Document ID

Installation

Engine type Vasa R22

Engine number

Project

This manual is intended for the personal use of engine operators and
should always be at their disposal. The content of this manual shall
neither be copied nor communicated to a third person.

Wärtsilä Finland Oy
 Copyright by Wärtsilä Finland Oy
All rights reserved. No part of this booklet 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 owner.

THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITA-

TIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS
AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS
WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN
THE AREA, AND THE DESIGN OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGU-
LAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE
PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT
ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS
IN THIS BOOKLET OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF
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TION CONTAINED HEREIN.
 22-9601 Contents, Instructions, Terminology 00

00. Contents, Instructions, Terminology

00.1 Contents of the Instruction Book

This Manual contains data and instructions for operation and
maintenance of the engine. Basic general knowledge has not been
entered. Consequently, it is assumed that the engine operation
and maintenance staff is well informed of the care of diesel
engines.
Wärtsilä Diesel reserves for itself the right to minor alterations
and improvements owing to engine development without being
obliged to enter the corresponding changes in this Manual.
The diesel engines will be equipped as agreed upon in the sales
documents. No claim can be made on the basis of this Manual as
here are described also components not included in every delivery.
Exact engine build-up in all details is defined by the specifica-
tion number on the name plate located on the engine. In all
correspondence or when ordering spare parts, be careful
to state engine type, specification number and engine
number.
This Manual is supplemented by the Spare Parts Catalogue
including sectional drawings or exterior views of all components
(partial assemblies).

00.2 General rules

1 Read the corresponding item carefully in this Manual

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

VASA 22 00 - 1
 00 Contents, Instructions, Terminology 22-9601

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

Terminology

end
Free B6
6

A6 B5
5

A5 B4
4
3

Op A4 B3
2

era A3 B2
1

tin A2 B1
gs A1
ide

end
ng
Drivi

Fig 00-1 2200519426

Designation of bearings. The designation of bearings begins

from the driving end. The thrust main bearing is No 1. If the
engine is provided with an extra main bearing, a so-called
shield bearing, this is termed 0. For the camshaft bearing the
thrust bearing is No 0.
Clockwise rotating engine. When looking at the engine from the
driving end the shaft rotates clockwise.
Counter-clockwise rotating engine. When looking at the engine
from the driving end the shaft rotates counter-clockwise.
Bottom dead center, abbreviated BDC, is the bottom turning
point of the piston in the cylinder.
Top dead centre, abbreviated TDC, is the top turning point of the
piston in the cylinder. TDC for every cylinder is marked on the

00 - 2 VASA 22
 22-9601 Contents, Instructions, Terminology 00

graduation of the flywheel. During a complete working cycle,

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

Example of reading the flywheel

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

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

Cyl A2
TDC
70
130
80

Fig 00-2 2200539426

Example: On a VASA 12V22 engine, the fuel timing is read to 17°

for cylinder A2 when the flywheel is in the position shown in the
above figure.

VASA 22 00 - 3
 00 Contents, Instructions, Terminology 22-9601

High temperature cooling water circuit (HT-circuit). The cooling

water for the engine block, cylinder head and turbocharger.
Low temperature cooling water circuit (LT-circuit). The cooling
water for the charge air cooler and the lubricating oil cooler.

00 - 4 VASA 22
200145 Risk Reduction Appendix A

00A. Risk Reduction

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

Identified hazard,hazardous situation or Chapter of engine manual

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

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

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

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

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

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

work if power not disconnected
Electrical hazard if grounding of electrical equip- x x x x x
ment is incorrect
Ejection of components / high pressure gas due x x x x x x x
to high firing pressures
Risk of ejected parts due to break down of turbo- x x
charger
Overspeed or explosion due to air-gas mixture in x x x
the charge air 2)
Ejection of fuel injector if not fastened and turning x x x
device engaged
Fire or explosion due to leakage on fuel / gas line x x x x x x
or lube oil system
Inhalation of exhaust gases due to leakage 3) x x x

Inhalation of exhaust gas dust x x x x x x x

Continues

00A - 1
 Appendix A Risk Reduction 200145

Identified hazard,hazardous situation or Chapter of engine manual

event 3 4 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Explosion or fire if flammable gas/vapour is leak- x x
ing into the insulation box. 4)
Touching of moving parts x x x x x x x x x x x x x x x

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

00A.1.1 General identified hazards, hazardous situ-

ations or events

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

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

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

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

00A - 2
200145 Risk Reduction Appendix A

00A.1.1.3 Hazards that may be due to different leakages, break-

down or improper assembly of component
• Fuel or gas pipe will burst and spray fuel / gas,
• Leakage of:
— fuel in joints on low and/or high pressure side,
— lube oil,
— high pressure water on DWI engines,
— HT water,
— charge air,
— exhaust gas,
— pressurised air from air container, main manifold or pipes,
— high pressure gas and sealing oil on GD engines,
• Fire or explosion due to leakage on fuel line,
• Fire due to oil or fuel / gas leakage,
• Explosion or fire if flammable gas/vapour is leaking into the
insulation box,
• Inhalation of exhaust gases or fuel gases due to leakage,
• Failure of pneumatic stop,
• Ejected components due to:
— breakdown of hydraulic tool,
— breakdown of hydraulic bolt,
— breakdown of turbocharger,
— high firing pressures,
— major failure,
• Ejection of:
— pressurised liquids and gases from the block and pipings,
— high pressure fluid due to breakdown of hydraulic tool,
— gas due to high firing pressures,
— pressurised gases from high pressure gas system,
— high pressure fluid due to breakdown of HP sealing oil pipe,
— high pressure air during maintenance of oil mist detector main air
supply piping,
— cooling water or fuel/lube oil if sensor is loosened while the circuit
is pressurised,
— springs during maintenance work,
• Oil spray if running without covers,
• Ejection of fuel injector if not fastened and turning device en-
gaged.

00A - 3
 Appendix A Risk Reduction 200145

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

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

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

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

00A - 4
200147 Welding Precautions Appendix B

00B. Welding Precautions

00B.1 Precautions General

Main principles:
• Prevent uncontrolled current loops
• Prevent radiation
• Prevent sparkles flying around
• If convenient, disconnect all global signals like power supply, data
communication etc.

00B.1.1 Preventing uncontrolled current loops

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

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

00B.1.2 Preventing Radiation

The welding current and the arc is emitting a wide spectrum of

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

00B.1.3 Preventing damage due to sparkles

Sparkles are commonly flying around from the welding arc. Few
materials withstand the heat from these sparkles. Therefore all cabi-
nets and terminal boxes should be kept closed during the welding.
Sensors, actuators, cables and other equipment out on the engine must
be protected by means of proper protection.

00 - 1
 Appendix B Welding Precautions 200147

Sparkles can also be a problem after they have cooled down, i.e. causing
short circuits, sealing problems etc.

00B.2 Precaution checklists

00B.2.1 Checklists General

The checklists (preferable glued to a plastic plate) in this chapter

should be put into the engines cabinet for respective system type. The
checklist must be easily visible and accessible when opening the
cabinet.

00B.2.2 Basic ECU (Despemes/Spemos) checklist

The following precautions must be paid attention to before welding in

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

00B.2.3 WECS 2000 checklist

The following precautions must be paid attention to before welding in

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

00B.2.4 WECS 3000 checklist

The following precautions must be paid attention to before welding in

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

00 - 2
200147 Welding Precautions Appendix B

00B.2.5 WECS 7000/8000 checklist

The following precautions must be paid attention to before welding in

the vicinity of a WECS 7000 or 8000 control system:
• Deactive the system by disconnecting all external connectors
(X1...X6).
• If the welding point is close to (approximately within a radius of
2 m) an electronic module (SSM-701, SSM-558, CCD/PDM, Cense
etc.) disconnect all connectors of the unit
• Close the covers of the cabinet
• Disconnect the interconnections between the harnesses and the
cabinet.
• If convenient, protect harnesses, cables, sensors and other equip-
ment from sparkles with a proper metal sheet.

00 - 3
 Appendix B Welding Precautions 200147

00 - 4
 22-9601 Main Data, Operating Data and General Design 01

01. Main Data, Operating Data and

General Design

01.1 Identification
The VASA 22 engines have been designed to use different fuels
and a large speed range. Engines with the capability to use fuels
with a viscosity lower than are designated “HF” (Heavy Fuel) and
if not “MD” (marine Diesel). The stroke of the engine is either 240
mm or 260 mm. If the stroke is 260 mm it is indicated by 26 or
22/26. Information about a specific engine number and its desig-
nation can be found either from the engine plate on the engine or
from the Operating Manual of that engine, chapter 09. The VASA
22/26 is available only as in-line configuration.
The data figures presented in the Operation Manual refer to
both 22 and 22/26 engine if not otherwise instructed.

01.2 Main data

Basic data
VASA 22 VASA 22/26
Cylinder bore (mm) 220 220
Stroke (mm) 240 260
Piston displacement per cylinder (litre) 9.12 9.88

Firing order
Engine type Clockwise rotation Counter-clockwise
rotation
4R22, 22/26 1-3-4-2 1-2-4-3
6R22, 22/26 1-5-3-6-2-4 1-4-2-6-3-5
8R22, 22/26 1-3-7-4-8-6-2-5 1-5-2-6-8-4-7-3
8V22 A1-B1-A3-B3-A4-B4-A2-B2 A1-B2-A2-B4-A4-B3-A3-B1
12V22 A1-B1-A5-B5-A3-B3- A1-B4-A4-B2-A2-B6-
A6-B6-A2-B2-A4-B4 A6-B3-A3-B5-A5-B1
16V22 A1-B1-A3-B3-A7-B7-A4-B4- A1-B5-A5-B2-A2-B6-A6-B8-
A8-B8-A6-B6-A2-B2-A5-B5 A8-B4-A4-B7-A7-B3-A3-B1

Normally, the engine rotates clockwise.

