram). This removes all of the air from the air pipe to the exhaust valves. The
exhaust valve stays open.
4) Remove the special screw (2, Fig. 2). Make sure that the shim(s) (3) stay in
position.
5) Apply a thin layer of oil to the thread of the damper (1).
6) Install the damper (1).
7) Open the 3/2-way valve 35-36HA to the operation position.
8) Connect the electrical connection to the rail valve (10, Fig. 1).
9) Do the procedure given in 0510−1, paragraph 2.
10) Set to on the bearing oil pump.
11) Connect the control signal connection to the starting air valve 30-2728_CX_1.
12) Set to on the main bearing oil supply.

Winterthur Gas & Diesel Ltd. 3/ 4 2014

0520−1/A1 Operation W-X92
W-X92
Operation with Exhaust Valve Control Unit Cut Out

1
2

VS

WCH02745 WCH02745

Fig. 2: Exhaust Valve / Pressure Element

1 Damper 3 Shim
2 Special screw (tool 94259) 4 Top housing

VS Maximum exhaust valve stroke

2014 4/ 4 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0525−1/A1
Operation during Unusual Conditions

Faults in the Servo Oil System

1. Defective Automatic Filter

1.1 Identification
The identification of the problems are as follows:
D An alarm indication shows in the alarm and monitoring system (AMS) and in the
control box of the automatic filter (PS2053A).
D The differential pressure is too high.
D The intervals between flushes are shorter.

1.2 Causes
The causes are as follows:
D The filter elements are clogged.
D The control or power supply is defective.
D The system oil parameters are more than the limits given in 0750−1 paragraph
2.2 Alert limits for selected system oil parameters.
D The lubricating oil is cold.

1.3 Procedures
1) If the automatic filter is clogged, select bypass. The engine stays in operation.
2) Clean, or replace clogged filter elements manually.
3) Find the cause of the clogged automatic filter.
4) Repair the defective automatic filter (see the supplier documentation for the
automatic filter).
5) Do a check of the condition of the system oil (see 0750−1 Lubricating Oils,
paragraph 2.4).
6) If no flushing cycle is released, find the cause (i.e. no control air, the motor turns,
the position switch or the pneumatic flushing valve is defective).

2. Defective Servo Oil Pump

2.1 Identification
The flow sensors FS2061A and FS2063A show that a servo oil pump does not supply
oil, i.e. an alarm is activated in the AMS (Servo oil pump n. flow).

2.2 Causes
The causes are as follows:
D The servo oil pump has damage.
D The safety device on the pump drive has sheared.
D The actuators CV7221C, CV7222C or CV7223C are defective.
D There is no control current (the cable coupling is defective).

Winterthur Gas & Diesel Ltd. 1/ 4 2014

0525−1/A1 Operation W-X92
W-X92
Faults in the Servo Oil System

2.3 Procedure
If a servo oil pump becomes defective, the engine can continue to operate through
the full load range.
CAUTION
Damage Hazard: Do not operate the engine with one
unserviceable servo oil pump for a long period. If one more servo
oil pump becomes defective, damage can occur and the engine
cannot operate.
1) Replace the defective servo oil pump as soon as possible. See the data in:
D 8016−1 Pressure Release, paragraph 5.2
D The Maintenance Manual, 5551−2 Supply Unit.

3. Defective Exhaust Valve Control Unit

3.1 Identification
The identification of the problems are as follows:
D An alarm indication shows in the WECS−9520 (remote control Exh. valve late/not
opening).
D The fuel injection is cut out automatically (Inj. CUT OFF) on the related cylinder,
and a slow down signal is released.
D The level switch LS3444A activates an alarm because there are leakages in the
hydraulic pipes to the exhaust valves (see 8016−1 Lubricating oil system,
paragraph 4 Servo Oil Leakage).

3.2 Causes
The causes are as follows:
D The rail valve on the exhaust valve control unit (VCU) is defective.
D The piston or slide rod in the VCU cannot move.
D A hydraulic pipe to the exhaust valve is broken.

3.3 Procedures

3.3.1 Rail Valve − Replace

Replace the defective rail valve on the VCU as soon as possible.
1) Stop the engine.
2) Make sure that the service pump is set to off.
3) Set to off the main bearing oil supply.
4) Carefully open a drain valve (6, or 7, Fig. 1) to release the pressure in the servo
oil rails (2 or 8). Make sure that the servo oil rails have no pressure.
5) Disconnect the two electrical connections (3) from the rail valve (5).
6) Remove the four screws (4) together with the rail valve (5).
7) In the new rail valve (5), make sure that the correct new O-rings are installed.
8) Make sure that the mating surfaces of the rail valve (5) and the VCU (1) are
clean.
9) Put the rail valve (5) in position on the VCU (1). Make sure that the bores are
correctly aligned.
10) Torque the four screws (4) to 2.5 Nm (see 5612−1 Exhaust Valve Control Unit in
the Maintenance Manual).

2014 2/ 4 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0525−1/A1
Faults in the Servo Oil System

11) Torque the drain valve opened before to 35 Nm.

12) Connect the two electrical connections (3, Fig. 1) to the rail valve (5). Make sure
that the connections are tight.
13) Set to on the main bearing oil supply.

I
1

II
III
IV
2
WCH02743
WCH02743
8

IV
I
3

5
5

1 4

WCH02744

WCH02743

8 II III 2
7 6

WCH02743 WCH02743

FREE END DRIVING END

Fig. 1: Servo Oil Rail and VCU

1 Valve control unit 5 Rail valve (20-5612_CX_2)
2 Servo oil rail (driving end) 6 Drain valve (20-5610_E0_7)
3 Electrical connections 7 Drain valve (20-5610_E0_5)
4 Screws 8 Servo oil rail (free end)

Winterthur Gas & Diesel Ltd. 3/ 4 2014

0525−1/A1 Operation W-X92
W-X92
Faults in the Servo Oil System

3.3.2 Defective Exhaust Valve Control Unit

If the piston, or the slide rod in the VCU cannot move, shut off the VCU immediately.
See 0520−1, paragraph 2 Emergency Operation with Exhaust Valve Closed.
Note: With one or more VCU cut-out, you can operate the engine only at
decreased load.
1) Replace the defective VCU as soon as possible. Refer to the data in:
D 0520−1, paragraph 3.2
D The Maintenance Manual 5612−1.

3.3.3 Hydraulic Pipe (Exhaust Valve)

1) If a hydraulic pipe to the exhaust valve is defective, cut out the injection to the
related cylinder (see 0510−1, paragraph 1 Cut Out the Injection).
2) Replace the defective hydraulic pipe as soon as possible. Refer to the data in:
D 0520−1, paragraph 2.3
D The Maintenance Manual 8460−1.

2014 4/ 4 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0540−1/A1
Operation during Unusual Conditions

Operation with Running Gear Partially or Fully Removed

1. General
If the engine must operate with a defect in
the running gear, which cannot be
immediately repaired, do the procedures
given in paragraph 3 to paragraph 7.
Note: You can operate the engine only at
3
decreased load.
For more data, see 0500−1, paragraph 1 to
paragraph 3.
The exhaust gas temperature downstream
2
of the cylinder must be less than the
maximum limit of 515_C.

94831
2. Piston Removed
1

2.1 Problems
WCH02746 D The piston is cracked or has a leak.
D There is damage to the piston and/or
cylinder liner.
D There is damage to the piston rod gland
and/or piston rod.

3. Preparation
1) Cut out the injection to the related
cylinder (see 0510−1 paragraph 1).
2) Cut out the exhaust valve control unit
(VCU) (see 0520−1 paragraph 2).
9 3) Make sure that the exhaust valve is
closed (see 4002−3 Exv. A/M Cmds).
4) If necessary, close the cooling water
supply and the return pipe of the
related cylinder.
2

4. Procedure
1) Disconnect the electrical connection
from the starting air valve (3, Fig. 1).
2) Remove the elbow (2) from the starting
WCH02746
air pipe (1).

Fig. 1: 3) Install the blank flange (7, 94831).

4) Install the cover plate (8) (tool 94232)
in the position of the piston rod gland.
5) Install the cover plate (9, tool 94324) to
the crosshead (2).
Note: You can operate the engine only at
decreased load.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

0540−1/A1 Operation W-X92
W-X92
Operation with Running Gear Partially or Fully Removed

5. Piston, Crosshead and

Connecting Rod
1
Removed
2
5.1 Problems
D The crosshead or guide shoes are
WCH02746 defective.
D The connecting rod bearing is damaged.
D The crosshead pin or the connecting rod
is defective.
I
6. Preparation
1) Cut out the injection to the related
cylinder (see 0510−1 paragraph 1).
2) Cut out the VCU (see 0520−1
paragraph 2).
WCH02746
I 3) If necessary, close the cooling water
supply and the return pipe of the
related cylinder.

I-I 7. Procedure
The exhaust valve stays closed during the
emergency operation that follows:
1) Do the procedure given in paragraph 4
above.
2) Remove the top and bottom levers (1
and 2, Fig. 2).
3) Hold the pipe (6) and remove the
nuts (5) and the screws (4).

3 4) Remove the pipe (6).

4 5) Install blanks to the oil inlet (7) and the

oil supply pipe (3).
Note: You can operate the engine only at
decreased speed/load. Speak to
5 the engine manufacturer for data.
6
7

WCH02746

Fig. 2:

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0545−1/A1
Operation during Unusual Conditions

Operation with Water Leakage into the Combustion

Chamber

1. General
If there is water leakage into the combustion chamber (e.g. a crack in the cylinder
cover or cylinder liner) the defective part must be replaced immediately.

2. Procedures
If it is not possible to replace the defective parts but the engine must continue to
operate, do the procedures on the related cylinder as given in steps 1) to 4):
1) Close the valves to the cooling water inlet and outlet of the related cylinder
(isolate the cylinder from the cooling system).
2) Drain the cooling water through the drain pipe.
3) Cut out the injection (see 0510−1, paragraph 1.
4) Lock the exhaust valve in the open position (see 0520−1, paragraph 3).
Note: If the cooling flow of the cylinder is stopped, there is a risk of that the
combustion chamber will overheat because of compression heat. Thus,
the exhaust valve must be opened to prevent damage to other
components.
After the procedures above are completed, the engine cannot operate at full load.
Read the data in 0500−1 General Information. Also, make sure that the exhaust gas
temperature is not more than 515_C on each cylinder.
Do not operate the engine for a long period after the emergency procedures are
completed.
The defective cylinder cover or cylinder liner must be replaced as soon as possible.
After this emergency operation is completed, see 0520−1 paragraph 3.2 for the
procedures to cut in the exhaust valve control unit.
When the engine is serviceable again, see the procedures in 0230−1 Engine Start.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0546−1/A1
Operation during Unusual Conditions

Overpressure in the Combustion Chamber

1. General
It is possible that overpressure can occur in the combustion chamber. Overpressure
in the combustion chamber (i.e. too much fuel, oil, water or a permanently closed
exhaust valve etc.) can cause the relief (safety) valve to open and / or the cylinder
cover to lift.
You must investigate the cause(s) of the overpressure immediately.

2. Procedure
See the Maintenance Manual for:
D 2708−1 Removal and Fitting of Cylinder Cover and Water Guide Jacket
D 2708−2 Cylinder Cover Elastic Studs − Loosen and Tighten
1) Remove the cylinder cover and the water guide jacket for a visual inspection of
the combustion chamber (see the Maintenance Manual 2708−1).
2) Do the checks that follow:
a) Use the correct round bar to make sure that the nuts of the elastic studs 5
are tight.
b) Put the hydraulic tensioning device 94215 in position as given in the
Maintenance Manual 2708−2.
c) Carefully operate the hydraulic tensioning device. Increase the pressure until
the nuts become loose.
D If the pressure is almost the same as the nominal tightening pressure,
the elastic studs are not overstressed and can be used again.
D If the nuts become loose at a pressure of less than 20% of the nominal
tightening pressure, replace the elastic studs as given in the
Maintenance Manual 2751−1.
d) Make sure that:
D The gasket (6, Fig. 1) is serviceable.
D The surfaces AF on the cylinder cover 1 and cylinder liner 2 are in a
satisfactory condition.
D The O-rings (7, 8, and 9) are replaced with new items.
D If a relief valve is installed (related to Class requirements), do a check in
accordance with the Maintenance Manual 2745−1.
D On the crankshaft, the two marks MA on all cylinders are in line. If the
marks are not in line, the crank has turned.
Note: If the crank has turned, contact Wartsila Services Switzerland Ltd.
immediately.
If the engine must operate as soon as possible and the problem cannot be repaired
quickly, do the procedures given in:
D 0540−1 Operation with Running Gear Partially or Totally Removed
D 0510−1 Operation with Injection Cut Out (One or More Cylinders) or other related
instructions.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

0546−1/A1 Operation W-X92
W-X92
Operation during Unusual Conditions

8 1

7
3
6
9
4

12

019.005/09

5 MA Ğ15 mm

017.640/09
11

10

019.021/09

Fig. 1: Cylinder Cover, Cylinder Liner and Marks on Crankcase

1 Cylinder cover 8 O-ring

2 Cylinder liner 9 O-ring
3 Water guide jacket (upper part) 10 Crank
4 Transition tube 11 Shaft journal
5 Elastic stud 12 Seating surface
6 Gasket
7 O-ring MA Mark (recess)

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0550−1/A1
Operation during Unusual Conditions

Defective Scavenge Air Cooler / Defective Auxiliary

Blowers

1. Defective Scavenge Air Cooler

When a scavenge air cooler (SAC) is defective, water can go into the scavenge air
receiver. The water then flows out through the condensate collector of the SAC drain.
The related level switch activates an alarm.
Note: If you see water flow through the sight glass of the SAC drain when the
engine has stopped, do a check for defects as soon as possible.
If there is a fault in the SAC, it is recommended that you do the procedure given in
step 1) to step 4).
1) Replace the defective SAC with the spare as soon as possible.
Note: Step 2) is only possible with a dual-system of coolers and turbochargers.
2) Shut down and drain the defective SAC.
3) Seal the cooling water supply and return pipes of the defective SAC.
4) Open the vent and drain valves. The vent and drain valves must stay open.
Water leakage that goes into the receiver flows away through the drain pipes of the
SAC and water separator into the collection pipe.
During operation in this mode, the scavenge air temperature and exhaust gas
temperature will increase.
You can only increase the load on the engine so that the scavenge air temperature
(measured downstream of the SAC) is not more than the usual limit at service output.
You must continuously and carefully monitor the scavenge air temperature.
If the scavenge air temperature increase is too high, the engine speed must be
decreased (for the maximum permitted scavenge air temperature downstream of the
cooler, see 0250−2 Alarms and Safeguards).
Note: In these conditions, you can operate the engine only at approximately
25% load.
In an emergency, you can seal the defective SAC pipes (see the Maintenance Manual
6606-1).

2. Defective Auxiliary Blowers

If one of the auxiliary blowers becomes defective, you can start and operate the
engine. At less than full load, there will be more exhaust smoke.
If the two auxiliary blowers become defective, the engine cannot start.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0560−1/A1
Operation during Unusual Conditions

Defective Remote Control

1. General
If a fault occurs in the remote control, which prevents engine control from the control
room, you can operate the engine from the local control panel.
The data are given in the groups that follow:
D 0230−1 Engine Start
D 0260−1 Maneuvering
D 0310−1 Engine Shutdown
D 0320−1 Procedures after Engine Stop
D 4003−1, paragraph 3 Engine Local Control
D 4618−1 Local Control Panel.

CAUTION
Damage Hazard: You must only operate the engine during
unusual conditions when necessary. You must not leave the
maneuvering stand. You must monitor the engine speed
frequently to make sure that procedures are done immediately if
large differences in engine speed occur.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0570−1/A1
Operation during Unusual Conditions

Defective Speed Control System

1. General
Defects in the speed control system must be repaired as soon as possible (refer to
the documentation of the manufacturer). If this is not possible, you can control the
engine from the local control panel.
If the fuel command signal from the speed control system is missing during engine
operation, the speed control system will continue to operate. The last known fuel
command will be used and you will hear an alarm.
The data are given in the groups that follow:
D 0230−1 Starting
D 0260−1 Maneuvering
D 0310−1 Engine Shutdown
D 0320−1 Procedures after Engine Stop
D 4003−1, paragraph 3 Engine local control
D 4618−1 Local Control Panel.

CAUTION
Damage Hazard: You must only operate the engine during
unusual conditions when necessary. You must not leave the
maneuvering stand. You must monitor the engine speed
frequently to make sure that procedures are done immediately if
large differences in engine speed occur.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0590−1/A1
Operation during Unusual Conditions

Defective Turbocharger

1. General
If a turbocharger becomes defective, you must shut down the engine as quickly as
possible to prevent damage.
If repair or replacement of a turbocharger is not immediately possible, the engine can
operate in Emergency Operation at decreased load after the procedures below are
completed.
In Emergency Operation, you must operate the engine only for as long as necessary
(see 0500−1, paragraph 2 Decreased Power Output).
The loads (outputs) given are guidance values, which are related to the condition of
the engine. It is possible that these values will be decreased.

2. Defective Conditions

2.1 Condition One

On engines that have two turbochargers, one turbocharger is defective.

2.1.1 Procedure
The engine load output is approximately
50% of the CMCR. This is related to the
6 output of the auxiliary blowers.
5
1) Lock the rotor of the defective
turbocharger (refer to the turbocharger
1 manual).
2) Remove the expansion joint (3, Fig. 1)
from the defective turbocharger and the
diffuser.
4
3 3) Install the blind flanges (2 and 4).
4) Do a check of the oil supply pressure of
the serviceable turbocharger. If the
pressure is decreased, shut off the oil
supply to the defective turbocharger.
2
5) Remove the expansion joint (5) from
the defective turbocharger air outlet
and the exhaust manifold.
Note: Install the blind flange (6) only if
air flows in through a suction duct.
6) Install the blind flanges (1) and (6).
WCH03024 The scavenge air pressure, turbocharger
speed and firing pressures must not be
higher than during usual operation.

Fig. 1: Defective Condition One

Winterthur Gas & Diesel Ltd. 1/ 2 2014

0590−1/A1 Operation W-X92
W-X92
Defective Turbocharger

2.2 Condition Two

All turbochargers are defective.
The engine load output is approximately
10% to 15% of the CMCR. This is related to
the output of the auxiliary blowers.

2.2.1 Procedure
1) Lock the rotor of the defective
turbochargers (refer to the turbocharger
5
manual).
4
2) Remove the expansion joint (4, Fig. 2)
from the turbocharger gas inlet.
3 3) Install the blank flange (5)
4) Open the covers (1, 2 and 3) on the
scavenge air receiver.
5) Set to on the auxiliary blowers.
WCH03024 The exhaust gas temperature upstream of
the turbocharger must not be higher than
during usual operation. Thick, black exhaust
smoke must be prevented.

2 WCH03024
1

Fig. 2: Defective Condition Two

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0610−1/A1
Special Procedures Before and After Operation

Prepare for Engine Start after a Long Shutdown Period or

an Overhaul

1. General
For an engine that that was shut down after a long period or an overhaul, do the
special procedures in paragraph 2.
Note: If the engine was shut down only for some days, you must do the
procedures given in 0110−1 Prepare for Engine Start after a Short
Shutdown Period.

2. Special Procedures
1) Do a check of the engine control as given in 4003−1, paragraph 4.
2) If bearings or parts of the running gear were replaced or removed (for checks),
do a check of the the lubricating oil supply at the usual oil pressure (see 0250−1
Operating Data Sheet).
3) Do a visual check through the open running gear doors to see if there is sufficient
oil flow from all bearing locations.
During the operation period, it is recommended that you monitor the parts for unusual
heat. You monitor the parts as follows:
4) Start and stop the engine for short intervals (see 0210−1 Temperature, paragraph
9).
5) Compare the temperatures of the newest parts with those that were installed
before.
6) Start and stop the engine for longer intervals.
7) Compare the temperature again as given in steps 4) to 6).
Note: For data about running-in new pistons, piston rings and cylinder liners,
see 0410−1, paragraph 1.2.
8) Make sure that the scavenge air and exhaust gas can flow freely.
9) If the cooling water for the scavenge air cooler was drained, fill and bleed the
system.
10) Make sure that the drains in the exhaust gas manifold and on the exhaust gas
pipe are closed.
11) Make an analysis of the lubricating oil quality after a long shutdown period (some
months), see 0750−1 Lubricating Oils.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0620−1/A1
Special Procedures Before and After Operation

Prepare the Engine for a Long Shutdown Period

1. General
When you prepare the engine for a long shutdown period, make sure that you know
the correct precautions to protect the engine from corrosion. There are two conditions
as follows:
D Condition One has the procedures for when there is less crew on board for a
period of some weeks.
D Condition Two has the procedures when for some months there is no crew on
board.

2. Condition One
2.1 Procedure
Note: It is recommended that you operate the engine on diesel oil as an
alternative to heavy fuel oil for some time before engine shutdown (see
0270−1 Change−over from Diesel Oil to Heavy Fuel Oil and Back).
Note: The numbers (e.g. 30-8605_E0_7) refer to items shown in the control
diagram 4003−2.
1) Close the stop valves on the starting air bottles.
2) Turn the handwheel on the starting air shut-off valve 30-4325_E0_1 to the
position CLOSED.
3) Open the ball valves 30-8605_E0_6 and 30-8605_E0_7.
4) Make sure that the pressure gages show zero pressure.
WARNING
Injury Hazard: Before you operate the turning gear, make sure
that no personnel are near the flywheel or in the engine.

5) Engage the turning gear.

Note: The water and oil pumps must operate for a minimum of 20 minutes after
the engine has stopped. This is to make sure that when the engine
temperature has decreased, the temperature of engine parts become as
stable as possible.
6) Open the indicator valves on the cylinder covers.
Lubrication starts automatically during the slow-down of the engine (speed is more
than 8%).
7) Close the stop valves on the fuel tanks.
8) Open the drain valves of the exhaust gas manifold and on the exhaust gas pipe
to drain the condensate.
9) Close the drain valves of the exhaust gas manifold and the exhaust gas pipe.
10) Put a cover (e.g. a tarpaulin) on the exhaust gas manifold and the turbocharger
silencer to make an airtight seal. This will prevent a flow of air through the engine
and thus condensation.
11) For the scavenge air coolers (SAC), see the recommended procedures in the
documentation of the manufacturer. If this is not available, it is recommended that
the SAC are fully drained, or the cooling water pump is operated daily for
approximately 30 minutes (with the flow quantity control valves in the same
position as for usual operation conditions).
12) Keep the cylinder cooling water at approximately room temperature (monitor the
temperature for a risk of frost).

Winterthur Gas & Diesel Ltd. 1/ 2 2014

0620−1/A1 Operation W-X92
W-X92
Prepare the Engine for a Long Shutdown Period

13) Repair all damage and leaks found during the previous operation period and the
checks made after shut-down.
14) Do all scheduled overhauls and obey the general guidelines for maintenance
(see the Maintenance Manual 0011−1 and 0012−1).
15) When the auxiliary engines and boilers do not operate and there is risk of frost,
fully drain all of the cooling systems (in such conditions, protect the drained
systems from corrosion).
16) In the power supply box E85, set to off the circuit breaker to disconnect electrical
power to the WECS−9520.
17) In less than 48 hours after you have completed steps 1) to 16), do step 18 and
step 19) below.
18) Open the covers on the rail unit and look for signs of condensation and corrosion.
19) Remove the inspection cover from supply unit and look for signs of condensation
and corrosion on the internal housing, camshaft, cams and roller.

2.2 Procedures and Checks

WARNING
Injury Hazard: Before you operate the turning gear, make sure
that no personnel are near the flywheel.

Do steps 1) to 12) below each week:

1) Make sure that the indicator valves are open.
2) Use the turning gear to turn the engine until one of the pistons is at 60_ before or
after TDC (look on the flywheel). Cylinder lubricating oil can then flow directly into
the piston ring pack.
3) In the operator interface, field MANUAL LUBRICATION ON CYL., select the
related cylinder number.
Note: The lubricating oil pump and the service pump must operate (see 0140−1
Prepare the Cylinder Lubricating System and 7218−1 Cylinder
Lubrication).
4) Use the turning gear to turn the engine two full turns to apply the cylinder
lubricating oil to the cylinder liner wall.
The recommended intervals are:
D Weekly in dry climates
D Daily in damp climates.
5) Stop the engine each time in a different position.
6) Open the covers on the rail unit and look for signs of condensation and corrosion.
7) If there are signs of corrosion, carefully clean the affected parts.
8) Apply an anti-corrosion oil to give protection.
9) Decrease the lubrication intervals.
10) Apply oil as a spray to the dry parts.

3. Condition Two
If the engine must stop for a long period, you must fully clean and and apply
protection to the inside and the outside. To get the instructions, speak to Wärtsilä
Services Switzerland Ltd.

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0710−1/A1
Operating Media

Diesel Engine Fuels

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Heavy Fuel Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Data about Heavy Fuel Oil Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.1 Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.2 Density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.3 Calculated Carbon Aromaticity Index (CCAI) . . . . . . . . . . . . . . . . . . 6
3.4 Sulphur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.5 Flash Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.6 Hydrogen Sulphide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.7 Acid Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.8 Sediment, Carbon and Asphaltenes . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.9 Pour Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.10 Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.11 Ash and Trace Metals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.12 Used Lubricating Oil and Chemical Waste . . . . . . . . . . . . . . . . . . . . 8
4. Distillate Fuel Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5. Data about Distillate Fuel Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5.1 Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5.2 Density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5.3 Cetane Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5.4 Sulphur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5.5 Flash Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5.6 Hydrogen Sulphide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.7 Acid Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.8 Sediment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.9 Pour Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.10 Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.11 Ash and Trace Metals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.12 Used Lubricating Oil and Other Contamination . . . . . . . . . . . . . . . . 11
6. Bio-derived Products and Fatty Acid Methyl Esters . . . . . . . . . . . . . . . . . . 12
7. Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

1. General
Almost all mineral residual and distillate and some renewable fuels can be burned in a
diesel engine if applicable procedures are done. But, the quality of the fuel will have
an effect on the frequency of overhauls and the work necessary to prepare the fuel. It
is the primary economic considerations that according to the type, size and speed of
the engine, and its application gives the fuel quality margins.
Gas oils and diesel oils (distillates) can be used in all Wärtsilä engines with some
limits. Wärtsilä 2-stroke diesel engines are designed to operate on up to 700 mm2/s
(cSt) at 50_viscosity heavy fuel oil (ISO 8217:2010 RMK 700 grade) if sufficient fuel
heating and treatment is done. When fuels with a very low sulphur content are used,
operators must be careful when running-in new piston rings and cylinder liners.

Winterthur Gas & Diesel Ltd. 1/ 12 2015-07

0710−1/A1 Operation W-X92
W-X92
Diesel Engine Fuels

Heavy fuel oil must be treated in an applicable fuel treatment plant.

When bunkering, it is possible that the fuel suppliers will report only some of the
values given in the Quality Specifications. Frequently, only the density and maximum
viscosity is given. This makes the analysis of a fuel difficult, thus it is important to get
a full certificate of analysis with each bunker.
The supplier must guarantee the stability of the fuel, i.e. resistance to the formation of
sludge. Also, the fuel must not have a corrosive effect on the injection equipment and
must not contain used lubricating oil or chemical waste.
If possible, oils from different bunkers must not be mixed because there is a risk that
the fuels will have different compositions (e.g. this can cause fouling of filters or too
much sludge, which will overload the fuel preparation equipment). Fresh bunkers
must always be put into empty tanks and not on top of old bunkers.

2. Heavy Fuel Oil

Diesel engine fuels include many different petroleum products from gas oil to Heavy
Fuel Oil (HFO). Gas oil is made from crude oil by distillation and processing. HFO is
the remaining material after distillation of the crude oil. To get the necessary viscosity,
the material is mixed with lighter, less viscous components. Modern refineries also
apply a secondary conversion process, such as viscosity breaking (visbreaking) and
catalytic cracking to get a higher yield of lighter products. The remaining products are
mixed to get HFO.
Viscosity is usually used to identify diesel engine fuels. The viscosity is shown in
mm2/s, referred to as centistokes (cSt) and measured at 50_C. The fuels are
classified in accordance with ISO 8217 and the latest revision is the fourth edition
dated 15 June 2010.
Viscosity itself is not a quality criterion. To make an analysis of the fuel quality (to
make sure that the fuel is applicable for use in a diesel engine), refer to the properties
such as those given in the Table 1.
To make an estimate of the ignition properties of a distillate diesel fuel, the CETANE
number (standardized engine test) or the CETANE index (calculation) were used. The
ignition and combustion properties are very important for medium and high-speed
engines. For low-speed diesel engines, the ignition properties are not very important.
Note: Some very poor fuels that are not frequently found can have important
ignition properties.
Very good supervision, engine maintenance and fuel treatment equipment is
necessary when fuel with properties near the maximum limits are used. Fuel
preparation that is not sufficient and poor quality fuels cause overhauls to be more
frequent and thus, an increase in the cost of maintenance.
The values in the column Bunker limit (ISO 8217:2010 RMK700) show the minimum
quality of heavy fuel as bunkered, i.e. as supplied to the ship/installation. Good
operation results come from commercially available fuels that are in the ISO 8217
limits. But the use of fuel with metal, ash and carbon contents and a lower density can
have a positive effect on overhaul periods. These effects can improve combustion
and exhaust gas composition as well as a decrease in wear.
The fuel as bunkered must be processed before it goes into the engine. It is
recommended that you refer to the related specifications of Winterthur Gas &
Diesel Ltd. for the design of the fuel treatment plant. The minimum centrifuge capacity
is 1.2 x CMCR x BSFC / 1000 (litres/hour), which is has a relation to 0.21 l/kW. The
fuel treatment must remove sludge and decrease catalyst fines and water to the
recommended engine inlet limits.

2015-07 2/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0710−1/A1
Diesel Engine Fuels

In ISO 8217, foreign substances such as used oil or chemical waste must not be
added to the fuel. This is because of the hazards to the crew, machines and the
environment. Tests that are done for unwanted substances as acids, solvents and
monomers with titrimetric, infrared and chromatographic methods, are recommended.
This is because of the damage these substances can cause to fuel treatment, fuel
injection equipment, pistons, rings, liners, and exhaust valves and seats.
Turbocharger, exhaust system and boiler contamination can also occur because of
poor fuel quality.
The engine inlet fuel quality uses the latest ISO 8217:2010 specification. Bunkers that
comply with ISO 8217:2005 can be used until the latest ISO specification is fully
released. In such conditions, the higher values for carbon residue and vanadium can
be satisfactory.
It is very important that the fuel is fit for purpose in the related engine application.

Table 1: Fuel Specifications

Parameter Unit Bunker Limit Test Method Necessary Fuel
Quality at
Engine Inlet
Kinematic viscosity at 50_C mm2/s [cSt] Maximum 700 ISO 3104 13 to 17 2)
Density at 15_C kg/m3 Maximum 1010 3) ISO 3675/12185 Maximum 1010
CCAI − 870 Calculated 870
Sulphur 4) m/m [%] Statutory ISO 8754/14596 Maximum 3.5
specifications
Flash point _C Minimum 60.0 ISO 2719 Minimum 60.0
Hydrogen sulphide 5) mg/kg Maximum 2.00 IP 570 Maximum 2.00
Acid number mg KOH/g Maximum 2.5 ASTM D 664 Maximum 2.5
Total sediment aged m/m [%] Maximum 0.10 ISO 10307−2 Maximum 0.10
Carbon residue: micro m/m [%] Maximum 20.00 ISO 10370 Maximum 20.00
Pour point (upper) 6) _C Maximum 30 ISO 3016 Maximum 30
Water v/v [%] Maximum 0.50 ISO 3733 Maximum 0.20
Ash m/m [%] Maximum 0,150 ISO 6245 Maximum 0,150
Vanadium mg/kg [ppm] Maximum 450 ISO 14597/ Maximum 450
IP501/470
Sodium mg/kg [ppm] 100 IP501/IP470 Maximum 30
Aluminum plus Silicon mg/kg [ppm] Maximum 60 ISO 10478/ Maximum 15
IP501/470
Used lubricating oils (ULO) ULO shows if: Do not use if:
may not be present: Ca>30 and Zn>15 IP501 or Ca>30 and Zn>15
Calcium and zinc mg/kg or IP470 or
Calcium and phosphorous Ca>30 and P>15 IP500 Ca>30 and P>15
Winterthur Gas & Diesel Ltd. fuel specifications and quality limits at the engine inlet related to
ISO 8217:2012 1)

Winterthur Gas & Diesel Ltd. 3/ 12 2015-07

0710−1/A1 Operation W-X92
W-X92
Diesel Engine Fuels

The notes that follow are related to the data in Table 1:

D 1mm2/s=1cSt (Centistoke)
D 1) Youcan get ISO standards from the ISO Central Secretariat, Geneva,
Switzerland (www.iso.ch).
D 2) For W−X engines the fuel viscosity at the fuel pump inlet can be in the range of
between 10 mm2/s (cSt) and 20 mm2/s (cSt). When the engine operates on HFO,
Winterthur Gas & Diesel Ltd. recommends a fuel viscosity at the fuel pump inlet
in the range of between 13 mm2/s (cSt) and 17 mm2/s (cSt).
D 3) The maximum limit is 991kg/m3 if the fuel treatment plant cannot remove water
from high-density fuel.
D 4)ISO 8217:2010, RMK700. Note that lower sulphur limits can apply and are
related to statutory specifications and sulphur limits not given in ISO 8217:2010.
D 5) The hydrogen sulphide limit is applicable from 1 July 2012.
D 6)Purchasers must make sure that the pour point is sufficient for the equipment
on board, specially for operation in cold climates.
Note: For data about the parameters given in the table above, see paragraph 3.1
to paragraph 3.12.

CAUTION
Damage Hazard: For Wärtsilä 2-stroke engines, the maximum
permitted fuel temperature at the engine inlet is 150_C. Always
make sure to obey this limit. Damage to the engine can occur. For
more data, see also 0250−1 Operation Data Sheet.

2015-07 4/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0710−1/A1
Diesel Engine Fuels

3. Data about Heavy Fuel Oil Specifications

3.1 Viscosity
The recommended viscosity range upstream of the engine is between 13 mm2/s (cSt)
and 17 mm2/s (cSt). You get the necessary temperature for a given nominal viscosity
from the data in Fig. 1 below:

Example:
To get the recommended viscosity upstream
of the fuel pumps, the fuel of 380 mm2/s
[cSt] at 50°C must be heated to between
130°C and 140°C.
WCH03126

Fig. 1: Viscosity / Temperature Diagram

Winterthur Gas & Diesel Ltd. 5/ 12 2015-07

0710−1/A1 Operation W-X92
W-X92
Diesel Engine Fuels

The maximum permitted viscosity of the fuel that can be used in an installation is
related to the heating and fuel preparation facilities available. The flow rate and the
temperature of the fuel that flows through the centrifuges must be adjusted in relation
to the viscosity to get good separation. Do not heat the fuel to more than 150_C to get
the recommended viscosity at the engine inlet. This is because the fuel can start to
decompose, get contamination and be dangerous as it is possible that the
temperature will be higher than the flash point.

3.2 Density
The composition of the fuel gives the density. A high density shows a high aromatic
content. It is not always possible to use conventional methods to measure the density
at 15_C. Thus, the measurement is made at a higher temperature and then converted
and adjusted to the reference temperature. Most bunkers are to the ISO 8217:2010
RMG specification, which has a maximum density of 991.0 kg/m3. Applicable fuel
preparation equipment, which can be adjusted for a fuel density greater than 991.0
kg/m3, must be available on board if high density fuels are used.

3.3 Calculated Carbon Aromaticity Index (CCAI)

The ignition and combustion properties of the fuel in a diesel engine are related to the
specific engine design, load profile and fuel properties.
The CCAI is a calculated quantity of the ignition properties or ignition interval of the
fuel related to the viscosity and density. The CCAI has no effect on the combustion
properties. The CCAI limit is useful to measure fuels with unusual density-viscosity
relations.
More tests are available to find ignition and combustion properties and these can be
helpful to examine the performance of fuels.

3.4 Sulphur
Sulphur limits are not specified in ISO 8217:2010 because statutory specifications put
a limit on this value. The maximum sulphur level that can be used in Wärtsilä 2-stroke
engines is 4.5% m/m.
The alkalinity (base number (BN)) of the cylinder lubricating oil must be selected in
relation to the sulphur level of the fuel in use. The engine can operate for short
periods (some hours) with a cylinder lubricating oil that has an incorrect BN, but a
longer operation time must be prevented.
Indications for the selection of the BN of the lubricating oil in relation to the sulphur
content of the fuel are found in:
D 0410−1, Running-in New Cylinder Liners and Piston Rings
D 0750−1 Lubricating Oils, paragraph 3.

3.5 Flash Point

The flash point is an important safety and fire hazard parameter for diesel fuels. Fuel
is always a fire hazard because there can be flammable vapors above the remaining
fuel in the tanks. There must be caution on ships when the remaining fuel is heated to
above the flash point to help with the filter process and injection.

3.6 Hydrogen Sulphide

WARNING
Danger: Hydrogen Sulphide (H2S) is a very toxic gas and
exposure to high concentrations is dangerous and can kill you.
Be careful when tanks or fuel lines are opened because there can
be H2S vapor. At low concentrations H2S smells almost the same
as bad eggs. You cannot sense H2S at moderate concentrations.
H2S will cause nausea and dizziness.

2015-07 6/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0710−1/A1
Diesel Engine Fuels

3.7 Acid Number

Fuels with high acid numbers have caused damage to fuel injection systems. Most
fuels have a low acid number, which is not dangerous, but an acid number above
2.5 mg KOH/g, can cause problems. Some naphthenic fuels can have an acid
number of more than 2.5 mg KOH/g, but still be permitted. Only a full laboratory
analysis can find the strong acid number.

3.8 Sediment, Carbon and Asphaltenes

High quantities of sediment, carbon and asphaltenes decrease the ignition and
combustion quality of the fuel and increase wear and damage to engine components.
Asphaltenes also have an effect on the stability of mixed fuels and can cause too
much sludge in the separators and filters. If the mixed fuel is not stable, particles can
collect on the bottom of the tank.
To keep risks to a minimum, make sure that bunkers from different suppliers and
sources are not mixed in the storage tanks on board. Also be careful when HFO is
mixed on board to decrease the viscosity. Paraffinic distillate, when added to an HFO
of low stability reserve, can cause the asphaltenes to collect, which causes heavy
sludge.
HFO can contain up to 14% asphaltenes and will not cause ignition and combustion
problems in 2-stroke engines if the fuel preparation equipment is adjusted correctly.

3.9 Pour Point

The operation temperature of the fuel must be kept between approximately 5_C to
10_C above the pour point to make sure that the fuel can flow easily.

3.10 Water
The separator and the correct configuration of drains in the settling and service tanks
is used to decrease the water quantity in the fuel. A complete removal of water is
highly recommended to decrease the quantity of hydrophilic cat fines and sodium in
the fuel. Sodium is not a natural oil component, but diesel engine fuel often has sea
water contamination, which has sodium. 1.0% sea water in the fuel is related to 100
ppm sodium.
To get a good separation effect, the flow rate and temperature of the fuel must be
adjusted in relation to the viscosity. For high-viscosity fuels the separation
temperature must be increased, although the flow rate must be decreased in relation
to the nominal capacity of the separator. For the recommended data to operate the
separator, refer to the instruction manual.

3.11 Ash and Trace Metals

Fuels with a low content of ash, vanadium, sodium, aluminium, silicon, calcium,
phosphorous and zinc are recommended. These materials can increase mechanical
wear, high-temperature corrosion and particles in the turbocharger, exhaust system
and boilers.

3.11.1 Vanadium and Sodium

Sodium compounds decrease the melting point of vanadium oxide and sulphate salts,
specially when the vanadium to sodium ratio is 3:1. High sodium quantities (as well as
lithium and potassium) at the engine inlet can damage the turbocharger, exhaust
system and boilers. Ash modifiers can correct the effect of high-temperature corrosion
and particles.

Winterthur Gas & Diesel Ltd. 7/ 12 2015-07

0710−1/A1 Operation W-X92
W-X92
Diesel Engine Fuels

3.11.2 Aluminum and Silicon

Aluminum (Al) and silicon (Si) in the fuel are an indication of catalytic fines (cat fines).
These are particles of hard oxides (round particles of material almost the same as
porcelain) which cause high abrasive wear to pistons, piston rings and cylinder liners.
Cat fines are used as a catalyst in some processes in petroleum refining and can be
found in diesel engine fuels. The most dangerous cat fines are between 10 microns
and 20 microns.
Cat fines are attracted to water droplets and are very difficult to remove from the fuel.
With correct treatment in the fuel separator, the aluminium and silicon content of
60 ppm (mg/kg) can be decreased to 15 ppm (mg/kg), which is thought to be
satisfactory. For satisfactory separation, a fuel temperature as close as possible to
98_C is recommended. If there are more than 40 ppm cat fines in the bunkered fuel, a
decreased flow rate in the separator is recommended. Also, the instructions of the
equipment manufacturer must be obeyed.
Cat fines can collect in the sediment of the fuel tank from other bunkers. During bad
weather conditions, the movement of the ship mixes the sediment into the fuel. Thus,
it is better to think that all fuels contain cat fines, although it is possible that a fuel
analysis can show a different result. This makes continuous and satisfactory
separation very important.
Note: The Al+Si limit in the new ISO 8217:2010 specification is decreased to
60 mg/kg for the RMG and RMK grades.

3.12 Used Lubricating Oil and Chemical Waste

Used lubricating oils and chemical waste must not be mixed into the fuel pool. If used
lubricating oil is mixed in, fuel is not stable because the base oil is very paraffinic and
can cause too much sludge. Most used lubricating oil is from the crankcase, thus
sufficiently large quantities of calcium, zinc, phosphorous and other additives and
wear metals can cause contamination. The limits in ISO 8217: 2010 and the
Winterthur Gas & Diesel Ltd. specification make sure that no used lubricating oil is in
the fuel. This is related to the limits of the test methods used to find the levels of these
metals, which can occur naturally in the fuel.
Chemical waste must not be added to the fuel. There were some examples of
polymers, styrene and other chemical substances found in fuel. These materials can
cause the fuel to become too thick, to become almost solid and to block filters. They
can also cause damage to fuel injection systems and cause fuel pump plungers and
injectors to stop.

2015-07 8/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0710−1/A1
Diesel Engine Fuels

4. Distillate Fuel Specifications

Note: For data about the parameters given in Table 2, see paragraphs 5.1
to 5.12.

Table 2: Fuel Specifications

Parameter Unit Bunker Limit Test Method Necessary Fuel
Quality at the
Engine Inlet
Kinematic viscosity at 40_C mm2/s [cSt] Maximum 11.0 ISO 3104 Minimum 2.0
Minimum 2.0 Not related to
temperature
Density at 15_C kg/m3 Maximum 900.0 ISO 3675/12185 Maximum 900.0
Cetane index − Minimum 35 ISO 4264 Minimum 35
Sulphur 1) m/m [%] 2.0 ISO 8754/14596 Maximum 2.0
Flash point _C Minimum 60.0 ISO 2719 Minimum 60.0
Hydrogen sulphide 2) mg/kg Maximum 2.00 IP 570 Maximum 2.00
Acid number mg KOH/g Maximum 0.50 ASTM D 664 Maximum 0.50
Total sediment by m/m [%] Maximum 0.10 ISO 10307−1 Maximum 0.10
hot filtration
Oxidation stability g/m3 Maximum 25 ISO 12205 Maximum 25
Carbon residue: micro m/m % Maximum 0.30 ISO 10370 −
method on 10% volume
distillation residue (for
grades DMX, DMA and
DMZ)
Carbon residue: micro m/m % Maximum 0.30 ISO 10370 Maximum 0.30
method (grade DMB)
Pour point (upper) winter 3) _C Maximum −6 ISO 3016 Maximum 0
Pour point (upper) summer _C Maximum 6 ISO 3016 Maximum 6
Water v/v [%] Maximum 0.30 ISO 3733 Maximum 0.20
Ash m/m [%] Maximum 0,010 ISO 6245 Maximum 0.010
Lubricity, corrected wear mm Maximum 520 − −
scar diameter (wsd 1.4) at
60_C
Winterthur Gas & Diesel Ltd. distillate fuel specifications and quality limits at the engine inlet
related to ISO 8217:2012

The notes that follow relate to data in Table 2:

D 1mm2/s=1cSt

D 1)The purchaser must specify the maximum sulphur content in accordance with
the usual statutory specifications.

D 2) The hydrogen sulphide limit is applicable from 1 July 2012.

D 3)Purchasers must make sure that the pour point is sufficient for the equipment
on board, specially for operation in cold climates.

Winterthur Gas & Diesel Ltd. 9/ 12 2015-07

0710−1/A1 Operation W-X92
W-X92
Diesel Engine Fuels

Distillate fuels are used more in 2-stroke engines to meet area specified emission
standards. They are easier to operate than residual fuel, but caution is necessary for
some problems. See Service Bulletin RT−82: Distillate Fuel Use.
ISO 8217: 2010 specifies DMX, DMA, DMZ and DMB categories. The Wärtsilä engine
inlet specification is based on the DMB grade which is the highest viscosity grade.
The DMX grade must not be bunkered as the viscosity could be below 2.0 mm2/s and
the flash point could be below 60_C.

5. Data about Distillate Fuel Specifications

5.1 Viscosity
The recommended viscosity range on residual fuel upstream of the engine inlet is
13 mm2/s (cSt) to 17 mm2/s (cSt). But, because distillate fuel does not have such a
high viscosity, a minimum viscosity of 2.0 mm2/s (cSt) at the fuel pump inlet is
necessary.
Operators must be careful during the change-over procedure from distillate to residual
fuel and back to make sure of problem free operation. See the Service document:
Engine operation on MDO/MGO, change-over from HFO to MDO/MGO and the
Service Bulletin RT−82: Distillate Fuel Use.
In some conditions, it is possible that you cannot get the minimum viscosity of
2.0 mm2/s (cSt) at the fuel pump inlet. In such conditions, a fuel cooling system will be
necessary to make sure that the inlet to the fuel pumps has the minimum viscosity.

5.2 Density
The composition of the fuel gives the distillate density and a high density indicates a
high aromatic quantity.

5.3 Cetane Index

The ignition and combustion properties of a distillate fuel in a diesel engine is related
to the specific engine design, load profile and fuel properties. The Cetane Index is a
calculated quantity of the ignition properties or ignition interval of the fuel related to
the distillation and density. The density and the temperature when 10%, 50% and
90% of the fuel is distilled, gives the Cetane Index. This has no effect on the fuel
combustion properties.

5.4 Sulphur
Sulphur limits are specified in ISO 8217:2010 for distillate fuels, but statutory
specifications must be obeyed. The alkalinity (BN) of the cylinder lubricating oil must
be selected in relation to the sulphur content of the fuel in use.
The engine can operate for short periods (some hours) with a cylinder lubricating oil
that has an incorrect BN, but a longer operation time must be prevented.
Indications for the selection of the BN of lubricating oil in relation to the sulphur
content of the fuel are found in:
D 0410−1 Running-in New Cylinder Liners and Piston Rings
D 0750−1 Lubricating Oils, paragraph 3.

5.5 Flash Point

The flash point is an important safety and fire hazard parameter for diesel fuels. Fuel
is always a fire hazard because there can be flammable vapors above the remaining
fuel in the tanks.

2015-07 10/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0710−1/A1
Diesel Engine Fuels

5.6 Hydrogen Sulphide

WARNING
Danger: Hydrogen Sulphide (H2S) is a very toxic gas and
exposure to high concentrations is dangerous and can kill you.
Be careful when tanks or fuel lines are opened because there can
be H2S vapor. At low concentrations H2S smells almost the same
as bad eggs. You cannot sense H2S at moderate concentrations.
H2S will cause nausea and dizziness.

5.7 Acid Number

Fuels with high acid numbers have caused damage to fuel injection systems. Most
fuels have a low acid number, which is not dangerous, but an acid number above
2.5 mg KOH/g, can cause problems.

5.8 Sediment
High quantities of sediment decrease the ignition and combustion quality of the fuel
and increase wear and damage to engine components. High sediment quantities can
cause filters to block, or frequent discharge from filter systems that have automatic
cleaning. For more data about mixtures, see paragraph 3.8 in the HFO section.

5.9 Pour Point

The operation temperature of the fuel must be kept between approximately 5_C to
10_C above the pour point to make sure that the fuel is pumped easily. It is possible
that in extremely cold conditions, there could be problems for distillate fuel.

5.10 Water
The quantity of water in distillate fuel can be decreased as follows:
D Let the fuel settle in the service tanks
D Use the centrifuge to remove water from the fuel.

5.11 Ash and Trace Metals

Distillates must have low quantities of ash, vanadium, sodium, aluminium, silicon,
calcium, phosphorous and zinc related to residual fuels. High quantities of these
materials increase mechanical wear, high-temperature corrosion and particles in the
turbocharger, exhaust system and the boilers.

5.12 Used Lubricating Oil and Other Contamination

Lubricating oils and chemical waste must not be mixed into the distillate fuel pool.
Lubricating oil can cause water to stay because of the large quantity of detergent.
Additive materials such as calcium, magnesium, zinc and phosphorous could
increase the ash content to more than that given in the specification.
Chemical waste must not be added to distillate fuel. There were some examples of
chemical waste substances found in fuel. These materials can cause the fuel to
become too thick, to become almost solid and to block filters. They can also cause
damage to fuel injection systems and cause fuel pump plungers and injectors to stop.

Winterthur Gas & Diesel Ltd. 11/ 12 2015-07

0710−1/A1 Operation W-X92
W-X92
Diesel Engine Fuels

6. Bio-derived Products and Fatty Acid Methyl Esters

Such components can be found in diesel engine fuels and can cause a decrease of
greenhouse gases and SOx emissions. Most bio-fuel components in the diesel pool
are Fatty Acid Methyl Esters (FAME), which come from a special chemical treatment
of natural plant oils. These components are mandatory in automotive and agricultural
diesel in some countries. FAME is specified in ISO 14214 and ASTM D 6751.
FAME has good ignition properties and very good lubrication and environmental
properties, but the other properties that follow about FAME are well known:
D Possible oxidation and thus long term storage problems.
D A chemical force that causes fuel and water to combine.
D Microbial growth can appear in the fuel.
D Unsatisfactory low temperature properties.
D FAME material particles can appear on exposed surfaces and filter elements.
Where FAME is used as a fuel, make sure that the on board storage, handling,
treatment, service and machinery systems can be used with such a product.

7. Fuel Additives
Usually, fuel additives are not necessary to make sure of the satisfactory operation of
fuels that obey the ISO 8217:2010 standard. But some operators can use specified
additives to change the effect of some fuel properties. Wärtsilä Services
Switzerland Ltd. can make an analysis of such additives and supply a No Objection
Letter for specified additives if they are in the limits of internal specifications.
Note: Winterthur Gas & Diesel Ltd. and Wärtsilä Services, Switzerland Ltd. do
not accept liability or responsibility for the performance or potential
damage caused by the use of such additives.

2015-07 12/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0720−1/A1
Operating Media

Fuel Treatment and Fuel System

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Treatment of HFO and Treatment Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. HFO and Diesel Fuel Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Configuration of the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1. General
Heavy fuel oils (HFO), as they are supplied today for use in diesel engines must have
careful treatment, which makes the installation of applicable plant necessary. The
best procedure to remove solid particles and water from fuel is to use
centrifugal separators.

2. Treatment of HFO and Treatment Plant

HFO are contaminated with solid particles and water. If HFO that is dirty or not
sufficiently treated goes into the engine, wear on engine components can occur (e.g.
piston rings, cylinder liners, injection pumps, valves etc). Also, too much sediment can
collect in the combustion spaces.
Sodium in the fuel (which comes from seawater) causes contamination on the pistons
and in the turbocharger. The water must be carefully removed from the fuel.
Settling tanks are used for the first steps of treatment, but their effect is only a coarse
separation to release water from the HFO. The settling tanks must have the sludge
and water, that collects in the bottom of the tank, drained at intervals.
Correctly operated centrifuges that are of the best size and adjustment are used to
get good results during the procedure to clean the fuel. Modern designs mean that is
not necessary to adapt the gravity discs for fuels of different densities.
Modern machines automatically remove the sludge from the centrifuge. For modern
engines designed to burn HFO of the lowest grade, such centrifuges are necessary.
This is applicable when HFO with densities of 991 kg/m3 and higher and with
viscosities of 700 cSt/50_C are used. For more data, see 0710−1 Diesel
Engine Fuels.
Homogenizers can improve combustion properties, but cannot remove solid particles
from the fuel. Homogenizers thus, are only auxiliaries in the treatment plant.
Filters hold solid particles of a specified size and shape, but cannot hold back water.
Water will cause the filters to block quickly.

Winterthur Gas & Diesel Ltd. 1/ 5 2015-07

0720−1/A1 Operation W-X92
W-X92
Fuel Treatment and Fuel System

3. HFO and Diesel Fuel Separation

It is recommended that modern centrifuges are used for the treatment of heavy fuels.
The separation effect, i.e. the cleaning effect, is related to the flow rate and viscosity
of the HFO. Usually, the smaller the volume (m3/h or ltr/h) and the lower the viscosity
of the HFO, the better the separation. If the flow rate is too high and/or the separation
temperature is too low, the effect of the separator will be decreased.
If the HFO separators do not operate satisfactorily, it is possible that impurities (e.g.
cat fines) in the bunkers will not be sufficiently removed. This can cause damage to
the engine (e.g. increased wear of piston ring, cylinder liner and fuel
injection equipment).
The HFO must be heated before it goes into the centrifuge to keep the temperature
constant to a tolerance of ± 2° C. The separation temperature must be as near as
possible to 98° C. The instructions of the centrifuge manufacturer must be obeyed
during the separation procedure.
The sludge that comes from the separation process must be removed regularly from
the separator drum. For self-cleaning centrifuges, the sequence of the procedure can
be controlled automatically. But in such a plant, personnel must keep control of the
correct function and frequency of procedures. You must do regular checks to make
sure that the sludge from the separator drum can drain freely. This prevents back
pressure, which makes sure that the centrifuge operates correctly to clean the HFO.

2015-07 2/ 5 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0720−1/A1
Fuel Treatment and Fuel System

4. Configuration of the Fuel System

In the recommended standard plant, pressure is kept in the full fuel system to prevent
the evaporation of water in the fuel at the temperature necessary for the heavy fuel
oil (HFO). Refer to Fig. 1.
At the applicable position of the three-way valve (10), the low pressure pumps (19)
supply heavy fuel oil from the daily tank (3, 4) to the mixing unit (21). The booster
pumps (22) supplies the fuel from the mixing unit (21) through the end-heaters (23)
and fuel filter (24) to the fuel pumps in the supply unit (28). The rated capacity of the
booster pump (22) is more than that necessary for the engine. The fuel that the
engine does not use flows back to the mixing unit (21). Fuel oil leakage from the
mixing unit (21) flows into the clean fuel oil leakage tank (33) or the fuel oil overflow
tank (33). You can use the clean fuel oil leakage tank (33) to isolate marine diesel
oil (MDO) or marine gas oil (MGO) leakage from HFO leakage.
The pressure regulating valve (17) sets the applicable system pressure. The pressure
retaining valve (27) sets the pressure at the inlet to the fuel pumps (for the adjustment
value, see 0250−1 Operating Data Sheet).
The pump (19) supplies only as much heavy fuel oil from the HFO daily tank (3) as
necessary for the engine. If necessary, the temperature of the heavy fuel oil in the
HFO daily tank (3) must be increased.
Note: The official safety regulations give a maximum temperature limit of the
heavy fuel oil (HFO).
The temperature of the fuel between the mixing unit (21) and the fuel system on the
engine must be increased to the applicable injection temperature. The
end-heater (23) increases the temperature of this fuel. If necessary during the
temperature increase, the heating systems of the mixing unit (21) and the return pipe
can be set to on.
HFO must not go into the marine diesel oil (MDO) daily tank (6).

Winterthur Gas & Diesel Ltd. 3/ 5 2015-07

0720−1/A1 Operation W-X92
W-X92
Fuel Treatment and Fuel System

Key to Fig. 1
1 HFO settling tank 18 Suction filter
2 HFO/LSHFO settling tank 19 Low pressure supply pump
3 HFO daily tank 20 Air overflow pipe
4 LSHFO daily tank 21 Mixing unit, heatable and insulated
5 MDO settling tank 22 Booster pump
6 MDO daily tank 23 End heater
7 Self-cleaning MDO separator 24 Fuel filter
8 MDO separator supply pump 25 Fuel rail
9 MDO suction filter 26 Fuel leakage rail unit
10 Three-way valve 27 Pressure retaining valve
11 HFO/LSHFO preheater 28 Supply unit (fuel pump)
12 HFO/LSHFO separator supply pump 29 Fuel leakage pipe injection valve
13 Suction filter 30 Main engine
14 Self-cleaning HFO/LSHFO separator 31 Sludge tank
15 Bypass pipe 32 Clean fuel oil leakage tank
16 Automatic fuel change-over unit 33 Fuel oil overflow tank
17 Pressure regulating valve

DAH Differential pressure alarm high

DPI Differential pressure indication
LAH Fluid level alarm high
LAL Fluid level alarm, low
PI Pressure indicator
TI Temperature indicator
VAH Viscosity alarm high

F Flow indicator
Heated & insulated pipes
Insulated pipes
Pressure regulating valve
Sight glass
V Viscosimeter

2015-07 4/ 5 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0720−1/A1

Fuel Treatment and Fuel System

1 2 3 4 5 6 16

10 15 17

25 18 18

26 19 19
13 12 11 9 8

23 22
14 14 7 21 20
27

28
13 12 11 30

24
23 22
29

31

33 32

WCH03267

Fig. 1: Schematic Diagram − Fuel System

Winterthur Gas & Diesel Ltd. 5/5 2015-07

 W-X92W-X92 Operation 0740−1/A1
Operating Media

Scavenge Air and Starting Air

1. Scavenge Air
The turbocharger compresses the air from the engine room or from outside for the
scavenge air and air for the cylinders, (see 6500−1 Turbocharging).
The air must be as clean as possible to keep the wear of cylinder liner, piston rings,
turbocharger compressor etc. to a minimum. Silencers are installed to the suction
part. The silencers have filter mats in them, which help to keep the air clean.
The filter mats must be serviced and/or cleaned regularly (see the turbocharger
manual).

2. Starting Air / Control Air

2.1 Starting Air

Compressors pressurize the air in the starting air bottles to a maximum of 30 bar. The
starting air from the starting air bottles flows directly into the cylinder. This air must be
clean and dry. The starting air bottles must be drained regularly to remove
condensation (see 8018−1 Starting Air Diagram).

2.2 Control Air

The control air and air spring air supplied from the shipboard system must be clean
and dry.
If no air comes from the control air board supply, compressed air at decreased
pressure is available from the starting air supply (see 4003−2 Control Diagram).

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0750−1/A1
Operating Media

Lubricating Oils
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. System Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1 Oil Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.2 Limits for Selected System Oil Parameters . . . . . . . . . . . . . . . . . . . . 2
2.3 Particle Size and Count . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.4 Oil Samples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3. Cylinder Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.1 Fuel Sulphur Content and Cylinder Lubricating Oil Base Number 8
3.2 Oil Samples − Piston Underside Drain or Scrape-down . . . . . . . . . 11
3.3 General Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.4 Intermediate BN Lubricating Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4. Turbocharger Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
5. Turning Gear Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
6. Lubricants − Flywheel and Pinion Gear Teeth . . . . . . . . . . . . . . . . . . . . . . . 14
7. Environmentally Acceptable Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
8. Validated Lubricating Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
8.1 Lubricating Oil Instruction and Liability . . . . . . . . . . . . . . . . . . . . . . . 15
8.2 Cylinder Lubricating Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
8.3 System Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
8.4 Lubricants − Flywheel and Pinion Gear Teeth . . . . . . . . . . . . . . . . . 18

1. General
The engine has different oils for system oil and cylinder lubrication.

2. System Oil
System oil lubricates the bearings, the running parts of the engine and the crosshead
assembly. System oil is also used as hydraulic fluid in the servo oil system of the
engine and used to cool the pistons (see 8016−1 Lubricating oil system).
The system oil must have the properties that follow:
D An additive-type crankcase oil of the SAE 30 viscosity grade must be used as
system oil.
D The oil must have a minimum base number (BN) of 5.0 mg KOH/g and detergent
properties.
D The oil must have the load carrying performance from the FZG gear machine test
method A/8, 3/90 in accordance with ISO 14635−1, failure load stage 11 as a
minimum.
D The oil must also have good thermal stability, anti-corrosion and anti-foam
properties, and good demulsifying performance.
Note: Validated system oils for Wärtsilä 2-stroke engines are shown in
paragraph 8.2. For different or new lubricating oils, speak to or send a
message to Wärtsilä Services, Switzerland Ltd.

Winterthur Gas & Diesel Ltd. 1/ 18 2015-07

0750−1/A1 Operation W-X92
W-X92
Lubricating Oils

2.1 Oil Care

2.1.1 System Oil

To keep the lubricating oil in good condition for long periods, good oil treatment is
necessary. To do this, a self-cleaning, centrifugal separator is used.
A self-cleaning, centrifugal separator is used as a purifier in bypass. The oil flows
from the oil tank through the centrifugal separator. The system oil volume must be put
through the centrifugal separator a minimum of three times each day. The
manufacturer of the centrifugal separator sets the output. The recommended oil
temperature for this treatment is between 96_C and 98_C unless otherwise
recommended by the centrifugal separator supplier.
Solid contaminants (dirt) and water must be removed from the oil as completely as
possible. There is always a risk that water, specially sea water, can enter the system
and cause corrosion on engine parts. Water contamination can also cause bacterial
infection of the oil, which causes a decrease in lubrication and heavy corrosion of the
system. Good maintenance is the best precaution to keep water out of the oil. The
water content of the lubricating oil must not be more than 0.2% by mass during a long
period. If higher water contamination is seen, special procedures such as treatment in
the centrifugal separator, or in a renovating tank must be done.
Make sure that the coarse and fine filters of the servo oil system are serviceable. For
more data, see the documentation of the fine filter manufacturer and paragraph 2.3.2.

2.1.2 Servo Oil

To increase the lifetime of the sliding parts, fine-filtered oil is used in the servo oil
system. This fine-filtered oil, which is divided from the system oil, flows through an
automatic filter which flushes back to the system oil.
The process and the low differential pressure must be monitored during the operation
of the automatic filter (see 0240−1, Usual Operation and documentation of the
automatic filter manufacturer).
The bypass filter element can be used temporarily to inspect and clean the standard
filter elements, or if these must be removed.

2.2 Limits for Selected System Oil Parameters

You make an analysis of the selected parameters to estimate the condition of the
lubricating system oil. Regular checks can find deterioration early and procedures can
be done to correct the problems.
Make sure that the limits of the system oil are not more than those given in Table 1 for
long periods in service.

2015-07 2/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0750−1/A1
Lubricating Oils

Table 1: Alert Limits of System Oil Parameters

Parameter Limit Test Method
Viscosity at 40_C Maximum 140 mm2/s [cSt] ASTM D 445
Flash point (PMCC) Minimum 200_C ASTM D 92
Total insolubles Maximum 0.70% m/m 1) ASTM D 893b
Base Number (BN) Maximum 12 mg KOH/g ASTM D 2896
Water content Maximum 0.20% m/m ASTM D 95 or ASTM D 1744
FZG gear machine Minimum failure load ISO 14635-1(test method
test stage 9 A/8.3/90)
1) % m/m means by mass, e.g. a water content of 0.20% m/m means that the water
content is 0.20% of the mass of the total solution.
If one of the limits of the system oil is at a value given in the table above, applicable
procedures must be done to correct the problem. Such procedures can be purification
(decrease of the flow rate, adjustment of temperatures), treatment in a renovating
tank (settling tank) or partial exchange of the oil charge. It is recommended that you
speak to the oil supplier in such a condition.
The oil condemnation limits are given in Table 2. If the oil condition has so much
deterioration that the purifier and filters cannot make the condition better, some of the
oil charge must be replaced. The oil charge will then go back to a satisfactory
performance level.

Table 2: Condemnation Limits

Parameter Limit Test Method
Viscosity at 40_C Maximum 150 mm2/s [cSt] ASTM D 445
Flash point (PMCC) Minimum 180_C ASTM D 92

Total insolubles Maximum 1.0% m/m ASTM D 893b

Base Number (BN) Maximum 15 mg KOH/g ASTM D 2896
Water content Maximum 0.30% m/m ASTM D 95
Strong Acid Number nil mg KOH/g ASTM D 664
(SAN)
Calcium Maximum 6000 mg/kg [ppm] ICP
Zinc Minimum 100 mg/kg [ppm] ICP
Phosphorous Minimum 100 mg/kg [ppm] ICP
FZG gear machine test Minimum failure load stage 8 ISO 14635-1 (test
method A/8.3/90)
These limits are a guide. The condition of the oil in the system cannot be fully
calculated by one parameter. Other oil parameters must be used to find the cause of
the problem, and the applicable treatment.
If the Base Number (BN) of the system oil increases suddenly, do a check of the
piston rod gland box and piston rod condition.

Winterthur Gas & Diesel Ltd. 3/ 18 2015-07

0750−1/A1 Operation W-X92
W-X92
Lubricating Oils

Some consumption and replenishment of the system oil is necessary to keep the oil in
good condition.
If there is an important decrease in the flash point below the recommended value
shown above, Wärtsilä Services, Switzerland Ltd. recommends a replenishment of
the oil charge.
By a replenishment, an increase in the system oil BN is prevented. A small increase
in BN is often an indication that the system oil consumption is low.
The open cup type of flash point test procedure (e.g. COC) must be used to decide if
some of the oil, or a full oil change is necessary. The closed cup type of flash point
test procedure (e.g. PMCC) can be used to monitor the system oil condition, but not
for oil change.
The FZG performance (to the procedure in ISO 14635−1) of the oil is important if a
new gear wheel is installed or was polished. This gives protection against scuffing
during the running-in of the gears.
If the system oil is in use for more than one year, the FZG performance of the oil must
be done to make sure that the performance is sufficient for the new or polished
gear(s).
You must do regular on-board checks of the BN and water content to get an early
indication of a lower oil quality.

2.3 Particle Size and Count

Particle size analysis can give useful data about the wear in an engine. Abrasive
particles in the oil can cause wear, thus the procedures must be carefully followed.
The hydraulic system operates the exhaust valve and the fuel and cylinder lubricating
oil injection systems, (i.e. the servo oil downstream of the fine filter, which is usually
10 mm maximum sphere passing size). Some engines have a 25 mm maximum or
other fine filter.
The ISO 4406 particle count and size classes are applicable for the system oil
downstream of the filter and given in Table 3.

2015-07 4/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0750−1/A1
Lubricating Oils

Table 3: Particle Count and Size Classes

Number of particles per 100 ml
More Than Up To and Includes Class
250 000 000 − Less than 28
130 000 000 250 000 000 28
64 000 000 130 000 000 27
32 000 000 64 000 000 26
16 000 000 32 000 000 25
8 000 000 16 000 000 24
4 000 000 8 000 000 23
2 000 000 4 000 000 22
1 000 000 2 000 000 21
500 000 1 000 000 20
More than 4 mm 250 000
500 000 19
maximum
130 000 250 000 18
More than 6 mm 64 000
130 000 17
maximum
32 000 64 000 16
16 000 32 000 15
More than 14 mm 8 000
16 000 14
maximum
4 000 8 000 13
2 000 4 000 12
1 000 2 000 11
500 1 000 10
250 500 9
130 250 8
64 130 7
32 64 6
16 32 5
8 16 4
4 8 3
2 4 2
1 2 1
0 1 0

The ISO 4406 particle count system operates with three size classes related to a
100 ml oil sample, which are:
D R4 = number of particles equal to or larger than 4 mm
D R6 = number of particles equal to or larger than 6 mm
D R14 = number of particles equal to or larger than 14 mm.

Winterthur Gas & Diesel Ltd. 5/ 18 2015-07

0750−1/A1 Operation W-X92
W-X92
Lubricating Oils

2.3.1 Recommended Limits for ISO 4406 Particle Count

The specification for a 100 ml oil sample is ISO 4406 19/17/14 maximum in the
system oil downstream of the filter, which means:
D A maximum of 500 000 particles of size equal to or more than 4 mm
D A maximum of 130 000 particles of size equal to or less than 6 mm
D A maximum of 16 000 particles of size equal to or more than 14 mm.
This is the same as the specification before for a maximum of NAS Class 8 particle
count.
The samples that follow are acceptable:
D ISO 4406 19/15/11
D ISO 4406 16/13/12
D ISO 4406 15/12/10.
The samples that follow are not acceptable:
D ISO 4406 20/17/13
D ISO 4406 19/16/15
D ISO 4406 20/18/16.

2.3.2 Servo Oil − Particle Counts

If the particle count is more than the limit given, do a check of the coarse and fine
filters. This will make sure that all filter elements, gaskets and seals are not damaged.
If a high particle count continues and the filters are serviceable, it is possible that an
area of wear in the engine causes an unsatisfactory number of particles. Too many
particles can also go into the system oil if the piston rod gland boxes do not correctly
seal and used cylinder lubricating oil mixes with the system oil.
The purifier removes particles. You must make sure that the purifier is operated at the
correct temperature. Refer to the manufacturers recommendations and make sure
that the flow rate is adjusted to get the best operation.

2015-07 6/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0750−1/A1
Lubricating Oils

2.4 Oil Samples

At regular intervals, (i.e. at approximately each 3000 operation hours), it is
recommended that you get a sample of the system oil. Send the the sample of the
system oil to a laboratory to make an analysis. The analysis must include ISO 4406
particle counts for samples taken from downstream of the coarse filter or fine filter.
Get the sample from downstream of the filter, before the oil flows into the main oil
gallery or the servo oil system. Get a sample of system oil as follows:
1) Make sure that the oil pump operates and the engine oil is at the correct
temperature for operation.
2) Put an applicable container below a ball valve in the lubricating system.
3) Open the ball valve to flush out possible dirt.
4) Close the ball valve.
5) Use some oil to clean the container.
6) Put the container below a ball valve.
7) Open the ball valve to get a sample.
8) Close the ball valve.
9) Put the sample in a bottle.
10) Write the data that follows on the bottle:
D Name of the ship or name of plant
D Engine type
D Engine serial number
D Date of sample
D Operating hours of oil and of engine
D Location of the sample point
D Oil brand and quality.

Winterthur Gas & Diesel Ltd. 7/ 18 2015-07

0750−1/A1 Operation W-X92
W-X92
Lubricating Oils

3. Cylinder Lubricating Oil

A high-alkaline cylinder lubricating oil of the SAE 50 viscosity grade that has a
minimum kinematic viscosity of 18.5 cSt at 100_C is recommended. But, cylinder
lubricating oils of the viscosity grades SAE 40 and SAE 60 can be used in some
conditions. The Base Number (BN) measured in mg KOH/g in accordance with
method ASTM D 2896 shows the alkalinity of the oil.
To set the correct alkalinity of the cylinder lubricating oil, use an on-board monitoring
programme to monitor the piston underside (PU) drain oil. The residual base
number (BN) of the piston underside drain oil shows if the setting values for the
cylinder lubrication are correct. The BN of the cylinder lubricating oils is not an index
for detergency, but a direct measure of alkalinity. The alkalinity of the cylinder
lubricating oil must be set in relation to the sulphur content of the fuel, engine
operation condition and feed rate of the cylinder lubricating oil. The higher the sulphur
content, the higher the BN of the cylinder lubricating oil must be. For a list of validated
cylinder lubricating oils, see paragraph 8.2 Cylinder Lubricating Oils.
When the analysis of the piston underside drain oil shows that the engine operates in
the safe area shown in Fig. 2, you can adjust the feed rate and alkalinity of the
cylinder lubricating oil. The permitted maximum feed rate is 1.2 g/kWh (see 7218−1
Cylinder Lubrication and 7218−3 Feed Rate − Adjustment). If the analysis of the
piston underside drain oil shows that an adjustment to a higher feed rate than
1.2 g/kWh is necessary, you must change to a higher BN cylinder lubricating oil.

3.1 Fuel Sulphur Content and Cylinder Lubricating Oil Base Number
Fig. 1 shows recommendations of applicable cylinder lubricating oils related to the
sulphur content of the used fuel.
If you do not use an on-board monitoring programme to monitor the piston underside
drain oil, use the data given in Fig. 1 to choose an applicable cylinder lubricating oil.
For data about the applicable feed rates, see 7218−1 Cylinder Lubrication and
7218−3 Feed Rate − Adjustment.

3 5

Fig. 1: Relation between Fuel Sulphur Content and Cylinder Lubricating Oil BN

2015-07 8/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0750−1/A1
Lubricating Oils

D Range 1 (see Fig. 1): When the fuel sulphur content is more than 0.1% m/m and
less than 0.5% m/m during operation with BN 15 to BN 25 cylinder lubricating oil,
you must do an analysis of the piston underside drain oil from the on-board
monitoring system. You must obey the data that follows:
D The residual base number must not be less than BN10.
D The iron (Fe) content must be less than 200 ppm.
D Do regular checks of the piston and piston ring conditions through scavenge
port inspections. If necessary, increase the cylinder lubricating oil feed rate
to more than 1.2 g/kWh (refer to 7218-1 Cylinder Lubrication and
7218−3 Feed Rate − Adjustment).
Note: Permitted for engine operation of less than 48 hours only.
D Range 2 (see Fig. 1): When the fuel sulphur content is more than 0.1% m/m and
less than 0.5% m/m during operation with BN 40 cylinder lubricating oil, adjust
the cylinder lubricating oil feed rate to the guide feed rate (refer to 7218-1
Cylinder Lubrication). This prevents too much piston crown and top land
deposits.
Note: Permitted for engine operation of less than 48 hours only.
D Range 3 (see Fig. 1): When the fuel sulphur content is more than 0.5% m/m and
less than 1.0% m/m during operation with BN 70 to BN 80 cylinder lubricating oil,
adjust the cylinder lubricating oil feed rate to the guide feed rate (see 7218-1
Cylinder Lubrication). This prevents too much piston crown and top land
deposits.
Note: Permitted for engine operation of less than 48 hours only.
D Range 4 (see Fig. 1): When the fuel sulphur content is more than 1.5% m/m and
less than 2.0% m/m during operation with BN 100 cylinder lubricating oil, adjust
the cylinder lubricating oil feed rate to the guide feed rate (see 7218-1 Cylinder
Lubrication). This prevents excessive piston crown and top land deposits.
D Range 5 (see Fig. 1): When the fuel sulphur content is more than 2.5% m/m and
less than 3.5% m/m during operation with BN 70 to BN 80 cylinder lubricating oil,
operation is permitted only, when you do an analysis of the piston underside
drain oil from the on-board monitoring system. You must obey the data that
follows:
D Do regular checks of the piston and piston ring conditions through scavenge
port inspections.
D Do regular checks of the cylinder liner condition.
D You must obey the data given in Fig. 2.
Note: From 1st January 2015 only fuel with less than 0.1% m/m sulphur content
must be used in Emission Control Areas (ECA). You can use SOx
scrubbers to reduce the effective exhaust sulphur content. For more data,
see paragraph 7.
Note: Use a BN 100 cylinder lubricating oil, if the fuel sulphur content is more
than 2.5% m/m and no piston underside drain oil monitoring system is
installed.

Winterthur Gas & Diesel Ltd. 9/ 18 2015-07

0750−1/A1 Operation W-X92
W-X92
Lubricating Oils

Note: Monitor the piston underside residual BN of the cylinder lubricating oil
and examine the piston rings and cylinder liners. This makes sure that
you select the applicable BN oil, set the best oil feed rate, prevent
corrosion and excessive piston crown deposits and top land deposits.
For more data, see 7218−1 Cylinder Lubrication and 7218−3 Feed Rate −
Adjustment.
Cylinder lubricating oils that have a BN that is too high for the fuel sulphur content can
cause too much deposits on the piston crown. Piston crown deposits must be
carefully monitored through scavenge port inspections. The deposits can cause the
lubricant film to break down, which gives excessive liner, piston and piston ring wear.
BN 40 cylinder lubricating oils have neutral additives (low BN) to increase the
detergency level and thermal stability to the level of a BN 70 cylinder lubricating oil.
No significant increase in corrosive cylinder liner and piston ring wear is to be
expected when BN 40 cylinder lubricating oils are used (up to 1.5% m/m sulphur)
when the cylinder lubricating oil feed rate is kept high. You must make sure that the
cylinder lubrication feed rate is applicable (maximum 1.2 g/kWh) and related to the
data from the analysis (residual base number) of the piston underside drain oil.
BN 40 lubricating oils cause less and softer deposits on the piston crown land and in
exhaust areas (e.g. on the turbocharger nozzle ring) in relation to the BN 70 and other
higher BN products at the same feed rate.
The BN 40 products can also be used safely with HFO that has a sulphur content in
the range 0.5% m/m to 1.5% m/m. It is possible that the feed rate must be increased
in relation to the remaining BN measured in the piston underside drain oil or
scrape-down samples.
There are intermediate (between BN 50 and BN 60) and other BN cylinder lubricating
oils available. To use these cylinder lubricating oils, make sure that their performance
is monitored regularly. Also, make sure that the cylinder lubricating oil feed rate is
adjusted to prevent a piston underside BN that is too low. Incorrectly adjusted piston
underside BN can cause high corrosive wear and scuffing (see the limits and
recommendations in paragraph 3.2.
Note: Use only the cylinder lubricating oils given in paragraph 8.2. The oil
company assumes all responsibility for the performance of the cylinder
lubricating oils in service of all Wärtsilä 2-stroke engines to the exclusion
of any liability of any Wärtsilä company belonging to the Wärtsilä group.
The oil company and other possible manufacturers and distributors of
the products in question shall indemnify, compensate and hold free from
liability, Wärtsilä and companies belonging to the Wärtsilä group from
and against any claims, damages and losses caused by the cylinder
lubricating oils in question.
To prevent problems with fuel sulphur content, keep sufficient fuel from the bunker
supplied before. This can be used until an analysis of the sulphur content of the new
bunker is received. The results of the bunker analysis and the values given in the
Bunker Delivery Note (BDN) can be different. Always use the higher sulphur content
value to set the feed rate to make sure that the engine operates safely.

2015-07 10/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0750−1/A1
Lubricating Oils

3.2 Oil Samples − Piston Underside Drain or Scrape-down

Wärtsilä Services, Switzerland Ltd. recommends to get piston underside drain oil
(scrape-down oil) samples at regular intervals from each cylinder and to make an
analysis to monitor the engine condition.
These analyses are used to make an estimate of the cylinder liner and piston ring
wear and to set the applicable alkalinity and feed rate of the cylinder lubricating oil.
The data given in paragraph 3.1 (this document), 7218−1 Cylinder Lubrication and
7218−3 Feed Rate − Adjustment are calculated values. The applicable values for
each engine can be different, related to the engine and operating conditions.
You can adjust the cylinder lubricating feed rate related to the analysis of the piston
underside drain oil. The permitted maximum feed rate is 1.2 g/kWh (see 7218−1
Cylinder Lubrication and 7218−3 Feed Rate − Adjustment). If the analysis of the
piston underside drain oil shows that an adjustment to a higher feed rate than
1.2 g/kWh is necessary, you must change to a higher BN cylinder lubricating oil.
The recommended intervals for an analysis of the piston underside drain oil are:
D At each bunker change of the HFO (very important if the sulphur content of the
HFO is more than 2.5% m/m).
D At each change of more than 10% CMCR of the average engine (24 hours).
D A minimum of one time each week.
Wear metals, the residual BN, viscosity, fuel components and water are measured.
The quantity of system oil additive metals in the sample gives an indication about the
piston rod gland box condition. It is important to monitor trends and not full values,
and to think about the actual quantity of drained oil relative to the analysis results.
For data about the procedure to get an oil sample from the piston underside, see
8016−1 Lubricating Oil System, paragraph 2.1 Dirty Oil Samples.
The total iron in the scrape down oil is measured to determine the corrosion of the
liners and steel parts. A large quantity of system oil can be mixed with the used
cylinder lubricating oil in the piston underside space. To get an accurate view of the
used cylinder lubricating oil, a correction is necessary to remove the effect of the
system oil on the results. The iron and residual BN values are corrected in relation to
the phosphorus and/or zinc content of the system oil in the used cylinder lubricating
oil. This correction analysis must be done carefully because some cylinder lubricating
oils also include phosphorus and/or zinc.
The analyses of many piston underside samples from a wide range of engines that
operate with a high sulphur content in the range 0.5% m/m to 3.5% m/m and cylinder
lubricating oil from BN 40 to Bn 100 has shown:
D The safe corrected piston underside residual BN to prevent piston ring and liner
corrosion is more than 25 mg KOH/g but less than 50 mg KOH/g (see Fig. 2).
D The alert corrected limit for piston underside residual BN to prevent excessive
corrosion is approximately 15 mg KOH/g.
D The danger corrected limit is less than 10 mg KOH/g piston underside remaining
BN. It is possible that there will be excessive corrosion and fast piston ring and
liner wear if not corrected. Scuffing and the fast failure of piston rings and very
fast corrosive liner wear is possible.

Winterthur Gas & Diesel Ltd. 11/ 18 2015-07

0750−1/A1 Operation W-X92
W-X92
Lubricating Oils

It is necessary to find the safe value for continuous operation on fuel oil with a low
sulphur content (of between 0.0% m/m and 0.5% m/m) and a low BN cylinder
lubricating oil (between BN 15 and BN 25) for each engine. To find this safe value,
you monitor the piston underside samples and do regular checks of the pistons,
piston rings and cylinder liners for excessive deposits, corrosion and wear.
Fig. 2 shows data for fuel oil with a sulphur content in the range of 1.5% m/m to
3.5% m/m and cylinder lubricating oil with a base number between BN 50 to BN 100.

Fig. 2: Piston Underside, Scrape-down or Drip Oil Analysis Interpretation

Note: There are smooth transitions between the different areas shown in Fig. 2.
Fig. 2 shows the operation ranges for engines with chrome ceramic piston rings and
fully honed cylinder liners installed. It shows the relation between the piston underside
total oil iron content and the residual BN. If necessary, the cylinder lubricating oil BN
and/or feed rate must be adjusted to prevent excessive corrosion or magnetic iron in
the piston underside oil.
For engines with chrome ceramic piston rings installed, the chromium content of the
piston underside oil shows if there is corrosion or wear in the engine.
D A chromium content less than 25 mg/kg shows small corrosion or wear in the
engine.
D A chromium value more than 25 mg/kg shows corrosion or wear in the engine.
The lifetime of the piston rings and the cylinder liners can decrease.
D The chromium value must not be more than 25 mg/kg for a longer period.
Note: Engines with cast iron or non-chrome ceramic piston rings installed, can
have a much larger total iron level than engines with chrome ceramic
piston rings under usual operation conditions.

2015-07 12/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0750−1/A1
Lubricating Oils

3.3 General Recommendations

Service experience has shown that the corrosion behavior can vary significantly while
the engine operates at less than 60% CMCR (low load).
If the engine is to be operated at continuous low load (i.e. more than 24 hours of
operation below 60% CMCR) and the sulphur content of the used HFO is more than
2.5% m/m, Wärtsilä Services, Switzerland Ltd. strongly recommends the use of a
BN 100 cylinder lubricating oil, as the cylinder oil feed rate cannot be adjusted to
adequately compensate for the lower alkalinity. If you use a cylinder lubricating oil
with a BN less than 100, the permitted maximum feed rate is 1.2 g/kWh (see 7218−1
Cylinder Lubrication and 7218−3 Feed Rate − Adjustment). If the analysis of the
piston underside drain oil shows that an adjustment to a higher feed rate than
1.2 g/kWh is necessary, you must change to a BN 100 cylinder lubricating oil.
For data about validated cylinder lubricating oils, see paragraph 8.2.
Note: You can use the Wärtsilä Blending on Board package to adjust the base
number of the cylinder lubricating oil. For more data, speak to or send a
message to Wärtsilä Services, Switzerland Ltd.
It is necessary to monitor the residual BN at regular intervals (see paragraph 3.1 and
paragraph 3.2). Wärtsilä Services, Switzerland Ltd. recommends the use of an
on-board monitoring programme that, at a minimum, gives you an analysis of the
residual BN from the piston underside drain oil. Wärtsilä, Services Switzerland Ltd.
also recommends the analysis of the total iron and chromium content in the piston
underside oil. A sudden increase of the iron or chromium content indicates excessive
cold corrosion (see paragraph 3.2). For more data, see Technical Bulletin RT-161.

3.4 Intermediate BN Lubricating Oils

If an intermediate BN cylinder lubricating oil (BN is more than 40 mg KOH/g and less
than 70 mg KOH/g) is used, Wärtsilä Services, Switzerland Ltd. recommends the
procedures that follow:
D Use an on-board monitoring programme that, at a minimum, gives you an
analysis of the residual BN from the piston underside drain oil. The
recommended intervals for an analysis are:
a) At each bunker change of the HFO (very important if the sulphur content of
the HFO is more than 2.5% m/m).
b) At each change of more than 10% CMCR of the average engine (24 hours).
c) A minimum of one time each week.

CAUTION
For engine operation at less than 60% CMCR (low load) for more
than 24 hours, you must only use intermediate BN lubricating oils
(between BN 50 and BN 60) if the sulphur content of the used HFO
is in the range of 0.5% m/m to 2.5% m/m.