01 - 1
 01 Main Data, Operating Data and General Design 22-9601

Lubricating oil volume in the engine

Engine type 4R22 6R22 8R22 8V22 12V22 16V22
4R22/26 6R22/26 8R22/26
Oil volume c. litres 320 450 580 580 670 870
Oil volume between 60 100 125 100 150 195
max. and min. marks
c. litres/mm
Anticorrosive oil c. litres 65 90 110 90 130 160

Cooling water volume in the engine, c. litres

Engine type 4R22 6R22 8R22 8V22 12V22 16V22
4R22/26 6R22/26 8R22/26
Engine and inverse 95 130 170 190 270 350
cooling system

01.3 Recommended operating data (22)

Apply to normal operation at nominal speed.
Normal values Alarm (stop) limits
Load 100 % 30 % 30...100% 30 %
Temperatures, (°C)
Lube oil before engine 62...70 73...80 80 90
Lube oil after engine 10...18 5...8
higher higher
HT water after engine MD 77...85, MD 95 (105),
HF 90...95 HF 105 (110)
HT water before engine 5...8 2...3
lower lower
HT water rise over turbo-
charger 8...12(15) 6...10
LT water before engine 28...38 65...70
Charge air in air receiver 40...60 60...70 75 -
x)
Exhaust gas after cylinder See test records 50 higher
Preheat. of HT- and LT-water 70
Gauge pressures (bar)
Lube oil before engine at a
speed of 900 RPM 4.0...4.5 4.0 3.0(2.0)
1000 RPM 4.0...4.5 4.0
1200 RPM 4.5...5.0 4.5
LT and HTwater before
pumps (=static) 0.7...1.5
LT water before engine 1.8...4.2xx) xxx)

HT water before engine 1.8...4.5xx) xxx)

LT water before charge air

cooler 1.8...4.5xx) xxx)
Fuel before engine MD 2...4, HF 5...7 MD 1.5, HF 4.0
Starting air max. 30 18
Charge air See test records

01 - 2
 22-9601 Main Data, Operating Data and General Design 01

Other pressures (bar)

Firing pressure See test records
Opening pressure of safety
valve on lube oil pump 6...8
Visual indicator and elec-
tronic transducer for high
pressure drop over lube oil fil-
ter and fuel filter 1.2...1.8
x)
See section 20.4, 8- and 16-cylinder engines
xx)
Depending on speed and installation
xxx)
Alarm limit for main engine = idling pressure - 0.3 bar

01.4 Recommended operating data (22/26)

Apply to normal operation at nominal speed.

Normal values Alarm (stop) limits

Load 100 % 30 % 30...100% 30 %
Temperatures, (°C)
Lube oil before engine 62...70 73...80 80 90
Lube oil after engine 10...18 5...8
higher higher
HT water after engine MD 77..85, MD95 (105),
HF 90..95 HF105 (110)
HT water before engine 5...8 lower 2...3 lower
HT water rise over turbo-
charger 8...12(15) 6...10
LT water before engine 28...38 65...70
Charge air in air receiver 40...60 60...70 75 -
Exhaust gas after cylinder See test records 50 higher x)
Preheating of HT and
LT water 70
Gauge pressures (bar)
Lube oil before engine at a
speed of 720 RPM 3.5...4.0 3.5
750 RPM 3.5...4.0 3.5
825 RPM 4.0...4.5 4.0
900 RPM 4.0...4.5 4.0 3.0(2.0)
1000 RPM 4.0...4.5 4.0
1100 RPM 4.0...4.5 4.0
LT and HTwater before
pumps (=static) 0.7...1.5
LT water before engine 2.1...4.2
HT water before engine 1.8...5.0xx) xxx)

LT water before charge air

cooler 1.8...4.4xx) xxx)

Fuel before engine MD 2...4, HF 5...7 MD 1.5, HF 4.0

Starting air max. 30 18
Charge air See test records

01 - 3
 01 Main Data, Operating Data and General Design 22-9601

Other pressures (bar)

Firing pressure See test records
Opening pressure of safety 6...8
valve on lube oil pump
Visual indicator and elec- 1.2...1.8
tronic transducer for high
pressure drop over lube oil fil-
ter and fuel filter
x)
See section 20.4, 8-cylinder engines
xx)
Depending on speed and installation
xxx)
Alarm limit for main engine = idling pressure - 0.3 bar

01.5 Reference conditions

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

In case the engine power can be utilized under more difficult

conditions than those mentioned above it will be stated in the
sales documents. Otherwise, the engine manufacturer can give
advice about the correct output reduction. As a guideline addi-
tional reduction may be calculated as follows:
Reduction factor = (a + b + c) %

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

stated value in the sales document.
b = 1.0 % for every 100 m level difference above stated value
in the sales document.
c = 0.4 % for every °C the cooling water of the charge air
cooler exceeds stated value in the sales document.

01.6 General engine design

The engine is a turbocharged intercooled 4-stroke diesel engine
with direct fuel injection.
The engine block is cast in one piece. The main bearings are
hanging. The main bearing cap is supported by two hydraulically
tensioned main bearing screws and two horizontal side screws.
The camshaft bearing sites are integrated. The charge air receiver
is cast into the engine block as well as the cooling water headers.
The crankcase and camshaft covers, made of light metal, seal
against the engine block by means of O-rings. The lubricating oil
sump is welded.

01 - 4
22-9601 Main Data, Operating Data and General Design 01

The cylinder liners are of wet type and made of special cast iron
and honed to an optimal finish.
The main bearings are fully interchangeable trimetal or bi-
metal which can be removed by lowering the main bearing cap.
The crankshaft is forged in one piece and is balanced by counter
weights as required.
The connecting rods are drop forged. The big end is split
diagonally and the mating faces are serrated. The small end
bearing is stepped to achieve large bearing surfaces. The big end
bearings are fully interchangeable trimetal or bimetal bearings.
The pistons are made of nodular iron and are cooled by oil.
Cooling oil enters the cooling space through the connecting rod,
gudgeon pin and bores in the piston and escapes through bores
in the piston, matched to achieve optimal shaker effect. The piston
skirt is pressure lubricated. The two top ring grooves are hard-
ened.
The piston ring set includes three compression rings — the two
top rings chromium-plated — and a chromium-plated spring-
loaded oil scraper ring located above the gudgeon pin.
The cylinder head, made of special cast iron, is fixed by four
hydraulically tensioned screws.
The inlet valves are stellited and the stems are chromium-
plated. The valve seat rings are made of a special cast iron alloy
and are changeable.
The exhaust valves, also with stellited seats and chromium-
plated stems, seal against the directly cooled valve seat rings.
The water cooler seat rings, made of a corrosion and pitting
resistant material, are changeable.
The camshaft is made up from one-cylinder pieces with inte-
grated cams. The bearing journals are separate pieces and thus
it is possible to remove a camshaft piece sideways.
The injection pumps have integrated roller followers and can
normally be changed without any adjustment. The pumps and
piping are located in a closed space which is heat insulated for
heavy fuel running.
The injection valve is completely embedded in the cylinder
head. The injection pipe is connected sideways by a high pressure
connection piece and therefore fuel oil can under no circumstances
mix with lubricating oil.
The turbochargers are located at the free end of the engine.
On V12 and V16 engine there are two chargers, one for each bank.
The charge air coolers are made as removable inserts, on the
V-engines two indentical ones (one cooler on 8V22).
The lubricating oil system includes gear pump, oil filter, cooler
with thermostat valve, centrifugal bypass filter and an electri-
cally driven prelubricating pump. The oil sump is dimensioned
for the entire oil volume needed, and all cylinder numbers can be
run in wet sump configuration. Dry sump running is also possible.
All components are mounted on the engine.

01 - 5
 01 Main Data, Operating Data and General Design 22-9601

The starting system. The air supply into the cylinders is con-
trolled by the starting air distributor run by the camshaft.
The four-cylinder engine are normally be provided with an air
driven starting motor.

Cross-section of Wärtsilä VASA 22/26, in line engine

Fig 01-1 2201519524

01 - 6
 22-9601 Fuel, Lubricating Oil, Cooling Water 02

02. Fuel, Lubricating Oil, Cooling Water

02.1 Fuel

02.1.1 General
The engine is designed to operate on heavy fuel (residual fuel)
with a maximum viscosity of 55 cSt/100°C (approx. 730 cSt/50°C,
approx. 7200 sec. RI/100°F) and will operate satisfactorily on
blended (intermediate) fuels of lower viscosity, as well as on
distillate fuel. Avoid the use of fuels having a lower viscosity than
about 2.8 cSt at 40°C as such fuels may cause fuel injection pump
plunger or fuel nozzle needle seizure.
The maximum limits of fuel characteristics for a certain engine
are stated in the sales contract.
Blended fuels (residuals and distillate) with a viscosity between
approx. 4 and 7 cSt/100°C (12 and 30 cSt/50°C, 65 and 200 sec.
RI/100°F) containing between 30 and 60 % distillate should,
however, be avoided due to the risk of precipitation of heavy
components in the blend, with filter clogging and large amount of
centrifuge sludge as consequence.
When difficulties with filter clogging are experienced, fuel
incompatibility can be tested by ASTM D 2781 method or similar.

02.1.2 Fuel treatment

[Link] Purification
Heavy fuel (residuals, and mixtures of residuals and distillate)
must be purified in an efficient centrifuge before entering the day
tank. The fuel is to be heated before centrifuging.
Recommended temperatures, depending on the fuel viscosity,
are stated in the diagram, chapter 02, Fig 02-1.
Be sure that the correct gravity disc is used. Never exceed the
flow rates recommended for the centrifuge for the grade of fuel in
use. The lower the flow rate the better the efficiency.
Recommended centrifuge flow rate
Fuel in use
Max. viscosity (cSt/100°C) 10 15 25 35 45 55
Approx. viscosity (cSt/50°C) 50 90 205 350 530 730
Centrifuge flow rate 60 40 30 25 20 15
(% of rated capacity)
For marine diesel oil (max. viscosity 14 cSt at 40°C) a flow rate of
80 % and a temperature of 45°C are recommended.
In case pure distillate fuel is used, centrifuging is still recom-
mended as fuel may be contaminated in the storage tanks.

VASA 22 02 - 1
 02 Fuel, Lubricating Oil, Cooling Water 22-9601

Rated capacity of the centrifuge may be used provided the fuel

viscosity is less than 12 cSt at centrifuging temperature.
Marine Gas Oil viscosity is normally less than 12 cSt at 15°C.

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

Fuel oil viscosity-temperature diagram

Centistokes
5000

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

3 14 cSt at 40 °C

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

°C

Fig 02-1 2202529426

Example: A fuel oil with a viscosity of 380 cSt (A) at 50°C (B) or
80°C (C) must be preheated to 115-130° C (D-E) before the fuel
injection pumps, to 98°C (F) at the centrifuge and to minimum
40°C (G) in storage tanks. The fuel oil may not be pump able below
36°C (H).
To obtain temperatures for intermediate viscosities, draw a line
from the known viscosity/temperature point in parallel to the
nearest viscosity/temperature line in diagram.