Winterthur Gas & Diesel Ltd. 13/ 18 2015-07

0750−1/A1 Operation W-X92
W-X92
Lubricating Oils

4. Turbocharger Oil
To select the turbocharger lubricating oil and keep this oil in a satisfactory condition,
refer to the recommendations given in the turbocharger instruction manual.
The turbocharger lubricating oil is usually system oil or turbine oil.

5. Turning Gear Oil

To select the turning gear oil and keep this oil in a satisfactory condition, refer to the
recommendations given in the instruction manual of the turning gear manufacturer.

6. Lubricants − Flywheel and Pinion Gear Teeth

To select and apply the lubricants, refer to the specification in the Maintenance
Manual 3206-1, and the recommendations from the engine manufacturer.
The lubricant suppliers are given in paragraph 8.4.

7. Environmentally Acceptable Lubricants

Environmentally Acceptable Lubricants (EAL) are necessary for ships that operate in
USA waters, and this area could be extended.
These lubricants are necessary for all oil-to-sea interfaces, which include stern tubes,
thrusters, rudders, stabilizers, variable pitch propellers, underwater ropes and
machinery and underwater transmissions are made with base oils and additives which
are significantly different to those used for system and cylinder oil.
EAL must not be mixed into system or cylinder oils where they are to be used in
engine applications. Even small contamination of EAL (related to the base oil quality)
into system and cylinder oil can cause elastomer compatibility, water emulsification
and high temperature deposit formation issues.

2015-07 14/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0750−1/A1
Lubricating Oils

8. Validated Lubricating Oils

8.1 Lubricating Oil Instruction and Liability

The application and handling of lubricating oils must be in compliance with the
Wärtsilä general lubricating oil specifications and recommendations given in the
Operation Manual (this manual) and the Maintenance Manual. Also, refer to the
Service Bulletins RT-138, RT-138 Appendix 1, RT-138 Appendix 2 and RT-161.
The supplier oil company takes all responsibility for the performance of the oil in
service to the exclusion of any liability of Wärtsilä Services, Switzerland Ltd.

Winterthur Gas & Diesel Ltd. 15/ 18 2015-07

0750−1/A1 Operation W-X92
W-X92
Lubricating Oils

8.2 Cylinder Lubricating Oils

Table 4: List of Validated Lubricating Oils (Last Update: January 2015)

Oil Supplier 15 ≤ BN ≤ 25 6) BN 40 6) 50 ≤ BN ≤ 60 6) 70 ≤ BN ≤ 80 6) BN 100 6)

Aegean Alfacylo 525 DF − − Alfacyclo 570 Alfacyclo100 HS 5)
(BN 25) 5) (BN 70) 5)
Bardahl − − − Naval 50 (BN 70) −
Castrol AW0053 (BN 16) Cyltech 40 SX − Cyltech 70 (BN Cyltech 100 5)
(BN 40) 70);
Cyltech 80 AW
(BN 80)
Chevron Taro Special HT LF Taro Special HT Taro Special HT 55 Taro Special HT 70 Taro Special
(BN 25) LS 40 (BN 55) 3) (BN 70); HT 100 5)
Taro Special 70
(BN 70) 4)
ENI − − − Punica 570 5) −
ExxonMobil Mobilgard 525 Mobilgard L 540 Mobilgard 560VS Mobilgard 570 Mobilgard 5100
(BN 25) (BN 60) 1) (BN 70)
FL Selenia − − − MECO 5070 −
(BN 70)
Gdanska − − − Marinol RG 7050 −
(BN 70) 4)
Gulf Oil GulfSea Cylcare GulfSea DCA − GulfSea Cylcare GulfSea Cylcare
Marine ECA 50 (BN 15) Cylcare 5040H 5) DCA5070H 50100 5)
(BN 70)
IOC − − − Servo Marine 7050 −
(BN 70)
JX Nippon − Marine C405 − Marine C705 −
Oil & Energy (BN 40) (BN 70)
Marine C405Z
(BN 40)
LUKOIL Navigo MCL Ultra Navigo 40 MCL − Navigo 70 MCL Navigo 100 MCL
(BN 20) 5) (BN 70)
Mexicana de − − − Marinelub 7050 −
Lubricantes (BN 70) 4)
Pertamina − − − Medripal 570 −
(BN 70)
Petrobras − Marbrax Marbrax CID−55 Marbrax CID−57 −
CID−54−APN (BN 50) 2) (BN 70)
PetroChina − − − KunLun DCA −
5070H (BN 70)
Shell Alexia S3 (BN 25) − Alexia S4 Alexia 50 (BN 70); Alexia S6
(BN 60) 1) Alexia S5 (BN 80)
SINOPEC Cylinder Oil 5025 Cylinder Oil − Cylinder Oil 5070 Cylinder Oil
(BN 25) 5) 5040 5) (BN 70) 4); 50100 5)
Cylinder Oil 5070S
(BN 70);
Cylinder Oil 5080S
(BN 80)
SK − Supermar CYL 40 − Supermar Cyl 70 −
(BN 40); plus (BN 70)
Supermar CYL 40L
(BN 40)
Total Talusia LS 25 Talusia LS 40 Talusia Universal Talusia HR 70 Talusia Universal
(BN 25) (BN 40) (BN 57) 1) (BN 70) 100

2015-07 16/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0750−1/A1
Lubricating Oils

Notes to table 4:
1) BN 57 and BN 60 cylinder lubricating oils can be used for the sulphur range:
D Between 0.5% m/m and 3.5% m/m if an on-board monitoring programme is
used.
D Between 0.5% m/m and 2.5% m/m if no on-board monitoring programme is
used, the engine was built before the year 2011 and the engine load is less
than 60% CMCR for more than 24 hours. You must obey the data given in
paragraph 3.3.
If there is a sulphur dependency application, the lubricating oils must be
considered as BN 57 and BN 60 as applicable. The BN 60 break-point and feed
rate adjustment must be applied, refer to 7218.1 paragraph 6.4 Lubricating Oil
Feed Rate − Adjustment.
2) For engines assembled before the year 2000, BN 50 cylinder lubricating oils can
be used with HFO with a sulphur content up to 2.5% m/m.
3) For engines assembled before the year 2011, BN 55 cylinder lubricating oils can
be used for the sulphur ranges that follow:
D Between 1.5% m/m and 2.5% m/m for continuous operation, and
D Between 0.5% m/m and 1.5% m/m for intermittent operation up to 10 days.
4) Applicable only for engines built before the year 1995.
5) These cylinder lubricating oils are not validated at this time.
6) The Base Number (BN) measured in mg KOH/g in accordance with method
ASTM D 2896 shows the alkalinity of the oil.
Note: Intermediate cylinder lubricating oils (BN is more than 40 mg KOH/g and
less than 70 mg KOH/g) can be used, but their performance must be
regularly monitored. The lubricating oil feed rate must be adjusted to
prevent a piston underside BN which is too low and can cause excessive
corrosive wear and scuffing. See the data given in paragraph 3.4. You
must be very careful, if you use intermediate BN lubricants and HFO with
a sulphur content more than 2.5% m/m.
Note: If HFO with a sulphur content of between 1.5% m/m to 3.5% m/m is used,
see the data given in paragraph 3.2.

Winterthur Gas & Diesel Ltd. 17/ 18 2015-07

0750−1/A1 Operation W-X92
W-X92
Lubricating Oils

8.3 System Oils

Table 5: List of Validated System Oils (Last Update: January 2015)

Oil Supplier Brand

Aegean Alfasys 305 2)
BP Energol OE−HT 30
Castrol CDX 30
Chevron Veritas 800 Marine 30
ENI Cladium 50
ExxonMobil Mobilgard 300
Mobilgard 300 HD 1)
FL Selenia MESYS 3006
Gulf Oil Marine GulfSea Superbear 3008
GulfSea Superbear 3006
IOC Servo Marine 0530
JX Nippon Oil & Energy Marine S30
LUKOIL Navigo 6 SO
Navigo 6 CO
Pertamina Medripal 307
Petrobras Marbrax CAD−308
PetroChina KunLun DCC3008
KunLun DCC3005H 2)
Shell Melina S30
Melina 30
SINOPEC Marine System Oil 3005
Marine System Oil 3006
Marine System Oil 3008
SK Supermar AS
Total Atlanta Marine D 3005

Notes to Table 5:
1) Applicable only for RT-flex and W-X engines assembled after February 2012.
2) These cylinder lubricating oils are not validated at this time.

8.4 Lubricants − Flywheel and Pinion Gear Teeth

To correctly apply the lubricants oils given in Table 6 see the Maintenance
Manual 3206-1.

Table 6: List of Lubricants − Flywheel and Pinion Gear Teeth (Last Update:
October 2012)

Supplier Brand
Lubrication Engineers Inc. LE 5182
PYROSHIELD
Klüber Lubrication Klüberfluid
München KG C−F 3 ULTRA

2015-07 18/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0760−1/A1
Operating Media

Cooling Water / Cooling Water Treatment

1. General
An applicable treatment is used to give the cooling water the correct properties, which
will prevent service problems. Cooling water that has not had treatment can soon
cause problems in the cooling system from corrosion, sediment and hard particles.

2. Raw Water − Closed Cooling Water Circuits

Do not use seawater as raw water. Sea water has a high salt content and causes
damage to the cooling water system.
Before you fill the system, the raw water must be fully desalinated. Condensate water
from e.g. the fresh water generators or from auxiliary steam systems can be used, but
must have additives. Condensate water is highly corrosive and must have corrosion
inhibitors to prevent problems.
Use potable water or process water from the local mains only as a last option. The
hardness of this water must not be more than 10_dH (German hardness degrees). If
the hardness is more than this limit, desalinate the water to the values given in
Table 1.

Table 1: Water Data

Parameter Value Test Method
pH, (see Note) 6.5 to 8.5 ASTM D 1287 or D 1293
Hardness Maximum 10_dH ASTM D 1126
Chlorides (Cl−) Maximum 80 mg/l ASTM D 512 or D 4327
Sulphates (SO42−) Maximum 150 mg/l ASTM D 516 or D 4327

Note: For reverse osmosis technologies, the minimum pH value is 6.0.

If you think there is a problem, do an analysis of the water. Send the results of the
analysis to Wärtsilä Services Switzerland Ltd to get advice.
Corrosion protection oils (emulsion oils) are not recommended for the treatment of the
cooling water. If instructions about the use of corrosion protection oils are not obeyed
and coolant checks are not sufficient, then water / oil emulsion can occur. This can
cause the cooling system to become clogged.

3. Cooling Water during Operation

The cooling water must have the correct corrosion inhibitor. Inhibitors that contain the
agents Nitrite and Borate, and are related to the Organic Acid Technology (OAT) are
known to be satisfactory. You can get a list of recommended products from Winterthur
Gas & Diesel Ltd. or Wärtsilä Services Switzerland Ltd.
The instructions of the manufacturer must be obeyed for the correct quantity of the
corrosion inhibitor. You must do regular checks during operation to keep the correct
concentration.
It is recommended that you choose such suppliers of inhibitors who can also give
specified advice for the new cooling water and for during operation.
If there are leaks, you must add the correct quantity of water with the correct
concentration of inhibitor. If evaporation causes a decrease of the coolant, add the
applicable quantity of raw water (see paragraph 2 above). This will make sure that the
concentration of inhibitors is not too much.
The water in the cooling system must have a pH value of 8 to a maximum of 10.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

0760−1/A1 Operation W-X92
W-X92
Cooling Water / Cooling Water Treatment

4. Cleaning the Cooling Water System

For new cooling water, the full system must be clean. The system must not contain
grease, oil or unwanted particles.
During operation oil or sediment can go into the system, which can cause a decrease
in the heat transfer and cooling effect. Such problems will occur after an unusually
short time if the cooling water and system is not monitored correctly. An applicable
agent must be used for the treatment of the full system to remove grease and chalk
sediment.
Before you fill the cooling water system with new cooling water, the system must be
fully flushed. This will remove sediment and oil and make sure that remaining acids
are made neutral.
There are many cleaning agents available, which are not in a list here. It is
recommended that you speak to specialist companies that can help you.

5. Antifreeze
CAUTION
Damage Hazard: Antifreeze decreases the heat transfer rate of the
cooling water. This can cause damage to the engine. If the
concentration of the antifreeze is more than 20%, you can operate
the engine only at decreased load.

During usual operation, it is not necessary to use antifreeze. It is recommended that

you use antifreeze only if the engine does not operate for a long period in conditions
of cold / frost (ambient temperature below the freezing point of water).
Always use the correct water / antifreeze ratio related to the ambient temperature.
The instructions of the manufacturer must be obeyed for the correct quantity of
antifreeze.
It is possible to use each of the two types of high quality antifreeze that follow:
D Monopropylene glycol (MPG)
D Monoethylene glycol (MEG).
It is recommended that you use MPG, because it is better for the environment.
You must do regular checks during operation to keep the correct concentration.
You must obey the instructions of the manufacturer to prevent problems during
operation.
You must make sure that the cooling water system has the correct concentration of
corrosion inhibitor (see paragraph 3).

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0800−1/A1
Problems during Operation

General

1. General Data
If the operation and maintenance instructions are obeyed, problems during operation
can be prevented.
If a fault occurs, do not search randomly for the cause. Use a sequence to find
possible causes. This applies specially to problems during engine start and engine
stop.
The possible causes of the faults shown in paragraph 1.1 to paragraph 1.4 are given
in their related chapters.

1.1 Problems during Engine Start and Stop

See the list below:
D Engine does not turn during the start sequence
D Engine moves back at start or does not get speed
D Engine turns with air during the start but gets no fuel
D Engine does not fire during the start
D A cylinder does not fire, or does not fire correctly during the start
D Engine fires violently during the start
D Engine cannot be stopped.
For more data, see 0810−1.

1.2 Irregular Functions during Operation

At the same load indication compared to results, or with data in the shop trial
documents:
D Scavenge air pressure decreases
D Scavenge air pressure increases
D Scavenge air pressure is too high
D Exhaust temperature increases upstream of the turbocharger
D Exhaust temperature of one cylinder increases
D Exhaust temperature of one cylinder decreases
D Firing pressure of all cylinders decreases
D Engine speed decreases
D Smoke comes out of the exhaust
D Engine operates irregularly or misfires at times (one cylinder or all cylinders)
D Undemanded engine stop
D Irregular functions in the cylinder cooling water system
D Crosshead bearing oil pressure decreases to main bearing oil pressure
D Cylinder lubrication becomes defective
D Problem with the exhaust valve
D Surging of turbocharger(s)
D Oil mist detector gives an alarm.
D Engine is too hot.
For more data, see 0820−1.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

0800−1/A1 Operation W-X92
W-X92
General

1.3 Problems and Damage to Engine Parts

D Hot running of a piston
D Hot running of the running gear.
For more data, see 0840−1.

1.4 WECS−9520 Failures

D WECS passive fault
D WECS common fault
D WECS cylinder fault
D WECS pressure fault
D WECS critical fault (WECS engine fault)
D Cylinder lubrication has a malfunction.
For more data, refer to 0850−1.

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0810−1/A1
Problems during Operation

Problems during Engine Start and Stop

1. Problems during Engine Start

For the names and part code numbers, see 4003−2 Control Diagram.

Problem Possible Cause Procedure

The engine does not turn The shut-off valves on the starting air bottles Open the shut-off valves.
during the start sequence. are closed.
The starting air pressure is too low Fill the air bottles.
The oil pressure, water pressure, or air Reset SHUTDOWN.
pressure for the air spring is too low. The
pressure switches have activated a
SHUTDOWN signal.
The air spring did not close the exhaust valve Set to off the lubricating oil
(i.e. the top housing is filled with oil because pump and service pump. The
the lubricating oil pump and service pump oil must flow out of the top
started too early or stopped too late). housing through the orifice
before you can continue the
procedure. This can be
approximately 30 minutes.
Start the oil pumps only if all
the exhaust valves are
closed.
Engine will not start from the The control stand has no effect. Push the related button to get
control stand in the control control from the control stand
room. on the engine.
The remote control system (RCS) and / or Do a check of the RCS or
telegraph system has a fault. speak to the RCS supplier.
The RCS shows a start interlock. Do a check of the start
interlock indication in the RCS
(turning gear, shut-down,
auxiliary blower). Release the
interlock.
There is no signal between the RCS and the Do a check of the plugs and
WECS−9520. CAN−BUS, for loose or bro-
ken cables.
Engine will not start from the The control stand has no effect. Push the related button to get
control stand at the engine. control from the control stand
in the engine room.
The turning gear is engaged, the 3/2-way Disengage the turning gear.
valve 35-31HA prevents the flow of control air
to valve unit E.
The 2/2-way valve 35-4325_E0_5 on the Clean the 2/2-way valve
starting air shut-off valve 35-4325_E0_1 35-4325_E0_5.
cannot move, or does not open fully
The solenoid valves CV7013C and CV7014C Clean or replace the valves.
in valve unit E become defective. Do a check of the wiring.
The electrical connection(s) are disconnected Connect the electrical
from the solenoid valve(s) in the valve unit E. connection(s).

Winterthur Gas & Diesel Ltd. 1/ 4 2014

0810−1/A1 Operation W-X92
W-X92
Problems during Engine Start and Stop

Problem Possible Cause Procedure

Engine will not start from the The starting air shut-off valve 35-4325_E0_1 is Move the shut-off valve to the
control stand at the engine in the position CLOSED. position AUTOMAT.
(continued).
The starting air shut-off valve does not open, Do an overhaul of the starting
(cannot move), the non-return valve cannot air shut-off valve.
move and does not fully open.
The auxiliary blowers do not operate Start the auxiliary blowers.
The air flaps in the scavenge air receiver are Do an overhaul on, or replace
defective (no pressure from the auxiliary the air flaps.
blowers).
No air spring pressure, or pressure is too low. Open the 3/2-way valve
35-36HA, adjust the pressure
to 6.0 bar in the control air
supply unit A.
The non-return valve on the exhaust valve (air Do a check and install
inlet to air spring) is incorrectly installed. You correctly (see the
can hear loud noises and the exhaust valve Maintenance Manual 2751−2)
does not fully close.
The starting valves cannot move or the Do an overhaul of the starting
electrical connection is not connected valves or connect the
electrical connection
Different causes Try to start the engine in the
opposite direction
The engine moves back A cylinder receives no starting air, or the Do a check of the starting air
during the start sequence, or starting air is not sufficient (blockage in pipe, flame arrestor and
does not get to the starting air pipe). The solenoid valve(s) remove the blockage. Clean
applicable speed. CV7241 (to CV7248C) cannot move. The or replace the related
cable to the CCM−20 is broken. solenoid valve(s), do a check
of the electrical signal.
The starting air pressure is too low. Fill the air bottles.
The engine turns on starting The speed control system is defective. No fuel Refer to the documentation of
air but gets no fuel. The fuel quantity signal released to the fuel quantity the remote control supplier.
quantity piston stays in the sensor. Do a check of the electrical
position 0%. signal from the speed control
system to the WECS−9520.
The engine turns on starting The fuel rail pressure is too low. The Install the connecting
air but gets no fuel. connection between the actuators and the elements (see the
toothed rack is disconnected. Maintenance Manual
5583−1).
The fuel rail pressure is too low. The toothed Do a check of the toothed
rack is blocked in the position zero. rack. Repair the damage.
The fuel rail pressure too low. The knurled Do a check of the pressure
screw on the fuel pressure control valve control valve 10-5560_E0_1
10-5560_E0_1 is open. (see 0515−1, paragraph 5).
There is heavy leakage in the high pressure Do a check for leaks, see
circuit (fuel) on the engine 8019−1, paragraph 4.
The piston or control slide in the injection Replace the ICU, or the rail
control unit (ICU) cannot move. The piston in valve (see 0515−1).
the rail valve 10-5564_CX_2 cannot move.

2014 2/ 4 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0810−1/A1
Problems during Engine Start and Stop

Problem Possible Cause Procedure

The engine turns on starting The fuel booster pressure is not sufficient. The Adjust the fuel booster
air but gets no fuel pressure retaining valve is set too low. The pressure.
(continued). booster pump does not supply fuel.
The shut-off valves upstream of the engine are Open the shut-off valves.
closed (plant).
No ignition during engine The injected fuel quantity is too small. The Adjust the speed setting.
start speed setting is too low.
The fuel is not correct or its viscosity is too Prepare the fuel system (see
high. 0120−1).
The starting air pressure is not sufficient to Fill the air bottles.
turn the engine with sufficient speed.
An auxiliary blower or the flaps in the Do an overhaul or replace the
scavenge air receiver are defective. auxiliary blower or flaps.
The compression pressures are too low. The Replace the piston rings.
piston rings are in an unsatisfactory condition. Grind the surfaces of the
The exhaust valves do not close correctly. valve head and valve seat
(see the Maintenance
Manual).
The high pressure circuit has leaks (fuel Find the cause and repair the
pumps, HP pipes, fuel rail ICU) leaks.
The heating of the high pressure pipe to the Set the trace heating to on.
injection valves does not operate.
A cylinder does not fire or The WECS−9520 isolates the ICU (function). Set to on the injection in the
does not fire correctly when remote control (user
starting parameter Inj. RUN).
The injection control is cut out. Cut in the injection, see
0510−1, paragraph 2.
The connections on the ICU have leaks. Tighten the connections
correctly. If necessary, grind
the sealing faces.
No electrical signal to the solenoid valve(s) Do a check of the wiring. If
CV7441−48C, CV7461−68C and necessary replace the
CV7481−88C. solenoid valve(s)
The exhaust valve has a malfunction. No Do a check of the cables. Do
electrical signal to the solenoid valve(s) a check of the LEDs on the
CV7421−29C and CV7401−08C. FCM−20 module. If necessary
replace the FCM−20 module.
The injection nozzles have leaks. The needles Replace the injection nozzle.
do not move.
The holes in the injection nozzle are blocked Replace the nozzle tip
Compression pressure in the cylinder is not Replace piston rings. Grind
sufficient for fuel ignition. the surfaces of valve head
and valve seat (see the
Maintenance Manual).

Winterthur Gas & Diesel Ltd. 3/ 4 2014

0810−1/A1 Operation W-X92
W-X92
Problems during Engine Start and Stop

Problem Possible Cause Procedure

The exhaust valve spindle cannot move Replace the defective parts.
No power supply to the FCM−20 module. Set to on the power supply.
Electrical connection disconnected, or Connect the electrical
incorrectly connected. Internal fault. connection. Replace the
FCM−20 module.
The piston in the exhaust valve control unit Replace the solenoid valve
20-5612_CX_2 or the pin in the solenoid valve CV7421−29C and/or
CV7421−29C and CV7401−08C cannot move. CV7401−08C , or the exhaust
valve control unit.
Exhaust valve control unit is cut out. Cut in the exhaust valve
control unit (see 0520−1,
paragraph 3.2).
Starting valves do not open, cannot move, are Do an overhaul or replace the
damaged or receive no signal. starting valves. Do a check of
the wiring.
Violent firing during engine Fuel rail pressure is too high, fuel control does Do a check of the power
start not operate correctly. supply, wiring and toothed
rack.
Cylinders were lubricated too much before Decrease the speed setting
starting. Unwanted quantity of cylinder oil in (fuel injection quantity) until
the combustion spaces. the unwanted oil has burned.
Do not lubricate too much.
The auxiliary blowers were not running during Decrease the speed setting
the engine starts before. Fuel has collected in immediately (fuel injection
the combustion space. quantity).
Fuel injection quantity (start fuel charge) is set Decrease the speed setting
too high. (fuel injection quantity).
The fuel injection quantity (start fuel charge) is Decrease the speed setting
set too high. (fuel injection quantity).
The fuel limiter is set too high. Adjust the setting to the
standard value.

2. Problems during Engine Stop

Problem Possible Cause Procedure
Engine cannot be stopped The cable connector is defective. Push the EMERGENCY
with the rotary knob or the STOP button to stop the
telegraph in the control room engine (see 0310−1 Engine
Shutdown, paragraph 2.2)
Engine cannot be stopped The cable connector is defective Push the EMERGENCY
with the rotary knob on the STOP button to stop the
local control panel engine (see 0310−1 Engine
Shutdown, paragraph 2.2)

2014 4/ 4 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0820−1/A1
Problems during Operation

Irregular Operation
1. Load Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Cylinder Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3. Exhaust Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4. Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5. Oil Mist Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
6. Exhaust Waste Gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1. Load Indications
At the same load indication compared to indications recorded before, or with data in
the acceptance records.

Problem Possible Causes Procedure

The scavenge air pressure The scavenge air cooler is dirty on the air See 6606−1 paragraph 3.
decreases. side.
The water separator is clogged or damaged.
The intake temperature upstream of Make sure that the air intake
turbocharger is high. is clear.
The diffuser, blower and inducer to Clean the turbocharger during
turbocharger is dirty or damaged. operation, see the applicable
Turbocharger Manual.
The silencer upstream of the turbocharger is
dirty.
The turbine rotor blade is dirty or damaged.
The nozzle ring of turbocharger is damaged.
The exhaust gas boiler (plant side) is Clean as soon as possible.
clogged. There is increased resistance or
back pressure downstream of turbine.
The scavenge air pressure The nozzle ring of turbocharger is dirty or Clean the turbocharger during
increases. clogged. operation, see the applicable
Turbocharger Manual.
The exhaust temperature The air supply is not sufficient because of a Clean the turbocharger during
upstream of turbocharger defect, or the turbocharger, silencer or operation, refer to the
increases. scavenge air cooler is very dirty. applicable Turbocharger
Manual. Also, refer to
6606−1, paragraph 3.
The flaps in the scavenge air receiver are Clean, do an overhaul or
dirty or defective. replace the flaps.
The injection nozzles are worn Replace the injection nozzles.
The intake temperature upstream of Make sure that the air intake
turbocharger is high. is clear.
The scavenge ports in the cylinder liner are Clean the scavenge ports.
dirty.

Winterthur Gas & Diesel Ltd. 1/ 7 2014

0820−1/A1 Operation W-X92
W-X92
Irregular Operation

Problem Possible Causes Procedure

The exhaust temperature of a The flaps in the scavenge air receiver are Clean, do an overhaul or
cylinder increases. dirty or defective. replace the air flaps.
The injection nozzles are worn. Replace the injection nozzles.
The scavenge ports in the cylinder liner are Clean the scavenge ports.
dirty.
There is a fire in the piston underside space Refer to 0450−1.
The exhaust valve has a leak. Grind the valve seat and head
(see the Maintenance
Manual).
The exhaust thermometer of the related Replace the exhaust
cylinder is defective. thermometer.
The exhaust temperature of a The injection nozzles are in an unsatisfactory Replace nozzle tip or flow
cylinder decreases. condition, the nozzle tip is broken, the flow limiter valve.
limiter valve cannot move.
The related cylinder receives less fuel Grind the sealing faces or
because of a leakage in the high pressure replace defective parts (see
pipes or injection valves. the Maintenance Manual).
The exhaust valve does not open. The Cut out the injection and
exhaust valve control unit or its hydraulic pipe exhaust valve control unit of
is defective. the related cylinder (see
0510−1 paragraph 1 and
0520−1 paragraph 2).
The exhaust thermometer of the related Replace the exhaust ther-
cylinder is defective. mometer.
The engine speed decreases. The speed setting from the speed control Do a check of the speed
system is decreased or not in the limits. control system.
The fuel injection quantity from the speed A procedure is not necessary.
control system decreased to prevent too Usual operation
much load in heavy sea.
Hull resistance increased because of growth, See 0070−1 The Relation
age of hull, propeller damage. between Engine and
Propeller
There is a defect in an injection control unit Cut out or replace (see
and / or a defective injection pipe. 0510−1 paragraph 1 and
0515−1 paragraph 3.3.5).
The air and exhaust gas pipes are clogged. See Scavenge air pressure
decreases.

2014 2/ 7 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0820−1/A1
Irregular Operation

Problem Possible Causes Procedure

There is smoke from the Air supply is not sufficient. Unwanted material See Scavenge air pressure
exhaust. in: the exhaust side or air side of the decreases.
turbocharger, scavenge air cooler, flaps in the
receiver, scavenge ports in cylinder liners or
in the exhaust boiler.
The engine has too much load. Decrease the fuel injection
quantity.
The engine operates with too much cylinder See 7218−1, paragraph 6.4
lubricating oil. Lubricating Oil Feed Rate −
Adjustment.
Injection nozzles do not completely change Clean the parts. Do a check
the fuel into a spray, e.g. because there to adjust the parts, or replace
trumpets, worn or blocked spray holes. the parts.
The fuel is incorrect, or the viscosity is too See 0270−1 paragraph 2.
high (not not sufficiently heated)
The compression pressure too low. The Replace the piston rings,
piston rings have leaks, exhaust valve leaks grind the valve seat and
head.
Bores in upper housing of the exhaust valve Do a check and clean the
are clogged. Exhaust valves close too late parts.
The servo oil pressure is too low, the servo Do a check of the oil flow.
oil pump control is defective, oil leakage Find and repair the leaks.
An auxiliary blower operates at part load, or Set the auxiliary blowers to
the two auxiliary blowers do no operate. on.
Engine operates irregularly or There is high water quantity in the fuel. See 0720−1, paragraph 2
misfires at times, on one or all Treatment of HFO and
cylinders. treatment plant
The fuel temperature upstream of the fuel See 0270−1, paragraph 2
pumps is too low or too high.
The pressure in the fuel rail is too low. The See 0515−1, paragraph 5. Do
pressure control valve is defective. One or a check of the pressure
more fuel pumps do not supply fuel. transmitter.
The engine stops without The fuel daily tank is empty, or fuel supply is Fill the daily tank. Clean the
operator input (without a stopped. The fuel filters are blocked. The filter. Find other causes and
shut-down indication). booster pump is defective. The fuel rail repair the defects. Find and
pressure is too low. The fuel system has repair leaks. Do a check of
leakage. the toothed rack.
There is no electrical power supply to the Find the cause and repair the
WECS−9520. defect. Start the
WECS−9520.
The speed setting system is defective, e.g. Repair the defect.
broken cables.
The engine stops in heavy sea. Set to on the Heavy Sea
Mode, see 4002−3 paragraph
2.

Winterthur Gas & Diesel Ltd. 3/ 7 2014

0820−1/A1 Operation W-X92
W-X92
Irregular Operation

Problem Possible Causes Procedure

Irregular operation of the Air collects in the cooling spaces or in the Bleed the cooling water
cylinder cooling water system. pipes because the air cannot flow freely. system.
Pressure increases and There is a decrease of static pressure at the See the plant instructions.
decreases quickly. inlet to the cooling water pump because of a
blockage in the return pipe. The expansion
tank has drained.
A crack in the cylinder liner, cylinder cover or See 0545−1 Operation with
valve cage causes exhaust gases to go into Water Leakage into the
the cooling water. Combustion Chamber.
Increased cooling water The shut-off valves in the pipes of the related Open, or replace the shut-off
temperature at the outlet of a cylinders are closed, or defective. valves.
cylinder.
The cooling spaces do not have sufficient Make sure that there is
water flow. sufficient water flow.
The cooling water pipes or water channels See 0760−1 Cooling Water /
are blocked. The water flow is not sufficient. Cooling Water Treatment.
The piston is too hot See 0840−1 Problems and
Damage with Engine Parts.
The exhaust gases go into the cooling water See 0545−1 Operation with
because of a crack (cylinder liner, cylinder Water Leakage into the Com-
cover, valve cage). bustion Chamber.
Increased cooling water Plant side is defective (regulating valve, See plant instructions.
temperature on all cylinders. cooling water cooler etc).

2. Cylinder Lubrication
If the cylinder lubrication does not operate correctly, the piston rings and cylinder
liners will wear quickly. Also, the piston can seize. Only in emergencies, and then at
decreased power and only for the minimum possible time, can an engine operate
without cylinder lubrication.
Faults in the cylinder lubricating system cause related messages in the WECS–9520,
which are sent to the alarm and monitoring system.
Also, the LED on the ALM−20 come on to show the related faults (see also 0850−1
Malfunction of cylinder lubrication and 7218−1 LED indications).

2014 4/ 7 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0820−1/A1
Irregular Operation

Problem Possible Causes Procedure

Cylinder lubrication is The daily tank is empty. The filter element in Fill the daily tank. Clean, or
defective. No lubricating oil. the filter unit is clogged. replace the filter element.
There is air in the cylinder lubricating system. Bleed the cylinder lubricating
system (the filter, the pump
and the pipes to the
lubricating quills).
One or more lubricating quill(s) in the cylinder Do a check of the lubricating
liner are blocked. quill(s). If necessary do an
overhaul of the quill(s) or
replace the defective parts
The lubricating oil pump is There is no servo oil pressure, or the servo Open the stop valve
defective. oil pressure is too low. 25-8475_E0_1. Do a check of
the oil supply pressure. Adjust
the pressure on pressure
reducing valve 20-5614_E0_1
or 20-5614_E0_3 if
necessary.
The 4/2-way solenoid valve (CV7131C to Replace the defective parts
CV713XC), pressure transmitter (PT3131C to (see the documentation of the
PT313XC) or pump body is defective. lubricating pump
manufacturer).

3. Exhaust Valve
Problem Possible Causes Procedure
Exhaust valve. The piston in the exhaust valve is defective. Do an overhaul, or replace
the defective parts.
The exhaust valve makes an The orifice or filter in the exhaust valve Clean the orifice or the filter
unwanted noise. control unit (VCU) is clogged. (see Maintenance Manual
5612−1).
The holes in the orifice to the exhaust valve Replace the orifice.
are much larger (wear).
The hydraulic pipe has a leak. Repair the leak, or replace
the hydraulic pipe.
The exhaust valve does not The non-return valve 35-2751_CX_1 and/or Replace the non-return valve
open. the restrictor 35-2751_CX_2 on the exhaust 35-2751_CX_1 and/or the
valve is defective. restrictor 35-2751_CX_2, or
do an overhaul on the
exhaust valve.
The piston in the VCU cannot move. Replace the VCU.
The rail valve 20-5612_CX_2 is defective or Replace the rail valve or
the cable connection is loose. connect the cable connection
(see 0525−1 paragraph 3).
The exhaust valve does not The air spring pressure is too low (less than Find the cause: leakage,
close. 2.0 bar). pressure reducing valve,
pressure in starting air
bottles.
The exhaust valve spindle or piston cannot Do an overhaul, or replace
move. the defective parts.

Winterthur Gas & Diesel Ltd. 5/ 7 2014

0820−1/A1 Operation W-X92
W-X92
Irregular Operation

4. Turbocharger
Short, loud noise and at the same time the pressure changes on the air side.
Surges do not have a direct effect on the engine when this occurs at irregular
intervals, but the air flow rate is decreased.

Problem Possible Causes Procedure

Turbochargers surge There is too much load, or the air is not Refer to the Maintenance
sufficient. Manual of the turbocharger
manufacturer and 6606−1,
paragraph 3 Air side cleaning
of the SAC during operation
The cylinder is defective (injection, exhaust Do a check of the injection
valve control) and exhaust valve control

5. Oil Mist Detector

WARNING
Injury Hazard: If an oil mist detector activates an alarm, keep
away from engine. There is a risk of explosion. Do not go into the
areas adjacent to the explosion relief valves (see 0460−1
Instructions about the Prevention of Crankcase Explosions).

Problem Possible Causes Procedure

The oil mist detector gives Part of the running gear is too hot Decrease the load (rpm)
alarm immediately
Stop the engine as soon as
possible
Find the cause, repair as
much as possible (see
0210−1 Safety Precautions
and Warnings and 0840−1
Problems and Damage with
Engine Parts)

2014 6/ 7 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0820−1/A1
Irregular Operation

6. Exhaust Waste Gate

The exhaust waste gate is defective, low-load tuning causes too much heat load on
the engine, or a scavenge air pressure that is too high.

Problem Possible Causes Procedure

The engine has too much The butterfly valve stays in the open position Adjust the screw for manual
heat load at a load range of less than 85%. operation on the solenoid
(a slow-down signal is valve ZV7076C (see 8135−1,
released) paragraph 3 and Fig. 2)
Do an overhaul and replace
the butterfly valve
As a temporary solution,
install a blind flange in
exhaust bypass and operate
engine only up to 85% load
The scavenge air pressure is The butterfly valve stays in the closed Do an overhaul and replace
too high position at a load range of more than 85%. the butterfly valve
(a slow-down signal is Do a check of the function of
released) the solenoid valve ZV7076C.
If necessary, do an overhaul
or replace the solenoid valve.
As a temporary solution,
operate the engine only up to
85% load

Winterthur Gas & Diesel Ltd. 7/ 7 2014

 W-X92W-X92 Operation 0840−1/A1
Problems during Operation

Problems and Damage to Engine Parts

1. Piston − Hot Operation

The possible indications of a piston that operates at a temperature that is too hot, but
where combustion is correct are as follows:
D A temperature increase at the piston cooling oil outlet
D A temperature increase at the jacket cooling water outlet
D A temperature increase of the piston underside.

Possible Causes Repair Procedure

Gas flows through defective or worn piston Cut out the injection of related cylinder for a short time (see
rings 0510−1, paragraph 1)
There are scratches on the cylinder liner On the related cylinder, increase the feed rate of the cylinder
surface because the cylinder lubricating oil has lubricating oil (see 4002−2 and 7218−1 paragraph 6.4).
decreased too much
If the temperature does not decrease, or increases more
after injection is cut in, cut out the injection again (see
0510−1). Stop the engine as soon as possible, then let the
temperature of the cylinder and piston decrease.
Do a check of the running surface of the piston and the
cylinder liner.
If the damaged areas are small, use an oil stone to repair
these areas.
If there is much damage, replace the piston, piston skirt and
cylinder liner (see the Maintenance Manual).
If a replacement of these parts is not possible, remove the
piston see the Maintenance Manual 3403−1. When the
piston is removed, see 0540−1, paragraph 2.

2. Hot Operation of Running Gear Parts

Possible Causes Repair Procedure
An oil pipe or pipe connection is defective. Decrease the speed (power) and increase the bearing oil
pressure.
There is water in the lubricating oil (the If the temperature continues to increase, stop the engine to
journals have corrosion) let it become cool.
The lubricating oil is dirty.
There was damage to the bearing or journals Make sure that you know the necessary precautions for
during the install procedure. preventing crankcase explosions (see 0460−1)
The bearing clearance is not sufficient Disassemble and examine the bearing that was hot
Bearing has deformation (waisted studs were Do an overhaul, or replace the damaged parts, or remove
not tightened in accordance with the the defective running gear (see 0540−1).
instructions).
Bearing oil pressure is not sufficient. Do an overhaul, or replace the damaged parts, or remove
the defective running gear (see 0540−1).
The level in the oil tank is too low. The pump Do a check of the pressure gauge and oil pressure
tries to supply an air and oil mixture. monitoring system.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 0850−1/A1
Problems during Operation

Failures and Defects of WECS Components

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. FCM−20 − Failure ID and LED Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. LED Indications on ALM−20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4.1 Failure Groups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4.2 Pulse Lubrication − Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4.3 LED On / Off Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.4 Failure ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.5 WECS Passive Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.6 WECS Common Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.7 WECS Cylinder Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.8 WECS Pressure Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
4.9 WECS Critical Engine Failure (WECS Engine Failure) . . . . . . . . . . 37
4.10 Cylinder Lubrication − Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

1. General
Failures and defects of WECS components cause failure messages, which are
transmitted to the flexView and the alarm and monitoring system (AMS).
The tables that follow will help you understand all failure indications. A two-digit LED
display for failure ID is given on the FCM−20 or ALM−20. An LED code is given on the
ALM−20 that can show some accurate failure indications.
Note: The two-digit LED display 2 shows the failure ID code (see Fig. 1).

Winterthur Gas & Diesel Ltd. 1/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

2. FCM−20 − Failure ID and LED Indications

ÓÓÓ
ÓÓÓ
Inject ÓÓÓ
ÓÓÓ
ÓÓÓ
1

ÓÓÓ
2
#xx
3
Exhaust
ÓÓÓ
ÓÓÓ
ÓÓÓ
Start Vlv
In/Out

ÓÓÓ
Bin Out ID

ÓÓÓ
InjQ
PWM
ExD
Power IN
ÓÓÓ ExF

ÓÓÓ AI1

ÓÓÓ
1 AI2

ÓÓÓ
AI3

ÓÓÓ
1

ÓÓÓ CA PF

ÓÓÓ
CA1

ÓÓÓ
CA2
SSI

ÓÓÓ
CA1

ÓÓÓ
CA2

ÓÓÓ
CAN
S1

ÓÓÓ
S2

ÓÓÓ
M
Modbus

ÓÓÓ
ÓÓÓ
In/Out
1 BI1

ÓÓÓ
AQ

ÓÓÓ
Modul
PF

ÓÓÓ
SW

ÓÓÓ
Fail

ÓÓÓ 2

Fig. 1: FCM-20

1 LEDs 2 Two-digit LED Display

2014 2/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

3. LED Indications on ALM−20

1 1

2
1
PART NO :
SER. NO :
HW REV. :
PROD. DATE :
014.537/06 3

014.538/06

Fig. 2: LED Indications on ALM−20 Module

1 LEDs 3 Connector (COMBICON)

2 Control box 41.nn 4 Screw

Winterthur Gas & Diesel Ltd. 3/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

4. Failure Indications

4.1 Failure Groups

All WECS failure indications are part of the failure groups that follow and are always
shown together with the related group.

Failure Group Failure Effects Procedures

WECS passive failures Failures of redundant systems Find the cause and repair as soon as
(failure of a redundant component, possible
system or an assembly), do not have
a direct effect on engine operation
WECS common failures Common failures have only a small Find the cause and repair as soon as
effect on engine operation possible

WECS cylinder failures Failures that cause a cylinder Repair immediately

malfunction will decrease engine
power and immediately activate a
slow-down signal in the safety
system.
WECS pressure failures Some failures in the pressure Do not override the slow-down
systems of the engine (fuel, servo oil signal. Repair the failure
rail etc.) that have an effect on all of immediately.
the engine, activate a slow-down
signal immediately in the safety
system.
WECS critical failures The WECS has releases a shutdown Must be repaired immediately to start
(WECS engine failures) signal the engine

4.2 Pulse Lubrication − Failure

Failure Group Failure Effects Procedures

WECS lubrication Failures do not have direct influence Find the cause and repair as soon as
passive failures on cylinder lubrication, but they possible
activate a WECS passive failure, i.e.
failures of redundant systems (power
supply, CAN Bus to ALM−20 or
FCM−20)
Cylinder lubrication Failures cause a malfunction of the Repair immediately
malfunction Cyl. #n cylinder lubrication of a cylinder. This Fuel injection of the related cylinder
activates a slow-down signal in the must be cut out until failure is
safety system. repaired, see 0510−1 Operation with
Injection Cut Out.
Cylinder lubrication Some failures cause a malfunction of Repair immediately.
malfunction the cylinder lubrication system. This Fuel injection of the related cylinder
activates a slow-down signal in the must be cut out until failure is
safety system. repaired see 0510−1 Operation with
Injection Cut Out.
Note: The flexView alarm journal shows more data that can help you. If
necessary, you can change all parameters in the Adjust access level. See
the flexView Operator Manual for instructions about how to change
parameters.

2014 4/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

4.3 LED On / Off Codes

4.3.1 Red Fail LED and Two-digit LED Display

The red Fail LED shows a failure on the related FCM−20 and if the failure status is
active or inactive (see Fig. 1).

Failure Status Fail LED Two-digit LED Display

Active Flashes Flashes
Not active (failure recovery) Stays on Flashes
No failure Off None

4.3.2 Function
Failure IDs give data about failures (see paragraph 4.4).
Not all failure ID signals are transmitted to the alarm and monitoring system. The
failure IDs shown on the two-digit LED display are also shown on the flexView.
The Fail LED flashes at the same time as the two-digit LED display.
Failure IDs that are more than 99 are shown as a two-digit display e.g. Failure ID 125
is shown as 2.5.

4.3.3 Failure
The Fail LED flashes three times before the first failure ID is shown.
Each failure ID is shown for 2.7 seconds, then there is a pause of 1.3 seconds before
the failure ID is shown again.
If there are no more failures, the Fail LED goes off.

Failure IDs shown on

two-digit LED display

Fail LED

Flashes for as long as the

failure occurs

4.3.4 Failure History

The fail LED is on for 2.4 seconds before the first failure ID is shown.
Each failure ID is shown for 2.7 seconds, then there is a pause of 1.3 seconds before
the the failure ID is shown again.
After the failure before is shown, there will be a pause of 20 seconds between two
failure IDs.
The failure history is shown for approximately 30 seconds during a 15 minute period.
If there is no more failure history, the fail LED goes off.

Failure IDs shown on

two-digit LED display
Fail LED

Flashes every 30 seconds, or after

a failure is shown

Winterthur Gas & Diesel Ltd. 5/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

4.3.5 LED Indications on FCM−20 at Start

On the right side of the the FCM−20:
D After the power is set to on, the SSI CA1, CA2 and CAN S1, S2 and M LEDs
show red for approximately four seconds. The Fail LED shows red for
approximately two seconds. The yellow LEDs In/Out from InjQ to AI3, CAN S1,
S2, and M and the green SW LED then come on.
On the left side of the the FCM−20:
D After the power is set to on, the green Power IN LED comes on.

4.4 Failure ID

ID Display Failure text Failure Group

1 1 ME crank angle #1+2 fail. WECS critical
2 2 WECS critical failure WECS critical
3 3 WECS pressure failure WECS pressure
4 4 WECS cylinder failure WECS cylinder
5 5 WECS common failure WECS common
6 6 WECS passive failure WECS passive
8 8 ME scavenge air pressure sensor #1 meas. fail. WECS passive
8 8 ME scavenge air pressure sensor #2 meas. fail. WECS passive
9 9 ME scavenge air pressure sensor #1+2 meas. fail. WECS common
10 10 ME scavenge air pressure meas. fail. diff. high WECS common
11 11 ME Scavenge Air Pressure very HI WECS pressure
16 16 ME servo oil pressure sensor #1 meas. fail. WECS passive
16 16 ME servo oil pressure sensor #2 meas. fail. WECS passive
17 17 ME servo oil pressure sensor #1+#2 meas. fail. WECS common
18 18 ME servo oil pressure meas. fail. diff. high WECS common
19 19 ME servo oil pressure high WECS common
20 20 ME servo oil pressure low WECS common
21 21 ME servo oil pressure very low WECS pressure
26 26 ME servo oil pump #1 fail. WECS common
26 26 ME servo oil pump #2 fail. WECS common
26 26 ME servo oil pump #3 fail. WECS common
27 27 ME fuel rail pressure sensor #1 meas. fail. WECS passive
27 27 ME fuel rail pressure sensor #2 meas. fail. WECS passive
28 28 ME fuel rail pressure sensor #1+#2 meas. fail. WECS common
29 29 ME fuel rail pressure meas. fail. diff. high WECS common
30 30 ME fuel rail pressure high WECS common
31 31 ME fuel rail pressure low WECS common
32 32 ME fuel rail pressure very low WECS pressure
33 33 WECS any FCM−20 cyl. ID lost WECS passive
38 38 WECS CAN M-bus fail. FCM−20 #01 to #nn WECS passive
39 39 WECS Modbus fail. FCM−20 #01 or #02 WECS passive
42 42 WECS CAN S-/ SSI-bus connection fail. FCM−20 #01 to #nn WECS passive
45 45 ME manual injection cutoff cylinder #01 to #nn WECS cylinder
60 60 ME crank angle difference between #1 and #2 WECS common

2014 6/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

ID Display Failure text Failure Group

62 62 ME TDC signal fail. WECS common
63 63 ME crank angle #1 / TDC high shift WECS common
64 64 ME crank angle #2 / TDC high shift WECS common
65 65 ME both CA / TDC high shift WECS critical
66 66 ME crank angle #1 / TDC low shift WECS common
67 67 ME crank angle #2 / TDC low shift WECS common
68 68 ME both CA / TDC low shift WECS cylinder
69 69 ME excessive engine speed WECS critical
71 71 ME exhaust valve #01 to #nn position meas. fail. WECS passive
75 75 ME Exh. Valve Late/Not Opening (slowdown) WECS cylinder
76 76 ME Exh. Valve Early Closing (slowdown) WECS cylinder
77 77 ME Exh. Valve Late/Not Closing (slowdown) WECS cylinder
78 78 ME exhaust valve #01 to #nn fail. WECS cylinder
80 80 ME injection quantity sensor #01 to #nn meas. fail. WECS common
87 88 ME Inj. Time Too Short WECS common
88 88 ME Inj. Time Too Long WECS common
89 89 ME injection timing fail. cylinder #01 to #nn WECS common
90 90 ME Inj. Quantity Piston, Late / No Return WECS cylinder
91 91 ME Inj. Quantity Piston, No Movement (slowdown) WECS cylinder
92 92 ME Inj. Quantity Piston, Stuck In Max. Pos. (Inj.cut-off+SLD) WECS cylinder
93 93 ME injection quantity piston fail. cylinder #01 to #nn WECS cylinder
94 94 WECS module FCM−20 #01 to #00 fail. WECS passive
95 to 106 95 to 0.6 WECS module FCM−20 #01 to #nn fail. WECS cylinder
110 1.0 ME crank angle #1 fail. WECS passive
111 1.1 ME crank angle #2 fail. WECS passive
112 1.2 WECS CAN S1-bus fail. WECS passive
113 1.3 WECS CAN S2-bus fail. WECS passive
114 1.4 ME start pilot valve #01 to #nn loop fail. WECS passive
125 2.5 WECS cylinder lubrication passive failure WECS passive
126 2.6 ME cylinder lubrication malfunction cylinder #01 to #nn Cyl. Lubrication
malfunction
128 2.8 ME cylinder lubrication malfunction Cyl. Lubrication
malfunction
155 5.5 ME exhaust waste gate not closed WECS common
156 5.6 ME exhaust waste gate not open WECS common
157 5.7 ME scavenge air pressure high WECS common
Note: All Failure IDs and indications in this list are for Operator use. The
signals of these failures are transmitted to the FCM−20 and are shown on
the two-digit LED display (see Fig. 1). All failure IDs and indications that
are not in this list are for the specialists.

Winterthur Gas & Diesel Ltd. 7/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

4.5 WECS Passive Failure

Failure Text ME scavenge air pressure sensor #1 meas. fail. (ID 8)

FCM−20 No. LED ID Display
Indication #03 AI2 8 8
Cause Sensor signal < 2mA or > 22mA
Procedure 1) Do a check of the pressure transmitter PT4043C for damage.
2) Use a multimeter to do a check of the 24 VDC supply on the plug X27 (terminals
94+/96−) in E95.03 and on the transmitter plug (terminals 2+/1−).
3) If there is a 24 VDC supply, do a check of the cables between the pressure transmitter
PT4043C and between E12 and E95.03 for correct connections and / or damage.
4) Repair or replace damaged cables.
5) Use a multimeter to do a check of the sensor signal (X27 terminal 95).
6) If necessary, replace the pressure transmitter PT4043C.
FCM−20 No. LED ID Display
Indication #03 AI2 8 8
Cause The sensor power supply has a short circuit (red LED).
Procedure 1) In E95.03, disconnect the pressure transmitter PT4043C and the plug X27.
2) Use a multimeter to do a check between each of the cables on plug X27 terminal 94 and
95 and ground for short circuit or ground fault.
3) Replace damaged cables, or temporarily repair with insulation tape until spares are
available.
4) Do a check of the transmitter PT4043C for a ground fault. Replace the pressure
transmitter if necessary.
5) If failure ID 8 stays on when the plug X27 is disconnected, replace FCM-20 #03.

2014 8/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure Text ME scavenge air pressure sensor #2 meas. fail. (ID 8)

FCM−20 No. LED Failure ID Display
Indication #04 AI2 8 8
Cause Sensor signal < 2mA or > 22mA
Procedure 1) Do a check of the pressure transmitter PT4044C for damage.
2) Use a multimeter to do a check of the 24 VDC supply on the plug X27 (terminals
94+/96−) in E95.03 and on the transmitter plug (terminals 2+/1−).
3) If there is a 24 VDC supply, do a check of the cables between the pressure transmitter
PT4044C and between E12 and E95.03 for correct connections and / or damage.
4) Repair or replace damaged cables.
5) Use a multimeter to do a check of the sensor signal (X27 terminal 95).
6) If necessary, replace the pressure transmitter PT4044C.
FCM−20 No. LED Failure ID Display
Indication #04 AI2 8 8
Cause The sensor power supply has a short circuit (red LED)
Procedure 1) In E95.04, disconnect the pressure transmitter PT4044C and plug X27.
2) Use a multimeter to do a check between each of the cables on plug X27 terminal 94 and
95 and ground for a short circuit or ground fault.
3) Replace damaged cables, or temporarily repair with insulation tape until spares are avail-
able.
4) Do a check of the pressure transmitter PT4044C for a ground fault. Replace the pressure
transmitter if necessary.
5) If failure ID 8 stays on when the plug X27 is disconnected, replace FCM−20 #04.

Failure Text ME servo oil pressure sensor #1 meas. fail. (ID 16)
FCM−20 No. LED Failure ID Display
Indication #01 AI2 16 16
Cause Sensor signal < 2 mA or > 22 mA (failure signal is released after 3.0 seconds).
Procedure 1) On the servo oil rail, do a check of the pressure transmitter PT2071C for damage.
2) Use a multimeter to do a check of the 24 VDC supply on the plug X27 (terminals
94+/96−) in E95.01 and on the transmitter plug.
3) If there is a 24 VDC supply, do a check of the cables between the pressure transmitter
PT2071C and E95.01 for correct connections and / or damage.
4) Repair or replace damaged cables.
5) Use a multimeter to do a check of the sensor signal (X27 terminal 95).
6) If necessary, replace the pressure transmitter PT2071C.

Winterthur Gas & Diesel Ltd. 9/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text ME servo oil pressure sensor #1 meas. fail. (ID 16)
FCM−20 No. LED Failure ID Display
Indication #01 AI2 16 16
Cause The sensor power supply has a short circuit (red LED).
Procedure 1) In E95.01, disconnect the pressure transmitter PT2071C and the plug X27.
2) Use a multimeter to do a check between each of the cables on plug X27 terminals 94
and 95 and ground for a short circuit or ground fault.
3) Replace damaged cables, or temporarily repair with insulation tape until spares are avail-
able.
4) Do a check of the pressure transmitter PT2071C for a ground fault. Replace the pressure
transmitter if necessary.
5) If failure ID 16 stays on when the plug X27 is disconnected, replace FCM-20 #01.

Failure Text ME servo oil pressure sensor #2 meas. fail. (ID 16)
FCM−20 No. LED Failure ID Display
Indication #02 AI2 16 16
Cause Sensor signal < 2 mA or > 22 mA (failure signal is released after 3.0 seconds).
Procedure 1) On the servo oil rail, do a check of the pressure transmitter PT2072C for damage.
2) Use a multimeter to do a check of the 24 VDC supply on the plug X27 (terminals
94+/96−) in E95.02 and on the transmitter plug.
3) If there is a 24 VDC supply, do a check of the cables between the pressure transmitter
PT2072C and E95.02 for correct connections and / or damage.
4) Repair or replace damaged cables.
5) Use a multimeter to do a check of the sensor signal (X27 terminal 95).
6) If necessary, replace the pressure transmitter PT2072C.
FCM−20 No. LED Failure ID Display
Indication #02 AI2 16 16
Cause The sensor power supply has a short circuit (red LED).
Procedure 1) In E95.02, disconnect the pressure transmitter PT2072C and the plug X27.
2) Use a multimeter to do a check between each of the cables on plug X27 terminals 94
and 95 and ground for a short circuit or ground fault.
3) Replace damaged cables, or temporarily repair with insulation tape until spares are avail-
able.
4) Do a check of the pressure transmitter PT2072C for a ground fault. Replace the pressure
transmitter if necessary.
5) If failure ID 16 stays on when the plug X27 is disconnected, replace FCM-20 module
#02.

2014 10/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure Text ME fuel rail pressure sensor #1 meas. fail. (ID 27)
FCM−20 No. LED Failure ID Display
Indication #03 AI1 27 27
Cause Sensor signal < 2 mA or > 22 mA (failure signal is released after 3.0 seconds).
Procedure 1) On the fuel rail, do a check of the pressure transmitter PT3461C for damage.
2) Use a multimeter to do a check of the 24 VDC supply on the plug X25 (terminal
79+/housing −) in E95.03 and on the transmitter plug.
3) If there is a 24 VDC supply, do a check of the cables between the pressure transmitter
PT3461C and E95.03 for correct connections and / or damage.
4) Repair or replace damaged cables.
5) Use a multimeter to do a check of the sensor signal (X25 terminal 95).
6) If necessary, replace the pressure transmitter PT3461C.

Failure Text ME fuel rail pressure sensor #1 meas. fail. (ID 27)
FCM−20 No. LED Failure ID Display
Indication #03 AI1 27 27
Cause The sensor power supply has a short circuit (red LED)
Procedure 1) In E95.03, disconnect the pressure transmitter PT3461C and the plug X25.
Note: ID fault FCM−20 #03 comes on.
2) Use a multimeter to do a check between each of the cables on plug X25 terminals 79
and 80 and ground for a short circuit or ground fault.
3) Replace damaged cables, or temporarily repair with insulation tape until spares are avail-
able.
4) Do a check of the pressure transmitter PT3461C for a ground fault. Replace the pressure
transmitter if necessary.
5) If failure ID 27 stays on when the plug X25 is disconnected, replace FCM−20 #03.

Failure Text ME fuel rail pressure sensor #2 meas. fail. (ID 27)
FCM−20 No. LED Failure ID Display
Indication #04 AI1 27 27
Cause Sensor Signal < 2 mA or > 22 mA (failure signal is released after 3.0 seconds).
Procedure 1) On the fuel rail, do a check of the pressure transmitter PT3462C for damage.
2) Use a multimeter to do a check of the 24 VDC supply on the plug X25 (terminal
79+/housing −) in E95.04 and on the transmitter plug.
3) If there is a 24 VDC supply, do a check of the cables between the pressure transmitter
PT3462C to E95.04 for correct connections and / or damage.
4) Repair or replace damaged cables.
5) Use a multimeter to do a check of the sensor signal (X25 terminal 95).
6) If necessary, replace the pressure transmitter PT3461C.

Winterthur Gas & Diesel Ltd. 11/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text ME fuel rail pressure sensor #2 meas. fail. (ID 27)
Indication FCM−20 No. LED Failure ID Display
#04 AI1 27 27
Cause The sensor power supply has a short circuit (red LED)
Procedure 1) In E95.04, disconnect pressure transmitter PT3462C and plug X25
Note: ID fault FCM−20 #04 comes on
2) Use a multimeter to do a check between each of the cables on plug X25 terminals 79
and 80 and ground for a short circuit or ground fault.
3) Replace damaged cables, or temporarily repair with insulation tape until spares are
available.
4) Do a check of the pressure transmitter PT3462C for a ground fault. Replace the pressure
transmitter if necessary.
5) If failure ID 27 stays on when the plug X25, is disconnected, replace FCM−20 #04.

Failure Text WECS FCM−20 module cyl. ID lost (ID 33)

FCM−20 No. LED Failure ID Display
Indication #00 to #nn ID 33 33
Cause Identification of jumper setting on X25 is not correct.
Procedure 1) Do a check of the cable address on the plug X25 of the related FCM−20.
2) If necessary, repair the cables of the identification jumpers on X25 of the related
FCM−20.
Note: Remark: If this failure occurs during FCM−20 operation, it will not have an effect
on engine operation
If this failure occurs when the FCM−20 is set to off (or an FCM−20 starts again with this
failure and continues to have this failure), then the FCM−20 in operation will not start its
function again. The related cylinder is cut out.

2014 12/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure Text WECS CAN M-bus fail. FCM−20 #01 to #04 (ID 38)
FCM−20 No. LED Failure ID Display
Indication #01 to #04 M 38 38
Cause CAN M-bus monitoring, but FCM−20 #00 is not defective (failure signal is released after
3.0 seconds).
Procedure 1) In the related FCM−20 (plug X22, terminals 55/56) make sure that the cables are
connected correctly.
2) In the control box E90, make sure that the bus cables have no damage and the
connections are connected correctly.
3) On the PCS (FCM−20 #01 and #02), make sure that the bus cables have no damage
and the connections are connected correctly.
4) On ECR manual control panel (FCM−20 #03), make sure that the bus cables have no
damage and the connections are connected correctly.
5) On the local manual control panel (FCM−20 #04), make sure that the bus cables have no
damage and the connections are connected correctly.
6) Make sure that the CAN M-bus cables between the ALM−20 and the FCM−20 of the last
two cylinders have no damage and are connected correctly.
7) On the related FCM−20 and control boxes, make sure that the cables, connections and
termination at the related FCM−20 and control boxes have no damage and are correctly
connected.
8) If necessary, replace the related FCM−20.

Failure Text WECS CAN M-bus fail. FCM−20 #01 to #04 (ID 38)
FCM−20 No. LED Failure ID Display
Indication #01 to #04 M 38 38
Cause CAN M-bus monitoring, but FCM−20 #00 is not defective (failure signal is released after
3.0 seconds).
Procedure 1) In the related FCM−20 (plug X22, terminals 55/56) make sure that the cables are
connected correctly.
2) In the control box E90, make sure that the bus cables have no damage and the
connections are connected correctly.
3) On the PCS (FCM−20 #01 and #02), make sure that the bus cables have no damage
and the connections are connected correctly.
4) On ECR manual control panel (FCM−20 #03), make sure that the bus cables have no
damage and the connections are connected correctly.
5) On the local manual control panel (FCM−20 #04), make sure that the bus cables have no
damage and the connections are connected correctly.
6) Make sure that the CAN M-bus cables between the ALM−20 and the FCM−20 of the last
two cylinders have no damage and are connected correctly.
7) On the related FCM−20 and control boxes, make sure that the cables, connections and
termination at the related FCM−20 and control boxes have no damage and are correctly
connected.
8) If necessary, replace the related FCM−20.

Winterthur Gas & Diesel Ltd. 13/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text WECS Modbus fail. FCM−20 #01 or #02 (ID 39)
FCM−20 No. LED Failure ID Display
Indication #01 and #02 Modbus 39 39
Cause Modbus monitoring, no communication (failure signal is released after 3.0 seconds).
Procedure 1) If the LED does not show, do a check of the cable connection in the related FCM−20
(plug X23, terminals 63/64).
2) In the control boxes E90 and AMS / PCS boxes, make sure that the cables have no dam-
age and the connections are connected correctly.
3) Make sure that the modbus 120 ohm termination resistors on AMS / PCS and FCM−20
has no damage and is connected correctly (refer to electrical drawings).
4) Make sure that the cables, connections and termination in the related FCM−20 and con-
trol boxes have no damage and are connected correctly.
5) If the failure shows on one module only, replace the related FCM−20.
Failure Text WECS CAN S-/ SSI bus connection fail. FCM−20 #nn (ID 42)
FCM−20 No. LED Failure ID Display
Indication #00 (E90) S1 or S2 42 42
Cause Missing bus connection on CAN S-bus #1 or CAN S-bus #2 on FCM−20 #00 module.
Procedure 1) Make sure that each of the two CAN S-bus plugs X22 and X23 are correctly engaged on
the online spare FCM−20.
2) Make sure that the cable connection on plugs X22 and X23 on FCM−20 online spare
module is connected correctly.
3) For this FCM−20, set the power supply to off, then on.
4) Replace the FCM−20 #00 module if the failure continues.
Failure Text WECS CAN S-/ SSI bus connection fail. FCM−20 #nn (ID 42)
FCM−20 No. LED Failure ID Display
Indication #01 to #nn None 42 42
Cause CAN S-bus #1 and crank angle signal #1 and/or CAN S-bus #2 and crank angle signal #2
missing on FCM−20
Procedure 1) Make sure that the plug X22 is correctly connected to the related FCM−20
FCM−20 No. LED Failure ID Display
Indication #01 to #nn S2 and CA2 42 42
Cause CAN S-bus #1 and crank angle signal #1 and/or CAN S-bus #2 and crank angle signal #2
missing on FCM−20
Procedure 1) Make sure that the plug X23 is correctly connected to the related FCM−20

2014 14/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure Text ME exhaust valve #nn position meas. fail. (ID 71)
FCM−20 No. LED Failure ID Display
Indication #01 to #nn Ex.D or Ex.F 71 71
Cause Sensors ZT5421C to 27C (driving end) signal < 2 mA or > 22 mA (failure signal is released
after 3.0 seconds).
Procedure 1) In the related terminal box E95.21 to E95.34 at the cylinder cover, make sure that the
plug has no damage and is connected correctly.
2) Make sure that the related cables to the sensor and FCM−20 (plug X24, terminals
68 to 72) have no damage and are connected correctly.
3) In the related FCM−20 and in the terminal box, make sure that the cables and
connections have no damage and are connected correctly.
4) If necessary, replace the related sensor.
5) If the failure shows at intervals, temporarily disconnect the plug on the terminal box until
a repair is possible.
FCM−20 No. LED Failure ID Display
Indication #01 to #nn Ex.D or Ex.F 71 71
Cause The sensor power supply has a short circuit (red LED)
Procedure 1) Make sure that the related cables to the sensor and the FCM−20 (plug X24, terminals 68
to 72) have no damage and are connected correctly.
2) Make sure that the cables and connections in the related FCM−20 and in the terminal
box have no damage and are correctly connected.
3) If necessary, replace the related sensor.
4) If the failure shows at intervals, replace the cable-plug assembly to E95 with the spare.
Note: Temporarily disconnect the plug X24 on the terminal box until a repair is
possible.
Failure Text WECS module FCM−20 #00 fail. (ID 94)
FCM−20 No. LED Failure ID Display
Indication #00 (E90) Fail 94 94
Cause Missing communication on CAN S1 and CAN S2 bus on FCM−20 #00
The remaining FCM−20 modules in the system on each S-bus did not receive a heartbeat
signal from this module.
Procedure 1) Make sure that the FCM−20 #00 is is set to on.
2) Use a multimeter to do a check of the 24 VDC power supply in E85 and E90.
3) If there is a 24 VDC power supply, make sure that the CAN-S bus connections on
FCM−20 #00 (plugs X22 and X23, terminals 49 / 50 and plug X23 terminals 57 / 58) are
connected correctly.
4) If installed, make sure that the terminating resistors (120 ohm) are serviceable.
5) Replace the online spare FCM−20 if necessary
Note: If a service computer is connected to CAN M #0, it is possible that there will be
no communication.
6) For ID 95 to ID 0.3, refer to the procedure for steps 1) to 5) ID 94 above.

Winterthur Gas & Diesel Ltd. 15/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text ME crank angle #1 fail. (ID 1.0)

FCM−20 No. LED Failure ID Display
Indication #01 to #nn SSI CA1 110 1.0
Cause No data received from sensor #1 (GT5126C).
Procedure 1) If the failure is shown on all cylinders do a check of the sensor GT5126C for increased
clearance on the sensor pulley and bearings.
2) In flexView, do a CAS trend to do a check of the sensor GT5126C.
3) Use a multimeter to do a power supply check on the last but one cylinder.
4) If there is a power supply, make sure that the connectors in E96 are not damaged and
are correctly engaged.
5) On FCM−20 #01, do a check of the SSI-bus 120 ohm terminating resistors on the plug
X22 (terminals 51/52, 53/54).
6) If there are failure indications on a series of FCM−20 without an alarm, do as follows:
7) Start at the highest number cylinder that has a failure indication and make sure that the
bus cables SSI #1 on all FCM−20 plug X22 (terminals 51/52, 53/54) have no damage
and are connected correctly.
8) Repair the cables in the related FCM−20.
9) If necessary, replace the related FCM−20 module.
Failure Text ME crank angle #2 fail. (ID 1.1)
FCM−20 No. LED Failure ID Display
Indication #01 to #nn SSI CA2 111 1.1
Cause No data received from sensor #2 (GT5127C).
Procedure 1) If the failure is shown on all cylinders do a check of the sensor GT5127C for increased
clearance on the sensor pulley and bearings.
2) In flexView, do a CAS trend to do a check of the sensor GT5127C.
3) Use a multimeter to do a power supply check on the last but one cylinder.
4) If there is a power supply, make sure that the connectors in E96 are not damaged and
are correctly engaged.
5) On FCM−20 #01, do a check of the SSI-bus 120 ohm terminating resistors on the plug
X22 (terminals 51/52, 53/54).
6) If there are failure indications on a series of FCM−20 without an alarm, do as follows:
7) Start at the highest number cylinder that has a failure indication and make sure that the
bus cables SSI #2 on all FCM−20 plug X22 (terminals 51/52, 53/54) have no damage
and are connected correctly.
8) Repair the cables in the related FCM−20.
9) If necessary, replace the related FCM−20 module.

2014 16/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure Text WECS CAN S1-bus fail. (ID 1.2)

FCM−20 No. LED Failure ID Display
Indication #01 to #nn S1 112 1.2
Cause CAN system bus #1 monitoring / CAN failure (failure signal is released after 3.0 seconds).
Procedure 1) On the related FCM−20 (plug X22, terminals 49/50), make sure that the cable connec-
tions have no damage and are connected correctly.
2) Make sure that the S1-bus with 120 ohm resistors on first and last FCM−20 (plug X22) is
connected correctly (refer to electrical drawings).
3) On the related FCM−20, repair the cable connection / cables.
4) If the failure shows on one module only, replace the related FCM−20.
Failure Text WECS CAN S2-bus fail. (ID 1.3)
FCM−20 No. LED Failure ID Display
Indication #01 to #nn S2 113 1.3
Cause CAN system bus #2 monitoring / CAN failure (failure signal is released after 3.0 seconds).
Procedure 1) On the related FCM−20 (plug X23, terminals 57/58), make sure that the cable connec-
tions have no damage and are connected correctly.
2) Make sure that the S2-bus with 120 ohm resistors on first and last FCM−20 plug X23 is
connected correctly (refer to electrical drawings).
3) On the related FCM−20, repair the cable connection / cables.
4) If the failure shows on one module only, replace the related FCM−20.
Failure Text ME start pilot valve #nn loop fail. (ID 1.4)
FCM−20 No. LED Failure ID Display
Indication #01 to #nn Start Vlv 114 1.4
Cause Broken connection or short circuit between FCM−20 and start pilot solenoid valve
Procedure 1) At the cylinder cover, make sure that the plug in the terminal box E95.41 to E95.49 has
no damage and is correctly connected.
2) Make sure that the cables between the related solenoid valve and the FCM−20 (plug
X15, terminals 33/34) have no damage and are connected correctly.
3) Repair the cables and connections between the related solenoid valve and the FCM−20
(plug X15).

Winterthur Gas & Diesel Ltd. 17/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text WECS cylinder lubrication passive failure (ID 2.5)

FCM−20 No. LED Failure ID Display
Indication #03 and #04 None 125 2.5
Cause Disconnected power supply #1 or #2.
Procedure 1) In E85, E90 and E41.xx, make sure that the cables have no damage and are connected
correctly.
2) In E85, make sure that the all circuit breakers are set to on.
3) Repair the cables and connections in E85, E90 (terminals 40/41) and E41.xx (plug X2,
terminals 21/22).
4) In the FCM−20 (plug X22, terminals 55/56) of the last and last but one cylinders, make
sure that the cables and connections have no damage and are connected correctly.
5) Do a check of the related ALM-20 CAN−M bus indications (LED CAN 1 or CAN 2).
6) If the bus indications show a failure, repair the cables of the last and last but one
FCM−20 (plug X22, terminals 55/56).
7) Repair the cables in the related CAN−M bus. Make sure that the related ALM−20
operates.
8) If after all ALM−20 are started and the related ALM−20 did not start, make sure that the
cable address on the plug X1 of the related ALM-20 module is connected correctly.
9) Do a check of the ALM-20 modules (plug X1, terminals 16/17) and the related resistors
(see 7218-1 Resistor in plug X1, paragraph 5.2).
10) Repair the cables and connections in the related ALM−20.
11) If necessary, replace the defective ALM-20 module

2014 18/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

4.6 WECS Common Failure

Failure Text ME scavenge air pressure sensor #1+2 meas. fail. (ID 9)
FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI2 9 9
Cause The two sensor signals are less than 2 mA, or more than 22 mA.
Procedure 1) Do a check of the pressure transmitters PT4043C and PT4044C for damage.
2) In E12, E95.03 and E95.04, use a multimeter to do a check of the 24 VDC supply on the
plugs (X27, terminals 94 and 96) and the transmitter plugs (2+/1−).
3) Do a check of the cables between the pressure transmitters (PT4043C / PT4044C) to
E12, E95.03 and E95.04.
4) If necessary, repair the cables between the pressure transmitters (PT4043C / PT4044C)
to E12, E95.03 and E95.04.
5) If necessary, replace the pressure transmitters PT4043C and PT4044C.
FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI2 9 9
Cause The sensor power supply has a short circuit (red LED).
Procedure 1) Disconnect the pressure transmitters PT4043 and PT4044C and the plugs X27
2) Use a multimeter to measure the cables between the plug X27 terminals 94 and 95 and
ground for short circuit or ground fault.
3) Replace damaged cables, or temporarily repair with insulation tape until spares are
available.
4) Measure the transmitters for a ground fault. If necessary, replace the transmitters.
5) If the failure ID 9 stays on when the plug X27 is disconnected, replace the related
FCM−20.

Failure Text ME scavenge air pressure meas. fail. diff. high (ID 10)
FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI2 10 10
Cause The pressure transmitters PT4043C and PT4044C have a difference of more than 0.2 bar
(failure signal is released after 5.0 seconds)
Procedure 1) In the Operator Interface, compare the two scavenge air pressure indications with the
pressure gage. This will help you find the pressure transmitter that gives a different sig-
nal.
2) In E12, E95.03 and E95.04, do a check of the cables.
3) Adjust the applicable pressure transmitter, or replace it if necessary.

Winterthur Gas & Diesel Ltd. 19/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text ME servo oil pressure sensor #1+#2 meas. fail. (ID 17)
FCM−20 No. LED Failure ID Display
Indication #01 and #02 AI2 17 17
Cause The two sensor signals are less than 2 mA or more than 22 mA (failure signal is released
after 3.0 seconds).
Procedure 1) On the servo oil rail, do a check of the pressure transmitters PT2071C and PT2072C for
damage.
2) Do a check of the 24 VDC supply on the plugs X27 (terminals 94+/96−) in E95.01 and
E95.02 and on the transmitter plugs.
3) If there is a 24 VDC supply, do a check of the cables to E95.01 an E95.02.
4) Repair or replace damaged cables between the pressure transmitter and E95.01 or
E95.02.
5) Use a multimeter to do a check of the sensor signal (X27 terminal 95).
6) Replace a minimum of one pressure transmitter immediately.
FCM−20 No. LED Failure ID Display
Indication #01 and #02 AI2 17 17
Cause The sensor power supply has a short circuit (red LED)
Procedure 1) Disconnect the pressure transmitters PT2071C and PT2072C and the plugs X27
2) Use a multimeter to do a check between each of the cables on the plugs X27 terminals
94 and 95 and ground for a short circuit or ground fault.
3) Replace damaged cables, or temporarily repair with insulation tape until spares are
available.
4) Do a check of the transmitters for a ground fault. If necessary, replace the pressure
transmitter(s).
5) If failure ID 17 stays on when the plug X27 is disconnected, replace the related FCM−20.

Failure Text ME servo oil pressure meas. fail. diff. high (ID 18)
FCM−20 No. LED Failure ID Display
Indication #01 and #02 AI2 18 18
Cause The pressure transmitters PT2071C and PT2072C have a difference of more than 30 bar
(failure signal is released after 7.0 seconds).
Procedure 1) Compare the two servo oil pressure indications.
2) With the engine stopped and no pressure in the servo oil rail, find the pressure
transmitter that gives the different signal.
3) If possible, change the engine load through a wider range and find the pressure
transmitter that does not follow linearly to the change in the servo oil pressure.
4) Do a check of the cables in E95.01 and E95.02 of the pressure transmitter that gives the
different signal (plug X27, terminals 94/95).
5) Repair or replace damaged cables.
6) If necessary, replace the pressure transmitter PT2071C or PT2072C.

2014 20/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure Text ME servo oil pressure high (ID 19)

FCM−20 No. LED Failure ID Display
Indication #01 and #02 AI2 19 19
Cause Servo oil pressure is 15 bar more than the setpoint, engine speed is more than 8% of nominal
speed (failure signal is released after 5.0 seconds).
No failure is shown during the conditions that follow:
D Slow turning, air run and control oil meas. fail.
D Pressure controllers were not adjusted in the servo oil pumps after an overhaul
D Dirt particles prevent the function of a pressure controller.
Procedure 1) Clean / adjust the pressure controllers in the servo oil pumps.

Failure Text ME servo oil pressure low (ID 20)

FCM−20 No. LED Failure ID Display
Indication #01 and #02 AI2 20 20
Cause Servo oil pressure is 15 bar less than the setpoint. The engine speed is more than 8% of
nominal speed (failure signal is released after 10 seconds).
Note: No failure is shown during the conditions that follow:
Slow turning, air run, shut-down and servo oil pressure very low, control oil meas. fail.
Procedure 1) Do a check of the oil pressure downstream of the automatic filter.
2) Do a check of the control signals and cables to the servo oil pumps for correct
connections and / or damage.
3) Repair or replace damaged cables.
4) Make sure that the safety valve 4.23 open.
5) The pump drive shaft 4.50 is broken (pump temperature low, no vibrations) or the pump
is defective.
6) The HP pipes have leaks between the collector block and the servo oil rail. Do a check
for a leakage alarm.
7) Repair the leaks.
8) If necessary, replace the related pressure controller (CV7221C, CV722#C).
Note: In dangerous conditions, set to off temporarily the injection and exhaust valve
operation on cylinders 1 or 2 to increase the servo oil pressure.
Note: Do not set the cylinders to off in their firing order sequence. Do not operate the
engine at or near the speed range that is not permitted.

Failure Text ME servo oil pump #1 fail. (ID 26)

FCM−20 No. LED Failure ID Display
Indication #03 PWM 26 26
Cause The setpoint pressure controller of the servo oil pump actuator CV7221C is more than
100 mA (failure signal is released after 30 seconds)
Procedure 1) In E85, set the FCM−20 #03 to off.
2) Do a check of the connection on the servo oil pump actuator CV7221C.
3) If necessary, replace the cables and connections.
4) Make sure that the cables and connections between pump #1 and E95.03 are correct.
5) If necessary, replace the servo oil pump actuator CV7221C.
6) In E85, set the FCM−20 #03 to on.

Winterthur Gas & Diesel Ltd. 21/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text ME servo oil pump #2 fail. (ID 26)

FCM−20 No. LED Failure ID Display
Indication #04 PWM 26 26
Cause The setpoint pressure controller of the servo oil pump actuator CV7222C is > 100 mA (failure
signal is released after 30 seconds)
Procedure 1) In E85, set to off the FCM−20 #04.
2) Do a check of the connection on the servo oil pump actuator CV7222C.
3) If necessary, replace the cables and connections.
4) Make sure that the cables and connections between pump #2 and E95.04 is correct.
5) If necessary, replace the pressure controller CV7222C.
6) Set the FCM-20 #04 to on.
Failure Text ME servo oil pump #3 fail. (ID 26)
FCM−20 No. LED Failure ID Display
Indication #05 PWM 26 26
Cause The setpoint pressure controller of the servo oil pump actuator CV7223C is > 100 mA (failure
signal is released after 30 seconds)
Procedure 1) In E85, set to off the FCM−20 #05.
2) Do a check of the connection on the servo oil pump actuator CV7223C.
3) If necessary, replace the cables and connections.
4) Make sure that the cables and connections between pump #2 and E95.04 is correct.
5) If necessary, replace the pressure controller CV7223C.
6) Set the FCM-20 #05 to on.

Failure Text ME fuel rail pressure sensor #1+#2 meas. fail. (ID 28)
FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI1 28 28
Cause The two sensor signals of PT3461C and PT3462C are less than 2 mA or more than 22 mA
(failure signal is released after 3.0 seconds).
Procedure 1) On the fuel rail, do a check of the pressure transmitters PT3461C and PT3462C for
damage.
2) Use a multimeter to do a check of the 24 VDC supply on the plugs (X25, terminal 79 and
ground) and the cables to E95.03 and E95.04 and on the transmitter plugs (2+ / 1−).
3) If there is a power supply, do a check of the the cables for damage between the pressure
transmitters and E95.03 and E95.04.
4) Repair or replace damaged cables.
5) Replace a minimum of one pressure transmitter immediately.

2014 22/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

FCM−20 No. LED Failure ID Display

Indication #03 and #04 AI2 28 28
Cause The sensor power supply has a short circuit (red LED)
Procedure 1) Disconnect the pressure transmitters PT 3461C and PT3462C and the plugs X25
Note: ID failure 33 on FCM−20 #03 and #04 will be shown
2) Use a multimeter to do a check between each of the cables on plug X25 terminals 79
and 80 and ground for a short circuit or ground fault.
3) Replace damaged cables or temporarily repair with insulation tape until spares are
available.
4) Do a check of the transmitters for a ground fault. If necessary, replace the pressure
transmitter(s).
5) If the red LED stays on when the plug X25 is disconnected, replace the related FCM−20.

Failure Text ME fuel rail pressure meas. fail. diff. high (ID 29)
FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI1 29 29
Cause The sensors PT3461C and PT3462C have a difference of more than 50 bar (failure signal is
released after 7.0 seconds).
Procedure 1) Compare each of the two pressure indications of the fuel rail.
2) With the engine stopped and no pressure in the fuel rail, find the pressure transmitter
that gives the different signal.
3) If possible, change the engine load through a wider range and find the pressure
transmitter that does not follow linearly to the change in the fuel pressure.
4) Do a check of the cables of the pressure transmitter that gives the different signal (plug
X25, terminal 79/80).
5) Repair or replace damaged cables on the pressure transmitter that gives the different
signal.
6) If necessary, replace the applicable pressure transmitter.

Failure Text ME fuel rail pressure high (ID 30)

FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI1 30 30
Cause The measured fuel rail pressure is 50 bar more than the fuel pressure set point (failure signal
is released after 10 seconds).
Note: No failure when the engine has stopped.
Procedure 1) Make sure that the toothed rack can move freely.
2) Make sure that the fuel pump actuators are set to on and operate correctly.
3) Do a check for actuator alarms in the AMS.
4) Make sure that during engine operation and when the engine has stopped, all actuators
are at the same position.
5) Make sure that the all actuators are at zero supply when the actuator output is 0%.
6) Adjust the toothed racks to get the correct clearances at the minimum / maximum
position.
7) Replace the defective fuel pump actuator(s).
Note: An alarm can show if the engine is started and stopped again and again without
a fuel injection release in between.

Winterthur Gas & Diesel Ltd. 23/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text ME fuel rail pressure low (ID 31)

FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI1 31 31
Cause Fuel rail pressure is 100 bar less than the fuel pressure setpoint (failure signal is released
after 10 seconds).
Note: No failure shown during the conditions that follow:
No engine operation, no start command, fuel rail pressure very low
Procedure 1) Make sure that the toothed rack can move freely.
2) Make sure that the fuel pump actuators are set to on and operate correctly.
3) Do a check of the actuator alarms in the AMS.
4) Make sure that the fuel supply pressure is between 7 bar to 10 bar and the pressure
downstream from the pressure retaining valve is 3 bar to 5 bar.
5) Do a check for leakage alarms.
6) Make sure that there is an oil supply to the fuel pressure control valve 3.06. Make sure
that the valve seat can move.
7) Examine the fuel pressure control valve 10_5562_E0_3 for leaks (if the fuel pressure
control valve has a leak, you can hear a loud noise like a whistle).
8) Do a check for damage on the non-return valves in the fuel pump covers.
9) Adjust the toothed racks to the correct clearances at the minimum / maximum positions.
10) If necessary, replace the fuel pump actuators.
11) Repair all the leaks in the system.
12) Replace the defective valves.
13) Grind the sealing surfaces on the HP fuel pipes between the fuel pump and the fuel rail if
leaks are found, or isolate the pipe(s) temporarily until a repair is possible.

2014 24/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure Text ME crank angle #1 and #2 difference (ID 60)

FCM−20 No. LED Failure ID Display
Indication #01 and #02 SSI CA1/CA2 60 60
Cause Crank angle sensors #1 and #2 are serviceable, but the difference between the two systems
is more than 1.0_ CA.
Procedure 1) Do the steps below for the CAS at the free end:
2) When the flywheel is at TDC of Cyl. 1, the two sensors must show 0_ CA (in the
Operator Interface).
3) Do a check of the CAS offset adjustment. If necessary, adjust the offset parameter in
flexView.
4) Stop the engine.
5) Use the turning gear to get a crank angle sensor trend in flexView.
6) Make sure that the two trend lines for CAS#1 and CAS #2 are parallel.
7) Replace the defective parts in the CAS (ACM−20, proximity sensors etc).
Failure text ME TDC signal fail. (ID 62)
FCM−20 No. LED Failure ID Display
Indication #05 BI1 62 62
Cause No TDC signal from pick-up ZS5123C (failure signal is released after 10 seconds).
Procedure 1) Do a check of the cables between the pick-up ZS5123C and E95.05.
2) Make sure that the distance between the pick-up and the flywheel tooth is correct
(4 mm).
3) Do a check of the supply voltage and signal between the pick-up ZS5123C and E95.05
(plug X27, terminals 89/90/91).
4) Repair or replace damaged cables between the pick-up ZS5123C and E95.05.
5) If necessary, adjust the distance between the pick-up and the flywheel tooth.
6) If necessary, replace the pick-up.
7) Make sure that the target on the flywheel is correctly installed.
8) For emergency operation, disconnect the TDC pick-up temporarily if the pick-up fault
prevents engine operation.