02 - 2 VASA 22
 22-9601 Fuel, Lubricating Oil, Cooling Water 02

Example: Known viscosity 60 cSt at 50°C (K). The following can

be read along the dotted line: viscosity at 80°C = 20 cSt, tempera-
ture at fuel injection pumps 74-87°C, centrifuging temperature
86°C, minimum storage tank temperature 28°C.

Conversion from varies current and obsolete viscosity units to

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

Viscosity conversion diagram

Centistokes
5000

2000
1000
600
400
300
200

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

10 20 50 100 200 500 1000 2000 5000 10000

Sec. Saybolt Furol
1 2 5 10 20 50 100 200 500 1000
° Engler
10 20 50 100 200 500 1000 2000 5000 10000
[Link] I
10 20 50 100 200 500 1000 2000 5000 10000
Sec. Saybolt Universal

Fig 02-2 2202539426

When converting viscosities from one of the units on the abscissa

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

VASA 22 02 - 3
 02 Fuel, Lubricating Oil, Cooling Water 22-9601

[Link] Viscosity control

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

02.1.3 Maximum limits of fuel characteristics

The diesel engine Wärtsilä Vasa 22 is designed and developed for
continuous operation, without reduction in the rated output, on
fuels with the following properties:

Heavy Marine
Fuel characteristics, max. limits fuel diesel fuel
(HF) (MD)
Density at 15°C (g/ml) 1.0101) 0.900
Viscosity, kinematic, at 100°C (cSt) 55 -
Viscosity, kinematic, at 40°C (cSt) - 14.00
Viscosity, kinematic, at 50°C (cSt) 730 11.00
Viscosity, kinematic, at 100°F sRI 7200 70.00
Water content (% volume) 1.0 0.25
Water content (before engine) (% weight) 0.3 0.20
Carbon residue, Conradson (% weight) 22 -
Asphaltenes (% weight) 14 -
Flash point,
closed Pensky-Martens, min (°C) 60.0 60.0
Pour point, upper max. (°C) 30 6

The requirements above also correspond to the demands of:

• ISO 8217: 1987(E), ISO-F-RMH 55 and RML 551)
• BS 6843: Part 1: 1987, ISO-F-RMH 55 and RML 551)
• CIMAC 1990, class H 55 and K 551)
1)
Provided the fuel treatment system can remove water and solids.
2)
According to the actual fuel

The maximum limits of fuel characteristics for a certain engine

are stated in the sales contract.

02.1.4 Comments on fuel characteristics

a) Viscosity is no criterion of the fuel quality, but determines the
complexity of the fuel heating and handling system, which
should be considered when estimating installation economy.
The standard engine fuel system is designed for max.
55 cSt/100°C fuel (approx. 730 cSt/50°C or approx.
7200 sec. RI/100°F).

02 - 4 VASA 22
 22-9601 Fuel, Lubricating Oil, Cooling Water 02

b) With a density of more than 0.991 g/ml at 15°C, water, in

particular and to some extent solid matter can no longer be
removed with certainty by a centrifuge. Centrifuging systems
that are claimed to be able to clean fuel oils with densities up
to 1.010 g/ml at 15°C are available. If such systems are in-
stalled, fuels with densities up to 1.010 g/ml at 15°C may be
used.

Caution! Fuel oils having high density in combination with low viscosity
may have low ignition quality.

c) High sulphur content increases the risk for corrosion and

wear, particularly at low loads, and may contribute to high-
temperature deposit formation.
d) High ash content causes abrasive wear, and may cause high-
temperature corrosion and contributes to deposit formation.
The most harmful ash constituents are vanadium and sodium.
e) High vanadium content causes hot corrosion on exhaust
valves particularly in combination with high sodium content.
The corrosion increases with increased temperatures (in-
creased engine output).
f) Sodium contributes to hot corrosion on exhaust valves when
combined with high vanadium and sulphur content. It also
contributes to deposit formation on valves, nozzle rings, etc.
The aggressiveness of the fuels depends on, not only the
quantity, but also of the proportions of sodium and vanadium.
The worst combination is when the sodium content is about
25-40 % of the vanadium content.
g) High conradson carbon may cause deposit formation in com-
bustion chamber and exhaust system, particularly at low en-
gine output.
h) High content of asphaltenes may contribute to deposit forma-
tion in combustion chamber and exhaust systems at low loads.
Asphaltenes may under certain circumstances precipitate
from the fuel and block filters and/or cause deposits in the fuel
system. Precipitating asphaltenes may also cause excessive
centrifuge sludge.
i) Heavy fuels may contain considerable amounts of water (up
to 1 %). Water may also originate from the installation bunker
tanks. To avoid difficulties in the engine fuel injection system
the water content must be reduced to max. 0.3 % by centrifug-
ing.
j) Ignition quality. Heavy fuels may have very low ignition qual-
ity at low load operation. This may cause trouble at start and
low load operation particularly if the engine is not sufficiently
preheated. Low ignition quality may also result in long ignition
delay and as a consequence, in high firing pressure rise ratio,
which may damage engine components, e.g. piston rings.

VASA 22 02 - 5
 02 Fuel, Lubricating Oil, Cooling Water 22-9601

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

fuel standards. The same applies to ISO-F-DMC marine distillate
fuel. The ignition quality of these fuels cannot — for a variety of
reasons — be determined by methods used for pure distillates,
i.e. Diesel Index, Cetane Index and Cetane Number.
Shell and BP have developed equations for prediction of the
ignition quality of residual fuels. Both equations provide suffi-
cient accuracy for prediction of the ignition quality of the vast
majority of fuels bunkered, although they may fail on some very
unusual blends. Both equations can easily be solved with a
scientific pocket calculator. Only the fuel density and viscosity
need to be known.

Shell Calculated Carbon Aromaticity Index (CCAI)

CCAI = D - 81 - 141 log10 log10 (Vk+0.85)

D = density (kg/m3 at 15°C)

Vk = viscosity (cSt at 50°C)
CCAI can also be determined (but with limited accuracy) by the
diagram, Fig 02-3.

Note! An increased CCAI value indicates decreased ignition quality.

BP Calculated Ignition Index (CII)

CII = (270.795 + 0.1038T) - 254.565 D + 23.708 log10 log10 (Vt+0.7)

D = density (kg/l at 15°C)

Vt = viscosity in cSt measured at any temperature between 50 and
100°C
T = temperature (°C) between 50 and 100

Note! A decreased CII value indicates decreased ignition quality

Basically a low viscosity in combination with a high density will

result in a high CCAI and a low CII, i.e. low ignition quality.

02 - 6 VASA 22
 22-9601 Fuel, Lubricating Oil, Cooling Water 02

Nomogram for deriving CII and CCAI

VISCOSITY DENSITY CII CCAI

cSt (mm2/s) (kg/m3 at 15°C)
820
60
50°C at 100°C 840
4
55
860 800
2
5
880 50 810
6
7 820
900
8 3 45
9 830
10 920
840
4 40
15 940 850
5
20 960 35 860
6
25
30 7 870
8 980
35 30
40 9 880
50 10 1000
890
25
75
15 1020 900
100
150 20 20 910
1040
200 25
250 30 920
300
35 15
400 40 930
500
50
750 60
1000

Fig 02-3 2202579426

What do the values mean?

Straight run residues show CCAI values in the 770 to 840 range
and are very good igniters. Cracked residues delivered as bunkers
may range from 840 to — in exceptional cases — above 900. Most
bunkers remain in the 850 to 870 range at present.
The CCAI value is not an exact tool for judging fuel ignition. The
following guidelines can, however, be given:
• engines running at constant speed and load ≥ 50 % can use
fuels with CCAI ≤ 870,
• engines running at variable speed and load can use fuels
with CCAI ≤ 860.

VASA 22 02 - 7
 02 Fuel, Lubricating Oil, Cooling Water 22-9601

To avoid difficulties with poor ignition quality fuels the following

should be noted:
• sufficient preheating of the engine at start,
• proper function of inverse cooling system,
• proper function of injection system, in particular injection
nozzle condition.

Symptoms of low ignition quality are:

“Diesel Knock”, i.e. hard, high pitch combustion noise
Effects of diesel knock are:
Increased mechanical load on components surrounding the com-
bustion space, increased thermal load, increased lub. oil consump-
tion and increased lub. oil contamination.

Caution! Although low ignition quality produces long ignition delay,

advancing the ignition timing makes things only worse; fuel is
injected at a lower compression temperature and this will
produce even longer ignition delay.

k) Abrasive particles. Fuel may contain highly abrasive particles

composed of aluminium and silicon oxides known as “catalytic
fines” from certain refining processes. If not removed by effi-
cient fuel treatment, considerable wear on vital engine compo-
nents, like injection equipment, may be experienced.

02.1.5 Measures to avoid difficulties when running

on heavy fuel
Poor fuel quality will, however, influence wear, engine part life
time and maintenance intervals adversely.
In order to obtain maximum operating economy it is recom-
mendable:
a) to limit maximum continuous output as much as operating
conditions allow if fuel is known or suspected to have high
vanadium content (above 200 ppm) and especially if the sodium
content simultaneously is about 25 - 40 % of the vanadium
content.
b) to limit low load operation as much as operating conditions
allow if fuel is known or suspected to have high sulphur content
(above 3 %), carbon content (Conradson carbon above 12 %)
and/or asphaltene content (above 8 %).
Operation below 20 % of rated output should be limited to max.
100 hours continuously, by loading the engine above 70 % of rated
load for one hour before continuing the low load operation or
shutting down the engine.
Idling (i.e. main engine declutched, generator set disconnected)
should be limited as much a possible. Warming-up of the engine

02 - 8 VASA 22
 22-9601 Fuel, Lubricating Oil, Cooling Water 02

at no load for more than 3 minutes before loading, as well as idling

more than 3 minutes before stopping is unnecessary and should
be avoided.

02.1.6 General advice

To avoid stability and incompatibility problems (precipitation of
heavy components in the fuel), avoid if possible blending of fuels
from different bunker stations, unless the fuels are known to be
compatible.
If stability and compatibility problems occur, never add distil-
late fuel, as this will probably increase precipitation. A fuel
additive with a highly powerful dispersing characteristics can be
of help until a new fuel delivery takes place.
The characteristics of heavy fuels blended from residuals from
modern refinery processes like catalytic cracking and visbreaking
may approach at least some of the maximum limits of fuel
characteristics given in the table in chapter 02, section 02.1.3.
Compared with “traditional” heavy fuels blended from straight
run residuals the “modern” heavy fuels may have reduced ignition
and combustion quality.
Fuels blended from catalytic cracking residuals may contain
very abrasive catalytic fines (silicon and aluminium oxides)
which, if allowed to enter the injection system, may wear down
injection pumps and nozzles in a few hours.
Some of the difficulties that may occur when operating on heavy
fuels blended from cracked residuals can be avoided by:
• sufficient separating capacity. The best and most distur-
bance-free results are obtained with purifier and clarifier in
series. Alternatively the main and stand-by separators may
be run in parallel, but this makes heavier demands on correct
gravity disc choice and constant flow and temperature con-
trol to achieve optimum results. The flow rate through the
centrifuges should not exceed the maximum fuel consump-
tion by more than 10 %,
• sufficient heating capacity to keep centrifuging and injection
temperatures at recommended levels. It is important that
the temperature fluctuations are as low as possible (±2°C
before centrifuge) when centrifuging high viscosity fuels
with densities approaching 0.991 g/ml at 15°C,
• sufficient preheating of the engine and the fuel systems
before starting the engine,
• keeping fuel injection equipment and the inverse cooling
system in good condition.

VASA 22 02 - 9
 02 Fuel, Lubricating Oil, Cooling Water 22-9601

02.2 Lubricating oil

02.2.1 System oil characteristics

Viscosity. Viscosity class SAE 30 or SAE 40. SAE 40 is preferred.
Alkalinity. The required lubricating oil alkalinity is tied to the
fuel specified for the engine, which is shown in the table below.

Fuel standards and lubricating oil requirements

Category Fuel standard Lube oil BN
A ASTM D 975-81, GRADE ID, 2D,
PROPOSED 3D
BS 6843: 1987 ISO-F-DMX, DMA 10 - 40
BS 2869-1983, CLASS A1, A2
ISO 8217: 1987(E) ISO-F-DMX, DMA
B ASTM D 975-81, GRADE 4D
BS 6843: 1987 ISO-F-DMB 15 - 40
ISO8217: 1987(E) ISO-F-DMB
C ASTM D 396, GRADE NO 4-6
BS 6843: 1987 ISO-F-DMC, RMA10-RML55
CIMAC 1986, CIMAC A10-K55 25 - 40
ISO 8217: 1987(E) ISO-F-DMC, RMA10-RML55

It is recommended to use BN 40 lubricants with category C fuels.

If very low sulphur residual fuel is used, BN 30 lubricants can be
used. BN 30 lubricants can also be used if experience shows that
the lubricating oil BN equilibrium remains at an acceptable level.
Additives. The oils should contain additives that give good
oxidation stability, corrosion protection, load carrying capacity,
neutralization of acid combustion and oxidation residues, prevent
deposit formation on internal engine parts (piston ring zone and
bearing surfaces in particular).
Foaming characteristics. Fresh lubricating oil should meet the
following limits for foaming tendency and stability (according to
the ASTM D 892-92 test method):
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
In this test certain amount of air is blown through the lubricat-
ing oil sample. The first number in the results is the foam volume
after a blowing period of 5 minutes and should be less than or
equal to 100 ml. The second number is the foam volume after a
settling period of 10 minutes and should always be 0 ml.
Sequences I and III are performed at a temperature of 24 °C and
sequence II at a temperature of 93.5 °C.
Classification. The oil should meet the API Service CD classifi-
cation.

02 - 10 VASA 22
 22-9601 Fuel, Lubricating Oil, Cooling Water 02

02.2.2 Lubricating oil qualities

Approved system oils - all fuel categories - for Wärtsilä Vasa 22, 22/26 engines
Designation (brand name) of Fuel
Lubricating oil supplier Visc. BN
lubricating oil supplier categ.
Adnoc-Fod Marine Engine Oil X324 SAE 30 24 A, B, C
Marine Engine Oil X424 SAE 40 24 A, B, C
Marine Engine Oil X330 SAE 30 24 A, B, C
Marine Engine Oil X430 SAE 40 24 A, B, C
Agip Cladium 400 SAE 30 SAE 30 40 A, B, C
Cladium 400 SAE 40 SAE 40 40 A, B, C
BP Energol IC HF 303 SAE 30 30 A, B, C
Energol IC HF 304 SAE 40 30 A, B, C
Energol IC HF 404 SAE 40 40 A, B, C
Caltex DELO 3000 Marine SAE 30 SAE 30 30 A, B, C
DELO 3000 Marine SAE 40 SAE 40 30 A, B, C
DELO 3400 Marine SAE 30 SAE 30 40 A, B, C
DELO 3400 Marine SAE 40 SAE 40 40 A, B, C
Castrol MLC 30 SAE 30 12 A
MLC 40 SAE 40 12 A
Marine 215 MXD SAE 30 22 A, B
Marine 220 MXD SAE 40 22 A, B
MXD 303 SAE 30 30 A, B, C
MXD 304 SAE 40 30 A, B, C
MXD 403 SAE 30 40 A, B, C
MXD 404 SAE 40 40 A, B, C
Compañia Española CEPSA Troncoil 3030 SAE 30 30 A, B, C
de Petroleos, S.A. CEPSA Troncoil 3530 SAE 30 35 A, B, C
CEPSA Troncoil 4030 SAE 30 40 A, B, C
CEPSA Troncoil 30340 SAE 40 30 A, B, C
CEPSA Troncoil 3540 SAE 40 35 A, B, C
CEPSA Troncoil 4040 SAE 40 40 A, B, C
Ertoil Koral 30 SAE 30 SAE 30 30 A, B, C
Ertoil Koral 35 SAE 30 SAE 30 35 A, B, C
Ertoil Koral 40 SAE 30 SAE 30 40 A, B, C
Ertoil Koral 30 SAE 40 SAE 40 30 A, B, C
Ertoil Koral 35 SAE 40 SAE 40 35 A, B, C
Ertoil Koral 40 SAE 40 SAE 40 40 A, B, C
Chevron DELO 3000 Marine 30 SAE 30 30 A, B, C
DELO 3000 Marine 40 SAE 40 30 A, B, C
DELO 3400 Marine 30 SAE 30 40 A, B, C
DELO 3400 Marine 40 SAE 40 40 A, B, C
Compagnie Total HMA SAE 330 SAE 30 30 A, B, C
Francaise de Raffinage Total HMA SAE 340 SAE 30 40 A, B, C
Total HMA SAE 430 SAE 40 30 A, B, C
Total HMA SAE 440 SAE 40 40 A, B, C
Esso Exxmar 12TP 30 SAE 30 12 A
Exxmar 12TP 40 SAE 40 12 A
Exxmar 24TP 30 SAE 30 24 A, B, C
Exxmar 24TP 40 SAE 40 24 A, B, C
Exxmar 30TP 30 SAE 30 30 A, B, C
Exxmar 30TP 40 SAE 40 30 A, B, C
Exxmar 40TP 30 SAE 30 40 A, B, C
Exxmar 40TP 40 SAE 40 40 A, B, C
Exxmar 30TP 30 PLUS SAE 30 30 A, B, C
Exxmar 30TP 40 PLUS SAE 40 30 A, B, C
Exxmar 40TP 30 PLUS SAE 30 40 A, B, C
Exxmar 40TP 40 PLUS SAE 40 40 A, B, C

VASA 22 02 - 11
 02 Fuel, Lubricating Oil, Cooling Water 22-9601

Approved system oils - all fuel categories - for Wärtsilä Vasa 22, 22/26 engines
Designation (brand name) of Fuel
Lubricating oil supplier Visc. BN
lubricating oil supplier categ.
Elf Lub Marine Aurelia XT 3055 SAE 30 55 A, B, C
Aurelia XT 4055 SAE 40 55 A, B, C
Aurelia XT 4040 SAE 40 40 A, B, C
Aurelia XT 3040 SAE 30 40 A, B, C
Aurelia 3030 SAE 30 30 A, B, C
Aurelia 4030 SAE 40 30 A, B, C
Engen Petroleum Genmarine EO 3030 SAE 30 30 A, B, C
Genmarine EO 4030 SAE 40 30 A, B, C
Genmarine EO 4040 SAE 40 40 A, B, C
Fina Stellano 330 SAE 30 30 A, B, C
Stellano 430 SAE 40 30 A, B, C
Stellano 340 SAE 30 40 A, B, C
Stellano 440 SAE 40 40 A, B, C
Indian Oil Corp.. Servo Marine C-303 SAE 30 30 A, B, C
Servo Marine C-304 SAE 40 30 A, B, C
Servo Marine C-403 SAE 30 40 A, B, C
Servo Marine C-404 SAE 40 40 A, B, C
Kuwait Petroleum Q8 MOZART HPM 30 SAE 30 12 A
Q8 MOZART HPM 40 SAE 40 12 A
Mobil Mobilgard 312 SAE 30 15 A
Mobilgard 412 SAE 40 15 A
Mobilgard 324 SAE 30 30 A, B, C
Mobilgard 424 SAE 40 30 A, B, C
Mobilgard 342 SAE 30 40 A, B, C
Mobilgard 442 SAE 40 40 A, B, C
Neste NST 30 SAE 30 30 A, B, C
NST 40 SAE 40 30 A, B, C
Nippon Oil Co. Super MDL MX 40 SAE 40 22 A, B
Super MDL SX 30 SAE 30 33 A, B
MDL SL 230 SAE 30 20 A
MDL SL 240 SAE 40 20 A
Norol Marine HA 303 SAE 30 30 A, B, C
Marine HA 304 SAE 40 30 A, B, C
Marine HA 404 SAE 40 40 A, B, C
Olje-Energi Goth Oil 325 SAE 30 25 A, B, C
Petrobras Marbax CCD-330 SAE 30 30 A, B, C
Marbax CCD-430 SAE 40 30 A, B, C
Marbax CCD-340 SAE 30 40 A, B, C
Marbax CCD-440 SAE 40 40 A, B, C
Phillips Oil Trading Ltd Marine SR 30 SAE 30 30 A, B, C
Marine SR 40 SAE 40 30 A, B, C
Repsol Neptuno 3000 SAE 30 SAE 30 30 A, B, C
Neptuno 3000 SAE 40 SAE 40 30 A, B, C
Neptuno 4000 SAE 30 SAE 30 40 A, B, C
Neptuno 4000 SAE 40 SAE 40 40 A, B, C
Shell Sirius FB SAE 30 9 A
Sirius FB SAE 40 9 A
Argina T 30 SAE 30 30 A, B, C
Argina T 40 SAE 40 30 A, B, C
Argina X 40 SAE 40 40 A, B, C