Winterthur Gas & Diesel Ltd. 25/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure text ME TDC signal fail. (ID 62)

FCM−20 No. LED Failure ID Display
Indication #05 BI1 62 62
Cause The sensor power supply has a short circuit (red LED)
Procedure 1) In E95.05, disconnect the TDC pick-up ZS5123C and plug X27.
2) Use a multimeter to do a check between each of the cables on plug X27 terminals 89
and 90 and ground for a short circuit or ground fault.
3) Replace damaged cables or temporarily repair with insulation tape until spares are
available.
4) Do a check of the pick-up ZS5123C for a ground fault. Replace the pick-up ZS5123C if
necessary.
5) If failure ID 62 stays on when the plug X27 is disconnected, replace FCM−20 #05
Failure Text ME crank angle #1 / TDC high shift (ID 63)
FCM−20 No. LED Failure ID Display
Indication #05 BI1 63 63
Cause The difference between the TDC pick-up and the crank angle sensor #1 is 4.0_ CA
Note: No failure shown at shut-down
Procedure 1) Do a check for an incorrect TDC offset adjustment in flexView.
2) Adjust to get the correct distance between the pick-up and the flywheel tooth (4.0 mm).
3) Do a check of the crank angle sensor drive.
4) Make sure that the CAS#1 is in the correct position (at TDC #1).
5) Do a check of the belt condition.
6) Do a check of the crank angle sensor offset adjustment in flexView.
7) Do a CAS trend in flexView.
8) If necessary, replace CAS #1.
Failure Text ME crank angle #1 / TDC high shift (ID 63)
FCM−20 No. LED Failure ID Display
Indication #05 BI1 63 63
Cause The difference between the TDC pick-up and the crank angle measurement system #1 is 4.0_
CA.
Procedure 1) Do a check for an incorrect TDC offset adjustment in flexView.
2) Adjust to get the correct distance between the pick-up and the flywheel tooth (4.0 mm).
3) Stop the engine, then use the turning gear and do a CAS trend in flexVIew.
4) Make sure that each trend line for CAS#1 and CAS#2 is the same.

2014 26/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure text ME crank angle #2 / TDC high shift (ID 64)

FCM−20 No. LED Failure ID Display
Indication #05 BI1 64 64
Cause The difference between the TDC pick-up and the crank angle sensor #1 is 4.0_ CA.
Note: No failure shown at shut-down
Procedure 1) Do a check for an incorrect TDC offset adjustment in flexView.
2) Adjust the get the correct distance between the pick-up and the flywheel tooth (4.0 mm).
3) Do a check of the crank angle sensor drive.
4) Make sure that the CAS#2 is in the correct position (at TDC #1).
5) Do a check of the crank angle sensor offset adjustment in flexView.
6) Do a CAS trend in flexView.
7) If necessary, replace CAS #2
Failure Text ME crank angle #2 / TDC high shift (ID 64)
FCM−20 No. LED Failure ID Display
Indication #05 BI1 64 64
Cause The difference between the TDC pick-up and the crank angle measurement system #2 is 4.0_
CA.
Procedure 1) Do a check for an incorrect TDC offset adjustment in flexView.
2) Adjust to get the correct distance between the pick-up and the flywheel tooth (4.0 mm).
3) Stop the engine, then use the turning gear and do a CAS trend in flexVIew.
4) Make sure that each trend line for CAS#1 and CAS#2 is the same.
Failure Text ME crank angle #1 / TDC low shift (ID 66)
FCM−20 No. LED Failure ID Display
Indication #05 BI1 66 66
Cause The difference between the TDC pick-up and the crank angle sensor #1 is ± 2.0_
Note: No failure shown at shut-down
Procedure 1) In the flexView, do a check for an incorrect TDC offset adjustment.
2) Adjust to get the correct distance between the pick-up and the flywheel tooth (4.0 mm).
3) Do a check of the crank angle sensor drive.
4) Make sure that the CAS#1 is in the correct position (at TDC #1).
5) Do a check of the crank angle sensor offset adjustment in flexView.
6) Do a CAS trend in flexVIew.
7) If necessary, replace CAS #1.

Winterthur Gas & Diesel Ltd. 27/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text ME crank angle #1 / TDC low shift (ID 66)

FCM−20 No. LED Failure ID Display
Indication #05 BI1 66 66
Cause The difference between the TDC pick-up and the crank angle measurement system #1 is
± 2.0_
Note: No failure shown at shut-down
Procedure 1) Do a check for an incorrect TDC offset adjustment in flexView.
2) Do a check of the crank angle sensor offset adjustment in flexView.
3) Adjust to get the correct distance between the pick-up and the flywheel tooth (4.0 mm).
4) Stop the engine, then use the turning gear and do a CAS trend in flexVIew.
5) Make sure that each trend line for CAS#1 and CAS#2 is the same.
Failure Text ME crank angle #2 / TDC low shift (ID 67)
FCM−20 No. LED Failure ID Display
Indication #05 BI1 67 67
Cause The difference between the TDC pick-up and the crank angle sensor #2 is ± 2.0_
The crank angle sensor or toothed belt has moved
Note: No failure shown at shut-down
Procedure 1) Do a check for an incorrect TDC offset adjustment in flexView.
2) Adjust to get the correct distance between the pick-up and the flywheel tooth (4.0 mm).
3) Do a check of the crank angle sensor drive.
4) Make sure that the CAS#2 is in the correct position (at TDC #1).
5) Do a check of the belt condition.
6) Do a check of the crank angle sensor offset adjustment in flexView.
7) Do a CAS trend in flexView.
8) If necessary, replace CAS #2.
Failure Text ME crank angle #2 / TDC low shift (ID 67)
FCM−20 No. LED Failure ID Display
Indication #05 BI1 67 67
Cause The difference between the TDC pick-up and the crank angle measurement system #2 is
± 2.0_. The crank angle sensor or toothed belt has moved
Note: No failure shown at shut-down
Procedure 1) Do a check for an incorrect TDC offset adjustment in flexView.
2) Do a check of the crank angle sensor offset adjustment in flexView.
3) Adjust to get the correct distance between the pick-up and the flywheel tooth (4.0 mm).
4) Stop the engine, then use the turning gear and do a CAS trend in flexVIew.
5) Make sure that each trend line for CAS#1 and CAS#2 is the same.

2014 28/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure Text ME injection quantity sensor #nn meas. fail. (ID 80)
FCM−20 No. LED Failure ID Display
Indication #01 to #nn InjQ 80 80
Cause Sensor signal ZT5461C to ZT5468C is less than 2 mA or more than 22 mA (failure signal is
released after 3.0 seconds)
Procedure 1) Make sure that the the cables to the related fuel quantity sensor have no damage and
are connected correctly.
2) Make sure that the plug is correctly engaged with the socket.
3) Make sure that the measurement sleeve is correctly installed on the fuel quantity piston
4) Make sure that the cables between the related FCM−20 and the fuel quantity sensor
have no damage and are connected correctly.
5) If the feedback is not stable, replace the sensor or disconnect the plug temporarily if
there are no spares available.
Failure Text ME injection quantity sensor #nn meas. fail. (ID 80)
FCM−20 No. LED Failure ID Display
Indication #01 to #nn InjQ 80 80
Cause The sensor power supply has a short circuit (red LED).
Procedure 1) Disconnect the fuel quantity sensor and the plug X26.
Note: CA sensor failure ID 57 or 58 if FCM−20 # is the last cylinder, or last but one
cylinder.
2) Use a multimeter to do a check between each of the cables on the plug X26 terminals 86
and 87 and ground (terminal 88) for short circuit or ground fault.
3) Replace damaged cables or temporarily repair with insulation tape until spares are
available.
4) If necessary, replace the fuel quantity sensor.
5) If failure ID 80 stays on when the plug X26 is disconnected, replace the related FCM−20.
Failure Text ME Inj. Time Too Short (ID 87)
FCM−20 No. LED Failure ID Display
Indication #01 to #nn InjQ 87 87
Cause Injection timing failure (injection time is less than 60% of the set time)
Procedure 1) Make sure that the rail valve is serviceable.
2) If the rail valve is serviceable, do a check of the opening pressure of the injector valve.
3) If the opening pressure is correct, make sure that the injection nozzle is not defective.
4) If the injection nozzle is serviceable, examine the injector pipes for leaks.

Winterthur Gas & Diesel Ltd. 29/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text ME Inj. Time Too Long (ID 88)

FCM−20 No. LED Failure ID Display
Indication #01 to #nn InjQ 88 88
Cause Injection timing failure (injection time is more than 150% of the set time)
Procedure 1) Make sure that the rail valve is serviceable.
2) If the rail valve is serviceable, make sure that the injectors are not blocked.
3) If the injectors are not blocked, do a check of the opening pressure of the injector valve.
4) Make sure that all injectors operate correctly.
Note: This failure can occur during fast load changes when the engine operates in
rough sea.
Failure Text ME injection timing fail. cylinder #nn (ID 89)
FCM−20 No. LED Failure ID Display
Indication #01 to #nn None 89 89
Cause Injection timing failure
Procedure 1) The cause of this failure is the failure 87 or 88. For more data, see the related failure
ID 87 and ID 88 above.

Failure Text ME exhaust waste gate not closed (ID 5.5)

FCM−20 No. LED Failure ID Display
Indication #01 InjQ 155 5.5
Cause Butterfly valve stays open at a load range of less than 85%. Connection to the position sensor
ZS5372C is broken, or there is a short circuit (failure signal released after 20 seconds)
Procedure 1) Use flexView to do a check of the waste gate position. Make sure that the flexView card
ExhWgt, para Waste Gate Position shows Not Closed.
2) Make sure that there is an air supply to the position sensor ZS5372C.
3) Between FCM−20 #01 (plug X27, terminals 89 / 90) and position sensor ZS5372C, make
sure that the cables have no damage and are connected correctly.
4) If necessary, repair or replace damaged cables.
5) Do a check of the mechanical part of the waste gate.
6) If necessary, replace the position sensor ZS5372C.
7) For more data, see 0820−1, paragraph 6 Exhaust Waste Gate.

Failure Text ME exhaust waste gate not open (ID 5.6)

FCM−20 No. LED Failure ID Display
Indication #05 InjQ 156 5.6
Cause The butterfly valve stays closed at a load range of more than 85%. Connection to the
solenoid valve ZV7076C is broken, or there is a short circuit (failure signal released after
20 seconds).
Procedure 1) Decrease engine power.
2) Between FCM−20 #05 (plug X15 terminals 39 / 40) and the solenoid valve ZV7076C,
make sure that the cables have no damage and are connected correctly.
3) If necessary, repair or replace damaged cables.
4) Make sure that the butterfly valve operates correctly (see 8135−1, paragraph 3 Function
Check).
5) If necessary, replace the butterfly valve and / or the solenoid valve ZV7076C.
6) For more data, see 0820−1, paragraph 6 Exhaust Waste Gate.

2014 30/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure Text ME scavenge air pressure high (ID 5.7)

FCM−20 No. LED Failure ID Display
Indication #05 InjQ 157 5.7
Cause Exhaust waste gate has a malfunction(engines with LLT during high of more than 85%).
Scavenge air pressure is more than 105% of the CMCR setting. Cable between
FCM−20−#05 is broken, or there is a short circuit (failure signal released after 2 seconds)
Procedure 1) Decrease engine power.
2) Make sure that the waste gate operates correctly.
3) Between FCM−20 #05 and the solenoid valve ZV7076C, make sure that the cables have
no damage and are connected correctly.
4) If necessary, repair or replace damaged cables.
5) Make sure that the butterfly valve operates correctly (see 8135−1, paragraph 3 Function
Check).
6) If necessary, replace the butterfly valve and / or the solenoid valve ZV7076C.
7) For more data, refer to 0820−1, paragraph 6 Exhaust Waste Gate.
Note: It is possible that this failure is related to Failure ID 156.

4.7 WECS Cylinder Failure

Failure Text ME manual injection cutoff cylinder #nn (ID 45)

FCM−20 No. LED Failure ID Display
Indication #01 to #nn 45 45
Cause The fuel injection is cut off manually
Procedure 1) For more data, see the related alarms (WECS cylinder fail)
Note: This failure is not shown if a cylinder is cut off automatically.

Failure Text ME both CA / TDC low shift (ID 68)

FCM−20 No. LED Failure ID Display
Indication #05 BI1 68 68
Cause The difference between the TDC pick-up (measured angle) and CA sensor #1 and CA sensor
#2 is ±2_.
Procedure 1) Do a check for an incorrect TDC offset adjustment.
2) Adjust to get the correct distance between the pick-up and the flywheel tooth (4 mm).
3) Do a check for possible crankshaft movement.
4) Make sure that the CAS#1 and CAS#2 are in the correct position (at TDC #1).
5) Do a check of the belt condition.
6) Do a check of the crank angle sensor offset adjustment in flexView.
7) Do a CAS trend in flexView.
8) If each of the two CAS are defective, replace a minimum of one CAS.
9) Adjust the offset parameter or the belt position as necessary (see the Maintenance
Manual 9223−1).
Note: The measured offset in flexView changes in relation to the engine speed. Do not
adjust the offset to zero at full engine speed, because this can activate this failure
at higher ASTERN revolutions.

Winterthur Gas & Diesel Ltd. 31/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text ME both CA / TDC low shift (ID 68)

FCM−20 No. LED Failure ID Display
Indication #05 BI1 68 68
Cause The difference between the TDC pick-up (measured angle) and system #1 and #2 is ±2_.
Procedure 1) Do a check for an incorrect TDC offset adjustment in flexView.
2) Adjust to get the correct distance between the pick-up and the flywheel tooth (4.0 mm).
3) Do a check for possible crankshaft movement.
4) Stop the engine, then use the turning gear and do a CAS trend in flexVIew.
5) Make sure that each trend line for CAS#1 and CAS#2 is the same.

Failure Text ME Exh. Valve Late/Not Opening (slowdown) (ID 75)

FCM−20 No. LED Failure ID Display
Indication #01 to #nn 75 75
Cause The exhaust valve opens 15_CA or more after the crank angle setpoint.
Procedure 1) Do a check of the ON times of the rail valve 20−5612_CX_2.
2) Make sure that the cables between the rail valve 20−5612_CX_2 and the related
FCM-20 have no damage and are correctly connected.
3) If the failure is shown for all cylinders, do the checks that follow:
4) Do a check of the the air spring pressure. Make sure that the pressure is not too high.
5) In the VCU 20−5612_CX_1, do a check of the non-return valve of the oil supply to the
hydraulic pipe.
6) Do an internal check of the VCU for a mechanical failure.
7) Make sure that the piston in the exhaust valve drive moves freely.
8) Do a check of the related FCM-20 module(s).
9) Repair or replace damaged cables between the rail valve and the related FCM−20.
10) If necessary, replace the related FCM-20, VCU, rail valve, piston or non-return valve
20−5612 CX 4.
Failure Text ME Exh. Valve Early Closing (slowdown) (ID 76)
FCM−20 No. LED Failure ID Display
Indication #01 to #nn 76 76
Cause The exhaust valve closes 10_CA or more before the crank angle setpoint
Procedure 1) Do a check of the air spring pressure. Make sure that the pressure is not too high.
2) Do a check of the non-return valve in the VCU.
3) Make sure that the orifice in the VCU is not blocked.
4) Do an internal check of the VCU for mechanical failure. Replace the VCU with the
adjacent VCU to find the cause of the malfunction.
5) Do a check for leaks in the hydraulic system (hydraulic pipes etc).
6) Do a check of the related FCM−20.
7) If necessary, replace the related FCM−20.

2014 32/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure Text ME Exh. Valve Late/Not Closing (slowdown) (ID 77)

FCM−20 No. LED Failure ID Display
Indication #01 to #nn 77 77
Cause The exhaust valve closes 15_CA or more after the crank angle setpoint
Procedure 1) Do a check of the ON times of the rail valve 20−5612_CX_2.
2) Make sure that the cables between the rail valve 20−5612_CX_2 and the related
FCM-20 have no damage and are correctly connected.
3) Do a check of the the air spring pressure. Make sure that the pressure is not too low.
4) Make sure that the non-return valve 20−5612_CX_4 is serviceable.
5) Do an internal check of the VCU for mechanical failure.
6) Make sure that the piston in the exhaust valve drive moves freely.
7) Do a check of the FCM-20 module.
8) If necessary, replace the FCM-20 module, VCU, rail valve 20−5612_CX_2, non-return
valve 20−5612_CX_4.

Failure Text ME exhaust valve #nn fail. (ID 78)

FCM−20 No. LED Failure ID Display
Indication #01 to #nn None 78 78
Cause The exhaust valve does not open / close at the WECS setpoint.
Procedure 1) The cause of this failure is the failure 75, 76 or 77. For more data, see the related failure
IDs.

Failure Text ME Inj. Quantity Piston, Late / No Return (ID 90)

FCM−20 No. LED Failure ID Display
Indication #01 to #nn ExD 90 90
Cause The fuel quantity piston does not go back to its initial position after the injection. (failure signal
released after 30 seconds).
Procedure 1) Do a check of the sensor signal from the fuel quantity piston. If the signal is not below 5.5
mA after the injection, the piston did not go back to its initial position.
2) Make sure that the fuel viscosity and temperature is in the permitted range.
3) Do a check of the trace heating system.
Note: If the vessel operates in rough sea, this failure can occur during fast load
changes.

Failure Text ME Inj. Quantity Piston, No Movement (slowdown) (ID 91)

FCM−20 No. LED Failure ID Display
Indication #01 to #nn InjQ 91 91
Cause The fuel quantity piston moves less than 4% during the injection
Note: This alarm is first transmitted after the engine has turned three times.
Procedure Note: If the engine operates at very low load, this alarm usually occurs because of the
small fuel quantity.
1) Do a check of the rail valve.
2) Make sure that the fuel viscosity is in the permitted range.
3) Make sure that the fuel quantity piston moves freely.
Note: If the vessel operates in rough sea, this failure can occur during fast load
changes.

Winterthur Gas & Diesel Ltd. 33/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text ME Inj. Quantity Piston, No Movement (slowdown) (ID 91)

FCM−20 No. LED Failure ID Display
Indication #01 to #nn InjQ 91 91
Cause The fuel quantity piston moves less than 4% during the injection.
Note: This alarm is first transmitted after three revolutions.
Procedure Note: If the engine operates at very low load, this failure usually occurs because of the
small fuel quantity.
1) Do a check of the rail valve.
2) Make sure that the fuel viscosity is in the permitted range.
3) Make sure that the hydraulic piston in the exhaust valve drive moves freely.
Note: If the vessel operates in rough sea, this failure can occur during fast load
changes.
Failure Text ME Inj. Quantity Piston, Stuck In Max. Pos. (Inj.cut−off+SLD) (ID 92)
FCM−20 No. LED Failure ID Display
Indication #01 to #nn None 92 92
Cause Sensor signal is more than 18 mA. The fuel quantity piston makes a fuel stroke because the
return command is not transmitted correctly.
Procedure 1) Do a check of the rail valve position.
2) If the rail valve stays in the inject position, do a check of the injection control valve.
3) If the injection control valve stays in the open position, make sure that the oil return pipe
is not clogged or closed.
4) Make sure that the fuel viscosity is in the permitted range.
5) Examine the fuel injectors and pipes for leaks.
Failure Text ME injection quantity piston fail. cylinder #nn (ID 93)
FCM−20 No. LED Failure ID Display
Indication #01 to #nn InjQ 93 93
Cause The injection quantity piston is defective.
Procedure 1) The cause of this failure is related to failure 90, 91 or 92. For more data, see the related
failure ID.
Failure Text WECS module FCM−20 #nn fail. (ID 95 to 0.8)
FCM−20 No. LED Failure ID Display
Indication #01 to #nn Fail 95 to 103 95 to 0.3
Cause Missing communication on Can S1 and S2 bus on FCM #nn. Remaining FCM−20 received no
heartbeat signal from this FCM−20 (failure signal is released after 12 seconds)
Procedure 1) Do a check of the related LED on the FCM−20 #nn.
2) If the red LED comes on, do a check of the cables on the related FCM−20 and the plugs
X22 and X23 for for correct connections and / or damage.
3) Do a check of the terminating resistor on FCM−20 #01 and the FCM−20 on the last
cylinder (or the on-line spare FCM−20 #00) plug X22 between terminals 49/59 and plug
X23 terminals 57/58.
4) If the terminating resistors are serviceable, repair or replace damaged cables.
5) If the failure occurs on one module only, replace the related FCM−20 with the online
spare.

2014 34/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure Text ME manual injection cutoff cylinder #nn

FCM−20 No. LED Failure ID Display
Indication #01 to #nn None None None
Cause Indication of a manually selected cut off. No failure.

4.8 WECS Pressure Failure

Failure Text ME Scavenge Air Pressure very high (ID 11)

FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI2 11 11
Cause The scavenge air pressure is more than 105% (failure signal is released after 2 seconds).
The exhaust waste gate has a malfunction.
Note: No failure is shown during the conditions that follow:
Shut-down, stop command, scavenge air pressure sensor #1+2 meas. fail.
Procedure 1) Decrease the engine power.
2) For the correct procedures, see the data given in the manual of the turbocharger
manufacturer
3) Do a check of the cables between the FCM20#5 and solenoid valve ZV7076C for correct
connections and / or damage.
4) Repair or replace damaged cables.
5) If the cables are serviceable, do a function check of the butterfly valve (see 8135−1
Exhaust Waste Gate, paragraph 3).
6) If necessary, replace the butterfly valve or solenoid valve ZV7076C.

Failure Text ME servo oil pressure very low (ID 21)

FCM−20 No. LED Failure ID Display
Indication #01 and #02 AI2 21 21
Cause The servo oil pressure is 50 bar less than the setpoint. The engine speed is more than 8% of
the nominal speed (failure signal is released after 5.0 seconds).
Note: No failure is shown during the conditions that follow:
Shut-down, stop command, air run, slow turning, servo oil pressure sensor #1+2 meas. fail.
Procedure 1) Do a check of the oil filter downstream of the automatic filter.
2) Do a check of the control signals and cables to the servo oil pumps for correct
connections and / or damage.
3) Repair or replace damaged cables.
4) Make sure that the pressure safety valve 20−5610_E0_4 is open.
5) Make sure that the drive shaft of the servo oil pumps 20-5551_E0_1 to 20-5551_E0_#
are serviceable.
6) Make sure that the servo oil pumps are serviceable (e.g. have no vibration).
7) Do a check for leaks between the collector block and the servo oil rail (leakage alarm).
8) If necessary, repair the leaks.
9) If necessary, replace the related pressure controller (CV7221C to CV722#C).
Note: Do not set the cylinders to off in their firing order sequence. Do not operate the
engine at or near the not permitted speed range.
Note: In dangerous conditions, you can temporarily set to off the injection and exhaust
valve operation on cylinders 1 or 2 to increase the servo oil pressure.

Winterthur Gas & Diesel Ltd. 35/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text ME fuel rail pressure very low (ID 32)

FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI1 32 32
Cause The fuel rail pressure is 150 bar less than the fuel pressure setpoint (failure signal is released
after 10 seconds)
Note: No failure is shown during the conditions that follow:
Stop command, shut-down, engine is stopped, fuel rail pressure sensor #1+2 meas. fail.
Procedure 1) Make sure that the fuel pump actuators are set to on and operate correctly.
2) Make sure that the toothed racks can move freely.
3) In the AMS, do a check of the actuator alarms.
4) Make sure that the fuel supply pressure is between 7.0 bar and 10.0 bar.
5) Make sure that downstream from the pressure retaining valve 10-8704_E0_2, the
pressure is between 3.0 bar and 5.0 bar.
6) Do a check for leakage alarms.
7) Make sure that there is an oil supply to the fuel pressure control valve 10-5562_E0_3.
Make sure that the valve seat can move.
8) Examine the fuel pressure control valve 10-5562_E0_3 for leaks (if the fuel pressure
control valve has a leak, you can hear a loud noise like a whistle).
9) On the fuel pump outlet pipes, do a check of the temperature at the temperature
elements (TE3431C to TE3438C).
10) On the pressure safety valve 10-5562_E0_9, do a check for leaks.
11) Do a check for damage on the non-return valves 10-5562_E0_10 to 10-5562_E0_13.
12) Adjust the toothed racks to the correct clearances at the minimum / maximum positions.
13) If the fuel pump actuators are defective, replace them.
14) Repair the leaks.
15) Replace the defective valves.
16) Grind the sealing surfaces on the HP fuel pipes between the fuel pump and the fuel rail if
leaks are found, or isolate the pipe(s) temporarily until a repair is possible.

2014 36/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

4.9 WECS Critical Engine Failure (WECS Engine Failure)

Failure Text ME crank angle #1+2 fail. (ID 1)

Indication FCM−20 No. LED ID Display
#03 and #04 None 1 1
Cause The two crank angle sensor measurements fail.
Procedure 1) Do a check of the crank angle sensor unit and terminal box E96 for damage.
2) In the terminal box E96, make sure that the cables and connections are connected
correctly and do not have damage.
3) If necessary, repair or replace damaged cables.
4) Use a multimeter to do a check of the power supply to the last and last but one FCM−20.
5) It there is a power supply, do a check on FCM-20 #01 of the SSI-Bus terminating
resistors (120 ohm) on plugs X22 (terminals 51/52 and 53/54) and X23 (terminals 59/60
and 61/62) . Make sure that the resistors are connected correctly and there is no
damage.
6) If a failure shows only on one FCM−20, make sure that the cable connections on plugs
X22 and X23 are serviceable.
7) Start a CAS trend in flexView.
8) If necessary, replace a minimum of one crank angle sensor immediately.

Failure Text ME both CA / TDC high shift (ID 65)

FCM−20 No. LED Failure ID Display
Indication #05 BI1 65 65
Cause The difference between the TDC pick-up (measured angle) and crank angle sensor#1 and
sensor#2 is more than 4_CA. this failure will cause an engine shutdown.
Procedure 1) In flexView, do a check for an incorrect TDC offset adjustment.
2) Adjust to get the correct distance of the TDC pick-up to the flywheel tooth (usually 4mm)
3) Make sure that the crankshaft has no deformation.
4) Do a check of the crank angle sensor drive and the belt for damage.
5) Make sure the the CAS#1 and CAS#2 are in the correct position (at TDC#1)
6) Start a CAS trend in flexView.
7) If necessary, replace a minimum of one of the two crank angle sensors immediately

Failure Text ME excessive engine speed (ID 69)

FCM−20 No. LED Failure ID Display
Indication #03 and #04 None 69 69
Cause The engine has too much speed (more than 115% nominal speed).
Procedure 1) Do a check of each alarm from the CA sensors
2) In heavy sea conditions, decrease the engine speed.
3) Do a check of related speed alarms in the safety system

Winterthur Gas & Diesel Ltd. 37/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

4.10 Cylinder Lubrication − Malfunction

LEDs on the ALM−20 show malfunctions and defects of the cylinder lubrication
control system (see Fig. 3). Data about irregular functions with the lubricating pump
components, or in the lubricating and servo oil system are given in 0820−1,
paragraph 2 Cylinder Lubrication.

1 1

2
1
PART NO :
SER. NO :
HW REV. :
PROD. DATE :
014.537/06 3

014.538/06

Fig. 3: ALM−20 Module

1 LEDs 3 Connector (COMBICON)

2 Control box 41.nn 4 Screw

Failure text ME cylinder lubrication malfunction cylinder #nn (ID 2.6)

ALM−20 No. LED Flash Intervals Failure ID Display
Indication #01 to #nn Pressure Yellow None 126 2.6
Cause No pulse lubrication. The cylinder lubricating system has a malfunction, which activates a
slow-down signal.
Procedure 1) Do a check of the cables to the pressure transmitter, 4/2-way solenoid valve and
WECS−9520 for correct connections and / or damage.
2) Find the cause of the malfunction of the ALM−20.
3) Do a check for low servo oil pressure, or no servo oil pressure.
4) If the servo oil pressure is correct, do a check of the lubricating pump components (see
0820−1, paragraph 2 Cylinder Lubrication).
5) Make sure that the cables to the pressure transmitter, 4/2-way solenoid valve and
WECS−9520 are correctly connected and have no damage.
6) If necessary, repair or replace damaged cables.
7) If necessary, replace he related ALM−20, or lubricating pump components (see 0820−1,
paragraph 2 Cylinder Lubrication).

2014 38/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure text Cylinder LUB Malfunction (ID 2.8)

ALM− No. LED Flash Intervals Failure ID Display
Indication #01 to #nn Pressure Yellow None 128 2.8
Cause No pulse lubrication. The cylinder lubricating pumps have a malfunction, which activates a
slow-down signal.
Procedure 1) Do a check of the cables to the pressure transmitter, 4/2-way solenoid valve and
WECS−9520 for correct connections and / or damage.
2) Find the cause of the malfunction of the ALM−20.
3) Do a check for low servo oil pressure, or no servo oil pressure.
4) If the servo oil pressure is correct, do a check of the lubrication pump components (see
0820−1 paragraph 2, Cylinder lubrication).
5) If necessary, repair or replace damaged cables.
6) Make sure that the cables to pressure transmitter, 4/2-way solenoid valve and
WECS−9520 are correctly connected and have no damage.
7) If necessary, replace he related ALM−20, or lubrication pump components (see 0820−1,
paragraph 2, Cylinder lubrication).
Failure Text ME cylinder lubrication malfunction cylinder #nn
ALM−20 No. LED On / Off Code
Indication #01 to #nn CAN1 and/or CAN2 Red None
Cause LED indication on one module: a cable is broken on the plug X2 on the related ALM−20.
LED indication on all modules: CAN Bus #1 / #2 malfunction.
Procedure 1) LED indication on one module: Do a check of the cables on the plug X2 (terminals 25
and 26 CAN #1 and/or terminals 27 and 28 CAN #2 on the related ALM−20 for correct
connections and / or damage.
2) LED indication on all modules: Do a check of the CAN module bus from the last and the
last but one cylinder on the FCM−20 (plug X22, terminals 55 and 56) for correct
connections and / or damage.
3) If necessary, repair or replace damaged cables.
4) If necessary, replace the ALM−20.
ALM−20 No. LED On / Off Code
Indication #01 to #nn VLV and Fail Red None
Cause The cables between the ALM−20 (plug X1, terminals 11 and 12) and the 4/2-way solenoid
valve (ZV7131C to ZV7139C) have a short circuit.
Procedure 1) Do a check of the related cables. If the cables are serviceable, the 4/2-way solenoid
valve has a malfunction (coil R~18 ohm).
2) Make sure that the related cable between ALM−20 (plug X1, terminals 11 and 12) and
the 4/2-way solenoid valve is correctly connected and has no damage.
3) If necessary, repair or replace damaged cables.
4) If necessary, replace the related 4/2-way solenoid valve (see 0820−1, paragraph 2
Cylinder lubrication).

Winterthur Gas & Diesel Ltd. 39/ 41 2014

0850−1/A1 Operation W-X92
W-X92
Failures an Defects of WECS Components

Failure Text ME cylinder lubrication malfunction cylinder #nn (continued)

ALM−20 No. LED On / Off Code
Indication #01 to #nn VLV and Fail Red None / 1x
Cause A cable is broken between the ALM−20 (plug X1, terminals 11 and 12) and the 4/2-way
solenoid valve (ZV7131C to ZV7139C).
Procedure 1) Do a check of the related cables. If the cables are serviceable, the 4/2-way solenoid
valve has a malfunction (coil R~18 ohm).
2) Make sure that the related cable between the ALM−20 (plug X1, terminals 11 and 12)
and the 4/2-way solenoid valve is correctly connected and has no damage.
3) If necessary, repair or replace damaged cables.
4) If necessary, replace the related 4/2-way solenoid valve (see 0820−1, paragraph 2
Cylinder lubrication)
ALM−20 No. LED On / Off Code
Indication #01 to #nn Fail Red None
Cause A short circuit of the cables from ALM−20 (plug X1, terminals 13 and 14) to the pressure
transmitter (PT3131 to PT3139C).
Procedure 1) Do a check of the cables on the related ALM−20. If the cables are serviceable, the pres-
sure transmitter has a malfunction.
2) Make sure that the related cable between the ALM−20 (plug X1, terminals 13 and 14)
and pressure transmitter is connected correctly and has no damage.
3) If necessary, repair or replace damaged cables.
4) If necessary, replace the related pressure transmitter (PT3131C to PT3137C) (see
0820−1 paragraph 2 Cylinder lubrication).
Failure Text ME cylinder lubrication malfunction cylinder #nn
ALM−20 No. LED On / Off Code
Indication #01 to #08 Fail Red Two times each
interval
Cause A cable is broken between an ALM−20 (plug X1, terminals 13 and 14) and the pressure trans-
mitter (PT3131C to PT3139C).
Procedure 1) Do a check of the cables on the related ALM−20. If the cables are serviceable, the
pressure transmitter has a malfunction
2) Make sure that the related cable connections between ALM−20 (plug X1, terminals 13
and 14) and pressure transmitter are connected correctly and have no damage.
3) If necessary, repair or replace damaged cables.
4) If necessary, replace the related pressure transmitter (PT3131C to PT3139C) if
necessary (see 0820−1 Cylinder lubrication)

2014 40/ 41 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 0850−1/A1
Failures an Defects of WECS Components

Failure Text ME cylinder lubrication malfunction cylinder #nn (continued)

ALM−20 No. LED On / Off Code
Indication #01 to #08 Power Off None
Cause No power supply to an ALM−20
Procedure 1) In E85, do a check of the power supply units U500 / U501 and their circuit breakers F500
/ F501
2) If a green LED DC OK shows, do a check of the cables on the related ALM−20 (plug X2,
terminals 21 and 22 or 23 and 24)
3) If a green LED DC OK flashes, do a check of the cables on the related ALM−20 and/or
the related ALM−20 (do a check for a short circuit)
4) Make sure that the cable between E85 and the related ALM−20 (plug X2, terminals 21
and 22 or 23 and 24) is correctly connected and has no damage.
5) If necessary, repair or replace damaged cables.
6) Replace the related ALM−20 (if there is a short circuit)

Winterthur Gas & Diesel Ltd. 41/ 41 2014

Bedplate and Tie Rod Group 1

Main Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1132−1/A1

Thrust Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1203−1/A1
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1903−1/A1
 W-X92W-X92 Operation 1132−1/A1

Main Bearing
1. General
The main bearing has a bottom bearing shell (6, Fig. 1) and a top bearing shell (4).
The bottom bearing shell (6) is is installed in the bearing girder (8) of the bedplate and
the top main bearing shell (4) in the bearing cover (3). The screws (5) engage and
hold the top bearing shell and bottom bearing shell together.
The spring dowel pin (9) helps to get the bearing cover (3) in position.
The elastic studs (1) have a non-hardening locking compound applied to the threads.
Hydraulic tension is applied to the elastic studs during the install procedure. The
round nuts (3) keep the bearing cover (3) against the bearing girder (8).

2. Lubrication
Oil flows from the bedplate through the oil inlet (OI) to the main bearings. The oil flows
through the grooves (OG) and bores (OB) to the running surface of the main bearing.
I

10 1
OB 2

OG
WCH02760
3
I
4

9 5
5
9 WM

WCH02760
8 7 6
5
OI
Fig. 1: Main Bearing
1 Elastic stud 9 Spring dowel pin
2 Round nut 10 Plug
3 Bearing cover
4 Top bearing shell
5 Screw OI Oil inlet
6 Bottom bearing shell OG Oil groove
7 Crankshaft OB Oil bore
8 Bearing girder WM White metal

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 1203−1/A1

Thrust Bearing

1. General
The thrust bearing is installed at the driving end of the engine. The thrust bearing
flange transmits the force from the propeller through the thrust pads into the bedplate.
The arbor supports (4, Fig. 1) prevent axial movement of the thrust pads.
There are six thrust pads (4 and 7, Fig. 2) on each side of the thrust bearing flange
(8). The thrust pads absorb the axial force from the crankshaft and propeller.

1.1 Engines with Fixed Pitch Propellers

For clockwise and counterclockwise rotation, six thrust pads are installed on each
side of the thrust bearing flange. The thrust pads adapt to the clockwise or
counterclockwise rotation.

II

3
I OI
1
II
WCH02761
2

7
3

4
6

WCH02761

Fig. 1: Cross Section

1 Oil pipe 5 Bedplate
2 Column 6 Thrust pad
3 Nozzle 7 Bearing cover
4 Arbor support OI Bearing oil inlet

Winterthur Gas & Diesel Ltd. 1/ 2 2014

1203−1/A1 Operation W-X92
W-X92
Thrust Bearing

2. Lubrication
During operation, bearing oil flows through the oil pipe (1, Fig. 1) to the two nozzles
(3). The oil flows out of the two nozzles as a spray, which becomes a layer of oil
between the thrust bearing flange (8, Fig. 2) and the thrust pads (4 and 7).

2
8

7 4

6 5

WCH02761

Fig. 2: Longitudinal Section

1 Bearing cover 6 Bedplate
2 Crankshaft 7 Thrust pads (free end)
3 Two-part oil baffle 8 Thrust bearing flange
4 Thrust pads (driving end) 9 Arbor support
5 Flywheel

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 1903−1/A1

Tie Rod

1. General
The tie rods (1, Fig. 1) keep the cylinder block (3), column (4) and bedplate (5)
together at four locations around the cylinders.

WCH02762

1
4

WCH02762

Fig. 1: Tie Rod Configuration and Locations

1 Tie rod 4 Column
2 Protection cover 5 Bedplate
3 Cylinder block

Winterthur Gas & Diesel Ltd. 1/ 2 2014

1903−1/A1 Operation W-X92
W-X92
Tie Rod

A two-part bush (8, Fig. 2) is welded on the tie rod (4). At the bottom of the cylinder
block, two set screws (7) keep the two-part bush in position to prevent vibration of the
tie rods.
If a tie rod breaks in the bottom area, the holders (11) and screws (12) make sure that
the nut (10) does not fall into the crankcase.

I
1
2 4 II-II
9
3

II II
4 7

7
8 WCH02762 WCH02762

5 III
12

11
III
10

WCH02762
10
TIE RODS − DRIVING END
11

WCH02762 12
TIE RODS
III
MIDDLE SIXTEEN
6 10
III 11

WCH02762 12
WCH02762
TIE RODS − FREE END

Fig. 2: Tie Rod Assembly

1 Protection cover 7 Set screw
2 Round nut 8 Two-part bush
3 Intermediate ring 9 Cylinder jacket
4 Tie rod 10 Nut
5 Column 11 Holder
6 Bedplate 12 Screw

2014 2/ 2 Winterthur Gas & Diesel Ltd.

Cylinder Liner and Cylinder Cover Group 2

Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2124−1/A1

Lubricating Quills on Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2138−1/A2
Piston Rod Gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2303−1/A1
Injection Valve (FAST Nozzle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2722−1/A1
Starting Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728−1/A1
Exhaust Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2751−1/A1
 W-X92W-X92 Operation 2124−1/A1

Cylinder Liner

1. General
Screws and holders attach the cylinder liner (4, Fig. 1) in the cylinder jacket (5). The
nuts of the elastic bolts attach the cylinder cover (1), cylinder liner (4) and the top and
bottom water guide jacket (2) and (3), to the cylinder jacket (5).
The surfaces of the cylinder liner (4) and the cylinder jacket (5) make the metallic seal
(MS). A non-hardening compound is applied around the surface of the metallic seal to
prevent leakage.
An antipolishing ring (8) is installed in the top part of the cylinder liner (4). The
antipolishing ring removes coke contamination at the piston crown during operation.

2. Cooling
The cooling water flows through (CI) into the bottom water guide jacket (2) to the
water space WS and around the cylinder liner (4). Cooling water flows also through
the tube (9) into the top water guide jacket (3).
From the top water guide jacket (3), the cooling water flows through the cooling bores
(7) and the cylinder cover (1) into the exhaust valve cage. Cooling water then flows
through the cooling water outlet (3, Fig. 2) and back to the plant.
The O-rings (10, Fig. 1) are used to seal the water space WS. If water leaks you must
replace the O-rings as soon as possible.
To prevent unwanted tension in the top part of the cylinder liner, the temperature of
the cooling water must be kept in the permitted range. The maximum permitted
temperature ranges are:
D ± 2_C at constant load
D ± 4_C during load changes.

3. Lubrication
Cylinder lubricating oil flows to the running surface of the cylinder liner (4) through
eight lubricating quills (6). The lubricating grooves LG are milled around the
circumference of the cylinder liner and make sure that the lubricating oil is equally
supplied (see 2138−1 Lubricating Quill).
Oil between the piston rings collects in the oil grooves OG and stays on the surface of
the cylinder liner. This oil can decrease the lubricating oil feed rate.
For more data about the cylinder lubrication, see 7218−1.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

2124−1/A1 Operation W-X92
W-X92
Cylinder Liner

1 I

8
7
2

WS I
3 WS
6 OG
9

10
FUEL SIDE LG 4

WCH02766

MS CI
5

SP 1
2
PU
11
3

WCH02766
4

WCH02766

Fig. 1: Cylinder Liner

1 Cylinder cover 11 Inlet pipes (cooling water)
2 Top water guide jacket
3 Bottom water guide jacket
4 Cylinder liner OG Oil grooves
5 Cylinder jacket CI Cooling water inlet (water guide jacket)
6 Lubricating quill MS Metallic seal
7 Cooling bores LG Lubricating grooves
8 Antipolishing ring SP Scavenge ports
9 Tube PU Piston underside
10 O-ring WS Water space

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 2124−1/A1
Cylinder Liner

3 1

EXHAUST SIDE 2

WCH02767

Fig. 2: Cooling Water Outlet

1 Exhaust valve cage 3 Cooling water outlet
2 Cylinder cover

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 2138−1/A2
Pulse Jet Cylinder Lubrication

Lubricating Quills on Cylinder Liner

1. General
Ten lubricating quills (3, Fig. 1) are are installed around the circumference of the
cylinder liner (2). The lubricating pump (4) installed on the rail unit, supplies
lubricating oil through pipes to each lubricating quill.

WCH02856

Fig. 1: Location of Lubricating Quills

1 Cylinder block 3 Lubricating quill
2 Cylinder liner 4 Lubricating pump 25_7230_C#_1

Winterthur Gas & Diesel Ltd. 1/ 2 2014

2138−1/A2 Operation W-X92
W-X92
Lubricating Quills on Cylinder Liner

2. Function
The lubricating pump supplies a set quantity of lubricating oil at high pressure through
the connection (OI, Fig. 2) into the lubricating quills.
The non-return valve (1) opens and the lubricating oil flows out of the the nozzle tip
(5) into the lubricating point (6) as a spray. The lubricating oil flows equally into the
grooves on the cylinder liner wall (see also 2124−1 Cylinder Liner and 7218−1
Cylinder Lubrication).
After a lubrication pulse, the oil pressure decreases and the force of the compression
spring (7) closes the non-return valve (1).

1 2

9 3

8 4
OI 5

WCH02768

Fig. 2: Lubricating Quill

1 Non-return valve 7 Compression spring
2 Piston 8 Union nut
3 Cylinder liner 9 Holder
4 Piston ring
5 Nozzle tip
6 Lubricating point in cylinder liner OI Lubricating oil inlet

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 2303−1/A1

Piston Rod Gland

1. General
The piston rod gland (4, Fig. 1) keeps the dirty oil in the scavenge space (SS) and
prevents contamination of the bearing oil. Also, the piston rod gland seals the
scavenge air from the crankcase (1).
Damaged gaskets cause an increase in the quantity of oil in the leakage oil drain. You
use the sample port (3) to get an oil sample. You can measure this sample, and/or
send the sample to the laboratory to make an analysis.
WARNING
Danger: The leakage oil drain LD must not become clogged (see
0240−1. There is a dangerous risk of fire if the dirty oil does not
flow away from the area (see 0450−1).

Note: Some items can

look different.

4 SS

LD
1

2
LP
3
WCH02291

Fig. 1: Location of Piston Rod Gland Box

1 Crankcase SS Scavenge space
2 Piston rod LP Leakage oil pipe
3 Sample port LD Leakage oil drain
4 Piston rod gland

2. Function
During operation, the three scraper rings (7 and 12, Fig. 2) remove dirty oil from the
piston rod. The dirty oil flows through the oil bores (1) and collects in the bottom of the
scavenge space (SS). The dirty oil flows out through the leakage oil drain on the fuel
side.
The two gaskets (9) and (10) prevent the release of scavenge air into the crankcase.
The low scavenge air pressure is released through a vent in the plant.
The oil that flows through the relief passages (2) into the neutral space (3) flows into
the oil drain.
The four ring supports (4) hold the eight scraper rings (7) in position. The scraper
rings remove bearing oil from the piston rod. This bearing oil flows through the
bearing oil drain (BD) to the crankcase.
The tension springs, (8) and (11), keep the scraper rings (7) and (12) against the
piston rod.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

2303−1/A1 Operation W-X92
W-X92
Piston Rod Gland

12 13
11
10 1
9
8 2
6 7 3
SS

5 4
BD BD

WCH02769
I I

Fig. 2: Piston Rod Gland

1 Oil bore 10 Gasket (4-part)
2 Relief passage 11 Tension spring
3 Neutral space 12 Scraper ring (4-part)
4 Ring support (3-part) 13 Housing (2-part)
5 Support
6 Cylinder jacket
7 Scraper ring (3-part)
8 Tension spring BD Bearing oil drain
9 Gasket (four-part) SS Scavenge space

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 2722−1/A1

Injection Valve (FAST Nozzle)

1. General
Three Fuel Actuated Sacless Technology Injection (FAST) valves (3, Fig. 1) are
installed in each cylinder cover.
Fuel, which leaks because of the needle clearance, drains through the connection to
the fuel leakage pipe into the collector block (see 8019−1 Fuel System).
Fuel, which can leak between the nozzle body (9, Fig. 2), clamp nut (4), coupling nut
and nozzle holder (1) (leakage) flows up and shows at the top edge of the cylinder
cover.
To disassemble, assemble and do tests of the injection valves, see the Maintenance
Manual, Chapter 2722−1.

2
3

Note: Some parts can look

5 different.

WCH02770

Fig. 1: Location of Injection Valves

1 Cylinder cover
2 Nozzle holder
3 Injection valve
4 HP fuel pipe (injection valve)
5 Injection control unit

Winterthur Gas & Diesel Ltd. 1/ 2 2014

2722−1/A1 Operation W-X92
W-X92
Injection Valve (FAST Nozzle)

2. Function
Fuel flows at high pressure from the injection control unit to the three injection valves.
The fuel quantity necessary for injection flows through the connection (FS) and the
fuel bore (5) to the nozzle body (9). The pressure of the fuel lifts the needle (12)
against the force of the compression spring (2), and a high pressure fuel spray flows
into the combustion chamber.

II II
I I II
7

FS

6 1
8

9
12

4 10

WCH02770
11

Fig. 2: Injection Valve

1 Nozzle holder 8 O-ring

2 Compression spring 9 Nozzle body
3 Tappet 10 Cylinder cover
4 Clamp nut 11 Nozzle tip
5 Fuel bore 12 Needle
6 Spring tensioner
7 Tension washer cage FS Fuel supply

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 2728−1/A1

Starting Air Valve

1. General
A starting air valve is installed in each cylinder cover (6, Fig. 1). The starting air valves
start the engine, or decrease the engine speed for reversing.
The WECS−9520 monitors and controls the starting air valve operation (see 4002−1,
paragraph 4.4). The FCM−20 open the starting air valves electronically at the correct
crank angle to release starting air into the combustion chamber.
The parameter settings of the starting air valves are adjustable. The WECS−9520
gives access to the parameter settings. (refer to 4618−1, paragraph 2.2).
For more data, see the schematic diagrams, 4003−2.and 4003−9.

2. Function

2.1 Initial Conditions

Starting air pressurizes the air chamber (P2). The compression spring (7) keeps the
valve closed. The pipe (4) in the cylinder cover (6) has the starting air pressure.

2.2 Engine Start

The FCM−20 activates the 3/2-way solenoid valve (8). The air chamber (P1) is
pressurized, the valve opens and starting air flows into the combustion chamber. The
piston (2) moves down, starting air flows into the combustion chamber and the engine
starts to turn.
When combustion starts, the higher pressure (firing pressure) in the combustion
chamber keeps the starting air valve closed.

2.3 Engine Slow-down (to Reverse the Engine)

If the combustion and thus the propulsion stops (or a slower speed is selected from
the remote control), the movement of the ship continues. The flow of water has an
effect on the propeller.
To start the engine in the opposite direction, it is necessary to slow the engine speed
to below the set limit. This operation is related to the engine speed and propeller
configuration, and can be some minutes.
At the specified engine speed, the WECS−9520 opens the starting air valve at
approximately 100_ before TDC. The starting air flows into the combustion chamber.
The piston in the cylinder moves up, compresses the air and the engine speed
decreases and then stops.
The engine then turns in the opposite direction and starts. For more data about
reversing, see 0260−1, paragraph 3.4.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

2728−1/A1 Operation W-X92
W-X92
Starting Air Valve

I I
I-I

WCH02771

8
P1

1
2
3

7
4
6

SA
5

P2

WCH02771

Fig. 1: Starting Air Valve

1 Cover 7 Compression spring

2 Piston 8 3/2-way solenoid valve
3 Housing
4 Pipe
5 Cylinder cover P1 Air chamber
6 Valve spindle P2 Air chamber

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 2751−1/A1

Exhaust Valve
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.1 Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2 Close . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.3 Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.4 Air Supply to Air Spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3. Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

1. General
The exhaust valve (2, Fig. 1) is installed in the centre of cylinder cover (1) and has the
parts that follow:
D Top housing
D Housing
D Valve cage
D Valve spindle
D Valve seat.

II
I I

III
II

3
I-I See Fig. 2 III
II - II See Fig. 2
2
III - III See Fig. 3 WCH02772

Fig. 1: Location of Parts in Cylinder Cover

1 Cylinder cover 3 Pressure transducer
2 Exhaust valve

Winterthur Gas & Diesel Ltd. 1/ 5 2014

2751−1/A1 Operation W-X92
W-X92
Exhaust Valve

The air spring (AS) is below the air spring piston (9, Fig. 2).
The valve stroke sensor (19) monitors and transmits the open and closed positions of
the valve spindle (16) to the WECS−9520.
If there is a large pressure difference between when the exhaust valve opens and the
pressure in the air spring (AS), damage can occur to the exhaust valve. Thus, for
safety the cup springs (10) are installed to absorb vibration and shock.
The thrust piece (6) prevents damage to the inner piston (5) and the top of the valve
spindle (16) when the exhaust valve operates.
Note: Before the lubricating oil pump and service pump are set to on, the air
spring must have pressure and the exhaust valves must be closed. The
engine cannot start if the exhaust valves are not fully closed.

2014 2/ 5 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 2751−1/A1
Exhaust Valve

I-I

1
II - II
2
18
3

HO 4 19
5 17

6 LD

7
17 20
AS
8
OB AI
16 9

AS

10 WCH02772

IB

OS

11

12

15

13

14

WCH02772

Fig. 2: Exhaust Valve and Leakage Oil Drain

Winterthur Gas & Diesel Ltd. 3/ 5 2014

2751−1/A1 Operation W-X92
W-X92
Exhaust Valve

Key to Fig. 2: Exhaust Valve and Leakage Oil Drain

1 Damper 16 Valve spindle
2 Top housing 17 Leakage oil collection space
3 Orifice 18 Hydraulic oil connection
4 Outer piston 19 Valve stroke sensor
5 Inner piston 20 Non-return valve
6 Thrust piece
7 Piston guide
8 Housing AI Air inlet to air spring
9 Air spring piston IB Inlet bore (to air spring)
10 Cup spring OB Oil bath
11 Guide bush AS Air spring
12 Valve cage LD Leakage oil drain
13 Cylinder cover OS Oil supply (to valve guide)
14 Valve seat AS Air spring
15 Rotation wing HO Hydraulic oil inlet

2. Function

2.1 Open
When the piston in the valve control unit (VCU) operates, hydraulic oil (HO) flows
through the connection (18, Fig. 2) into the top housing (2). The outer piston (4) and
the inner piston (5) move down.
The air spring piston (9), which is attached to the valve spindle (16), moves down
against the pressure in the air spring (AS) and the exhaust valve opens. The force of
the exhaust gas on the rotation wing (15) turns the valve spindle.

2.2 Close
When the hydraulic oil pressure from the VCU decreases (i.e. when the control rod in
the VCU opens the related relief bores) the pressure in the air spring (AS) pushes the
air spring piston (9) up.
The valve spindle (16) then pushes the inner piston (5) and the outer piston (4) up
and the exhaust valve closes. The hydraulic oil in the top housing (2) flows back to
the VCU.

2.3 Hydraulic System

Hydraulic oil and air in the system flow continuously from the top housing (2), outer
piston (4) and inner piston (5) into the leakage oil collection space (17). This leakage
oil / air then drains though the leakage oil drain (LD).
The hydraulic oil that flows through the internal bores of the VCU continuously keeps
the correct oil quantity in the hydraulic system.

2.4 Air Supply to Air Spring

Compressed air flows into the air inlet connection (AI) and through the non-return
valve (20) to the inlet bore (IB). The compressed air then flows into the air spring
(AS).
When the exhaust valve opens the air spring piston (9) moves down, which
compresses the air in the air spring (AS). Some of the compressed air flows back
through the inlet bore (IB). After the exhaust valve closes, compressed air flows into
the air spring (AS) again.

2014 4/ 5 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 2751−1/A1
Exhaust Valve

3. Lubrication
Leakage oil from the outer piston (4, Fig. 2) and inner piston (5) lubricates the air
spring piston (9). Oil in the leakage oil collection space (17) drains to the leakage oil
drain (LD).
While the exhaust valve closes, oil flows through the air spring piston (9) and into the
air spring (AS). The air from the air inlet (AI) changes the oil that collects at the
bottom of the air spring (AS) (at the inlet bore IB) into a spray. The spray lubricates
the top part of the valve spindle (16).
When the exhaust valve opens, unwanted oil flows out of the air spring (AS) through
the air spring pipe to an accumulator. The oil in the accumulator automatically drains
through the leakage oil pipe at the driving end of the exhaust valves into the
crankcase.
Oil from the oil bath (OB) lubricates the bottom part of the valve spindle (16).

4. Combustion Control
The pressure transducer (2, Fig. 3) (one for each cylinder) is installed on the cylinder
cover. A relief valve 1 is installed on each pressure transducer. For more data, see
9308−1 Intelligent Combustion Control.

WCH02772

Fig. 3: Pressure Transducer

Winterthur Gas & Diesel Ltd. 5/ 5 2014

Crankshaft, Connecting Rod and Piston Group 3

Axial Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3140−1/A1

Connecting Rod and Connecting Rod Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3303−1/A1
Crosshead and Guide Shoe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3326−1/A1
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3403−1/A1
Crosshead Lubrication and Piston Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3603−1/A1
 W-X92W-X92 Operation 3140−1/A1

Axial Damper

1. General
The engine has a built-in axial damper. The function of the axial damper is to
decrease axial vibrations.
The axial damper includes a top cylinder half (3, Fig. 1) and a bottom cylinder half (4)
attached with bolts to the last bearing girder.

2. Function
Bearing oil flows from the oil inlet (OI) through the oil pipe (5) into the two inlet
pipes (1). The bearing oil then flows through the non-return valves (2) into the groove
in the crankshaft (10) (i.e. into the annular spaces (9) on each side of the middle part
of the cylinder halves (3) and (4)).
Most of the oil can only flow through the pressure reducing nozzle (7) from one
annular space (9) to the other when the crankshaft turns.
The remaining oil drains because of the radial and axial clearances of the sealing
rings (11) and (12) and the vent bore in the pressure reducing nozzle (7).
Note: Do not operate the engine when there is no oil supply to the axial damper.

I I-I
7
8

9
6 16
For View II
II 9
see Fig. 2
OI

10
15
5 1
2 11
12
3

13
14
WCH02773
WCH02773
I
4

Fig. 1: Axial Damper

1 Inlet pipes 10 Groove in crankshaft
2 Non-return valves 11 Large sealing ring
3 Top cylinder half 12 Small sealing ring
4 Bottom cylinder half 13 Vibration damper
5 Oil pipe 14 Bearing girder (part of bedplate)
6 Axial damper monitor 15 Crankshaft
7 Pressure reducing nozzle 16 Bearing cover
8 Orifice
9 Annular space OI Oil inlet

Winterthur Gas & Diesel Ltd. 1/ 2 2014

3140−1/A1 Operation W-X92
W-X92
Axial Damper

3. Axial Damper Monitor

The engine has a system that monitors the axial damper, installed at the free end
above the end casing (see Fig. 2). This system monitors the oil pressure in the front
and rear spaces of the axial damper.
If the oil pressure decreases below a set value, an alarm is activated (for more data
about the setting values, see 0250−2 Alarms and Safeguards).
The cause of this alarm must be investigated and and the problem corrected. See the
possible causes that follow:
D The orifices in the pressure gage pipes are clogged.
D The shut-off valves are closed in the pressure gage pipes.
D There is low oil pressure and / or high oil temperature in the bearing oil system.
D The sealing rings have too much wear, e.g. dirt particles (the clearance is too
large).
D A non-return valve is blocked.

II

1
II

WCH02773

WCH02773

Fig. 2: Axial Damper Monitor

1 Pressure gages 3 Needle valves
2 Pressure transmitters

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 3303−1/A1

Connecting Rod and Connecting Rod Bearing

1. General
The connecting rod connects the crosshead with the crankshaft and converts the
linear movement of the piston into a circular movement.
The bearing shells (2, 6, and 8, Fig. 1) (that you can replace) are installed on the
connecting rod (10) for the bottom end bearing and top end bearing.
The top bearing cover (1) has a white metal layer.

2. Lubrication
Crosshead lubricating oil flows through the connection (11) to the top end bearing,
and holes in the crosshead pin let lubricating oil flow to the guide shoes.
Crosshead lubricating oil flows through the oil bore (9) in the connecting rod (10) to
the bottom end bearing.
Bearing oil flows through the connection (3) for piston cooling through the related oil
bores in the crosshead pin and piston rod.

1
13
12

2
11
3

10

9 4
5
6

WCH02774

Fig. 3: Connecting Rod and Connecting Rod Bearing

1 Top bearing cover 8 Bottom bearing shell (bottom end bearing)
2 Bearing shell (top end bearing-crosshead) 9 Oil bore
3 Piston cooling oil inlet 10 Connecting rod
4 Elastic bolts (bottom end bearing) 11 Crosshead lube oil inlet
5 Round nut 12 Round nut
6 Top bearing shell (bottom end bearing) 13 Elastic bolts (top end bearing)
7 Bottom bearing cover

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 3326−1/A1

Crosshead and Guide Shoe

1. General
The crosshead moves the piston rod (8) and absorbs the lateral forces that come
from the connecting rod (4) (see Fig. 1 and Fig. 2).
The piston rod (8) is attached to the crosshead pin (6) with screws. The bearing oil
necessary to cool the piston flows through the groove (11) and the bore (OB) to the
piston. The oil (OR) flows back to the crosshead pin through the oil pipe (1) and
returns to the crankcase through the drain (OD).
The guide shoes (3) stay in position on the crosshead pin and move up and down in
the guide rails (12), which are in the guide ways of the column (10).

OR
8
OB OB 1

3 2
7 3

OD

WCH02775
5
4

Fig. 1: Crosshead and Guide Shoe (Side View)

1 Oil pipe (to piston) 7 Compression shim
2 Top bearing half (top end bearing) 8 Piston rod
3 Guide shoe
4 Connecting rod OB Oil bore to piston
5 Bearing shell (top end bearing) OR Oil return from piston
6 Crosshead pin OD Oil drain to crankcase

Winterthur Gas & Diesel Ltd. 1/ 2 2014

3326−1/A1 Operation W-X92
W-X92
Crosshead and Guide Shoe

FUEL SIDE

12

9 9

13

CO PC
10

WCH02775

EXHAUST
SIDE

Fig. 2: Crosshead and Guide Shoe (Top View)

3 Guide shoe 11 Groove (in connecting rod)
4 Connecting rod 12 Guide rail
6 Crosshead pin 13 Groove (in crosshead pin)
7 Compression shim
9 Holding plate CO Crosshead lubricating oil inlet
10 Column PC Piston cooling oil inlet

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 3403−1/A1

Piston

1. General
The piston has the parts that follow:
D Piston crown (1, Fig. 1)
D Piston rings (2)
D Piston skirt (3)
D Piston rod (4)
D Oil pipe (5)
D Compression shim (6).
Eleven elastic bolts (8) and round nuts (9) attach the piston crown (1) and the piston
rod (4) together. The piston skirt (3) is attached to the piston rod with screws.
The piston rod (4) is attached to the crosshead pin (7) in a specified position. The
compression shim (6) is installed between the piston rod and crosshead pin. The
thickness of the compression shim is related to the compression ratio.
Note: The mark TOP on all piston rings must point up. For more data about the
piston rings, see the Maintenance Manual 3425−1.

2. Piston Cooling
Lubricating oil is used to keep the piston crown (1) cool. This oil flows from the
crosshead pin (7) into the two oil inlets (OI). The oil then flows through the oil pipe (5)
(inside the piston rod (4)) to the spray plate (10).
The oil comes out as a spray (OS) from the nozzles in the spray plate (10) into the
cooling bores of the piston crown (1). The oil then flows through the oil return (OR)
into the crosshead pin (7) and out through the oil bores to the crankcase.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

3403−1/A1 Operation W-X92
W-X92
Piston

1
OS

10 2

9
8

OR 4

CO CO
6
OI

WCH02776

Fig. 1: Piston
1 Piston crown 9 Round nut
2 Piston rings 10 Spray plate
3 Piston skirt
4 Piston rod
5 Oil pipe (to spray plate) OI Oil inlet
6 Compression shim OR Oil return (from piston crown)
7 Crosshead pin CO Piston cooling oil
8 Elastic bolt OS Oil spray

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 3603−1/A1

Crosshead Lubrication and Piston Cooling

1. General
Lubricating oil keeps the pistons cool. Bearing oil lubricates the crosshead. Each oil
system operates independently. The oil from each system flows through a double
articulated lever to the crosshead.

2. Crosshead Lubrication
The crosshead lubricating oil flows from the oil inlet (OI, Fig. 1) through the support
(2), the bottom lever (4) and the top lever (5) to the connection piece (6). The
connection piece is attached to the connecting rod (10). The oil enters the ring space
(RS) through the bore (7). The crosshead pin (8) is lubricated through bores in the top
end bearing shell (9). The oil flows through the bore (OB) through the connecting rod
(10) to the bottom end bearing.

1
12

TDC

OI

EXHAUST SIDE

BDC 6
7
11
8
10 RS
WCH02777
9
OB
Fig. 1: Articulated Lever − Location

Winterthur Gas & Diesel Ltd. 1/ 2 2014

3603−1/A1 Operation W-X92
W-X92
Crosshead Lubrication and Piston Cooling

Key to Fig. 1: Articulated Lever − Location

1 Column 9Top end bearing shell
2 Support 10 Connecting rod
3 Oil inlet (crosshead lubrication) 11Guide shoe
4 Bottom lever 12 Piston rod
5 Top lever OB Oil bore (crosshead lubricating oil to
6 Connection piece bottom end bearing)
7 Bore (crosshead lubricating oil) OI Oil inlet
8 Crosshead pin RS Ring space (crosshead lubricating oil)

3. Piston Cooling
Bearing oil flows from the oil inlet (OI, see Fig. 1 and Fig. 2) through the support (2),
the bottom lever (4) and the top lever (5) to the connection piece (6). The oil flows
through the bore (7) into the ring space in the crosshead pin (8), through bores in the
top end bearing shell (9). The oil goes through the outer part of the oil pipe (13)
through the piston rod (12) to the piston.
The oil then flows down through the inner part of the oil pipe (13) through the oil
return (OR) to the center bore in the crosshead pin (8). Some of the piston cooling oil
is used to lubricate the guide shoes (11) and the guide shoe pins. The remaining oil
flows into the crankcase.
For more data, see 3326−1 Crosshead and Guide Shoe.

PC
OR
13
12 5

14

6
16

11

9
8

10
15
WCH02777

Fig. 2: Cross-section through Crosshead

5 Top lever 13 Oil pipe
6 Connection piece 14 Bore (in the crosshead pin)
8 Crosshead pin 15 Ring space (piston cooling oil)
9 Top end bearing shell 16 Bore (piston cooling oil)
10 Connecting rod
11 Guide shoe PC Piston cooling (oil inlet)
12 Piston rod OR Oil return

2014 2/ 2 Winterthur Gas & Diesel Ltd.

Engine Control and Control Elements Group 4

Engine Control
Engine Control System WECS−9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4002−1/A1
User Parameters and Maintenance Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4002−3/A1
Regular Checks and Recommendations for WECS−9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4002−4/A1
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−1/A1

Control Diagram
Identification of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−2/A0
Control Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−2/A1
Pipe Diagram − Water Systems (Cylinder Cooling) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−3/A1
Pipe Diagram − Water Systems (Scavenge Air Receiver and Turbocharger) . . . . . . . . . . . . . . . . . 4003−4/A1
Pipe Diagram − Oil Systems (System Oil, Internal TC Oil Supply) . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−5/A1
Pipe Diagram − Oil Systems (System Oil, External TC Oil Supply) . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−6/A1
Pipe Diagram − Servo Oil and Supply Unit Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−7/A1
Pipe Diagram − Oil Systems (Cylinder Lubrication) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−8/A1
Pipe Diagram − Air Systems (Starting Air and Control Air) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−9/A1
Pipe Diagram − Air Systems (Exhaust Gas and Scavenge Air) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−10/A1
Pipe Diagram − Fuel, Drain and Extinguishing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−11/A1

Cylinder Liner Wall − Temperature Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4005−1/A1

Supply Unit Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4104−1/A1
Starting Air Shut-off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4325−1/A1
Control Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4605−1/A1
Local Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4618−1/A1
Pick-up − Engine Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4628−1/A1
 W-X92W-X92 Operation 4002−1/A1

Engine Control System WECS−9520

1

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Engine-related Control Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.2 Fuel Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.3 Servo Oil Pressure Setpoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.4 Cylinder Lubricating System − Control . . . . . . . . . . . . . . . . . . . . . . . . 7
4. Cylinder-related Control Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.2 Fuel Injection Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.3 Exhaust Valve Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.4 Starting Valve Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.5 Crank Angle Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5. WECS−9520 and External Systems − Communication . . . . . . . . . . . . . . . 14
5.1 Propulsion Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.2 Remote Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.3 Electronic Speed Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5.4 Safety System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5.5 Telegraph System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

1. General
The Wärtsilä Engine Control System (WECS−9520) is specially designed for
two-stroke engines with Wärtsilä Common Rail technology. This includes all
engine-related control functions (paragraph 3) and cylinder-related control functions
(paragraph 4).
The engine-related control functions are as follows:
D Fuel rail pressure
D Servo oil pressure for exhaust valve drive
D Cylinder lubrication system
The cylinder-related control functions are as follows:
D Volumetric injection control, which includes Variable Injection Timing (VIT)
D Exhaust valve control, which includes Variable Exhaust valve Opening (VEO) and
Variable Exhaust valve Closing (VEC)
D Starting valve control
D Crank angle sensor.
Data buses transmit signals between the external systems, the Propulsion Control
System (PCS) and the Alarm and Monitoring System (AMS) (paragraph 5). These
data buses are the interface between the operator and engine control.
Software updates must be done only with the supervision of a Wärtsilä service
engineer and in accordance with regulations that Wärtsilä Services Switzerland Ltd.
has set.

Winterthur Gas & Diesel Ltd. 1/ 18 2014

4002−1/A1 Operation W-X92
W-X92
Engine Control System WECS−9520

2. Components
Fig. 1 shows the related components and their connections.
The primary components of the WECS−9520 are as follows:
D The Shipyard Interface Box (SIB) E90 has communication to the external
systems. The SIB also contains an FCM−20 module as an online spare.
D The FCM−20 for engine and cylinder-related control functions are installed in a
compartment in the rail unit.
The system bus connects all modules.
The power supply box (E85) is installed near the engine.
The input / output modules (IOM−10 No.2 to No. 5) are installed in the rail unit.
IOM−10 No.1 is installed in box E98.

2014 2/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4002−1/A1
Engine Control System WECS−9520

Data for 12-cylinder engine

FPA #1

FPA #2

FPA #3

FPA #4

WCH02778

Fig. 1: System Configuration

Winterthur Gas & Diesel Ltd. 3/ 18 2014

4002−1/A1 Operation W-X92
W-X92
Engine Control System WECS−9520

3. Engine-related Control Functions

3.1 General
All engine-related control functions are divided between six of the FCM−20 (cylinders
1 to 6). The last and last but one FCM−20 are for the control functions of the cylinder
lubricating system (see Fig. 2).
For safety, all important input and output signals of the modules have redundancy. If
an FCM−20 becomes defective, the engine will continue to operate. The power supply
also has redundancy.
A defective FCM−20 must only be replaced with the online spare.
If the online spare is used to replace a defective FCM−20, a new FCM−20 must be
installed in the online spare position. This new FCM−20 will receive an application
data download and will then become the new online spare.

FCM−20
Online Spare

2 x System Bus

2 x SSI

FCM−20 FCM−20 FCM−20 FCM−20 FCM−20 FCM−20 FCM−20

Cyl. 7 Cyl. 6 Cyl. 5 Cyl. 4 Cyl. 3 Cyl. 2 Cyl. 1
Control Valve 1
Waste Gate

Engine TDC
Signal

Fuel Rail Common Servo Oil

Pressure Start Valves Rail Pressure

Servo Oil Pump CAS

Actuators
Lubricating Pump Fuel Pump Exhaust
(each Cylinder) Actuators Waste Gate
(optional)

Scavenge Air Scavenge Air

Data for 7-cylinders Pressure Pressure

Fig. 2: Control Functions

2014 4/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4002−1/A1
Engine Control System WECS−9520

3.2 Fuel Pressure Control

3.2.1 Engine Start

At engine start,the fuel pump actuators are set to the start position (see Fig. 3).

3.2.2 Engine Operation

The fuel pressure is related to the engine load. The control loop for the fuel rail
pressure is given as follows:
D The WECS−9520 generates a control signal, which is related to the engine speed
and the fuel command.
D The signals from the FCM−20 control the fuel pump actuators. Each actuator
controls two related fuel pumps through the toothed rack.
D Two pressure transmitters (PT3461−62C) measure the fuel pressure. This fuel
pressure data is transmitted to the FCM−20 of cylinders No. 3 and No. 4.
D The pressure transmitters PT3431−37C are connected to the IOM−10 and send
the pressure value through a bus communication line to the WECS−9520.
D The temperature sensors TE3431−38C are installed on the HP fuel pipes
between the fuel pumps and the accumulators. If there is a difference between
the fuel temperatures, an alarm is activated in the WECS−9520 for the related
fuel pump.

3.2.3 Engine Shut-down

At shut-down, the fuel pump actuators are set to position zero and the the safety
system activates the fuel pressure control valve.

3.2.4 Emergency Mode

If a fuel pump actuator becomes defective, its control output stays in position or turns
slowly to zero supply. Each of the two related fuel pumps will not supply fuel.
The other actuators will continue to control the fuel pressure. At less than the medium
load, the pressure relief valve releases unwanted fuel.

3.2.5 Monitored Items

The fuel pressure is monitored. If the pressure is out of the tolerance, a failure
indication shows.
The pressure transmitters PT3431−37C are installed on the accumulators
downstream from the fuel pumps. These pressure transmitters are connected to the
IOM 10 and send the pressure value through a bus communication line to the
WECS−9520. If the pressure value is not in the set range, the related fuel pump
actuator will move to zero supply.
If a pressure transmitter becomes defective, its signal is indication disappears but an
alarm is activated.
When the function to monitor the fuel is activated, the fuel pump actuator status is
activated. The signals that follow are monitored for each fuel pump actuator:
D Feedback position 4 mA to 20 mA (XI5046−49C)
D Active failure digital input (XS5046−49C).
Fore more data, refer to 8019−1.

Winterthur Gas & Diesel Ltd. 5/ 18 2014

4002−1/A1 Operation W-X92
W-X92
Engine Control System WECS−9520

Injection
Fuel Rail (one, or two part design related to number of cylinders)

Pressure
Pressure
Transmitters
Relief Valve
PT3431−37C
Fuel Pressure
Control Valve

Fuel Fuel Fuel

Pumps Pumps Pumps
Fuel Pump
Actuators
Main Oil Supply
Supply Unit
Drive

Data for
6-cylinders to 8-cylinders

FCM−20 FCM−20 FCM−20 FCM−20

Fuel Booster Cyl. 3 Cyl. 4 Cyl. 5 Cyl. 6
Pump (Plant)

System Bus
Fig. 3: Fuel Pressure Control System

2014 6/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4002−1/A1
Engine Control System WECS−9520

3.3 Servo Oil Pressure Setpoint

3.3.1 Pressure Setpoint

Each servo oil pump has an internal mechanical pressure controller with an electrical
setpoint (see Fig. 4). A pulse width modulation (PWM) signal gives this setpoint.
The setpoint is related to the engine load.
A closed loop control adjusts the pressure in the servo oil rail.
Each pressure controller in the servo oil pumps is connected to an FCM−20 on
cylinders No. 3, No. 4 and No. 5.

to Exhaust Valve and

Injection Control Units
Servo Oil Rail (one, or two part design related to number of cylinders)

Safety
Valve

Supply Unit
Drive

Servo Oil Pumps

Service with Internal Press.
Pump Controller FCM−20 FCM−20 FCM−20 FCM−20 FCM−20
Cyl. 5 Cyl. 4 Cyl. 3 Cyl. 2 Cyl. 1

Servo Oil (filtered

lubricating oil) System Bus

Fig. 4: Servo Oil Pressure Setpoint

3.3.2 Emergency Mode

If one servo oil pump becomes defective, the system will continue to operate. The
other servo oil pumps will continue to supply the necessary pressure to the servo oil
rail.

3.3.3 Monitored Items

The pressure is monitored. If the pressure is out of tolerance, a failure indication
shows.
The sensors are monitored. If the sensors are out of range, a failure indication shows
and the related LED will flash on the FCM−20 of cylinders No. 1 and No. 2 (see
0850−1 Failures and Defects of WECS Components).

Winterthur Gas & Diesel Ltd. 7/ 18 2014

4002−1/A1 Operation W-X92
W-X92
Engine Control System WECS−9520

3.4 Cylinder Lubricating System − Control

3.4.1 General
The last and last but one FCM−20 control the functions of the cylinder lubricating
system (see Fig. 5). When a control signal is received from an FCM−20, each
ALM−20 operates its related lubricating pump. The dual circuits of the system bus,
CAN bus and power supply make sure of redundancy.
The timing is fully flexible and can be set to the applicable crank angles. A controlled
quantity of lubricating oil then flows above, into and below the piston ring pack. (see
7218−1 Cylinder Lubrication).

Servo Oil Rail

Supply Oil Pipe

Cylinder Lubricating Oil

FCM−20
FCM−20

WCH03049

Cyl. n-1 Cyl. n

(the last
Cylinder)

Fig. 5: Cylinder Lubricating System

3.4.2 Emergency Mode

If an FCM−20 or bus becomes defective, the other FCM−20 module or bus makes
sure that control of the cylinder lubricating system continues. A passive failure
indication is shown in the WECS−9520 (for more data, refer to 0850−1)

2014 8/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4002−1/A1
Engine Control System WECS−9520

4. Cylinder-related Control Functions

4.1 General
The the cylinder-related control functions are as follows:
D Volumetric injection control (VIT)
D Exhaust valve control (VEO/VEC)
D Starting valve control.
Each cylinder has an FCM−20. A redundant system bus gives communication
between each FCM−20 (see Fig. 6).
All FCM−20 receive the crank angle signal from a redundant SSI bus.
If an FCM−20 becomes defective, the related cylinder is cut out. The remaining
FCM−20 continue to operate, but the engine output decreases.

Starting
Injection Rail Valves 1 to 3 Valve Exhaust Rail Valve

Injection Position
Quantity Sensor
Start Air Pilot Valve

Sensor
Injection Quantity

Rail Valve return

Rail Valve return

Rail Valve return

Rail Valve Inject

Rail Valve Inject

Rail Valve Inject

Exhaust Valve Position

Rail Valve Close

Rail Valve Open

FCM−20
Cylinder Pressure
Cyl. #n

Power Supply

System Bus (CANopen)

2 x SSI Crank Angle / Speed Signals

Fig. 6: Cylinder-related Control Functions

Winterthur Gas & Diesel Ltd. 9/ 18 2014

4002−1/A1 Operation W-X92
W-X92
Engine Control System WECS−9520

4.2 Fuel Injection Control

4.2.1 Injection Valve Control

Each injection valve related to the rail valve of a cylinder is controlled independently,
but with one common feedback signal for the injected fuel quantity (see Fig. 7).
Fuel injection starts at the same time for all injectors, but ends at different times. The
injection valves on each cylinder at the same time. Special operation modes enable
fuel injection with one or two injection valves (see also 0280−1, paragraph 2).
To improve the spray at low load, one or two injection valves are cut out automatically.
The FCM−20 increases the control outputs up to the applicable signal level for the rail
valves.

Injection
Control
Valves Injection
Valves

Fuel Quantity
Piston
Fuel Quantity
Injection Sensor

Return
Rail Valves

Servo
Oil Fuel Quantity
Seal for Injection Fuel Rail
Emergency Quantity Signal
All components are shown
Stop
in the No Injection position
Fuel

Fig. 7: Fuel Injection Control

2014 10/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4002−1/A1
Engine Control System WECS−9520

4.2.2 Rail Valve On-time

The supply to the rail valve is cut off as soon as the valve piston has moved. This is
the measured ON-time and is shown in the remote control.
The measured ON-time gives data about the rail valve condition.

4.2.3 Initial Set Pulse

Because the rail valves are bistable, their initial position is not specified. Thus, when
the engine is stopped, set-pulses are sent to the rail valves at intervals to get a
specified position.

4.2.4 Injection Control

Fuel injection is controlled as follows:
D Data from the crank angle and VIT are used to calculate the injection start.
D The rail valves are activated to release the injection.
D The time difference between the injection start signal and the injection start is
known as the injection deadtime. The injection start is sensed when the fuel
quantity piston moves.
D The stroke of the fuel quantity piston gives the injection quantity. The injection is
stopped when the fuel quantity piston is at the calculated stroke.
D The WECS−9520 calculates the injection quantity, which is related to the control
signal.
D On the subsequent injection cycle, the calculation of the correct injection time
includes the measured injection deadtime.
D The operation of the injection system is monitored at each cycle.

4.2.5 Emergency Mode

If the fuel quantity sensor is defective, the control system changes the fuel command
signal from the related FCM−20 into a time period. The related cylinder is then
controlled with timed injection.

Winterthur Gas & Diesel Ltd. 11/ 18 2014

4002−1/A1 Operation W-X92
W-X92
Engine Control System WECS−9520

4.3 Exhaust Valve Control

4.3.1 Exhaust Valve − Function

The exhaust valve opens and closes once during each full turn of the crankshaft (see
Fig. 8).
The valve stroke sensor measures the movement of the exhaust valve.
The FCM−20 increases the control outputs to the applicable signal level for the
control valves.

4.3.2 Rail Valve On-time

The time between the start signal and the valve piston movement is measured then
shown in the remote control.

4.3.3 Initial Set-pulse

Because the rail valves are bistable, their initial position is not specified. Thus, when
the engine has stopped, set-pulses are sent to the rail valves at intervals to get a
specified position.

4.3.4 Exhaust Valve Control

The exhaust valve movement is controlled as follows:
D The opening command of the exhaust valve is calculated in relation to the crank
angle and VEO.
D Operation of the rail valve to the open position.
D Measured open deadtime: Displacement time from 0% to 15% of the valve
stroke.
D The close command of the exhaust valve is calculated in relation to the crank
angle and VEC.
D Operation of the rail valve to the closed position (includes offsets, or input from
the ICC system (balance function).
D Measured close deadtime: Displacement time from 100% to 15% of the valve
stroke.
D After the crankshaft has completed one full turn, the timing for the subsequent
cycle is compared to the deadtime of the cycle before and corrected.

Valve Exhaust Valve

Stroke Control Unit
Air Sensor
Spring
Air

4/2-way Valve

All components shown in Main Oil Supply

the CLOSED position

Servo Oil Rail

Collector Pipe
Fig. 8: Exhaust Valve Control

2014 12/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4002−1/A1
Engine Control System WECS−9520

4.3.5 Emergency Mode

If a valve stroke sensor becomes defective, the system uses the average time
settings from the serviceable cylinders for the open and close deadtimes.

4.4 Starting Valve Control

The FCM−20 opens and closes the starting valve directly during each full turn of the
crankshaft at a specified crank angle (and for a specified angle sector) until the
engine operates.

4.5 Crank Angle Sensor

Two crank angle sensor (CAS) units that operate independently are installed at the
center of the engine. Each CAS unit has three proximity sensors and one reference
sensor to calculate the position of the crankshaft gear wheel. The reference sensors 1
and 2 find the related crank angle reference mark (TDC or BDC). The proximity
sensors are connected to the ACM−20 modules (see Fig. 9).

FCM−20 FCM−20 FCM−20 FCM−20 FCM−20 FCM−20

Cyl. 1 Cyl. 2 Cyl. 3 Cyl. 4 Cyl. 5 Cyl. 6

2 x SSI

ACM−20 ACM−20
E96.1 E96.2

Proximity Sensors Proximity Sensors

A1, B1 and C1 A2, B2 and C2

Reference TDC Reference

Sensor 1 Sensor 2
BDC TDC
Crank Angle Marks

BDC Data for

6 Cylinders
Crankshaft
Gear Wheel

Fig. 9: Crank Angle Sensor − Schematic Diagram

Winterthur Gas & Diesel Ltd. 13/ 18 2014

4002−1/A1 Operation W-X92
W-X92
Engine Control System WECS−9520

The ACM−20 modules calculate the accurate crank angle from signals of the related
proximity sensors. One ACM−20 transmits signals through CAN bus M #4 to FCM−20
#4 of the WECS−9520. The other ACM−20 transmits signals through CAN bus M#5 to
FCM−20 module #05. The two ACM-20 modules send the crank angle data to all
FCM−20 modules through the SSI bus.

4.5.1 Crank Angle Signals

The signals and the power supply for the sensors are monitored. Malfunctions are
shown on the flex View (for more data refer to 0850−1 Failures and Defects of WECS
Components). Also, the LED on the ACM−20 show the status of the CAS unit
(sensors and modules) (see 9223−1, Crank Angle Sensor Unit)
An alarm, slow-down signal or shut-down signal shows if the three signals are not in a
specified tolerance.

4.5.2 Crank Angle Algorithm

The ACM-20 module gives the accurate crank angle position. After power-up of an
ACM-20 module, the crank angle data are only available when the engine turns the
crankshaft to a position after the related reference mark (see Fig. 10).

START COMMAND
FROM WECS-9520

Yes: One or two No: The two

ACM-20 give the Crank Angle ACM-20 do not
accurate crank Available? have crank angle
angle data

WECS-9520 does the algorithm

Usual Start
to get the accurate crank angle

USUAL START COMMAND

Use air to increase engine speed
Injection is enabled

Fig. 10: Crank Angle Algorithm − Schematic Diagram

4.5.3 Function
If power becomes disconnected (which will have an effect on the two ACM−20), the
WECS−9520 calculates the crank angle algorithm given below.
The crank angle algorithm starts automatically when:
D The WECS-9520 sends a signal to start the engine and
D The two ACM-20 do not have the correct crank angle data (no accurate angle).

2014 14/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4002−1/A1
Engine Control System WECS−9520

The WECS-9520 selects a cylinder at random and starting air flows into this cylinder.
The position of the crankshaft means that the engine will start to turn slowly ahead,
astern or stay in position.
The algorithm selects the next applicable cylinder. Starting air flows into this cylinder
and the engine turns slowly in the applicable direction.
When the engine turns the crankshaft to a position after TDC or BDC (on the first
cylinder), one of the reference flags is found. The related ACM-20 sends the accurate
crank angle signal to the WECS-9520. The engine start-up sequence is correct.

4.5.4 Sequence
The sequence is as follows:
D The WECS-9520 sends a signal to start the engine.
D The crank angle algorithm data goes to the WECS-9520.
D The WECS-9520 selects the cylinders (from the algorithm data received) that the
starting air will flow to.
D The crankshaft starts to turn in the slow-turning mode.
D The engine starts correctly

5. WECS−9520 and External Systems − Communication

The Diesel Engine Control and OptImizing Specification (DENIS) and the
WECS−9520 are designed so that different propulsion control systems can be used.
All nodes are fully specified. The terminal boxes are installed on the engine, to which
the cable ends from the control room or from the bridge can be connected.
The engine control has all the parts necessary to operate and monitor the engine, and
for the safety of the engine.
The WECS−9520 supplies the data communications to:
D The propulsion control system (PCS)
D The alarm and monitoring system (AMS).
D Control panel at local maneuvering stand
D The BACKUP control panel in the control room.
The standard version of WECS−9520 includes the external communications that
follow:
D Two redundant data cables to the PCS
D Two redundant data cables to the AMS
D One data cable to the local control panel
D One data cable to the BACKUP control panel in control room
D One data cable to a connector at BACKUP control panel of the remote control for
connection to a notebook for the service personnel.
For the schematic diagrams, see Fig. 1 and Fig. 11.
Note: The communications between the systems can be different. See the
related documentation from the approved system manufacturer.