02 - 12 VASA 22
 22-9601 Fuel, Lubricating Oil, Cooling Water 02

Approved system oils - all fuel categories - for Wärtsilä Vasa 22, 22/26 engines
Designation (brand name) of Fuel
Lubricating oil supplier Visc. BN
lubricating oil supplier categ.
Teboil Teboil Ward S 30 T SAE 30 SAE 30 30 A, B, C
Teboil Ward S 30 T SAE 40 SAE 40 30 A, B, C
Teboil Ward L 30 T SAE 30 SAE 30 30 A, B, C
Teboil Ward L 30 T SAE 40 SAE 40 30 A, B, C
Teboil Ward L 40 T SAE 30 SAE 30 40 A, B, C
Teboil Ward L 40 T SAE 40 SAE 40 40 A, B, C
Teboil Ward O 30 T SAE 30 SAE 30 30 A, B, C
Teboil Ward O 30 T SAE 40 SAE 40 30 A, B, C
Teboil Ward O 40 T SAE 30 SAE 30 40 A, B, C
Teboil Ward O 40 T SAE 40 SAE 40 40 A, B, C
Texaco Taro XD 30 SAE 30 16 A
Taro XD 40 SAE 40 16 A
Taro DP 30 SAE 30 32 A, B, C
Taro DP 40 SAE 40 32 A, B, C
Taro XL 40 SAE 40 42 A, B, C

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

Never blend different oil brands unless approved by oil supplier

and, during guarantee time, by engine manufacturer.

02.2.3 Maintenance and control

of the lubricating oil
a) Centrifuging of the system oil is recommended in order to
separate water and insolubles from the oil. Water must not be
added when centrifuging (“washing”). The oil should be pre-
heated at least to 80 - 95°C. Many oil manufacturer recommend
a separation temperature of 85 - 95°C for an effective separa-
tion. Please check with the supplier of your lubricating oil what
the optimal temperature is. Use the highest recommended
temperature.
For efficient centrifuging, use only about 20 % of the rated flow
capacity of the separator. For optimum conditions the centrifuge
should be capable of passing the entire oil quantity in circulation
4 - 5 times every 24 hour at 20 % of rated flow. The gravity disc
to be chosen according to oil density at separation temperature.

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

increase the water content of the oil under certain circum-
stances! (The water control valve fails.)

VASA 22 02 - 13
 02 Fuel, Lubricating Oil, Cooling Water 22-9601

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

ples of the lubricating oil after about 250, 500 and 1000 oper-
ating hours. The sample should be sent to the oil supplier for
analysis. On the basis of the results it is possible to determine
suitable intervals between oil changes. After that the oil can
be analysed at about 500 operating hours intervals.
To be representative of the oil in circulation, the sample should
be taken with the engine in operation at the sampling cock located
immediately after the oil filter on the engine, in a clean container
holding 0.75 - 1 litre. Take samples before, not after adding new
oil to compensate for consumption. Before filling the container,
rinse it with the oil from which sample is to be taken.
In order to make a complete assessment of the condition of the
oil in service, the following details should be furnished with the
sample: Installation, engine number, oil brand, engine operating
hours, number of hours the oil has been in use, where in the
system sample was drawn, type of fuel, any special remarks. Oil
samples with no information except installation and engine num-
ber are close to valueless.
When estimating the condition of the used oil, the following
properties should be observed. Compare with guidance values
(type analysis) for new oil of the brand used.

Viscosity. Should not rise by more than 25 % above the guidance

value at 100°C. Maximum permissible viscosity for a SAE 30
grade oil is 140 cSt at 40°C and 15 cSt at 100°C.
Maximum permissible viscosity for a SAE 40 grade oil is 212 cSt
at 40°C and 19 cSt at 100°C.
Minimum permissible viscosity is 70 cSt at 40°C and 9 cSt at
100°C.
Flash point. Should not fall by more than 50°C below the
guidance value. Minimum permissible flash point (open cup)
170°C. At 150°C risk of crankcase explosion.
Water content. Should not exceed 0.2 %. At 0.5 % measures must
be taken; either centrifuging or oil change.
BN(Base Number).
• fuel category A: The minimum allowable BN value of a used
oil is 50% of the nominal value of a new oil,
• fuel categories B and C:
For lubricating oils with nominal BN value between 30 and
40, the minimum allowable value of a used oil is 50% of the
nominal value of a new oil.
For lubricating oils with nominal BN values between 24 and
30, the minimum allowable value of a used oil is BN 15.
Insolubles. The quantity allowed depends on various factors.
The oil supplier’s recommendations should be followed. However,
an n-Pentan insoluble value above 1.5 % calls for attention. A
value higher than 2% cannot be accepted for longer periods.
In general it can be said that the changes in the analyses give
a better basis of estimation than the absolute values.

02 - 14 VASA 22
 22-9601 Fuel, Lubricating Oil, Cooling Water 02

Fast and great changes may indicate abnormal operation of the

engine or of a system.
c) Compensate for oil consumption by adding maximum 10 %
new oil at a time. Adding larger quantities can disturb the
balance of the used oil causing, for example, precipitation of
insolubles. Measure and record the quantity added. Attention
to the lubricating oil consumption may give valuable informa-
tion about the engine condition. A continuous increase may
indicate that piston rings, pistons and cylinder liners are
getting worn, a sudden increase motivates pulling the pistons,
if no other reason is found.
d) Guidance values for oil change intervals are to be found in
chapter 04. The intervals between changes are influenced by
operating conditions, fuel quality, centrifuging efficiency and
total oil consumption. Efficient centrifuging and large systems
(dry sump operation) generally allow for long intervals be-
tween changes. It is recommended to follow up that the BN
value of the lubricating oil keeps within Wärtsilä Diesel’s
limits during the whole oil change interval.
When changing oil the following procedure is recom-
mended:
1 Empty oil system while oil is still hot. Be sure that oil
filters and coolers are also emptied.
2 Clean oil spaces, including filters and camshaft comp-
artment. Insert new filter cartridges.
3 Fill a small quantity of new oil in the oil sump and circu-
late with the pre-lubricating pump. Drain.
4 Fill required quantity of oil in the system, see chapter 01,
section 01.1.
Oil samples taken at regular intervals, analysed by the oil
supplier and the analysis results plotted as a function of op-
erating hours is an efficient way of predicting oil change in-
tervals.
Send, or ask the oil supplier to send copies of oil analyses
to the engine manufacturer who will then assist in the evalu-
ation.

02.2.4 Lubricating oil for the governor

See the Instruction Book for the governor (attached). An oil of
viscosity class SAE 30 and SAE 40 is normally suitable and
usually the same oil can be used as in the engine system. Turbo-
charger oil can normally also be used in governor. Oil change
interval: 2000 h service.

VASA 22 02 - 15
 02 Fuel, Lubricating Oil, Cooling Water 22-9601

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

02.2.5 Lubricating oils for ABB-VTR turbochargers

with ball and roller bearings
See the Instruction Book for the turbocharger, attached. Only
such lubricant may be used which have a viscosity of 61 - 90 cSt
at 40°C and 7.5 - 12 at 100°C, turbine oils are preferred. Oil change
interval is 500 h service for normal mineral oils, 1500 h service
for special mineral oils and 2500 h service for synthetic lubricating
oils.

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

Mineral oils: oil change interval 500 h

Viscosity (cSt) Viscosity
Manufacturer Brand name
40°C 100°C Index (VI)
Agip Ote 68 64 8.6 107
BP Energol THB 68 65 8.4 99
Turbinol 68 68 8.7 100
Bartran 68 68 8.7 100
Caltex Regal Oil R & O 68 65.5 8.5 100
Rando Oil 68 64.9 8.5 101
Rando Oil HD 68 67 8.8 104
Rando Oil HDZ 68 66 10.7 152
Castrol Perfekto T 68 64 8.25 95
Hyspin AWS 68 68 8.6 96
Hyspin AWH 68 68 10.9 150
Hyspin AWH-M 68 68 10.9
Chevron Chevron GST 68 68 9.02 107
Mechanism LPS 68 68 10.9 151
Cosmo Turbine Super 68 68 8.7 100
Elf Turbine T 68 71 9.0 100
Turbelf SA 68 68 8.94 105
Visga 68 73 11.7 155
Hydrelf DS 68 72.5 11.6 151
Esso Esso Tro-Mar T / Teresso 77 76 9.5 103
Teresso 68 67 8.8 108
Nuto H 68 64 8.4 101
Fina Turbine oil medium(68) / 68 9.2 112
BAKOLA 68
Turbine oil heavy (80) 80 10.2 108
Hydran LZ 68 70.6 9.07 100
Hindustan Petroleum Turbinol 68 62-66 8.2 95
Turbinol 77 75-83 9.6 95
Idemitsu Daphne super turbine HT-68 68.1 9.1 110

02 - 16 VASA 22
 22-9601 Fuel, Lubricating Oil, Cooling Water 02

Mineral oils: oil change interval 500 h

Viscosity (cSt) Viscosity
Manufacturer Brand name
40°C 100°C Index (VI)
Indian Oil Corp. Servoprime 68 64-72 8.15 95
Servoprime 76 74-80 9.13 95
Servopress 68 64-72 8.5 95
Servosystem HLP 68 64-72 8.5 95
Kuwait Petroleum Van Gogh 68 68 8.7 98
Mobil Rarus 427 (Not US version) 81 9.9 95
DTE Oil Heavy Medium 61.2 8.6 100
DTE 16 M 71 10.3 130
Repsol Telex E-68 68 9.0 105
Aries 68 68 9.5 95
Shell Turbo Oil T 68 68 8.7 98
Turbo Oil T 78 78 9.4 96
Tellus Oil 68 68 8.8 102
Statoil Turbway 68 67 8.5 96
Hydraway HMA 68 63 8.0 95
Texaco Regal Oil R & O 68 64.7 8.3 96
Rando Oil HD 68 61.5 8.2 101
Total Preslia 68 68.0 8.7 100

Special mineral oils: oil change interval 1 500 h

Viscosity (cSt) Viscosity
Manufacturer Brand name
40°C 100°C Index (VI)
BP Energol RC 68 68 8.8 104
Shell Madrela AP 68 68 8.5 94
Valvoline Compressor oil 62 90 10.0 92

Synthetic lubricating oils: oil change interval 2 500h

Viscosity (cSt) Viscosity
Manufacturer Brand name
40°C 100°C Index (VI)
Castrol Aircol SN 68 65.0 7.7 69
Chevron Tegra 68 64.6 10.4 149
Elf Barelf CH 68 69.9 8.9 100
Esso Synesstic 68 65.0 7.7 67
Kuwait Petroleum Schumann 68 68.0 10.3 138
Mobil Rarus SHC 1026 66.8 10.4 144
Nyco Nycolube 3060 93.0 10.0 85

These lubricating oils are in regard of viscosity and quality

according to the recommendations.

02.2.6 Lubricating grease for the fuel feed pump

For further information about the pump see chapter 17. or the
separate instructions attached. Regreasing interval: see chapter
04.

VASA 22 02 - 17
 02 Fuel, Lubricating Oil, Cooling Water 22-9601

Caution! The pump should be regreased after one hour of operation

when the pump is new or has been overhauled.

The following grease is recommended: Klüber Unisilikon L50/2.

The pump is to be regreased only under running conditions!

02.2.7 Lubricating grease for the electric driven

prelubricating pump
For further information about the pump see chapter 18. or the
separate instructions attached. Regreasing interval: see chapter
04.

Caution! The pump should be regreased after one hour of operation

when the pump is new or has been overhauled.

The following greases are recommended:

• BP Energrease LS2,
• Caltex Regal Starfak Premium 2,
• Esso Beacon 325,
• Nynäs FL3-42,
• Shell Alvania 3.

The pump is to be regreased only under running conditions!

02.2.8 Lubricating oil for the pneumatically oper-

ated starting motor (4R22, 4R22/26 only)
For further information about the pump see chapter 21. or the
separate instructions attached.
Check regularly that the oil level in the lubricator is between
the maximum and minimum values. The following oil qualities
are recommended:
• Gali HI 33EP,
• Shell Turbo 27,
• Castrol Hyspin 80,
• BP Energol HP46,
• Mobil Deterrgent Light.

02 - 18 VASA 22
 22-9601 Fuel, Lubricating Oil, Cooling Water 02

02.3 Cooling water

02.3.1 General
In order to prevent corrosion, scale deposits or other deposits in
closed circulating water systems, the water must be treated with
additives.
Before treatment, the water must be limpid and have a hardness
below 10 doH, a chloride content of less than 80 mg/l and a pH
value above 7. Further, the use of approved cooling water addi-
tives is mandatory.

Caution! Distilled water without additives absorbs carbon dioxide from

the air, which involves great risk of corrosion.

Sea water will cause severe corrosion, and deposit formation, even
if supplied to the system in small amounts.
Rain water has a high oxygen and carbon dioxide content: great
risk of corrosion; unsuitable as cooling water.
If risk of frost occurs, please contact the engine manufacturer
for use of anti-frost additives.

Caution! The use of glycol in the cooling water is not recommended.

02.3.2 Additives
As additives, use products from well-known and reliable suppliers
with vast distribution nets. Follow thoroughly the instructions of
the supplier.

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

The table below shows the qualities of some usual cooling water
additives. Some commercially available water treatment prod-
ucts are listed.
In an emergency, if compounded additives are not available,
treat the cooling water with sodium nitrite (NaNO2) in portions
of 5 kg/m3. To obtain a pH value of 9, add caustic soda (NaOH), if
necessary.

Attention! Sodium nitrite is toxic.

VASA 22 02 - 19
 02 Fuel, Lubricating Oil, Cooling Water 22-9601

02.3.3 Treatment
When changing the additive or when entering additive into a
system where untreated water has been used the complete system
must be cleaned (chemically) and rinsed before fresh treated
water is poured into the system. If, against our recommendations,
an emulsion oil has been used, the complete system must be
absolutely cleaned from oil and greasy deposits.
Evaporated water should be compensated by untreated water;
if treated water is used the content of additives may gradually
become too high. To compensate for leakage or other losses, add
treated water.
In connection with maintenance work calling for drainage of the
water system, take care of and reuse the treated water.

02.0.4. Summary of the most common cooling water additives

Additive Advantages Disadvantages Suitability
- good efficiency - determination of the - suitable as additive
Sodium - small active quantities concentration can be done except in air cooled
0.5 % by mass only with special equipment heat exchangers with
nitrite - cheap large soft solder
surfaces
- no increased risk of - tendency to attack zinc
corrosion at over or coverings and soft
Nitrite under-doses solderings
- innocuous for the skin - toxic: lethal dosage 3...4 g
+ - allowed for use in fresh solid nitrite
borate water generators
intended for house-
keeping purposes
- good efficiency - increased risk of corrosion - suitable as additive
- small active quantities, when too low concen- for purposes where
Sodium 0.5 %by mass tration: spot corrosion the toxic effect can be
chromate - reasonable price - injurious for the skin tolerated.
or - simple determination of - toxic: lethal dosage 1 g Caution at use and
potassium concentration - prohibited for use in fresh thorough control are
chromate (comparison of colour water generators intended necessary
with test solution) for house keeping
- available anywhere purposes
- not toxic - not active when water - limited suitability
- harmless to handle velocity exeeds 2m/s
Sodium - commercial products very
expensive
silicate - increased risk of corrosion
when too low concent-
ration: spot corrosion
- not toxic - more expensive than toxic
Sodium - harmless to handle additives
molybdate - increased risk of corrosion,
sensitive to correct dosage

02 - 20 VASA 22
 22-9601 Fuel, Lubricating Oil, Cooling Water 02

Approved cooling water treatment products

Supplier Product designation
Drew Ameroid Marine Division Maxicard
Ashland Chemical Company DEWT-NC powder
One Drew Plaza Liquidewt
Boonton, NJ 07005, USA Vecom CWT Diesel QC-2
Grace Dearborn Ltd. Dearborn 547
Widnes, Chesire W A8 8UD
United Kingdom
Houseman Ltd Cooltreat 651
The Priory, Burnham
Slough SL 1 7LS, UK
Tampereen Prosessi-Insinöörit Ruostop XM
Sarankulmankatu 12
FIN-33900 Tampere, Finland
Maritech AB Marisol CW
P.O. Box 143
S-29122 Kristianstad, Sweden
Nalco Chemical Company Nalco 39 powder
One Nalco Centre Nalco 39-L liquid
Naperville, Illinois Nalcool 2000
60566 - 1024 USA
Nalfleet Marine Chemicals Nalfleet 9-108
[Link] 11 Nalfleet 9-131C liquid
Winnington Avenue Northwich Nalcool 2000
Cheshire, CW 8 4DX, UK
Rohm & Haas RD11
(ex-Duolite, Diaprosim) RD11M
La Tour de Lyon RD25
185, Rue de Bercy
75579 Paris, Cedex 12, France
S.A Texaco Belgium N.V. TEXACO ETX 6282
B-9052 Ghent/Zwijnaarde
Belgium
Unitor A/S, Dieselguard NB
Mastermyr Rocor NB liquid
1410 Kolbotn, Norway
Vecom Holding BV Vecom CWT Diesel QC-2
PO Box 27
3140 AA Maassluis, Holland

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

Most suppliers will provide a test kit for the concentration control.

VASA 22 02 - 21
 02 Fuel, Lubricating Oil, Cooling Water 22-9601

02 - 22 VASA 22
200111 Environmental Hazards Appendix 02A

02A. Environmental Hazards

02A.1 General

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

02A.2 Fuel oils

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

02A.2.1 Handling

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

02A - 1
 Appendix 02A Environmental Hazards 200111

02A.2.2 Personal protection equipment

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

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

02A.2.3 First aid measures

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

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

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

02A.3 Lubricating oils

Fresh lubricating oils normally present no particular toxic hazard, but

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

02A - 2
200111 Environmental Hazards Appendix 02A

02A.3.1 Handling

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

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

02A.3.2 Personal protection equipment

• Hand protection: Impermeable and hydrocarbon resistant

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

02A.3.3 First aid measures

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

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

02A - 3
 Appendix 02A Environmental Hazards 200111

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

02A.4 Cooling water additives, nitrite based

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

02A.4.1 Handling

• Avoid contact with skin and eyes.

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

02A.4.2 Personal protection equipment

• Respiratory protection: Not normally required. Avoid expo-

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

02A.4.3 First aid measures

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

victim to fresh air, keep warm and lying still. If effects persists,
seek medical advice.
• Skin contact: Wash immediately with plenty of water and soap.
Remove contaminated clothing. If irritation persists, seek medical
advice.

02A - 4
200111 Environmental Hazards Appendix 02A

• Eye contact: Rinse immediately with plenty of clean water and

seek medical advice. If possible, keep rinsing until eye specialist
has been reached.
• Ingestion: Rinse mouth with water. Drink milk, fruit juice or
water. Do not induce vomiting without medical advice. Immedi-
ately seek medical advice. Do not give anything to drink to an
unconscious person.

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

02A.5 Handling of oil samples

02A.5.1 General

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

02A - 5
 Appendix 02A Environmental Hazards 200111

Use for example the ready made "Oil Analyse Application" form, see
Instruction Manual attachments .
Observe personal safety precautions when taking and handling fuel oil
and lubricating oil samples. Avoid breathing oil fumes and mist, use
respirator if necessary. Use strong, heat and hydrocarbon resistant
gloves (nitrile rubber for example). Wear eye goggles if splash risk exists.
Wear facial screen and protecting clothes if hot product is handled.
02A.5.1.1 Lube oil sampling
Lubricating oil samples should be taken with the engine in operation
immediately after the lubricating oil filter on the engine. Always take
lubricating oil samples before adding fresh oil to the system.
02A.5.1.2 Fuel oil sampling
Fuel oil samples can be drawn from different places in the fuel oil
system, "as bunkered" or "before the engine" (after fuel oil separation
and filtration) are perhaps the most common sample types. From the
engines point of view the most important fuel oil sample is naturally
the one which enters the engine, i.e. taken after fuel oil separation and
filtration. But if for example fuel oil separator efficiency needs to be
checked samples should be taken just before and after the separator.
It is not advisable to take samples from tank bottom drain valves, these
will probably contain high levels of water and sediment and the
samples will not be representative of the bulk phase.