Winterthur Gas & Diesel Ltd. 15/ 18 2014

4002−1/A1 Operation W-X92
W-X92
Engine Control System WECS−9520

5.1 Propulsion Control System

The propulsion control system (PCS) has the subsystems that follow:
D Remote control system (RCS)
D The electronic speed control system (SCS)
D The safety system
D The telegraph system (ECS).
Note: The safety system and telegraph systems operate independently and are
fully serviceable if the RCS becomes defective.

5.2 Remote Control System

The remote control system (RCS) has the primary functions that follow:
D Start, stop and reverse
D Automatic slow turning
D Auxiliary blower control
D Transfer control
D Automatic speed setting program
Data about the WECS−9520 status is available in the RCS. This includes measured
values of sensors, defects and other indications (see the documentation of the remote
control manufacturer).
The operator can adjust the user parameters e.g. maximum fuel limit, running-in
mode and fuel quality setting (FQS).
The operator selects the necessary command on the RCS (e.g. AHEAD or ASTERN).
The RCS sends the commands to operate the engine.
Two scavenge air signals are transmitted to the RCS through the WECS−9520, thus
the signal has redundancy.
If there is a malfunction the WECS−9520 sends an alarm signal to the AMS, or a
slow-down/shut-down signal to the safety system.

5.2.1 Parameter Setting

The parameters are divided into two groups:
D User parameters, access without password
D Expert parameters, access with password only.
The operator can adjust the user parameters e.g. maximum fuel limit, running-in
mode and fuel quality setting (FQS).
Expert parameters are changed only by service personnel, usually during
commissioning. A typical expert parameter is the firing order of the engine, which is
set only once.

2014 16/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4002−1/A1
Engine Control System WECS−9520

5.3 Electronic Speed Control System

The speed control system is part of the PCS.
The electronic speed control system:
D Keeps engine speed at at the necessary value (from remote control)
D Transfers the fuel command to the WECS−9520
The fuel quantity limit is related to the scavenge air pressure and engine protection.
The WECS−9520 receives a fuel command signal from the governor. This signal is
transmitted to all the FCM−20. This is the set-point for the fuel quantity to be injected.
If the speed control system becomes defective, the engine can operate in:
D LOCAL mode − manual adjustment of the fuel quantity at the local control panel,
or
D ECR BACKUP mode from BACKUP control panel in control room.

5.4 Safety System

The safety system has the primary functions that follow:
D Emergency stop
D Overspeed protection
D Automatic shut-down
D Automatic slow-down.
If there is a defect, the WECS−9520 will transmit a signal to the safety system for
each malfunction.
For more data, see 0850−1 Failures and Defects of WECS Components.

5.5 Telegraph System

The telegraph system transmits maneuvering signals from the bridge to the ECR and
local control panel.

Winterthur Gas & Diesel Ltd. 17/ 18 2014

4002−1/A1 Operation W-X92
W-X92
Engine Control System WECS−9520

Alarm and
Propulsion Control System
Monitoring System
DENIS−9520
Remote Control Specification Alarm
Signals
Independent Subsystems: Alarms
Slow-down
signals

Remote Safety Electronic Telegraph Alarm and

Service Access
Control System Speed Control System Slow-down

Control Panel

Connector for
ECR Manual
System System Signals

2 x PCS Bus CANopen

Command Orders from RCS/Speed Control

2 x AMS Bus
or Modbus Modbus
CANopen to ECR Manual Control
Feedback Signals from WECS

Alarm and Slow-down Signals

CAN open for Service Access

Alarm Signals / Indication

WECS Alarm Signals
Control Signals

Safety Signals

Alarm Signals
Indications

D E N I S − 9 5 2 0 E n g i n e S p e c i f i c a t i o n Electric
Motor
Starter
CANopen Units
to LCP

E10, E20, etc. E25 E90 E110, E120, etc

Control Terminal Boxes WECS Shipyard Interface Box Alarm Terminal Boxes
Local
Control
Sensors and Actuators Panel Alarm Sensors

WECS−9520
Local Indications
WECS Sensors and Actuators

RT−flex Engine

Fig. 11: Signal Flow Diagram

2014 18/ 18 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4002−3/A1

User Parameters and Maintenance Settings

1. General
The operator can get access to the user parameter settings without a password.
The operator can get access to the maintenance settings only with a password or a
key.
You use the Operator Interface of the remote control to change or set the parameters
in the WECS−9520 as follows:
D User parameters in USER
D Maintenance settings in ADJUST.
For data about how to get these areas to change the related values, see the
documentation of the remote control manufacturer.

2. User Parameters
Parameter Function
FQS The FQS can be set to adjust the maximum firing pressure to
(Fuel quality setting) the nominal value.
A negative correction angle will advance the injection start
and increase maximum pressure.
A positive correction angle will retard the injection start and
decrease maximum pressure.
VIT on/off VIT is usually set to on (shown as ON).
VIT can be set to off (shown as OFF) for running-in.
OFF means injection starts at the nominal angle and is not
related to the engine power.

CAUTION
Damage Hazard: If the fuel injection is stopped on more than one
cylinder, misfiring can cause dangerous engine vibration. Make sure
that the engine speed is decreased sufficiently to prevent high torsional
vibration. If possible, do not set to off cylinders that have a firing order
of one after the other.
Inj. cut off Stops the fuel injection to a cylinder if necessary. The WECS−9520
(Injection automatically activates a slowdown signal to prevent engine overload. The
cut off) exhaust valve continues to operate on the related cylinder.

Inj. venting This function lets you bleed the injector pipes and ICUs. You
(Injection bleed) can select one cylinder, or more than one cylinder. If the fuel
rail pressure is more than 250 bar, the function will not
operate. The process will continue to operate for 30 seconds.
After 30 seconds, the fields automatically go back to the OFF
condition until selected again.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

4002−3/A1 Operation W-X92
W-X92

User parameters continued:

Exv. A/M Cmds This function lets you manually open and close an exhaust
(Exhaust valve valve when the engine has stopped. The function can also be
auto/manual command) used to do tests of the exhaust valve.
The service pump must be set to on to get pressure in the
servo oil rail. Air spring pressure must also be available.
D AUTO − usual condition. The exhaust valve is closed
when the engine is stopped.
D MAN.OP − the exhaust valve opens. This function
cannot keep the exhaust valve open because oil leaks
through the orifice in the valve actuator and the VCU.
To keep the exhaust valve open, you must use a
special tool (refer to 0520−1, paragraph 3.1)
D MAN.CL − exhaust valve closes.
D TURN.GEAR − the exhaust valve opens while the
crankshaft turns through the crank angle sector for the
selected exhaust valve.

Start Valves Checking To do checks of the control valves on the shut-off valve for
(Common start valves 1/2, starting air.
enable/disable) Set a valve to off, then do a check of the other valve.
Heavy Sea Mode When set to on, the Heavy Sea Mode changes some
functions in the WECS−9520. These changes make sure of
stable and safe engine operation during very bad weather
conditions. This function sets the fuel rail pressure to a
constant value of 700 bar and is not related to the engine
power. Pressure control becomes more stable. Set to off
when weather conditions become light and before
manoeuvring.

All injectors are used for fuel injection for the full load range.
During usual operation at very low engine loads, one injector
is cut out to prevent black smoke. Heavy sea mode prevents
the failure of a cylinder if one injector becomes
unserviceable.

VIT is disabled. The VIT angle is set to 0° but the VIT display
shows ON.
Lubrication (Supply rate) Adjusts the applicable supply rate in steps of 0.05 g/kWh.

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4002−3/A1

3. Maintenance Settings
Parameter Function
Crank Angle For crank angle settings and checks after maintenance, or
Crank angle offset, engine when the crank angle sensor unit is replaced.
TDC offset For the input of crank angle differences (mean values) and to
do checks of the measured values.
Exv. closing offset Cylinder pressure fine tuning in service:
(Exhaust valve closing Lets you adjust the compression pressure.
offset)
Inj. begin offset Cylinder pressure fine tuning in-service:
(Injection begin offset) Lets you adjust the compression pressure.
Inj. correction factor The injected fuel quantity for each cylinder can be
(Injection correction factor) independently decreased to 80%.

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 4002−4/A1

Regular Checks and Recommendations for WECS−9520

1. General
For safety, you must do a check of the redundant control systems and the
components in standby mode at regular intervals.

2. Monthly Checks
You must do an engine start in LOCAL MANUAL CONTROL mode each month.

3. Quarterly Checks

3.1 Level Switch

For more data, refer to 8016−1, paragraph 4 and 8019−1, paragraph 4.
1) Do a check of the electrical cable junctions.
2) Remove the terminal cover from the sensor.
3) Change the selector switch from MAX to MIN.
Note: An alarm will be activated and the LED display on the sensor shows red.
4) Set the selector switch back to the original position.
5) Install the terminal cover to the sensor.

3.2 Power Supplies

1) In the procedure that follows, do a check of the power supplies to:
D FCM−20
D ACM−20
D ALM−20
D IOM−10
D Fuel pump actuators
2) In the power supply box E85, make sure that all related circuit breakers are set to
on (see also 9362−1 Location of flex Electronic Components and the block
diagram in box E85).
Note: Do the check below only when the engine is stopped, e.g. during the
engine start procedure.
3) At the main switchboard (plant side), set to off then set to on the AC #1 power
supply. The WECS−9520 must stay in full operation.

3.3 Pressure Switch PS5017C on 3/2-way Valve

Note: If the pressure switch PS5017C on the 3/2-way valve (35-4325_E0_3) is
defective, you cannot start the engine in LOCAL MANUAL CONTROL
mode.
1) On the WECS−9520 manual control panel, push the LOCAL MANUAL
CONTROL button (see 4618−1, paragraph 2.1).
2) Do the checks of the indications of the turning gear:
D Engaged = switch open
D Disengaged = switch closed.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

4002−4/A1 Operation W-X92
W-X92
Regular Checks and Recommendations for WECS−9520

3.4 Starting Air Control Valves

1) In the remote control, set to off one of the starting air control valves activated by
FCM−20 of cylinder No.1 or No.2 (user parameter, function Start Valves
Checking).
2) Do an an engine start with starting air (AIR RUN) only, or slow turning.
3) Do the test procedure again with the other starting air control valve.
Note: After each start, the WECS−9520 automatically activates the two starting
air control valves.

4. FCM−20 − Replace
1) Replace the FCM−20 as follows:
a) Stop the engine.
b) Disconnect the power supply to the control box E90.
c) In the control box E90, disconnect the power supply to the FCM−20 module
on the related cylinder.
d) Remove the on line spare FCM−20 module from the control box E90.
e) On the related cylinder, replace the unserviceable FCM−20 module with the
on line spare.
f) Install a new FCM−20 to the control box E90 in the on line spare position.
This new FCM−20 becomes the on line spare.
g) Connect the power supply to the control box E90 and the related FCM−20
module.
Note: The new on line spare in the control box E90 will receive a download of
all application data.

5. ALM−20 − Replace
1) Replace the ALM−20 as follows:
a) Stop the engine.
b) Replace the defective ALM−20.
c) Do a function check of the new ALM−20 (outer LED), see 7218−1 ALM−20
paragraph 7.

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4003−1/A1

Engine Control
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Engine Control Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Engine Local Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.1 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.2 Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.3 Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.4 Engine Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. Engine Control System Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.1 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.2 Control Air Supply Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4.3 WECS−9520 Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4.4 Safety and Alarm System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4.5 Automatic Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.6 Auxiliary Blowers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.7 Servo Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.8 Exhaust Valve Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.9 Cylinder Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.10 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.11 Regulating Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.12 Starting System and Start Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.13 Overspeed System and Start Procedure . . . . . . . . . . . . . . . . . . . . . . 10
4.14 Engine Start on Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

1. General
The Diesel Engine CoNtrol and OptImizing Specification (DENIS−9520) and the
WECS−9520 are designed so that different propulsion control systems can be used.
All nodes are fully specified. Terminal boxes are installed on the engine, to which the
cable ends from the control room or from the bridge (related to the propulsion control
system) can be connected.
The engine control system includes all parts that are necessary for engine safety and
to operate and monitor the engine.
The Control Diagram is a schematic diagram of all control components and their
connections.
All code numbers and names used in the data that follow are found in the control
diagram 4003−2/A1 and 4003−2/A0.

Winterthur Gas & Diesel Ltd. 1/ 12 2014

4003−1/A1 Operation W-X92
W-X92
Engine Control

2. Engine Control Functions

The propulsion control system (PCS) has the functions that follow:
D Engine start, operation, maneuvering and shut-down
D Engine speed control
D A function to monitor the engine.
You do the function checks before you put the engine into operation (see paragraph 4
Engine Control System Checks).
Interlocks give protection against incorrect maneuvering.
The control media pressures are given in the table below.

Table 1: Control Media and Pressures

Control Media Pressures

Control air from board system 7.0 bar to 9.0 bar
(Adjusted to 6.5 bar with the pressure reducing
valve 35-23HA)
Control air from starting air system maximum 25.0 bar to 30.0 bar
(Adjusted to 6.0 bar with the pressure reducing
valve 35-19HA)
Starting air from starting air bottle maximum 25.0 bar to 30.0 bar
Main bearing, crosshead bearing 4.0 bar to 5.0 bar
and piston cooling oil
Servo oil 100 bar to 200 bar

3. Engine Local Control

You can operate the engine from the local control panel (see 4618−1).
This mode of operation can be chosen e.g. if there are failures in the electronic speed
control system or the remote control system.
Note: The operator must not leave the local maneuvering stand. The operator
must regularly monitor the engine speed so that the the fuel supply can
be immediately adjusted when necessary.

3.1 Preparation
1) At the WECS−9520 manual control panel, push the button LOCAL MANUAL
CONTROL (Local Control) to change control to the local manual control.

3.2 Engine Start

1) Push the button AUX. BLOWER PRESEL.
2) Push the button FUEL CONTROL MODE.
3) Turn the rotary knob to approximately 15% start fuel charge (see display).
4) Push the button START AHEAD or START ASTERN until the engine operates.
5) Slowly adjust the rotary knob until the engine operates at the applicable speed.
You can see the related value on the display and speed indicator.

2014 2/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4003−1/A1
Engine Control

3.3 Reverse
1) Turn the rotary knob to 15% fuel injection quantity (see display).
2) Push the button START AHEAD or START ASTERN until the engine operates in
the applicable direction.
Note: On ships under way, this procedure can be some minutes because of the
effect of the water on the propeller.

3.4 Engine Stop

1) Use the rotary knob to decrease the engine speed / load.
2) Push the STOP button.

4. Engine Control System Checks

If parts of the pneumatic control system were disassembled, removed or replaced
during an overhaul, you must do a general check before commissioning. See the
procedures in paragraph 4.1 to 4.12.

CAUTION
Equipment Hazard: Leaks that are found during the engine
control system checks must be repaired.

You can do checks on all functions. Interlocks give protection against, and prevent,
maneuvering errors.

4.1 Preparation
Note: For data about the item numbers (e.g. 30-4325_E0_1), see 4003−2, Control
Diagram.
1) Open the indicator valves.
2) On the starting air bottles, close the shut-off valves 930−V03 and 930−V04.
3) Use the handwheel to close the starting air shut-off valve 30-4325_E0_1.
4) Open the ball valves 30-8605_E0_6 and 30-8605_E0_7 to release the pressure
in the starting air manifold.
5) Open the ball valve 30-8353_E0_2 to remove air from the starting air supply pipe.
6) Release the pressure in the control air bottle 35-287HA.
7) Engage the turning gear.
8) Make sure that the service pump 20_8445_E0_5 is set to off (main switch).

Winterthur Gas & Diesel Ltd. 3/ 12 2014

4003−1/A1 Operation W-X92
W-X92
Engine Control

4.2 Control Air Supply Unit

1) At the connection A2 open the 3/2-way valve 35-36HC to supply 30.0 bar to the
control air supply.
2) Make sure that the 3/2-way shut-off valve 35-36HA is open.
3) Use the pressure reducing valve 35-19HA to set the air pressure to 6.0 bar for
the air spring and control air. Do a check of the pressure gages PI4401L and
PI44111L.
4) At connection A1, open the 3/2-way valve 35-36HB to supply 8.0 bar to the
control air supply unit.
5) Use the pressure reducing valve 35-23HA to set the air pressure to 6.5 bar for
the air spring and control air. Do a check of the pressure gages PI4401L and
PI44111L.
6) Make sure that air flows to the 3/2-way valve 35-31HA.

4.3 WECS−9520 Start

1) In the power supply box E85, set all the circuit breakers to on.
2) On all the FCM−20 and IOM−10, make sure that all green LED indications come
on.
Note: The FCM−20 are in operation when the SW LED is constantly green. When
the SW LED flashes, there is a data exchange between the FCM−20 (e.g. a
data download to a new FCM−20).

4.4 Safety and Alarm System

4.4.1 Pressure Sensors PS1101S, PS2002S and PS3431S
1) Do the procedure that follows on the pressure sensors PS1101S, PS2002S and
PS3431S:
a) Make sure that the RCS, safety system, alarm and monitoring system (AMS)
are set to on.
b) On the control room console, push the EMERGENCY STOP button. Make
sure that the pressure control valve 10-5562_E0_3 is electrically operated
(i.e. the coil is energized).
c) Remove the applicable pressure sensor.
d) Connect the pressure calibration hand-pump (tool 94050) to the applicable
sensor.
e) Use the pressure calibration hand-pump (tool 94050) to increase the
pressure to more than the pressure given in Table 2 (e.g. to 10 bar).

Table 2: Pressure Calibration

Medium Code No. Pressure Action Time Interval

Cylinder cooling water PS1101S 2.5 bar Stop 60 s
Main bearing oil PS2002S 3.1 bar Stop 10 s
Air spring PS4341S 4.5 bar Stop 0s
ABB Turbocharger PS2611−13S 0.6 bar Stop 5s
bearing oil pressure
MET Turbocharger PS2611−13S 0.4 bar Stop 5s
bearing oil pressure
Note: The data shown above for the applicable settings are also given in the
Operating Data Sheet 0250−2.

2014 4/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4003−1/A1
Engine Control

f) Make sure that the pressure switch opens.

g) Decrease the pressure in the pipe to set the pressure switch to the correct
pressure (refer to Table 2). Make sure that the pressure switch stays open.
h) Disconnect the pressure calibration hand-pump (tool 94050) from the pipe.
i) Install the applicable sensor.

4.4.2 Pressure Sensors PS2611−13S

1) Do the procedure that follows on the pressure sensors PS2611−13S:
a) Make sure that the RCS, safety system, alarm and monitoring system (AMS)
are set to on.
b) On the control room console, push the EMERGENCY STOP button. Make
sure that the pressure control valve 10-5562_E0_3 is electrically operated
(i.e. the coil is energized).
c) On the instrument panel (1, Fig. 1), remove the applicable coupling (2).

Fig. 1: Instrument Panel

d) Connect the pressure calibration hand-pump (tool 94050) to the applicable
test connection.
e) Use the pressure calibration hand-pump (tool 94050) to increase the
pressure to more than the pressure given in Table 2.
f) Make sure that the pressure switch opens.
g) Decrease the pressure in the pipe to set the pressure switch to the correct
pressure. Make sure that the pressure switch stays open.
h) Disconnect the pressure calibration hand-pump (tool 94050) from the test
connection.
i) Attach the coupling (2) to the test connection.

Winterthur Gas & Diesel Ltd. 5/ 12 2014

4003−1/A1 Operation W-X92
W-X92
Engine Control

4.4.3 Passive Failures

To monitor the passive failures, resistors are installed in the plug between the
connections 2 and 3 of the pressure switches that follow:
D PS1101S
D PS2002S
D PS4341S.
The values of resistors that are related to the the different PCS are given in Table 3:
Table 3: Resistor Values

Supplier Resistor Power

KONGSBERG Maritime 10 kOhm 0.6 W
NABTESCO 5.6 kOhm 0.6 W
SAM / Lyngsø 8.2 kOhm 0.6 W

To activate an alarm in the oil mist detection system, do the procedure given in the Oil
Mist Detector manual.

4.4.4 Speed Pick-ups and TDC

WARNING
Injury Hazard: Before you operate the turning gear, make sure
that no personnel are near the flywheel.

1) Do a check of the pick-ups and crank angle sensor unit as follows:

a) Engage the turning gear.
b) Use the turning gear to turn the crankshaft.
c) Make sure that all LED on the speed pick-ups come on and go off.
d) When the crank angle mark and a tooth (of the flywheel) move across the
proximity sensor face, make sure that:
D All LED on the speed pick-ups come on and go off
e) Disengage the turning gear.

4.4.5 Level Switches

1) Do a check of the level switch in the condensate collectors as follows:
a) Manually operate the float switch to activate a high-level alarm.
2) Do a check of the level switch in the leakage oil return as follows:
a) Manually move the selector switch on the sensor to Min to activate a
high-level alarm.

4.5 Automatic Filter

1) Make sure that the stop valves 20-8445_E0_1 and 20-8445_E0_3 are open (see
4003−2 and 4003−7.

2014 6/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4003−1/A1
Engine Control

4.6 Auxiliary Blowers

1) Set to on the electrical power supply for each auxiliary blower.
2) On the WECS−9520 manual control panel, push the button LOCAL MANUAL
CONTROL (see 4618−1) to get control.
3) Push the button AUX. BLOWER PRESEL. No shutdown must be active. Make
sure that:
a) Auxiliary blower No.1 starts immediately.
b) Auxiliary blower No.2 starts after an interval of between four seconds to six
seconds.
c) Make sure that the auxiliary blowers turn in the correct direction.
Note: This period can be set on the time relay in the auxiliary blower control
box.
4) Do step 3 again from the ECR manual control panel.
5) In the terminal box E12, disconnect the cable from terminal 18 on the pressure
transmitter PT4043C.
6) Connect the pressure calibration hand-pump (tool 94050) and a multimeter to the
pressure transmitter PT4043C. This will simulate a scavenge air pressure (0 bar
to 6.0 bar).
7) Connect an ampere meter between the connection and the related cable.
8) Make sure that the transmitter output (4 mA to 20 mA) is related to the simulated
pressure (0 bar to 6.0 bar). If necessary adjust or replace the transmitter(s).
Note: You can see the value in the operator interface (flexView).
9) Disconnect the pressure calibration hand-pump (tool 94050) and the multimeter.
10) On the pressure transmitter PT4043C, connect the cable to terminal 18.
11) In the terminal box E12, disconnect the cable from terminal 20 on the pressure
transmitter PT4044C.
12) Connect the calibration pump (tool) and a multimeter to the pressure transmitter
PT4044C.
13) Make sure that the transmitter output (4 mA to 20 mA) is related to the simulated
pressure (0 bar to 6.0 bar). If necessary adjust or replace the transmitter(s).
14) Disconnect the pressure calibration hand-pump (tool 94050) and the multimeter.
15) On the pressure transmitter PT4044C, connect the cable to terminal 20.
The auxiliary blower start/stop hysteresis (see the table below) is adjusted in the
remote control.

IMO TIER II
Best Cost Best Efficiency
Pressure A Pressure Pressure Pressure
[bar G] B A B
[bar G] [bar G] [bar G]
Less than 0.45 More than Less than More than
0.65 0.80 1.00

Note: In the table above, the term bar G is equal to 1.0 bar at sea level.

Winterthur Gas & Diesel Ltd. 7/ 12 2014

4003−1/A1 Operation W-X92
W-X92
Engine Control

4.6.1 Auxiliary Blowers Test from ECR Manual Control Panel

1) Set to off the power supply to FCM−20 #4.
2) Make sure that there is command and feedback of the auxiliary blowers.
3) If there is no command and feedback, do a check of the cables to the starter
box(es).
4) Set to on the power supply to FCM−20 #4.
5) Set to off the power supply to FCM−20 #3.
6) Make sure that there is command and feedback of auxiliary the blowers.
7) If there is no command and feedback, do a check of the cables to the starter
box(es).
8) Set to on the power supply to FCM−20 #3.

4.7 Servo Oil System

1) Start the main bearing oil pump and make sure that the operating pressure is
correctly adjusted.
Note: Step 2) is only for engines with eight or more cylinders.
2) At the connecting pipe on the servo oil rail (20−5610_E0_11 and
20−5610_E0_11), make sure that the stop valves (20-8447_E0_7 to
20-8447_E0_10) are open.
3) Start the service pump 20-8445_E0_5.
4) Make sure that the pressure in the servo oil rails is approximately 80 bar to 120
bar. You can see the related value on the WECS−9520 manual control panel
display.

4.8 Exhaust Valve Drive

1) In the RCS, manually open the exhaust valve on cylinder No.1 (see 4002−3
paragraph 2 parameter Exv. A/M Cmd).
2) When the exhaust valve opens, record the value (mA) shown in the flexView of
the field Open position sensor.
3) On cylinder No.1, close the exhaust valve.
4) When the exhaust valve is closed, record the value (mA) shown in the flexView in
the field Open position sensor 1.
5) Do steps 1) to 4) above for each exhaust valve.
Note: The values shown must be approximately the same for all cylinders
(±1.5 mA). If the values are not the same, the exhaust valve did not fully
open, or the sensors are defective.
6) In the RCS, set the parameters of each exhaust valve drive to AUTO (Exv. A/M
Cmd).

2014 8/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4003−1/A1
Engine Control

4.9 Cylinder Lubrication

1) Bleed the air from all cylinder lubrication pumps 25-7206_C1_1 to 25-7206_C#_1
(see the Maintenance Manual, 7218−1).
2) Bleed the air from the pipes to the lubricating quills (see the Maintenance
Manual, 7218−1).
3) Bleed the air from the duplex filter as follows:
a) On the rear of the duplex filter, loosen the bleed screw.
b) Make sure that all the air is removed.
c) Tighten the bleed screw
4) Make sure that all ALM−20 modules are electrically connected. The green power
LED comes on when the power supply is set to on and the lubricating system
software operates correctly (no red LEDs).
5) In the field MANUAL LUBRICATION ON CYL., select the related cylinder number
(in the operator interface), or activate MANUAL EMERGENCY on the 4/2-way
solenoid valve.
6) Look through the scavenge ports to make sure that lubricating oil flows down the
cylinder liner from the lubricating quills.
Note: The number of lube pulses can be changed to those necessary for
operation conditions (e.g. 20 lube pulses to do a feed check, or to bleed
the system). In the flexView, see the field LUBRICATION − MANUAL LUB.
NR. OF CYCLES.
7) Set parameter for the supply rate, e.g. 1.4 g/kWh for running-in (see 7218−1,
paragraph 7.4 and 0410−1, paragraphs 4 and 5).

4.10 Fuel System

1) Set to on the fuel booster pump 910-D015.
2) Make sure that the pressure retaining valve 10-8704_E0_2 is set to give a return
pressure of 3.0 bar to 5.0 bar.
The inlet pressure and outlet pressure of the pressure retaining valve is shown on the
pressure gauges PI3421L and PI3431L (for the setting values, see the Operating
Data Sheet 0250−1).
Note: Step 3) is only for engines with eight or more cylinders.
3) At the connecting pipe on the fuel rails 10-5562_E0_1 and 10-5562_E0_2, make
sure that the stop valves 10-8572_E0_21 to 10-8572_E0_24 are open.
4) On the fuel pressure control valve 10-5562_E0_3, make sure that the knurled
screw is fully tightened to the bottom limit.
5) In the flexView, select Inj. venting to bleed the injection system (see 4002−3).
6) Push all the EMERGENCY STOP buttons to activate a shut-down signal.
The pressure control valve 10-5562_E0_3 must open immediately, and the pressure
in the fuel rails 10-5562_E0_1 and 10-5562_E0_2 must decrease to approximately
5.0 bar (the the return fuel pressure). You can see the pressure decrease on the
WECS−9520 manual control panel display 4618−1, paragraph 2.2.
7) Set the EMERGENCY STOP buttons so the system can operate again.

Winterthur Gas & Diesel Ltd. 9/ 12 2014

4003−1/A1 Operation W-X92
W-X92
Engine Control

4.11 Regulating Linkage

1) Make sure that the connections to the fuel pumps are correctly installed. For
more data, see the Maintenance Manual 5583−1, Adjusting the regulating
linkage.
2) Make sure that the toothed racks move freely over the full range of travel.

CAUTION
Damage Hazard: Do not set to on actuators that are disconnected
from the toothed racks, or disconnect a toothed rack from
actuators that have power. Damage to the actuators can occur.

4.12 Starting System and Start Interlock

4.12.1 Start Interlock

1) Make sure that the starting air shut-off valve 30-4325_E0_1 is closed and air is
released from the starting air supply pipes.
2) Engage the turning gear.
3) At E6, loosen the pipe connection to the valve unit E. No air must come out of the
pipe.
4) Slowly disengage the turning gear. Make sure that no air comes out of the pipe
when:
D The turning gear pinion is engaged
D The axial clearance between the flywheel teeth and the turning gear pinion is
not more than 10 mm.
Note: Do step 4) each time you engage and disengage the turning gear.
5) At E6, tighten the pipe connection.

4.12.2 Starting Air Shut-off Valve

1) On the valve unit E, remove the check valve 35-115HA. Make sure that the three
O-rings do not fall out of the valve.
2) On the WECS−9520 manual control panel, select LOCAL MANUAL CONTROL
(see 4618−1) to get control.
3) Push the button AIR RUN.
4) Make sure that:
D The solenoid valves ZV7013C and ZV7014C are energized (use a
screwdriver or a magnet tester).
D In the valve unit E, control air flows from each pipe of the solenoid valves
ZV7013C and ZV7014C (see 4002−3 Control Diagram).
5) Make sure that:
D The starting air shut-off valve 30-4325_E0_1 is manually closed.
D No shut-down signals are released.
D The turning gear is disengaged.
D The auxiliary blowers are set to off (AUX. BLOWER STOP button).

2014 10/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4003−1/A1
Engine Control

6) On the WECS−9520 manual control panel, select START AHEAD.

7) Make sure that the indications No Aux. Blower Running and Start Interlock are
shown on the WECS−9520 manual control panel. No start command is released.
8) Select START ASTERN.
9) Make sure that the indications No Aux. Blower Running and Start Interlock are
shown on the WECS−9520 manual control panel. No start command is released.
10) Select AUX. BLOWER PRESEL.
11) Select START AHEAD and do steps 6 to 10 again.
12) Select START ASTERN. and do steps 6 to 10 again.
The auxiliary blowers start and in the valve unit E, control air flows from each pipe of
the solenoid valves ZV7013C and ZV7014C.
13) Make sure that the O-rings are in position in the check valve 35-115HA.
14) Install the check valve 35-115HA in the valve unit E.

4.12.3 Turning Gear Interlocks

1) Engage the turning gear.
2) Make sure that the pressure transmitter PS5017C (set−point 2.0 bar) and the
switch ZS5016C do not operate (open contacts).
3) Make sure that the indication Turning Gear Engaged shows on each
WECS−9520 manual control panel (i.e. on the ECR console and the local
maneuvering stand).
4) Make sure that the engine is ready for operation as follows:
a) Make sure that the starting air shut-off valve 30-4325_E0_1 is in the
CLOSED position.
b) Make sure that there is no air in the starting air supply pipe.
5) On the WECS−9520 manual control panel, push the button LOCAL MANUAL
CONTROL to get control.
6) Select the button START AHEAD.
7) Make sure that Start Interlock is shown on each WECS−9520 manual control
panel. No start command is released.
8) Also, do steps 1) to 7) from the ECR manual control panel and the remote
control.
9) Disengage the turning gear.
10) Make sure that Start Interlock disappears from each WECS−9520 manual control
panel. The Start command is cancelled in the remote control.

4.13 Overspeed System and Start Procedure

1) Close the vent valves 30-8353_E0_6 and 30-8353_E0_7.
2) Move the handwheel of the starting air shut-off valve 30-8353_E0_1 to the
position AUTOMAT,
3) Open the shut-off valves on the starting air bottles.
4) Make sure that the turning gear is disengaged.
5) Set the overspeed limit to approximately 30 rpm.
6) Make sure that the safety system checks are done and the pressure control valve
10-5562_E0_3 operates correctly.
7) Set to on the main bearing oil pump.
8) Set to off the service pump 20-8445_E0_5.
9) Set to on the cooling water pumps.
10) Push the button LOCAL MANUAL CONTROL at WECS−9520 manual control
panel (see 4618−1) to get control.

Winterthur Gas & Diesel Ltd. 11/ 12 2014

4003−1/A1 Operation W-X92
W-X92
Engine Control

11) On the WECS−9520 manual control panel (see 4618−1), select the button
LOCAL MANUAL CONTROL to get control.
12) Push the AIR RUN button to start the engine with air only.
13) When the engine is at a speed of 30 rpm, the overspeed monitor will activate a
shut-down signal.
14) Make sure that the fuel pressure control valve 10-5562_E0_3 opens and that the
pressure in fuel rails decreases immediately. You can see the pressure decrease
on the WECS−9520 manual control panel.
Note: At the same time the fuel pump actuators move the regulating linkages to
the position 0.
15) Set the overspeed monitor so that the system can operate again.
16) When these overspeed tests are satisfactorily completed, set the overspeed
monitor in the safety system to the nominal speed +10%.

4.14 Engine Start on Fuel

1) Make sure that the engine is ready for operation (see 0110−1, paragraph 2
Prepare for operation).
2) On the WECS−9520 manual control panel, push the button AIR RUN to turn the
engine to turn the engine with air.
3) Push the button FUEL CONTROL MODE.
4) On the local control panel, use the rotary knob to set the fuel injection quantity
to between 10% and 25%.
5) On the WECS−9520 manual control panel, push the button START AHEAD to
start the engine.
6) Use the rotary knob to adjust the fuel injection quantity, which controls the engine
speed. Operate the engine until all cylinders fire regularly.
7) Select the button STOP. The engine stops.
8) On the WECS−9520 manual control panel, push the button REMOTE AUTO.
CONTROL. The remote control now has control.
9) You can now start the engine from the remote control.

2014 12/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4003−2/A0
Control Diagram

Identification of Parts
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Area Codes in the Control Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. System Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4. Process Codes − Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5. Sensors and Transmitters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6. Actuators and Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

1. General
The identification of parts include those given in: 4003−1, 4003−2, 4003−3,
4003−4, 4003−5, 4003−6, 4003−7, 4003−8, 4003−9, 4003−10 and 4003−11.

2. Area Codes in the Control Diagram

The area codes in the control diagram are shown in Table 1.

Table 1: Area Codes

A − Control air supply unit
B − Fuel supply
D − Servo oil supply
E − Valve unit for start
K − Local control panel
L − Cylinder lube oil supply unit
K − Fuel pressure control valve

3. System Codes
The system codes are shown in Table 2.

Table 2: System Codes

Code 10 − Fuel System
Code 20 − Oil System
Code 25 − Cylinder Lubrication System
Code 30 − Starting Air System
Code 35 − Control Air System
Code 40 − HT Cooling Water System
Code 48 − Cylinder Cooling Water System CCO
Code 50 − Exhaust Gas System
Code 70 − Miscellaneous Systems
Code 80 − Automation System
Code 99 − Pipe Diagram
Code 900 − Engine Room

Winterthur Gas & Diesel Ltd. 1/ 6 2014

4003−2/A0 Operation W-X92
W-X92
Identification of Parts

4. Process Codes − Description

The process codes and their descriptions are shown in Fig. 1 and Table 3.

10-5556_E0_1

System Design Group Running Number

0 = for all Cylinders

Cylinder e.g. E5 = Engines with five or more cylinders

Code to identify the function

Signal from / to engine
ZS
Code for systems
5123 C
Type of Circuit Number

Fig. 1: Process Codes − Identification

Table 3: Process Codes − Descriptions

Process Code Description

10−2710_CX_Y Fuel injection valve

10−5556_E0_1 to 10−5556_E0_6 Fuel pump 1 to fuel pump 6
10−5562_E0_1 Single wall fuel rail
10−5562_E0_2 Single wall fuel rail
10−5562_E0_3 Pressure control valve
10−5564_CX_1 to 10−5564_CX_8 Injection control unit
10−5562_E0_10 Non return valve
10−5562_E0_11 Non return valve
10−5562_E0_12 Non return valve
10−5562_E0_13 Non return valve
10−8704_E0_2 Adjustable pressure retaining valve

20−5551_E0_1 to 20−5551_E0_3 Servo oil pump 1 to servo oil pump 3

20−5612_CX_1 Valve control unit
20−5612_CX_2 4/2-way valve
20−5612_CX_3 Filter VCU
20-5562_E0_6 3/2−way solenoid valve

2014 2/ 6 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4003−2/A0
Identification of Parts

Process Code Description

20−5610_E0_1 to 20−5610_E0_3 Non-return valves

20−5610_E0_4 Pressure safety valve
20−5614_E0_11 and 20−5614_E0_12 2-way shut-off valve
20−5614_E0_1 and 20−5614_E0_3 Pressure reducing valve
20−5614_E0_5 and 20−5614_E0_6 Cylinder lubrication mini−rail
20−8406_E0_5 Ball valve
20−8430_E0_1 Solenoid valve
20−8430_E0_2 Ball valve
20−8445_E0_4 Service pump
20−8445_E0_5 Pressure safety valve
25−8475_E0_6 and 25−8475_E0_7 Duplex filter
25−5614_E0_2 Pressure safety valve
25−8475_E0_1 Ball valve
25−8475_E0_2 Ball valve
30−2728_CX_1 3/2-way solenoid valve
30−4325_E0_1 Starting air shut-off valve
30−8605_E0_6 Ball valve
30−8605_E0_7 Ball valve
30−8650_E0_1 Pressure safety valve
30−8605_CX_1 Flame arrester
35−287HA Control air bottle
35−351HA Air filter
35−4606_E0_3 Bottle
35−8606_E0_3 Collector (leakage oil from air spring)
35−115HA Double check valve
35−19HA Pressure reducing valve
35−23HA Pressure reducing valve
35−274HA Pressure safety valve
35−274HD Pressure safety valve
35−2751_CX_1 Non-return valve
35−2751_CX_2 Restrictor
35−31HA 3/2-way valve

Winterthur Gas & Diesel Ltd. 3/ 6 2014

4003−2/A0 Operation W-X92
W-X92
Identification of Parts

Process Code Description

35−36HA 3/2-way valve

35−36HB 3/2-way valve
35−36HC 3/2-way valve
35−4325_E0_2 3/2-way valve
35−4325_E0_3 3/2-way valve
35−4325_E0_5 2/2-way valve
35−4605_E0_8 2-way shut-off valve
35−4605_E0_9 Restrictor
35−4606_E0_2 2-way shut-off valve
35−4606_E0_4 Needle valve
35−8353_E0_2 Ball valve
50−2751_CX_1 Exhaust valve
50−8135_E0_1 2/2-way valve
50−8135_E0_2 3/2-way valve
910−D015 Fuel booster pump
925−B001 Cylinder lube oil tank
990−25 Main lubricating oil inlet
990 33 Cylinder lub oil inlet
990 34 Leakage oil driving end outlet
990 35 Leakage oil free end outlet
990 45 Control air supply inlet
990 49 Fuel inlet
990 50 Fuel return outlet
990 51 Sludge
990 52 Fuel leakage outlet
990 57 Various leakage outlet

2014 4/ 6 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4003−2/A0
Identification of Parts

5. Sensors and Transmitters

The sensors, transmitters and their descriptions are shown in Table 4.

Table 4: Sensors and Transmitters − Descriptions

Sensors − Control and Safety Sensors − Alarm
PS1101S Cylinder cooling water inlet
PS2002S Main bearing oil supply PS5017C Pressure switch, valve unit for start
PS2611−12S Turbocharger bearing oil inlet
PS4341S Air spring air pressure PT1101A Cylinder cooling water inlet press.
PS5017C Turning gear disengaged PT1361A Scavenge air cool. press. water inl. cooler
PT2001A Main bearing oil inlet press.
PT2611−12A Turbocharger bearing oil inlet
PT2711A Geislinger damper oil inlet
PT2721A Axial detuner oil aft side
PT2722A Axial detuner oil fore side
PT1101C Cylinder cooling water inlet press. PT3151A Cyl. lube oil press. downstream of supply
unit
PT2001A Main bearing oil inlet press. PT3421A Fuel pressure upstream of supply unit
PT2002C Bearing oil pressure, inlet engine PT4341A Air spring air pressure

PT2071−72C Servo oil pressure PT4401A Control air pressure supply

PT3131−38C Cyl. lube oil Cyl. 1−8 PT4411A Control air stand-by supply
PT3421C Fuel pressure upstream of supply PT4421A Control air pressure inlet
unit
PT3461−62C Fuel rail pressure
PT4043−44C Scavenge air pressure in air AE2401−08A Oil mist concentration in crankcase
receiver
PT4301C Starting air upstream of shut-off AE2415A Oil mist concentration in gear box
valve
PT4341C Air spring air pressure
PT4421C Control air pressure inlet FS2061−62A Servo oil pump 1−2 (flow)

AS2401S Oil mist concentration in Servo oil supply unit, leak

crankcase
LS3444−45A Rail unit general leak
FS2521−28S Piston cooling oil flow LS3446−47A Fuel pipe leak
LS4071−73A Scav. air cond, water level water sep.
ST5101−04C Engine speed LS4075A Scav. air cond, water level upstream of
water sep.
ST5111−12S Too much engine speed LS4351−52A Air spring air leakage oil level
ST5131−36C Crank angle pick−up
TE1111A Cylinder cooling water inlet
ST5201−02C Turbocharger speed TE1121−28A Cylinder cooling water outlet each cyl.
TE1371A Scav. air cool. water inlet cooler
ZS5016C Turning gear disengaged TE1381A Scav. air cool. water outlet cooler
ZS5018C Start air shut-off valve man. closed TE2011A Main bearing oil inlet
ZS5123C Engine TDC signal TE2101A Thrust bearing temp. outlet
ZS5124C Engine BDC signal TE2102−11A Main bearing temp. outlet

Winterthur Gas & Diesel Ltd. 5/ 6 2014

4003−2/A0 Operation W-X92
W-X92
Identification of Parts

Sensors − Control and Safety Sensors − Alarm

ZS5372C Butterfly valve, exhaust waste gate TE2501−08A Piston cooling oil outlet each cyl.
ZT5421−28C Exhaust valve 1−8, open and TE2601−2A Turbocharger bearing oil outlet
close positions
TE3411A Fuel temp. upstream of supply unit
TE3701−08A Exhaust gas downstream of each TE3431−38C Fuel temp. fuel pump outlet
cylinder TE3721−22A Exhaust gas temp. upstream of TC
TS4521S Thrust bearing temp. Front TE3731−32A Exhaust gas temp. downstream TC
TE4031−32A Scav. air temp. downstream of air cooler
TE4801−08C Cylinder liner wall temp. A TE4081−88A Scav. air temp. piston underside
TE4821−28C Cylinder liner wall temp. B TE4521A Thrust bearing oil temp. Front
TE4841−48C Cylinder liner wall temp. C

6. Actuators and Valves

The actuators, valves and their descriptions are shown in Table 5.

Table 5: Actuators and Valves − Descriptions

Actuators Local Indications
PI1361L Scav. air cool. press. water inl. cooler
PI2611L Turbocharger bearing oil inlet
PI2711L Geislinger damper oil inlet
CV7013C Common start valve 1 PI2721L Axial detuner oil − rear
CV7014C Common start valve 2 PI2722L Axial detuner oil − front
CV7076C Exh waste gate Ctrl Valve
CV7131−38C Cyl. lub. valve comm. 1 Cyl. 1−8 PI3421L Fuel upstream of pressure retaining valve
PI3431L Fuel downstream pressure retaining
valve
CV7201−08C Exhaust valve setpoint Cyl. 1−8 PI4001L Scav. air press. upstream of air cooler
CV7201−08D Injection command 1 Cyl. 1−8 PI4021L Scav. air press. downstream of air cooler
CV7201−08E Injection command 2 Cyl. 1−8 PI4401L Control air normal pressure inlet
CV7221−22C Servo oil pump actuator No. 1−2 PI4411L Control air stand-by pressure inlet
CV7231−33C Fuel pump setpoint 1−2
CV7241−48C Start air pilot valve Cyl. 1−8
ZV7061S EMERGENCY STOP TI1121−28L Cylinder cooling water outlet each cyl.
(Fuel Shutdown valve) TI1371L Scav. air cool. water inlet cooler
TI1381L Scav. air cool. water outlet cooler
TI2011L Main bearing oil inlet

TI3701−08L Exhaust gas downstream of each cylinder

TI3721L Exhaust gas temp. upstream of TC
TI3731−32L Exhaust gas temp. downstream of TC
TI4031−32L Scav. air temp. downstream of air cooler
TI4521L Thrust bearing oil temp. − front

SI5101M Engine speed

2014 6/ 6 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4003−2/A1

Control Diagram

40

925−B001
CV PT
7131−42C 3131−42C

930−V03

930−V04
33

25−7230_C10_1

25−7230_C11_1

25−7230_C12_1
25−7230_C1_1

25−7230_C2_1

25−7230_C3_1

25−7230_C4_1

25−7230_C5_1

25−7230_C6_1

25−7230_C7_1

25−7230_C8_1

25−7230_C9_1
ZT

25−8475_E0_1
5421−32C

3/2−WAY SOLENOID
CV

30.2728_CX_1
35−2751_CX_1 7241−52C

10−2710_CX_Y

AUTOMAT
30−8650_E0_1 PT

OPENED
CLOSED

25−8475_E0_6

25−8475_E0_7
35−2751_CX_2 RAIL UNIT
10.5564_CX_1 CV CV CV
P 3124C
30−4325_E0_1
I
930−B001 930−B002 7441−52C 7461−72C 7481−92C
10.5564_CX_2
30 bar 30 bar RAIL VALVE

30−8605_E0_7

30−8605_E0_6
CV CV CV 20.5614_E0_6 20.5614_E0_5
PT

20−5614_E0_11

20−5614_E0_12
30.8605_CX_1 DISTRIBUTOR PIPE DISTRIBUTOR PIPE I
ZS 7741−52C 7761−72C 7781−92C 2041C P
ZT 25−5614_E0_2
5018C
STARTING AIR 5461−72C
P P

30−8353_E0_2

30−8353_E0_1
50−2751_CX_1
I I
10−5610_CX_2 10−5610_CX_3
PT PT
4301C 4302C

2/2−WAY VALVE
35.4325_E0_5

20−5612_CX_4
PS PT PT
CONTROL AIR 4341S 4341A 4341C 10−8741_E0_1 20.5612_CX_1 20−5614_E0_1 20−5614_E0_3
BOARD SUPPLY
7−9 BAR

10−8741_E0_2
45

10−8752_E0_23

10−8752_E0_24
I I
P P

20−5560_CX_1
CV

3/2−WAY VALVE

3/2−WAY VALVE
E

35.4325_E0_2

35.4325_E0_3
7421−32C
CV CV 10.5562_E0_2 10.5562_E0_1

20−5562_E0_4
35−274HD 1000 bar
FUEL RAIL FUEL RAIL 20−5612_CX_5
7014C 7013C

10−5562_E0_14

10−8752_E0_21

10−8752_E0_22
LS 10.5562_E0_3
10−5662_E0_9 20.5612_CX_2

00−8752_E0_2010−5562_E0_13

00−8752_E0_1910−5562_E0_12

00−8752_E0_1810−5562_E0_11

00−8752_E0_1710−5562_E0_10
4351−52A RAIL VALVE
P P
35−8606_E0_3 PS CV
I I
35−8606_E0_4

5017C 7401−12C
35−115HA 20−5562_E0_5 PT PT

10−5562_E0_15
3461C 3462C 75 m
20−5612_CX_3
E6
20.5562_E0_6 ZV
3/2-WAY SOLENOID
7061S
20−1409_E0_2 ZS 20−5562_E0_7 LS LS
CRANKCASE 35.31HA SQUARE PIPE
(DRAIN) 5016C 3/2−WAY VALVE 3447A 3446A

20−8447_E0_9

20−8447_E0_7
20−5562_E0_8
CONTROL AIR A M
PT PT
SUPPLY
I PT I I
P 4401A 2071C P 2072C P
PI 20−5610_E0_5
4401L 20.5610_E0_12 20.5610_E0_11 200 bar
35−4605_E0_5

20−8447_E0_10

20−8447_E0_8
SERVO OIL RAIL SERVO OIL RAIL
35−4605_E0_6
20−5610_E0_4
A1 TURNING GEAR
20−5610_E0_3 20−5610_E0_2 20−5610_E0_1
3/2−WAY VALVE

A6
20−5610_E0_7
35.36HB 35−23HA 35−342HA
3/2−WAY VALVE
35.36HA

PT
I
CONTROL AIR P 4411A PT PT
STAND-BY SUPPLY 4421A 4421C LS LS
PI
3445A 3444A
4411L 35−4605_E0_7
35−351HA I I
35−4605_E0_8 P P
35−274HA

00−8752_E0_16

00−8752_E0_11 00−8752_E0_15

00−8752_E0_14

00−8752_E0_13
A2

20−8447_E0_6

20−8447_E0_4

20−8447_E0_2
A3 15 l
35−287HA
35.36HC 35−19HA 35−342HB35−4605_E0_9
3/2−WAY VALVE

35−4606_E0_2 SERVICE PUMP

00−8752_E0_12

00−8752_E0_10

00−8752_E0_9
35−4606_E0_3 TE
PI
AE ST
PT PT PT PT 2501−12A ZS 20−8445_E0_6 2078L
35−4606_E0_4 2401−12A 5111−12S
3437C 3435C 3433C 3431C 5125C
TI TS TE ST ZS ZS
I 10−8752_E0_28 I 10−8752_E0_27 I 10−8752_E0_26 I 10−8752_E0_25
INDICATION PANEL K P P P P 4521L 4521S 4521A 5101−04C 5123C 5124C

10−8752_E0_2

10−8752_E0_1
00−8752_E0_7

00−8752_E0_6

00−8752_E0_5

10−8752_E0_4

10−8752_E0_3
00−8752_E0_8
PT1101C PT2002C PT3421C PT4043C
20−8445_E0_5

FS 20−8445_E0_4
CRANKSHAFT
PT4301C PT4341C PT4421A 2521−32A D
TE TE TE TE TE TE TE TE B
3438C 3437C 3436C 3435C 3434C 3433C 3432C 3431C

20−8447_E0_5
CV
7076C

20−8447_E0_3
50.8135_E0_2

20−8447_E0_1
ZS 3/2-WAY SOLENOID
10−5556_E0_8

10−5556_E0_7

10−5556_E0_6

10−5556_E0_5

10−5556_E0_4

10−5556_E0_3

10−5556_E0_2

10−5556_E0_1
5372C CV CV CV CV CV
7234C 7233C 7232C 7231C 7223C FS
ST 2063A

G
Waste gate system is optional 20−5551_E0_3

A Control air supply unit 50.8135_E0_1

2/2-WAY VALVE
5131−36C

FS
PT 20−5551_E0_2

B
2062A
Fuel supply
TE PT

G
3601−12C
4041−42C 4002−03C CV
AE 7222C
D Servo oil supply TE
I
P
I
P
AE 2415A FS
2061A
LS
2055A

G
2421−22A 20−5551_E0_1

E Valve unit for start 4801−12C

TE
PI PT PI TE TI
CV

K Local control panel

7221C
4821−32C
4001−03L 1361A 1361L 1371A 1371−73L TE PT
10−8704_E0_2

TE
I
3411A P 3421C
L Cylinder lub oil supply unit 4841−52C
I
P LS
PS PT PT
2002S 2001A 2002C
3426A
M Fuel pressure control valve
TE 07 TI PT
I Automatic Filter
4045−46C 3411L P 3421A
08 I I
P P 20−8406_E0_5
TI TE TI
TE PI
PI 4031−33L 1381−83A 1381−83L
Starting air circuits 4081−92A P P 3431L 5 bar
7−10bar

I I 4021−23L
PI TE TI
PT PT LS LS
Control air circuits 4043C 4044C 4071−73A 4075−77A
3421L 2011A 2011L

Low pressure oil 20−8445_E0_2 PS

20−1409_E0_1
2053A CRANKCASE
10−8702_E0_1 10−8704_E0_3
(DRAIN)
52
High pressure oil
21 51 49 50 25

Low pressure fuel 910.F05

High pressure fuel RETURN

910−D015
OVERFLOW MAIN OIL WCH02728
Heating SERVO OIL FUEL FUEL RETURN SUPPLY
SLUDGE FUEL
INLET OUTLET
TANK

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 4003−3/A1

Pipe Diagram − Water Systems (Cylinder Cooling)

8611−E0_2 / DN25
8611−E0_1 / DN40

8310−E0_1 / DN250 8310−E11_1 / DN300

03

TE TE TE TE TE TE TE TE TE TE TE
1121A 1122A 1123A 1124A 1125A 1126A 1127A 1128A 1129A 1130A 1131A

TI TI TI TI TI TI TI TI TI TI TI
1121L 1122L 1123L 1124L 1125L 1126L 1127L 1128L 1129L 1130L 1131L

Cylinder Cylinder Cylinder Cylinder Cylinder 5 Cylinder 6 Cylinder 7 Cylinder 8 Cylinder 9 Cylinder 10 Cylinder 11

TE TE TE TE TE TE TE TE TE TE TE
4901C 4902C 4903C 4904C 4905C 4906C 4907C 4908C 4909C 4910C 4911C

8313−E0_1 / DN32
8305−E0_1 / DN125

PT
1101A

PT
1101C

PS
1101S

TI
1111L

TE
1111A

05

01

02

WCH02729

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 4003−4/A1

Pipe Diagram − Water Systems (Scavenge Air Receiver and Turbocharger)

08 PLANT
11 12 07 ENGINE

8338_E0_2
8338−E0_1 / DN20

8338−E0_3 / DN15 8338−E0_4 / DN15

8338−E0_2 / DN20
8338_E0_1

8335−E8_1 / DN300
8347−E0_3 / DN20

8335−E8_2 / DN300
8347_E0_1

8347_E0_2

8347_E0_3

8347_E0_4

p>
Turbocharger Turbocharger
TE
1371A

PT
1361A
Washing
Plant SAC PI
1361L
8347_E0_5 8347_E0_6
8347−E0_5 / DN20 8347−E0_6 / DN20

8314−E0_1 / DN15
TI TE TE TI

8314−E0_3 / DN15
1381L 1381A 1382A 1382L

8335−E8_8 / DN250 8335−E8_9 / DN250

8335_E0_4 8335_E0_5
8335−E8_5 / DN250 8335−E8_6 / DN250

8335_E0_1 8335_E0_2
TI TI
1371L 1372L
8314_E0_1 8314_E0_4

Scavenge Scavenge
Air Cooler Air Cooler

8314_E0_2

8314_E0_5
8314−E0_2 / DN15

8314−E0_4 / DN15
Aux 8314_E0_3 Aux 8314_E0_6

Blower Blower

8352−E0_3 / DN40
8352−E0_2 / DN40

8352−E0_5 / DN40

8352−E0_4 / DN40
8352−E0_1 / DN40

8352_E0_2
8352_E0_1
ø8

ø8
8357_E0_1

8357_E0_3

8357_E0_6

8357_E0_8
LS LS LS LS
4075A 4071A 4072A 4076A

8352−E0_8 / DN50
8357_E0_4

8357_E0_9
8352−E0_10 / DN40

8352−E0_12 / DN25

8352−E0_11 / DN40
8352−E0_9 / DN25

ø8

ø8
8357_E0_2

8357_E0_7
ø10.5

ø10.5

8357_E0_10
8357_E0_5
ø8

ø8
ø10 8352−E0_14 / DN65

13
8357−E6_9 / DN150

18
8357−E0_1 / DN80

8357−E0_2 / DN80

8357−E0_3 / DN80

8357−E0_4 / DN80
8357_E0_18 8357−E6_7 / DN150

8357_E0_17

16 8357−E0_8 / DN80
8357−E0_10 / DN50

17 8357_E0_19
ENGINE
PLANT

WCH02729

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 4003−5/A1

Pipe Diagram − Oil Systems (System Oil, Internal Turbocharger Oil Supply)

PLANT 36 27 *1) *2) *3)

ENGINE 8431−E8_4*3)
8431−E8_3 / DN200

8430−E8_2
8430−E8_3

8431−E8_1
8431−E8_2

8431−E8_4
Turbocharger−
TE TE type
2601A 2602A
2x ABB Ax75 DN40/DN32 DN65/DN100 DN100
2x ABB Ax80 DN40 DN80/DN100 DN100
2x ABB Ax85 DN40 DN80/DN100 DN125

8487−E0_3 / DN100
*2) *2)

8431−E8_1

8431−E8_2
2x ABB Ax90 DN40 DN80/DN100 DN125
Turbocharger Turbocharger 2x MHI MET 71MB DN40/DN32 DN100 DN200
PS PS
2611S 2612S 2x MHI MET 83MB DN40 DN100 DN200
PI PI
2611L 2612L

PT PT
2611A 2612A

*1) Adjustable orifice integrated *1) Adjustable orifice integrated

in ABB TCs only! in ABB TCs only!

8430−E8_2

8430−E8_3
Adjustable orifice required in Adjustable orifice required in
systems with MHI TCs only! systems with MHI TCs only!

Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4 Cylinder 5 Cylinder 6 Cylinder 7 Cylinder 8

8430−E8_1 / DN65
PLANT
ENGINE

8487−E0_1 / DN80

8487_C1_1 8487_C2_1 8487_C3_1 8487_C4_1 8487_C5_1 8487_C6_1 8487_C7_1 8487_C8_1

8487−E0_2 / DN50
8487_C1_2 8487_C2_2 8487_C3_2 8487_C4_2 8487_C5_2 8487_C6_2 8487_C7_2 8487_C8_2

8487−C1_2 / DN12 8487−C2_2 / DN12 8487−C3_2 / DN12 8487−C4_2 / DN12 8487−C5_2 / DN12 8487−C6_2 / DN12 8487−C7_2 / DN12 8487−C8_2 / DN12
8487−C1_1 / DN50 8487−C2_1 / DN50 8487−C3_1 / DN50 8487−C4_1 / DN50 8487−C5_1 / DN50 8487−C6_1 / DN50 8487−C7_1 / DN50 8487−C8_1 / DN50

8488−C1_1 8488−C2_1 / DN15 8488−C3_1 / DN15 8488−C4_1 / DN15 8488−C5_1 / DN15 8488−C6_1 / DN15 8488−C7_1 / DN15 8488−C8_1 / DN15

8488_C1_1 8488_C2_1 8488_C3_1 8488_C4_1 8488_C5_1 8488_C6_1 8488_C7_1 8488_C8_1

37 8488−E0_1 / DN40

TE TI
2011A 2011L
8406−E8_5 / DN65
8406−E8_1 / DN300
25 8406−E0_4 / DN200

8406−E0_9 / DN65
PT PT PS 8406_E0_2 8406−C2_1 / DN100 8428−E0_1 / DN125 DOC.006
8445−E0_1 Page 6 PI PI
2001A 2002C 2002S ø38 (004.5−G)−8445−E0_1
2721L 2722L

8428−E0_3 / DN15
8406−C1_1 / DN100 8406−C3_1 / DN100 8406−C4_1 / DN100 8406−C5_1 / DN100 8406−C6_1 / DN100 8406−C7_1 / DN100 8406−C8_1 / DN100 PT PT
8406−E0_2 / DN100

8428−E0_4 / DN32
8428−E0_2 / DN15
2721A 2722A
8406_E0_5

3140_E0_3 3140_E0_5

3140_E0_4 3140_E0_6
FS FS FS FS FS FS FS FS

8406−E0_11 / DN40
2521S 2522S 2523S 2524S 2525S 2526S 2527S 2528S
8411−E0_1 / DN100

AE AE AE AE AE AE AE AE AE

8406−E0_10 / DN50
2415A 2401A TE 2402A TE 2403A TE 2404A TE 2405A 2406A TE 2407A TE 2408A TE
2301A 2302A 2303A 2304A TE 2306A 2307A 2308A
8409−E0_1 / DN125 8428−E0_5 / DN25 2305A
TE TE TE TE TE TE TE TE
2501A 2502A 2503A 2504A 2505A 2506A 2507A 2508A
8411_E0_2
8411_E0_1
8411−E0_4 / DN40

8411−E0_6 / DN40
8411−E0_2 / DN80

TE2301A − TE2308A 3140−E0_1 / DN40

and

3140_E0_1
TE2101A − TE2110A

3130−E0_1 / DN50
3140_E0_2
PI
optional only 8428−E0_7 / DN25 2711L

8428−E0_6 / DN32 PT
2711A
8411−E0_3 / DN65 8411−E0_5 / DN65

8409_C1_1 8409_C2_1 8409_C3_1 8409_C4_1 8409_E0_4 8409_C5_1 8409_C6_1 8409_C7_1 8409_C8_1

3130_E0_1
TE TE TE TE TE TE TE TE TE TE TE
2101A 2102A 2103A 2104A 2105A 2106A 2107A 2108A 2109A 2110A 2111A
8409−C2_1 / DN40

8409−C3_1 / DN40

8409−C4_1 / DN40
8409−C1_1 / DN40

8409−C5_1 / DN40

8409−C6_1 / DN40

8409−C7_1 / DN40

8409−C8_1 / DN40
8409−E0_3 / DN40

ø20 ø20
8409_E0_1

ø45

Axial Detuner
TE TI TS

VibrationDamper
Crankshaft

PLANT
ENGINE
N02
4521A 4521L 4521S

8409−E0_2 / DN100

22 23 23 22
Horizontal Oil Drain Horizontal Oil Drain
optional only optional only

WCH02729

Winterthru Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 4003−6/A1

Pipe Diagram − Oil Systems (System Oil, External Turbocharger Oil Supply)

PLANT 36 27 *1) *2) *3)

ENGINE 26
8431−E8_4*3)
8431−E8_3 / DN200

8430−E8_2
8430−E8_3

8431−E8_1
8431−E8_2

8431−E8_4
Turbocharger−
TE TE type
2601A 2602A
2x ABB Ax75 DN40/DN32 DN65/DN100 DN100

8430−E8_1 / DN65
2x ABB Ax80 DN40 DN80/DN100 DN100
2x ABB Ax85 DN40 DN80/DN100 DN125

8487−E0_3 / DN100
*2) *2)

8431−E8_1

8431−E8_2
2x ABB Ax90 DN40 DN80/DN100 DN125
Turbocharger Turbocharger 2x MHI MET 71MB DN40/DN32 DN100 DN200
PS PS
2611S 2612S 2x MHI MET 83MB DN40 DN100 DN200
TE
PI 2621A PI
2611L 2612L

PT TI PT
2611A 2621L 2612A

*1) Adjustable orifice integrated *1) Adjustable orifice integrated

in ABB TCs only! in ABB TCs only!

8430−E8_2

8430−E8_3
Adjustable orifice required in Adjustable orifice required in
systems with MHI TCs only! systems with MHI TCs only!

Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4 Cylinder 5 Cylinder 6 Cylinder 7 Cylinder 8

PLANT
ENGINE

8487−E0_1 / DN80

8487_C1_1 8487_C2_1 8487_C3_1 8487_C4_1 8487_C5_1 8487_C6_1 8487_C7_1 8487_C8_1

8487−E0_2 / DN50
8487_C1_2 8487_C2_2 8487_C3_2 8487_C4_2 8487_C5_2 8487_C6_2 8487_C7_2 8487_C8_2

8487−C1_2 / DN12 8487−C2_2 / DN12 8487−C3_2 / DN12 8487−C4_2 / DN12 8487−C5_2 / DN12 8487−C6_2 / DN12 8487−C7_2 / DN12 8487−C8_2 / DN12
8487−C1_1 / DN50 8487−C2_1 / DN50 8487−C3_1 / DN50 8487−C4_1 / DN50 8487−C5_1 / DN50 8487−C6_1 / DN50 8487−C7_1 / DN50 8487−C8_1 / DN50

8488−C1_1 8488−C2_1 / DN15 8488−C3_1 / DN15 8488−C4_1 / DN15 8488−C5_1 / DN15 8488−C6_1 / DN15 8488−C7_1 / DN15 8488−C8_1 / DN15

8488_C1_1 8488_C2_1 8488_C3_1 8488_C4_1 8488_C5_1 8488_C6_1 8488_C7_1 8488_C8_1

37 8488−E0_1 / DN40

TE TI
2011A 2011L

8406−E8_1 / DN300
25 8406−E0_4 / DN200

8406−E0_9 / DN65
PT PT PS 8406_E0_2 8406−C2_1 / DN100 8428−E0_1 / DN125 DOC.006
8445−E0_1 Page 6 PI PI
2001A 2002C 2002S ø38 (004.5−G)−8445−E0_1
2721L 2722L

8428−E0_3 / DN15
8406−C1_1 / DN100 8406−C3_1 / DN100 8406−C4_1 / DN100 8406−C5_1 / DN100 8406−C6_1 / DN100 8406−C7_1 / DN100 8406−C8_1 / DN100 PT PT
8406−E0_2 / DN100

8428−E0_4 / DN32
8428−E0_2 / DN15
2721A 2722A
8406_E0_5

3140_E0_3 3140_E0_5

3140_E0_4 3140_E0_6
FS FS FS FS FS FS FS FS

8406−E0_11 / DN40
2521S 2522S 2523S 2524S 2525S 2526S 2527S 2528S
8411−E0_1 / DN100

AE AE AE AE AE AE AE AE AE

8406−E0_10 / DN50
2415A 2401A TE 2402A TE 2403A TE 2404A TE 2405A 2406A TE 2407A TE 2408A TE
2301A 2302A 2303A 2304A TE 2306A 2307A 2308A
8428−E0_5 / DN25

8409−E0_1 / DN125
2305A
TE TE TE TE TE TE TE TE
2501A 2502A 2503A 2504A 2505A 2506A 2507A 2508A
8411_E0_2
8411_E0_1
8411−E0_4 / DN40

8411−E0_6 / DN40
8411−E0_2 / DN80

TE2301A − TE2308A 3140−E0_1 / DN40

and

3140_E0_1
TE2101A − TE2110A

3130−E0_1 / DN50
3140_E0_2
PI
optional only 8428−E0_7 / DN25 2711L

8428−E0_6 / DN32 PT
2711A
8411−E0_3 / DN65 8411−E0_5 / DN65

8409_C1_1 8409_C2_1 8409_C3_1 8409_C4_1 8409_E0_4 8409_C5_1 8409_C6_1 8409_C7_1 8409_C8_1

3130_E0_1
TE TE TE TE TE TE TE TE TE TE TE
2101A 2102A 2103A 2104A 2105A 2106A 2107A 2108A 2109A 2110A 2111A
8409−C2_1 / DN40

8409−C3_1 / DN40

8409−C4_1 / DN40
8409−C1_1 / DN40

8409−C5_1 / DN40

8409−C6_1 / DN40

8409−C7_1 / DN40

8409−C8_1 / DN40
8409−E0_3 / DN40
ø20 ø20
8409_E0_1

ø45

Axial Detuner
TE TI TS

VibrationDamper
Crankshaft

PLANT
ENGINE
N02
4521A 4521L 4521S

8409−E0_2 / DN100

22 23 23 22
Horizontal Oil Drain Horizontal Oil Drain
optional only optional only

WCH02729

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 4003−7/A1

Pipe Diagram − Oil Systems (Servo Oil and Supply Unit Pipes)

21 PLANT
ENGINE
8481−E0_6 / DN200
8481−E0_5 / DN125

DG 5560 DG 5560
Rail Unit PT
DOC.007 DOC.007 DOC.007 DOC.007
Rail Unit DOC.007 DOC.007 DOC.007 DOC.007
2041A 5614−C1_1 Page 7 5614−C2_1 Page 7 5614−C3_1 Page 7 5614−C4_1 Page 7 5614−C5_1 Page 7 5614−C6_1 Page 7 5614−C7_1 Page 7 5614−C8_1 Page 7
(007.2−E)−5614−C1_1 (007.3−E)−5614−C2_1 (007.4−E)−5614−C3_1 (007.4−E)−5614−C4_1 (007.6−E)−5614−C5_1 (007.7−E)−5614−C6_1 (007.7−E)−5614−C7_1 (007.8−E)−5614−C8_1

DN15 DN15 DN15 DN15 DN15 DN15 DN15 DN15

5614−E0_2 / DN50 5614−E0_5 / DN50

5560−E0_1 / DN32 8445−E0_5 / DN20 5560−E0_2 / DN32

5560−C1_1 / DN9 5560−C2_1 / DN9 5560−C3_1 / DN9 5560−C4_1 / DN9 5560−C5_1 / DN9 5560−C6_1 / DN9 5560−C7_1 / DN9 5560−C8_1 / DN9

8481−E0_2 / DN125
5560−E0_5 / DN32 5560−E0_6 / DN32
8481−E0_1 / DN125

8481−E0_3 / DN125

5614_E0_4
DN20 DN20

5614_E0_2
5560−C1_4 5560−C2_4 5560−C3_4 5560−C4_4 5560−C5_4 5560−C6_4 5560−C7_4 5560−C8_4

5614−E0_4 / DN12
5614−E0_1 / DN12

8481−E0_4 / DN125
p>
5560_C1_3 5560_C2_3 5560_C3_3 5560_C4_3 5560_C5_3 5560_C6_3 5560_C7_3 5560_C8_3

p>
ICU ICU ICU ICU ICU ICU ICU ICU
DG 5564 DG 5564 DG 5564 DG 5564 DG 5564 DG 5564 DG 5564 DG 5564
PT
5560_C1_2 5560_C2_2 5560_C3_2 5560_C4_2 8447_E0_8 8447_E0_10 5560_C5_2 5560_C6_2 5560_C7_2 5560_C8_2
2071C
8447−E0_5
1
N0

5560−C1_3 5560−C2_3 Servo Oil Rail 5560−C4_3

8447−E0_4
5560−C5_3 5560−C6_3 5560−C7_3 Servo Oil Rail

5560−C2_5 / DN15

5560−C3_5 / DN15

5560−C4_5 / DN15
5560−C1_5 / DN15

5560−C6_5 / DN15

5560−C7_5 / DN15

5560−C8_5 / DN15
5614−E0_3 / DN20

5610_E0_5

5610_E0_7

5610_E0_6

5614−E0_6 / DN20
8447_E0_7 8447_E0_9 PT
VCU VCU VCU VCU VCU VCU VCU VCU

N0
2
p>
2072C

5614_E0_1 DG 5612 DG 5612 DG 5612 DG 5612 5614_E0_3 DG 5612 DG 5612 DG 5612 DG 5612
5560_C1_1 5560_C2_1 5560_C3_1 5560_C4_1 5560_C5_1 5560_C6_1 5560_C7_1 5560_C8_1

8447−E0_1

8447−E0_2

8447−E0_3
CV CV CV CV CV CV CV CV CV CV CV CV CV CV CV CV
7421C 7401C 7422C 7402C 7423C 7403C 7424C 7404C 7425C 7405C 7426C 7406C 7427C 7407C 7428C 7408C
PCV
5560−C1_2 / DN20 5560−C2_2 / DN20 5560−C3_2 / DN20 5560−C4_2 / DN20 5560−C5_2 / DN20 5560−C6_2 / DN20 5560−C7_2 / DN20 5560−C8_2 / DN20

Square Collector Pipe (See also Page 7) Square Collector Pipe (See also Page 7)

8445_E0_7

8480−C4_1 / DN40

8480−C5_1 / DN40

8480−C6_1 / DN40

8480−C7_1 / DN40

8480−C8_1 / DN40
8480−C1_1 / DN40

8480−C2_1 / DN40

8480−C3_1 / DN40

8445−E0_7 / DN20

8445−E0_11 / DN20
8460−C4_1

8447_E0_6
8460−C1_1

8460−C2_1

8460−C3_1

8460−C5_1

8460−C6_1

8460−C7_1

8460−C8_1
8447_E0_4
8447_E0_2
Service
Pump

p>

8445−E0_6 / DN100

8445−E0_4 / DN25
FS FS FS

8447_E0_3

8447_E0_5
8447_E0_1
PI 2061A 2062A 2063A
2078L

DN50

DN50

DN50
ø11
8445_E0_6

8452−E0_1 / DN20
8452−E0_2 / DN20
CV CV CV
LS
7221C 7222C 7223C
2055A

ZT ZT ZT ZT ZT ZT ZT ZT

DN20

DN15
5421C 5422C 5423C 5424C 5425C 5426C 5427C 5428C

Servo Oil Pumps 8445−E0_3 / DN40

8445_E0_2
Cyl 1 Cyl 2 Cyl 3 Cyl 4 Cyl 5 Cyl 6 Cyl 7 Cyl 8

8445_E0_1

8445−E0_10 / DN32
DN65

8445_E0_3
Fuel Pumps

8445−E0_2 / DN80

8445−E0_6 / DN100
Crankcase

DN20
8454−E0_1 / DN100

DOC.004 Crankcase
8445−E0_1 Page 4, 5
(007.6−E)−8445−E0_1
8445−E0_1 / DN125

ENGINE
38 PLANT

WCH02729

Winterthur Gas & Diesel Ltd. 1/ 1 2014

Winterthur Gas & Diesel Ltd.
Rail Unit
DG 5560
DOC.006
5614−C1_1
8474−C1_1 / ø5
W-X92W-X92

PT
3124A
8474−C1_2 / ø5

Page 6
(004.2−C)−5614−C1_1
8474−C1_3 / ø5

CV
7131C
8474−C1_4 / ø5
5614−C1_2 / DN12
8474−C1_5 / ø5

Cylinder 1
8474−C1_6 / ø5

PT
DG 7230

3131C
flexLube
8474−C1_7 / ø5
8474−C1_8 / ø5
8474−C1_9 / ø5
5614−C1_3 / DN12
8474−C1_10 / ø5

DOC.006
5614−C2_1
8474−C2_1 / ø5
8474−C2_2 / ø5

Page 6
(004.2−C)−5614−C2_1
8474−C2_3 / ø5

CV
7132C
8474−C2_4 / ø5

1/ 1
5614−C2_2 / DN12
Pipe Diagram − Oil Systems (Cylinder Lubrication)
Operation

8474−C2_5 / ø5
Cylinder 2

8474−C2_6 / ø5

PT
DG 7230

3132C
flexLube
8474−C2_7 / ø5
8474−C2_8 / ø5
8474−C2_9 / ø5
5614−C2_3 / DN12
8474−C2_10 / ø5

DOC.006
5614−C3_1

8474−C3_1 / ø5
8474−C3_2 / ø5
Page 6
(004.3−C)−5614−C3_1

8474−C3_3 / ø5
CV

5614−E0_9 / DN65
7133C

8474−C3_4 / ø5
5614−C3_2 / DN12
8474−C3_5 / ø5
Cylinder 3

8474−C3_6 / ø5
PT
DG 7230

3133C
flexLube

8474−C3_7 / ø5
8474−C3_8 / ø5
8474−C3_9 / ø5
5614−C3_3 / DN12
8474−C3_10 / ø5
DOC.006
5614−C4_1

8474−C4_1 / ø5
8474−C4_2 / ø5
Page 6
(004.4−C)−5614−C4_1

8474−C4_3 / ø5
CV
7134C

8474−C4_4 / ø5
5614−C4_2 / DN12
8474−C4_5 / ø5
Cylinder 4

8474−C4_6 / ø5
PT
DG 7230

3134C
flexLube

8474−C4_7 / ø5
8474−C4_8 / ø5
8474−C4_9 / ø5
5614−C4_3 / DN12
8474−C4_10 / ø5
Square Collector Pipe (See also Page 6)

5614−E0_8 / DN65
Rail Unit
DG 5560
DOC.006
5614−C5_1

8474−C5_1 / ø5
8474−C5_2 / ø5
Page 6
(004.7−C)−5614−C5_1

8474−C5_3 / ø5
CV
7135C

8474−C5_4 / ø5
5614−C5_2 / DN12
8474−C5_5 / ø5
Cylinder 5

8474−C5_6 / ø5
PT
DG 7230

3135C
flexLube

8474−C5_7 / ø5
8474−C5_8 / ø5
8474−C5_9 / ø5
5614−C5_3 / DN12
8474−C5_10 / ø5
DOC.006
5614−C6_1

8474−C6_1 / ø5
8474−C6_2 / ø5
Page 6
(004.8−C)−5614−C6_1

8474−C6_3 / ø5
CV
7136C

8474−C6_4 / ø5
5614−C6_2 / DN12
8474−C6_5 / ø5
Cylinder 6

8474−C6_6 / ø5
PT
DG 7230

3136C
flexLube

8474−C6_7 / ø5
8474−C6_8 / ø5
8474−C6_9 / ø5
5614−C6_3 / DN12
8474−C6_10 / ø5
DOC.006
5614−C7_1

8474−C7_1 / ø5
8474−C7_2 / ø5
Page 6
(004.8−C)−5614−C7_1

8474−C7_3 / ø5
CV
7137C

8474−C7_4 / ø5
5614−E0_7 / DN65

5614−C7_2 / DN12
8474−C7_5 / ø5
Cylinder 7

8474−C7_6 / ø5
PT
DG 7230

3137C
flexLube

8474−C7_7 / ø5
8474−C7_8 / ø5
8474−C7_9 / ø5
5614−C7_3 / DN12
8474−C7_10 / ø5
DOC.006
5614−C8_1

8474−C8_1 / ø5
8474−C8_2 / ø5
Page 6
(004.9−C)−5614−C8_1

8474−C8_3 / ø5
CV

Square Collector Pipe (See also Page 6)

7138C

8474−C8_4 / ø5
5614−C8_2 / DN12
8474−C8_5 / ø5
Cylinder 8

8474−C8_6 / ø5
DG 7230

PT
flexLube

3138C

8474−C8_7 / ø5
8474−C8_8 / ø5
8474−C8_9 / ø5
5614−C8_3 / DN12
8474−C8_10 / ø5
Filter
Duplex

8475_E0_1
8475_E0_2
8475−E0_1 / DN32

33

ENGINE
PLANT
WCH02729

2014
4003−8/A1
 W-X92W-X92 Operation 4003−9/A1

Pipe Diagram − Air Systems (Starting Air and Control Air)

PT

p>
4341A
35−274HD
8606−E0_1 / DN80
Only required if

8606−C8_1 / DN20
Waste Gate for

8606−C1_1 / DN20

8606−C2_1 / DN20

8606−C3_1 / DN20

8606−C4_1 / DN20

8606−C6_1 / DN20

8606−C7_1 / DN20
8606−C5_1 / DN20
PT PS
LS LS
4341C
4351A 4352A
4341S Low−Load Tuning
8606−E0_6 / DN20 is used
8606−E0_2

8607−E0_2 Page 9

ZS

8606−E0_4 / DN7
8606−E0_8 / DN7
5018C

8606−E0_7 / DN15

8606−E0_3 / DN15
8353_E0_1

8353−E0_1 / DN7
8605−E0_1 / DN200

8353_E0_2
8630−E0_2 / DN15

8353−E0_2 / DN7 Cyl. 1 CV

7241C
Cyl. 2 CV
7242C
Cyl. 3 CV
7243C
Cyl. 4 CV
7244C
Cyl. 5 CV
7245C
Cyl. 6 CV
7246C
Cyl. 7 CV
7247C
Cyl. 8 CV
7248C

8606−E0_5 / DN20
8606−E0_9 / DN20
8606_E0_4

8606_E0_2
DG4003

8605−C2_1 / DN100

8605−C3_1 / DN100

8605−C4_1 / DN100

8605−C6_1 / DN100
8605−C1_1 / DN100

8605−C7_1 / DN100

8605−C8_1 / DN100
8605−C5_1 / DN100
PT PT PS
4302C 4301C 5017C

8605_C1_1

8605_C2_1

8605_C3_1

8605_C4_1

8605_C5_1

8605_C6_1

8605_C7_1

8605_C8_1
8605−E0_3 / DN200

CV CV
7013C 7014C

40
E

8607−E0_1 / DN15
8650_E0_1
p>

PLANT
ENGINE
8605−E8_1 / DN250
8605−E8_2 / DN250 8605−E8_3 / DN250
8605_E0_6

8605_E0_7
8605−E0_8 / DN15
8844−E0_2 / DN6

TE TE TE TE TE TE 8605_E8_1 TE 8605_E8_2 TE
4081A 4082A 4083A 4084A 4085A 4086A 4087A 4088A
8605−E0_7 / DN15

Rupture Discs only if required

8608−E0_1 / DN100

41
8630−E0_1 / DN15

45

A1 DG 4605
Control Air Supply
see DG4003
A2

PT PT
4421C 4421A A3 PI PI
4401L 4411L
35−287HA
PT PT
p>
4401A 4411A

4606−E0_1 / DN7
35−274HA
ZS A6
5016C

4606_E0_2
8844−E0_1 / DN6
A
DG 3225
Disengaging Device ST ST ST ST 4606−E0_2 / DN7
ENGINE
PLANT

5131C 5132C 5133C 5134C

Turning Gear

4606_E0_3
ZS ZS ST ST ST ST ST ST
5123C 5124C 5101C 5102C 5103C 5104C 5111S 5112S

4606−E0_3 / DN7

4606_E0_4
WCH02729

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 4003−10/A1

Pipe Diagram − Air Systems (Exhaust Gas and Scavenge Air)

Waste Gate for

Low Load Tuning
*1) *2)
optional only PLANT 43 43
CV ENGINE
7076C

8610−E8_1
8610−E8_2

8615−E8_1
8615−E8_2
8607−E0_2 Page 8
8135_E0_2 Turbocharger−
type
*1) *1)
8135_E0_1
2x ABB Ax75 DN65 n.a.

8610−E8_1

8610−E8_2
ZS TI TI 2x ABB Ax80 DN80 n.a.
5372C 3721L 3722L
2x ABB Ax85 DN80 n.a.
TE TE
3721A 3722A
2x ABB Ax90 DN80 n.a.

TI TI 2x MHI MET 83MB DN100 DN65

3731L 3732L
2x MHI MET 90MB DN100 DN65
TE TE
3731A 3732A

Turbocharger *2) Turbocharger *2)

ST

8615−E8_1

8615−E8_2
ST 5202C
5201C

Cooling Air System for MHI−Turbo−

8615_E0_1 chargers only. 8615_E0_2
Application depending on Scavenge
Air pressure.

TE TE TE TE TE TE TE TE
3701A 3702A 3703A 3704A 3705A 3706A 3707A 3708A

TI TI TI TI TI TI TI TI
3701L 3702L 3703L 3704L 3705L 3706L 3707L 3708L

Cyl. 1 Cyl. 2 Cyl. 3 Cyl. 4 Cyl. 5 Cyl. 6 Cyl. 7 Cyl. 8

PI PI PI PI
4001L 4021L 4002L 4022L
Scavenge Scavenge
Air Cooler Air Cooler

TE TI TE TI
4031A 4031L 4032A 4032L

PT PT
4043C 4044C

DG 6547
Aux Starter Unit for
Auxillary Blower
Blower
JS JT CY
5031C 5156C 7031C

JS JT CY
5032C 5157C 7032C

WCH02729

Winterthur Gas & Diesel Ltd. 1/ 1 2014

Winterthur Gas & Diesel Ltd.
W-X92W-X92

57
PLANT
ENGINE

PCV
Rail Unit
DG 5560

5562−E0_3 / DN20
8746−E0_1 / DN32
5560−E0_11 / DN50 5562_E0_7

8746−E0_4 / DN20
8741−C1_1 / DN9 5562−C1_3 / DN9

CV
8746−E0_3 / DN20

7441C
8733−C1_1 5562−C1_1 / DN15

5562−C1_2 / DN9

8830−C1_1 / DN20
CV
7461C
8733−C1_2
ICU
DG 5564

8746−E0_9 / DN40
8746−E0_10 / DN40
CV
7481C
8733−C1_3

Cylinder1
8741−C1_2 / DN12

8741−C2_1 / DN9 5562−C2_3 / DN9

1/ 1
CV
Operation

7442C

8733−C2_1 5562−C2_1 / DN15

5562−C2_2 / DN9

8830−C2_1 / DN20
CV
7462C

8733−C2_2
Pipe Diagram − Fuel, Drain and Extinguishing Systems

ICU
DG 5564

CV
7482C

8733−C2_3
Cylinder2

8741−C2_2 / DN12

8741−C3_1 / DN9 5562−C3_3 / DN9

CV
7443C

8733−C3_1 5562−C3_1 / DN15

8741−E0_7 / DN20
5562−C3_2 / DN9
8830−C3_1 / DN20

8810−E0_2 / DN20

60
CV

8741−E0_2 / DN20
7463C

8733−C3_2

50
ICU
DG 5564

8704_E0_3 8704−E0_11 / DN100

49
CV
5562−E0_5 / DN40
5562−E0_1 / DN32
5562−E0_7 / DN40

7483C

8733−C3_3
8702_E0_1 8702−E0_1 / DN100

PI
Cylinder3

52
3421L
8704_E0_10
8704_E0_9

TE
3411A
PI

PT
3431L

3421C
8741−C3_2 / DN12

8704_E0_7
8744−E0_10 / DN20
8704_E0_2

8704_E0_8

TI
3411L

PT
8741−C4_1 / DN9 5562−C4_3 / DN9

3421A
8744_E0_8
CV
7444C

8733−C4_1 5562−C4_1 / DN15

8744_E0_6 8744_E0_7

8744−E0_1 / DN80
5562−C4_2 / DN9
8744−E0_10 / DN20
8704−E0_10 / DN50
8830−C4_1 / DN20
CV
7464C

LS
8733−C4_2

3426A
ICU
DG 5564

8744−E0_3 / DN20
CV
7484C

8702−E0_2 / DN32 8704−E0_2 / DN32 8733−C4_3

Fuel Rail

Cylinder4

PT
3431C

8744−E0_21 / DN25
TE

#1
3431A

Fuel
Pump

8741−C4_2 / DN12
5556_E0_1

8744−E0_11 / DN15 8752−E0_1

8744−E0_4 / DN20

5560−E0_12 / DN50

8752_E0_1
CV
7231C

8752_E0_2

8744−E0_12 / DN15 8752−E0_2

#2
8752_E0_9

TE

Fuel
Pump
3432A

8744−E0_22 / DN25
5556_E0_2
5562_E0_8

8741_E0_1
LS
3446A

8741−E0_3 / DN20
8702−E0_3 / DN32 8704−E0_3 / DN32
8702−E0_4 / DN32 8704−E0_4 / DN32

8741_E0_2
PT
3433C

8744−E0_23 / DN25
TE
3433A

#3

8752_E0_13 8752_E0_17
Fuel
Pump

8752−E0_9
5556_E0_3

8744−E0_13 / DN15 8752−E0_3

8744−E0_5 / DN20

8752_E0_3
CV
7232C

8752_E0_4
8752−E0_10
8752_E0_14 8752_E0_18
8744−E0_2 / DN20

8744−E0_14 / DN15 8752−E0_4 8752_E0_21 8752_E0_23

8752_E0_10

#4
TE

Fuel
Pump
3434A

8744−E0_24 / DN25
5556_E0_4

8702−E0_5 / DN32 8704−E0_5 / DN32

8752−E0_13
8752−E0_14

8702−E0_6 / DN32 8704−E0_6 / DN32

8752_E0_22 8752_E0_24
PT
3435C

8741_E0_3
8704−E0_1 / DN100

8744−E0_25 / DN25
5560−E0_9 / DN50

8830−E0_1 / DN40
8741−E0_6 / DN20
8741−E0_1 / DN20

TE

#5
3435A
Rail Unit

Fuel
DG 5560

Pump

5556_E0_5
8744−E0_6 / DN20

8744−E0_15 / DN15 8752−E0_5

8752_E0_15 8752_E0_19
8752−E0_11
8752_E0_5
CV
7233C

8752_E0_6
N01
PRV
8741−E0_5 / DN20

8744−E0_16 / DN15 8752−E0_6

8752_E0_11

#6
LS

TE

Fuel
Pump
3436A
3444A

8744−E0_26 / DN25
5556_E0_6

8741_E0_4
LS
3447A

8741−E0_4 / DN20
8702−E0_7 / DN32 8704−E0_7 / DN32
5560−E0_13 / DN50

8741−C5_1 / DN9 5562−C5_3 / DN9

5562_E0_9

CV
7445C

5562−C5_1 / DN15
LS

8733−C5_1
3445A

5562−C5_2 / DN9
8830−C5_1 / DN20
5560−E0_10 / DN50
CV
7465C

8733−C5_2
ICU
DG 5564

CV
7485C

8733−C5_3
Cylinder5

8702_E0_2 8741−C5_2 / DN12

8702−E0_10 / DN12
8741−C6_1 / DN9 5562−C6_3 / DN9
AE
AE
CV

2422A
2421A
7446C

8733−C6_1 5562−C6_1 / DN15

Unit
Supply

5562−C6_2 / DN9
51

8740−E0_7 / DN50
8830−C6_1 / DN20
CV
7466C

8733−C6_2
ICU
DG 5564

CV
7486C

8733−C6_3
Fuel Rail

PLANT
ENGINE

8746−E0_7 / DN20
Cylinder6

Filter
Automatic

8741−C6_2 / DN12

8741−C7_1 / DN9 5562−C7_3 / DN9

CV
7447C

8733−C7_1 5562−C7_1 / DN15

8746−E0_8 / DN20
Pump
Service

5562−C7_2 / DN9
8830−C7_1 / DN20
CV
7467C

8733−C7_2
ICU
DG 5564

CV
7487C

8733−C7_3
5562−E0_6 / DN40
5562−E0_2 / DN32

Cylinder7

8741−C7_2 / DN12

8741−C8_1 / DN9 5562−C8_3 / DN9

CV
7448C

8733−C8_1 5562−C8_1 / DN15

5562−C8_2 / DN9
8830−C8_1 / DN20
CV
7468C

8733−C8_2
ICU
DG 5564

CV
7488C

8733−C8_3
Cylinder8

8746−E0_5 / DN20

8741−C8_2 / DN12
8746−E0_6 / DN20
PT
3461C

N03

8746−E0_2 / DN32 5560−E0_14 / DN50

PT

8810−E0_1 / DN25
3462C

N04
67
59

ENGINE
PLANT
WCH02729

2014
4003−11/A1
 W-X92W-X92 Operation 4005−1/A1

Cylinder Liner Wall − Temperature Monitor

1. General
Each cylinder has three sensors that monitor the temperature of the cylinder liner wall
(see Fig. 1). The sensors are connected to IOM−10 #3, IOM−10 #4 and IOM−10 #5.
The sensors (TE1111C and TE1141C) monitor the temperature of the cooling water
inlets. These sensors are connected to IOM−10 #2.
Note: The MAPEX−PR is not a standard part of IOM−10#3 and IOM−10#4. To get
MAPEX−PR, you can send an order to Wärtsilä Services, Switzerland.

2. Function
The sensor values are shown in the flexView. If one or more of the sensors become
defective or there is no communication between the sensors and the related IOM−10,
an error message (TEMP COMMON FAILURE) is activated.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

4005−1/A1 Operation W-X92
W-X92
Cylinder Liner Wall − Temperature

CAN 2
IOM-10 #5, Liner Wall Temp. Monitoring
CAN 1

CAN 2
CAN 1 IOM-10 #4, Liner Wall Temp. Monitoring, MAPEX-PR

CAN 2
CAN 1
IOM-10 #3, Liner Wall Temp. Monitoring, MAPEX-PR

CAN 2
CAN 1 IOM-10 #2, TC Interface / Lub Oil Monitoring

CAN 2
CAN 1
IOM-10 #1, Fuel Pump Monitoring

WCH02901

Fig. 1: Schematic Diagram − IOM−10 #1 to #5

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4104−1/A1

Supply Unit Drive

1. General
The supply unit drive is installed near the center of the engine on the fuel side.
The crankshaft gear wheel (2, Fig. 1) moves the intermediate wheel (3) and the
intermediate wheel (4). The intermediate wheel (4) moves the intermediate wheel of
the supply unit (5). The camshaft of the intermediate wheel (5) also operates the fuel
pumps.
You must do regular checks of the tooth profile condition. Also, it is very important that
you do frequent checks of new gear wheels after a short running-in period.
If you hear unusual noises from the area of the gear train, you must find the cause
immediately.

I
3

FUEL SIDE

For View I see Fig. 2

WCH02780

Fig. 1: View of Supply Unit Drive

1 Crankshaft 4 Intermediate wheel (supply unit drive)

2 Crankshaft gear wheel 5 Intermediate wheel (supply unit)
3 Intermediate wheel 6 Fuel pump

Winterthur Gas & Diesel Ltd. 1/ 2 2014

4104−1/A1 Operation W-X92
W-X92
Supply Unit Drive

2. Lubrication
The gear wheel (4, Fig. 2) operates the gear wheels for the servo oil pumps.
The bearings of the gear wheels (2, 3 and 5) are lubricated through an oil inlet. Oil
flows through the nozzles in the bearing housing to lubricate the teeth of the gear
wheels (2, 3 and 5) and the gear wheel (4).
For more data, see 5552−1 Supply Unit and 8016−1 Lubricating Oil System.

4 1

WCH02780

Fig. 2: View of Gear Wheels

1 Intermediate wheel (supply unit drive) 4 Gear wheel (servo oil pumps)
2 Gear wheel (servo oil pump No.1) 5 Gear wheel (servo oil pump No.3)
3 Gear wheel (servo oil pump No.2)

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4325−1/A1

Starting Air Shut-off Valve

1. General
The starting air shut-off valve (shut-off valve) stops or releases the starting air to the
engine. You use the handwheel (3, Fig. 1) to put the shut-off valve in the positions
that follow:
D CLOSED
D AUTOMAT
D OPENED.
When the engine is in stand-by mode or during operation, the shut-off valve is in the
AUTOMAT position. The lever (14) holds the shut-off valve in this position.
To do a test of the shut-off valve, you must operate the ball valve 35−8353_E0_2
(refer to step 1).
1) Operate the ball valve 35−8353_E0_2 to make sure that the valve (5) opens. The
shut-off valve opens, which you can hear clearly, but the engine will not start.
2) When the engine is not in operation, do step a) to step e).
a) Close the shut-off valves 930-V03 and 930-V04 on the starting air bottles
(plant).
b) Push the lever (14) down, then use the handwheel (3) to move the shut-off
valve to the position CLOSED.
c) Open the vent valve to release the pressure in the shut-off valve and air
supply pipes.
d) Open the vent valve to release the pressure in the starting air supply pipes.
e) Engage the turning gear.
After each maneuvering period, open the vent valves in the supply pipe to drain the
condensate water (see also 8018−1 Starting Air Diagram).
For more data, see the Control Diagram 4003−2.

2. Function
2.1 Ready to Start
Starting air flows through the inlet pipe (IP) into the inlet chamber (8), then through
the balance bore (6) into the space (9). The spring (4) and the pressure in the
space (9) keep the valve (5) closed.

2.2 Start Sequence

The related FCM−20 module operates the common start valve (11) or (13) (see also
4002−1, paragraph 3 Engine-related Control Functions).
The control air (CA) opens the control valve (1) through the common start valve (11)
and releases the pressure in the space (9). The valve (5) opens and starting air from
the inlet chamber (8) flows through the valve body (7) into the starting air supply pipe
(SA).

2.3 End of Start Sequence

When the control valve (1) closes, starting air flows through the balance bores (6) and
fills the the inlet chamber (8) again. The valve (5) closes.

2.4 Function Check

When the control valve operates on the ready-to-start engine, the pressure in the
space (9) is released. You can hear the valve (5) as it opens.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

4325−1/A1 Operation W-X92
W-X92
Starting Air Shut-off Valve

1
8 9

SA

WCH02782
3

7 6 5 4 TV
IP
I

11 12 13

CA
14

10

WCH02782

15
WCH02782

Fig. 1: Starting Air Shut-off Valve

1 Control valve 12 Double check valve 35-115HA

2 Spindle 13 CV7013C Common start valve 1
3 Handwheel 14 Lever
4 Spring 15 Proximity sensor ZS5018C
5 Valve
6 Balance bore
7 Valve body IP Inlet pipe
8 Inlet chamber SA To starting air supply pipe and 3/2-way
9 Valve space solenoid valves 30-2728_CX_1 to _#
10 Pressure switch PS5017C CA Control air
11 CV7014C common start valve 2 TV To test valve

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4605−1/A1

Control Air Supply

1. General
The compressed air necessary for the air springs in the exhaust valves and the
turning gear interlock comes from the control air board supply. The air must be clean
and dry to prevent blockages in the control units.
If the control air board supply system becomes defective, a decreased quantity of
compressed air will come from the starting air system.
The shut-off valves, pressure reducing valve, filters etc. that are necessary to supply
air to the different units are shown in the control air supply unit A (see Fig. 1, Fig. 2
and Fig. 3).
The alpha-numeric titles (e.g. 35-36HB) used to identify the parts in the illustrations
are the same as those given in the Control Diagram (4003−2).

1 2

10

3
8

4
5

WCH02782

Fig. 1: Location of Control Air Supply

1 3/2−way valve 35-36HB (control air) 6 Air tank
2 3/2−way valve 35-36HC 7 Needle valve
3 3/2−way valve 35-36HA 8 Bottle
4 Pressure transmitter PT4421C 9 Filter 35-351HA
5 Pressure transmitter PT4421A 10 Control air supply unit A

Winterthur Gas & Diesel Ltd. 1/ 3 2014

4605−1/A1 Operation W-X92
W-X92
Control Air Supply

CONTROL AIR
SUPPLY

CONTROL AIR
STAND‐BY SUPPLY

1 WCH02728

Fig. 2: Schematic Diagram − Control Air Supply Unit

1 2-way shut-off valve 35-4605_E0_8 A1 Control air from board system
A2 Starting air from starting air system
A3 Connection to air tank 287HA
A6 Air supply to air spring

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4605−1/A1
Control Air Supply

12 2

5
11
10
9

8 6
7 WCH00538

Fig. 3: Control Air Supply Unit

1 Pressure transmitter PT4411A 7 Non-return valve 35-342HA
2 Pressure transmitter PT4401A 8 Pressure reducing valve 35-23HA
3 Pressure gage PI4401L 9 Pressure reducing valve 35-19HA
4 3/2-way valve 35-36HB 10 Non-return valve 35-342HB
5 3/2-way valve 35-36HC 11 Filter 35-351HA
6 3/2-way valve 35-36HA 12 Pressure gage PI4411L

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 4618−1/A1

Local Control Panel

1. General
The local control panel is attached to the engine at the free end and has the
components necessary for engine operation (see Fig. 1). Some components can look
different from those shown in Fig 2 because the propulsion control system
manufacturer supplies the local control panel.
Some instructions for manoeuvring from the local control panel are given on the
nameplate for LOCAL MANUAL CONTROL (for more data, see 4003−1, paragraph 3
Engine Local Control and 0260−1 Maneuvering).
The WECS−9520 supplies electrical power to the manual control panels, which
operate independently from the remote control system. The data shown on the
manual control panels is always the same.
There are two manual control panels. One manual control panel is installed in the
local control panel 1 (see Fig. 1). The other manual control panel is installed in a
console in the engine control room (ECR).
Note: You can only use the function buttons on the manual control panel that
has control.

2. Installed Components
The local control panel E25 has the components that follow:
D Rotary knob
D ME tachometer
D Emergency stop button
D Telegraph
D WECS−9520 manual control panel (for data, see paragraph 2.2).
You use the rotary knob to adjust the speed / fuel settings.
The ME tachometer shows the engine speed in the ahead or astern directions.
When you operate the emergency stop button, the engine stops immediately. The
pressure control valve 10-5562_E0_3 releases the pressure in the fuel rail. At the
same time, the fuel pump supply decreases to 0 (zero).
The telegraph system is part of the propulsion control system.

2.1 Remote Control

The remote control has the components that follow:
D Emergency stop
D Telegraph.

Winterthur Gas & Diesel Ltd. 1/ 5 2014

4618−1/A1 Operation W-X92
W-X92
Local Control Panel

Note: Parts can look different

2
1
AST. AHD. 3
2

RPM

WCH02783

SPEED / FUEL

7
EMERG.
STOP 6

Fig. 1: Local Control Panel

1 Instrument panel 5 Rotary knob (speed / fuel)
2 Local control panel 6 Emergency stop button
3 ME tachometer 7 Telegraph
4 WECS−9520 manual control panel

2014 2/ 5 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4618−1/A1
Local Control Panel

2.2 WECS−9520 Manual Control Panel

The WECS−9520 manual control panel is a multi-purpose module that has an LCD
display (1, Fig. 2) and 15 function buttons (3).

xx xx 1
xx xx
xx xx
xx xx

3
START AIR AUX. SPEED REMOTE SAFETY
AHEAD RUN BLOWER CONTROL AUTOM. SYSTEM
PRESEL. MODE CONTROL RESET

ECR SHD
STOP MANUAL OVERRIDE
CONTROL

START SLOW AUX. FUEL LOCAL SOUND

ASTERN TURNING BLOWER CONTROL MANUAL OFF-ALM.
STOP MODE CONTROL ACKN.

WECS−9520 MANUAL CONTROL

Fig. 2: WECS−9520 Manual Control Panel

1 LCD display 3 Function buttons
2 LED

Important conditions are shown on the left side of the display in the third and fourth
lines and can include the data that follow:
D Turning Gear Engaged and No Aux. Blower Running
D Emergency stop
D Overspeed
D Shut-down signal active
D Shut-down signal is possible
D Slow-down signal request
D Start interlock (together with an indication in the third line).

Winterthur Gas & Diesel Ltd. 3/ 5 2014

4618−1/A1 Operation W-X92
W-X92
Local Control Panel

Button Function Effect / Procedure

Name Color LED
START GREEN None Engine START AHEAD Auxiliary blower preselect signal is
AHEAD Interruption running ASTERN activated automatically.
(reversing from ASTERN - AHEAD)
STOP GREY RED Engine STOP interrupts fuel LED comes on while STOP is
injection selected.
START RED None Engine START ASTERN Auxiliary blower preselect signal is
ASTERN Interruption running AHEAD generated automatically
(reversing from AHEAD - ASTERN)
AIR GREY GREEN Engine start with starting air only LED comes on while button is
RUN (fuel command adjusted to zero) selected.
After a longer shut-down period or Operates only when the engine is
maintenance with open indicator stopped.
valves
AUX. GREY GREEN Sets the auxiliary blower status LED comes on when auxiliary
BLOWER from STOP to PRESELECT blowers are preselected.
PRESEL. Push the buttons AUX. BLOWER
PRESEL. or START AHEAD /
START ASTERN to activate.
SPEED GREY GREEN Setting of speed nominal value to LED comes on, if SPEED
CONTROL electronic speed control system, CONTROL MODE is selected
MODE adjustable by rotary knob (speed / LED FUEL CONTROL MODE goes
fuel) off.
REMOTE GREY GREEN Transfer LOCAL MANUAL During control transfer, the two
AUTOM. CONTROL (Local Control) to green LEDs flash, then come on
CONTROL REMOTE AUTOM. CONTROL constantly after takeover
(Remote Control)
ECR GREY GREEN Transfer LOCAL MANUAL During control transfer, the two
MANUAL CONTROL (Local Control) to ECR green LED flash, then come on
CONTROL MANUAL CONTROL constantly after takeover
SLOW GREY GREEN Releases an automatic SLOW LED flashes during SLOW
TURNING TURNING (AHEAD) TURNING
Select the button again to stop the Programme is stopped
slow turning sequence automatically, if the engine
completed one full turn, or there
was a malfunction
AUX. GREY RED Sets auxiliary blowers to off LED comes on, if auxiliary blowers
BLOWER manually are set to off (start signal to
STOP auxiliary blowers cancelled)

2014 4/ 5 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 4618−1/A1
Local Control Panel

Button Function Effect / Procedure

Name Color LED
FUEL GREY RED Setting of fuel injection quantity to LED comes on when FUEL
CONTROL WECS−9520. CONTROL MODE is selected.
MODE Adjustable with the rotary knob If the speed control system
(speed / fuel) becomes defective, or if fuel
injection quantity adjustment is
necessary
LOCAL GREY GREEN Transfer from ECR MANUAL After takeover of control, the two
MANUAL CONTROL to LOCAL MANUAL green LED come on
CONTROL CONTROL (Local Control)

Transfer from REMOTE AUTOM. Transfer to LOCAL MANUAL

CONTROL (Remote Control) to CONTROL must be accepted at the
LOCAL MANUAL CONTROL (Local control room console
Control)
SAFETY GREY GREEN Resets the blocked shut-down LED comes on if all shut-down
SYSTEM conditions conditions are the same as those
RESET before and all shut-down signals
can be reset
SHD GREY RED Overrides the shut-down signals If a shut-down can be overridden,
OVERRIDE the LED flashes or comes on
constantly

Override reset (LED is on Goes back to the condition before

constantly) (i.e. of a shut-down signal that
stays indicated or is not reset)
SOUND GREY None Sets to off the acoustic alarms (bell (Shut-down) alarm indications that
OFF − ALM / buzzer) flash change to alarm indications
ACKN. that come on constantly.

Data about the version and a check Push the button for approximately
of the software on the display five seconds

Winterthur Gas & Diesel Ltd. 5/ 5 2014

 W-X92W-X92 Operation 4628−1/A1

Pick-up − Engine Speed

1. General
Proximity sensors are installed in a speed pick-up unit (7, Fig. 1) and attached to the
holder (6). The proximity sensors measure the engine speed (rpm).
For safety, there are three electrically isolated proximity sensor groups as follows:
D Speed identification in the remote control system (RCS)
D Overspeed safety system
D Speed control system.

2. Function
The proximity sensors (9) calculate the speed of the crankshaft gear wheel (2). Each
time a tooth passes a proximity sensor, a signal is sent to the RCS. The RCS
monitors the load and speed-related functions and sends data to the speed indication
instruments.
The crank angle marks (4) are the reference points for the WECS−9520. Each time a
crank angle mark passes the proximity sensors (3, 8), a signal is sent to the crank
angle transmitters. These signals give indications to compare the TDC and BDC
position for cylinder No. 1.
For data about the crank angle system, refer to 9223−1.

Winterthur Gas & Diesel Ltd. 1/ 2 2014

4628−1/A1 Operation W-X92
W-X92
Pick-up − Engine Speed

DRIVING END
6
1
5

WCH02784

2
4

3
ST
ZS
5111−12S
5125C

ST ZS ZS

5101−04C 5123C 5124C

I CRANKSHAFT

WCH02728

3
7

Fig. 1: Location of Proximity Sensors and Speed Pickup Unit

1 Terminal box 6 Pick−up holder

2 Crankshaft gear wheel 7 Speed pick-up unit
3 Proximity sensors (crank angle) 8 Proximity sensor (TDC signal)
4 Crank angle mark (TDC / BDC) 9 Proximity sensors (flywheel)
5 Casing

2014 2/ 2 Winterthur Gas & Diesel Ltd.

Supply Unit, Servo Oil Pump and Fuel Pump Group 5

Servo Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5551−1/A1

Supply Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5552−1/A1
Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5556−1/A1
Fuel Pump − Cut Out and Cut In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5556−2/A1
Pressure Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5562−1/A1
Fuel Pump Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5583−1/A1

Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 5551−1/A1

Servo Oil Pump

1. General
The servo oil pumps (5, 6 and 8, Fig. 1) are attached to, and part of, the supply unit
(7). These pumps supply servo oil to open the exhaust valves.
For more data about the supply unit, see 5552-1.
The flow sensors (installed on the inlet pipes to the servo oil pumps), monitor the oil
supply to the servo oil pumps. A malfunction of a servo oil pump will show in the
alarm and monitoring system.

2. Function
CAUTION
Damage Hazard: If a servo oil pump becomes defective, do not
operate the engine for too long. If the other pumps become
defective, the engine cannot operate. You must replace the
defective servo oil pump as soon as possible (see the
Maintenance Manual 5552-1).

During usual operation, the servo oil pumps supply hydraulic pressure equally for the
full load range.
The nominal pressure value is related to the engine load. The electrically controlled
system adjusts the system pressure for the full load range, i.e. high pressure
(approximately 200 bar) at high engine load, and decreased pressure at low engine
load.
If one pump becomes defective, the engine will continue to operate at full load.
For more data, see the Maintenance Manual 5551-2.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

5551−1/A1 Operation W-X92
W-X92
Servo Oil Pump

8
I
7 3

5
For View I, see Fig 2
DRIVING
END

WCH02785

Fig. 1: Location of Servo Oil Pumps

1 Rail unit 5 Servo oil pump No.1
2 Cylinder jacket 6 Servo oil pump No.2
3 Service pump 20-8445_E0_5 7 Supply unit
4 Automatic filter 8 Servo oil pump No.3

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 5551−1/A1
Servo Oil Pump

1
4

I I

C
3

WCH02786

I-I

WCH02786
7 6 5

Fig. 2: Servo Oil Pumps − Operation

1 Servo oil pump (20-5551_E0_3) 5 Shaft
2 Servo oil pump (20-5551_E0_2) 6 Pinion
3 Servo oil pump (20-5551_E0_1) 7 Oil bore
4 Supply unit

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 5552−1/A1

Supply Unit

1. General
The supply unit is installed below the column (1, Fig. 1) at the center of the engine
(see 4104-1 Supply Unit Drive).
The supply unit has the servo oil supply, fuel supply, gear wheels and drive wheels.
The components in paragraph 1.1 and paragraph 1.2 are part of, or attached to the
casing.

1.1 Servo Oil Pumps

Three servo oil pumps (2) are attached to the driving end of the supply unit. The
gearwheels (5, Fig. 2) operate the servo oil pumps.
For more data about the servo oil pumps, see 5551-1 Servo Oil Pump.

1.2 Fuel Pumps

Six fuel pumps (4, Fig. 1) are attached to the supply unit. For more data about the fuel
pumps, see 5556-1, Fuel Pump.

4 1

DRIVING
END

WCH02788

3 2

Fig. 1: Supply Unit − Location

1 Column 3 Supply unit

2 Servo oil pumps 4 Fuel pumps

Winterthur Gas & Diesel Ltd. 1/ 2 2014

5552−1/A1 Operation W-X92
W-X92
Supply Unit

2. Lubrication
Oil flows through bores in the casing (3, Fig. 2) to lubricate the bearings and fuel
pumps. Oil also flows through the nozzles (8, 9) to lubricate the gearwheels (4, 5).

I
2 II

II

4
7 6 5

WCH02789

I 3

I-I II - II

Fig. 2: Location of Items

1 Top bearing shell half 6 Bottom bearing shell half
2 Thrust bearing ring half 7 Camshaft
3 Casing 8 Nozzles
4 Gear wheel 9 Nozzles
5 Gear wheel

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 5556−1/A1

Fuel Pump

1. General
The fuel pumps (1, Fig. 1) are part of the supply unit (2).
The fuel pumps supply fuel through high pressure pipes to the fuel rail (see 8019-1,
Fuel System). The fuel pumps are controlled to supply the necessary load-related fuel
pressure (up to 1000 bar) in the fuel rail.
For more data about the supply unit, see 5552-1

WCH02805

Fig. 1: Location of Fuel Pumps

1 Fuel pump 2 Supply unit

2. Function
The compression spring (9, Fig. 2) keeps the bottom spring carrier (2) against the
guide piston (6), which keeps the roller (4) against the cam (5). When the cam (5)
moves the roller (4) up, the guide piston (6) moves up and the bottom spring carrier
(2) compresses the compression spring (9). The pump plunger (18) then moves up.
The control grooves in the pump plunger (18) control the fuel quantity.
When the toothed rack (12) moves, the teeth engage with the teeth on the regulating
sleeve (17) and the regulating sleeve turns. The regulating sleeve (17) turns the
driver (10) and thus the pump plunger (18).

Winterthur Gas & Diesel Ltd. 1/ 3 2014

5556−1/A1 Operation W-X92
W-X92
Fuel Pump

HP

15

LO
14

FO FI
19

18 SC
17
13 12 OB
1
11
10
9
2
8
3
7
DB

6 OI

4
16

WCH02790

Fig. 2: Fuel Pump

1 Oil pipe 16 Roller pin

2 Bottom spring carrier 17 Regulating sleeve
3 Orifice 18 Pump plunger
4 Roller 19 Pump cylinder
5 Cam
6 Guide piston
7 Bottom housing
8 Top housing LF Leakage fuel
9 Compression spring FI Fuel inlet
10 Driver (of pump plunger) FO Fuel outlet
11 Top spring carrier HP HP fuel to fuel rail
12 Toothed rack LO Leakage fuel outlet
13 Cover (toothed rack) OB Lubricating oil bore
14 Non-return valve OI Lubricating oil inlet
15 Pump cover SC Suction chamber

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 5556−1/A1
Fuel Pump

When the pump plunger passes BDC, fuel flows through the two inlet bores (5, Fig. 3)
and the two control grooves (2) into the plunger chamber (1). The quantity of fuel that
enters the plunger chamber (1) is related to the control position (between 0 for zero
supply and 10 for maximum supply).
Note: No fuel is supplied in the position 0 (zero).

POSITION 0 POSITION 5 POSITION 8

1
BDC
5 2
4 3
008.645/00 008.645/00 008.645/00

Fig. 3: Control Grooves in Pump Plunger

1 Plunger chamber 4 Pump cylinder
2 Control groove 5 Inlet bore
3 Pump plunger

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 5556−2/A1

Fuel Pump − Cut Out and Cut In

1. General
If a fuel pump is unserviceable (e.g. the pump plunger cannot move) or the HP fuel
pipe is broken (between the fuel pump and the fuel rail) the fault must be repaired
immediately.
If the fault cannot be repaired, because the engine must continue to operate, it is
possible to cut out the unserviceable fuel pump.
WARNING
Injury Hazard: Cutting out and cutting in of unserviceable fuel
pumps must only be done when the engine has stopped.

CAUTION
Damage Hazard: You must not operate the engine with a fuel
pump removed. This will decrease the supply of oil, i.e. there
could be a decrease of lubrication to the other fuel pumps.

Note: If one fuel pump is cut out, there is almost no limit in engine operation. If
more than one pump is cut out, you can only operate the engine at
decreased load. When a fuel pump is cut out, oil in the system will
decrease.

2. Cut Out
2.1 Preparation
1) Stop the engine.
2) Remove the applicable HP fuel pipe (4, Fig. 1) from the related fuel pump (refer
to the Maintenance Manual 8752−1 HP Fuel Pipe Removal).

2.2 Procedure
1) Install the tool 94569 (3) to the fuel pump (1).
2) Attach the tool 94569A (5) to the connecting block (3).
3) Remove the applicable cover (2).
4) Remove the applicable cover (6).
5) Find the position of the related cam.
WARNING
Injury Hazard: Before you operate the turning gear, make sure
that no personnel are near the flywheel.

6) Use the turning gear to turn the engine until the roller (7) is at the highest
position.
7) Use the four screws from the cover (2) to attach the roller lifting tool 94569B (8)
in position in the supply unit casing.
8) Turn the roller lifting tool 94569B (8) to lift the roller (7) and get a clearance of
2.5 mm.
9) Install the cover (6).

2.3 Completion
1) Start the engine.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

5556−2/A1 Operation W-X92
W-X92
Fuel Pump − Cutting Out and Cutting In

II - II
5 II
4

II

I-I I
3
1

III
2

WCH02791 III
7

III - III
8

2.5 mm

Fig. 1: Fuel Pump and Blank Flanges Installation

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 5556−2/A1
Fuel Pump − Cutting Out and Cutting In

3. Cut In

3.1 Preparation
1) Stop the engine.

3.2 Procedure
1) Remove the cover (6, Fig. 1).
2) Find the position of the related cam.

WARNING
Injury Hazard: Before you operate the turning gear, make sure
that no personnel are near the flywheel.

3) Use the turning gear to turn the engine until the roller (7) of the guide piston is at
the highest position.
4) Turn the roller lifting tool 94569B (8) to lower the roller (7) on to the cam.
5) Remove the roller lifting tool 94569B (8).
6) Install the cover (2).
7) Install the cover (6).
8) Remove the tool 94569 (3) from the fuel pump (1).
9) Remove the tool 94569A (5) from the connecting block (4).

3.3 Completion
1) Install the applicable HP fuel pipe (4) (refer to the Maintenance Manual 8752−1).
2) Start the engine.

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 5562−1/A1

Pressure Control Valve

1. General

1.1 Operation
The WECS−9520 controls the fuel pressure. The pressure in the fuel rail is always
less than that necessary to open the pressure control valve (PCV).The PCV (1, Fig. 1)
is usually closed.
The PCV can also operate as a pressure relief valve and will open if the fuel pressure
is more than the specified pressure of approximately 1050 bar.
For more data, see 4002-1, paragraph 3.2 Fuel Pressure Control.

DRIVING END

6 3

5 4
WCH02792

7
2

Fig. 1: Location of Pressure Control Valve

1 Rail unit 5 Fuel leakage pipe
2 Pressure control valve 10-5562_E0_3 6 Fuel rail
3 Heating pipe 7 Control valve (ZV7061S)
4 Fuel pipe 8 Knurled screw

Winterthur Gas & Diesel Ltd. 1/ 3 2014

5562−1/A1 Operation W-X92
W-X92
Pressure Control Valve

1.2 Emergency Stop

The safety system operates the control valve (7, Fig. 1), which decreases the fuel
pressure to less than 200 bar (usually to 0 bar). Thus, fuel injection is not possible.
The PCV is one of three devices that can shut down the engine. The other devices
are:
D Immediate injection stop (engine software)
D Fuel pump supply moved to 0 (engine software).

1.3 Emergency Operation

CAUTION
Damage Hazard: For emergency operation, make sure that the
knurled screw (10) is turned fully counterclockwise (up).

If the fuel pressure control system becomes defective, the PCV will control the
pressure in the system when:
D There are missing or incorrect control signals
D The fuel pump actuator(s) is/are unserviceable
D A toothed rack is blocked.
The toothed rack of the fuel pump is locked in the middle position. This can be applied
to one fuel pump, or all fuel pumps that relate to the failure (see 0515−1, paragraph 2
Defective Fuel Pump Actuator).
If the fuel pressure is more than the opening pressure (approximately 1050 bar), the
PCV will open gradually to drain sufficient fuel. This keeps the adjusted maximum
pressure. If this occurs, longer engine operation time must be prevented.
The knurled screw (10) must be turned fully counterclockwise (up) against the stop,
which decreases the opening pressure to approximately 600 bar. This makes sure of
safe operation over the full load range.
Note: When the PCV opens, fuel will drain and you can hear a loud noise like a
whistle.

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 5562−1/A1
Pressure Control Valve

2. Functions

2.1 Control Function

Oil pressure on the piston (8, Fig. 2) pushes the valve tip (7) down on to the valve
seat (6). The fuel pressure also operates against the axial slide valve (5). When the
fuel pressure increases, the oil pressure decreases. If the oil pressure decreases
below a specified value, the valve tip (7) moves up from the valve seat (6) and fuel
drains through the fuel outlet (FO).

2.2 Function Check

During operation, carefully turn the knurled screw (1) counterclockwise until the axial
slide valve (5) starts to open. When the axial slide valve functions correctly, fuel
pressure is released.

2.3 Emergency Stop Function

If the 3/2-way solenoid valve (10) is energized the oil pressure above the piston (8) is
released. The valve tip (7) moves away from the valve seat (6) and fuel is drained.

10
1
9
OI

8 2

3
4
5

7
6

FI WCH02792

OIL
FO
FUEL

Fig. 2: Pressure Control Valve

1 Knurled screw 8 Piston

2 Adjusting disc 9 Filter
3 Compression spring 10 3/2-way solenoid valve 20-5562_E0_6
4 Compression spring
5 Axial slide valve FO Fuel outlet (drain)
6 Valve seat FI Fuel inlet
7 Valve tip OI Oil inlet

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 5583−1/A1

Fuel Pump Actuator

1. General
Each electrically-operated actuator (2, Fig. 1) controls two fuel pumps (1). The
regulating linkage connects an actuator (2) to each pair of fuel pumps (1). The lever
(6) moves the connecting elements (5), which moves the toothed racks (4) to the
applicable position to control the fuel flow through the fuel pump (1).

2. Function
The WECS−9520 controls each fuel pump actuator. The fuel pump actuator controls
the fuel quantity and keeps the necessary pressure in the fuel rail.
During operation, the actuators move at the same time i.e. the control positions and
the fuel quantity that flows through the fuel pumps are the same.
If a pump plunger does not move, a toothed rack (4) will be blocked. The related
actuator will continue to operate the other toothed rack.
If a fuel pump actuator becomes defective, its lever (6) stays in position or turns
slowly to the zero supply position. The other actuators get control of the fuel quantity
supply (see also 0515−1, paragraph 2 Defective Fuel Pump Actuator).
Note: In the lower load range (at lower fuel consumption) the pressure control
valve 10-5562_E0_3 controls the fuel pressure. This is because the fuel
pump actuators cannot decrease the fuel quantity supply (for more data,
refer to 5562−1 Pressure Control Valve).

Winterthur Gas & Diesel Ltd. 1/ 2 2014

5583−1/A1 Operation W-X92
W-X92
Fuel Pump Actuator

2
3

WCH02855
I

7
4

WCH02855

Fig. 1: Fuel Pump Actuator

1 Fuel pump 5 Connecting element
2 Fuel pump actuator 6 Lever
3 Supply unit 7 Spring
4 Toothed rack

2014 2/ 2 Winterthur Gas & Diesel Ltd.

Scavenge Air System Group 6

Scavenge Air Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6420−1/A1

Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6500−1/A1
Clean the Turbocharger during Operation − Turbocharger All Types . . . . . . . . . . . . . . . . . . . . . . . . 6510−1/A1
Auxiliary Blower and Switch Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6545−1/A1
Scavenge Air Cooler: Operating Instructions and Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6606−1/A1
 W-X92W-X92 Operation 6420−1/A1

Scavenge Air Receiver

1. General
The scavenge air receiver (7, Fig. 1) is a welded assembly and attached to the
cylinder jacket on the exhaust side. The scavenge air receiver has the parts that
follow:
D Receiver
D Turbocharger support
D Air duct
D Charging unit
D Scavenge air cooler casing.
The relief valve (5) opens when the air pressure increases to more than the permitted
value in the receiver space.
The longitudinal wall (15) divides the receiver into the air space (12) and the receiver
space (13). The flaps (14) are attached to the longitudinal wall.

2. Function
During operation, the turbocharger blows scavenge air through the scavenge air
cooler (SAC) (2) into the charging unit, through the water separator and then into the
air space (12). The air then flows through the flaps (14) into the receiver space (13)
and through openings in the cylinder jacket to the piston underside (PU). The
scavenge air flows through the scavenge ports when the piston is near BDC. The
flaps (14) prevent back-flow into the air space (12).
Two auxiliary blowers (1) are attached to the top of the scavenge air receiver. During
engine start or at low engine load, the auxiliary blowers come on and move scavenge
air from the space (12) through the suction box to the receiver space (13). The flaps
installed under the suction box prevent the back-flow of air when the auxiliary blowers
are set to off.

WARNING
Injury Hazard: Do not go into the the receiver space during engine
operation. Access into the receiver space through the covers is
possible only when the engine has stopped.

You can do an inspection of the running surface of the piston, piston rings, cylinder
liner and the piston rod gland from the receiver space (13).
You can open the hinged cover (17) to examine the flaps (14).
For more data, see Fig. 2.
Note: If the turbocharger becomes defective, the covers on the charging unit
must be opened for emergency operation (see 0590−1 Turbocharger out
of Service).

Winterthur Gas & Diesel Ltd. 1/ 3 2014

6420−1/A1 Operation W-X92
W-X92
Scavenge Air Receiver

IV
II 1
III

2
III
WCH02793

4 3
II IV For Views III − III
to V see Fig. 2

II - II
I
15

14
5
13 6

V
17 7
PU
2

4 16 12
8
11
3

9
10

Fig. 1: Scavenge Air Receiver

1 Cover 10 Condensate drain (from SAC)
2 Scavenge air cooler 11 Hinged cover
3 Auxiliary blower 12 Air space
4 Electric motor 13 Receiver space
5 Relief valve 14 Flaps
6 Diffuser 15 Longitudinal wall
7 Scavenge air receiver 16 Cover (water separator)
8 Hinged cover 17 Cover
9 Water drain (from water separator) PU Piston underside

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 6420−1/A1
Scavenge Air Receiver

III - III IV - IV

6
5 4

2
1

Fig. 2: Scavenge Air Receiver

1 Cover 5 Cooling water inlet
2 Cover 6 Flap
3 Scavenge air cooler 7 Plate
4 Cooling water outlet

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 6500−1/A1

Turbocharging

1. General
The turbocharger is accurately tuned to the engine and related to the number of
cylinders, service output, mode of operation etc.
Data about operation, maintenance and servicing are given in the related
documentation of the manufacturer (which is part of the Operation Instructions).

CAUTION
Damage Hazard: If you operate the engine with a turbocharger cut
out, you must obey the operation limits given in the Service
Bulletin RT−162 to prevent damage to the engine.

For data about the operation limits of operation with a turbocharger cut out, see
Service Bulletin RT−162.

2. Function
Exhaust gas (EG, Fig. 1) from the cylinders collects in the manifold (15). The exhaust
gas moves the turbine (16), then flows out through the exhaust gas outlet (EO) to the
exhaust system of the vessel. The exhaust gas turns the turbine and moves the
compressor (2), which is attached to the same shaft. The compressor pulls fresh air
(FA) from the engine room through a filter/silencer.
The compressor compresses and heats the scavenge air (SA). This hot compressed
air flows into the charging unit (5) through the scavenge air cooler (SAC) (3), which
cools the air to a lower temperature range. The SAC produces a large quantity of
condensation because of the high humidity in the air. The water separator (4)
removes the condensation, which flows through the drains (WD and CD).
The scavenge air flows from the air space (AS) through the flaps 18 to the receiver
space (RS) and then into the piston underside (PU).
When the piston (9) is near BDC, scavenge air flows through the open inlet ports (10)
into the cylinder (12).
After the compression, combustion, and expansion process, the exhaust valve (14)
opens and exhaust gas (EG) flows into the manifold (15), which completes the cycle.
During engine start, or low load operation the auxiliary blowers (8) supply air from the
air space (AS) to the receiver space (RS). A non-return valve prevents the back-flow
of air (see also 6420−1 Scavenge Air Receiver).

Winterthur Gas & Diesel Ltd. 1/ 2 2015-07

6500−1/A1 Operation W-X92
W-X92
Turbocharging

1 15 1

EG

EO SA
14

13
2

12

18 17 16 1

11
10

RS AS
PU 3
9
4
5

WCH00566

8 7 6

OW WD CD

Fig. 1: Schematic Diagram − Turbocharger Operation

1 Expansion piece 15 Manifold

2 Compressor 16 Turbine
3 Scavenge air cooler 17 Receiver
4 Water separator 18 Flaps
5 Charging unit AS Air space
6 Air inlet duct CD Condensation drain from air cooler
7 Non-return valve EG Exhaust gas from cylinder
8 Auxiliary blower EO Exhaust gas, outlet
9 Piston FA Fresh air
10 Inlet ports OW Oily water drain
11 Cylinder block PU Piston underside
12 Cylinder liner RS Receiver space
13 Cylinder cover SA Scavenge air
14 Exhaust valve WD Water drain from water separator

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 6510−1/A1
Turbocharger All Types

Clean the Turbocharger during Operation

1. General
The turbochargers have a system to clean the turbine and the compressor. It is
possible to clean the turbine and the compressor while the turbocharger operates.
Regular procedures to clean the turbine and the compressor prevent or decrease
contamination and increase the time between overhauls.
If the quantity of dirt becomes too much (scavenge air pressure decreases and
exhaust gas temperature increases), the turbocharger must be disassembled and
cleaned in accordance with the instructions given in the turbocharger manual. Refer
to 0250−1 Operating Data Sheet for the permitted pressure decrease.
To keep the silencer in a clean and serviceable condition, regular visual checks and
procedures are necessary. Clean the silencer and filter only when the engine is
stopped and in accordance with the instructions given in the applicable turbocharger
manual.
Note: One more filter mat installed on top of the silencer will keep
contamination on the air side to a minimum, but will cause a loss of
pressure.
If there is an increase in the pressure difference np (of 50% compared to the shop
test value at the same engine load) or the filter mat is dirty, replace or clean the filter
mat. To clean the filter mat, refer to the instructions given in the turbocharger manual.

2. Turbocharger − Clean
You can use the methods that follow to regularly clean the compressor and turbine:
D Wash the compressor
D Dry-clean the turbine (at full service load).
For data about the procedures to clean the turbocharger and the related intervals
between the procedures, refer to the applicable turbocharger manual.

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 6545−1/A1

Auxiliary Blower and Switch Box

1. Auxiliary Blower

1.1 General
The electric motors (4, Fig. 1) operate the auxiliary blowers (3), which are installed on
the scavenge air receiver (2). The auxiliary blowers supply air from the air space
through the suction casing into the receiver space during engine start and operation
at low load. Flaps prevent the back-flow of air into the scavenge air receiver (for data
about the scavenge air receiver, refer to 6420−1).

WCH02794

PS
4

SS

WCH02794

Fig. 1: Location of Auxiliary Blowers

1 Auxiliary blower (left hand design) PS Pressure side
2 Scavenge air receiver SS Suction side
3 Auxiliary blower
4 Electric motor

2014
3

Winterthur Gas & Diesel Ltd. 1/ 2

6545−1/A1 Operation W-X92
W-X92
Auxiliary Blower and Switch Box

2. Switch Box

2.1 General
The engine builder supplies an electrical switch box (1, Fig. 2) for each auxiliary
blower.

2.2 Function
During the engine start procedure, the first auxiliary blower starts immediately. After
approximately two to three seconds, the other auxiliary blower starts.
When the turbocharger produces sufficient pressure in the scavenge air receiver, the
auxiliary blowers stop.
If the scavenge air pressure decreases below the minimum pressure necessary, the
auxiliary blowers operate as given above (for more data, see 4003−1, paragraph 4.6
Auxiliary Blowers).

8
1
7

5
4 6

WCH02794

Fig. 2: Switch Box (Example)

1 Switch box 5 Lamp test
2 Voltage indicator 6 Main switch
3 Service indicator 7 Hour counter
4 Overload indicator 8 Ampere meter

2014
3

2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 6606−1/A1
Scavenge Air Cooler

Operating Instructions and Cleaning

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. SAC Air Side − Clean during Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.1 Intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.2 Cleaning Agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.3 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.4 Instruction Leaflets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

1. General
A Scavenge Air Cooler (SAC) is installed downstream of the turbocharger. The SAC
decreases the temperature of the compressed / heated air that flows from the
turbocharger. The standard cooler is a single-stage multi-pass item. The water flows
through the cooler in the opposite direction of the air flow more than one time. The
temperature difference of the water and scavenge air is thus applied equally along all
of the SAC.

2. Operating Instructions
If air collects in the cooling water system of the SAC, problems for the engine and the
SAC can occur. Thus, the SAC must operate correctly.
You must do regular checks of the SAC temperature. See the data in 0250-1
Operating Data Sheet.
If the level switch (15, Fig. 1) of the condensate collector (9) activates an alarm during
operation, the cause (condensate water or SAC cooling water) must be found. If the
cause is SAC cooling water, the SAC must be disassembled and repaired (see the
Maintenance Manual 6606−1).
To prevent damage to the SAC, the cooling water must flow correctly during
operation. The cooling water flow must not be decreased at part load, or during
maneuvering.
CAUTION
Damage Hazard: Do not use the butterfly valves at the cooling
water inlet and outlet pipes to control the flow rate. The water
separators (which are plastic) could be damaged because the
scavenge air temperatures are too high at higher loads.
For data about operation with a defective SAC, see 0550-1 paragraph 1.
During correct operation of the SAC, record the temperature difference between the
scavenge air outlet and the cooling water inlet. You use the temperature difference as
a guide. You must do regular checks of the two temperature values and compare
them with the temperatures you recorded.
If the temperature difference increases and the engine load and cooling water flow do
not change, the SAC is dirty.
If the water side of the SAC is dirty, the scavenge air temperature increases.
If the air side of the SAC is dirty, the pressure difference (np) of the scavenge air
through the SAC increases. This does not show the full effect of the dirt because an
increased resistance also causes a decreased air flow from the turbocharger. For
more data about the SAC during operation, see 0250-1 Operating Data Sheet.
Higher scavenge air temperature and decreased air flow cause increased thermal
load of the engine and higher exhaust gas temperatures.
You can clean the air side of the SAC during engine operation, see paragraph 3.
You can clean the water side of the SAC only when the engine has stopped. For data
to clean the water side of the SAC, see the Maintenance Manual 6606-1.

Winterthur Gas & Diesel Ltd. 1/ 5 2014

6606−1/A1 Operation W-X92
W-X92
Operating Instructions and Cleaning

ENGINE PLANT

FW

22 1 2
CA

21 4 3
20
19 5
6 AV
18
17 7
16

8
15

9
10
11
12

13

14

ST BT WD BT

Fig. 1: Location of Wash-water System Parts

1 Fresh water supply pipe 16 Receiver
2 Ball valve 17 Water separator
3 Ball valve 18 Scavenge air cooler (SAC)
4 Compressed air supply pipe 19 Shut-off valve (vent)
5 Shut-off valve 20 Shut-off valve
6 Container 21 Funnel
7 Ball valve 22 Shut-off valve
8 SAC drain
9 Condensate collector
10 Throttle disc AV Vent
11 Condensate and wash-water drain BT Drain to bilge water tank
12 3-way ball valve CA Compressed air from board system 7.0 bar to 8.0 bar
13 Vent unit FW Fresh water 2.5 bar
14 Cleaning fluid and wash-water drain ST Drain to sludge water tank (oleiferous)
15 Level switch WD Drain to water drain tank

2014 2/ 5 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 6606−1/A1
Operating Instructions and Cleaning

3. SAC Air Side − Clean during Operation

The equipment necessary to clean the air side of the SAC is installed on the engine.

3.1 Intervals
Initially, it is recommend that you clean the SAC one time each week. If there is no
change in the pressure difference (np) through the SAC, the interval can be extended
(e.g. one time each month).
The pressure difference must not be more than the maximum limit (np increase of
50% compared to the shop test value at the same engine load). For more data, see
the Maintenance Manual 0380-1).
The quantity of contamination in the SAC is related to the condition of the airflow into
the SAC and the maintenance of the air suction filter on the turbocharger.
Note: It is recommended that you do not clean the SAC in tropical conditions
because of increased condensation.

3.2 Cleaning Agents

Use cleaning agents only from recommended suppliers. You must follow the
instructions in the supplier documentation for the applicable water/cleaning fluid
ratios.
For in-service cleaning, use only those fluids that have a sufficiently high flash point.

3.3 Procedure
Clean the SAC while the engine operates at less than 50% load (see also the
instruction panel on the engine). The air temperature downstream of the compressor
(turbocharger) must not be more than 100°C. This is because heat will change too
much of the cleaning agent to a gas.
1) Decrease the engine power to the value given before.
2) Make sure that compressed air and fresh water are available at the shut-off
valves (1 and 12, Fig. 2).

Winterthur Gas & Diesel Ltd. 3/ 5 2014

6606−1/A1 Operation W-X92
W-X92
Operating Instructions and Cleaning

3) Open the ball valves (2 and 10, Fig. 2).

4) Carefully open the ball valve (12)
ENGINE PLANT sufficiently to prevent back-flow of
water in the funnel (11).
Fresh Water
5) Fill the air tank (3) through the funnel
Control Air (10) with fresh water and the specified
12 1 2
quantity of cleaning fluid (max 20 liters)
11
(see paragraph 3.2).
10
3 Note: You can also use a hand-held
container filled with cleaning fluid
mixed with fresh water to put into
9 4 the funnel (11). When you use this
method, make sure that the
shut-off valve (12) stays closed.

5 6) Close the ball valves (2 and 10).

7) Open the ball valve (1).
6 8) Open the ball valves (4 and 9). The
water/cleaning fluid comes out of the
nozzles (5) as a spray into the SAC (6)
for approximately one minute.
8
9) Close the ball valve (8).
10) Open the ball valve (7).
WCH02245
11) Close the ball valves (12 and 10).
12) Close the ball valves (4 and 9).
7
13) Open the ball valve (2) until the air tank
has no pressure.
14) After 10 minutes, do the procedure
8 again with only fresh water (do not use
OPEN
cleaning fluid).
15) Open the ball valve (8).
CLOSED
8 16) Close the ball valve (7)
7 CLOSED
USUAL 17) The procedure is completed.
OPERATION
POSITION OPEN Note: Dirt particles that are loosened
7 from the cooling fins can collect in
the water separator or the
SAC COOLER
CLEANING
scavenge air receiver. Do a check
POSITION of the cooling fins and clean if
necessary (see the Maintenance
Manual).

Fig. 2: SAC Air Side − Clean

2014 4/ 5 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 6606−1/A1
Operating Instructions and Cleaning

3.4 Instruction Leaflets

Data about operation, maintenance and repair of the SAC are given in the Instruction
Leaflets from the engine manufacturer or supplier.
You can get these Instruction Leaflets directly from the manufacturers. It is also
possible to send an order for Instruction Leaflets from the engine manufacturer or
supplier.
When you send an order for Instruction Leaflets, you must give the data that follows:
D The engine type and number
D The engine supplier
D The SAC manufacturer and type
D The applicable language.

Winterthur Gas & Diesel Ltd. 5/ 5 2014

Cylinder Lubrication Group 7

Cylinder Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−1/A1

Cylinder Lubrication − LFR and HFR Bushes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−2/A1
Feed Rate − Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−3/A1
 W-X92W-X92 Operation 7218−1/A1

Cylinder Lubrication
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Cylinder Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Running-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1 Cylinder Lube Oil Tank (Plant Side) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2 Cylinder Lubricating Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Duplex Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4. Oil Supply Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.1 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.2 Bleed Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5. Cylinder Lubricating Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.2 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.3 Cylinder Lubricating Pump − Bleed . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5.4 Lubricating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5.5 Cylinder Lubricating Pump / Components − Maintenance . . . . . . 8
6. Lubricating Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
7. ALM−20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
7.1 LED Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
7.2 Resistor in Plug X1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
8. Cylinder Lubricating System − Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
8.1 Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
8.2 Radial Oil Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8.3 Vertical Oil Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8.4 Lubricating Oil Feed Rate − Adjustment . . . . . . . . . . . . . . . . . . . . . . . 12

1. General
The cylinder lubricating system operates independently to lubricate the cylinder liners
and pistons. The WECS−9520 monitors and controls the adjustable load-related
supply rate of lubricating oil to each lubrication point.

1.1 Cylinder Lubricating Oil

During usual operation, a high-additive, alkaline cylinder lubricating oil is necessary.
The alkalinity of the lubricating oil that is chosen is related to the sulphur content of
the fuel (see 0750-1 Operating Media, paragraph 3).

1.2 Running-in
For running-in, approved cylinder lubricating oil is recommended (see 0410-1
Running-in New Cylinder Liners and Piston Rings).

Winterthur Gas & Diesel Ltd. 1/ 12 2014

7218−1/A1 Operation W-X92
W-X92
Cylinder Lubrication

2. Description
The diagram Fig. 1 shows the complete system, which has the components that
follow:
D Cylinder lube oil tank (1) for cylinder lubricating oil (plant side)
D Duplex filter (6) with a lever to change filters
D Lubricating quills (ten for each cylinder) with a non−return valve and an injection
nozzle 25-2138_CX_Y
The cylinder lubricating pumps 25-7230_C#_1 (one for each cylinder) have the parts
that follow:
D Advanced Lubrication Module−20 (ALM−20)
D 4/2-way solenoid valve (control valve)
D Pressure transmitter.
System control is from the WECS−9520 (see 4002−1, paragraph 3.4).

2 3

925−B001
CV PT
7131−42C 3131−42C
RAIL UNIT

1 33

25−7230_C10_1

25−7230_C11_1

25−7230_C12_1
25−7230_C1_1

25−7230_C2_1

25−7230_C3_1

25−7230_C4_1

25−7230_C5_1

25−7230_C6_1

25−7230_C7_1

25−7230_C8_1

25−7230_C9_1
25−8475_E0_1

PT
P
25−8475_E0_6

25−8475_E0_7

3124C
I

20.5614_E0_6 20.5614_E0_5I P PT
20−5614_E0_11

20−5614_E0_12

2041C
7 25−5614_E0_2
DISTRIBUTOR PIPE DISTRIBUTOR PIPE
6
4
20−5612_CX_4

20.5612_CX_1 20−5614_E0_1 20−5614_E0_3

5
CV
20−5560_CX_1

7421−32C
20−5612_CX_5

20.5612_CX_2
RAIL VALVE
CV
7401−12C

75 m
20−5612_CX_3

SQUARE PIPE
20−8447_E0_9

20−8447_E0_7

IP IP
PT PT
2071C 2072C
20−5610_E0_5

20.5610_E0_12 20.5610_E0_11 200 bar

20−8447_E0_10

20−8447_E0_8

20−5610_E0_4
SERVO OIL RAIL 20−5610_E0_3 SERVO OIL RAIL20−5610_E0_2 20−5610_E0_1
20−5610_E0_7

WCH02728

Fig. 1: Schematic Diagram − Cylinder Lubrication System

1 Cylinder lube oil tank 4 Pressure transmitter PT2041C
2 Control valve CV7131C − CV71nnC 5 Pressure reducing valve
3 Pressure transmitter PT3131C − PT31nnC 6 Pressure safety valve
3 Pressure transmitter PT3131C − PT31nnC 7 Duplex filter

2014 2/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 7218−1/A1
Cylinder Lubrication

2.1 Cylinder Lube Oil Tank (Plant Side)

The cylinder lube oil tank (1, Fig. 1) for the cylinder lubricating oil is installed at a
specified height above the engine. This lets static pressure move the oil down through
the duplex filter (6).
The WECS−9520 sends signals to the control valve (2) on each cylinder lubricating
pump. This operates the pump and activates an injection. The pressure transmitter
(3) monitors the injection pressure.

2.2 Cylinder Lubricating Pump

Each cylinder has a self-contained cylinder lubricating pump (5, Fig. 2) installed on a
support in the rail unit (rail unit not shown). All of the cylinder lubricating pumps are
connected to supply pipes in the rail unit.
Servo oil operates the cylinder lubricating pumps when the related control signals are
released from the WECS−9520. The pressure reducing valves (20−5614_E0_1 and
20−5614_E0_3) decrease the servo oil pressure to 65 bar. Servo oil flows into a
collector pipe installed below the rail unit.
The pressure transmitter monitors the servo oil pipes. If the pressure decreases,
there is a leak. The pressure transmitter transmits a signal with a failure message to
the alarm and monitoring system (see 0850−1 paragraph 4.8).

5
4
3

2 4

WCH02856

Fig. 2: Cylinder Lubricating Pumps

1 Cylinder block 4 Lubricating oil pipes
2 Cylinder liner 5 Cylinder lubricating pump 25_7230_C#_1
3 Lubricating quill

Winterthur Gas & Diesel Ltd. 3/ 12 2014

7218−1/A1 Operation W-X92
W-X92
Cylinder Lubrication

3. Duplex Filter
The duplex filter (4, Fig. 3) is installed between the lube oil tank and the lubricating
pumps. It is possible to replace a clogged filter element during operation, thus it is not
necessary to stop the oil supply. Do the steps that follow:
1) Move the lever (5) to the other (clean) filter element.
2) Replace the clogged filter element, refer to the Maintenance Manual 7218−1.

5 6 1
1

I 2

WCH02795

I 4

5
WCH02795
7

Fig. 3: Duplex Filter

1 Rail unit 5 Lever
2 Inlet pipe (cylinder lubricating oil ) 6 Relief valve 25-5614_E0_2
3 Supply pipe 20−5614_E0_6 7 Filter element
4 Duplex filter

2014 4/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 7218−1/A1
Cylinder Lubrication

4. Oil Supply Pipe

Lubricating oil from the servo oil rail flows through the lubricating oil supply pipe (1,
see Fig. 4). The supply pipe goes into the rail unit (2). The lubricating oil operates the
cylinder lubricating pumps.

FREE END

WCH02859

Fig. 4: Oil Supply Unit

1 Lubricating oil supply pipe 2 Rail unit

4.1 Function
Servo oil from the servo oil supply flows through the pressure reducing valves
20−5614_E0_1 and 20−5614_E0_3 to the supply pipes 20-5614_E0_5 and
20-5614_E0_6. Servo oil then flows through the servo oil inlet pipe (12, Fig. 5) to
operate the cylinder lubricating pumps 25-7230_C1_1 to 25-7230_C#_1.
The servo oil flows from the cylinder lubricating pumps through the servo oil outlet
(11) into the collector pipe, and then back to the plant.
In usual operation, the cylinder lubricating pumps supply the necessary oil pressure to
the ten lubricating quills on each cylinder. The pressure transmitters PT3131C to
PT31##C are connected to the WECS−9520 and monitor the pressure.
The pressure transmitter PT3124C monitors the pressure in the lubricating oil supply
pipe (13).
If there is no oil supply pressure or the supply pressure is less than 35 bar, the
pressure transmitter PT3124C sends an alarm signal (Pulse lubrication inlet pressure
Low) to the WECS−9520. The WECS−9520 sets to off the related cylinder lubricating
pump.
For more data, see 4003-2 Control Diagram and 4003-7 Pipe Diagram − Oil Systems.

Winterthur Gas & Diesel Ltd. 5/ 12 2014

7218−1/A1 Operation W-X92
W-X92
Cylinder Lubrication

I 1
I
2

6 3

5
WCH02796
WCH02796

II
I
III II

LO

WCH02796

7
WCH02796

9
10

III
12 13

Note: Some parts can look different.

WCH02614
11
7
Fig. 5: Cylinder Lubricating Pump
1 4/2-way solenoid valve (CV7131−42C) 8 Vent screw
2 Cover 9 LFR bush (for usual engine operation)
3 Outlet port 10 Screw
4 Casing 11 Servo oil outlet pipe
5 Base 12 Servo oil inlet pipe
6 Pressure transmitter PT3131C − PT31##C 13 Lubricating oil − supply pipe
7 Stowage position for HFR bush LO Lubricating oil inlet

2014 6/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 7218−1/A1
Cylinder Lubrication

4.2 Bleed Procedure

To bleed the cylinder lubrication system, see the procedure given in the Maintenance
Manual 7218-1.

5. Cylinder Lubricating Pump

5.1 General
The cylinder lubricating pump has a pump body, 4/2-way solenoid valve (1) and a
pressure transmitter (6).
Each lubricating pump has an ALM-20.
Note: If a cylinder lubricating pump becomes defective and the safety system
releases a slow-down signal, the fuel injection of the related cylinder
must be cut out (see 0510-1 Operation during Unusual Conditions).
Two bushes are installed in the cylinder lubricating pump. The low feed rate (LFR)
bush (9) is installed between the screw and the base (5). The high feed rate (HFR)
bush is installed in the stowage position (2). For more data about these bushes and
the related change procedure, see 7218−2.

5.2 Function
When the WECS−9520 sends a signal to the 4/2-way solenoid valve (1) on one of the
cylinder lubricating pumps, the 4/2-solenoid valve operates, which causes an
injection.
LED on the ALM−20 show the status of the lubricating pump and the control system
(see paragraph 7).
A specified quantity of high pressure lubricating oil is injected through the outlet
ports (3) of the cylinder lubricating pump. This high pressure lubricating oil flows
through the oil pipes to the lubricating quills installed on the related cylinder.

Winterthur Gas & Diesel Ltd. 7/ 12 2014

7218−1/A1 Operation W-X92
W-X92
Cylinder Lubrication

5.3 Cylinder Lubricating Pump − Bleed

5.3.1 Lubricating Oil

Note: Make sure that the cylinder lubricating system is prepared for operation
(refer to 0140-1 Prepare the Cylinder Lubricating System)
1) Put an oil tray below the lubricating pump.
2) Carefully loosen the vent screw (8, Fig. 5) (maximum three turns).
3) Keep the vent screw (8) open until oil that flows has no air.
4) Torque the vent screw (8) to 15 Nm.
5) Remove the oil tray.

5.4 Lubricating System

After you bleed the supply pipe, and the cylinder lubricating pumps, it is necessary to
bleed the oil pipes to the lubricating quills as follows:
1) Loosen all union nuts on the pipes approximately two turns (see 2138−1, Fig 2).
2) In the operator interface, select the related cylinder number in the menu
MANUAL LUBRICATION ON CYL. As an alternative, set the switch to MANUAL
EMERGENCY for the related 4/2-way solenoid valve.
3) Keep the union nuts open until oil that flows has no air.
4) Tighten the union nuts.
5) After all the oil pipes of a cylinder are bled, visually examine the cylinder oil
supply as follows:
a) Make sure that the piston is in the TDC position. Look through the scavenge
air ports in the cylinder liner, while the lubricating system operates.

5.5 Cylinder Lubricating Pump / Components − Maintenance

For an overhaul, or a replacement of the cylinder lubricating pump, send the pump /
components to the manufacturer.
For faults, causes and repair procedures, see 0820-1 Cylinder lubrication, and the
supplier documentation for the cylinder lubricating pumps.

6. Lubricating Quill
Lubricating oil is injected on to the cylinder liner wall through the lubricating quills
installed around the circumference of the cylinder liner.
For the function of the lubricating quill, see 2138-1.

2014 8/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 7218−1/A1
Cylinder Lubrication

7. ALM−20
The function of the ALM-20 (see Fig. 6) is to operate the 4/2-way solenoid valve on
each lubricating pump and to measure the pressure. The ALM-20 monitors the
lubricating quills for blockages, airlocks, a decrease of lubricating oil and operation
problems.

6
14 7
5 13

1
2 12 1
11
10 2

PART NO :
3 SER. NO :
9 HW REV. :
PROD. DATE :
8
014.537/06
4
7
014.538/06

Fig. 6: Control box and ALM−20

1 LED (pressure) 8 Nameplate
2 LED (SW) 9 ALM−20
3 Control box E41.01−E41.08 10 LED (POWER)
4 Cable connections (to control) 11 LED (FAIL)
5 Cable connection (to lubricating pump) 12 LED (VLV)
6 Cover 13 LED (CAN1)
7 Plug (X1 / X2) 14 LED (CAN2)

7.1 LED Indications

The LEDs (1 and 2) show the status of the lubricating pump and the control system.
The LEDs are visible on the outer surface of the control box.

Table 1: LED Indications

LED Indication Status

LED 1 (pressure) flashes yellow Shows a satisfactory lube pulse
Shows an electrical short-circuit of the
shows red
pressure transmitter (PT3131−PT31##C)
LED 2
flashes green Module is ready for software download
(SW)
shows green Ready for operation

Note: A lube pulse is not released at each piston stroke. At less than full load,
the lube pulses start only after some piston strokes.
When the cover (6) is removed from the ALM-20, you can see LEDs that give more
data.

Winterthur Gas & Diesel Ltd. 9/ 12 2014

7218−1/A1 Operation W-X92
W-X92
Cylinder Lubrication

Table 2: LED Indications

LED Indication Status

LED 13, LED 14
Shows yellow Active CAN Bus
(CAN2, CAN1)
Shows red Defective CAN Bus (failure)
LED 12
Flashes yellow Shows a released lube pulse
(VLV)
and LED 11 (FAIL) shows red: Indicates an
Shows red electrical short-circuit of the 4/2-way solenoid
valve
and LED 11 (FAIL) flashes red (one time):
Shows red Indicates a defective cable at the 4/2-way
solenoid valve
LED 11 Electrical circuit of the injection system ready
None
(FAIL) for operation

and LED 12 (VLV) none: Indicates an

Shows red electrical short-circuit of the pressure
transmitter (PT3131−##C)
Flashes red Indicates a defective cable at the pressure
(two times) transmitter (PT3131−##C)
Flashes red
Shows an identification failure of the ALM-20
(three times)
LED 10
Shows green Power supply is on
(POWER)
None Power supply is off

2014 10/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 7218−1/A1
Cylinder Lubrication

7.2 Resistor in Plug X1

Each ALM-20 has a built-in resistor in the plug X1 (at terminals 16 and 17). The value
of each resistor is related to the cylinder number.
Note: Before you install a new resistor, make sure that the replacement has the
correct resistance. See the data in Table 3 below:

Table 3: Resistors in Plug X1

Cylinder Control box Resistance

No. No. Ohm
1 E41.01 330 Ω
2 E41.02 390 Ω
3 E41.03 470 Ω
4 E41.04 560 Ω
5 E41.05 680 Ω
6 E41.06 820 Ω
7 E41.07 1.0 KΩ
8 E41.08 1.2 KΩ
9 E41.09 1.5 KΩ
10 E41.10 1.8 KΩ
11 E41.11 2.2 KΩ
12 E41.12 2.7 KΩ

8. Cylinder Lubricating System − Control

8.1 Control System

The WECS−9520 controls the cylinder lubricating system. The power is supplied from
the power supply box E85 through the control box E90 to each of the ALM-20. Each
ALM-20 has a pressure transmitter to measure the cylinder lubricating oil pressure
during the injection. The CAN L Bus has two circuits to give redundancy.
The cylinder lubricating system supplies specified quantities of lubricating oil injected
at specified times through the lubrication quills in the cylinder liner wall. The cylinder
lubricating oil flows on to the cylinder liner wall and into the piston ring pack.
Each cylinder has an ALM-20 module, which controls the solenoid valve attached to
each cylinder lubricating pump. Two CAN busses (for redundancy) connect all the
ALM−20 together.
The ALM−20 sends the signal from the pressure transmitter (PT3131−##C) to the
WECS−9520. The WECS−9520 uses this data to make adjustments for hydraulic and
mechanical delays in the system.
For more data about the cylinder lubricating control, refer to 4002−1, paragraph 3.4.

Winterthur Gas & Diesel Ltd. 11/ 12 2014

7218−1/A1 Operation W-X92
W-X92
Cylinder Lubrication

8.2 Radial Oil Supply

The nozzle tip in the lubricating quill has holes in specified positions. The lubricating
oil flows out of these holes at high pressure. This gives equal lubrication on to the
cylinder liner wall (see Fig. 7).

Fig. 7: Radial Oil Supply

8.3 Vertical Oil Supply

The WECS−9520 parameters adjust the timing, which gives the position and
percentage of cylinder lubrication oil on the cylinder liner wall and between the piston
rings (see Fig. 8).
The WECS−9520 parameters also adjust the timing, percentage, feed rate and
position of the cylinder lubrication injection.

ABOVE INTO BELOW

WCH02286

Fig. 8: Vertical Oil Supply

8.4 Lubricating Oil Feed Rate − Adjustment

It is possible to adjust the lubricating oil feed rate in steps of 0.05 g/kWh.
For more data about the adjustment of the lubricating oil feed rate, see 7218−3.
For data about the guide feed rates for running-in of new cylinder liners and piston
rings, see 0410−1, paragraph 4, Cylinder lubricating oil feed rate, and paragraph 5,
Running-in sequence.

2014 12/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 7218−2/A1

Cylinder Lubrication − LFR and HFR Bushes

1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Change Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1 LFR Bush to HFR Bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.2 HFR Bush to LFR Bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1. Description
There are two bushes installed on each cylinder lubricating pump (1, Fig. 1). The low
feed rate (LFR) bush (3) is installed on the screw (2) at the bottom of the cylinder
lubricating pump. This bush is for usual operation.
The high feed rate (HFR) bush (4), is installed in the storage position. This bush is
used when it is necessary to change the output of the cylinder lubricating pump (e.g.
for running-in or other unusual operations).
Note: When you install the HFR bush, the output of the cylinder lubricating
pump increases by 25%, compared to the output when the LFR bush is
installed.
To change the bushes, see the procedure in paragraphs 2.1 and 2.2.

2. Change Procedure

2.1 LFR Bush to HFR Bush

1) Carefully loosen the stroke adjustment screw (2), then remove the LFR bush (3).
2) Loosen the screw (5), then remove the HFR bush (4) from the storage position.
3) Put the HFR bush (4) in position on the screw (2).
4) Torque the stroke adjustment screw (2) to 40 Nm.
5) Put the LFR bush in the storage position on the screw (5).
6) Tighten the screw (5).

2.2 HFR Bush to LFR Bush

1) Carefully loosen the stroke adjustment screw (2), then remove the HFR bush (4).
2) Loosen the screw (5), then remove the LFR bush (3) from the storage position.
3) Put the LFR bush (3) in position on the screw (2).
4) Torque the stroke adjustment screw (2) to 40 Nm.
5) Put the HFR bush in the storage position on the screw (5).
6) Tighten the screw (5).

Winterthur Gas & Diesel Ltd. 1/ 2 2014

7218−2/A1 Operation W-X92
W-X92
Cylinder Lubrication

DRIVING END

Note: Some parts can look different

I
I Pipes to lubrication
quills not shown

1
WCH02575

5 4 or 3

WCH02612

High Feedrate Bush

WCH02611

3 or 4 2
WCH02613

Low Feedrate Bush

Fig. 1: Cylinder Lubricating Pump

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 7218−3/A1

Feed Rate − Adjustment

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Base Feed Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Sulfur Dependent Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. Safeguard Sulfur Dependent Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5. Blending on Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1. General
To set the correct cylinder lubricating oil feed rate, it is very important to monitor the
piston running performance of the engine. The procedures that follow are necessary:
D Use an on-board monitoring programme to monitor the piston underside (PU)
drain oil. Make an analysis of the Fe content, Cr content and the residual base
number (BN) from the PU drain oil. For more data, see Fig. 1 and 0750−1
Lubricating Oils, paragraph 3.2.
D At regular intervals, visually examine the PU.
D Make an analysis of the fuel quality. If possible, send a sample of the fuel to a
laboratory to make an analysis of the effective sulfur content. Do the analysis
before you use the fuel oil for the first time.
Note: Engines with the same design can have different piston running
performances (because of different operation modes, the properties of
the used cylinder lubricating oil or the engine tuning). The most
important problem is that cold corrosion can occur and causes faster or
more dangerous wear on piston running components.
There are different engine operation modes and operation responses. Each engine
operation mode needs an applicable cylinder lubrication set-up. To find the correct
set-up, see the data given in paragraph 2, paragraph 3 and paragraph 4.
The setting of the sulfur dependency category is related to the residual BN in the PU
drain oil of the engine (see 0750−1 Lubricating Oils, paragraph 3.2).
Table 1 shows data about the different feed rates used in this manual.

Table 1: Feed Rate Glossary

Guide Feed Rate Recommended base feed rate, e.g. 0.8 g/kWh for
pulse lubricating systems.
Base Feed Rate Adjusted feed rate in the lubricating system. Load
related without sulfur dependency.
Sulfur Dependant Feed Adjusted feed rate in the lubricating system. Load
Rate related with sulfur dependency.
Effective Feed Rate Actual feed rate. Load related and also sulfur related, if
applicable.

Fig. 1: PU Drain Oil Residual BN

Winterthur Gas & Diesel Ltd. 1/ 7 2014

7218−3/A1 Operation W-X92
W-X92
Feed Rate − Adjustment

Set the applicable adjustment of the cylinder lubricating feed rate in relation to the fuel
sulfur content, cylinder lubrication BN and engine load. See the flow diagram given in
Fig. 2 to find the applicable cylinder lubricating feed rate.
Note: Winterthur Gas & Diesel Ltd. strongly recommends that you use an
on-board monitoring programme to make a subsequent analysis of:
D The Fe content
D The Cr content
D The residual base number (BN) from the PU drain oil.

Selection of the cylinder lubricating oil (refer to 0750−1 Lubricating Oils, paragraph 3).
Think about the fuel sulfur content an lubricant BN

Low load Usual load

Running-in
(< 60% CMCR) ( > 60% CMCR)

Sulfur dependent Base feed Running-in

lubrication lubrication lubrication
See paragraph 3 See paragraph 2 See 0410−1

Residual Residual
BN < 25 BN < 25
and/or No and/or
signs of signs of
corrosion corrosion

Yes Yes

Safeguard Increased feed rate

sulfur dependent or
lubrication cylinder lubricating
See paragraph 4
oil with higher BN
necessary

Residual
BN < 25
No and/or
signs of
corrosion

Yes

Cylinder lubricating
oil with higher BN
necessary

Fig. 2: Selection of the Cylinder Lubricating Oil Feed Rate

2014 2/ 7 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 7218−3/A1
Feed Rate − Adjustment

2. Base Feed Lubrication (Engine Load is More than

60% CMCR)
The recommended base feed rate for pulse lubricating systems is 0.8 g/kWh.
Note: When the engine load is more than 60% CMCR, Winterthur Gas & Diesel
Ltd. recommends that you set the base feed rate as a function of the
cylinder lubricating system.

3. Sulfur Dependent Lubrication (Engine Load is Less than

60% CMCR)
During low load operation, the conversion of the sulfur in the HFO into sulfuric acid
increases. The alkaline additives in the cylinder lubricating oil make the acidic
components neutral. For more data, see see 0750−1 Lubricating Oils, paragraph 3.3.
Winterthur Gas & Diesel Ltd. recommends that you use a sulfur dependent feed rate if
the engine operates at less than 60% CMCR (see Table 2).
To increase the protective chemical properties of the cylinder lubricating oil at low load
operation, Winterthur Gas & Diesel Ltd. recommends that you adjust the cylinder
lubricating oil feed rate. Refer to the data that follows to set the cylinder lubricating oil
feed rate:
D The base feed rate [g/kWh]
D The sulfur content [% m/m] of the used residual HFO
D BN [mg KOH/g] of the used cylinder lubricating oil
D Installed cylinder lubricating system
D PU drain oil residual BN.

CAUTION
Equipment Hazard: The results of the bunker analysis and the
values given in the Bunker Delivery Note (BDN) can be different.
Always use the higher sulfur content value to set the correct feed
rate to make sure that the engine operates safely.

Note: Use the cylinder lubricating oil feed rates given in Table 2 as a function of
the used cylinder lubricating system, cylinder lubricating oil and fuel.
See the data given in Table 2 to set the sulfur dependent cylinder lubricating oil feed
rate (LOFR) for pulse lubricating systems (PLS) and systems with a guide feed rate of
0.8 g/kWh at CMCR.

Winterthur Gas & Diesel Ltd. 3/ 7 2014

7218−3/A1 Operation W-X92
W-X92
Feed Rate − Adjustment

Table 2: Setting Table − PLS Sulfur Dependent Feed Rate

at Low Load (less than 60% CMCR) (Calculated Values, Last Update March 2014)
Sulfur Lubricating Oil Feed Rate [g/kWh]
Content [%] BN 40 BN 50 BN 60 BN 70 BN 80 BN 90 BN 100
0.0
0.1 0.80 (3)
0.2 0.80 (3)
0.3 0.80 (3)
0.4 0.80 (3)
0.5 0.80 0.80 (3) 0.80 (3)
0.6 0.80 0.80 (3) 0.80 (3)
0.7 0.80 0.80 (3) 0.80 (3)
0.8 0.80 0.80 (3) 0.80 (3)
0.9 0.80 0.80 (3) 0.80 (3)
1.0 0.80 0.80 0.80 0.80 (3) 0.80 (3)
1.1 0.80 0.80 0.80 0.80 (3) 0.80 (3)
1.2 0.80 0.80 0.80 0.80 (3) 0.80 (3)
1.3 0.80 0.80 0.80 0.80 (3) 0.80 (3)
1.4 0.80 0.80 0.80 0.80 (3) 0.80 (3)
1.5 0.80 0.80 0.80 0.80 0.80
1.6 0.80 (3) 0.80 0.80 0.80 0.80
1.7 0.80 (3) 0.80 0.80 0.80 0.80
1.8 0.85 (2), (3) 0.80 0.80 0.80 0.80
1.9 0.90 (2), (3) 0.80 0.80 0.80 0.80
2.0 0.95 (2), (3) 0.80 0.80 0.80 0.80 0.80 (3) 0.80 (3)
2.1 0.80 0.80 0.80 0.80 0.80 (3) 0.80 (3)
2.2 0.80 0.80 0.80 0.80 0.80 (3) 0.80 (3)
2.3 0.85 (2) 0.80 0.80 0.80 0.80 (3) 0.80 (3)
2.4 0.90 (2) 0.80 0.80 0.80 0.80 (3) 0.80 (3)
2.5 0.95 (2) 0.80 0.80 0.80 0.80 0.80
2.6 0.80 (2), (4) 0.80 0.80 0.80 0.80
2.7 0.85 (2), (4) 0.80 0.80 0.80 0.80
2.8 0.85 (2), (4) 0.80 0.80 0.80 0.80
2.9 0.90 (2), (4) 0.80 0.80 0.80 0.80
3.0 0.95 (2), (4) 0.80 0.80 0.80 0.80
3.1 0.95 (2), (4) 0.85 (2) 0.80 0.80 0.80
3.2 1.00 (2), (4) 0.85 (2) 0.80 0.80 0.80
3.3 1.00 (2), (4) 0.90 (2) 0.80 0.80 0.80
3.4 1.05 (2), (4) 0.90 (2) 0.80 0.80 0.80
3.5 (1) 1.10 (2), (4) 0.95 (2) 0.80 0.80 0.80
3.6 0.95 (2) 0.85 (2) 0.80 0.80
3.7 1.00 (2) 0.85 (2) 0.80 0.80
3.8 1.05 (2) 0.85 (2) 0.80 0.80
3.9 1.05 (2) 0.90 (2) 0.80 0.80
4.0 1.10 (2) 0.90 (2) 0.80 0.80
4.1 1.10 (2) 0.95 (2) 0.80 0.80
4.2 1.15 (2) 0.95 (2) 0.85 (2) 0.80
4.3 1.15 (2) 1.00 (2) 0.85 (2) 0.80
4.4 1.20 (2) 1.00 (2) 0.90 (2) 0.80
4.5 1.20 (2) 1.05 (2) 0.90 (2) 0.85 (2)
(1) Marpol Annex VI: Limit 3.50% sulfur content
(2) Adjusted lubricating oil feed rate from 0.8 g/kWh to the new value.
(3) Lubricating oil feed rate setting for temporary operation (less than 48 hours).
(4) If no on-board monitoring system for PU drain oil is used, there is a 2.5% limit of sulfur
content (see also 0750−1 Lubricating Oils, paragraph 3.2).

2014 4/ 7 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 7218−3/A1
Feed Rate − Adjustment

4. Safeguard Sulfur Dependent Lubrication (Engine Load is

Less than 60% CMCR)
If the data given in paragraph 3 is not sufficient to prevent corrosion, Winterthur Gas
& Diesel Ltd. recommends that you apply the safeguard sulfur dependency.
You know that there is cold corrosion if:
D You see visual signs of cold corrosion on the piston rings and the cylinder liner
D The analysis of the PU drain oil shows a base number that is less than the
recommended limits or more than the usual Fe and Cr content values. For more
data, see 0750−1 Lubricating Oils, paragraph 3.2.
If you find signs of cold corrosion, Winterthur Gas & Diesel Ltd. recommends that you
set the lubricating feed rates to the safeguard sulfur dependent values (see Table 3).
Use also all other applicable procedures to decrease cold corrosion.
For more data about cold corrosion, see 0750−1 Lubricating Oils, paragraph 3.2 and
paragraph 3.3.
See the data given in Table 3 to set the safeguard sulfur dependent LOFR for pulse
lubricating systems (PLS) and systems with a guide feed rate of 0.8 g/kWh at CMCR.

Winterthur Gas & Diesel Ltd. 5/ 7 2014

7218−3/A1 Operation W-X92
W-X92
Feed Rate − Adjustment

Table 3: Setting Table − PLS Safeguard Sulfur Dependent Feed Rate

at Low Load (less than 60% CMCR) (Calculated Values, Last Update March 2014)
Sulfur Lubricating Oil Feed Rate [g/kWh]
Content [%] BN 50 BN 60 BN70 BN 80 BN 90 BN 100
0.0
0.1
0.2
0.3
0.4
0.5 0.80 (3) 0.80 (3)
0.6 0.80 (3) 0.80 (3)
0.7 0.80 (3) 0.80 (3)
0.8 0.80 (3) 0.80 (3)
0.9 0.80 (3) 0.80 (3)
1.0 0.80 0.80 0.80 (3) 0.80 (3)
1.1 0.80 0.80 0.80 (3) 0.80 (3)
1.2 0.80 0.80 0.80 (3) 0.80 (3)
1.3 0.80 0.80 0.80 (3) 0.80 (3)
1.4 0.80 0.80 0.80 (3) 0.80 (3)
1.5 0.80 0.80 0.80 0.80
1.6 0.90 (2) 0.80 0.80 0.80
1.7 0.95 (2) 0.80 0.80 0.80
1.8 1.00 (2) 0.80 0.80 0.80
1.9 1.05 (2) 0.85 (2) 0.80 0.80
2.0 1.10 (2) 0.90 (2) 0.80 0.80 0.80 (3) 0.80 (3)
2.1 1.15 (2) 0.95 (2) 0.80 0.80 0.80 (3) 0.80 (3)
2.2 1.20 (2) 1.00 (2) 0.85 (2) 0.80 0.80 (3) 0.80 (3)
2.3 1.25 (2) 1.05 (2) 0.90 (2) 0.80 0.80 (3) 0.80 (3)
2.4 1.30 (2) 1.10 (2) 0.95 (2) 0.80 0.80 (3) 0.80 (3)
2.5 1.40 (2) 1.15 (2) 1.00 (2) 0.85 (2) 0.80 0.80
2.6 1.15 (2), (4) 1.00 (2) 0.90 (2) 0.80 0.80
2.7 1.20 (2), (4) 1.05 (2) 0.90 (2) 0.80 0.80
2.8 1.25 (2), (4) 1.10 (2) 0.95 (2) 0.85 (2) 0.80
2.9 1.30 (2), (4) 1.15 (2) 1.00 (2) 0.85 (2) 0.80
3.0 1.35 (2), (4) 1.15 (2) 1.00 (2) 0.90 (2) 0.80
3.1 1.20 (2) 1.05 (2) 0.95 (2) 0.85 (2)
3.2 1.25 (2) 1.10 (2) 0.95 (2) 0.85 (2)
3.3 1.30 (2) 1.10 (2) 1.00 (2) 0.90 (2)
3.4 1.35 (2) 1.15 (2) 1.00 (2) 0.90 (2)
3.5 (1) 1.35 (2) 1.20 (2) 1.05 (2) 0.95 (2)
3.6 1.20 (2) 1.10 (2) 0.95 (2)
3.7 1.25 (2) 1.10 (2) 1.00 (2)
3.8 1.30 (2) 1.15 (2) 1.05 (2)
3.9 1.35 (2) 1.15 (2) 1.05 (2)
4.0 1.35 (2) 1.20 (2) 1.10 (2)
4.1 1.25 (2) 1.10 (2)
4.2 1.25 (2) 1.15 (2)
4.3 1.30 (2) 1.15 (2)
4.4 1.30 (2) 1.20 (2)
4.5 1.35 (2) 1.20 (2)
(1) Marpol Annex VI: Limit 3.50% sulfur content.
(2) Adjusted lubricating oil feed rate from 0.8 g/kWh to the new value.
(3) Lubricating oil feed rate setting for temporary operation (less than 48 hours).
(4) If no on-board monitoring system for PU drain oil is used, there is a 2.5% limit of sulfur
content (see also 0750−1 Lubricating Oils, paragraph 3.2).