02A.5.2 Dispatch and transportation

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

02A - 6
 22-9632 Start, Stop and Operation 03

03. Start, Stop and Operation

03.1 Start
Before starting the engine, check that:
• the lubricating oil level is correct,
• the fuel system is in running order (correct preheating,
correct pressure, sufficient precirculation to heat the fuel
injection pumps),
• the circulating system and raw water system are in running
order (correct pressures, circulating water preheated and
precirculated sufficiently to heat the engine),
• the oil level in the governor and turbocharger(s) is correct,
• the starting air pressure exceeds 15 bar,
• the starting air system is drained of condensate,
• voltage to DESPEMES to ensure alarm functions.

All covers and protecting shields are to be mounted before starting

the engine. Covers should be removed occasionally only for meas-
urements and checks, and they must be immediately mounted
again.

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

03.1.1 Manual start

1 Start the prelubricating oil pump to obtain a lubricating
oil pressure, about 0.5 bar. Normally, the prelubricating oil
pump is running when the engine is stopped (switch in auto-
mode). The prelubricating oil pump is automatically switched
off when the engine has reached 300 RPM in this running
mode.
2 Open the valve in the starting air supply system and
drain condensate via the blow-off valve. Close the blow-off
valve when there is no more condensate.
3 Turn the crankshaft two revolutions or run the engine on
starting air for some revolutions keeping the stop lever in
stop position and the indicator valves open. In doing so the
risk of water locks is eliminated.
4 Disengage the turning gear from the flywheel.
5 Check that the automatic alarm and and stop devices
are set in start position (chapter 23).

VASA 22 03 - 1
 03 Start, Stop and Operation 22-9632

6 Check that the stop lever is in work position, open the

starting air valve, shut the blow-off valve when there is no
more condensate.
7 Push the start button until the engine starts firing. If the
engine does not start after 2 - 3 seconds the reason should be
checked.
8 On engines equipped with pneumatic starting motors,
never make a second starting attempt before the flywheel has
stopped.
9 Check immediately after start that the pressure and
temperature values are normal.
10 Check that the automatic alarm and stop devices are
set in work position.

03.1.2 Remote and automatic start

If the engine has been out of operation for more than a week the
first start is to be carried out manually according to point 1.

Engines with automatic starting must be tested once a week.

1 When starting the engine remotely, start the lubricating

oil priming pump at first. Usually, the operation of the pump
is indicated by a signal lamp. The engine can be started when
the lube oil pressure gauge shows an oil pressure of about
0.5 bar.
In automatically starting engines the priming pump operates
continuously thus keeping the engine ready for start. At least
every second day, make sure that the pump is running.
2 Press the remote start button of the remotely controlled
engine. The solenoid valve located on the engine will then be
energized and allow starting air to the engine. Press the start
button long enough (1 - 2 s.) to make the engine start. The start
will be indicated by the remote tachometer or by a signal lamp
showing when the engine is running. In some cases the remote
control is automated so that, when pressing the button, the
priming pump starts and after an increase of the oil pressure
(to about 0.5 bar) the engine starts automatically as described
in point 3.
3 In engines with automatic starting the solenoid valve is
controlled by a program relay. The normal program is as
follows: As soon as the program relay gets a starting impulse
the solenoid valve is energized for 2 - 4 seconds and opens, then
starting the engine.
If the engine fails to start, a new starting attempt takes place
after 20 seconds, whereby the solenoid valve will be energized for

03 - 2 VASA 22
 22-9632 Start, Stop and Operation 03

10 seconds. If this attempt also fails, the program relay will

connect the alarm circuit. On engines equipped with pneumatic
starting motors the period between the starting attempts should
be long enough to guarantee that the flywheel has stopped.
4 When the engine has reached a predetermined speed,
an auxiliary relay energized by the remote tacho transmitter
cuts off the starting circuit, and the starting air solenoid valve
closes.
At the same time the current to the priming pump will be
disconnected thus preventing the pump from operating when
the engine is running.
On certain installations the priming pump will continue to
operate at low engine speed to assist the engine driven lubri-
cating oil pump to maintain the oil pressure. After a fixed time
(10 - 30 s.) the system for alarm, stop and speed remote control
will be automatically connected.

03.2 Stop

03.2.1 Manual stop

1 Engines with built-on circulating water pump: Idle the
engine 3 - 5 minutes before stopping. Engines with separate
circulating water pump: 2 - 3 minutes will be enough, but
the water pump should run for some 5 minutes more.
2 Stop the engine by moving the stop lever into stop posi-
tion. The time of slowing down offers a good opportunity to
detect possible disturbing sounds.

03.2.2 Remote stop

1 Point 1 above is valid.
2 Press the remote control stop button. The shut-down so-
lenoid, built on the governor, will then be energized for a fixed
time and at the same time, parallel to governor, the pneumatic
stop coil is also activated. The control racks of the injection
pumps move into stop position. The time for the solenoid to be
energized is set so (20 - 50 s.) that the solenoid operates until
the engine stops. During this time the engine cannot be restart-
ed. After a predetermined time the shut-down solenoid will
return to its initial position.
3 When the engine stops and the speed decreases below a
certain limit, the system for alarm, stop and speed remote
control will be disconnected and the signal lamp indicating
that the engine is running goes out.
In engines equipped with automatic lubricating oil priming
pumps, the pump will be started at the same time.

VASA 22 03 - 3
 03 Start, Stop and Operation 22-9632

03.2.3 Automatic stop

When the shut-down solenoid is energized from the automatic
shut-down system due to some disturbance, the engine will stop
as in remote stop. Before this an alarm device will normally
initiate an alarm signal indicating the reason for the shut-down.
When the engine stops because of overspeed, the mechanical
overspeed trip device and the electro-pneumatic overspeed trip
device may have tripped.

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

Caution! When overhauling the engine, make absolutely sure that the
automatic start and the priming pump are disconnected.

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

03.3 Normal operation supervision

03.3.1 Every second day or after every 50 running

hours
1 Read all thermometers and pressure gauges and the load
of the engine. Compare the values read, with those at corre-
sponding load and speed in the Acceptance Test Records and
curves. Guidance values are stated in chapter 01.
• if the difference between exhaust gas temperatures of vari-
ous cylinders is larger than 80°C at loads higher than 25 %
the reason for this should be looked for,
• the charge air temperature should, in principle, be as low as
possible at loads higher than 60 %, however, not so low that
condensation occurs, see Fig 03-1. At loads lower than 40 %

03 - 4 VASA 22
 22-9632 Start, Stop and Operation 03

it is favourable to have a charge air temperature as high as

possible.
2 Check the indicator for pressure drop over fuel filters.
When the pressure drop over the filters increases, the pressure
in the system decreases. Very low pressure (less than 0.5 bar)
reduces the engine performance and may cause uneven load
distribution between the cylinders (risk of breakdown!). Too
high pressure drop may also result in deformation of filter
cartridges (risk of injection pump seizure).

Condensation in charge air coolers

60
Amb air temperature °C

f=40
50 f=60 f=80 f=100
40
30
f=Relative humidity %
20
10
0
10
P=Air manifold pressure
20 bar abs
Water dewpoint °C

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

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

Fig 03-1 2203529426

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

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

VASA 22 03 - 5
 03 Start, Stop and Operation 22-9632

3 Check the indicator for pressure drop over the lubricat-

ing oil filters. Too large pressure drop indicates clogged filter
cartridges, which results in reduced oil filtration when the
by-pass valve is open. Reduced oil filtration results in in-
creased wear. Vent filters and, if no improvement, change the
cartridges.
4 Check the oil level in the oil sump/oil tank. Estimate the
appearance and consistence of the oil. A simple control of the
water content: A drop of oil on a hot surface (about 150°C), e.g.
a hot-plate. If the drop keeps “quiet”, it does not contain water;
if it “frizzles” it contains water. Compensate for oil consump-
tion by adding maximum 10 % fresh oil at a time.
5 Check that the ventilation (de-aerating) of the engine
circulating water system (the expansion tank) is working.
Check that the leakage from the gossip hole of the circulating
water pump and the raw water pump is normal (slight).
6 Check the quantity of leak-fuel from the draining pipes.
7 Check that the drain pipes of the air coolers are open.
8 Check that the gossip holes of the oil coolers and the
circulating water coolers are open.
9 Clean the compressor side of the turbocharger by in-
jecting water. See the instruction manual of the turbocharger.
10 Drain the fuel day tank of water and sediments, if any,
and drain the starting air receiver of water.
11 Marine engines (propulsion and auxiliary engines): On a
stopped engine, prime the engine and turn the crankshaft
into a new position. This reduces the risk of crankshaft and
bearing damage due to vibrations.

03.3.2 Every second week or after every 250 run-

ning hours
1 Clean the centrifugal lubricating oil filters. If the depos-
its are thicker than 20 mm, reduce the cleaning interval to
retain filtering efficiency. Maximum deposit capacity is 40 mm.
2 Keep the injection pump racks clean (free from sticky
deposits), check that the parts of the fuel control shaft system
move easily. Is to be done on a stopped engine.
3 Clean the turbine side of the turbocharger by injecting
water. See chapter 15 and the instruction book of the turbo-
charger.

03.3.3 Once a month or after every 500 running

hours
1 Check content of additives in the circulating water.

03 - 6 VASA 22
 22-9632 Start, Stop and Operation 03

2 Check the cylinder pressures. At the same time, note

the load of the engine (the position of the load indicator or the
injection pump racks offers an accurate measure of the engine
load).

Note! Measurement of cylinder pressures without simultaneous no-

tation of the engine load is practically worthless.

3 Check the function of the load dependent “inverse” cool-

ing system with engine loaded below 30 % of rated output.