2014 6/ 7 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 7218−3/A1
Feed Rate − Adjustment

5. Blending on Board
You can use the Wärtsilä Blending on Board (BoB) system to adjust the base number
of the cylinder lubricating oil.
The system oil is used as a base oil and the correct additive package is added to
make an applicable cylinder lubricating oil. The BoB system gives the best results
related to the necessary neutralization and detergency properties of the cylinder
lubricating oil.
You can make different BN lubricating oils on board. With an applicable cylinder
lubricating oil it is not necessary to adjust the feed rate to different operation modes,
i.e. the base feed rate is not changed, but the cylinder oil BN is adjusted.
Use the BoB system together with an on-board monitoring system for the PU drain oil
(e.g. SEA-MateE B2000 blender combined with the SEA-MateE M2000 XRF
analyzer) to make a correct BN lubricating oil. The correct BN improves the corrosion
protection and the detergency properties of the lubricating oil.
The BoB system is most applicable for vessels that operate on a wide range of
different fuel oils (related to the fuel sulfur content) and operation modes.
As a general recommendation, see the data given in Table 4. But, adjust the values
as a function of the engine performance for each engine. For more data, speak to or
send a message to Wärtsilä Services Switzerland Ltd.

Table 4: BN Values Related to Sulfur Content for a Base Feed Rate of 0.8 g/kWh
Sulfur Usual Operation Low Load Operation
Safeguard Operation
Content [%] (above 60% CMCR) (below 60% CMCR)
1.0 40 40 40
1.1 40 40 40
1.2 40 40 40
1.3 40 40 40
1.4 40 40 40
1.5 40 40 50
1.6 50 50 50
1.7 50 50 50
1.8 50 50 60
1.9 50 50 60
2.0 50 50 60
2.1 50 50 60
2.2 50 70 60
2.3 50 70 70
2.4 50 70 70
2.5 50 70 70
2.6 50 70 70
2.7 50 70 80
2.8 50 70 80
2.9 51 72 80
3.0 53 75 90
3.1 55 77 90
3.2 57 80 90
3.3 59 82 100
3.4 61 85 100
3.5 63 87 100

Winterthur Gas & Diesel Ltd. 7/ 7 2014

Piping Systems Group 8

Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8016−1/A1

Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8017−1/A1
Starting Air Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8018−1/A1
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019−1/A1
Exhaust Waste Gate (Low-load-Tuning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8135−1/A1
Drainage System and Wash-water Pipe System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8345−1/A1
 W-X92W-X92 Operation 8016−1/A1

Lubricating Oil System

10

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1 Dirty Oil Samples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3. Servo Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.1 Servo Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4. Servo Oil Leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.1 Leakage and Oil Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.2 Leakage Inspection Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5. Connection Pipes − Leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
6. Servo Oil Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
6.1 Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
6.2 Pressure Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

1. General
The oil pump supplies lubricating oil at the applicable pressure to control and lubricate
the engine (this does not include cylinder lubrication). For data about the pressure
values, see Operating Data Sheet 0250−1.
The oil supply to the different lubricating points is shown in the schematic diagrams
Fig. 1 and Fig. 3.
The locations of the pumps, filters, heat exchangers, etc is shown on the plant
diagram which is supplied separately from the engine documentation.
For data about the cylinder lubrication, see 7218−1 Cylinder Lubrication.

2. Lubricating Oil System

The oil flows from the oil inlet pipe (13, Fig. 1) on the driving end to the supply pipes
(35) and (9), through bores in the bearing girders to lubricate the main bearings (10).
Oil flows through the supply pipe through the toggle levers (19) to lubricate the
crosshead pins (18) and bottom end bearings (34). From the crosshead pins (18), the
oil flows up the piston rods to keep the pistons cool (for more data about the piston,
see Piston 3403−1).
The oil also lubricates and keeps cool the axial damper (26) and the vibration
damper (27).
Oil from the supply pipe (12) flows to the nozzles (11) in the thrust bearing (29).
Oil flows from the inlet pipe (13) through the supply pipe (36) to the turbochargers (1).
The oil returns through the outlet pipe (17) to the oil system (plant).
You use the ball valves (2) and (3) to get dirty oil samples from the piston underside
(for more data, refer to 0750−1, paragraph 3.2).
To get dirty oil samples, refer to paragraph 2.1 below.
Note: During operation, the ball valves (2) are open and the ball valves (3) are
closed.

Winterthur Gas & Diesel Ltd. 1/ 12 2014

8016−1/A1 Operation W-X92
W-X92
Lubricating Oil System

DATA FOR 8−CYLINDER ENGINE

(Internal TC Oil Supply)

30
31

17 1
1

32 33

15
36
30
PLANT ENGINE

FREE END
2
16
3
DRIVING END

LO 14
30 4 5
OI 13

22 25
8 6 24
30
12
30 19 35
30
13 7 21
18 20 PI

2711L
PT

2711A

23
9

11 OD
29 34 10 28 26 27

WCH02729

Fig. 1: Lubricating Oil System

2014 2/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 8016−1/A1
Lubricating Oil System

Key to Fig. 1
1 Turbocharger 21 Pressure gage (vibration damper)
2 Ball valve 22 Intermediate wheel (supply unit)
3 Ball valve (oil samples piston underside) 23 Adjustable throttle
4 Pressure gages (axial detuner) 24 Supply pipe (vibration damper)
5 Axial detuner monitor 25 Supply pipe (axial detuner)
6 Restrictor 26 Axial detuner
7 Needle valve 27 Vibration damper
8 Intermediate wheel 28 Crankshaft wheel
9 Oil supply pipe (main bearing) 29 Thrust bearing
10 Main bearing 30 Dirty oil outlet (piston underside)
11 Nozzle 31 Lubricating oil (turbocharger outlet)
12 Supply pipe 32 Adjustable throttle (ABB turbochargers)
13 Oil inlet pipe 33 Adjustable throttle (MHI turbochargers)
14 Outlet pipe 34 Bottom end bearing
15 Piston 35 Supply pipe (to main bearings)
16 Main dirty oil collector (piston underside) 36 Supply pipe (to turbochargers)
17 Oil pie (turbocharger outlet)
18 Crosshead pin
19 Toggle lever LO Leakage oil outlet − gland box
20 Intermediate wheel OI Oil inlet from main oil supply

Winterthur Gas & Diesel Ltd. 3/ 12 2014

8016−1/A1 Operation W-X92
W-X92
Lubricating Oil System

2.1 Dirty Oil Samples

2.1.1 Preparation
1) Write the applicable data on the oil analysis form (e.g. operation conditions, fuel
parameters, cylinder lubricating oil feed rate etc).
2) Make sure that the labels on the sample bottles refer to the related cylinders.

2.1.2 Procedure
1) Close the ball valve (2, Fig. 2) for approximately 30 minutes to 60 minutes.
Note: Some parts can look different.

Ball Valve Positions

Closed
1

3
2
Open 1
Open
1

2
Closed
2
WCH02725

Fig. 2: Location of Ball Valves for Dirty Oil Samples

2) Put an applicable container under the ball valve (1).
3) Slowly open the ball valve (1) to flush out oil and possible dirt.
4) Close the ball valve (1).
5) Open the ball valve (2) to drain the remaining oil from the dirty oil pipe (3).
6) Close the ball valve (2).
7) Put the sample bottle under the ball valve (1).
8) After approximately 10 minutes to 60 minutes, slowly open the ball valve (1) to fill
the sample bottle.
9) Close the ball valve (1).
10) Open the ball valve (2) to drain the oil that collected in the dirty oil pipe (3).
11) Do the steps 1) to 10) again on each cylinder.
Note: Wärtsilä Services Switzerland Ltd. recommends that you take an oil
sample of the cylinder lubricating oil downstream of the filter unit (see
7218-1 Cylinder Lubrication).
12) Make sure that the sample bottles are tightly closed and use an applicable
package.
13) Send the samples to the laboratory to make an analysis.

2014 4/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 8016−1/A1
Lubricating Oil System

3. Servo Oil System

Oil from the lubricating oil system is used in the servo oil system. The servo oil
system controls the exhaust valve movement and the injection control units (ICU).

3.1 Servo Oil

Oil flows through the oil inlet (OI, Fig. 3) through the automatic filter (38) then the
supply pipe (5) to the servo oil pumps (19).
Note: Do not operate the engine if the oil does not flow to the servo oil pumps.
The servo oil pumps supply oil at sufficient pressure through the high pressure (HP)
servo oil pipes (6) to the servo oil rails (14, 23). The pressure value is related to the
engine load.
The leakage oil pipe (4) is located near the servo oil pumps.
The flow sensors (31) (installed upstream of each servo oil pump) monitor the oil
supply to the servo oil pumps.
Note: If a servo oil pump becomes defective, an alarm is activated through the
alarm and monitoring system (see 5551−1 Servo Oil Pump).
Servo oil flows from the servo oil rails (14, 23) to the exhaust valve control units
(VCU, 25) and their 4/2-way control valves (35, 36). From here, the servo oil flows
through the hydraulic pipes (8) to operate the exhaust valves. The servo oil then flows
through the return pipe (7) to the main collector pipe (21) and back to the plant.
The service pump (20) increases the pressure in the servo oil rails (14, 23) when
necessary. The service pump is not necessary for engine start or operation.
Leakage inspection points (32) are attached to the the HP servo oil pipes (6).
Servo oil also flows from the VCU (25) to operate the injection control units (16) and
their rail valves. The servo oil then flows through the return pipe (24) to the main
collector pipe (21) and back to the plant.
The ball valves (39) are used when defective rail valves are replaced during operation
(see 0515−1, paragraph 3 Defective injection control unit).

Winterthur Gas & Diesel Ltd. 5/ 12 2014

8016−1/A1 Operation W-X92
W-X92
Lubricating Oil System

DATA FOR 8−CYLINDER ENGINE DRIVING END

22
21

2
23
24
25
8

29
7
PLANT
ENGINE

20

9
30
4
18

33
19

11
OD

26
6
3

27

OD
OI

5
6
42

28

ENGINE
PLANT
1
32
6
38 35

31
5

40
17

41

14

10
36

15
16 39

29
N
1
13

2
35

34
12

FREE END
WCH02729

Fig. 3: Servo Oil System

2014 6/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 8016−1/A1
Lubricating Oil System

Key to Fig. 3
1 Leakage oil pipe 23 Servo oil rail (driving end)
2 Cylinder lubrication drive 24 Return pipe (from ICU)
3 Oil pipe drain (supply unit outlet) 25 Valve control unit (VCU)
4 Leakage oil pipe (from supply unit) 26 Drain valve 20-5610_E05 (usually closed)
5 Supply pipe (from supply unit) 27 Needle valve (usually open)
6 HP servo oil pipes 28 HP servo oil pipes (between servo oil rails)
7 Return pipe (from exhaust valve) 29 Rail unit
8 Hydraulic pipe − exhaust valve 30 Level switch LS2055A
9 Return pipe − from cylinder lubrication 31 Flow sensors FS2061−63A
10 Drain pipe − from ICU 32 Leakage inspection points
11 Return pipe from rail unit 33 Ball valve (for oil samples)
12 Pressure relief valve 34 Pressure transmitters PT2071C−72C
13 Leakage pipe − VCU 35 4/2-way control valves CV7421C−28C
14 Servo oil rail (free end) 36 4/2-way control CV7401C−08C
15 Supply pipe − VCU 37 Control valves CV7221C−23C
16 Injection control unit 38 Automatic filter
17 Oil drain to crankcase 39 Ball valves
18 Fuel oil pump 40 Drain valve 20-5610_E07 (usually closed)
19 Servo oil pumps 41 Stop valve
20 Service pump 42 Stop valve
21 Main oil collector OD Oil drain
22 Pressure control valve OI Inlet from main oil supply

4. Servo Oil Leakage

4.1 Leakage and Oil Drains

Leakage oil from the HP servo oil pipes (6, Fig. 3) drains through the leakage oil pipe
(4).
Leakage oil from the exhaust valves flows through the leakage oil pipe (7) to the main
oil collector (21) then through the leakage oil pipe (1). This leakage oil then flows back
to the plant through the oil drain (OD).
The level switch LS2055A monitors leakages from the HP servo oil pipes.
Leakage oil from inside the rail unit, flows through a drain to the sludge tank.
If there is a large quantity of leakage oil, the related alarm is activated. See the table
below:

Level Switch Monitored Components

LS3444A Monitors fuel and oil leakage from the rail unit (see 8019-1 Fuel
LS3445A System, Fig. 1). The leakage flows to the sludge tank.

LS2055A Leakages from HP servo oil pipes. The leakage flows to the
crankcase

Winterthur Gas & Diesel Ltd. 7/ 12 2014

8016−1/A1 Operation W-X92
W-X92
Lubricating Oil System

4.2 Leakage Inspection Points

4.2.1 HP Servo Oil Pipes

If there is a leak in the HP servo oil pipes, the leakage inspection points (32) are used
to find the pipe that has the leakage (see Fig. 3).

4.2.2 Exhaust Valve Control Unit

If oil flows from the leakage inspection point (2, Fig. 4) in the VCU (3), the related
hydraulic pipe (1) has a leak (see also 0520−1 Operation with Exhaust Valve Control
Unit Cut Out).

I I

II II

WCH02735
3

5 II

3
WCH02735

WCH02735

Fig. 4: Leakage Inspection Point − VCU

1 Hydraulic pipe 4 Holder
2 Leakage inspection point 5 Servo oil rail
3 Valve control unit (VCU)
Note: If one of the three HP servo oil pipes has a leak (and thus is
unserviceable), the engine can operate fully until the defective pipe is
replaced.

4.2.3 Procedure
If the level switch (LS2055A) activates an alarm, do the procedure that follows:
Note: Each of the three HP servo oil pipes (1, Fig. 5) has the screw plugs (2, 3)
at the leakage inspection points.

2014 8/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 8016−1/A1
Lubricating Oil System

WARNING
Injury Hazard: Always put on gloves and safety goggles when you
do work on hot components. When you loosen the screw plugs,
high pressure oil can come out as a spray and cause injury.

1) Carefully loosen the screw plug (2), a maximum of one turn and look for oil.
2) If there is no oil, tighten the screw plug (2).
Note: If oil flows from the screw plug (2), the related HP servo oil pipe (1) has a
leak.
3) If necessary, replace the defective HP servo oil pipe (1) (see the Maintenance
Manual 8447-1).
4) Do step 1) to step 3) above for the other screw plugs (3).

DRIVING END

I-I

I
2

WCH02736

II - II

4
II
3

II

WCH02736
WCH02736

Fig. 5: Leakage Inspection Points − HP Servo Oil Pipes

1 HP servo oil pipes 3 Screw plug
2 Screw plug 4 Servo oil pumps

Winterthur Gas & Diesel Ltd. 9/ 12 2014

8016−1/A1 Operation W-X92
W-X92
Lubricating Oil System

5. Connection Pipes − Leakage

WARNING
Injury Hazard: Always put on gloves and safety goggles when you
do work on hot components. When you loosen the screw plugs,
high pressure oil can come out as a spray and cause injury.

5) On the connection pipes (2 and 3, Fig. 6), do a check for oil.

6) If oil flows out, the related connection pipe is defective and you must do as
follows.
a) Close fully the two applicable flow control valves (4 and 6, or 5 and 7).
Note: You can fully operate the engine at the necessary temperature with one
serviceable connection pipe until the defective connection pipe is
replaced.

I II

I II
1

2, 3 WCH02799

I-I II - II

7 6 5 WCH02799
4
WCH02799

2 3
3 2

Fig. 6: Connection Pipes

1 Servo oil rail 5 Flow control valve 20-8447_E0_9
2 Connection pipe 6 Flow control valve 20-8447_E0_8
3 Connection pipe 7 Flow control valve 20-8447_E0_7
4 Flow control valve 20-8447_E0_10

2014 10/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 8016−1/A1
Lubricating Oil System

6. Servo Oil Rail

6.1 Pressurization
1) Make sure that the stop valves (41 and 42, Fig. 3) (upstream and downstream of
the automatic filter (38) are open.
1) Start the bearing oil pump.
Bearing oil flows through the automatic filter to the servo oil pumps. The servo oil
pumps (19) supply high pressure oil to the HP servo oil pipes (6). The oil pressure
opens the non-return valves and oil flows into the servo oil rail. The oil then flows into
the VCU and hydraulic pipes (8) (see also 2751−1 Exhaust Valve).
2) Set to on the service pump (20-8445_E0_4).
You can use the service pump to:
D Do a check of the exhaust valve movement
D Do a leak test of the servo oil system.

6.2 Pressure Release

WARNING
Injury Hazard: Always put on gloves and safety goggles when you
do work on hot components. When you loosen the drain valves,
high pressure oil can come out as a spray and cause injury.

WARNING
Injury Hazard: If the drain valves stay open after the servo oil
pumps start, pressure in the oil rail cannot increase and high
pressure oil can come out.

To release the pressure in the servo oil rail, do the procedure that follows:
1) Carefully open the drain valves 20-5610_E_05 and 20-5610_E_07 (2,3 Fig. 7) a
maximum of two turns.
2) When the pressure in the servo oil rail is released, close the drain valves.

Winterthur Gas & Diesel Ltd. 11/ 12 2014

8016−1/A1 Operation W-X92
W-X92
Lubricating Oil System

I
II

1
WCH02743
WCH02743

4 I II 1
3 2

WCH02743 WCH02743

FREE END DRIVING END

Fig. 7: Servo Oil Rail

1 Servo oil rail (free end) 3 Drain valve 20-5610_E_07
2 Drain valve 20-5610_E_05 4 Servo oil rail (driving end)

2014 12/ 12 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 8017−1/A1

Cooling Water System

1. General
The schematic diagram (see Fig.1) shows the cylinder cooling water system on the
engine.
The location of the items that follow are are found in the separate documentation for
the plant configuration (shipyard side):
D Pumps
D Coolers
D Fresh water generator
D Heater
D Expansion tank
D Valves and throttling discs for flow control etc.
Also, the configurations of raw water for the scavenge air, lubricating oil and cylinder
jacket cooling water are shown in the configuration diagram.
The cooling water system is a closed circuit and connected to an expansion tank in
the plant. The cooling water keeps cool the cylinder liners, cylinder covers and
exhaust valve cages.
The cooling water must have treatment with an approved inhibitor to prevent
corrosive attack, sludge and scale particles in the system (see 0760-1 Cooling
Water / Cooling Water Treatment).
A heater installed in the plant, increases the water temperature to the correct level
before engine operation.

CAUTION
Damage Hazard: If the engine does not operate for a long period
in cold/frosty conditions, you must drain the cooling water
system. The water is chemically treated and you must
decontaminate the water in accordance with local environmental
regulations.

For data about antifreeze, see 0760-1 Cooling Water / Cooling Water Treatment.

1.1 Automatic Temperature Control − Cooling Water

The temperature of the cooling water outlet is kept as stable as possible during all
load conditions. This prevents too much expansion and contraction of the combustion
chamber components e.g. cylinder liners and cylinder covers.
The maximum permitted temperature tolerances are:
D ± 2_C at constant load
D ± 4_C during load changes.
For data about pressures, temperature ranges, alarm and safety setting points, see
the Operating Data Sheets 0250−1 and 0250−2.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

8017−1/A1 Operation W-X92
W-X92
Cooling Water System

2. Function
The cooling water pump supplies cooling water, through the supply pipe (18) on the
exhaust side, to the cylinders. The cooling water flows through the cylinder liner (9),
water guide jacket (10), cylinder cover (11) and exhaust valve cage (12). When the
vent unit (1) and ball valve (2) are open, the system continuously releases air.
Note: If problems occur, see the instruction plate on the vent unit (1).
The water flows from the outlet pipe (17) to the cooler and back to the pump. A
throttle (13) is installed in the outlet pipe of each cylinder. The throttle controls the flow
rate of cooling water through the cylinder. The adjustable throttle (6), installed in the
inlet pipe (19), controls the pressure in the system.
The butterfly valve (7) and ball valve (8) are used to isolate the cylinders from the
cooling water system. The ball valve (8) is used to drain the water from isolated
cylinders and the system.
If it is necessary to remove only the cylinder cover, the ball valve (8) must stay closed.
You open the ball valve (5), to let the cooling water flow out through the drain
pipe (21).

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 8017−1/A1
Cooling Water System

2
ENGINE PLANT

20
16

15 21
14 3

12
13
11

10
CYL. 1 CYL. #
4
9

7
8

17

18

19 DO
WI
6
WI WCH02729

Fig. 1: Lubricating Oil System

1 Vent unit 13 Throttle (cylinder outlet)

2 Ball valve 14 Ball valve
3 Butterfly valve (cylinder outlet) 15 Cylinder outlet
4 Butterfly valve (cylinder inlet) 16 Outlet pipe (cylinder cooling water)
5 Ball valve (to drain the system) 17 Outlet pipe (cooling water)
6 Adjustable throttle (water inlet) 18 Supply pipe
7 Butterfly valve (cylinder liner inlet) 19 Inlet pipe (to cylinder liner inlet)
8 Ball valve (to drain the cylinder) 20 Vent pipe
9 Cylinder liner 21 Drain pipe
10 Water guide jacket
11 Cylinder cover WI Cooling water inlet
12 Exhaust valve cage DO Cooling water drain outlet

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 8018−1/A1

Starting Air Diagram

1. General
The starting air system is shown in the schematic diagram below.
The control air supply unit and air bottle (6) supply the necessary control air for the
engine.
For more data, see the Pipe Diagram − Air System 4003-9.
You must make sure that the compressed air is clean and dry.
You must open the drain valves regularly to remove condensation from the starting air
system.

3
PLANT ENGINE
13

12
18 11 1

2
E 14
10 3
9 17

A1
16 Control Air
A2
15 Supply Unit
A3

7 4
A6
8
A

15 l 5

VENT / DRAIN
WCH02729

Fig. 1: Schematic diagram − starting and control air

1 Starting valve 10 Non-return valve

2 Flame arrestor 11 Valve unit for start
3 Pressure safety valve 12 Starting air shut-off valve
4 Air filter 13 Oil leakage return (from air spring)
5 Water bottle 14 Air spring air supply
6 Air bottle (control air supply) 15 Starting air
7 3/2-way valve (turning gear) 16 Control air (board supply)
8 Turning gear 17 Starting air pipe
9 Vent / drain 18 Starting air inlet

Winterthur Gas & Diesel Ltd. 1/ 1 2014

 W-X92W-X92 Operation 8019−1/A1

Fuel System
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Low Pressure Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1 Adjustable Pressure Retaining Valve − Setting . . . . . . . . . . . . . . . . 1
3. High Pressure Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4. Fuel Leakage System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.1 Leakage Inspection Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4.2 HP Fuel Pipes − Leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4.3 HP Fuel Pipes to Injection Valves − Leakage . . . . . . . . . . . . . . . . . . 6
4.4 Injection Control Unit − Leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5. Connecting Pipes − Leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

1. General
For heavy fuel oil operation, all pipes to the fuel rail have adjacent insulated heating
pipes to keep the fuel at the correct temperature (see Fig. 1). These heating pipes
also keep the fuel warm during short periods when the engine has stopped.
For safety, the fuel rail is installed in the rail unit (28). All pipes in the high pressure
circuit that are out of the rail unit have double walls.

2. Low Pressure Circuit

A booster pump (installed in the plant) supplies the fuel through the fuel inlet pipe (1)
to the fuel pumps (3). The fuel quantity that the fuel pumps supply is more than
necessary for the engine. The adjustable pressure retaining valve (12) controls the
pressure difference upstream and downstream of the supply pumps. The unwanted
fuel flows back to the system through the fuel outlet pipe (5).

2.1 Adjustable Pressure Retaining Valve − Setting

For the values of the adjustable pressure retaining valve, see the indications given in
0250−1, Operating Data Sheet, Fuel Inlet (fuel pump) and Return (fuel pump return).

3. High Pressure Circuit

The fuel pumps (3) supply high pressure fuel through the high pressure (HP) fuel
pipes (8) into the fuel rail (10). The fuel pumps supply fuel as necessary to keep the
pressure in the fuel rail constant (see 5556−1 Fuel Pump).
If an HP fuel pipe (8) has a leak or is broken, the non-return valves (9) close to
prevent a pressure decrease in the fuel rail.
The pressure control valve (15) controls the fuel pressure in an emergency if the fuel
pumps cannot control the fuel pressure.
A large leak in the HP fuel pipes (8), their connections or a back-flow through a fuel
pump will cause a decrease in fuel pressure. This will cause the related actuator to
move to zero supply for the related fuel pumps and an alarm will be activated.
A defective non-return valve (9) will cause an overpressure. This will cause the
related actuator to move to zero supply for the related fuel pumps and an alarm will
be activated.

Winterthur Gas & Diesel Ltd. 1/ 9 2014

 2014
28
8019−1/A1

16
Fuel System

26
9 27
11 10
42
15
30 10

29
13 47 47
17 46 45
8 8
40
14 33

40
24
44
18
48

2/ 9
12 41
Operation

40
PLANT
ENGINE

23

Fig. 1: Fuel System

7

3
21
19

22

PLANT
ENGINE
25 4
1 31 32 39

5
43 38 2 6 37 34
ENGINE
35 36

WCH02729
PLANT
W-X92
W-X92

Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 8019−1/A1
Fuel System

Key to Fig. 1
1 Fuel inlet pipe 24 Fuel leakage pipe (injection valves)
2 Shut-off valve (plant) 25 Fuel leakage outlet pipe (rail unit)
3 Fuel pump 26 Pressure transmitter PT3461C
4 Flow control valve 27 Pressure transmitter PT3462C
5 Fuel outlet pipe 28 Rail unit
6 Shut-off valve (plant) 29 Control valve (on injection valve)
7 Pressure gages 30 Solenoid valve ZV7061S
8 HP fuel pipe 31 Pressure transmitter PT3421C
9 Non-return valve 32 Pressure transmitter PT3421A
10 Fuel rail 33 Trace heating inlet
11 Injection control unit 34 Fuel leakage outlet (rail unit)
12 Adjustable pressure retaining valve 35 Fuel return outlet
13 HP fuel pipe (to injection valve) 36 Fuel inlet
14 Injection valve 37 Fuel leakage outlet
15 Pressure control valve (inc ZV7061S) 38 Trace heating outlet
16 Pressure safety valve 39 Level switch LS3426A
17 Level switch LS3446A 40 Leakage inspection point
18 Level switch LS3444A 41 Accumulator
19 Fuel leakage pipe (from HP fuel pipes) 42 Ball valve (fuel drain for service)
20 Control fuel outlet pipe 43 Fuel leakage outlet to sludge tank
21 Fuel return pipe 44 Level switch LS3445A
22 Fuel leakage pipe 45 Level switch LS3447A
23 Drain pipe to fuel return 46 Connecting pipes
47 Drain valves (10−5562_E0_14 and 22)

4. Fuel Leakage System

The level switches (LS) monitor all important leakages in the fuel system.
If there is too much leakage, the related alarm is activated.

Level switch Location Monitored components

LS3444A Driving End Leakages (fuel and servo oil) from the rail unit
LS3445A Free End
LS3446A Free End Leakage fuel pipes from injection control units (11,
Fig. 1) and connecting pipes (46)
LS3447A Driving End
LS3426A Fuel Side HP fuel pipe (8) and fuel pumps (3)

Winterthur Gas & Diesel Ltd. 3/ 9 2014

8019−1/A1 Operation W-X92
W-X92
Fuel System

4.1 Leakage Inspection Points

You use the leakage inspection points (40, Fig. 1) to help you find possible leakages
from the HP fuel pipes (8).

4.2 HP Fuel Pipes − Leakage

If the level switch (39) (LS3426A) activates an alarm, do the procedure that follows:

WARNING
Injury Hazard: Always put on gloves and safety goggles when you
do work on hot components. When you open the screw plugs,
fuel can come out as a spray and cause injury.

1) Carefully loosen each of the screw plugs (6 and 7, Fig. 2) on the HP fuel pipe (1),
a maximum of two turns.
2) Do a check to see if fuel flows out or not as follows:
a) If fuel flows out, the related HP fuel pipe (1) is defective.
b) If fuel does not flow out, tighten the screw plugs (6, 7).
3) Carefully loosen the screw plug (11) on the HP fuel pipe (5), a maximum of two
turns.
4) Do a check to see if fuel flows out or not as follows:
a) If fuel flows out, the HP fuel pipe (5) is defective.
b) If fuel does not flow out, tighten the screw plug (11).
5) Carefully loosen each of the screw plugs (9) on the HP fuel pipes (2), a maximum
of two turns.
6) Do a check to see if fuel flows out or not as follows:
a) If fuel flows out, the related HP fuel pipe (2) is defective.
b) If fuel does not flow out, tighten the screw plugs (9).
7) Carefully loosen each of the screw plugs (10) on the HP fuel pipes (3), a
maximum of two turns.
8) Do a check to see if fuel flows out or not as follows:
a) If fuel flows out, the related HP fuel pipe (3) is defective.
b) If fuel does not flow out, tighten the screw plugs (10).

WARNING
Injury Hazard: The fuel system has high pressure. Replace a
defective HP fuel pipe only when the engine has stopped.

Note: If the HP fuel pipe cannot be replaced immediately (or the engine must
continue to operate), the related fuel pump must be cut out (refer to
5556−2). When a fuel pump is cut out, operate the engine only at
decreased load (see 5556-1 Fuel Pump).
9) If necessary, replace the defective HP fuel pipe (refer to the Maintenance
Manual 8752-1).

2014 4/ 9 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 8019−1/A1
Fuel System

5
II
6 1

I II
2 7
3

III
III 3
4

WCH02802 2
IV
I
Turned
through 90°

11 5

3 IV 2 3 V

10

9 8

Fig. 2: Leakage Inspection Points

1 HP fuel pipes 7 Screw plug

2 HP fuel pipes 8 Screw plug
3 HP fuel pipes 9 Screw plug
4 Fuel pumps 10 Screw plug
5 HP fuel pipe 11 Screw plug
6 Screw plug

Winterthur Gas & Diesel Ltd. 5/ 9 2014

8019−1/A1 Operation W-X92
W-X92
Fuel System

4.3 HP Fuel Pipes to Injection Valves − Leakage

WARNING
Injury Hazard: Always put on gloves and safety goggles when you
do work on hot components. When drain screws and plugs are
opened, fuel can come out as a spray and cause injury.

If the level switch (17, Fig. 1) (LS3446A) or (45) (LS3447A) activates an alarm, you
must find the related cylinder. Start at cylinder No.1 (driving end) and do the steps
that follow on each cylinder until you find the leakage:
1) On the ICU fuel leakage pipe (6, Fig. 3), carefully loosen the screw-in union (5)
approximately two turns.
2) Do a check for fuel flow. If there is no fuel flow from the screw-in union (5) do the
procedure given in paragraph 4.4.
3) If fuel flows from the screw-in union (5), do step 4).
4) Make sure that the screws (7) are tightened correctly to 48 Nm as follows:
a) Symmetrically tighten the screws to 24 Nm.
b) Symmetrically tighten the screws to 48 Nm.
5) Do a check for fuel. If fuel continues to flow, an HP fuel pipe (1) is defective.

WARNING
Injury Hazard: The fuel system has high pressure. Replace a
defective HP fuel pipe only when the engine has stopped.

Note: If the HP fuel pipe (1) cannot be replaced immediately, the injection of the
related cylinder must be cut out (refer to 0510−1 Operation with Injection
Cut Out).
6) Remove each of the three HP fuel pipes (1) until you find the defective HP fuel
pipe (refer to the Maintenance Manual 8733−1, paragraph 1).
7) Do a check for damage on the sealing face (4) of the defective HP fuel pipe (1). If
you find damage, you must grind the sealing face (refer to the Maintenance
Manual 8733−1, paragraph 3).
8) If it is necessary to replace the defective HP fuel pipe (1), refer to the
Maintenance Manual 8733−1 and 0510−1, paragraph 2.2).
Note: When the injection is cut out (Inj. CUT OFF), you can operate the engine
only at decreased load.

2014 6/ 9 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 8019−1/A1
Fuel System

4 WCH02806

3
WCH02806

3 2
I

3
6

WCH02806

Fig. 3: Leakage Inspection Point − HP Fuel Pipes to Injection Valves

1 HP fuel pipe to injection valve 5 Screw-in union
2 Fuel rail 6 Fuel leakage pipe (ICU)
3 Injection control unit 7 Screw
4 Sealing face

Winterthur Gas & Diesel Ltd. 7/ 9 2014

8019−1/A1 Operation W-X92
W-X92
Fuel System

4.4 Injection Control Unit − Leakage

WARNING
Injury Hazard: Always put on gloves and safety goggles when you
do work on hot components. Fuel can come out as a spray and
cause injury.

If the level switch (21, Fig. 1) (LS3446A) or (22) (LS3447A) activates an alarm and no
leakage was found during a check of the HP fuel pipes in paragraph 4.3, do the
procedure that follows:
1) On the fuel leakage pipe (1, Fig. 4), carefully loosen the screw-in union (2) a
maximum of two turns. Do a check for fuel flow.
2) If fuel flows out, the injection control unit is defective.
3) Replace the defective injection control unit (see 0510−1, paragraph 2.1 and the
Maintenance Manual 5564−1).

WCH02809

4
1

3
2

Fig. 4: Leakage Inspection Points − Injection Control Unit

1 Fuel leakage pipe (ICU) 4 Fuel rail
2 Screw-in union 5 Injection control unit
3 Fuel leakage pipe

5. Connecting Pipes − Leakage

WARNING
Injury Hazard: Always put on gloves and safety goggles when you
do work on hot components. When you loosen the valves, high
pressure oil can come out as a spray and cause injury.

1) If the level switch (21, Fig. 1) (LS3446A) or (22) (LS3447A) activates an alarm,
do step 2) to step 7).
2) On the connecting pipe (4, Fig. 5), carefully loosen the screw-in unions (12, 13).
3) Do a check to see if fuel flows out or not.
4) If fuel flows out, the connecting pipe (4) is defective and you must do as follows.
a) Close fully the two valves (3 and 8).
b) Replace the connecting pipe (4) (refer to the Maintenance Manual, Group 8).

2014 8/ 9 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 8019−1/A1
Fuel System

5) If no fuel flows, carefully loosen the screw-in unions (13 and 14, Fig. 5) on the
connecting pipe (5).
6) Do a check to see if fuel flows out or not.
7) If fuel flows out, the connecting pipe (5) is defective and you must do as follows.
a) Close fully the two valves (6 and 7).
b) Replace the connecting pipe (5) (refer to the Maintenance Manual, Group 8).
Note: You can fully operate the engine at the necessary temperature with one
serviceable connecting pipe until the defective connecting pipe is
replaced.

I
II
DRIVING END FREE END
10 III 2

IV
9 1

II
I
I-I II - II
8 7 6 3

4 5 5 4

III IV
14
11

13 12

WCH02809

Fig. 5: Connecting Pipes

1 Fuel rail (free end) 8 Valve
2 Fuel leakage pipe (free end) 9 Fuel rail (driving end)
3 Valve 10 Fuel leakage pipe (driving end)
4 Connecting pipe 11 Screw-in union (free end)
5 Connecting pipe 12 Screw-in union (free end)
6 Valve 13 Screw-in union (driving end)
7 Valve 14 Screw-in union (driving end)

Winterthur Gas & Diesel Ltd. 9/ 9 2014

 W-X92W-X92 Operation 8135−1/A1

Exhaust Waste Gate (Low-load Tuning)

1. General
The Low-load Tuning (LLT) gives the lowest possible Brake Specific Fuel
Consumption (BSFC) in the range of 40% to 70% engine load. See Fig. 1 for the
schematic diagram of the LLT function.
With LLT, engines can operate continuously at all loads in the range of 30% to 100%.
The LLT uses a specially designed turbocharger system and specified engine
parameters. These parameters are related to fuel injection and exhaust valve control
and get the best decreased part-load BSFC in LLT.
Engines with LLT have an exhaust waste gate installed (i.e. a pneumatically operated
valve on the exhaust gas manifold upstream of the turbocharger turbine). Exhaust
gas blown through the waste gate flows to the exhaust uptake.
The LLT uses a turbocharger for part-load operation. The combustion pressure is
increased at less than 75% load through an increased scavenge air pressure (waste
gate closed). The waste gate opens at engine loads of more than 85% to prevent
damage to the turbocharger and the engine from overload.
The higher scavenge air pressure at part-load causes a decrease in the thermal load
and thus, better combustion for the full part-load range.
The engine parameters that control the fuel injection and exhaust valve operation are
selected to make sure that the applicable NOx limit is obeyed.
The specified parameters make sure that the waste gate opens and closes smoothly
throughout the full range. But, higher scavenge air pressure increases NOx
emissions. Thus, to get the correct value for the test cycle, it is necessary to adjust
the parameters for the scavenger air pressure increase.

TURBOCHARGER
EXHAUST AIR

WASTE
GATE

SCAVENGE AIR RECEIVER

EXHAUST GAS MANIFOLD

ENGINE

Fig. 1: Schematic Diagram − Exhaust Waste Gate

Winterthur Gas & Diesel Ltd. 1/ 3 2014

8135−1/A1 Operation W-X92
W-X92
Exhaust Waste Gate (Low-load Tuning)

2. Function
When the load is less than 85% (referred to in the ISO conditions), the force of the
spring in the actuator (7, Fig. 2) keeps the valve (9) in the closed position.

2.1 Open
When the engine load is more than 85%, the charge air pressure increases to more
than the set limit. The WECS−9520 energizes the 3/2-way solenoid valve (4), air
spring air is released through the control air pipe (3) to the actuator (7) and the
valve (9) opens.

2.2 Close
When the engine load decreases to less than 85% and the charge air pressure
decreases to less than the set limit, the WECS−9520 de-energizes the 3/2-way
solenoid valve (4). This stops the air spring air supply. The pressure in the system is
released and the spring in the actuator (7) closes the valve (9).
If a part becomes defective, alarm messages are activated in the WECS−9520 and
shown in the alarm and monitoring system (see 0820-1 Operating Problems,
paragraph 6).

3. Function Check
A function check is necessary when the engine operates for long periods at low
engine load with the exhaust waste gate closed. Do the function check that follows
one time each week.
You can do this function check:
D When the engine has stopped, or
D When the engine operates at less than 70% load.
You can do Procedure One, or Procedure Two.

3.1 Procedure One

1) On the 3/2-way solenoid valve (4), turn the screw (2) inwards until the valve (9)
opens.
2) Turn the screw (2) back to its initial position.

3.2 Procedure Two

1) In the flexView ExhWgt page or the USER page, set the manual command
OPEN.
Note: After 20 seconds the waste gate will close automatically.

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 8135−1/A1
Exhaust Waste Gate (Low-load Tuning)

1 FREE END I
2

II 3

I 5
WCH02815

AV
4
WCH02815

II

10

8
7

Control Air
Board Supply
7.0 bar to 9.0 bar
WCH02815

Starting Air

11
4
7

WCH02815

Fig. 2: Exhaust Waste Gate and Schematic Diagram

1 Exhaust gas manifold 7 Actuator (ZS5372C)
2 Screw 8 Shaft
3 Control air (to actuator) 9 Valve
4 3/2-way solenoid valve (CV7076C) 10 Orifice
5 Air spring air 11 Control air supply unit
6 Expansion piece AV Air vent

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 8345−1/A1

Drainage System and Wash-water Pipe System

1. General
You must do checks at regular intervals to make sure that all drain pipes are not
blocked. The checks on the drain pipes from the leakage gland box outlet (20) and
the piston underside (9) are important (see Fig. 1).
The ambient temperature and humidity can cause condensate to flow out upstream
and downstream of the scavenge air coolers (14). Very high ambient conditions can
make up to 0.16 kg/kWh of condensate.

2. Condensate Drain
Note: Blocked drains let too much condensate collect in the scavenge air
receiver. The water / water vapor has an unwanted effect on piston
operation and increases wear on the piston rings and cylinder liners.
The condensate drain must operate correctly as follows (see also 0240-1 Checks and
Precautions, paragraph 2):
1) Make sure that all valves in the condensate drain pipe are fully open.
2) Make sure that the ball valves (18 and 19) are in the position for usual operation.
3) At regular intervals and when the engine has stopped, remove dirt particles from
the condensate collectors (12) (refer to the Maintenance Manual 0380-1
Maintenance Schedule).
4) At regular intervals, look at the sight glasses of the condensate collectors (12) to
make sure that water flows (refer to the Maintenance Manual 0380-1
Maintenance Schedule).
Note: For engines with two turbochargers there are four level switches
installed. For engines with three turbochargers, there are six level
switches installed
If a level switch activates an alarm (the condensate level is too high), you must find
the cause immediately and repair the defect. The possible causes of the alarm are:
D The ball valves (18) and (19) are in the position closed (see Fig. 1).
D A scavenge air cooler (14) is defective (see 0550−1 Operation during Unusual
Conditions).
D The throttle discs (11) are blocked and / or there is too much contamination in the
condensate collector (12) (the filter is blocked).
5) To clean the condensate collector (12) and the throttle discs (11) do step a) to
step c).
a) Stop the engine.
b) Clean the condensate collector (12).
c) Clean the throttle discs (11).
Note: You must clean the filters in the condensate collector (12) and the throttle
discs (11) as soon as possible.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

8345−1/A1 Operation W-X92
W-X92
Drainage System and Wash-water Piping System

AL
FW

1 2

3
4
7

5
14
15
6 8
AV 16 13 10

17 9
OW 12 11
21
20
19 18
22
24

23

25

26

27 BW BW OW WD

WCH02816

DATA FOR ENGINES WITH

THREE TURBOCHARGERS

Fig. 1: Schematic Diagram

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 8345−1/A1
Drainage System and Wash-water Piping System

Key to Fig. 1
1 Air vent manifold 18 Ball valve
2 Vent − turbocharger outlet 19 Ball valve
3 Main engine 20 Leakage gland box − outlet
4 Cylinder cooling water drain − outlet 21 SAC wash water − outlet
5 Dry cleaning device (TC) 22 Oily water from SAC − outlet
6 Crankcase vent − outlet 23 Leak outlets (main engine)
7 Air for wash plant TC and SAC − inlet 24 SAC condensate water − outlet
8 SAC wash plant 25 Orifice
9 Dirty oil outlet − piston underside 26 Sludge oil trap
10 Level switch (LS 4071A) 27 Sludge tank
11 Throttle discs
12 Condensate collector AL Air line from board system
13 Level switch (LS 4075A) AV Air vent
14 Scavenge air cooler BW Drain to bilge water tank
15 Water for wash plant SAC − inlet FW from fresh−water system
16 SAC Vent OW Drain to oil / water drain tank
17 Vent unit WD Drain to water drain tank

Winterthur Gas & Diesel Ltd. 3/ 3 2014

Engine Monitoring Group 9

Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9215-1/A1

Crank Angle Sensor Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9223-1/A1
Intelligent Combustion Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9308-1/A1
Oil Mist Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9314-1/A1
Location of Flex Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9362-1/A1
 W-X92W-X92 Operation 9215−1/A1

Instrument Panel

1. General
The instrument panel (1, Fig. 1) is installed adjacent to the control box. The
instrument panel has green, vertical LED indicators, which monitor important pressure
values of the engine. The gages have red, yellow and green areas to show unsafe,
caution and safe limits.

1
2

BAR (0.1 Mpa) BAR (0.1 Mpa) BAR (0.1 Mpa) BAR (0.1 Mpa) BAR (0.1 Mpa) BAR (0.1 Mpa) BAR (0.1 Mpa)

FUEL STARTING CONTROL SCAVENGE AIR CYL. COOL. BEARING

AIR AIR AIR SPRING WATER OIL

WCH02817

Fig. 1: Instrument Panel

1 Instrument panel 3 Pressure indicators (LED)
2 Local control panel 4 Red, green and yellow areas

Winterthur Gas & Diesel Ltd. 1/ 2 2014

9215−1/A1 Operation W-X92
W-X92
Instrument Panel

2. Schematic Diagram
Fig. 2 shows the schematic diagram of the instrument panel K with the same
indications also shown in the Control Diagram 4003−2.

Fig. 2: Instrument Panel − Schematic Diagram

2014 2/ 2 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 9223−1/A1

Crank Angle Sensor Unit

1. General
Two crank angle sensor units (CAS) that operate independently are installed at the
center of the engine. Each CAS unit has three proximity sensors to calculate the
position of the intermediate wheel (8, Fig. 1). The proximity sensors are connected to
the ACM−20 modules in the terminal boxes (E96.1 and E96.2).
Each of the two ACM-20 modules send the crank angle data through the SSI bus to
all the FCM−20 (for more data, refer to 4002−1).

II

I
E96.1

WCH02896 1
E96.2

II III - III

III 2
3
4
3 5
6
5 2
7
7 4

III 8

Fig. 1: Crank Angle Sensor Unit

1 Terminal boxes (E96.1, E96.2) 5 ST5132C
2 ST5136C 6 ST5134C
3 ST5133C 7 ST5131C
4 ST5135C 8 Intermediate wheel (supply unit)

Winterthur Gas & Diesel Ltd. 1/ 4 2014

9223−1/A1 Operation W-X92
W-X92

1.1 Pick-up Positions

The proximity sensors (2 and 4, Fig. 2) find the related crank angle reference mark
(TDC or BDC). The proximity sensors also give indications that compare the TDC and
BDC positions for the crank angle transmitters and are the references points for the
WECS−9520 (0 degree position of Cylinder No.1 = TDC).
For more data, refer to 4628−1 Pick-up − Engine Speed.

II

I
WCH02896

I II

4
5
3

Fig. 2: Crank Angle Marks

1 Crankshaft gear wheel 4 ZS5124C
2 ZS5125C 5 Crank angle mark BDC
3 Crank angle mark TDC

2014 2/ 4 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 9223−1/A1

1.2 ACM−20
The ACM−20 (2, Fig. 3) is a control unit that has frequency inputs, which read the
pick-up signals. The function of the ACM−20 is to calculate the position of the
crankshaft.
The Synchronous Serial Interface (SSI) transmits the crank angle data.

WCH00774
11 12 13

3
4

5
6

WCH00773

10 9 8
Fig. 3: ACM−20 − Schematic Diagram
1 Terminal box 8 CAN M LED
2 ACM−20 9 PICK−UP LED REF
3 PICK−UP LED A, B, C 10 Plug X2
4 SSI CA LED 11 Nameplate
5 MODULE FAIL LED 12 Plug X1
6 MODULE SW LED 13 Plug X3
7 POWER LED

Winterthur Gas & Diesel Ltd. 3/ 4 2014

9223−1/A1 Operation W-X92
W-X92

1.3 LED Indications

The LED indications are as shown in Table 1 below (see Fig. 3 for the item numbers
in parentheses).

Table 5 LED Indications on ACM−20

LED Indication Status

POWER LED Shows green Power supply on (connected)
(7) continuously
Shows green Software application is in operation
MODULE SW continuously
LED (6)
Flashes green Boot loader is running
MODULE FAIL Shows red Shows a failure on the module
LED (5) continuously
Yellow Not used

Shows red No pick-up connected

continuously

PICK-UP Flashes red (on No signal / incorrect signal

A, B, C LED for 0.2 sec, off for sequence.
(3) 0.2 sec)
Flashes red (on Overloaded − short circuit
for 0.2 sec, off for
1.0 sec)
PICK-UP Shows yellow Pick-up information:
REF LED continuously Shows a strong signal at the related
input (tooth found)
(TDC or BDC)
(9)
SSI CA LED Shows yellow Normal operation, no failure found.
(4) continuously Absolute angle is transmitted

CAN M LED Shows red No bus connection

(8) continuously

CAN M LED Shows yellow Normal operation

(8) continuously

2014 4/ 4 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 9308−1/A1

Intelligent Combustion Control

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1 General Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.2 Installation and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.1 Pressure Transducers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.2 In-cylinder Pressure Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.3 ICC - Installation and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.1 ICC Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.2 ICC-EXV Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.3 ICC-INJ Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.4 ICC-INDICATION Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

1. General
The Intelligent Combustion Control (ICC) monitors and automatically controls the
combustion process.
The ICC system adjusts the common injection time, which makes sure that the engine
performance relates to the shop test results.
The ICC calculates the best engine control parameters for operation, which balances
the compression and firing pressures in the engine (e.g. injection time offsets and
exhaust valve closing time for each cylinder).

2. Safety

2.1 General Data

The ICC system is manufactured in accordance with the mandatory engineering,
industrial safety and accident-prevention procedures. It is possible that, during
operation of the ICC, hazards could occur which can cause injury to personnel and
damage to equipment.
The ICC must be in a fully serviceable condition before you use it. Make sure that you
read the operation instructions.

Winterthur Gas & Diesel Ltd. 1/ 9 2014

9308−1/A1 Operation W-X92
W-X92
Intelligent Combustion Control

2.2 Installation and Maintenance

Read and obey the instructions in the related operation and maintenance manuals
before you do work on the machine or system. Make sure that you know the
shutdown procedure for the machine or system.

3. Function
The ICC, as part of the engine control system, adjusts the maximum peak firing
pressure of the engine related to the shop test protocol and NOx Technical File. All
ICC modifications of the engine control parameters obey the IMO regulations and are
related to the IMO certificate of the vessel.
The ICC keeps the pressure increase in the specified limits during the combustion
process. As a result, the ICC system:
D Decreases the excessive wear of engine components
D Decreases the risk of an engine overload
D Prevents manual adjustment failures (if there is open-loop control).
In the WECS−9520, it is possible to set to on or off each individual function of the ICC
system.
The ICC adjusts the value of the firing pressure to its corrected set-point value. The
system balances the firing pressure of all units and balances the compression
pressure. The cylinder pressure and the firing pressure are balanced in an operation
range that is more than the operation range of the auxiliary blowers (i.e. the auxiliary
blowers are set to off). When all ICC functions are set to off, the engine operates in a
conventional open-loop control mode.
Note: If there are large differences in the values (injection time or exhaust valve
operation) for a cylinder that shows possible wear or damage, monitor
the related cylinder. If necessary, replace the defective parts.

3.1 Pressure Transducers

The pressure transducer (3, Fig. 1) (one for each cylinder) is installed on the cylinder
cover.
The technology (Pressductor®) of the pressure transducers (3) uses a
magneto-elastic principle to measure the in-cylinder pressure. The permanently
measured in-cylinder pressure of all cylinders gives the necessary data for the ICC
system.
The pressure transducers (3) have a unique blow-through design. Usually, before the
engine starts, the indicator valves (4) are open and the engine is in slow turning
operation. Thus, possible combustion particles that remain (specially from HFO
operation) are blown out of the pressure transducers (3). This function makes sure
that the data is measured correctly and maintenance is decreased.
Note: For more data about slow turning, see 0220-1 Slow Turning.

2014 2/ 9 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 9308−1/A1
Intelligent Combustion Control

4
1

3
3
2

Fig. 1: Pressure Transducer

1 Cable 3 Pressure transducer
2 Adapter piece 4 Indicator valve

3.2 In-cylinder Pressure Evaluation

The compression pressure cannot be measured directly because of the combustion
and fuel injection that can occur before TDC.
In the ICC system, the compression pressure of each cycle is calculated with the
polynomial formula and the data of the piston position.
The peak firing pressure is the highest measured pressure value in the crank angle
range between the start of the injection and approximately 20°CA after TDC (see
Fig. 2).

Peak Firing Pressure

Pressure at 0°CA

Fig. 2: Cylinder Pressure Trace of a Two-stroke Engine

The pressure increase is the difference between the firing pressure and the
compression pressure. The ICC sets the pressure increase limit e.g. to 45 +5 bar to
prevent mechanical overload of the engine.

Winterthur Gas & Diesel Ltd. 3/ 9 2014

9308−1/A1 Operation W-X92
W-X92
Intelligent Combustion Control

201

3.3 ICC - Installation and Control

The applicable firing pressure, referred to as the shop test performance, is
continuously adjusted (a reverse ISO correction) to the conditions at each operation
point of the engine. This makes sure that the firing pressure is always adjusted to the
correct value, related to the engine design. Because of the ICC, you can use the
maximum possible engine power without the risk of an overload.
The applicable temperature and pressure sensors are installed upstream of the
turbocharger compressor inlet and in the scavenge air receiver (see Fig. 3). This
makes sure of continuous ambient conditions.
The cylinder pressure data of each cylinder is taken as an analogue input signal from
the pressure transducer into the WECS−9520.

PT 100 sensors

IOM−10

Turbocharger inlet air

Scavenge air temperatures
Barometric pressure
Can M bus

sensors temperatures

CAN open system bus

FCM−20−10

FCM−20−12
FCM−20−11
FCM−20−1

FCM−20−2

FCM−20−3

FCM−20−4

FCM−20−5

FCM−20−6

FCM−20−7

FCM−20−8

FCM−20−9

Online spare
FCM−20−
Power Supply
4−20mA

PT10

P612
PT11
PT1

PT2

PT3

PT4

PT5

PT7

PT8

PT9
P65

WCH03051

Fig. 3: Installation Schematic of the ICC System

Adjustments of this measured pressure value to its correct set-point value at a
specified engine load are done. This real-time site correction and comparison, shown
in the pressure control strategy (see Fig. 4), is done for each engine cycle.

2014 4/ 9 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 9308−1/A1
Intelligent Combustion Control

TC compressor inlet air temperature

Scavenge air temperature
TC compressor inlet pressure

Fig. 4: Control Schematic of the ICC System

4. Operation

4.1 ICC Operation

In the WECS−9520 it is possible to set to on or off each individual sub-function of the
ICC system. The system adjusts the applicable average value of the firing pressure to
its site-corrected set-point value. This balances the firing pressure of all units and
balances the compression pressure.
When all sub-functions are set to off, the engine operates in a conventional open-loop
control mode.
The exhaust valve timing and injection timing of each cylinder is adjusted to get the
balanced compression pressures and firing pressures.
Differences in one value of of a cylinder for exhaust valve operation and injection
timing compared to other cylinders must be found.

4.2 ICC-EXV Card

This flexView card (see Fig. 5) shows the measured values of the compression
pressure for each cylinder together with the average value of compression pressure
for all cylinders. The right-hand diagram shows the exhaust valve closing offset
values and the average offset value.

Winterthur Gas & Diesel Ltd. 5/ 9 2014

9308−1/A1 Operation W-X92
W-X92
Intelligent Combustion Control

Fig. 5: FlexView ICC-EXV Card

When the compression pressure balancing function is set to ON (Fig. 6) the ICC
system calculates this offset.

Fig. 6: Compression Pressure Balancing − Set to ON

When the compression pressure balancing function is set to OFF, this offset is the
same as shown on the flexView Adjust card that the operator can adjust (Fig. 7),.

Fig. 7: Compression Pressure Balancing − Set to OFF

From the ICC-EXV card (Fig. 5), the compression pressure balancing function can be
set to ON as follows:
1) Select [Shift] + [Arrow UP].
2) To make sure of the correct selection, select [Shift] + [Enter] (see the workflow in
Fig. 8).

2014 6/ 9 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 9308−1/A1
Intelligent Combustion Control

Fig. 8: Compression Pressure Balancing − Set to ON Workflow

4.3 ICC-INJ Card

This flexView card (see Fig. 9) shows the measured values of the cylinder firing
(combustion) pressure in each cylinder unit. The yellow horizontal line shows the
average firing pressure value and the green horizontal line shows the firing pressure
set-point. The right-hand diagram shows the injection begin timing offset and the
average offset value.

Fig. 9: FlexView ICC-INJ Card

When the firing pressure balancing function is set to ON (see Fig. 10), the ICC system
calculates the offset.

Fig. 10: Firing Pressure Balancing − Set to ON

Winterthur Gas & Diesel Ltd. 7/ 9 2014

9308−1/A1 Operation W-X92
W-X92
Intelligent Combustion Control

When the firing pressure balancing function is set to OFF (Fig. 11), the offset is the
same as shown on the flexView Adjust card that the operator can adjust.

Fig. 11: Firing Pressure Balancing − Set to OFF

From the ICC-INJ card, the firing pressure balancing function can be set ON as
follows:
1) Select [Shift] + [Arrow UP].
2) To make sure of the correct selection, select [Shift] + [Enter] (see the workflow in
Fig. 12).

Fig. 12: Firing Pressure Balancing − Set to ON Workflow

When the firing pressure control function is set to ON (Fig. 13), the ICC system
calculates the related Fuel Quality Setting (FQS). The top left-hand corner of the
ICC-INJ card (Fig. 9) shows the setting.

Fig. 13: Firing Pressure Control − Set to ON

When the firing pressure control function is set to OFF (Fig. 14), the FQS is the same
as shown on the flexView Adjust card that the operator can adjust.

Fig. 14: Firing Pressure Control − Set to OFF

2014 8/ 9 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 9308−1/A1
Intelligent Combustion Control

From the ICC-INJ card, the firing pressure control function can be set ON as follows:
1) Select [Shift] + [Arrow UP].
2) To make sure of the correct selection, select [Shift] + [Enter] (see the workflow in
Fig.15).

Fig. 15: Firing Pressure Control − Set to ON Workflow

4.4 ICC-INDICATION Card

The ICC-indication card (Fig. 16) shows the data that follows:
D The compression firing pressures and firing pressures for each cylinder.
D The firing pressure set-point.
D The air pressure and air temperature upstream of the turbocharger compressor.
D The scavenge air temperature.

Fig. 16: FlexView ICC INDICATION Card

Winterthur Gas & Diesel Ltd. 9/ 9 2014

 W-X92W-X92 Operation 9314−1/A1

Oil Mist Detector

1. General
The engine has an oil mist detection system, which includes the sensors (5, Fig. 1)
and the control boxes (2, 3) on the engine.
A display unit (1, Fig. 2) is installed in the control room.
The oil mist detection system continuously monitors the concentration of oil mist in the
crankcase, supply unit drive and the supply unit. If there is a high oil mist
concentration, the oil mist detector activates an alarm.
Damage to the bearings is quickly found and explosions in the crankcase are
prevented (see also 0460−1 Instructions Concerning the Prevention of Crankcase
Explosions).
The sensors (9) are installed on the fuel side of the engine for:
D Each cylinder of the divided crankcase
D The fuel pump drive
D The fuel pump unit.

2. Function
Each sensor (3) optically monitors the concentration of oil mist. Each sensor (3) has a
self-test function to make sure that there are no internal faults.
Data communication is between the junction box (2) and the control panel (8)
The adjustments can be programmed in the control panel (8).
The menu-driven software has three user levels:
D User − Read-only of the data.
D Operator − Password-protected level for access to most adjustments and
functions.
D Service − Password-protected level for authorized personnel of the manufacturer
and service personnel.
Note: Instructions that relate to adjustments, commissioning, troubleshooting,
and maintenance are given in the related documentation of the
manufacturer.

Winterthur Gas & Diesel Ltd. 1/ 3 2014

9314−1/A1 Operation W-X92
W-X92

Oil Mist Detector

1
FUEL SIDE

I II DRIVING END

2 3

4
I

II

WCH02845

I-I II - II

5
5

Fig. 1: Location of Sensors

1 Cable guide 4 Terminal box 15.0
2 Control unit E15.1 5 Sensor
3 Control unit E15.2 6 Column

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 9314−1/A1
Oil Mist Detector

ENGINE ROOM CONTROL ROOM

9
10
1
POWER SUPPLY
24 V

MODBUS

2 POWER SUPPLY
24 V
3
8 7 6

TO ALARM SYSTEM
TO SAFETY SYSTEM

5 4

WCH02845

Fig. 2: Schematic Diagram

1 Display unit 6 Crankcase and Cyl. 1 to 4
2 MODBUS cable 7 Supply unit
3 Power cable 8 Crankcase and Cyl. 5 to 8
4 Control unit E15.2 9 Sensor
5 Terminal box 15.0 10 Control unit E15.1

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 W-X92W-X92 Operation 9362−1/A1

Location of flex Electronic Components

1. General
Most of the electronic components necessary for the WECS−9520 are installed on the
engine.
The power supply box E85 (not shown) is installed near the engine.

2. Control Boxes
Data about the most important control boxes and power supply boxes are given in
paragraphs 2.1 to 2.4.

2.1 E85
The E85 has the two 230 VAC power supplies for the FCM-20 and the WECS−9520.
The power supply box E85 also has circuit breakers to isolate each FCM-20.

2.2 E90
The E90 control box (9, Fig. 1) is installed in the rail unit. The control box E90
contains the online spare FCM−20 and the terminals that connect to the external
systems.

2.3 E25
The E25 local control box (2) is attached to the free end of the engine. The E25 has
the local control panel and the instrument panel.

2.4 E95.01 to E95.0#

The control boxes E95.01 to E95.0# (7) for the related cylinders are installed in the
rail unit on the fuel side of the engine. Each control box has an FCM-20.
Note: The power supplies have redundancy. If it is necessary to isolate the
WECS−9520, make sure that each of the two power supplies are set to off
(see also 4002-1 Engine Control System WECS−9520, paragraph 2).

Winterthur Gas & Diesel Ltd. 1/ 3 2014

9362−1/A1 Operation W-X92
W-X92
Location of flex Electronic Components

DRIVING END FREE END

5

1
2
3

FUEL SIDE
9 10 11 10 12

6
7

Fig. 1: WECS−9520 Electronic Components

2014 2/ 3 Winterthur Gas & Diesel Ltd.

 W-X92W-X92 Operation 9362−1/A1
Location of flex Electronic Components

Table 1: Key to Fig. 1

1 E26 7 E95.01 to E95.12
2 E25 8 E98
3 E10 9 E90./ x1
4 E20 10 E90 / IOM #3 − 5
5 E31 − E33 11 E90 / IOM #2
6 E41.01 − E41.12 12 E95.21 − E95.32

Winterthur Gas & Diesel Ltd. 3/ 3 2014

 DATA &
SPECIFICATIONS

Wärtsilä 2-stroke RT-126

Technical Services Issue 2, 01 December 2014

Diesel engine fuels

At your convenience

Information to all Owners and Operators of Concerned products

Wärtsilä 2-stroke diesel engines. All Wärtsilä 2-stroke engines.

Preventive action
To ensure trouble-free operation of
Wärtsilä 2-stroke engines, it is important to
read the information and follow the
recommendations about the fuel oils
stated in this bulletin.

Validity
Before taking any action, always check the
available on line systems for the latest
revision of this document. Any locally
stored or printed version is considered to
be an uncontrolled document.

Note
This Data & Specifications bulletin Issue 2
supersedes .Data & Specifications bulletin
RT-126, Issue 1, dated 12.04.2012.

Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

PO Box 414
CH-8401 Winterthur technicalsupport.chts@wartsila.com
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 2 / 16

Contents
Page
1 Introduction 2
2 Terms and Glossary 3
3 Heavy fuel oil 3
4 Notes on HFO requirements 6
5 Distillate fuels 10
6 Notes on distillate fuel requirements 12
7 Bio-derived products and Fatty Acid Methyl Esters (FAME) 14
8 Fuel additives 15
9 Non-standard fuels 15
10 Contacts 16

1 Introduction
NOTE:
This Data & Specifications bulletin supersedes Data & Specifications bulletin
RT-126, Issue 1, dated 12.04.2012, entitled “Diesel engine fuels”. The new Data &
Specifications bulletin provides up to date diesel engine fuel requirements according
ISO 8217:2012.

Almost all hydrocarbon residual, distillate and some renewable bio-fuels can be burned
in a diesel engine if applicable procedures are followed. The quality of the fuel will have
an effect on the frequency of overhauls and the work necessary for fuel preparation.
Economic conditions such as the engine type, size and speed etc. will have an effect
on the fuel quality margins.

Gas oils and diesel oils (distillates) can be used in all Wärtsilä engines subject to some
limitations. Wartsila 2-stroke diesel engines can operate with heavy fuel oil (HFO) that
has a viscosity of up to 700 cSt (in accordance with the ISO 8217:2012 specification).
The vessel must have the applicable preparation and process equipment on board to
get the fuel to the correct grade. When fuels with very low sulphur content are used,
operators must obey Wärtsilä’s instructions and guidelines to correctly run-in new
piston rings and cylinder liners.

NOTE:
HFO must be treated in a suitable fuel treatment plant.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 3 / 16

When bunkering, the fuel suppliers only report some of the values given in the Quality
Specifications. Frequently, only the density and maximum viscosity is given and this
makes full understanding of the properties of the fuel difficult for the operator of the
ship; thus, it is important to get a full certificate of analysis with each bunker.

The supplier must guarantee the stability of the fuel, i.e. resistance to the formation of
sludge. Also, the fuel must not have a corrosive effect on the injection equipment and
must not contain used lubricating oil or chemical waste.

Fuel from different bunkers must not be mixed because there is a risk that the fuels
may contain different compositions (e.g. this can cause fouling of filters or too much
sludge, which will overload the fuel operation equipment). Fresh bunkers must always
be put into empty tanks and not on top of old bunkers.

2 Terms and Glossary

Table 1: Terms and glossary

Abbreviation Name / Part

BSFC Brake Specific Fuel Consumption in g/kWh
CCAI Calculated Carbon Aromacity Index
CMCR Contract Maximum Continuous Rating in kW
2
cSt centi Stokes (1 cSt = 1 mm /s)
HFO Heavy Fuel Oil
ISO International Organization for Standardization

3 Heavy fuel oil

Fuels used in marine diesel engines are blended using many different products from
the petroleum refinery process that can include fuels such as HFO and gas oil. To get
the necessary viscosity as specified by the supply specifications, the heavier oil stocks
are blended with lighter, less viscous components. Modern refineries also apply a
secondary conversion process such a viscosity breaking (also known as visbreaking)
and catalytic cracking to get a higher yield of lighter products. The remaining products
are mixed to get HFO.
The viscosity is usually used as a reference to identify marine fuels. The viscosity is
measured and stated at 50 °C by international convention and is shown in mm2/s,
referred to as centistokes (cSt). The fuels are classified in accordance with ISO 8217
and the latest revision is the 5th edition released on 15 August 2012.
Viscosity itself is not a quality criterion. To make an analysis of the fuel quality to
ensure that the fuel it is suitable for use in a diesel engine, some additional properties
of the fuel must be considered, see Table 2.
Very good supervision, engine maintenance and fuel treatment equipment is necessary
especially when the properties of the fuel used is near the permitted maximum and
minimum limits. Poor quality fuels or insufficient or inadequate preparation can lead to
problems in handling and/or combustion. This will itself lead to higher maintenance
requirements, shorter service intervals and possibly shorter service life of various
components of the equipment.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 4 / 16

The values in the column “Bunker limit” (ISO 8217:2012 RMK700) show the minimum
quality of heavy fuel as bunkered, i.e. as supplied to the ship/installation. Good
operation results mainly from fuel conforming to ISO 8217 limits. However, the use of
fuel with lower density, metal, ash and carbon contents can have a positive effect on
overhaul periods while others can have a very negative effect. These effects can
improve combustion and exhaust gas composition as well as a decrease in wear.

The fuel oil as bunkered must be treated before it is consumed in the engine. It is
recommended that the related specifications of Wärtsilä Switzerland Ltd are followed
for the design of the fuel treatment plant. The minimum centrifuge capacity is
1.2 x CMCR x BSFC / 1000 (litres/hour), which is related to 0.21 l/kW. The fuel
treatment must remove sludge and water, as well as reduce Cat Fine content to a level
so as to achieve the limits at the inlet to the engine as defined by the engine builder.

According to ISO 8217, unwanted substances such as used oil or chemical waste must
not be added to the fuel. It is recommended to have a sample of the fuel oil received on
board tested by a specialist laboratory. This will define the properties of the fuel oil,
whether it conforms to the specifications required by the ship operator, showing
compliance to ISO 8217 or identify any required special treatment. This is because of
the damage these substances can cause to fuel system components, fuel injection
equipment, pistons, rings, liners, exhaust valves and seats, as well as hazards to the
crew, machinery and equipment on board and the environment. Turbocharger, exhaust
system and boiler contamination can also occur because of poor fuel quality.

The engine inlet fuel quality specification of Wärtsilä is based on the latest ISO
8217:2012 standard.

ATTENTION:
It is very important that the fuel is fit for purpose in the related engine application.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 5 / 16

Table 2: Wärtsilä fuel oil requirements and quality limits at the engine inlet based on
*1)
ISO 8217/2012

Required fuel
Parameter Unit Bunker limit Test method quality at
engine inlet
2 *A) *2), *3)
Kinematic viscosity at 50 °C mm /s [cSt] max. 700 ISO 3104 13 to 17
3 *4)
Density at 15 °C kg/m max. 1010 ISO 3675/12185 max. 1010
CCAI — max. 870 Calculated max. 870
5) Statutory
Sulphur * m/m [%] ISO 8754/14596 max. 3.5
requirements
Flash point °C min. 60.0 ISO 2719 min. 60.0
*6)
Hydrogen sulphide mg/kg max. 2.00 IP 570 max. 2.00
Acid number mg KOH/g max. 2.5 ASTM D 664 max. 2.5
Total sediment aged m/m [%] max. 0.10 ISO 10307-2 max. 0.10
Carbon residue: micro
m/m [%] max. 20.0 ISO 10370 max. 20.0
method
7)
Pour point (upper) * °C max. 30.0 ISO 3016 max. 30.0
Water v/v [%] max. 0.50 ISO 3733 max. 0.20
Ash m/m [%] max. 0.150 ISO 6245 max. 0.150
ISO 14597/
Vanadium mg/kg [ppm] max. 450 max. 450
IP501/470
Sodium mg/kg [ppm] 100 IP 501/ IP 470 max. 30
ISO 10478/
Aluminium plus silicon mg/kg [ppm] max. 60.0 max. 15
IP501/IP 470
Used lubricating oils (ULO) ULO present if: Do not use if:
may not be present: Ca>30 and Zn>15 IP 501 or Ca>30 and Zn>15
Calcium and zinc mg/kg or IP 470 or
Calcium and phosphorous Ca>30 and P>15 IP500 Ca>30 and P>15

*A) 1 mm2/s = 1 cSt (Centistoke).

1)
* ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland
(www.iso.ch).
*2)
The required fuel viscosity at the fuel pump inlet for RTA and older engines must be in the
range 13 to 17 mm²/s (cSt)
3)
* The required fuel viscosity at the fuel pump inlet for RT-flex and W-X engines must be in
2 2
the range 10 to 20 mm /s (cSt). However, the 13 to 17 mm /s (cSt) range is recommended
for the operation with HFO.
4) 3
* Limited to max. 991 kg/m if the fuel treatment plant cannot remove water from high-density
fuel oil.
5)
* ISO 8217:2012, RMK700. Note that lower sulphur limits can apply based on statutory
requirements and sulphur limits are not defined in ISO 8217:2012.
6)
* The hydrogen sulphide limit is applied since 1 July 2012.
7)
* Purchasers must make sure that the equipment on board is capable of maintaining the fuel
at a temperature above the Pour Point at all times, especially in cold climates.
For data about the parameters given in Table 2, see the Appendix 1 of this document.

ATTENTION:
The maximum allowed temperature of the fuel at engine inlet for all Wärtsilä 2 stroke
engines is 150 °C.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 6 / 16

4 Notes on HFO requirements

4.1 Viscosity
The current recommendation for fuel viscosity at the fuel pump inlet when operating on
HFO is 13 mm2/s (cSt) to 17 mm2/s (cSt).

Table 3: Recommended viscosity range

Example:
To get the recommended viscosity upstream of the fuel injection pumps, a fuel that has
380 mm2/s (cSt) at 50 °C must be heated between 130 °C and 140 °C.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 7 / 16

The maximum permitted viscosity of fuel that can be used in an installation depends on
the heating and fuel preparation facilities available. The flow and the temperature of the
fuel through the centrifuges must be adjusted in relation to the viscosity to get good
separation. Increasing the temperature of the fuel to more than 150 °C to get the
correct viscosity at engine inlet is not recommended. This is because the fuel can start
to decompose, form particles and can be above than the flash point.

4.2 Density
The composition of the fuel gives the density. A high density shows a high aromatic
content. It is not always possible to use conventional method to measure the density at
15 °C. Thus, the measurement is made at a higher temperature and then adjusted
back to the reference temperature. Most bunkers blended and supplied to the
specification that is ordered by the customer. Now this will mostly be the ISO
8217:2012 RMG specification, which has a maximum density of 991.0 kg/m3.
Applicable fuel preparation equipment, which can be adjusted for a fuel density greater
than 991.0 kg/m3, must be available on board if high density fuels are used.

4.3 CCAI (Calculated Carbon Aromacity Index)

The ignition and combustion properties of the fuel in a diesel engine are partly related
to the specific engine design and load profile and partly to the fuel properties.

The CCAI is a calculated value originally intended to indicate the ignition properties or
ignition delay of the fuel related to the viscosity and density. The CCAI gives no
indication of the combustion properties. The CCAI limit is useful to measure fuels with
unusual density and viscosity relations.

More tests are available that are can find the ignition and combustion properties and
these can be helpful to examine the performance of the fuels.

4.4 Sulphur
Sulphur limits are not specified in the ISO 8217 because statutory specifications put a
limit on this value. The maximum sulphur level that can be used in Wärtsilä 2-stroke
engines is 4.5% m/m.

The alkalinity (Base Number (BN)) of the cylinder lubricating oil must be selected in
relation to the sulphur level of the fuel in use. The engine can operate for short periods
(some hours) with a cylinder lubricating oil that has an incorrect BN, but longer
operation must be prevented.

Indications for the selection of the BN of lubricating oil in relation to the sulphur are
found in:
• Technical Bulletin RT-161, Cylinder Lubrication.
• Data & Specifications Bulletin RT-138, Lubricating oils.
• Operation Manual, Group 0, Chapter 0750-1, Lubricating Oils.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 8 / 16

4.5 Flash Point

WARNING:
Fire Hazard. There can be highly flammable vapour in the air space above the
remaining fuel in the tanks. There must be caution when fuel is heated to help with the
filter process and injection if that temperature is above the Flash Point.

4.6 Hydrogen sulphide (H2S)

WARNING:
H2S is a very toxic gas and exposure to low concentrations is dangerous and can kill
you. At low concentrations H2S smells almost the same as rotten eggs, but cannot be
sensed at moderate concentrations, where it causes nausea and dizziness. Be careful
when tanks or fuel lines are opened because there can be H2S vapour.

4.7 Acid number

Fuels with high acid numbers have caused damage to fuel injection systems. Most
fuels have a low acid number, which is not dangerous, but an acid number above
2.5 mgKOH/g, can cause problems. Some naphthenic residual fuels can have an acid
number of more than 2.5 mgKOH/g, but still be permitted. Only a full laboratory
analysis can find the strong acid number.

4.8 Sediment, carbon residues, asphaltenes

High quantities of sediment, carbon and asphaltenes decrease the ignition and
combustion quality of the fuel and increase wear and damage to engine components.
Asphaltenes also have an effect on the stability of blended fuels and can cause too
much sludge in the separators and filters. If the fuel is not stable, this causes particles
in the bottom of the tank. To keep risks to a minimum, make sure that bunkers from
different suppliers and sources are not mixed in the storage tanks on board. Also be
careful when heavy fuel oil is mixed on board in order to decrease the viscosity.
Paraffinic distillate, when added to a heavy fuel oil of low stability, can cause
asphaltenes to collect, which causes heavy sludge. HFO can contain up to 14%
asphaltenes and will not cause ignition and combustion problems in 2-stroke engines if
the fuel preparation equipment is adjusted correctly.

4.9 Pour point

The operating temperature of the fuel must be kept between approximately
5 °C to 10 °C above the pour point to make sure that the fuel flows easily through the
system around the vessel.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 9 / 16

4.10 Water
The separator and the correct configuration of drains in the settling and service tank
are used to decrease the quantity of water in the fuel oil. The complete removal of
water is highly recommended to decrease the quantity of hydrophilic catalyst fines (cat
fines) as well as sodium in the fuel oil. Sodium is not a natural oil component, but
marine fuel oil often has sea water contamination, which has sodium. 1.0% sea water
in the fuel oil is related to 100 ppm sodium.

To get a good separating effect, the flow rate and temperature of the fuel must be
adjusted in relation to the viscosity. For high-viscosity fuels the separation temperature
must be increased, although the low rate must be decreased in relation to the nominal
capacity of the separator. For the recommended data and parameters to operate the
separator, refer to the separator instruction manual.

4.11 Ash and trace metals

Fuel with a low content of ash, vanadium, sodium, aluminium, silicon, calcium,
phosphorous and zinc are recommended. High contents of these elements can
increase mechanical wear, high-temperature corrosion and scale particles in the
turbocharger, exhaust system and boilers.

4.11.1 Vanadium and sodium

Sodium compounds decrease the melting point of vanadium oxide and sulphate salts,
especially when the vanadium to sodium ratio is 3:1. High sodium levels (as well as
lithium and potassium) at the engine inlet can cause fouling of turbocharger, exhaust
system and boilers. Ash modifiers can prevent the formation of particles and the effect
of high temperature corrosion.

4.11.2 Aluminium and silicon

Aluminium (Al) and silicon (Si) in the fuel are indications of catalyst fines. These are
particles of hard oxides (round particles of material almost the same as porcelain)
which cause high abrasive wear to pistons, piston rings and cylinder liners.
These catalyst fines are used as a catalyst in some processes in petroleum refining
and can be found in marine fuels. The most dangerous cat fines are of the size 10
microns to
20 microns.

More information and recommendations about catalyst fines can be found in the
Technical Bulletin RT-140, entitled “Catalyst fines in fuel oils”.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 10 / 16

4.12 Used lubricating oil and other contaminants

Used lubricating oils and chemical waste must not be mixed into the fuel. If used
lubricating oil was included in the blend, the fuel will not be stable because the base oil
of lubricating oils is very paraffinic and can cause too much sludge. Most used
lubricating oil is from engine crankcase, thus sufficiently large quantities of calcium,
zinc, phosphorous and other additive and wear metals will cause contamination. The
limits in ISO 8217: 2012 and the Wärtsilä specification state that no used lubricating oil
must be in the fuel. This is related to the limits the test methods use to find the levels of
these metals, which can occur naturally in fuel.

Chemical waste must not be added to the fuel. There were isolated examples of
polymers, styrene and other chemical substances found in fuel. These materials can
cause the fuel to become too thick, almost solid, and block the filters. Chemical waste
can also damage fuel injection systems and cause fuel pump plungers and injectors to
seize.

5 Distillate fuels
Distillate fuels are increasingly being used in 2-stroke engines in order to meet the new
ECA regulations that are applicable from 1 January 2015. Distillate fuels are typically
easier operate than residual fuel, but caution still needs to be exercised for some
issues.
ISO 8217: 2012 specifies DMX, DMA, DMZ and DMB categories. The Wärtsilä engine
inlet specification is based on the DMB grade which is the highest viscosity grade.
DMX is a fuel that has a lower Flash Point and Viscosity that is used in some
emergency generators, thus more storage precautions are necessary. DMX is not
applicable for use in 2-stroke engines because of its low flash point and viscosity.

ATTENTION:
The Technical Bulletin RT-82, entitled “Operation on distillate fuels”, provides additional
and detailed recommendations for the operators when the engine is running with
distillate fuels.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 11 / 16

Table 4: Wärtsilä distillate fuel requirements and quality limits at the engine inlet based
*1)
on ISO 8217/2012

Required fuel
Parameter Unit Bunker limit Test method quality at
engine inlet
min. 2.0
2 *A) max. 11.0
Kinematic viscosity at 40 °C mm /s [cSt] ISO 3104 regardless of
min. 2.0
temperature
3
Density at 15 °C kg/m max. 900.0 ISO 3675/12185 max. 900.0
Cetane Index — min. 35 ISO 4264 min. 35
*1)
Sulphur m/m [%] 2.0 ISO 8754/14596 max. 2.0

Flash point °C min. 60.0 ISO 2719 min. 60.0

*2)
Hydrogen sulphide mg/kg max. 2.00 IP 570 max. 2.00
Acid number mg KOH/g max. 0.50 ASTM D 664 max. 0.50
Total sediment by hot
m/m [%] max. 0.10 ISO 10307-1 max. 0.10
filtration
3
Oxidation stability g/m max 25 ISO 12205 max. 25
Carbon residue at
m/m % max. 0.30 ISO 10370 -
10% Residue
Carbon residue: micro
m/m % max. 0.30 ISO 10370 max. 0.30
method
Pour point (upper) winter
3) m/m % max. -6 ISO 3016 max. 0
quality *
Pour point (upper) summer
3) °C max 6 ISO 3016 max. 6.
quality *
Water v/v [%] max. 0.30 ISO 3733 max.0.20
Ash m/m [%] max. 0,010 ISO 6245 max 0.010
Lubricity, corrected wear
scar diameter max. 520
(wsd 1,4) 60 °C

*A) 1 mm2/s = 1 cSt (Centistoke).

*1) The purchaser shall define the maximum sulphur content in accordance with usual
statutory requirements.
*2) The hydrogen sulphide limit is applicable from 1 July 2012.
*3) Purchasers must make sure that the pour point is sufficient for the equipment on
board, especially for operation in cold climates.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 12 / 16

6 Notes on distillate fuel requirements

6.1 Viscosity
Distillate fuel does not have such a high viscosity as HFO, thus, the minimum required
viscosity at the engine inlet when using distillate fuel is 2 mm²/s (cSt).

The viscosity level cannot be met for all MDO and MGO batches unless the fuel is
cooled. Experience has shown that viscosities for DMA, DMZ and DMB distillate fuels
(as given in the ISO 8217 specification) have no adverse effect on the components in
the fuel system during operation. This is applicable only when there is a nominal lower
viscosity level of 2.0 mm2/s (cSt).

It is possible a cooler is necessary to achieve a viscosity level of 2.0 mm2/s, which is

related to the maximum fuel temperature. The viscosity is related to the bunkered fuel.
For more information, contact your nearest Wärtsilä representative.

NOTE:
The two points that follow concern low viscosity values:
• Lubricity
• Increased leakage
For more information, see paragraph “6.2 Lubricity” and Chapter 5 of the Technical
Bulletin RT-82, entitled “Operation on distillate fuels”.

6.2 Lubricity
ISO 8217:2012 specifies a maximum lubricity wear scar diameter of 520 µm to make
sure that fuel has sufficient lubricity, to prevent premature wear of fuel system
components.

6.3 Density
The composition of the fuel gives the density and high density indicates high aromatic
contents.

6.4 Cetane index

The ignition and combustion properties of a distillate fuel in a diesel engine are related
to the specific engine design and load profile and related to the fuel properties. The
cetane index is a calculated measure of the ignition properties or ignition interval of the
fuel in relation to the change in density at different steps of distillation. The density and
the temperature when 10%, 50% and 90% of the fuel is distilled, gives the cetane
index. This has no effect on the fuel combustion properties.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 13 / 16

6.5 Sulphur
Sulphur limits are specified in ISO 8217:2012 for distillate fuels, but statutory limits
must be obeyed. The alkalinity (BN) of the cylinder lubricating oil must be selected in
relation to the sulphur content of the fuel in use.

The engine can operate for short periods (some hours) with a cylinder lubricating oil
that has an incorrect BN, but longer operation must be prevented.

Indications for the selection of the BN of lubricating oil in relation to the sulphur are
found in:
• Technical Bulletin RT-161 entitled “Cylinder Lubrication”.
• Data & Specifications Bulletin RT-138 entitled “Lubricating oils”.
• Operation Manual, Group 0, Chapter 0750-1, entitled “Lubricating Oils”.

6.6 Flash point

WARNING:
Fire Hazard. There can be highly flammable vapour in the air space above the
remaining fuel in the tanks.

6.7 Hydrogen sulphide

WARNING:
H2S is a very toxic gas and exposure too low concentrations is dangerous and can kill
you. At low concentrations H2S smells almost the same as rotten eggs, but cannot be
sensed at moderate concentrations, where it causes nausea and dizziness. Be careful
when tanks or fuel lines are opened because there can be H2S vapour.

6.8 Acid number

Fuels with high acid numbers have caused damage to fuel injection systems. Most
fuels have a low acid number, which is not dangerous, but an acid number above
2.5 mgKOH/g, can cause problems.

6.9 Sediment
High quantities of sediment, carbon and asphaltenes decrease the ignition and
combustion quality of the fuel and increase wear and damage to engine components.
High quantity of sediments can cause filter to become blocked, or cause frequent
discharge from automatic filter systems. For more information about mixtures, see
paragraph 4.8.

6.10 Pour point

The operating temperature of the fuel must be kept between approximately 5 °C to
10 °C above the pour point to make sure that fuel flows easily. It is possible that in
extremely cold conditions, there could be problems for distillate fuel.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 14 / 16

6.11 Water
The quantity of water in distillate fuel can be decreased as follows:

• Let the fuel settle in the service tanks.

• Put the fuel through separator.

6.12 Ash and trace metals

Distillates must have a low quantity of ash, vanadium, sodium, aluminium, silicon,
calcium, phosphorous and zinc related to residual fuels. High quantities of these
materials increase mechanical wear, high-temperature corrosion and scale particles in
the turbocharger, exhaust system and the boilers.

6.13 Used lubricating oil and other contaminants

Lubricating oils and chemical waste must not be mixed into the distillate fuel. Large
quantities of detergent can cause water to stay in the lubricating oil. Additive materials
such as calcium, magnesium, zinc and phosphorous could increase the ash content to
more than that given in the specification.

Chemical waste must not be added to distillate fuel. There were isolated examples of
chemical waste substances found in fuel. These materials can cause the fuel to
become too thick and block the filters. Chemical waste can also cause damage the fuel
injection systems and cause fuel pump plungers and injectors to seize.

7 Bio-derived products and Fatty Acid Methyl Esters (FAME)

Such components can be found in marine fuels and can cause a decrease of
greenhouse gases and SOX emissions. Most bio-fuel components in diesel are FAME,
which come from a special chemical treatment of natural plant oils. These components
are mandatory in automotive and agricultural diesel in some countries. FAME is
specified in ISO 14214 and ASTM D 6751.

FAME has good ignition properties and very good lubrication and environmental
properties, but other more negative properties of FAME are equally well known:
• Possible oxidation and thus long-term storage problems.
• A chemical attraction to water and a nutrient for microbial growth.
• Unsatisfactory low temperature properties.
• FAME material particles on exposed surfaces, including filter elements.

Where FAME is used as a fuel, make sure that the on board storage, handling,
treatment, service and machinery systems are compatible of handling such a product.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 15 / 16

8 Fuel additives
Usually, fuel additives are not necessary to make sure of the satisfactory operation of
fuels that obey the ISO 8217:2012 standard. But some operators can use specified
additives that can change the effect of some fuel properties. Wärtsilä can make an
analysis of such additives and supply a No Objection Letter for specific additives after
evaluation of their properties.

NOTE:
Wärtsilä does not accept any liability or responsibility for the performance or potential
damage caused by the use of such additives.

9 Non-standard fuels
Wärtsilä has given approval to operate this engine with all fuels that have the
specifications given in this bulletin. Speak to Wartsila to get technical support for non-
standard fuel.

NOTE:
Wärtsilä does not accept any liability or responsibility for the performance of, or
damage caused by the use of such fuels.
 DATA & SPECIFICATIONS

RT-126, Issue 2, Page 16 / 16

10 Contacts
10.1 How to contact Wärtsilä
For questions about the content of this Data & Specifications bulletin, or if you need
Wärtsilä assistance, services, spare parts and/or tools, please contact your nearest
Wärtsilä representative.
If you do not have the contact details at hand, please follow the link “Contact us” – “24h
Services” on the Wärtsilä webpage:
www.wartsila.com

10.2 Contact details for emergency issues

10.2.1 Operational support
For questions concerning operational issues, please send your enquiry to:
technicalsupport.chts@wartsila.com
or phone 24hrs support: +41 52 262 80 10.

10.2.2 Field service

If you need Wärtsilä Field Service, please send your enquiry to:
ch.fieldservice@wartsila.com
or phone 24hrs support: +41 79 255 68 80.

10.2.3 Spare parts

If you need Wärtsilä spare parts and/or tools, please contact your nearest Wärtsilä
representative or your key account manager.

© 2014 Wärtsilä Switzerland Ltd. – All rights reserved

No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying,
recording, taping or other information retrieval systems) without the prior written permission of the copyright holder. Wärtsilä Switzerland Ltd.
makes no representation, warranty (express or implied) in this publication and assumes no responsibility for the correctness, errors or
omissions for information contained herein. Information in this publication is subject to change without notice.

Unless otherwise expressly set forth, no recommendation contained in this document or any of its appendices is to be construed as
provided due to a defect of the product, but merely as an improvement of the product and/or the maintenance procedures relating thereto.
Any actions by the owner/operator as a result of the recommendations are not covered under any warranty provided by Wärtsilä and such
actions will thus be at the owners/operators own cost and expense.

NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH RESPECT TO
THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS CONFIDENTIAL AND INTENDED FOR INFORMATION
PURPOSES ONLY.
 DATA &
SPECIFICATIONS

Wärtsilä low-speed engines RT-133

Services 2-stroke Issue 1, 22.08.2012

Cooling water treatment At your convenience

Concerned products
All Wärtsilä 2-stroke diesel engines.
Information to all Owners and Operators of Preventive action
Wärtsilä 2-stroke diesel engines To ensure trouble-free operation of
Wärtsilä 2-stroke engines, it is important to
read the information and follow the
recommendations about cooling water
treatment stated in this bulletin.

Note
This Data & Specifications bulletin
supersedes Service Bulletin 5–1, dated
01.10.71, entitled “Treatment of Cooling
Water for Diesel Engines” and the one
page leaflet “Corrosion Inhibitors – Sulzer
Diesel Engines”, dated 10/11/2005.

Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

PO Box 414 Fax: +41 52 262 07 31
CH-8401 Winterthur technicalsupport.chts@wartsila.com
 DATA & SPECIFICATIONS RT-133
Issue 1, Page 2 / 6

Contents
Page

1 Introduction 2
2 Raw water for closed cooling water circuits 2
3 Cooling water in operation 3
4 Validated cooling water treatment systems 4
5 Cleaning the cooling water system 4
6 Antifreeze 5
7 Appendix 5
8 Contacts 6

1 Introduction
Note:
This Data & Specification bulletin supersedes Service Bulletin 5–1, dated
01.10.71, entitled “Treatment of Cooling Water for Diesel Engines” and the one
page leaflet “Corrosion Inhibitors – Sulzer Diesel Engines”, dated 10/11/2005.

To avoid service stoppages the cooling water must have certain properties, which
generally can only be attained by suitable cooling water treatment. Untreated
cooling water very soon leads to problems in the cooling system due to corrosion
and/or formation of sediments and deposits.

2 Raw water for closed cooling water circuits

When the cooling system is replenished, the raw water must without fail be totally
desalinated water or condensate water from the fresh water generators.
Evaporated or distilled water is highly corrosive and must therefore be made
suitable as coolant by the addition of corrosion inhibitors.

Only in exceptional situations should drinking water or process water be used

from the local mains. Its hardness must on no account exceed 10 °dH (German
hardness degrees). If the water exceeds this limit it must be desalinated and
brought to the hardness value indicated in Table 1.

Note:
Sea water must never be used as raw water because of its high salt content.
 DATA & SPECIFICATIONS RT-133
Issue 1, Page 3 / 6

The following values should be used as a nominal guide for the desired raw
water quality:

Raw water quality values

Parameter Unit Range / Limit Test method

pH 1) — 6.5 to 8.5 ASTM D 1287 or D 1293
Total hardness °dH max. 10 ASTM D 1126
Chlorides mg/l as CL- max. 80 ASTM D 512 or D 4327
Sulphates mg/l as SO4 2- max. 150 ASTM D 516 or D 4327

1)
If a Reverse Osmosis (RO) process is used, the minimum limit for pH is 6.0,
based on the RO process operational principle. The use of a RO process
further provides that a maximum of 80 mg/l for chloride content is achieved.
Table 1

In cases of doubt a water analysis must be carried out and advice be sought from
Wärtsilä Switzerland Ltd.

Note:
Corrosion protective oils (emulsifiable oils) for treating the cooling water must not
be used. Water-oil emulsions can lead to considerable risks of fouling the cooling
system.

3 Cooling water in operation

To be suitable, cooling water must, as already mentioned before, be treated by
the right, and correctly administered corrosion inhibitor. Inhibitors with OAT,
Nitrite and Borate active ingredients have provided good corrosion protection in
service.

Remark:
Tested, approved and recommended marketed products are listed in Appendix 1.
The dosage must be strictly adhered to in accordance with the instructions of the
manufacturer, and the coolant must be periodically checked in service to
maintain the correct concentration.

It is recommended that suppliers of inhibitors are selected who can also provide
expert advice for the initial fill as well as for later in service queries.

Coolant leakages have to be topped up by adding the right amount of water with
the correctly metered additive. Care must be taken to ensure that the additives
and/or water added to the system become thoroughly mixed and integrated into
the bulk cooling fluid. Loss by evaporation has to be made up by appropriate raw
water alone, see Chapter 2 and Table 1. By doing this an over concentration of
inhibitors is prevented.

Note:
The cooling water in the cooling system should have a pH value of 8 to a
maximum of 10.
 DATA & SPECIFICATIONS RT-133
Issue 1, Page 4 / 6

4 Validated cooling water treatment systems

Enwamatic EMM
As an alternative to the validated cooling water additives, the Enwamatic EMM
cooling water treatment system can also be used. The Enwamatic EMM protects
the engine from corrosion without any chemicals. It acts as a side stream filtration
and water treatment unit and includes the following functions:
• Corrosion protection,
• Scale control,
• Filtration,
• Control of bacterial growth,
• Air separation.

The raw water quality requirements are the same as specified when cooling
water additives are used.

The Enwamatic EMM can be a sensible alternative for the installations in which
environmentally friendly solutions are required.

The installation, operation and maintenance instructions of the manufacturer shall

always be followed. See Table 2 for contact information.

Cooling water treatment system manufacturer

Manufacturer Treatment system

Enwa AS
PO Box 257 Forus
NO-4066 Stavanger Enwamatic EMM
Norway
www.enwa.com

Table 2

5 Cleaning the cooling water system

For a new fill the complete cooling system must be clean, free from grease and
oil and must not contain any foreign particles or remnants such as swarf from the
manufacturing process.

A replacement of the cooling system water may become necessary if the heat
transfer and with it the cooling effect is diminished by oil or the gradual formation
of sediment and deposits. Such problems will occur earlier where the care of the
cooling water and of the cooling system has not been given the required
attention. The complete system must then be treated with a suitable detergent
agent (degreasing, dissolution of chalk and solid sediments). Prior to filling with
the prepared cooling water, the system has to be thoroughly rinsed and any
residual acid remnants must be neutralised.
 DATA & SPECIFICATIONS RT-133
Issue 1, Page 5 / 6

For this purpose numerous suitable cleaning agents are available, which are not
listed here. We again recommend, however, consulting a firm of specialists for
recommendations.

After the cooling system has been cleaned, it must be refilled with suitable water
and corrosion inhibitors and monitored carefully to ensure a long and trouble-free
service life.

6 Antifreeze
Antifreeze or glycol are generally not required for engines in vessels being in
regular service, and should thus not be used during operation. However, there
may be a need for antifreeze if vessels are laid up in areas where ambient
temperatures can fall well below the freezing point. In such cases, the minimum
amount of antifreeze to meet the coldest anticipated temperatures should be
used. The recommendations of the antifreeze and corrosion inhibitor suppliers
must be obtained and adhered to.

Note:
The heat transfer rate of the cooling system fluid is reduced with increasing
antifreeze content. Consequently the engine must be operated at reduced
maximum power if more than 20% antifreeze is used in the cooling system.

There are two types of antifreeze or glycol available commercially:

• Monopropylene glycol (MPG),
• Monoethylene glycol (MEG).

So called industrial quality antifreeze of both types can be used, but MPG is
considered to be more environmentally acceptable.

7 Appendix
• Appendix 1, RT-133_A1
Cooling water additives:
Validated and recommended manufacturers and products.
 DATA & SPECIFICATIONS RT-133
Issue 1, Page 6 / 6

8 Contacts

8.1 How to contact Wärtsilä

For questions about the content of this Data & Specifications bulletin, or if you
need Wärtsilä assistance, services, spare parts and/or tools, please contact your
nearest Wärtsilä representative.
If you don’t have the contact details at hand, please follow the link “Contact us” –
“24h Services” on the Wärtsilä webpage:
www.wartsila.com

8.2 Contact details for emergency issues

Operational support
For questions concerning operational issues, please send your enquiry to:
technicalsupport.chts@wartsila.com
or phone 24hrs support: +41 52 262 80 10.

Field service
If you need Wärtsilä Field Service, please send your enquiry to:
Ch.Fieldservice@wartsila.com
or phone 24hrs support: +41 79 255 68 80.

Spare parts
If you need Wärtsilä spare parts and/or tools, please send you enquiry to:
ch.spareparts.wgls@wartsila.com
or phone 24hrs support: +41 52 262 24 02

© 2012 Wärtsilä Switzerland Ltd. – All rights reserved

No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical,
graphic, photocopying, recording, taping or other information retrieval systems) without the prior written
permission of the copyright holder. Wärtsilä Corporation makes no representation, warranty (express or implied)
in this publication and assumes no responsibility for the correctness, errors or omissions for information
contained herein. Information in this publication is subject to change without notice.
Unless otherwise expressly set forth, no recommendation contained in this document is to be construed as
provided due to a defect in the engine, but merely as an improvement of the engine and/or the maintenance
procedures relating thereto. Any actions by the owner/operator as a result of the recommendations are not
covered under any warranty provided by Wärtsilä and such actions will thus be at the owners/operators own
cost and expense.
NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS
ASSUMED WITH RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS
CONFIDENTIAL AND INTENDED FOR INFORMATION PURPOSES ONLY.
 DATA &
SPECIFICATIONS

Wärtsilä 2-stroke RT-138

Technical Services Issue 5, 25 January 2016

Lubricating oils
Next opportunity

Information to all Owners and Operators of Preventive action

Wärtsilä 2-stroke engines. To ensure trouble-free operation of
Wärtsilä 2-stroke engines, it is important to
follow the recommendations about
lubricating oils stated in this bulletin.
Validity
This Technical Bulletin remains valid from
the date of issue until further notice.
Note
This Data & Specifications bulletin Issue 5
supersedes Data & Specifications bulletin
RT-138, Issue 4, dated 22.02.2014.
Reasons:
• Appendix 1 to RT-138 is updated.
• The particle size and count for RT-flex
and W-X engines has been updated.
• The Figure 1: Piston Under Side (PUS)
drain oil analysis interpretation has
been updated.
• The Figure 2: Relationship between fuel
sulphur content and cylinder oil BN has
been updated.

Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

PO Box 414
CH-8401 Winterthur technicalsupport.chts@wartsila.com
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 2 / 18

Contents
Page
1 Introduction 2
2 System oil 2
3 Cylinder lubricating oil 10
4 Turbocharger oil 17
5 Turning gear oil 17
6 Lubricant for flywheel and pinion gear teeth 17
7 Environmentally acceptable lubricants 17
8 Appendices 17
9 Contacts 18

1 Introduction
NOTE:
This Data & Specifications bulletin Issue 5 supersedes Data & Specifications bulletin
RT-138, Issue 4, dated 22 December 2014. Reasons:
• Appendix 1 to RT-138 is updated.
• The particle size and count for RT-flex and W-X engines have been updated.
• Figure 1 and Figure 2 have been updated.

2 System oil
The system oil provides lubrication for the bearings, the running parts of the engine and
the crosshead assembly. In addition, system oil is used as hydraulic fluid in the servo
oil system of the engine and also cools the pistons.

System oil requirements:

• An additive-type crankcase oil of the SAE 30 viscosity grade must be used as
system oil.
• It must have a minimum BN of 5.0 mgKOH/g and detergent properties.
• It must meet load carrying performance in the FZG 1 gear machine test method
A/8, 3/90 according to ISO 14635-1, Failure Load Stage (FLS) 11 as a minimum.
• Good thermal stability, anti-corrosion and anti-foam properties and good
demulsifying performance are further requirements.

NOTE:
Validated lubricating oils for Wärtsilä two-stroke engines are given in:
• Appendix 1 “Validated cylinder and system oils”.
For other or new lubricants contact Wärtsilä. The contact details are given in
Chapter 9 “Contacts”.

1
The FZG gear machines located at the FZG Institute, Munich/Germany, shall be the reference test apparatus and
will be used in the event of any uncertainty about test repeatability and reproducibility
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 3 / 18

2.1 Oil care

2.1.1 System oil
To keep the lubricating oil in good condition for a long period, effective oil treatment is
necessary. This is achieved by using a self-cleaning, centrifugal separator working as
purifier in by-pass, by circulating the oil from the oil tank through the separator. The
purifier throughput shall be set according to the recommendation of the separator
manufacturer. However it is recommended to maintain the oil temperature at 95 °C for
this treatment unless it is advised otherwise by the separator supplier.
Solid contaminants (dirt) and water must be removed from the oil as completely as
possible. There is always the risk that water can enter the system and cause corrosive
attack on engine parts, particularly with sea water. Water contamination can also lead
to bacterial contamination of the oil resulting in loss of lubrication capability and heavy
corrosion of the system. Good maintenance is the most effective precaution to keep
water out of the oil. The water content of the lubricating oil must not exceed 0.2% by
mass over an extended period of time. If higher water contamination is observed,
special measures such as intensified treatment in the separator or in a renovating tank
must be considered.

2.1.2 Servo oil system of RT-flex, W-X82 and W-X92 engines

In order to prolong the lifetime of the sliding parts, fine filtered oil is used in this system.
Fine filtered oil is branched off from the system oil and flows through an additional
automatic filter, which flushes back to the system oil, which flushes back to the system
oil. The filter mesh size is according to the particular engine specifications.
The function of the flushing process and the low differential pressure shall be
monitored during operation of the automatic filter; see documentation of the automatic
filter manufacturer.
The bypass filter element can be used temporarily for inspecting and cleaning the
regular elements, or if these elements have to be removed for any reason.

2.2 Attention limits for selected system oil parameters

The condition of the lubricating system oil charge can be assessed by analysing
selected parameters. With regular checks deterioration can be detected at an early
stage and remedial procedures must be taken.

The following guide limits must not be exceeded for a long period in service; these are
the oil alert limits:

Table 1: Alert limits of system oil parameters for RT-flex and W-X engines

Parameter Unit Limit Test method

Viscosity at 40 °C mm2/s [cSt] max. 140 ASTM D 445
Flash point (PMCC) °C min. 200 ASTM D 92
Total insolubles % m/m max. 0.70 ASTM D 893b
Base Number (BN) mgKOH/g max. 12 ASTM D 2896
ASTM D 95 or
Water content % m/m max. 0.20
ASTM D 1744
ISO 14635-1
FZG gear machine test Failure load stage min. 9
A8, 3/90
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 4 / 18

Table 2: Alert limits of system oil parameters for RTA engines

Parameter Unit Limit Test method

Viscosity at 40 °C mm2/s [cSt] max. 140 ASTM D 445
Flash point (PMCC) °C min. 200 ASTM D 92
Total insolubles % m/m max. 0.70 ASTM D 893b
Base Number (BN) mgKOH/g max. 12 ASTM D 2896
ASTM D 95 or
Water content % m/m max. 0.50
ASTM D 1744
ISO 14635-1
FZG gear machine test Failure load stage min. 8
A8, 3/90

If one of the limits is reached, appropriate remedial action must be considered to

correct the situation. Such action may be intensified purification (decreased flow rate,
adjustment of temperatures), treating in a renovating tank (settling tank) or partial
exchange of the oil charge. It is advisable to consult the oil supplier in such a case.

The oil condemnation limits are given in Table 3 and Table 4. If the oil condition has
deteriorated so far that it cannot be improved by the purifier and filters, a part of the oil
charge must be replaced to return the oil charge to an acceptable performance level.

Table 3: Oil condemnation limits for RT-flex and W-X engines

Parameter Unit Limit Test method

Viscosity at 40 °C mm2/s [cSt] max. 150 ASTM D 445
Flash point (PMCC) °C min. 180 ASTM D 92
Total insolubles % m/m max. 1.0 ASTM D 893b
Base Number (BN) mgKOH/g max. 15 ASTM D 2896
Water content % m/m max. 0.30 ASTM D 95
SAN 2 mgKOH/g nil ASTM D664
Calcium mg/kg [ppm] max. 6000 ICP
Zinc mg/kg [ppm] min. 100 ICP
Phosphorus mg/kg [ppm] min. 100 ICP
ISO 14635-1
FZG gear machine test Failure load stage min. 8
A8, 3/90

2
SAN: Strong acid number expressed in mg of KOH needed for neutralization
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 5 / 18

Table 4: Oil condemnation limits for RTA and older 2-stroke engines

Parameter Unit Limit Test method

Viscosity at 40 °C mm2/s [cSt] max. 160 ASTM D 445
Flash point (PMCC) °C min. 190 ASTM D 92
Total insolubles % m/m max. 2.0 ASTM D 893b
Base Number (BN) mgKOH/g max. 30 ASTM D 2896
Water content % m/m max. 0.50 ASTM D 95
SAN mgKOH/g nil ASTM D664
Calcium mg/kg [ppm] max. 6000 ICP
Zinc mg/kg [ppm] min. 100 ICP
Phosphorus mg/kg [ppm] min. 100 ICP
ISO 14635-1
FZG gear machine test Failure load stage min. 7
A8, 3/90

These limits are set out as guidance. The quality condition of the oil in circulation,
however, cannot be fully assessed by a single parameter. Other oil parameters must
be used in context to be able to find the cause of the problem and the appropriate
remedy for correction.

If the Base Number (BN) of the system oil rises sharply, do a check of the condition of
the piston rod gland box and the piston rod.

A certain consumption and replenishment of system oil is required to keep the system
oil in good condition.
If there is a significant decrease of the flash point below the recommended values
given above, you must replenish the oil charge.

The replenishment prevents an increase in system oil BN. A small increase in BN is

often an indication that the system oil consumption is low.

The open cup type of flash point determination (e.g. COC) should be used to decide if
a partial or complete change of oil charge is necessary.
The closed cup flash point determination (e.g. PMCC) can be used to monitor the
system oil condition, but not for oil change.

The FZ gear machine performance test (method A/8, 3/90, ISO 14635-1 of the oil
charge) is very important if a new gear wheel, camshaft or fuel pump follower is
polished or replaced. This gives protection against scuffing during the running-in of
these components. If the system oil was used for more than a year, measure the FZG
performance of the oil. This will show if the performance of the oil is satisfactory for
new or polished gear wheels, camshaft or fuel pump follower.

Regular on board checks of BN and water content must be done in order to obtain an
early indication of oil degradation.
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 6 / 18

2.3 Particle size and count for RT-flex and W-X engines
Particle size analysis can give useful data about the wear in an engine. Abrasive
particles in the oil can cause wear, thus the requirements must be closely followed. The
requirements for particle size refer only to the oil in RT-flex and W-X hydraulic oil
systems. These systems operate the exhaust valves, fuel systems and cylinder
lubrication systems.
The NAS 1638 and SAE AS 4059 particle count requirements were previously
specified as per Table 5, Table 6 and Table 7, NAS 1638 method has been
superseded by the ISO 4406 method (see Table 8). However, SAE AS 4059 should still
be consulted for particles larger than 21 µm. NAS data is only provided for reference
purposes.

Table 5: Recommended limits in NAS classes for RT-flex, W-X82 and W-X92 engines
(Engines with Servo Oil filter)

Particle size (µm or microns)

5–15 15–25 25–50 50–100 100–150
Cleanliness system oil 12 11 10 8 5
Lubricating oil separator
Cleanliness servo oil 12 11 8 5 0
Servo oil filter

Table 6: Recommended limits in NAS classes for W-X35, W-X40, W-X62 and W-X72
engines (Engines without Servo Oil filter)

Particle size (µm or microns)

5–15 15–25 25–50 50–100 100–150
Lubricating oil 12 11 9 7 5
Lubricating oil separator
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 7 / 18

Table 7: NAS 1638 and SAE AS 4059 cleanliness classes

Contamination Particle size (µm or microns)

(particles/100 ml) 5–15 15–25 25–50 50–100 100–150
(14) 4,096,000 729,600 129,600 23,040 4096
(13) 2,048,000 364,800 64,800 11,520 2048
12 1,024,000 182,400 32,400 5760 1024
Classes: Up to class maximum

11 512,000 91,200 16,200 2880 512

10 256,000 45,600 8100 1440 256
9 128,000 22,800 4050 720 128
8 64,000 11,400 2025 360 64
7 32,000 5700 1012 180 32
6 16,000 2850 506 90 16
5 8000 1425 253 45 8
4 4000 712 126 22 4
3 2000 356 63 11 2
2 1000 178 32 6 1
1 500 89 16 3 1
0 250 44 8 2 0
00 125 22 4 1 0

NOTES:
• Particle counting has poor repeatability and reproducibility.
• The method does not determine the nature, hardness or shape of the particle.
• Check the used oil analysis and particle count data to form a full picture.
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 8 / 18

Table 8: ISO 4406 particle count and size classes

Number of particles per 100 ml

More than Up to and including Class
250,000,000 — <28
130,000,000 250,000,000 28
64,000,000 130,000,000 27
32,000,000 64,000,000 26
16,000,000 32,000,000 25
8,000,000 16,000,000 24
4,000,000 8,000,000 23
2,000,000 4,000,000 22
1,000,000 2,000,000 21
> 6 µm max. 500,000 1,000,000 20
250,000 500,000 19
130,000 250,000 18
> 14 µm max. 64,000 130,000 17
32,000 64,000 16
16,000 32,000 15
8000 16,000 14
4000 8000 13
2000 4000 12
1000 2000 11
500 1000 10
250 500 9
130 250 8
64 130 7
32 64 6
16 32 5
8 16 4
4 8 3
2 4 2
1 2 1
0 1 0

The ISO 4406 particle count system operates with 3 size classes based on a 100 ml oil
sample, which are:
• R4 = Number of particles equal to or larger than 4 µm
• R6 = Number of particles equal to or larger than 6 µm
• R14 = Number of particles equal to or larger than 14 µm
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 9 / 18

2.3.1 Recommended limits for ISO 4406 particle count

The requirement for 100 ml of oil sample is therefore:

ISO 4406 --/20/17 maximum

• in the servo oil system after the automatic fine filter of RT-flex, W-X82 and W-X92
engines
• in the lube oil system of W-X35, W-X40, WX62 and W-X72 engines after the main
lube oil filter on plant side
Which means:
•• No requirement to count particles equal or larger than > 4 µm
•• A maximum of 1,000,000 particles equal or larger than > 6 µm
•• A maximum of 130,000 particles equal or larger than > 14 µm

ATTENTION:
ISO 4406 is valid only for particles up to 21 µm. For particles with sizes above 21 µm,
SAE particle count requirements must be followed.

2.3.2 Particle counts in the servo oil of RT-flex and W-X engines
If the particle count is higher than specified, do a check of the coarse and fine filters.
This will make sure that all filter elements, gaskets and seals are serviceable. If the
high particle count continues and the filters are in serviceable condition, there is
probably an area of the engine that is worn too much. This will cause too many
particles. Too many particles can go into the system oil if the piston rod gland boxes do
not seal correctly. This causes used cylinder oil to go into the system oil. The purifier
also removes particles. You must make sure that the purifier operates at the correct
temperature in accordance with the manufacturer's instructions. Also, make sure that
the flow rate is adjusted to get the best performance.
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 10 / 18

2.4 System oil samples

At regular intervals (e.g. approximately every 300 operation hours), it is recommended
that a sample of the system oil shall be taken and sent to a laboratory for analysis. The
analysis must include ISO 4406 particle counting for samples taken after the filter,
before the oil goes into the engine main oil gallery or the servo system.
With the oil pump running and the engine oil at operating temperature, drain a small
quantity of oil from a cock in the lubricating system to flush out any dirt accumulated in
this cock and rinse the clean sample container with some oil.
Subsequently take an oil sample in the sample bottle marked with the following
information for the laboratory:
• Ship’s name or name of plant
• Engine type
• Engine serial number
• Date of sampling
• Operating hours of oil and of engine
• Sampling point location
• Oil brand and type

3 Cylinder lubricating oil

A high-alkaline cylinder lubricating oil of the SAE 50 viscosity grade with a minimum
kinematic viscosity of 18.5 cSt at 100°C is recommended. However, cylinder oils of the
viscosity grades SAE 40 and SAE 60 can be used under certain circumstances. The
alkalinity of the oil is indicated by its Base Number (BN) measured in mgKOH/g
according to method ASTM D 2896. The base number of cylinder lubricants is not an
index for detergency, but a direct measure of alkalinity.
To choose the appropriate alkalinity of the cylinder lubrication oil, monitor regularly the
piston underside drain oil. In particular, the residual BN of the drain oil should be
measured as an indicator of correct cylinder lubrication. The residual BN of the drain oil
is such a meaningful parameter, because it is influenced by the sulphur content of the
fuel, cylinder lubrication feed rate, engine tuning and operating conditions. Within the
safe operating range (shown in Figure 1) the lubrication oil feed rate and alkalinity can
be optimized. During operation, the feed rate must not exceed the upper limit of 1.2
g/kWh. Fuels with a sulphur content in the range of 0.1% m/m to 0.5 % m/m using
cylinder oils with BN15 and BN25 are excluded. For fuels with a sulphur content in the
given range, see Figure 2. If a feed rate of 1.2 g/kWh is not sufficient to keep within the
safe operating range, the BN of the cylinder oil must be increased. For more details
about the procedure, see Technical Bulletin RT-161, “Cylinder Lubrication”.
For the cylinder lubricating oil selection and feed rate optimization process, Figure 2
provides starting points of cylinder lubrication oils at a given sulphur content fuel.
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 11 / 18

3.1 Oil analysis of the piston underside drain oil samples (PUDOS)
Wärtsilä strongly recommends that piston underside drain oil samples, (also known as
PUDOS or scrape down or drip oil), are taken regularly from each cylinder and
analysed on board to monitor the engine condition. These analyses are done to assess
the wear rates of the piston rings and cylinder liner. This helps to get the best choice of
cylinder oil alkalinity and feed rate. The recommendation of some BN lubrication oils for
given sulphur content during modern operation patterns is not feasible for all engines.

Residual BN, wear metals, viscosity, fuel components and water can be measured in
the piston underside drain oil. The cylinder oil feed rate can be optimized according to
the results from the drain oil monitoring. However, the upper limit for the feed rate at
1.2 g/kWh must not be exceeded at any operation point, except fuels with a sulphur
content in the range of 0.1% < S < 0.5% m/m using cylinder oils with BN15 and BN25.
For fuels with a sulphur content in the given range, see Figure 2. If the results from
residual BN are below the safe operating limits (BN < 25), a higher BN cylinder
lubrication oil must be chosen. The Technical Bulletin RT-161 explains in detail the
procedure to determine the best feed rate.

Additional benefits are that the condition of the piston rod gland box can be monitored
by considering the amount of system oil additive metals in the sample. It is important to
monitor trends and not absolute values, and to consider the quantity of oil that is being
drained in relation to the analysis results.
The corrosion of the liners and steel parts are calculated by measuring the total iron
content of the piston underside or scrape down oil. There can be a significant amount
of system oil which is mixed with the old cylinder oil in the piston underside space.
To get an accurate view of the used cylinder oil, a correction needs to be made to
remove the impact of the system oil on results. This is done by correcting the iron and
residual BN values by taking account of the system oil contributing phosphorous and/or
zinc to the used oil. Care must be taken in performing this correction analysis as some
cylinder oils also contain phosphorous and/or zinc.

Long-term experience (and the analysis of hundreds of piston underside samples) from
a wide range of engines operating on fuel with sulphur content in the range
of 0.5 to 3.5% m/m and cylinder lubrication oil with a range of BN 40 to BN100 shows
that:

1. The safe corrected piston underside residual BN to avoid piston ring and liner
corrosion is greater than 25 mgKOH/g but below 50 mg KOH/g (see the attention
comment in Chapter 3.4)
2. The alert corrected limit for piston underside residual BN to avoid excessive
corrosion is between 10mgKOH/g and 25 mgKOH/g.
3. The danger corrected limit is less than 10 mgKOH/g piston underside residual BN
and is likely to lead to excessive corrosion and rapid piston ring and liner wear if not
corrected. It also often causes scuffing and the rapid failure of piston rings and very
rapid corrosive liner wear.
You must monitor the PU samples and do regular checks of the pistons, piston rings
and cylinder liners for excessive particles corrosion and wear. This helps you find the
safe value for continuous operation on low sulphur fuel (0.0% to 0.5%) and cylinder oil
with a low BN (BN15 to BN25).
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 12 / 18

Fuel sulphur in the range 0.5 < Sulphur % < 3.5 m/m and cylinder oil with 40 < BN < 100

Figure 1: Piston Underside (PUS) drain oil analysis interpretation

NOTE:
There are smooth transitions between the various areas as shown in Figure 1.

Figure 1 shows where engines fitted with chrome ceramic piston rings and fully honed
liners must be operated in regard to piston underside total oil iron content and residual
BN. The cylinder oil BN and/or lubricant feed rate must be changed to ensure that there
is no excessive corrosive or magnetic iron in the piston underside oil.
The chromium content of the PUS oil is also an important indicator of corrosion or wear
in the engine, when chrome ceramic piston rings are fitted. Chromium values of less
than 25 mg/kg show that there is little corrosion and wear in the engine. Values above
approximately 25 mg/kg indicate that corrosion and/or wear are occurring, which may
reduce piston ring and liner life. The chrome content of the piston underside oil must
not exceed 25 mg/kg for long periods of time.

ATTENTION:
Engines fitted with cast iron or non-chrome ceramic rings usually have significantly
higher total iron levels than those stated above under normal operating conditions.
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 13 / 18

3.2 Fuel sulphur content and cylinder oil BN

As described in the introduction of Chapter 3, “Cylinder lubricating oil”, the selection of
the correct BN of the cylinder lubrication oil must be driven by the results from piston
underside drain oil analysis. However, as a general guidance for suitable combinations,
Figure 2 shows starting points for the optimization process and recommendations if
piston underside drain oil monitoring is not done.

3.3

2 5

1. 0.1% < Sulphur < 0.5% m/m: On board piston underside drain oil monitoring must be
strictly followed, residual BN must not be lower than BN10, iron (Fe) must be measured as
well and should be below 500 ppm. Additionally, piston and piston ring condition must be
inspected through scavenge ports in regular intervals. The cylinder lubrication oil feed rate
may be increased above 1.2 g/kWh if required.
2. 0.1% < Sulphur < 0.5% m/m: Operation only permitted if strictly followed on board piston
underside drain oil monitoring and regular inspections of piston rings and liners guarantee
operation in safe area according to Figure 1.
3. 0.5% < Sulphur < 1.0% m/m: Operation only permitted if strictly followed on board piston
underside drain oil monitoring and regular inspections of piston rings and liners guarantee
operation in safe area according to Figure 1.
4. 1.5% < Sulphur < 2.0% m/m: Operation only permitted if strictly followed on board piston
underside drain oil monitoring and regular inspections of piston rings and liners guarantee
operation in safe area according to Figure 1.
5. 2.5% < Sulphur < 3.5% m/m: Operation only permitted if strictly followed on board piston
underside drain oil monitoring and regular inspections of piston rings and liners guarantee
operation in safe area according to Figure 1.
Figure 2: Relationship between fuel sulphur content and cylinder oil BN
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 14 / 18

NOTES:
• Since 1 January 2015, only fuel with a maximum of 0.1% m/m sulphur must be used
in ECAs (SOx scrubbers can be used to reduce the effective exhaust sulphur
content).
• Use BN100 cylinder oil if fuel sulphur content is above 2.5% m/m and no piston
underside drain oil monitoring is done.
• Monitor the residual BN of the PU drain oil to select the applicable BN of the
lubrication oil and to get the best feed rate. At the same time, do regular inspections
of the piston rings and cylinder liners to prevent corrosion and particles on the top
land. The set feed rate should never exceed the upper limit of 1.2 g/kWh except
fuels with a sulphur content in the range of 0.1% m/m to 0.5% m/m using cylinder
oils with BN15 and BN25. For fuels with a sulphur content in this range, see
Figure 2. If the feed rate is at the value given, and the results from piston underside
drain oil monitoring indicates a rest BN < 25, the BN of the cylinder oil must be
increased. For more information, see Technical Bulletin RT-161.

Cylinder oils of excessively high BN for the fuel sulphur cause excessive accumulation
of particles on the piston crown. Monitor carefully the particles on the piston crown
through the scavenge ports. These particles can break down the lubricant film and
cause the piston, piston rings and cylinder liner wear.

NOTE:
The BN 40 products can be used safely with heavy fuel oil with a sulphur content in the
range 0.5% to 1.5% m/m. The feed rate must be changed in relation to the remaining
BN measured in the piston underside drain oil or scrape down samples.
Intermediate BN cylinder oils (BN 50 to BN 60) are still available. Only use these
cylinder oils if the performance is monitored regularly from the PU drain oil analysis.
Also, do regular inspections of piston rings and cylinder liners through the scavenge air
ports. The inspections must be done during the adjustment of lubricating oil feed rate to
operate the engine in the safe area shown in Figure 1. Incorrectly adjusted piston
underside BN can lead to excessive corrosive wear and scuffing. For the limits and
recommendations, refer to the previous Chapter 3.1. If the residual PU drain oil is
below the limit for safe operation (even at a feed rate of 1.2 g/kWh), a higher feed rate
setting is not necessary. However, a cylinder oil with a higher BN must be chosen.
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 15 / 18

ATTENTION:
Use only the cylinder and system oils given in Appendix 1. The oil supplier assumes all
responsibility for the performance of the lubricating oils in service of all Wärtsilä 2-
stroke engines to the exclusion of any liability of any Wärtsilä company belonging to the
Wärtsilä group. The oil supplier along with other possible manufacturers and
distributors of the products in question shall indemnify, compensate and hold harmless
Wärtsilä and companies belonging to the Wärtsilä group from and against any claims,
damages and losses caused by the lubricating oils in question.

To avoid problems with fuel sulphur content, it is good practice to keep enough of the
previous bunker. This can be used until an analysis of the sulphur content of the new
bunker has been received. The Bunker Delivery Note (BDN) and bunker analysis can
show inaccuracy in measuring the sulphur content and possible different HFO
composition. The sulphur content used to set the correct feed rate must be the higher
value of the BDN or the bunker analysis to ensure safe operation.

3.3 General recommendations

Service experience has shown that when operating below 60% CMCR, the engine
corrosion behaviour can vary significantly. Therefore Wärtsilä recommends the
following:
Wartsila recommends a cylinder lubricating oil of BN 100 if the engine is to
operate at continuous low load (i.e. for more than 24 hours at below 60% CMCR)
and with HFO that has a sulphur content above 2.5% m/m. The feed rate cannot
be adjusted sufficiently to compensate for the lower alkalinity unless the PU
drain oil results inspections of piston rings and cylinder liners are different. The
maximum allowed feed rate for stable operation on other than 100 BN, 15 BN and
25 BN lubricants is 1.2 g/kWh. If the results from the piston underside drain oil
monitoring would require higher feed rates for 25 < BN < 100 cylinder oil, a
change to 100 BN cylinder oil must be done. For BN ≤ 25 see Figure 2 see
Technical Bulletin RT-161 for details. BN 100 lubricants are available from most of
the lubrication oil suppliers (see Data & Specification bulletin RT-138, Appendix 1). A
high BN lubricant adapted to the piston running and corrosion condition of the engine
can also be achieved by using the Blending on Board package. This product allows the
flexible on board production of a “fit for purpose” cylinder lubricant down to 30 BN to
overcome corrosion or to operate with low sulphur residual fuels.

It is important to monitor the corrected residual BN on a regular basis and to ensure

that the value is met as shown in Figure 1.
An on-board monitoring programme should at least permit the assessment of the
residual BN from piston underside drain oil. The measurement of total iron and
chromium in the piston underside oil is also recommended. A sudden increase of the
values of iron or chromium would indicate the occurrence of significant cold corrosion
and appropriate countermeasures should be applied (see also Technical Bulletin
RT-161, entitled “Cylinder lubrication” for more information).
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 16 / 18

ATTENTION:
The safe area operation for piston underside drain oil is limited to an upper value of
BN 50. Not following this recommendation causes excess alkalinity in the oil film of the
cylinder lubrication oil.
This lets particles collect on the running surface of the cylinder liner, which causes bore
polishing (see Figure 3).

Figure 3: Damage to running surface

3.4 Use of intermediate BN lubricating oils

Conditions for use of intermediate BN lubricating oils:

When oils with an intermediate BN are used, Wartsila recommends the application of
an on-board programme to monitor and assess the PUS drain oil. The upper feed rate
allowed for the cylinder oil is 1.2 g/kWh. If residual BN measurements are not
satisfactory at 1.2 g/kWh, a higher BN cylinder lubrication oil must be chosen instead of
intermediate oil. See Technical Bulletin RT-161 for more information about the
procedure of feed rate optimization and choosing the correct BN cylinder oil.

ATTENTION:
Intermediate BN oils (BN50 to BN60) can only be used in combination of HFO with a
sulphur content in the range 0.5% m/m to 2.5% m/m.
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 17 / 18

4 Turbocharger oil
To select and maintain the turbocharger lubricating oil, the recommendations given in
the turbocharger supplier’s instruction manual must be obeyed.
The turbocharger oil is normally system oil, or turbine oil depending on the
turbocharger supplier’s recommendations.

5 Turning gear oil

For the choice and maintenance of the lubricant, the recommendations given in the
turning gear supplier’s instruction manual must be obeyed.

6 Lubricant for flywheel and pinion gear teeth

The selection and application of the lubricant must be in compliance with the
specification published in the Maintenance Manual Group 3, Chapter 3206–1 “Turning
gear” and the recommendations by the engine manufacturer. In addition, the lubricant
suppliers are given in:
• Appendix 2 “Lubricants for flywheel and pinion gear teeth”.

7 Environmentally acceptable lubricants

Environmentally Acceptable Lubricants (EAL) are currently required for ships operating
in USA waters, and this area may be extended in future. These lubricants which are
required for all ‘oil to sea interfaces’ which include stern tubes, thrusters, rudders,
stabilisers, variable pitch propellers, underwater ropes and machinery and underwater
transmissions are made with base oils and additives which are significantly different to
those used for system and cylinder oil. Consequently EAL’s should not be mixed into
system or cylinder oils where they are to be used in engine applications. Even small
contaminations of EAL (depending on base oil quality) into system and cylinder oil can
lead to elastomer compatibility, water emulsification and high temperature deposit
formation issues.

8 Appendices
1. Validated Cylinder and System Oils.
2. Lubricants for Flywheel and Pinion Gear Teeth.
 DATA & SPECIFICATIONS

RT-138, Issue 5, Page 18 / 18

9 Contacts
9.1 How to contact Wärtsilä
For questions about the content of this Data & Specifications bulletin, or if you need
Wärtsilä assistance, services, spare parts and/or tools, please contact your nearest
Wärtsilä representative.
If you do not have the contact details at hand, please follow the link “Contact us” – “24h
Services” on the Wärtsilä webpage:
www.wartsila.com

9.2 Contact details in case of emergency

9.2.1 Operational support
For questions concerning operational issues, please send your enquiry to:
technicalsupport.chts@wartsila.com
or phone 24hrs support: +41 52 262 80 10.

9.2.2 Field service

If you need Wärtsilä Field Service, please send your enquiry to:
ch.fieldservice@wartsila.com
or phone 24hrs support: +41 79 255 68 80.

9.2.3 Spare parts

If you need Wärtsilä spare parts and/or tools, please contact your nearest Wärtsilä
representative or your key account manager.

© 2016 Wärtsilä Switzerland Ltd. – All rights reserved

No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying,
recording, taping or other information retrieval systems) without the prior written permission of the copyright holder. Wärtsilä Switzerland Ltd.
makes no representation, warranty (express or implied) in this publication and assumes no responsibility for the correctness, errors or
omissions for information contained herein. Information in this publication is subject to change without notice.

Unless otherwise expressly set forth, no recommendation contained in this document or any of its appendices is to be construed as
provided due to a defect of the product, but merely as an improvement of the product and/or the maintenance procedures relating thereto.
Any actions by the owner/operator as a result of the recommendations are not covered under any warranty provided by Wärtsilä and such
actions will thus be at the owners/operators own cost and expense.

NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH RESPECT TO
THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS CONFIDENTIAL AND INTENDED FOR INFORMATION
PURPOSES ONLY.
 SERVICE
LETTER

Wärtsilä low-speed engines RT-148

Services 2-stroke Issue 1, 02.07.2013

Cylinder lubrication at low load For immediate attention

operation – use of intermediate Concerned products

Wärtsilä RTA, RT-flex and W-X 2-stroke
BN lubricating oils engines operating continuously at low load
(below 60% CMCR and down to extreme
Information to all Owners and Operators of low loads).
Wärtsilä RTA, RT-flex and W-X 2-stroke engines
Current situation
Many vessels are operating continuously
at low load and are bunkering Heavy Fuel
Oil (HFO) with sulphur content up to
3.50%. On the other hand the cylinder
lubricating oil offer is very wide in terms of
Base Number (BN) and a high number of
cylinder lubricants with an intermediate BN
(BN higher than 40 and BN lower than 70)
are now being widely used. The classical
BN 70 lubricant is still available and some
high BN lubricants are emerging on the
market (BN higher than 70). An even
higher BN lubricant can also be obtained
by using a Blending on Board package.

Problem
With the low load operation and use of
high sulphur fuel, the risk of cylinder liner
corrosion is significantly increased.

Solution
Regular checks of the piston underside
drain oil and the use of cylinder lubricants
with a BN 70 or higher are recommended.
In any case, the application of lubrication
recommendations listed in this Service
Letter shall be strictly adhered to.

Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

PO Box 414 Fax: +41 52 262 07 31
CH-8401 Winterthur technicalsupport.chts@wartsila.com
 SERVICE LETTER RT-148
Issue 1, Page 2 / 5

Contents
Page
1 Introduction 2
2 Problem 3
3 Recommendation update 3
4 Contacts 5

1 Introduction
Wärtsilä provides a list of validated cylinder lubricating oils available in the market
according to a standard procedure. This includes laboratory and field validation
tests at typical operating conditions and after the successful completion of such
tests Wärtsilä issues a “No Objection Letter” to the respective oil company
regarding the use of the tested lubricating oil type.
Nevertheless the responsibility regarding the performance of these lubricating
oils remains with the respective oil company.

Liability
The supplying oil company assumes all responsibility for the performance
of the lubricating oils in service of all Wärtsilä 2-stroke engines to the
exclusion of any liability of any Wärtsilä company belonging to the Wärtsilä
group. The oil company along with other possible manufacturers and
distributors of the products in question shall indemnify, compensate and
hold harmless Wärtsilä and companies belonging to the Wärtsilä group
from and against any claims, damages and losses caused by the
lubricating oils in question.

Wärtsilä’s Data & Specification bulletin RT-138, entitled “Lubricating oils” with its
Appendix 1, i.e. RT-138_A1, entitled “Validated lubricating oils” lists all validated
cylinder oil types from different suppliers.

An effective way to judge piston running performance and the correct setup of the
cylinder lubrication is the piston underside drain oil analysis.

A trend of increased total iron (Fe) or chromium (Cr) content will indicate the
occurrence of cold corrosion.

The residual Base Number (BN) of the piston underside drain oil gives a good
indication of the effectiveness of the cylinder lubrication. BN refers to the
lubricant Base Number expressed in mgKOH/g.

Long term experience and the analysis of hundreds of piston underside samples
have led to the definitions as listed in Table 1 (see also Data & Specification
bulletin RT-138, Chapter 3.2):
 SERVICE LETTER RT-148
Issue 1, Page 3 / 5

Recommended piston underside residual BN

Value Description
> 25 mgKOH/g Safe corrected piston underside residual BN to avoid piston
ring and liner corrosion.
Alert corrected limit for piston underside residual BN to avoid
about 15 mgKOH/g
excessive corrosion.
< 10 mgKOH/g Danger corrected limit for piston underside residual BN and is
likely to lead to excessive corrosion and rapid piston ring and
liner wear if not corrected.

Table 1

In order to secure an optimal balance between lubrication feed rate and piston
running performance for a given set of lubricating oil and fuel type, Wärtsilä
recommends that piston underside drain oil samples are regularly taken from
each cylinder for analysis.

2 Problem
Many vessels are operating continuously at low load and are bunkering HFO with
sulphur content up to 3.50%. With the more frequent low load operation and
especially in connection with the use of high sulphur fuel, the risk of cylinder liner
corrosion is significantly increased and the importance of the lubricating oil BN is
accentuated.

3 Recommendation update

3.1 General recommendations

Service experience has shown that when operating below 60% CMCR, the
engine corrosion behaviour can vary significantly. Therefore Wärtsilä is
recommending the following:

In any case, if the engine is to be operated at continuous low load (i.e. more than
24 hours of operation below 60% CMCR) and use of HFO with sulphur content
above 2.50%, Wärtsilä strongly recommends the use of cylinder lubricating
oil with a minimum BN of 70, but preferably higher. BN 70 lubricants as well
as higher BN lubricants are available with most of the lubrication oil suppliers
(see Technical Bulletin RT-138 Appendix 1). A high BN lubricant adapted to the
piston running and corrosion condition of the engine can also be achieved by
using the Blending on Board package. This product allows the flexible onboard
production of a “fit for purpose” cylinder lubricant when it comes to the BN
needed to overcome the cold corrosion or to operate with low sulphur residual
fuels.

In every case, as the operating conditions can be more severe than anticipated
by the sulphur adjustment factors, it is important to monitor the corrected residual
BN on a regular basis and to ensure that the value is met as stated in Table 1.
 SERVICE LETTER RT-148
Issue 1, Page 4 / 5

An onboard monitoring programme should at least permit the assessment of the

residual BN from piston underside drain oil. The measurement of total Fe and Cr
in the piston underside oil is also recommended. A sudden increase of the values
of Fe or Cr would indicate the occurrence of significant cold corrosion and
appropriate countermeasures should be applied (see also Service Letter RT-93).

3.2 Use of intermediate BN lubricating oils

Taking into account the experience made in the field when operating engines
using intermediate BN oils running permanently at low load the recommended
application range for such oils had to be reviewed.
As a consequence the “No Objection Letters” to the lubricant suppliers were re-
issued during May 2013.

Recommendations for use of intermediate BN lubricating oils:

• Also when using intermediate BN oils Wärtsilä strongly recommends the

application of an onboard monitoring programme for piston underside drain
oil in order to assess at least the residual BN of the piston underside drain oil.
The recommended frequency of piston underside drain oil sampling is:
− At every bunker change, especially when using HFO with sulphur content
above 2.50%
− At change of the average load (24 hours) of 10% CMCR or higher
− At least once per week

• If an onboard monitoring programme is in place, then any of the lubricants that

have been validated and are listed in the Data & Specification bulletin RT-138
can be used. However, Wärtsilä wants to reinforce the sulphur dependency
principle for the intermediate BN oils in accordance with Service Bulletin
RT-113. The intermediate BN oil has to be considered in the sulphur
dependency guideline according to its nominal BN level.
If the residual BN value is below the alert limit, then the recommendations of
Service Letter RT-93 apply and consideration as to the change of lubricant for
a higher BN lubricant should be made.

• Alternatively, if there is no onboard monitoring, Wärtsilä has to impose the

following restrictions:

Attention:
For all RTA, RT-flex and W-X engines, the intermediate BN oils (BN higher
than 40 and BN lower than 70) may only be used with HFO in the sulphur
range 0.50% to 2.50% if the engine is going to be continuously operated at
low load (i.e. more than 24 hours of operation below 60% CMCR).
 SERVICE LETTER RT-148
Issue 1, Page 5 / 5

4 Contacts

4.1 How to contact Wärtsilä

For questions about the content of this Service Letter, or if you need Wärtsilä
assistance, services, spare parts and/or tools, please contact your nearest
Wärtsilä representative.
If you don’t have the contact details at hand, please follow the link “Contact us” –
“24h Services” on the Wärtsilä webpage:
www.wartsila.com

4.2 Contact details for emergency issues

Operational support
For questions concerning operational issues, please send your enquiry to:
technicalsupport.chts@wartsila.com
or phone 24hrs support: +41 52 262 80 10.

Field service
If you need Wärtsilä Field Service, please send your enquiry to:
Ch.Fieldservice@wartsila.com
or phone 24hrs support: +41 79 255 68 80.

Spare parts
If you need Wärtsilä spare parts and/or tools, please send you enquiry to:
ch.spareparts.wgls@wartsila.com
or phone 24hrs support: +41 52 262 24 02

© 2013 Wärtsilä Switzerland Ltd. – All rights reserved

No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical,
graphic, photocopying, recording, taping or other information retrieval systems) without the prior written
permission of the copyright holder. Wärtsilä Corporation makes no representation, warranty (express or implied)
in this publication and assumes no responsibility for the correctness, errors or omissions for information
contained herein. Information in this publication is subject to change without notice.
Unless otherwise expressly set forth, no recommendation contained in this document or any of its appendices is
to be construed as provided due to a defect in the engine, but merely as an improvement of the engine and/or
the maintenance procedures relating thereto. Any actions by the owner/operator as a result of the
recommendations are not covered under any warranty provided by Wärtsilä and such actions will thus be at the
owners/operators own cost and expense.
NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS
ASSUMED WITH RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS
CONFIDENTIAL AND INTENDED FOR INFORMATION PURPOSES ONLY.
 TECHNICAL
BULLETIN

Wärtsilä low-speed engines RT-149

Services 2-stroke Issue 1, 05.07.2013

Piston ring clearance and At your convenience

groove wear Concerned components

Pistons and piston rings of all RTA,
RT-flex and W-X engines.
Information to all Owners and Operators of
Wärtsilä RTA, RT-flex and W-X engines Current situation
The information regarding checking of the
piston ring groove wear and the
corresponding clearance tables in the
Maintenance Manual need some further
clarification in order to assure correct
judgement if the piston head is due for
reconditioning.

Solution
The additional information regarding
clearances of the piston ring grooves
provided in this Technical Bulletin helps to
extend the time between overhauls of the
pistons.
The maximum clearance is now clearly
defined and an additional maximum
clearance has been added to consider the
taper shape of the grooves after a certain
operation period.

Note
Wärtsilä recommends to place a copy of
this Technical Bulletin with the piston ring
groove clearance tables 1 and 2 in the
Maintenance Manual Group 0, Chapter
0330-1.

Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

PO Box 414 Fax: +41 52 262 07 31
CH-8401 Winterthur technicalsupport.chts@wartsila.com
 TECHNICAL BULLETIN RT-149
Issue 1, Page 2 / 10

Contents
Page
1 Introduction 2
2 Field experience 2
3 Measurement methods 3
4 Clearance definitions for piston ring groove wear 7
5 Contacts 10

1 Introduction
This Technical Bulletin contains the new guidelines for the judgment of piston
ring groove wear. In addition it shows how to measure the clearance between the
piston rings and the piston ring grooves on RTA, RT-flex and W-X engines.

The information given in this Technical Bulletin helps to define if the wear on
piston ring grooves is within the given limits or if the piston head should be
reconditioned. For questions about returning of piston heads for reconditioning
see the General Information RT-129 entitled “Return deliveries of components to
Wärtsilä”, or contact your nearest Wärtsilä representative.

2 Field experience
Service experience shows that the piston ring groove wear could be different
between point 1 and point 2, see Figure 1. The highest clearance is normally on
the outer diameter of the piston ring groove, i.e. at point 2.

Piston ring grooves (drawn for RT-flex96C-B)

5
4
1
2
4
1 2

1. Wear point 1 at inner side of groove, 2. Wear point 2 at outer side of groove,
3. Possible wear shape on piston ring groove, 4. Chromium plated piston ring
groove surface, 5. Piston head
Fig. 1
 TECHNICAL BULLETIN RT-149
Issue 1, Page 3 / 10

According to service experience, a piston which has reached the maximum

permitted clearance – as stated in the previous Maintenance Manuals – at the
outer side of the piston ring groove, i.e. at point 2 can still be further used without
risk if the clearance at point 1 is within the limits.

The new respective maximum clearances are listed in Chapter 4, Table 1 for RT-
flex and W-X engines respectively in Table 2 for RTA engines.

The benefit of this new clearance guideline is that the Time Between Overhaul
(TBO) of the pistons can be extended.

The piston ring groove clearance measurement is an indicator of the wear taking
place on the chromium plating in the piston ring groove.

3 Measurement methods

3.1 Measurements on assembled pistons

This guideline describes the measurement on an assembled piston, i.e. from the
piston underside through the scavenge air ports.

Measurement of piston ring clearance with feeler gauge

1. Piston and piston rings seen through scavenge air ports, 2. Measurement of
piston ring clearance with feeler gauge, 3. Feeler gauge – tool no. 94122
Fig. 2
 TECHNICAL BULLETIN RT-149
Issue 1, Page 4 / 10

The measurement of the piston ring clearance has to be carried out at two to four
free positions around the complete circumference of the piston. The number of
measurement points depends on the accessibility. Make sure the feeler gauge is
pushed into the piston ring groove until it touches the inner diameter of the
groove, i.e. at wear point 1.

Attention:
The deposits in the piston ring groove and/or on the piston ring top face have to
be considered.
The wear caused by the piston ring may have created a wear step as shown in
Figure 3. Consider that in this case the feeler gauge can most probably not be
pushed into the groove until it touches the inner diameter.

Wear step near measurement point 1

1. Measurement point 1, 2. Wear step on chromium layer

Fig. 3

3.1.1 Sequence for correct measurements on installed pistons

Move the piston down with the turning gear. This will force and push-up the
piston rings to the upper groove face.

To assure that the total piston ring clearance is measured, measure first the
clearance between the lower piston ring face and the piston ring groove (4) at
measurement point 1. Afterwards repeat the measurement at the same
circumferential position but between the top piston ring face and the piston ring
groove (5). The sum of both measured values will give the total piston ring
clearance.

The reason for this split measuring principle is that the piston rings might be in a
tilted position and thus not fully pushed-up and tight to the upper face of the
piston ring groove.
 TECHNICAL BULLETIN RT-149
Issue 1, Page 5 / 10

Measurement locations for piston ring clearance

6 5

2 3

1 2 3

4 2

1 1

1. Part of piston head, 2. Piston ring, 3. Feeler gauge, 4. Measurement location

between lower piston ring face and piston ring groove, 5. Measurement location
between top piston ring face and piston ring groove, 6. Measurement point 1
Fig. 4

The maximum clearance is at measurement point 1 with limits as defined in

Table 1 and 2. References to the measurement “Key No.” are given in the
respective Maintenance Manual Group 0, Chapter 0330-1. In addition one
clearance table example is shown in Figure 6.

If the clearance at measurement point 1 exceeds the permitted value, the piston
rings have to be replaced and the piston has to be reconditioned.

Note:
The measurement of piston ring clearance has to be taken on all piston rings.
The total number of piston rings depends on the engine type and piston design.

3.2 Measurement on a pulled piston

This guideline describes the measurement on a pulled piston with removed
piston rings.

The measurement of the piston ring clearance has to be carried out on at least
four positions around the complete circumference of the piston.

The maximum clearance is defined at measurement points 1 and 2 with limits as

listed in Table 1 and 2. References to the measurement “Key No.” are given in the
respective Maintenance Manual Group 0, Chapter 0330-1. In addition one
clearance table example is shown in Figure 6.
 TECHNICAL BULLETIN RT-149
Issue 1, Page 6 / 10

Calliper gauge for ring groove measurement

1 2

1. Part of piston head with top piston ring groove, 2. Measurement points 1 & 2
for piston ring groove height, 3. Possible wear shape on piston ring groove,
4. Calliper gauge
Fig. 5

3.2.1 Sequence for correct measurement on a pulled piston

1. Remove the piston rings.
2. Clean the piston ring grooves.
3. Measurement of the piston ring groove height:
3.1 With the calliper gauge at the measurement points 1 & 2.
3.2 Alternative measurement method if calliper gauge is not available:
3.2.1 Use a section piece of a piston ring.
3.2.2 Measure the piston ring thickness.
3.2.3 Use the feeler gauge to measure the gap between the faces of piston
ring and piston ring groove.
3.2.4 The actual piston ring groove height can be evaluated by adding the
piston ring thickness and the measured gap with the feeler gauge.
4. Evaluate the piston ring clearance with the following formula:

Clearance = Measured piston groove height [mm] – piston ring thickness* [mm]
* Nominal piston ring thickness

Attention:
If the clearance at measurement point 1 and/or 2 exceeds the permitted value,
the piston has to be reconditioned.

The maximum permitted clearances at the respective measurement points are

listed in Table 1 and 2.

A piston with clearances close to the maximum value may not be further used as
the expected remaining lifetime is too short.
 TECHNICAL BULLETIN RT-149
Issue 1, Page 7 / 10

4 Clearance definitions for piston ring groove wear

The references (Key No.) in the below table correspond to the clearance table in
the respective Maintenance Manual Group 0, Chapter 0330-1, “Clearance Table
– Piston and Piston Rings”.

Clearance table, example for RT-flex96C-B engine

0330−1/A1 Maintenance RT-flex96C

Clearance Table
Piston and Piston Rings

5
6
1
C
2 3

8
B A
7

10 40
4 40

9
8

11
1

Description Measuring Nominal Maximum clearance,

direction dimension dimension
Key No.
Group

(method of (normal, new) (due to wear)

measuring) [mm] [mm]

3425 Piston rings

Ring height vertical 0

20 − 0.03

6 Ring clearance vertical 0.45 −0.53 0.75

7 Ring clearance vertical 0.35 −0.43 0.65
8 *Ring width radial 30 ± 0.45

1. Drawing showing the measurement locations, i.e. Key No. 1 to 11, 2. Table
extract showing the measurements related to piston rings, i.e. for Key No. 6 to 8
Fig. 6
 TECHNICAL BULLETIN RT-149
Issue 1, Page 8 / 10

4.1 Clearance table for RT-flex and W-X engines

Measurements on pulled pistons

Engine Group Key Description Nominal Maximum Maximum

type No. dimension clearance clearance
1 Point 2
(normal, dimension dimension
new) at point 1 at point 2
(due to (due to
wear) wear)
[mm] [mm] [mm]
RT-flex48T-D
6 0.33–0.41 0.55 0.70
3425 Ring clearance
7 0.28–0.36 0.50 0.65
RT-flex50, RT-flex50-B, RT-flex50-D
6 0.33–0.41 0.63 0.80
3425 Ring clearance
7 0.28–0.36 0.58 0.75
RT-flex58T-B, RT-flex58T-D, RT-flex58T-E
6 0.35–0.43 0.60 0.75
3425 Ring clearance
7 0.30–0.38 0.55 0.70
RT-flex60C, RT-flex60C-B
6 0.35–0.43 0.60 0.75
3425 Ring clearance
7 0.30–0.38 0.55 0.70
RT-flex68-B, RT-flex68-D
6 0.40–0.48 0.60 0.75
3425 Ring clearance
7 0.31–0.39 0.55 0.70
RT-flex82C, RT-flex82T and W-X82
6 0.50–0.58 0.80 1.00
3425 Ring clearance
7, 7a 0.45–0.53 0.75 0.95
RT-flex84T-D
6 0.44–0.52 0.75 0.95
3425 Ring clearance
7 0.32–0.40 0.65 0.80
RT-flex96C-B
6 0.44–0.52 0.75 0.95
3425 Ring clearance
7 0.35–0.43 0.65 0.80
W-X35, W-X40
6 0.33–0.41 0.63 0.80
3425 Ring clearance
7 0.28–0.36 0.58 0.75

Table 1
 TECHNICAL BULLETIN RT-149
Issue 1, Page 9 / 10

4.2 Clearance table for RTA engines

Measurements on pulled pistons

Engine Group Key Description Nominal Maximum Maximum

type No. dimension clearance clearance
1 Point 2 (normal, dimension dimension
new) at point 1 at point 2
(due to (due to
wear) wear)
[mm] [mm] [mm]
RTA48, RTA48T, RTA48T-B, RTA48T-D
j1 0.33–0.41 0.55 0.70
3425 Ring clearance
k1 0.28–0.36 0.50 0.65
RTA52, RTA52U
n1 0.33–0.41 0.55 0.70
3425 j1 Ring clearance 0.30–0.38 0.55 0.70
k1 0.23–0.31 0.50 0.65
RTA58, RTA58T, RTA58T-B, RTA58T-D
j1 0.35–0.43 0.60 0.75
3425 Ring clearance
k1 0.30–0.38 0.55 0.70
RTA62, RTA62U, RTA62U-B
n1 0.37–0.45 0.60 0.75
3425 j1 Ring clearance 0.33–0.41 0.55 0.70
k1 0.24–0.32 0.50 0.65
RTA68, RTA68-B, RTA68-D
j1 0.40–0.48 0.60 0.75
3425 Ring clearance
k1 0.31–0.39 0.55 0.70
RTA72, RTA72U, RTA72U-B
n1 0.40–0.48 0.65 0.80
3425 j1 Ring clearance 0.36–0.44 0.60 0.75
k1 0.26–0.34 0.55 0.70
RTA82C, RTA82T, RTA82T-B
6 0.50–0.58 0.80 1.00
3425 Ring clearance
7, 7a 0.45–0.53 0.75 0.95
RTA84, RTA84M, RTA84C, RT84C-U, RTA84T, RTA84T-B, RTA84T-D
e1 0.40–0.48 0.70 0.90
3425 j1 Ring clearance 0.44–0.52 0.75 0.95
k1 0.32–0.40 0.60 0.75
RTA96C, RTA96C-B
6 0.45–0.53 0.75 0.95
3425 Ring clearance
7 0.35–0.43 0.65 0.80

Table 2
 TECHNICAL BULLETIN RT-149
Issue 1, Page 10 / 10

5 Contacts

5.1 How to contact Wärtsilä

For questions about the content of this Technical Bulletin, or if you need Wärtsilä
assistance, services, spare parts and/or tools, please contact your nearest
Wärtsilä representative.
If you don’t have the contact details at hand, please follow the link “Contact us” –
“24h Services” on the Wärtsilä webpage:
www.wartsila.com

5.2 Contact details for emergency issues

5.2.1 Operational support
For questions concerning operational issues, please send your enquiry to:
technicalsupport.chts@wartsila.com
or phone 24hrs support: +41 52 262 80 10.

5.2.2 Field service

If you need Wärtsilä Field Service, please send your enquiry to:
Ch.Fieldservice@wartsila.com
or phone 24hrs support: +41 79 255 68 80.

5.2.3 Spare parts

If you need Wärtsilä spare parts and/or tools, please send you enquiry to:
ch.spareparts.wgls@wartsila.com
or phone 24hrs support: +41 52 262 24 02

© 2013 Wärtsilä Switzerland Ltd. – All rights reserved

No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical,
graphic, photocopying, recording, taping or other information retrieval systems) without the prior written
permission of the copyright holder. Wärtsilä Corporation makes no representation, warranty (express or implied)
in this publication and assumes no responsibility for the correctness, errors or omissions for information
contained herein. Information in this publication is subject to change without notice.
Unless otherwise expressly set forth, no recommendation contained in this document or any of its appendices is
to be construed as provided due to a defect in the engine, but merely as an improvement of the engine and/or
the maintenance procedures relating thereto. Any actions by the owner/operator as a result of the
recommendations are not covered under any warranty provided by Wärtsilä and such actions will thus be at the
owners/operators own cost and expense.
NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS
ASSUMED WITH RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS
CONFIDENTIAL AND INTENDED FOR INFORMATION PURPOSES ONLY.
 SPARE
PARTS NOTICE

Wärtsilä 2-stroke RT-156

Technical Services Issue 1, 27 November 2013

Heat protection for hot

Next opportunity
components
Information to all Owners and Operators of Concerned products/components
Wärtsilä RTA, RT-flex and W-X engines All Wärtsilä RT-flex and W-X engines with
double walled high pressure fuel pipes.
Exhaust gas compensators after cylinder
of all Wärtsilä RTA, RT-flex and W-X
engines.

Current situation
A) Hot pipes:
In most cases high pressure fuel pipes
from the rail unit to the injection valves are
covered with heat insulation material and
metal foils either tapped or tied together
with wires.

B) Hot compensators:
The shielding fitted to the exhaust gas
compensators after cylinder might become
difficult to be refitted after a certain time.

Problem
A) Hot pipes:
Most heat insulation material of fuel pipes
cannot be refitted after first removal.

B) Hot compensators:
When the re-use of the shielding is not
possible any more a convenient alternative
can be applied.

Solution
This Spare Parts Notice informs you about
the possibility to replace the existing
insulation and shielding material with a
well proven long lasting and multi-use heat
protection system.

Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

PO Box 414
CH-8401 Winterthur technicalsupport.chts@wartsila.com
 SPARE PARTS NOTICE

RT-156, Issue 1, Page 2 / 8

Contents
Page
1 High pressure pipes, heat protection 2
2 Exhaust gas compensator after cylinder, heat protection 3
3 Multi-use heat protection systems 3
4 Ordering of the insulation system 7
5 Contacts 8

1 High pressure pipes, heat protection

The pipes as shown in Figure 1 are sometimes not fully protected. This sort of
protection material cannot be removed without being destroyed. Furthermore, the re-
use of such protection material is often impossible.
New heat protection material will have to be fitted which is quite time consuming and
expensive.

1 2 1

1. Heat protection material

2. Not protected part of pipe
Figure 1, Heat insulation of high pressure pipes
 SPARE PARTS NOTICE

RT-156, Issue 1, Page 3 / 8

2 Exhaust gas compensator after cylinder, heat protection

The shielding of the exhaust gas compensator after cylinder must be removed as soon
as an exhaust valve cage or a cylinder cover will have to be lifted.
It will be possible to refit such shielding but after repeated removals and refitting the
shielding material will get loose and will not fulfil its purpose anymore.

3 Multi-use heat protection systems

The multi-use heat protection system – offered by Wärtsilä – is well proven and long
lasting. It saves time while doing maintenance works around the cylinder cover,
exhaust valve cage and fuel injection pipes.

3.1 isoTHERM® MIS – Multi Insulation System

3.1.1 Material profile
The applications for industrial diesel engines range from ships, construction machines
and agricultural equipment to energy generation and emergency power supply. The
insulation of media transport lines represents a particularly tough challenge with such
engines.
The manufacturer is launching the isoTHERM® MIS system - a vibration- and
temperature-resistant insulation material that has been specially developed for these
lines and has a number of outstanding characteristics: simple installation and removal,
non-combustibility and resistance to oil and petrol.
isoTHERM® MIS has a multilayer structure. The outer layer consists of an isoGLAS®
woven fabric with a silicone coating that is resistant to diesel (red), while a hard-
wearing novaTEX® woven fabric based on aramid fibres is used as the inner layer
(yellow) and isoGLAS® needle mat is used as the intermediate layer. To facilitate
optimum adaptation to pipe bends, isoTHERM® MIS insulation materials are provided
with zigzag cuts. Simple installation and removal are guaranteed by temperature-
resistant Velcro tape.
Materials with standard dimensions are available for a number of types of engine.
Insulation materials for new models are designed individually in accordance with your
requirements and are finished in the company’s in-house sewing department.

3.1.2 Product characteristics

• Application temperature (for a short time): 250 °C
• Contact protection: 60 °C
• Resistance: Diesel/Petrol

3.1.3 Typical application areas

• Insulation of hydraulic and fuel lines in large diesel engines

3.1.4 Standard products

• Available with diameters starting at 1”
 SPARE PARTS NOTICE

RT-156, Issue 1, Page 4 / 8

3.1.5 Example of the effectiveness

• Ambient temperature: 32 °C
• Medium temperature: 94 °C
• Temperature measured on the insulation: 37 °C

3.1.6 Quality management

• ISO 9001
• ISO/TS 16949

3.1.7 Environmental management

• ISO 14001

1. Multi insulation system

2. Multi insulation system applied on fuel injection pipes
Figure 2, Multi Insulation System

3.2 isoTHERM® BIS – Bellow Insulation System (compensator)

3.2.1 Material profile
The applications for industrial diesel engines range from ships, construction machines
and agricultural equipment to energy generation and emergency power supply. The
insulation of media transport steel compensators represents a particularly tough
challenge with such engines.
The manufacturer is launching the isoTHERM® BIS system - a vibration- and
temperature-resistant insulation system that has been specially developed for these
bellows and has a number of outstanding characteristics: simple installation and
removal, non-combustibility, resistance to oil and petrol and its three-dimensional
movability.
 SPARE PARTS NOTICE

RT-156, Issue 1, Page 5 / 8

The isoTHERM® BIS insulation system consists of two half-part insulation shells, which
have a multilayer structure. The outer layer consists of isoGLAS® woven fabric with a
silicone coating that is resistant to diesel (red) and a sewed in bellow, while a wear out
protected isoTHERM® 800 woven fabric with sewed in bellow is used as the inner layer
and isoGLAS® needle mate is used as the intermediate layer. To reach an optimal
spring effect of the insulation bellow rigid insulation tiles are used inside of the end
walls. Simple installation and removal are guaranteed by temperature-resistant Velcro
tape.
Materials with standard dimensions are available for a number of types of engine.
Insulation materials for new models are designed individually in accordance with your
requirements and are finished in the company’s in-house sewing department.

DF L DP

1 3 2 4

1. Example of insulated compensator 2. Length of insulated compensator (L)

3. Diameter of flange (DF)
4. Diameter of insulated pipe (DP)
Figure 3, Bellow Insulation System (compensator)

3.2.2 Product characteristics

• Application temperature: 750 °C
• Surface temperature (SOLAS): <200 °C
• Resistance: Diesel/Petrol

3.2.3 Typical application areas

• Protection of exhaust gas compensators

3.2.4 Design requirements

• Following specifications are essential:
− Maximum possible insulation thickness (limited space)
− Dimension requirements see Figure 3
 SPARE PARTS NOTICE

RT-156, Issue 1, Page 6 / 8

3.2.5 Example of the effectiveness

• Ambient temperature: 32 °C
• Medium temperature: 470 °C
• Temperature on the insulation: 50 °C to 80 °C
(depending on the surface measurement location)

3.2.6 Quality management

• ISO 9001
• ISO/TS 16949

3.2.7 Environmental management

• ISO 14001

3.3 Application of the multi-use heat protection system

The two described insulation system solutions cannot only be applied as retrofit on
engines in service but also on new engines on the test bed.
On the Wärtsilä test and research engine in Oberwinterthur this kind of protection has
been applied. The experience with removing and refitting of this product (practically
daily) proved the proper working of this durable fastening system and the high grade
heat insulation, see Figure 4.
Several recently delivered engines have already been equipped with this insulation
system solution right from the beginning.
Also engines in service have been provided with this insulation design to the full
satisfaction of the respective owners.

1. Multi insulation system applied on fuel injection pipes

Figure 4, Multi Insulation System applied on test and research engine

3.4 Other possible application of the multi-use heat protection system

• High pressure fuel pipes with heat tracing
• Rising pipes between fuel pump and rail unit
 SPARE PARTS NOTICE

RT-156, Issue 1, Page 7 / 8

4 Ordering of the insulation system

4.1 Ordering of the isoTHERM® MIS – Multi Insulation System
The Multi Insulation System can be ordered by quoting the parts code number as listed
in Table 1. Besides the parts code number the number of cylinders is required if the
Multi Insulation System shall be applied to all cylinder units.

Table 1, Kit order number by engine type

Engine type* Parts code number

Standard injection pipes Star tube injection pipes
RT-flex48T-D EF 87363 —
RT-flex50 IF 87363 IF 87364
RT-flex50-B IF 87363 IF 87364
RT-flex58T-B OF 87397 OF 87398
RT-flex58T-D OF 87397 OF 87398
RT-flex60C NF 87397 NF 87399
RT-flex60C-B NF 87397 NF 87399
RT-flex68-B MF 87397 MF 87398
RT-flex68-D_V0 MF 87397 MF 87398
RT-flex82C LF 87363 —
RT-flex82T VF 87363 —
RTA82C L 87363 —
RTA82T V 87363 —
RT-flex84T-D BF 87363 BF 87364
RT-flex96C-B DF 87363 DF 87363
W-X35 — RF 87553
W-X40 — SF 87340
W-X62 — AX 87380
W-X72 — BX 87380

* Multi-use heat protection systems for other engine types are available on request.

ATTENTION:
The ordered kit as listed in Table 1 is for the fuel injection pipes of one cylinder unit.

4.2 Ordering of the isoTHERM® BIS – Bellow Insulation System (compensator)

Bellow insulation systems – similar to the Multi Insulation System for high pressure
pipes – can be ordered on request. In order to work out an offer the below listed
information is required. In addition to the listed requirements, please mention with
every order also the Wärtsilä reference “Bellow insulation”.

• Engine type
• Number of cylinders
• Code number of bellow (compensator)
• Maximum possible insulation thickness (limited space)
 SPARE PARTS NOTICE

RT-156, Issue 1, Page 8 / 8

• Dimension requirements, i.e.

− Length of compensator (L)
− Diameter of flange (DF)
− Diameter of insulated pipe (DP)

See also Chapter 3.2.4 “Design requirements” and Figure 3 of this Spare Parts Notice.

5 Contacts
5.1 How to contact Wärtsilä
For questions about the content of this Spare Parts Notice, or if you need Wärtsilä
assistance, services, spare parts and/or tools, please contact your nearest Wärtsilä
representative.
If you don’t have the contact details at hand, please follow the link “Contact us” – “24h
Services” on the Wärtsilä webpage:
www.wartsila.com

5.2 Contact details for emergency issues

5.2.1 Operational support
For questions concerning operational issues, please send your enquiry to:
technicalsupport.chts@wartsila.com
or phone 24hrs support: +41 52 262 80 10.

5.2.2 Field service

If you need Wärtsilä Field Service, please send your enquiry to:
Ch.Fieldservice@wartsila.com
or phone 24hrs support: +41 79 255 68 80.

5.2.3 Spare parts

If you need Wärtsilä spare parts and/or tools, please contact your nearest Wärtsilä
representative or your key account manager.

© 2013 Wärtsilä Switzerland Ltd. – All rights reserved

No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying,
recording, taping or other information retrieval systems) without the prior written permission of the copyright holder. Wärtsilä Corporation
makes no representation, warranty (express or implied) in this publication and assumes no responsibility for the correctness, errors or
omissions for information contained herein. Information in this publication is subject to change without notice.

Unless otherwise expressly set forth, no recommendation contained in this document or any of its appendices is to be construed as
provided due to a defect of the product, but merely as an improvement of the product and/or the maintenance procedures relating thereto.
Any actions by the owner/operator as a result of the recommendations are not covered under any warranty provided by Wärtsilä and such
actions will thus be at the owners/operators own cost and expense.

NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH RESPECT TO
THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS CONFIDENTIAL AND INTENDED FOR INFORMATION
PURPOSES ONLY.
 TECHNICAL
BULLETIN

Wärtsilä 2-stroke RT-161

Technical Services Issue 2, 21 September 2015

Cylinder Lubrication
Next opportunity

Information to all Owners and Operators of Affected products

Wärtsilä 2-stroke engines. All Wärtsilä 2-stroke engines.
Current situation
Keeping piston-running parts in a more
optimum condition for reliable engine
operation requires closer attention to
cylinder lubrication feed rate settings as
well as a more active approach to
monitoring and adjustment according to
actual operating conditions.
Preventive action
To ensure the best performance and
operation of Wärtsilä 2-stroke engines, it is
important to read the information and
follow the guidelines about cylinder
lubrication stated in this Technical Bulletin.
Validity / Issue
This Technical Bulletin remains valid from
the date of issue until further notice.
Note
This Technical Bulletin (issue 2)
supersedes the previous version
(Technical Bulletin RT 161 issue 1, dated
28th March 2014). Reasons:
 A new procedure for setting the
cylinder lubricating oil feed rate that is
based on measured value of residual
BN and iron has been added to the
content.
 A new selection procedure to help
choose the most suitable cylinder
lubricating oil has been included.
 A new permitted “Minimum
Continuous Cylinder Lubrication Feed
Rate” has been defined.

Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

PO Box 414
CH-8401 Winterthur technicalsupport.chts@wartsila.com
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 2 / 19

Contents
Page
1 Introduction 2
2 Base feed rate lubrication, engine load dependent 3
3 Effective feed rate 3
4 Selection of the cylinder lubricating oil 4
5 Residual BN and iron dependent lubrication 5
6 Running-in of newly fitted cylinder liners / piston rings 12
7 PUS drain oil sampling and analysis 14
8 Cylinder lubrication: Blending on Board (BoB) 16
9 Appendix 17
10 Limitation 18
11 Contacts 19

1 Introduction
This Technical Bulletin RT-161, Issue 2, provides information and guidance concerning
the cylinder lubrication of Wärtsilä 2-stroke engines.

NOTE:
 The new Technical Bulletin RT-161 provides information about residual BN and iron
dependent cylinder lubrication.
 This Technical Bulletin RT-161, Issue 2, supersedes Technical Bulletin RT-161,
Issue 1 dated 28 March 2014.
Reasons:
 A new residual BN and iron dependent lubrication has been added, allowing all
operators to adapt the lubrication to the engine profile.
 A new residual BN and iron screening process has been added
 A new supporting tool, “Piston underside drain oil analysis” has been developed
(appendix 2)
 A new permitted “Minimum Continuous Cylinder Lubrication Feed Rate” has been
defined.
 For more information about the latest validated lubricating oils – cylinder and system
oils – and recommendations about the application areas of the lubricants including
sample analysis, see the Data & Specifications bulletin RT-138 entitled “Lubricating
oils”.

The piston running behaviour of 2-stroke engines is exhibiting an ever growing

complexity. The key factors are the changes of operation patterns (e.g. slow steaming).
New tuning options including fuel saving retrofit packages have to be considered as
well. On the other hand, the very wide range of cylinder lubricant specifications, the use
of various fuels due to complex environmental regulations and the corresponding
solutions constitute external factors that may significantly influence the piston running
behaviour of the engine.
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 3 / 19

This Technical Bulletin supports operators to adjust lube oil feed rates in an optimal
way to:

 Ensure the optimal and fit for purpose supply of lubricant to the piston ring – cylinder
liner system to lubricate and protect components from corrosion (see Figure 1).
 Ensure the reliable operation of piston running components.
 Ensure the achievement and/or the extension of the time between overhauls of the
piston running components.

Investigations have shown, that engines of the same design may experience very
different piston running behaviours. Operation pattern, engine load, fuel, the cylinder
lubricant applied or the specific engine tuning are possible influencing factors.

As a consequence the wear behaviour in general and the corrosion resistance

behaviour in particular may vary widely depending on the engine which is considered.

This bulletin describes the procedures that should always be applied to optimally tune
the lube oil system.

The first priority is to monitor the actual piston running behaviour by following these
recommendations:

 Regular analysis of the piston underside drain oil in regards to residual BN, Fe
content and Cr content (see Figure 5).
 Regular visual piston underside inspections.
 The fuel should be analysed by a laboratory to stablish its quality and sulphur
content before using it, in order to choose the correct cylinder oil.

2 Base feed rate lubrication, engine load dependent

The cylinder lubrication has various functions:

 Build an optimal oil film between the cylinder liner and the piston rings.
 Neutralize the sulphuric acid formed during combustion.
 Keep the piston, piston rings and cylinder liner free of deposits with the detergent
and dispersant properties of the cylinder lubricating oil.

The fulfilment of these functions require a load dependent correction of the adjusted
base feed rate.

3 Effective feed rate

The cylinder oil feed rate set in the control system is the specific feed rate in g/kWh at
100% CMCR. At part load, a correction factor is applied in order to ensure sufficient
quantity of oil at lower loads. The effective specific feed rate at part load is therefore
higher than the set feed rate.
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 4 / 19

4 Selection of the cylinder lubricating oil

The proper BN selection of the cylinder lubrication oil should be driven by the results
from piston underside drain oil analysis or the fuel sulphur content. As general
guidance for suitable combinations Figure 1 provides both, BN selection for the
optimization process and recommendations in case piston underside drain oil
monitoring is not executed.

Wärtsilä recommends to bunker the highest possible BN cylinder oil selectable

according to Figure 1 (e.g. if a vessel bunkers fuel oil which is generally between
1.5% ≤ Sulphur ≤ 3.5% it is recommended to use a BN 100 cylinder lubricating oil).

4.1

2 5

1. 0.1% < Sulphur < 0.5% m/m: On board piston underside drain oil monitoring must be
strictly followed, residual BN must not be lower than BN10, iron (Fe) must be measured as
well and should be below 500 mg/kg. Additionally, piston and piston ring condition must be
inspected through scavenge ports in regular intervals. The cylinder lubrication oil feed rate
may be increased above 1.2 g/kWh if required.
2. 0.1% ≤ Sulphur < 0.5% Operation only permitted if strictly followed on board piston
underside drain oil monitoring and regular inspections of piston rings and liners guarantee
operation in safe area according to Figure 5.
3. 0.5% ≤ Sulphur < 1.0% m/m: Operation only permitted if strictly followed on board piston
underside drain oil monitoring and regular inspections of piston rings and liners guarantee
operation in safe area according to Figure 5.
4. 1.5% ≤ Sulphur < 2.0% m/m: Operation only permitted if strictly followed on board piston
underside drain oil monitoring and regular inspections of piston rings and liners guarantee
operation in safe area according to Figure 5.
5. 2.5% < Sulphur ≤ 3.5% m/m: Operation only permitted if strictly followed on board piston
underside drain oil monitoring and regular inspections of piston rings and liners guarantee
operation in safe area according to Figure 5.
Figure 1: Relationship between fuel sulphur content and cylinder oil BN
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 5 / 19

5 Residual BN and iron dependent lubrication

5.1 Introduction
Service experience has shown that during any load operation, cold corrosion can be
observed on the cylinder liner and piston rings, in some cases leading to scuffing. This
corrosion indicates that the neutralisation and detergency provided by the lubricant at
the given feed rate are inadequate. Increasing lubricant BN and/or feed rates enhance
the supply of neutralising and cleaning additives.

The neutralisation of acidic components is achieved by the alkaline additives which are
present in the cylinder lubricating oil.

NOTE:
The neutralisation of the sulphuric acid produced during engine operation by the
calcium based additives follows the simplified equation:
CaCO3 + H2SO4 → CaSO4 + CO2 + H2O

Some cylinder oil formulations contain ashless detergents which also neutralise
sulphuric and other acids formed during fuel combustion in engines.

Moreover, one has to bear in mind that the piston running relevant functions of the oil
and additives are:
 Creation of a protective boundary film between the cylinder liner and piston ring
surface
 Provision of dispersancy and detergency
 Neutralisation of acids

In order to enhance the amount of protective chemicals in the system while observing a
low residual BN value, increased iron content or signs of corrosion on piston rings and
cylinder liners, it is recommended to adjust the cylinder lubricating oil feed rate and
consider the following:
 The current feed rate in g/kWh.
 The piston underside drain oil residual BN and iron content.
 The HFO sulphur content, i.e. the sulphur content in % by mass of the heavy fuel oil
in use.
 The cylinder oil BN, i.e. the BN of the cylinder lubricating oil in use in mg KOH/g.

As a consequence of the above mentioned points, it is advised to apply a residual BN

and iron dependent feed rate.

ATTENTION:
The Bunker Delivery Note (BDN) and bunker analysis can show inaccuracy in
measuring the sulphur content and possibly different HFO composition. The sulphur
content used to set the correct feed rate must be the higher value of the BDN or the
bunker analysis to ensure safe operation.
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 6 / 19

Figure 2 is an example of the possible feed rate variation between various same type
engines with a BN 100 cylinder oil

Figure 2: Example of feed rates for engines using BN 100

An incorrect lubrication setup can cause cold corrosion that may lead to faster or even
severe wear of the piston running components.

As a consequence, the wear behaviour in general and the corrosion resistance of the
piston running components may vary widely.

In order to accomplish good performance of the piston running components, a

sequence of steps is described in this Technical Bulletin:

 Engine screening process

 Analysis of the PUS oil sample
 Cylinder lubrication feed rate optimisation
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 7 / 19

ATTENTION:
It is extremely important to do a correct cylinder lubrication change-over in alignment
with the fuel change-over described in the Technical bulletin RT-82, “Operation on
distillate fuels” (especially with the change-over from MGO to HFO). Possible
consequences of a mismatch between fuel sulphur content and cylinder lubricant BN
are:
 Low BN used with high sulphur fuel: Corrosion of piston rings and liners
 High BN used with low sulphur fuel: Liner polishing caused by deposits on piston top
lands and high wear on piston rings and liners caused by deposits in the piston ring
grooves
Wärtsilä recommends to monitor the cylinder lubricating oil change-over, as well as
consider the cylinder lubricating oil consumption and cylinder lubricant quantity in the
measuring tank and pipe, to avoid the incorrect use of the cylinder lubricants with the
selected fuel (see following calculation). It is also recommended to start switching over
from low BN to high BN cylinder oil already inside ECA zone to avoid operation of high
sulphur fuel with low BN cylinder oil.

Cylinder lubricant quantity in piping and measuring tank:

𝑑2 ∗ 𝜋
Volume piping: ∑𝑉 = ∑ ∗𝑙 [𝑉] = 𝑚3 [𝑑] = 𝑚 [𝑙] = 𝑚
4

𝑘𝑔
Mass: 𝑚 = 𝜌 ∗𝑉 [𝑚] = 𝑘𝑔 [𝜌] = [𝑉] = 𝑚3
𝑚3

The density of the cylinder lubricant can be found in the technical data sheet. If not
𝑘𝑔
available, an average value of 920 is suitable for this purpose.
𝑚3

Total mass: Mass of cylinder oil in measuring tank [kg]

+
Mass of cylinder oil in piping [kg]

Lead time until new lubricant is in use:

𝑐𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛 = 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑓𝑒𝑒𝑑 𝑟𝑎𝑡𝑒 ∗ 𝑐𝑢𝑟𝑟𝑒𝑛𝑡 𝑝𝑜𝑤𝑒𝑟 𝑜𝑢𝑡𝑝𝑢𝑡 ∗ 1000

𝑡𝑜𝑡𝑎𝑙 𝑚𝑎𝑠𝑠
𝑙𝑒𝑎𝑑 𝑡𝑖𝑚𝑒 =
𝑐𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛

𝑘𝑔 𝑔
[𝑐𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛] = [𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑓𝑒𝑒𝑑 𝑟𝑎𝑡𝑒] = [𝑐𝑢𝑟𝑟𝑒𝑛𝑡 𝑝𝑜𝑤𝑒𝑟 𝑜𝑢𝑡𝑝𝑢𝑡] = 𝑘𝑊
ℎ 𝑘𝑊ℎ

𝑘𝑔
[𝑙𝑒𝑎𝑑 𝑡𝑖𝑚𝑒] = ℎ [𝑚] = 𝑘𝑔 [𝑐𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛] =
ℎ

NOTE:
Consider the lead time value to initiate the cylinder lubricant change-over at the right
time.
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 8 / 19

5.2 Engine Residual BN and iron screening process

The previous issue of the Data & Specification Bulletin RT-138, instructs engine
operators to do the piston underside (PUS) drain oil sampling after approximately every
10% load change when the fuel in use has a sulphur content of higher than 2.5%.

These requirements have now changed. Instead of doing PUS drain oil sampling after
a 10% load change, which means a lot of sampling is required even if the engine has
run on similar loads before, the sampling results from previous tests at respective
engine loads can now be used to set up the required feed rate for a specific cylinder
lubricant.

Also, the requirement to only sample when using fuels which contain more than
2.5% sulphur, is now changed due to the new minimum allowed continuous feed rate of
0.6 g/kWh. Higher BN oils can be applied for fuel with a low sulphur content as long as
the PUS drain oil sampling results are within an acceptable range (see Figure 3 and
Figure 4). Therefore, the PUS drain oil sampling now needs to be carried out when the
engine is running on fuels with a sulphur content above 1.5%.

In order to create an overview of all the PUS drain oil sampling results a new tool called
the “Piston underside drain oil analysis” (see appendix 2), will help in structuring all the
PUS drain oil sampling results collected over a period of time. The tool will also give
recommendations for all the sample results entered into it

ATTENTION:
The piston underside drain oil analysis tool is intended to be used for cylinder
lubrication oils with BN ≥ 40.

If no PUS drain oil sampling results have been collected yet, it is recommended to start
taking PUS drain oil sampling after the first running-in period with the highest available
BN oil suitable for the fuel in use (according to Figure 1) and using a baseline feed rate
of 0.9 gr/kWh at different loads, e.g. 10%, 20%, 30% CMCR etc., whatever the ships
operating schedules allows. This is called the Residual BN and Iron Screening Process
and creates a reference scale for future benchmarking. When the results from the PUS
drain oil samplings are received, these are to be entered into the tool and a
recommendation will be automatically given of what actions the operator must take, if
any, for that specific fuel with that specific cylinder lubricating oil.

The next time a fuel oil with the same sulphur (± 0.125% sulphur) is bunkered and the
same cylinder lubricating oil is used, the feed rate can be set according to the
recommendation previously given by the tool for those same conditions. It is strongly
recommended for the operator to do at least PUS drain oil sampling at similar loads to
the previous screening, purely for confirmation purposes. The results of those “new”
PUS drain oil sampling shall then again be entered into the tool as a cross-check that
the previous recommendations remain valid and to check if anything can/needs to be
optimised.

Based on the results and recommendations in the tool, one can decide to keep the
feed rate settings in the Safe Zone or whether required adjustments into the Alert Zone
(see Figure 3 and Figure 4), where frequent PUS inspections are then also necessary.
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 9 / 19

5.3 Analysis of the piston underside (PUS) drain oil samples

In order to optimise the feed rate, the PUS drain oil samples results must be compared
using Figure 3 and Figure 4. The results need to be filled in the piston underside drain
oil analysis tool (provided by Wärtsilä) which includes the mentioned graphics. The link
to the tool can be found in appendix 2.

60
Residual BN
Trouble area decrease BN and/or feed rate
50
Residual BN (mg/kg)

40
Safe area
30

20
Alert area increase BN and/or feed rate
10
Danger area, do not operate here
0
5 15 25 35 45 55 65 75 85 95
Engine Load (%)

1. Residual BN
Figure 3: Residual BN screening diagram for cylinder lubricants with BN 40 or higher

NOTE:
If the engine is using a fuel of sulphur content < 0.1 % while the cylinder lubricating oil
has BN in range 15 to 25, then a residual BN of the PUS drain oil sample measured at
a value above 10 is considered safe. Check Figure 1 for more information.

1000
Iron (Fe)
900
800
Danger area, do not operate here
700
Iron (mg/kg)

600
500
400
Alert area increase BN and/or feed rate
300
200
100 Safe area
0
5 15 25 35 45 55 65 75 85 95
Engine Load (%) 1

1. Iron content
Figure 4: Iron content screening diagram for cylinder lubricants with BN 40 or higher
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 10 / 19

Fuel sulphur in the range 0.5 < Sulphur % < 3.5 m/m and cylinder oil with 40 < BN < 100

Figure 5: Piston Underside (PUS) drain oil residual BN and iron (Fe)

NOTE:
There are smooth transitions between the various areas as shown in Figure 5.

ATTENTION:
 If the feed rate is kept while operating in the alert area, regular visual inspections of
liners, pistons and piston rings are required.
 An increase of the total iron content is an indication of an increased corrosive and/or
abrasive wear. However, if a visual inspection of the piston running components
does not show any abnormalities it is recommended to check the condition of the
piston rod

Depending on the adjusted feed rate, the actions for the different areas are varying.
Please check the piston underside drain oil analysis tool to find the specific
recommendations in Appendix 2.

The chromium content in the piston underside drain oil sample is also an important
indicator of corrosion or wear on the piston ring running surface, if chrome ceramic
piston rings are fitted. Chromium values less than 25 mg/kg indicate that there is little
corrosion and wear on the piston ring running surfaces. Values above about 25 mg/kg
indicate that corrosion and/or wear are occurring which may reduce piston ring and
liner life. The chrome content of the piston underside oil should not exceed 25 mg/kg
for long periods of time.
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 11 / 19

5.4 Cylinder lubrication feed rate optimisation

In order to have a satisfactory piston running behaviour and based on customers
operation procedures, Wärtsilä recommends the following strategies to choose the
correct cylinder lubrication of the engine.

5.4.1 Feed rate optimisation with regular PUS inspections and PUS drain oil
sampling
This strategy is intended for operators that perform PUS inspections and PUS drain oil
sampling on regular basis. First, follow the recommendations mentioned in chapter 5.2
and chapter 5.3. Check if one or more residual BN points are in the alert zone of Figure
3 and compare it with the iron content results of Figure 4; if the iron content is not
exceeding the allowed value of 500 mg/kg the feed rate can be kept, but frequent
piston underside inspections are recommended.

ATTENTION:
Wärtsilä recommends to operate the engine in the safe area of residual BN and iron
content. If the engine is operating in the alert zone described in Figure 3 and Figure 4,
a PUS drain oil sampling must be done and analysed every 2 days in order to check, if
the values have changed.

If the iron content in the results of the PUS drain oil sampling is more than 500 mg/kg,
the feed rate must be increased by 0.1 g/kWh steps, until the value of the iron content
drops below 500 mg/kg. Conversely, if the iron content in the results of the PUS drain
oil sampling is below 200 mg/kg and the residual BN is in the safe zone 25 ≤ BN ≤ 50,
the feed rate can be reduced in steps of 0.05 g/kWh until one of the values reach the
alert zone or until the permitted minimum continuous cylinder lubrication feed rate of
0.6 g/kWh.

Frequent PUS inspections should be done to check upon the piston rings and liners
appearance. Wärtsilä recommends to check the coating thickness of the rings every
1500 - 2000 running hours.

The engine can be operated in different loads than the mentioned in chapter 5.2. These
PUS drain oil sampling analysis results can be added in the piston underside drain oil
analysis tool diagrams, as shown in Figure 3 and Figure 4, to create an improved
screening of the engine.

5.4.2 Feed rate optimisation with irregular PUS inspections and PUS drain oil
sampling
This strategy is intended for operators that do not perform PUS inspections and PUS
drain oil sampling on regular basis. First, follow the recommendations mentioned in
chapter 5.2 and chapter 5.3. If one or more residual BN results are in the alert zone of
Figure 2, the feed rate must be increased in steps of 0.05 g/kWh and a PUS drain oil
sampling at the lowest load that showed the lowest residual BN must be done again.
This procedure must be repeated until the residual BN of this lowest load point is in the
safe area of Figure 3.

ATTENTION:
It is advised to do a PUS drain oil sampling after every bunker change with different
sulphur content than the previous fuel on board (difference > +/- 0.125 %S).
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 12 / 19

6 Running-in of newly fitted cylinder liners / piston rings

Each time is changed a component of the piston running system, as for any
mechanical system, it is crucial to follow some procedures. Wärtsilä defined surface
and material specifications of cylinder liner and piston rings that allow to complete the
running-in of the component within shortest time. No time consuming running-in of
piston rings and cylinder liners is necessary anymore. The running surface of the new
cylinder liners is executed with a plateau honing, a state of the art procedure in engine
industry (standard since the year 2000). The piston rings of portfolio engines are
chromium ceramic coated, profile ground and afterwards lapped, so that they are gas
and light-tight when installed into a new cylinder liner. Both components are therefore
fit to be loaded up in a normal manner after installation, following the normal engine
load up program. The same applies for new piston rings that are installed into an
already used cylinder liner. Provided that running surface is free of surface damages,
loading up can be done according to control system settings.

A special attention is required that cylinder liner and piston ring surface are well
lubricated after the overhaul. Since lube oil feed rates are as low as possible, to keep
operational costs low, a longer time is needed to fresh up the entire lube oil film. This
situation is considered in our running-in guideline with slightly higher feed rates.
Figure 6 shows the recommended running-in feed rates for newly fitted cylinder liners
and/or piston rings.

1
1,25

1,2

1,15
Feed rate in g/kWh

1,1

1
1,05

0,95

0,9
0 10 20 30 40 50 60 70 80
Running hours

1. Inspection of liner and rings is recommended after 24 hours and 72 hours after
fitting a new component.
Figure 6: Running-in feed rate for newly fitted cylinder liners and piston rings

NOTE:
After the running-in procedure of 72 hours, the feed rate can be set to normal settings.
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 13 / 19

Wärtsilä does not request a special loading up of the engine after component overhaul
anymore. Any load, fuel, lube oil type / feed rate plus ambient condition change leads
to a different thermal, chemical and finally wear situation in the combustion space. In
other words, there is a theoretical continuous running-in procedure ongoing on very low
wear rate level for the entire engine lifetime. So engines can be operated up to the
required load and no special running-in is required when engine load increases or
decreases later.

ATTENTION:
Wärtsilä recommends to follow the running-in procedure described in the
operation manual for engines equipped with older executions than full chromium
ceramic ring pack and plateau honed liner.

For particular attention, the following parameters should be adhered to.

Table 1, Running-in recommendations

Medium Recommendation
Fuel oil Running-in can be done on any fuel.
HFO to be correctly treated and preheated to the
recommended injection viscosity before the engine is started.
Cylinder lubricating oil Fuel-suitable cylinder lubricating oil has to be selected as for
normal operation.
VIT / FQS / ICC VIT (Variable Injection Timing) system should be switched off.
FQS (Fuel Quality Setting) set to zero.
ICC (Intelligent Combustion Control) system should be
switched off.
Cylinder cooling water Check the stability and the level of the cylinder cooling water
temperature frequently.
Temperature fluctuations should be avoided as far as
possible:
+/- 2 °C at constant load
+/- 4 °C during transient conditions
Cylinder liner wall temperature The monitoring tool MAPEX PR is of great advantage as it
allows close monitoring of the cylinder liner wall temperature
for safe running-in.
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 14 / 19

7 PUS drain oil sampling and analysis

7.1 Piston underside (PUS) drain oil sampling

2 3 1

1. Sampling cock 3. Oil drain valve in sampling position

2. Oil drain valve in normal position
Figure 7: PUS, Scrapedown or drip oil sampling

Oil sampling should only be done when the engine has been in a stable operating
condition on a known fuel with the same cylinder oil feed rate, engine load and other
variable factors for at least 12 hours. Further samples should be taken under similar
conditions to improve data trending information.
The procedure how to take oil samples is described in paragraph 7.1.1, entitled
“Flushing” and paragraph 7.1.2, entitled “Sampling”.

7.1.1 Flushing
The system should be flushed to prevent non representative accumulated debris from
entering the sample bottle.
1. Close the oil drain valve to allow oil to accumulate for about 30 minutes to 60
minutes, depending on engine load, oil feed rate, etc.
2. After enough oil has accumulated, open the sampling cock slowly and carefully
blow any old oil into a bucket. When the sampling cock and sampling pipe are
thoroughly flushed, close the sampling cock.
3. Open the drain valve to allow the remaining oil to be blown down the drain pipe,
this only takes a few seconds.
4. When this is completed, close the oil drain valve again.
5. Record the engine operating conditions, fuel parameters, cylinder oil feed rate and
other data required on the used oil analysis form.
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 15 / 19

7.1.2 Sampling
Complete this procedure for every cylinder of the engine.
1. Wait for 10 minutes to 60 minutes to accumulate enough oil to fill the sample
bottles. These are normally 100 ml sample bottles but may vary.
2. Open the sampling cock slowly and carefully fill the sample bottle. Ensure that the
sample bottle has the cylinder number and references marked so that it can be
clearly identified.
3. Close the sampling cock.
4. Open the oil drain valve into the normal position again so that surplus oil can drain
away.
5. Proceed to the next cylinder and perform the same procedure.
6. It is good practice to also submit a sample of fresh cylinder oil taken at the engine
inlet pipe after the filter for analysis. There are sometimes contaminations, because
wrong oil may have been delivered or placed in the wrong tank. This is important to
ensure that cylinder oil change over has been correctly performed and the
appropriate oil is in the system.
7. Ensure that the sample bottle caps are closed securely and the bottles are
accurately marked before submitting them for analysis. The sample bottles must be
securely packed to prevent leakage when dispatching the parcel by postal or
courier service to the laboratory.

7.2 PUS drain oil analysis

There are different options available in the market for the monitoring of PUS oil
condition. Several widely used systems need consumables (chemicals) and the results
are based on the accurate handling of the equipment. As an alternative, there is a
recommended product available without consumables and highly accurate for TBN
(mgKOH/g) measurements, the FluidScan® Q1200 family by Spectro Scientific. It
requires only a droplet of sample, therefore, sampling time is below one minute.

Figure 8: FluidScan® Q1200 family by Spectro Scientific

For inquiries, contact your nearest Wärtsilä representative or your key account
manager.
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 16 / 19

8 Cylinder lubrication: Blending on Board (BoB)

There is a significant choice of cylinder lubricants on the market to address the need
for different BN-values based on the operation profile of the engine. A growing and
interesting concept to reduce the variety of oils on board is the blending of needed
lubrication oil on board, by means of a blending unit.

This solution is able to mix two different oils to produce a fit for purpose and tailored
cylinder lubricant. The major application is to mix the system oil as a base oil and add
the correct quantity of over based additives. An alternative solution is to mix system oil
with high-BN oil used for running with high sulphur fuel or also mix oils with different
BN-values to have the needed BN-value available.
Various BN oils can therefore be produced on board. The key interest is that there will
not be a need to adjust the feed rate to various operation conditions. Instead the BN-
value of the cylinder oil will be adjusted to keep the feed rate constant. In addition the
usage of the system oil is keeping the quality of the system oil high and the crankcase
clean and the variety of different lubrication oils on board is reduced to a minimum.

To be able to profit the most from the blending system, the use of an on board PUS oil
condition monitoring system is mandatory. The residual BN-value will provide a clear
indication whether the base number of the lubrication oil is sufficient. Adjusting the BN-
value of the lubrication oil by means of the blender to adapt to the residual BN-value
will improve the corrosion protection as well as the detergency.
BOB appears to be the most technical viable solution for vessels operating on a variety
of fuels and operating conditions, as it covers the range from low sulphur fuels to high
sulphur fuels.
Table 2 provides a guidance for operation without regularly updated values of the PUS
oil monitoring, but during the operation, this table can be optimised by the operator as a
function of the residual BN of the PUS.
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 17 / 19

Table 2, BN values for BoB depending on sulphur content for base feed rate of 0.8 g/kWh

Sulphur content Normal operation Low load In case or

(%) (above 60 % CMCR) (below 60 % CMCR) corrosion on
cylinder liners
or piston rings
1.0 40 40 40
1.1 40 40 40
1.2 40 40 40
1.3 40 40 40
1.4 40 40 40
1.5 40 40 50
1.6 50 50 50
1.7 50 50 50
1.8 50 50 60
1.9 50 50 60
2.0 50 50 60
2.1 50 50 60
2.2 50 70 60
2.3 50 70 70
2.4 50 70 70
2.5 50 70 70
2.6 50 70 70
2.7 50 70 80
2.8 50 70 80
2.9 51 72 80
3.0 53 75 90
3.1 55 77 90
3.2 57 80 90
3.3 59 82 100
3.4 61 85 100
3.5 63 87 100

9 Appendix
Wärtsilä cylinder lubrication systems (Appendix 1)
Link to tool – Piston underside drain oil analysis and Brochure – Guide for judging
condition of relevant piston running components (Appendix 2 and Appendix 3):
http://www.wartsila.com/products/marine-oil-gas/engines-generating-sets/low-
speed-rt-flex-engines#
Link to Brochure – Wärtsilä Blending On Board system for 2-stroke engines
(Appendix 4):
http://www.wartsila.com/docs/default-source/Service-catalogue-files/Engine-Services---2-
stroke/blending-on-board-system-for-2-stroke-engines.pdf?sfvrsn=0
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 18 / 19

10 Limitation
The lubrication procedure as described in Chapter 5 and Chapter 8 may not be used in
the territorial waters of Germany, China, the Republic of Korea or Japan unless it is
used on a vessel registered in a country being a contracting party to the Paris
Convention for the Protection of Intellectual Property, except Germany, China, the
Republic of Korea or Japan and unless said vessel is travelling in said territorial waters
only temporarily.

10.1 Contracting parties to the Paris Convention

Albania, Algeria, Andorra, Angola, Antigua and Barbuda, Argentina, Armenia, Australia, Austria,
Azerbaijan, Bahamas, Bahrain, Bangladesh, Barbados, Belarus, Belgium, Belize, Benin, Bhutan, Bolivia
(Plurinational State of), Bosnia and Herzegovina, Botswana, Brazil, Bulgaria, Burkina Faso, Burundi,
Cambodia, Cameroon, Canada, Central African Republic, Chad, Chile, China, Colombia, Comoros,
Congo, Costa Rica, Côte d'Ivoire, Croatia, Cuba, Cyprus, Czech Republic, Democratic People's Republic
of Korea, Democratic Republic of the Congo, Denmark, Djibouti, Dominica, Dominican Republic, Ecuador,
Egypt, El Salvador, Equatorial Guinea, Estonia, Finland, France, Gabon, Gambia, Georgia, Germany,
Ghana, Greece, Grenada, Guatemala, Guinea, Guinea-Bissau, Guyana, Haiti, Holy See, Honduras,
Hungary, Iceland, India, Indonesia, Iran (Islamic Republic of), Iraq, Ireland, Israel, Italy, Jamaica, Japan,
Jordan, Kazakhstan, Kenya, Kyrgyzstan, Lao People's Democratic Republic, Latvia, Lebanon, Lesotho,
Liberia, Libya, Liechtenstein, Lithuania, Luxembourg, Madagascar, Malawi, Malaysia, Mali, Malta,
Mauritania, Mauritius, Mexico, Monaco, Mongolia, Montenegro, Morocco, Mozambique, Namibia, Nepal,
Netherlands, New Zealand, Nicaragua, Niger, Nigeria, Norway, Oman, Pakistan, Panama, Papua New
Guinea, Paraguay, Peru, Philippines, Poland, Portugal, Qatar, Republic of Korea, Republic of Moldova,
Romania, Russian Federation, Rwanda, Saint Kitts and Nevis, Saint Lucia, Saint Vincent and the
Grenadines, San Marino, Sao Tome and Principe, Saudi Arabia, Senegal, Serbia, Seychelles, Sierra
Leone, Singapore, Slovakia, Slovenia, South Africa, Spain, Sri Lanka, Sudan, Suriname, Swaziland,
Sweden, Switzerland, Syrian Arab Republic, Tajikistan, Thailand, The former Yugoslav Republic of
Macedonia, Togo, Tonga, Trinidad and Tobago, Tunisia, Turkey, Turkmenistan, Uganda, Ukraine, United
Arab Emirates, United Kingdom, United Republic of Tanzania, United States of America, Uruguay,
Uzbekistan, Venezuela, Viet Nam, Yemen, Zambia, Zimbabwe
 TECHNICAL BULLETIN

RT-161, Issue 2, Page 19 / 19

11 Contacts
11.1 How to contact Wärtsilä
For questions about the content of this Technical Bulletin, or if you need Wärtsilä
assistance, services, spare parts and/or tools, please contact your nearest Wärtsilä
representative.
If you do not have the contact details at hand, please follow the link “Contact us” – “24h
Services” on the Wärtsilä webpage:
www.wartsila.com

11.2 Contact details in case of emergency

11.2.1 Operational support
For questions concerning operational issues, please send your enquiry to:
technicalsupport.chts@wartsila.com
or phone 24hrs support: +41 52 262 80 10.

11.2.2 Field service

If you need Wärtsilä Field Service, please send your enquiry to:
ch.fieldservice@wartsila.com
or phone 24hrs support: +41 79 255 68 80.

11.2.3 Spare parts

If you need Wärtsilä spare parts and/or tools, please contact your nearest Wärtsilä
representative or your key account manager.

© 2015 Wärtsilä Services Switzerland Ltd. – All rights reserved

No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying,
recording, taping or other information retrieval systems) without the prior written permission of the copyright holder. Wärtsilä Switzerland Ltd.
makes no representation, warranty (express or implied) in this publication and assumes no responsibility for the correctness, errors or
omissions for information contained herein. Information in this publication is subject to change without notice.

Unless otherwise expressly set forth, no recommendation contained in this document or any of its appendices is to be construed as
provided due to a defect of the product, but merely as an improvement of the product and/or the maintenance procedures relating thereto.
Any actions by the owner/operator as a result of the recommendations are not covered under any warranty provided by Wärtsilä and such
actions will thus be at the owners/operators own cost and expense.

NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH RESPECT TO
THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS CONFIDENTIAL AND INTENDED FOR INFORMATION
PURPOSES ONLY.
 TECHNICAL
BULLETIN

Wärtsilä 2-stroke RT-174

Technical Services Issue 1, 27 November 2014

Continuous low load operation

At your convenience
(slow steaming)
Information to all Owners and Operators of Concerned products
Wärtsilä RTA, RT-flex engines and W-X engines All Wärtsilä RTA, RT-flex and W-X
engines.

Current situation
Many Wärtsilä 2-stroke diesel engines are
operated at continuous low load (below
60% CMCR).

Solutions
To limit the adverse effects of continuous
low load operation as much as possible, a
series of recommendations are described
in this Technical Bulletin.

Note
This Technical Bulletin supersedes
Service Bulletin RTA-79.2, RT-flex-08.2,
dated 11.03.2009 entitled “Continuous
Low Load Operation (Slow Steaming)”.

Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

PO Box 414
CH-8401 Winterthur technicalsupport.chts@wartsila.com
 TECHNICAL BULLETIN

RT-174 , Issue 1, Page 2 / 7

Contents
Page
1 Introduction 2
2 Considerations 2
3 Recommendations 3
4 Cylinder cooling water outlet temperature 4
5 References to other related documents 5
6 Improve engine performance and running behaviour 6
7 Contacts 7

1 Introduction
NOTE:
This Technical Bulletin supersedes Service Bulletin RTA-79.2, RT-flex-08.2,
dated 11.03.2009 entitled “Continuous Low Load Operation (Slow Steaming)”.

Wärtsilä 2-stroke engines are optimised for operation in the load range above
approximately 60% CMCR. Continuous running at lower loads down to 10% CMCR is
possible, but only with special care.

This Technical Bulletin gives additional recommendations on what needs to be

observed when operating the engine continuously at loads lower than the above
mentioned 60% engine load, and it introduces also the “Slow Steaming” upgrade
solution.

These recommendations are given, assuming that no components are changed or

engine tuning is modified, in order to remain within the limitations imposed by
IMO emission regulations. Any further measures require recertification of the engine
with a new or amended Technical File.

2 Considerations
At lower engine load between approximately 60% and the auxiliary blower switch-on/off
point, the turbocharger efficiency is relatively low. Within this power range the engine
operates with a lower air/fuel ratio resulting in higher exhaust gas temperatures.

The RT-flex engines are more advantageous for continuous operation on load down to
10% CMCR than the RTA models, due to their unique electronically controlled common
rail injection system. They allow for higher injection pressure and selective fuel injector
cut-off at very low loads, thus reducing excessive carbon deposits, exhaust gas
economiser and turbocharger fouling.
 TECHNICAL BULLETIN

RT-174 , Issue 1, Page 3 / 7

3 Recommendations
The following recommendations should be observed, in order to limit the adverse
effects of continuous low-load operation as much as possible:

1. The basic prerequisite needs to be in order:

• The fuel injection valves should be well operating and maintained. Any possible
sign of shorter TBO to be observed.
• When operating on HFO, the fuel viscosity required at the fuel pump inlet for RTA
engines must be in the range of 13 to 17 cSt; for RT-flex and W-X engines must
be in the range 10 to 20 cSt. However, Wärtsilä recommends to maintain the
viscosity at the lower end of the range 13 to 17 cSt as specified in the engine
operating manual, without exceeding 150°C at engine inlet. Sufficient trace
heating of the fuel system on the engine must be ensured.
• Keep the LT cooling water at 36°C in order to maintain the optimum scavenge air
temperature. For Cylinder cooling water outlet temperature see chapter 4.
• Clean the turbocharger(s), refer to the documentation of the manufacturer.

2. The cylinder oil feed rate is load and sulphur dependent and is recommended to be
adjusted (For more information, see Technical Bulletin RT-161, paragraph 3, entitled
“Sulphur dependent lubrication, engines operated below 60% CMCR”). However,
frequent piston underside inspections are recommended to monitor piston running
conditions and signs of over-lubrication.

3. The exhaust gas temperature after the cylinders should be kept above 250°C in
order to reduce cold corrosion, fouling of exhaust gas receiver and turbocharger
nozzle ring. If the exhaust gas temperature drops below this value, the engine load
should be increased.

4. If the exhaust gas temperature gets too high (>450°C after cylinders), the auxiliary
blower may be switched to “continuous running”. However, it has to be taken into
account that not all auxiliary blowers and circuit breakers may be suitable for
continuous running at electrical loads above nominal current.

5. Repeatedly switching on/off of the auxiliary blower must be avoided. If necessary,

the auxiliary blower controls have to be switched to “manual operation”, or operation
in this load area has to be avoided.

6. Inspect and lubricate the bearings more frequently if considered necessary due to
increased operation of the blower. This also includes the inspections of the non-
return valves for the scavenging air.
 TECHNICAL BULLETIN

RT-174 , Issue 1, Page 4 / 7

7. A concern during continuous low load operation is the accumulation of unburned

fuel and lubricating oil in the exhaust manifold, as such deposits can ignite after the
engine load is increased again. This may result in severe damage to the
turbocharger due to sudden over-speeding. Therefore, it should be considered to
periodically (twice a week) increase the engine load as high as possible, however at
least 70% for at least 1 hour, in order to burn off accumulated carbon deposits. The
load-up has to be done very carefully (i.e. during 2 hours) in order to avoid adverse
piston running conditions due to carbon that has built up on the crown land of the
piston head and to avoid possible exhaust manifold fire.

8. Exhaust manifold and other related components (scavenging air receiver, exhaust
gas valves, turbocharger grid, etc.) need more frequent inspections and possible
cleaning. Depending on result of inspections, the regular engine load-up intervals
might be adapted if no excessive deposit accumulation is detected.

9. An economiser with closely-spaced fins may also require more frequent soot
blowing.

4 Cylinder cooling water outlet temperature

In order to improve the piston running performance and reduce the risk of cold
corrosion in cylinder liners, when the engine is continuously running at low loads, the
temperature range of the cylinder cooling water outlet is increased. Wärtsilä
recommends keeping the cylinder cooling water outlet temperature as close as
possible to the alarm limit. As a consequence of the increase of the cylinder cooling
outlet water temperature, the respective alarm and slowdown settings need to be
adjusted in some engines as well. For the relevant temperature settings,
see Table 1 and Table 2.

Table 1

Engine type Outlet temperature Alarm Slowdown

95°C
RTA engines * 80°C to 90°C 90 °C 60 seconds delay in
Engine Safety System (ESS)

ATTENTION:
The temperature settings mentioned in Table 1 are valid for all RTA engines with the
exception of RTA82C, RTA82T, RTA84C, RTA84T, RTA84T-B, RTA84T-D, RTA96C
and RTA96C-B. For these engines see Table 2.
 TECHNICAL BULLETIN

RT-174 , Issue 1, Page 5 / 7

Table 2

Engine type Outlet temperature Alarm Slowdown

RTA82C
RTA82T
RTA84C
RTA84T
RTA84T-B
85°C to 95°C 95 °C 97°C
RTA84T-D
RTA96C 60 seconds delay in Engine
RTA96C-B Safety System (ESS)
RT-flex engines
W-X engines

5 References to other related documents

Table 3

Publication Title Topic

Service Bulletin Operation at Low Power Recommendations regarding low-load
RN-7.1 operation of Sulzer RN, M and RL
engines
Technical Bulletin Cylinder lubrication Feed rate adjustments depending on the
RT-161 sulphur content.
Data & Specifications Lubricating oils Chapter 3.2:
RT-138 Oil analyses of the piston underside drain
or
scrape down samples.
Chapter 3.4
The use of high BN lubricating oil (higher
than BN 70) is recommended when using
a fuel with a sulphur content higher than
2.50% and
continuous low load operation
(below 60% CMCR).
Data & Specifications Appendix 1 to RT-138 Follow the recommendations about
RT-138_A1 Validated lubricating oils lubricating oil.
Data & Specifications Diesel engine fuels Follow the recommendations about fuels
RT-126
Technical Bulletin Catalyst fines in fuel oils
RT-140
Technical Bulletin Cylinder liner insulation Recommendations to reduce the risk of
RT-147 and lubricating oil cold corrosion of Wärtsilä RTA96C,
grooves RTA96C-B and RT-flex96C-B engines
Technical Bulletin Piston running behaviour Recommendations to reduce the risk of
RT-157 cold corrosion of Wärtsilä RTA82T and
RT-flex82T engines
Technical Bulletin Piston running behaviour Recommendations to reduce the risk of
RT-167 cold corrosion of Wärtsilä RT-flex58T-D,
RT-flex58T-E and RT-flex68-D engines
Technical Bulletin Operational limits with
RT-162 turbocharger cut-out
 TECHNICAL BULLETIN

RT-174 , Issue 1, Page 6 / 7

6 Improve engine performance and running behaviour

6.1 Slow Steaming Upgrade Kit (SSUK)

In order to further optimize the engine operation at low load, Wärtsilä has developed A
Slow Steaming Upgrade Kit that involves cutting out of a turbocharger. This increases
the scavenge air delivery at low load for better combustion and more optimum
temperatures of engine components.

Turbocharger cut-out with Slow Steaming Upgrade Kit can be achieved in the following
ways:

• Butterfly valves
• Removable blinding plates
• Permanent blinding plates

With the Slow Steaming Upgrade Kit SSUK the following is achieved:

• With the increased scavenge air pressure the auxiliary blower on/off threshold is at
lower loads compared to engines with all turbochargers operative.
• A considerable reduction in BSFC with cut out turbocharger and increased
scavenge air pressure in the low-load range.
• Due to better combustion at lower loads the risk of turbocharger and economizer
fouling is decreased and the formation of deposits due to unburnt fuel is reduced.

The time interval between engine load-up to burn off carbon deposits can be increased
based on inspection results. In order to burn off the deposits a high enough exhaust
gas temperature at turbine inlet is needed. The engine needs to be loaded up until the
exhaust gas temperature at turbine inlet corresponds to 380°C. If this temperature is
not possible to reach, the engine needs to be loaded up to the maximum load that can
be reached with one turbocharger cut-out (See Technical Bulletin RT-162, Operational
limits with turbocharger cut out).

6.2 Retrofit Pulse Lubrication System (RPLS)

In combination with the above described SSUK, Wärtsilä recommends the installation
of electronically controlled cylinder lubrication.

The Retrofit Pulse Lubrication System provides:

• Optimal lubrication due to the precisely timed feeding of oil into the piston ring pack
• Savings in lubricating oil

This well-proven concept can be installed on all Wärtsilä two-stroke engines.

NOTE:
In order to get a specific evaluation of how the SSUK and the RPLS can be installed on
your ship or fleet, kindly ask your usual local Wärtsilä network contact. Likewise,
estimated calculations for fuel and cylinder lube oil savings can be provided, in order to
determine investment pay-back times.
 TECHNICAL BULLETIN

RT-174 , Issue 1, Page 7 / 7

7 Contacts
7.1 How to contact Wärtsilä
For questions about the content of this Technical Bulletin, or if you need Wärtsilä
assistance, services, spare parts and/or tools, please contact your nearest Wärtsilä
representative.
If you do not have the contact details at hand, please follow the link “Contact us” – “24h
Services” on the Wärtsilä webpage:
www.wartsila.com

7.2 Contact details for emergency issues

7.2.1 Operational support
For questions concerning operational issues, please send your enquiry to:
technicalsupport.chts@wartsila.com
or phone 24hrs support: +41 52 262 80 10.

7.2.2 Field service

If you need Wärtsilä Field Service, please send your enquiry to:
ch.fieldservice@wartsila.com
or phone 24hrs support: +41 79 255 68 80.

7.2.3 Spare parts

If you need Wärtsilä spare parts and/or tools, please contact your nearest Wärtsilä
representative or your key account manager.

© 2014 Wärtsilä Switzerland Ltd. – All rights reserved

No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying,
recording, taping or other information retrieval systems) without the prior written permission of the copyright holder. Wärtsilä Switzerland Ltd.
makes no representation, warranty (express or implied) in this publication and assumes no responsibility for the correctness, errors or
omissions for information contained herein. Information in this publication is subject to change without notice.

Unless otherwise expressly set forth, no recommendation contained in this document or any of its appendices is to be construed as
provided due to a defect of the product, but merely as an improvement of the product and/or the maintenance procedures relating thereto.
Any actions by the owner/operator as a result of the recommendations are not covered under any warranty provided by Wärtsilä and such
actions will thus be at the owners/operators own cost and expense.

NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH RESPECT TO
THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS CONFIDENTIAL AND INTENDED FOR INFORMATION
PURPOSES ONLY.
 Doc. No. : K630-IR16KA-4124
Engine No. : KAA006263
Hull No. : 2856
Type : W10X92
HYUNDAI Owner : CMA-CGM
HEAVY INDUSTRIES Class : BV
ENGINE & MACHINERY
Ship yard : Hyundai Heavy Industries

SHOP TEST RESULT

HYUNDAI - WARTSILA

CONTENTS PAGE No.

1. Trial Report 2

2. Setting Table A1 3

3. Setting Table A2(WECS-9520 parameters) 4~9

4. Setting Table B 10

5. Summary Data of Load Test 11

6. Load Test Data Sheet 12 ~ 18

7. Engine Performance 19

7. Measuring Data for Main Engine 20 ~ 21

8. Assembly Records 22 ~ 26

QUALITY & PROCESS MANAGEMENT DEPARTMENT 1

HHI - EMD
Rev. Prepared Checked Approved Description

C. E. LEE Y. M. KIM
0
2016.10.26 2016.10.26
 Hull No. 2856 Owner CMA-CGM
Official Shop Test Result Engine No. KAA006263 Class BV
For Main Engine Engine Type W10X92 Test Date Jul. 28, 2016
Output(MCR) 50190 kW Engineer L. K. IM
Trial Report Speed(MCR) 77.6 rpm Operator K. J. LEE
Engine Specification
* Cylinder Bore 920 mm * Piston Stroke 3468 mm * Installation 2856
* Direction of
* Engine Builder HHI - EMD * No. of Cylinder 10 * M.E.P 16.8 bar Rotaion :
* Brake Type & Coefficient ZOL 4063 & 1 / 9.5493 (kW base) Clockwise
Power Take Off (P.T.O)
Turbocharger Specification
Generator Specification
* Type 2 × MET83MB * Type
* Specification JU3M23M 4KA * Serial No.
* Max. Cont. Speed 11990 rev/m * Nominal Power
* Max. Cont. Gas Temp. 580 ℃ * Nominal Speed
* Serial No. NT002000 / NT002001 * Nominal Voltage
* Manufacturer HYUNDAI - MITSUBISHI

Governor Specification Electric( O ) Hydraulic( )

Speed Governor
* Type AC600 * Manufacturer Kongsberg Maritime
Electric Actuator
* Serial No.P/E 1 / 2 / 3 / 4 16-01-000683 / 679 / 678 / 685
* Manufacturer HEINZMANN * Part No.P/E WEA 40-CW

Cylinder Lubricators Specification

* Piston Diameter - mm * Gear Ratio - * Type flexLube Cylinder lubricator
* Manufacturer WinGD

Air Cooler Specification

* TYPE SAC B27 * Part. No. A29-222949-6
* Manufacturer SEJIN INNOTECH * Serial. No. SJI-20160039 / SJI-20160040

Auxiliary Blower Specification

* Fan * Type HAS-434/245N * Serial No.1,2 SYA20240101/2 * Pressure 800 mmAq
* Manufacturer HYUNDAI MARINE MACHINERY CO.,LTD
* Elect. * Type HLE4 312-24F * Power,Amp. 250 kW, 377.3 A * Voltage 440 V 60 Hz
Motor * Serial No.1,2 20154834RPM078001/2 * Manufacturer HYUNDAI HEAVY INDUSTRIES CO. LTD

Specification of Oil used at Shop Trial

Fuel Oil Bearing Oil Cylinder Oil T/C Oil
* Grade of Oil BUNKER-A MELINA S30 CYLCARE DCA 5040H MELINA S30
* Density at 15℃ (g/ml) 0.9165 0.8875 0.9140 0.8875
* Viscosity 9.293 103.00 216.7 103.00
(㎟/s) (50℃) (40℃) (40℃) (40℃)
* Lower calorific value(kcal/kg) 9991

-2-
 Hull No. 2856 Owner CMA-CGM
Official Shop Test Result
Engine No. KAA006263 Class BV
For Main Engine Engine Type W10X92 Test Date Jul. 28, 2016
Output(MCR) 50190 kW Engineer L. K. IM
Setting Table A1
Speed(MCR) 77.6 rpm Operator K. J. LEE

* Injection control units Draw. No. : A22-268726-3

Control piston stroke : - [mm] Control piston diam. : - [mm]

* Fuel rail pressure : Fuel quantity and speed dependent (WECS-9520 parameter)

Safety valve opening pressure : 1250 [bar]

Emergency fuel pressure control valve : 950 [bar]

* Control oil pressure : - [bar]

* Injection valves and fuel pressure pipes

* Nozzle Draw. No. : A21-288991-7 No. of holes 1 2 3 4 5 6

(EXE. 236) Hole diam. [mm] 1.425 1.625 1.600 1.500 1.350
。
* Needle lift : 3.50 ± 0.05 [mm] vertical ∠ α 18 16 15 14 14
。
* Opening pressure : 375±5bar [bar] horizontal ∠ β -10 9 22 35 46

* High pressure pipe diameter : to the fuel rail inside 18.0 [mm] outside 36.0 [mm]

to the injection valve inside 9.0 [mm] outside 23.0 [mm]

* Injection timing : Charge air pressure, fuel pressure and speed dependent (WECS-9520 parameter)

* Exhaust valve timing : Charge air pressure and speed dependent (WECS-9520 parameter)

* Exhaust valve control unit Draw. No. : A22-268378-6

Piston stroke : 95 [mm] Piston diameter : 115 [mm]

* Servo oil pressure : 90 - 190 bar (charge air pressure dependent WECS-9520 parameters)

* SW-INFO WECS 9520

ENGINE TYPE W10X92 Hull NO. 2856

SOFTWARE VERSION 35 Build 113 BLV 5.00

APP CRC VALUE 0x40B1 IMO SW-NO LN-BE9801

IMO CRC VALUE 0x8EBE IMO DATA LENGTH 524

-3-
 Hull No. 2856 Owner CMA-CGM
Official Shop Test Result
Engine No. KAA006263 Class BV
For Main Engine Engine Type W10X92 Test Date Jul. 28, 2016
Output(MCR) 50190 kW Engineer L. K. IM
Setting Table A2 fV Data 25%
Speed(MCR) 78 rpm Operator K. J. LEE

-4-
 Hull No. 2856 Owner CMA-CGM
Official Shop Test Result
Engine No. KAA006263 Class BV
For Main Engine Engine Type W10X92 Test Date Jul. 28, 2016
Output(MCR) 50190 kW Engineer L. K. IM
Setting Table A2 fV Data 50%
Speed(MCR) 78 rpm Operator K. J. LEE

-5-
 Hull No. 2856 Owner CMA-CGM
Official Shop Test Result
Engine No. KAA006263 Class BV
For Main Engine Engine Type W10X92 Test Date Jul. 28, 2016
Output(MCR) 50190 kW Engineer L. K. IM
Setting Table A2 fV Data 75%
Speed(MCR) 78 rpm Operator K. J. LEE

-6-
 Hull No. 2856 Owner CMA-CGM
Official Shop Test Result
Engine No. KAA006263 Class BV
For Main Engine Engine Type W10X92 Test Date Jul. 28, 2016
Output(MCR) 50190 kW Engineer L. K. IM
Setting Table A2 fV Data 90.8%
Speed(MCR) 78 rpm Operator K. J. LEE

-7-
 Hull No. 2856 Owner CMA-CGM
Official Shop Test Result
Engine No. KAA006263 Class BV
For Main Engine Engine Type W10X92 Test Date Jul. 28, 2016
Output(MCR) 50190 kW Engineer L. K. IM
Setting Table A2 fV Data 100%
Speed(MCR) 78 rpm Operator K. J. LEE

-8-
 Hull No. 2856 Owner CMA-CGM
Official Shop Test Result
Engine No. KAA006263 Class BV
For Main Engine Engine Type W10X92 Test Date Jul. 28, 2016
Output(MCR) 50190 kW Engineer L. K. IM
Setting Table A2 fV Data 110%
Speed(MCR) 78 rpm Operator K. J. LEE

-9-
 Hull No. 2856 Owner CMA-CGM
Official Shop Test Result
Engine No. KAA006263 Class BV
For Main Engine Engine Type W10X92 Test Date Jul. 28, 2016
Output(MCR) 50190 kW Engineer L. K. IM
Setting Table B Speed(MCR) 77.6 rpm Operator K. J. LEE

Starting Air Pilot Valve

Cylinder No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Ahead 0 0 0 0 0 0 0 0 0 0
Opens after T.D.C [ 0]
Astern 0 0 0 0 0 0 0 0 0 0

Ahead 90 90 90 90 90 90 90 90 90 90
Closes after T.D.C [ 0]
Astern 90 90 90 90 90 90 90 90 90 90

Cylinder
Cylinder No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14

On Test Distance b include Shims mm

133.0 133.3 133.3 133.2 132.6 133.1 133.3 133.1 #### ####

Compression Shim mm 66 66 66 66 66 66 66 66 66 66
Bed
b Comp'Pressure at 25%Output
75.1 74.2 74.2 72.9 72.9 72.4 72.9 74.2 73.7 74.2
Scav. air pressure 0.520 ㎏/㎠
Combustion Pressure at 100%
167.6 164.5 168.0 168.4 172.4 167.1 166.7 168.0 170.2 169.3
Output (Fuel command 64.9 % )

For Distance b include Shims mm 133.0 133.3 133.3 133.2 132.6 133.1 133.3 133.1 #### ####

Delivery Compression Shim mm 66 66 66 66 66 66 66 66 66 66

*Distance b is measured between Top surface of Piston and Upper edge of Cyl. Liner(Piston at T.D.C gasket removed)

* Cylinder Cover Drawing No. A20-268859-0

* Cylinder Liner Drawing No. A20-194724-1
* Piston Head Drawing No. A20-268834-0

Type No.1 : GTP1CC25 No.2~3 : SCP2CC17,19

* Piston ring
Manufacturer FEDERAL-MOGUL FRIEDBERG GMBH FEDERAL-MOGUL FRIEDBERG GMBH

Special Tests
* Engine speed increase From 77.6 rpm to 79.8 rpm ΔN= 2.84%

* M/E Overspeed Safety device stop the Engine at 84.2 rpm, 108.5% of Nominal speed
Too low Exhaust v/v Piston.C.O T/C L.O Oil mist Jacket Cooling
Set Points brg.oil & PCO air spring non-flow No.1 / 2 detector Water
* Pressure (bar) 3.11 4.50 ALL TESTED 0.40 / 0.40 ALL TESTED 2.50

* Slow down delayed (sec) 9.31 - - 5.00 / 4.97 - 59.16

* Thrust pad high temp.sh./down 90 60.03

Fcmd(%) Eng. Speed T/C speed No.1 / 2 Power Eng.Speed(%) Brake

* Minimun speed
6.1 19.4 rpm 1617 / 1617 1611.0 kW 25% 793 kgf·m

- 10 -
 Hull No. 2856 Owner CMA-CGM
Official shop test result for Engine No. KAA006263 Class BV
Main Engine Engine Type W10X92 Test Date Jul. 28, 2016
Output(MCR) 50190 kW Engineer L. K. IM
Specifiction of Accessory Speed(MCR) 77.6 Operator K. J. LEE

Data Sheet No. 1 2 3 4 5 6 7 8 9

Load ( % ) 25 50 75 90.8 100(1) 100(2) 110

Measuring Time 15:10 15:40 16:10 16:50 17:30 18:00 18:35

Speed ( rpm ) 48.9 61.6 70.5 75.1 77.6 77.6 80.1

Brake Power ( kW ) 12548 25095 37643 45564 50190 50190 55209

Pmax. ( bar ) 94.5 126.2 153.3 163.4 168.2 168.1 170.7

Pcomp. ( bar ) 73.7 108.8 125.2 136.1 153.0 153.8 165.1

Fuel cmd (Scaled) ( % ) 23.8 38.5 38.5 58.9 64.9 64.4 71.3

Fuel Oil Con- Measured 176.60 169.12 167.47 170.31 176.45 - 178.52

sum.(g/kWh) Corrected 171.59 164.13 161.92 165.38 171.02 - 172.84

Exh. Gas Cyl. Out 234 296 345 398 429 431 478

Temp. Bef. T/C 262 331 373 426 462 470 521

(℃) Aft. T/C 206 207 209 242 270 271 295

T/C Speed NO. 1 5156 7974 9423 9800 10300 10340 10846

( rpm ) NO. 2 5165 7977 9433 9806 10330 10352 10848

NO. 3

NO. 4

Average 5161 7976 9428 9803 10315 10346 10847

Temp. After A/C ℃ 25 26 33 36 40 40 42

Scav. pressure kgf/cm2 0.52 1.51 2.66 2.82 3.32 3.32 3.73

Fresh Water in ℃ 20 22 22 24 25 26 26

Test Room ℃ 34.1 33.8 33.7 33.4 33.4 33.1 33.2

% 53.9 56.9 53.2 44.4 40.2 39.6 39.2

mbar 1005 1005 1005 1005 1005 1005 1005

* Note : The Fuel Oil Consumption is corrected to Lower Calorific Value 10200 kcal/kg,
and ISO condition

- 11 -
 HYUNDAI - WIN GD
Hull No. 2856 Weather FINE
Official shop test result for Engine No. KAA006263 15:10
Measuring Time
Main Engine Eng. Type W10X92 Test Date Jul.28, 2016
Owner CMA-CGM Engineer L.K. IM
Data sheet of 25 % Load test
Class BV Operator K.J. LEE
* Room Temperature : 34.1 ℃ * Atmospheric Pressure : 1005 mbar *Humidity : 53.9 %
Fuel Cmd. Injection timing Inj.begin Aux.blower Nozzles
Engine Speed Water Brake Brake Power
(Scaled) VIT+FQS (IT_G) Stand.Value (on/off) in operation
48.9 rpm 2451.0 tonf·m 12548 kW 23.8 % 1.50 -0.2 ON 3
Main BRG. X-head Fuel Press. Cooling
System Rail pressure
L.O L.O. inlet F.W. Inlet
Press.(㎏/㎠) 4.6 10.6 9.6 4.1 Servo oil rail Fuel rail Control rail

Temp.(℃) 41 41 46 76 110 bar 599 bar - bar

Fuel Retaining V/V Servo oil pump Axial detuner Axial detuner
Press. Spring air Control air
Before / After press. inlet driving end free end
(㎏/㎠)
9.6 1.1 7.1 7.0 4.6 4.6 4.8

Cyl. NO. Avg. 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Pmax. bar 94.5 96.8 95.1 94.2 93.4 94.2 94.7 93.4 93.4 94.2 95.1

Pcomp. bar 73.7 75.1 74.2 74.2 72.9 72.9 72.4 72.9 74.2 73.7 74.2

Exh.Gas Out. ℃ 233.7 223.0 227.0 240.0 245.0 230.0 226.0 238.0 230.0 238.0 240.0

C.F.W Out. ℃ 79.2 78.0 80.0 78.0 80.0 78.0 80.0 78.0 80.0 80.0 80.0

Air Cooler Scavenging Air pressure

NO. 1 2 3 4 Avg. 0.52 ㎏/㎠ 420 mmHg

Bef. Cooler Press mmHg 340 350 345.0 Cyl. Lub. Oil feed rate
Injection Number Total feed rate Feed rate
Press. Drop mmAq 65 66 65.5
(10min/cyl) (kg/h) (g/kWh)
Temp. before A/C ℃ 76 76 76.0 207.0 20.2 1.61

Temp. after A/C ℃ 25 24 24.5 Specific Fuel Oil Consumption

Fresh Water In. ℃ 20 20 20.0 Meas.(kg/h) Meas.(g/kWh) Correct(g/kWh)

Fresh Water Out. ℃ 22 24 23.0 2216.00 176.60 171.59

TurboCharger
Speed Blower Inlet Before Turbine After Turbine L.O.inlet L.O.(℃)
Turbo Charger
rpm ℃ mmAq ℃ mmHg ℃ mmAq Press.(㎏/㎠) In Out

NO. 1 5156 33 36 5 261 350 203 30 1.00 44

43
NO. 2 5165 34 37 5 262 350 208 20 1.00 44

NO. 3

NO. 4

Avg. 5160.5 35.0 5.0 261.5 350.0 205.5 25.0 1.00 43.0 44.0

*WHR Position : CLOSE * AVM : 1.63 mm * Thrust Pad : 47 ℃

Note : 1) The Fuel Oil Consumption is corrected to Lower Calorific Value 10200 kcal / kg & I.S.O condition

- 12 -
 HYUNDAI - WIN GD
Hull No. 2856 Weather FINE
Official shop test result for Engine No. KAA006263 15:40
Measuring Time
Main Engine Eng. Type W10X92 Test Date Jul.28, 2016
Owner CMA-CGM Engineer L.K. IM
Data sheet of 50 % Load test
Class BV Operator K.J. LEE
* Room Temperature : 33.8 ℃ * Atmospheric Pressure : 1005 mbar *Humidity : 56.9 %
Fuel Cmd. Injection timing Inj.begin Aux.blower Nozzles
Engine Speed Water Brake Brake Power
(Scaled) VIT+FQS (IT_G) Stand.Value (on/off) in operation
61.6 rpm 3890.0 tonf·m 25095 kW 38.5 % 0.90 -0.8 OFF 3
Main BRG. X-head Fuel Press. Cooling
System Rail pressure
L.O L.O. inlet F.W. Inlet
Press.(㎏/㎠) 4.6 10.6 9.6 4.1 Servo oil rail Fuel rail Control rail

Temp.(℃) 41 41 46 74 131 bar 598 bar - bar

Fuel Retaining V/V Servo oil pump Axial detuner Axial detuner
Press. Spring air Control air
Before / After press. inlet driving end free end
(㎏/㎠)
9.5 1.1 7.1 7.0 4.5 4.5 4.8

Cyl. NO. Avg. 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Pmax. bar 126.2 126.6 128.4 124.4 125.7 126.2 128.4 124.0 125.3 124.9 127.9

Pcomp. bar 108.8 107.9 109.2 108.7 109.2 108.3 110.5 107.0 109.6 108.3 109.6

Exh.Gas Out. ℃ 296.3 294.0 289.0 296.0 308.0 300.0 289.0 292.0 282.0 303.0 310.0

C.F.W Out. ℃ 79.6 79.0 80.0 79.0 80.0 79.0 80.0 79.0 80.0 80.0 80.0

Air Cooler Scavenging Air pressure

NO. 1 2 3 4 Avg. 1.51 ㎏/㎠ 1160 mmHg

Bef. Cooler Press mmHg 1170 1170 1170.0 Cyl. Lub. Oil feed rate
Injection Number Total feed rate Feed rate
Press. Drop mmAq 80 78 79.0
(10min/cyl) (kg/h) (g/kWh)
Temp. before A/C ℃ 130 130 130.0 367.0 35.9 1.43

Temp. after A/C ℃ 25 27 26.0 Specific Fuel Oil Consumption

Fresh Water In. ℃ 22 22 22.0 Meas.(kg/h) Meas.(g/kWh) Correct(g/kWh)

Fresh Water Out. ℃ 28 29 28.5 4244.00 169.12 164.13

TurboCharger
Speed Blower Inlet Before Turbine After Turbine L.O.inlet L.O.(℃)
Turbo Charger
rpm ℃ mmAq ℃ mmHg ℃ mmAq Press.(㎏/㎠) In Out

NO. 1 7974 32 36 17 339 1040 207 130 1.08 56

43
NO. 2 7977 34 38 21 323 1050 206 120 1.02 56

NO. 3

NO. 4

Avg. 7975.5 35.0 19.0 331.0 1045.0 206.5 125.0 1.05 43.0 56.0

*WHR Position : CLOSE * AVM : 2.55 mm * Thrust Pad : 48 ℃

Note : 1) The Fuel Oil Consumption is corrected to Lower Calorific Value 10200 kcal / kg & I.S.O condition

- 13 -
 HYUNDAI - WIN GD
Hull No. 2856 Weather FINE
Official shop test result for Engine No. KAA006263 16:10
Measuring Time
Main Engine Eng. Type W10X92 Test Date Jul.28, 2016
Owner CMA-CGM Engineer L.K. IM
Data sheet of 75 % Load test
Class BV Operator K.J. LEE
* Room Temperature : 33.7 ℃ * Atmospheric Pressure : 1005 mbar *Humidity : 53.2 %
Fuel Cmd. Injection timing Inj.begin Aux.blower Nozzles
Engine Speed Water Brake Brake Power
(Scaled) VIT+FQS (IT_G) Stand.Value (on/off) in operation
70.5 rpm 5098.0 tonf·m 37643 kW 51.5 % -0.80 -2.5 OFF 3
Main BRG. X-head Fuel Press. Cooling
System Rail pressure
L.O L.O. inlet F.W. Inlet
Press.(㎏/㎠) 4.6 10.6 9.6 4.1 Servo oil rail Fuel rail Control rail

Temp.(℃) 41 41 46 73 157 bar 598 bar - bar

Fuel Retaining V/V Servo oil pump Axial detuner Axial detuner
Press. Spring air Control air
Before / After press. inlet driving end free end
(㎏/㎠)
9.5 1.1 7.1 7.0 4.5 4.5 4.8

Cyl. NO. Avg. 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Pmax. bar 153.3 151.2 156.0 151.2 150.7 156.8 151.6 156.0 152.3 152.0 155.1

Pcomp. bar 125.2 124.1 126.3 122.8 125.0 127.6 125.5 125.0 125.5 123.7 126.8

Exh.Gas Out. ℃ 344.7 348.0 339.0 339.0 350.0 343.0 339.0 334.0 323.0 359.0 373.0

C.F.W Out. ℃ 79.6 79.0 80.0 79.0 80.0 79.0 80.0 79.0 80.0 80.0 80.0

Air Cooler Scavenging Air pressure

NO. 1 2 3 4 Avg. 2.66 ㎏/㎠ 1930 mmHg

Bef. Cooler Press mmHg 1930 1950 1940.0 Cyl. Lub. Oil feed rate
Injection Number Total feed rate Feed rate
Press. Drop mmAq 90 83 86.5
(10min/cyl) (kg/h) (g/kWh)
Temp. before A/C ℃ 175 175 175.0 550.0 53.8 1.43

Temp. after A/C ℃ 33 33 33.0 Specific Fuel Oil Consumption

Fresh Water In. ℃ 22 22 22.0 Meas.(kg/h) Meas.(g/kWh) Correct(g/kWh)

Fresh Water Out. ℃ 49 50 49.5 6304.00 167.47 161.92

TurboCharger
Speed Blower Inlet Before Turbine After Turbine L.O.inlet L.O.(℃)
Turbo Charger
rpm ℃ mmAq ℃ mmHg ℃ mmAq Press.(㎏/㎠) In Out

NO. 1 9423 32 38 32 386 1760 209 210 1.18 58

43
NO. 2 9433 34 39 38 360 1770 208 210 1.13 58

NO. 3

NO. 4

Avg. 9428.0 35.8 35.0 373.0 1765.0 208.5 210.0 1.16 43.0 58.0

*WHR Position : CLOSE * AVM : 2.7 mm * Thrust Pad : 49 ℃

Note : 1) The Fuel Oil Consumption is corrected to Lower Calorific Value 10200 kcal / kg & I.S.O condition

- 14 -
 HYUNDAI - WIN GD
Hull No. 2856 Weather FINE
Official shop test result for Engine No. KAA006263 16:50
Measuring Time
Main Engine Eng. Type W10X92 Test Date Jul.28, 2016
Owner CMA-CGM Engineer L.K. IM
Data sheet of 90.8 % Load test
Class BV Operator K.J. LEE
* Room Temperature : 33.4 ℃ * Atmospheric Pressure : 1005 mbar *Humidity : 44.4 %
Fuel Cmd. Injection timing Inj.begin Aux.blower Nozzles
Engine Speed Water Brake Brake Power
(Scaled) VIT+FQS (IT_G) Stand.Value (on/off) in operation
75.1 rpm 5791.0 tonf·m 45564 kW 58.9 % -0.90 -2.6 OFF 3
Main BRG. X-head Fuel Press. Cooling
System Rail pressure
L.O L.O. inlet F.W. Inlet
Press.(㎏/㎠) 4.6 10.6 9.6 4.1 Servo oil rail Fuel rail Control rail

Temp.(℃) 41 41 46 70 176 bar 699 bar - bar

Fuel Retaining V/V Servo oil pump Axial detuner Axial detuner
Press. Spring air Control air
Before / After press. inlet driving end free end
(㎏/㎠)
9.0 1.1 7.1 7.0 4.4 4.5 4.8

Cyl. NO. Avg. 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Pmax. bar 163.4 165.4 161.1 161.0 165.4 163.2 164.1 161.4 165.4 164.5 162.8

Pcomp. bar 136.1 132.0 135.7 134.8 138.3 137.5 136.6 135.3 138.8 135.3 136.2

Exh.Gas Out. ℃ 397.9 400.0 390.0 389.0 400.0 393.0 391.0 390.0 373.0 423.0 430.0

C.F.W Out. ℃ 79.6 79.0 80.0 79.0 80.0 79.0 80.0 79.0 80.0 80.0 80.0

Air Cooler Scavenging Air pressure

NO. 1 2 3 4 Avg. 2.82 ㎏/㎠ 2120 mmHg

Bef. Cooler Press mmHg 2140 2130 2135.0 Cyl. Lub. Oil feed rate
Injection Number Total feed rate Feed rate
Press. Drop mmAq 92 88 90.0
(10min/cyl) (kg/h) (g/kWh)
Temp. before A/C ℃ 193 194 193.5 653.0 63.8 1.40

Temp. after A/C ℃ 36 36 36.0 Specific Fuel Oil Consumption

Fresh Water In. ℃ 24 24 24.0 Meas.(kg/h) Meas.(g/kWh) Correct(g/kWh)

Fresh Water Out. ℃ 42 44 43.0 7760.00 170.31 165.38

TurboCharger
Speed Blower Inlet Before Turbine After Turbine L.O.inlet L.O.(℃)
Turbo Charger
rpm ℃ mmAq ℃ mmHg ℃ mmAq Press.(㎏/㎠) In Out

NO. 1 9800 32 38 40 432 1970 240 260 1.18 64

43
NO. 2 9806 34 41 43 420 1970 243 260 1.16 63

NO. 3

NO. 4

Avg. 9803.0 36.3 41.5 426.0 1970.0 241.5 260.0 1.17 43.0 63.5

*WHR Position : OPEN * AVM : 3.02 mm * Thrust Pad : 51 ℃

Note : 1) The Fuel Oil Consumption is corrected to Lower Calorific Value 10200 kcal / kg & I.S.O condition

- 15 -
 HYUNDAI - WIN GD
Hull No. 2856 Weather FINE
Official shop test result for Engine No. KAA006263 17:30
Measuring Time
Main Engine Eng. Type W10X92 Test Date Jul.28, 2016
Owner CMA-CGM Engineer L.K. IM
Data sheet of 100(1) % Load test Class BV Operator K.J. LEE
* Room Temperature : 33.4 ℃ * Atmospheric Pressure : 1005 mbar *Humidity : 40.2 %
Fuel Cmd. Injection timing Inj.begin Aux.blower Nozzles
Engine Speed Water Brake Brake Power
(Scaled) VIT+FQS (IT_G) Stand.Value (on/off) in operation
77.6 rpm 6176.0 tonf·m 50190 kW 64.9 % -0.30 -2.0 OFF 3
Main BRG. X-head Fuel Press. Cooling
System Rail pressure
L.O L.O. inlet F.W. Inlet
Press.(㎏/㎠) 4.6 10.6 9.6 4.1 Servo oil rail Fuel rail Control rail

Temp.(℃) 41 41 46 70 190 bar 648 bar - bar

Fuel Retaining V/V Servo oil pump Axial detuner Axial detuner
Press. Spring air Control air
Before / After press. inlet driving end free end
(㎏/㎠)
9.0 1.1 7.0 6.9 4.4 4.5 4.8

Cyl. NO. Avg. 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Pmax. bar 168.2 167.6 164.5 168.0 168.4 172.4 167.1 166.7 168.0 170.2 169.3

Pcomp. bar 153.0 151.5 151.0 154.0 154.9 153.6 151.9 154.5 151.4 152.8 154.5

Exh.Gas Out. ℃ 429.1 437.0 423.0 417.0 418.0 423.0 422.0 420.0 399.0 458.0 474.0

C.F.W Out. ℃ 79.5 79.0 80.0 79.0 80.0 79.0 80.0 79.0 79.0 80.0 80.0

Air Cooler Scavenging Air pressure

NO. 1 2 3 4 Avg. 3.32 ㎏/㎠ 2470 mmHg

Bef. Cooler Press mmHg 2490 2480 2485.0 Cyl. Lub. Oil feed rate
Injection Number Total feed rate Feed rate
Press. Drop mmAq 97 92 94.5
(10min/cyl) (kg/h) (g/kWh)
Temp. before A/C ℃ 210 210 210.0 724.0 70.3 1.40

Temp. after A/C ℃ 39 40 39.5 Specific Fuel Oil Consumption

Fresh Water In. ℃ 25 25 25.0 Meas.(kg/h) Meas.(g/kWh) Correct(g/kWh)

Fresh Water Out. ℃ 44 46 45.0 8856.00 176.45 171.02

TurboCharger
Speed Blower Inlet Before Turbine After Turbine L.O.inlet L.O.(℃)
Turbo Charger
rpm ℃ mmAq ℃ mmHg ℃ mmAq Press.(㎏/㎠) In Out

NO. 1 10300 32 39 43 472 2310 266 360 1.20 68

43
NO. 2 10330 33 42 50 452 2320 273 340 1.19 67

NO. 3

NO. 4

Avg. 10315.0 36.5 46.5 462.0 2315.0 269.5 350.0 1.20 43.0 67.5

*WHR Position : OPEN * AVM : 3.07 mm * Thrust Pad : 52 ℃

Note : 1) The Fuel Oil Consumption is corrected to Lower Calorific Value 10200 kcal / kg & I.S.O condition

- 16 -
 HYUNDAI - WIN GD
Hull No. 2856 Weather FINE
Official shop test result for Engine No. KAA006263 18:00
Measuring Time
Main Engine Eng. Type W10X92 Test Date Jul.28, 2016
Owner CMA-CGM Engineer L.K. IM
Data sheet of 100(2) % Load test Class BV Operator K.J. LEE
* Room Temperature : 33.1 ℃ * Atmospheric Pressure : 1005 mbar *Humidity : 39.6 %
Fuel Cmd. Injection timing Inj.begin Aux.blower Nozzles
Engine Speed Water Brake Brake Power
(Scaled) VIT+FQS (IT_G) Stand.Value (on/off) in operation
77.6 rpm 6176.0 tonf·m 50190 kW 64.4 % -0.20 -1.9 OFF 3
Main BRG. X-head Fuel Press. Cooling
System Rail pressure
L.O L.O. inlet F.W. Inlet
Press.(㎏/㎠) 4.6 10.6 9.6 4.1 Servo oil rail Fuel rail Control rail

Temp.(℃) 41 41 46 70 190 bar 648 bar - bar

Fuel Retaining V/V Servo oil pump Axial detuner Axial detuner
Press. Spring air Control air
Before / After press. inlet driving end free end
(㎏/㎠)
9.0 1.1 7.0 6.9 4.4 4.5 4.8

Cyl. NO. Avg. 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Pmax. bar 168.1 167.2 169.4 168.9 168.5 167.2 167.6 166.7 171.1 165.9 168.9

Pcomp. bar 153.8 154.5 153.7 155.8 153.7 155.0 155.0 154.1 154.1 151.0 151.0

Exh.Gas Out. ℃ 431.4 440.0 428.0 413.0 429.0 424.0 428.0 420.0 396.0 459.0 477.0

C.F.W Out. ℃ 80.4 80.0 82.0 80.0 80.0 80.0 80.0 80.0 80.0 80.0 82.0

Air Cooler Scavenging Air pressure

NO. 1 2 3 4 Avg. 3.32 ㎏/㎠ 2480 mmHg

Bef. Cooler Press mmHg 2500 2500 2500.0 Cyl. Lub. Oil feed rate
Injection Number Total feed rate Feed rate
Press. Drop mmAq 96 95 95.5
(10min/cyl) (kg/h) (g/kWh)
Temp. before A/C ℃ 214 215 214.5 724.0 70.3 1.40

Temp. after A/C ℃ 40 40 40.0 Specific Fuel Oil Consumption

Fresh Water In. ℃ 26 26 26.0 Meas.(kg/h) Meas.(g/kWh) Correct(g/kWh)

Fresh Water Out. ℃ 44 46 45.0 - - -

TurboCharger
Speed Blower Inlet Before Turbine After Turbine L.O.inlet L.O.(℃)
Turbo Charger
rpm ℃ mmAq ℃ mmHg ℃ mmAq Press.(㎏/㎠) In Out

NO. 1 10340 32 39 45 481 2320 267 360 1.20 67

43
NO. 2 10352 33 43 52 458 2320 274 350 1.20 67

NO. 3

NO. 4

Avg. 10346.0 36.8 48.5 469.5 2320.0 270.5 355.0 1.20 43.0 67.0

*WHR Position : OPEN * AVM : 3.16 mm * Thrust Pad : 52 ℃

Note : 1) The Fuel Oil Consumption is corrected to Lower Calorific Value 10200 kcal / kg & I.S.O condition

- 17 -
 HYUNDAI - WIN GD
Hull No. 2856 Weather FINE
Official shop test result for Engine No. KAA006263 18:35
Measuring Time
Main Engine Eng. Type W10X92 Test Date Jul.28, 2016
Owner CMA-CGM Engineer L.K. IM
Data sheet of 110 % Load test
Class BV Operator K.J. LEE
* Room Temperature : 33.2 ℃ * Atmospheric Pressure : 1005 mbar *Humidity : 39.2 %
Fuel Cmd. Injection timing Inj.begin Aux.blower Nozzles
Engine Speed Water Brake Brake Power
(Scaled) VIT+FQS (IT_G) Stand.Value (on/off) in operation
80.1 rpm 6581.0 tonf·m 55209 kW 71.3 % 0.50 -1.2 OFF 3
Main BRG. X-head Fuel Press. Cooling
System Rail pressure
L.O L.O. inlet F.W. Inlet
Press.(㎏/㎠) 4.6 10.6 9.6 4.1 Servo oil rail Fuel rail Control rail

Temp.(℃) 41 41 46 68 190 bar 649 bar - bar

Fuel Retaining V/V Servo oil pump Axial detuner Axial detuner
Press. Spring air Control air
Before / After press. inlet driving end free end
(㎏/㎠)
9.0 1.1 7.0 6.9 4.4 4.5 4.8

Cyl. NO. Avg. 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Pmax. bar 170.7 171.5 171.5 171.0 171.5 171.0 171.9 169.3 170.2 170.6 168.9

Pcomp. bar 165.1 165.0 165.8 167.1 167.1 166.7 166.3 165.0 164.5 163.7 160.2

Exh.Gas Out. ℃ 477.9 488.0 477.0 456.0 479.0 464.0 474.0 452.0 443.0 522.0 524.0

C.F.W Out. ℃ 80.0 80.0 81.0 80.0 80.0 79.0 80.0 79.0 80.0 80.0 81.0

Air Cooler Scavenging Air pressure

NO. 1 2 3 4 Avg. 3.73 ㎏/㎠ 2780 mmHg

Bef. Cooler Press mmHg 2800 2790 2795.0 Cyl. Lub. Oil feed rate
Injection Number Total feed rate Feed rate
Press. Drop mmAq 92 102 97.0
(10min/cyl) (kg/h) (g/kWh)
Temp. before A/C ℃ 230 230 230.0 802.0 78.4 1.42

Temp. after A/C ℃ 42 42 42.0 Specific Fuel Oil Consumption

Fresh Water In. ℃ 26 26 26.0 Meas.(kg/h) Meas.(g/kWh) Correct(g/kWh)

Fresh Water Out. ℃ 48 50 49.0 9856.00 178.52 172.84

TurboCharger
Speed Blower Inlet Before Turbine After Turbine L.O.inlet L.O.(℃)
Turbo Charger
rpm ℃ mmAq ℃ mmHg ℃ mmAq Press.(㎏/㎠) In Out

NO. 1 10846 32 40 52 530 2600 291 500 1.18 70

43
NO. 2 10848 33 43 59 512 2600 299 460 1.10 70

NO. 3

NO. 4

Avg. 10847.0 37.0 55.5 521.0 2600.0 295.0 480.0 1.14 43.0 70.0

*WHR Position : OPEN * AVM : 3.36 mm * Thrust Pad : 52 ℃

Note : 1) The Fuel Oil Consumption is corrected to Lower Calorific Value 10200 kcal / kg & I.S.O condition

- 18 -
 Hull No. 2856 Owner CMA-CGM
Official shop test result for
Engine No. KAA006263 Class BV
Main Engine Engine Type W10X92 Test Date Jul. 28, 2016
Output(MCR) 50190 kW Engineer L. K. IM
Engine performance Speed(MCR) 77.6 rpm Operator K. J. LEE
Project No. 170
2856 Pmax.
150
Pcomp.
130
Engine No. (bar)
110
KAA006263 4.0

3.0 Pscav.
2.0 (kg/cm²)
Engine Type
1.0
W10X92
12

10 T/C (rpm×1000)
T/C Type 8
2 × MET83MB 500

460 T btc
420 (deg. C)
Exhaust Waste Gate Orifice 380

Ø 107mm 300
Tatc
260
(deg. C)
220
174

170 SFOC
166
(g/kWh)
Comp.Shim 162
80
66mm
Fcmd (%)
60
(Scaled)
40
Remark 80
OFFICIAL
SHOP TEST
60 Eng.(rpm)
40

50 60 70 80 90 100 Load (%) Low

Load
25095 kW 37643 kW 50190 kW Tuning

- 19 -
 Hull No. 2856 Owner CMA-CGM
Engine No. KAA006263 Class BV
Measuring DATA for Engine Type W10X92 Test Date Jul. 28, 2016
Main Engine Output(MCR) 50190 kW Engineer L. K. IM
Speed(MCR) 77.6 Operator K. J. LEE

■ Local Gauge Measuring Data for Shop Test

■ Comparison for Cyl. LO Feed rate

100% 100%
Measuring point 25% 50% 75% 90.8% 110%
(1) (2)

Cylinder L.O. WECS 1.61 1.43 1.43 1.40 1.40 1.40 1.42
Feed rate
(g/kwh) Actual 1.55 1.40 1.38 1.36 1.36 1.36 1.38

- 20 -
 SPECIFICATION OF
ENGINE & ACCESSORIES
Hull No. Engine No. Engine Type Owner Class
2856 KAA006263 W10X92 CMA-CGM BV
Output(MCR) Speed(MCR) Nomenclature Kind of Insp. Work Condition
50190 kW 77.6 rpm Bearing Clearance Before shop test

Unit : 1/100mm

Spec.: 40~75(Bearing No.1/ SPECIAL from Driving End)

40~75(Bearing No.2~6/ WIDE from Driving End)
* From Driving End No.1 40~70(Bearing No.7~13/ NARROW from Free End)
MAIN BEARING CLEARANCE(Position A)
BRG. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Fwd E E E F F F E E F F F F F
BLANK
Aft E E E F F F E E F F F F F
B: 40 Go, 45 Notgo C: 45 Go, 50 Notgo D: 50 Go, 55 Notgo E: 55 Go, 60 Notgo (Special feeler gauge was used)
F: 60 Go, 65 Notgo G: 65 Go, 70 Notgo H: 70 Go, 75 Notgo I: 75 Go, 80 Notgo

BOTTOM END BEARING CLEARANCE(Position B) Spec.: 65 ~ 95

BRG. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Fwd 80 80 85 75 85 85 90 80 85 85
BLANK
Aft 75 80 70 70 80 80 85 80 90 80

CROSSHEAD BEARING CLEARANCE(Position C) Spec.: 65 ~ 95

BRG. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Fwd 74 74 70 80 82 70 67 75 69 69
BLANK
Aft 74 71 69 79 82 69 65 74 68 67

THRUST BEARING CLEARANCE(Position D1 + D2)

Spec. 80 ~ 130
C
Clearance 89

D1 D2

- 22 -
 SPECIFICATION OF
ENGINE & ACCESSORIES
Hull No. Engine No. Engine Type Owner Class
2856 KAA006263 W10X92 CMA-CGM BV
Output(MCR) Speed(MCR) Nomenclature Kind of Insp. Work Condition
50190 kW 77.6 rpm Gear wheel Alignment Before shop test

Unit : 1/100mm

Pos.
0˚ 90˚ 180˚ 270˚
Spec.
A
47 46 48 48
38~61
B
42 42 43 43
28~47
B
31 31 31 33
28~43

- 23 -
 SPECIFICATION OF
ENGINE & ACCESSORIES
Hull No. Engine No. Engine Type Owner Class
2856 KAA006263 W10X92 CMA-CGM BV
Output(MCR) Speed(MCR) Nomenclature Kind of Insp. Work Condition
50190 kW 77.6 rpm Reciprocation Part Alignment Before shop test

Unit : 1/100mm

Cyl. No.
1 2 3 4 5 6 7 8 9 10 11 12 13 14
Position
Piston skirt & b1 46 50 46 46 48 48 52 48 42 44
Liner
b2 44 42 40 56 52 40 34 50 46 46
Clearance
(Spec.: 70~103) b1+b2 90 92 86 102 100 88 86 98 88 90
d1 70 74 80 80 80 85 80 75 75 75
Guide shoe &
Guide bar d2 75 80 80 75 75 80 80 75 80 75
BLANK
Clearance d3 95 100 105 100 95 105 100 102 100 100
(Spec.: 20~135)
d4 95 105 100 105 95 105 100 102 100 105
C1 54 86 97 95 62 86 91 91 77 76
Guide rail &
C2 66 49 58 55 68 74 84 54 63 74
Guide bar
Clearance C1+C2 120 135 155 150 130 160 175 145 140 150
(Spec.: C3 69 96 92 85 72 96 81 91 87 93
30~100, perside
60~200, total)
C4 71 39 48 45 63 54 64 49 53 54
C3+C4 140 135 140 130 135 150 145 140 140 147

b1 b2
d1/d3 d2/d4

F A E P

C1 C2

C3 C4

C1/C3 C2/C4

ASTERN

HSFK-K1H0-004(R.0) - 24 - A4(210mm×297mm)
 SPECIFICATION OF
ENGINE & ACCESSORIES
Hull No. Engine No. Engine Type Owner Class
2856 KAA006263 W10X92 CMA-CGM BV
Output(MCR) Speed(MCR) Nomenclature Kind of Insp. Work Condition
50190 kW 77.6 rpm Crankshaft Deflection Before shop test

Unit : 1/100mm

P S

BP BS
B
Deflection gauge
Looking from after

Vertical
Cyl.1 -98 ~ 42
Cyl.2~(n-1) -42 ~ 42
Cyl.(n) -108 ~ 42
Horizontal
Cyl.1~(n) -22 ~ 22
*n=Cyl. numbers
Pos. Cyl. No. 1 2 3 4 5 6 7 8 9 10
After Stay Bolt Tightening BP 0 0 0 0 0 0 0 0 0 0
Before Shop Trial P +1 0 +5 -4 -2 -1 -1 0 -6 -14
(Without Water Brake) BLANK
T 0 +10 +22 +1 +9 +7 +13 +9 -8 -17
Date: 2016.07.05 S -8 -1 +2 -1 +5 0 -4 -1 -5 -16
Temp.: 21 ℃ BS -5 -1 -2 +3 +4 0 -3 0 +4 -5
Vertical Deflection V 2.5 10.5 23.0 -0.5 7.0 7.0 14.5 9.0 -10.0 -14.5
Horizontal Deflection H 9.0 1.0 3.0 -3.0 -7.0 -1.0 3.0 1.0 -1.0 2.0

* Remark *
Mark(＋) : Elongation of distance betweee crank web ( )
Mark(－) : Diminution of distance betweee crank web ( )

- 25 -
 SPECIFICATION OF
ENGINE & ACCESSORIES
Hull No. Engine No. Engine Type Owner Class
2856 KAA006263 W10X92 CMA-CGM BV
Output(MCR) Speed(MCR) Nomenclature Kind of Insp. Work Condition
50190 kW 77.6 rpm Cyl. Liner Dimension Before shop test

Unit : 1/100mm

(0) Position Ⅰ Ⅱ Ⅲ Ⅳ Ⅴ Ⅵ Ⅶ Ⅷ Ⅸ Ⅹ
Cyl.No.

Ⅰ (123) Spec. +0.230

0
Ⅱ (232.5) Item No. ø 920
Ⅲ (283.5) W10X92 X +8 +8 +8 +8 +8 +8 +8 +8 +9 +9
1
Ⅳ (331.5) 48 Y +7 +7 +7 +7 +7 +8 +8 +8 +8 +8
Ⅴ (381.5) W10X92 X +8 +8 +8 +8 +7 +7 +7 +7 +7 +7
2
50 Y +7 +7 +7 +7 +7 +7 +7 +7 +7 +7
W10X92 X +8 +8 +8 +8 +8 +8 +8 +8 +8 +8
3
Ⅵ (787) 51 Y +7 +7 +7 +7 +8 +8 +8 +8 +8 +8
W10X92 X +8 +8 +8 +9 +9 +8 +8 +8 +9 +9
4
Ⅶ (940) 62 Y +7 +7 +7 +8 +8 +8 +7 +7 +8 +8
W10X92 X +5 +5 +5 +5 +5 +5 +5 +5 +5 +6
5
53 Y +4 +4 +4 +5 +4 +5 +5 +5 +5 +5
Ⅷ (1670) W10X92 X +6 +6 +6 +6 +6 +7 +6 +7 +7 +7
6
54 Y +5 +5 +5 +5 +6 +6 +6 +6 +6 +6
W10X92 X +9 +10 +10 +10 +10 +10 +10 +10 +11 +9
7
55 Y +9 +9 +9 +9 +10 +9 +10 +10 +10 +11
W10X92 X +8 +8 +9 +8 +9 +9 +9 +9 +9 +9
8
56 Y +7 +8 +8 +8 +8 +8 +8 +8 +8 +8
Ⅸ (2400) W10X92 X +3 +4 +4 +3 +4 +3 +3 +3 +3 +3
9
57 Y +4 +3 +3 +3 +3 +3 +3 +2 +2 +3
W10X92 X +8 +8 +8 +9 +9 +9 +8 +8 +8 +9
10
73 Y +7 +7 +7 +8 +8 +8 +8 +7 +7 +8
W10X92 X
S
Ⅹ (3129) Dec 5th Y
W10X92 X
S
Dec 5th Y
X
BLANK
Y
X
X
Y
Y

- 26 -