03.3.4 In connection with maintenance work

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

03.3.5 General
1 There is no automatic supervision or control arrangement
that can replace an experienced engineer’s observations.
LOOK at and LISTEN to the engine!
2 Forms, “Operating data” and “Service Report”, are deliv-
ered with every installation. Use them!
3 Strong gas blow-by past the pistons is one of the most
dangerous things that can occur in a diesel engine. If gas
blow-by is suspected (e.g. because of a sudden increase of the
lubricating oil consumption) check the crankcase pressure. If
the pressure exceeds 30 mm H2O, check the crankcase venting
system, if in order, pull the pistons!

VASA 22 03 - 7
 03 Start, Stop and Operation 22-9632

4 Operation at loads below 20 % of rated output should

be limited to maximum 100 hours continuously when operating
on heavy fuel by loading the engine above 70 % of rated load
for one hour before continuing the low load operation or shut-
ting down the engine. Continuous operation on marine diesel
fuel at loads below 10 % of rated output should be limited to
maximum 100 hours by loading the engine by more than 70 %
of rated output for one hour before continuing the low load
operation or shutting down the engine.
Idling (i.e. main engine declutched, generator set discon-
nected) should be limited as much as possible. Warming-up of
the engine for more than 3 - 5 minutes before loading, as well
as idling more than 1 minute before stopping is unnecessary
and should be avoided.

03.4 Start after a prolonged stop

(more than 8 h)

03.4.1 Manual start

1 Check
• the lubricating oil level,
• the circulating water level in the expansion tank,
• the raw water supply,
• the fuel oil level in the day tank (troublesome and time
consuming job to vent the fuel system if the feed pump has
sucked air!),
• the starting air pressure - minimum 15 bar,
• that the control shaft system and the injection pump racks
move freely. Otherwise risk of overspeed.
2 Observe all points in chapter 03 pos. 03.1.1. Point 3
grows more important the longer the engine has been
stopped.
3 After starting, check that the starting air distributing pipe
is not heated at any cylinder (leakage from the starting valve).
4 Vent fuel and lubricating oil filters.

03.5 Start after overhaul

1 Check that the connection between the speed governor,

overspeed trip and injection pumps is set correctly (especially
the injection pump rack position) and does not jam, and that
all connections are properly locked and the injection pump
racks move freely in the pumps.

03 - 8 VASA 22
 22-9632 Start, Stop and Operation 03

2 The speed governor control lever being in maximum

position and the stop lever in work position, release the over-
speed trip manually. Check that all injection pump racks move
to a value less than 4 mm.
3 If the injection pumps, camshaft or its driving mechan-
ism have been touched, check the injection timing. If the
camshaft or its driving mechanism have been touched, check
the valve timing of one cylinder, at least (on each cylinder bank
in a V-engine).
4 Check the cooling water system for leakage, especially:
• the lower part of the cylinder liners,
• the oil cooler,
• the charge air cooler.
5 Check/adjust the valve clearances. Guidance values,
see chapter 06.
6 Vent the fuel oil system if it was opened.
7 Start the priming pump. Vent the lubricating oil filters.
Check that lubricating oil appears from all bearings and lubri-
cating nozzles, from the piston cooling oil outlet and from the
valve mechanism. Check that there is no leakage from the pipe
connections inside or outside the engine.
8 Rags or tools left in the crankcase, untensioned or un-
locked screws or nuts (those which are to be locked), worn-out
self-locking nuts, MAY CAUSE total breakdown.
Well cleaned oil spaces (oil sump and camshaft spaces) save
the oil pump and oil filter.
9 See the instructions in section 03.1 and 03.4 when start-
ing.

03.6 Operation supervision after overhaul

1 At the first start, listen carefully for possible jarring

sounds. If anything suspected, stop the engine immediately,
otherwise stop the engine after 5 minutes’ idling at normal
speed. Check at least the temperatures of the main and big end
bearing and of all other bearings which have been opened.
If everything is in order, restart.
2 Check that there is no leakage of gas, water, fuel, heat-
ing oil or lubricating oil. Especially observe the fuel lines,
injection pumps and injection valves. Watch the quantities
emerging from the leak oil pipes!
3 Check that the starting air distributing pipe is not heated
at any cylinder (leaky starting valve). May cause explosion!

VASA 22 03 - 9
 03 Start, Stop and Operation 22-9632

4 After overhauling, the following instructions are espe-

cially important:
• check pressure and temperature gauges,
• check the automatic alarm and stop devices,
• check the pressure drop over the fuel filter and lubricating
oil filter,
• check the oil level in the oil sump/oil tank. Estimate the
condition of the oil,
• check the ventilation of the engine circulating water system,
• check the quantity of leak fuel,
• check the gossip holes of the coolers,
• check the content of additives in the circulating water,
• check the cylinder pressures,
• listen for jarring sounds,
• check the crankcase pressure,
• check the starting air pipes,
• vent the filters.

03.7 Running-in
The running-in of a new engine must be performed according to
programme B in Fig 03-2. It is also recommended that running-in
procedure is performed after following maintenance jobs.
1 After piston overhaul, follow programme A in Fig 03-2, as
closely as possible. The piston rings have slided into new
positions and need time to refit. If the program cannot be
followed, do not load the engine fully for 4 h, at least.
2 After changing piston rings, pistons or cylinder liners,
after honing of cylinder liners, follow programme B in Fig 03-2,
as closely as possible.
If the program cannot be followed, do not load the engine
fully for 10 h, at least.

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

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

03 - 10 VASA 22
 22-9632 Start, Stop and Operation 03

Running-in programme

Engine A After piston overhaul

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

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

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

Fig 03-2 2203519426

VASA 22 03 - 11
 03 Start, Stop and Operation 22-9632

03 - 12 VASA 22
 22-9845/III Maintenance Schedule 04

04. Maintenance Schedule

04.1 General
The maintenance necessary for the engine depends on the oper-
ating conditions in the main. The periods stated in this schedule
are guidance values, only, but must not be exceeded during the
guarantee period. When using diesel oil or intermediate fuels of
comparatively good quality as fuel oil it may be possible to
lengthen the stated maintenance intervals considerably depend-
ing on the engine load. See also the instruction books of the
turbocharger and the governor, separate instructions for addi-
tional equipment and chapter 03.
1 Before any steps are taken, carefully read the corre-
sponding item in this manual.
2 At all maintenance work, observe the utmost cleanliness
and order.
3 Before dismantling, check that all systems concerned are
drained or pressure is released. After dismantling imme-
diately cover holes for lubricating oil, fuel oil and air with tape,
plugs, clean clothes or similar.
4 When exchanging a worn out or damaged part
provided with an identification mark stating cylinder or bear-
ing number, mark the new part with the same number on the
same spot. Every exchange should be entered in the engine log
and the reason should be clearly stated.
5 Always renew all gaskets, sealing rings and O-rings at
maintenance work.
6 After reassembling, check that all screws and nuts are
tightened and locked, if necessary.

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

MD, HF 04 - 1
 04 Maintenance Schedule 22-9845/III

04.1.1 How to select application and fuel quality

There are two different types of applications defined:
• Average load is above 75 % of nominal engine output.
• Average load is below 75 % of nominal engine output.

Four types of fuel are defined:

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

Fuel characteristics, maximum limits

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

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

value the fuel should be classified as HFO 2.

Every second day,

04.2
irrespective of the engine being in operation or not
Automatic prelubrication Check operation 03.2.2
18.10
Crankshaft Marine engine: In a stopped engine, turn the crankshaft
into a new position.

Once a week,
04.3
irrespective of the engine being in operation or not
Start process Test start (if the engine on stand-by). 03.1

04 - 2 MD, HF
 22-9845/III Maintenance Schedule 04

04.4 Interval: 50 operating hours

Air cooler(s) Check draining of air cooler(s) 15.2.1
Check that the draining pipe is open, check if any leakage. 03.3.1
Cooling system Check water level in cooling system 19
Check the water level in the expansion tank(s) and/or the
static pressure in the engine cooling circuits.
Connecting rod Check tightening of the connecting rod screws 11.2.4
Check the tightening of the connecting rod screws after the 07.3
first 50 operating hours on a new engine and after overhaul,
those screws that have been opened.
Note! Pump to stated pressure. Tighten if possible. Do not
loosen.
Fuel and lubricating oil filters Check pressure drop indicators 17.4
Change filter cartridges if high pressure drop is indicated. 03.3.1
23.1.3
Gauges and indicators Take readings 03.3.1
Read and record (using eg. form No. WV98V009) all
temperature and pressure gauges, and at the same time
the load of the engine.
Governor, actuator Check oil level in governor 02.2.4
Check oil level, and look for leaks, use governor manual. 22.4
Injection and fuel system Check leak fuel quantity 03.3.1
Check the amount of leak fuel from the injection pumps
and nozzles.
Lubricating oil sump Check oil level in sump 18.2
Check oil level by means of dip stick, compensate for 02.2.
consumption.
Main bearings Check tightening of main bearing screws 10.2
Check the tightening of main bearing screws after the first 07.3
50 operating hours on a new engine and after overhaul,
those screws that have been opened.
Note! Pump to stated pressure. Tighten if possible. Do not
loosen.
Turbocharger Water cleaning of compressor 15.1.5
Clean the compressor by injecting water. 03.3.1
Turbocharger Check turbocharger oil level 15
(ABB VTR) Check oil level, and look for leaks. Change oil after the first 02.2.5
100 service hours in both oil spaces, use TC:s manual.
Valve mechanism Check valve clearances 12.2.4
Check the valve clearances after 50 hours’ running in new 06.1
and overhauled engines.

MD, HF 04 - 3
 04 Maintenance Schedule 22-9845/III

04.5 Interval: 250 operating hours

Centrifugal filter Clean centrifugal filter(s) 18.9
Clean more often if necessary. Remember to open the 03.3.2
valve before the filter after cleaning.
Control mechanism Maintenance of control mechanism 22.2
Check for free movement, clean and lubricate.

Fuel Overhaul interval

HFO 2 250
HFO 1 250
DO -

04.6 Interval: See table above

Turbocharger Water cleaning of turbine 18.9
Clean the turbine by injecting water; more often if 03.3.2
necessary.

04.7 Interval: 500 operating hours

Circulating water Check water quality
Check content of additives. 02.3.3
Cylinder pressure Check cylinder pressure 03.3.3
Record firing pressures of all cylinders.
Lubricating oil Take oil sample
In a new installation or after change to use of a new lub- 02.2
ricating oil brand, take samples for analysing.

04 - 4 MD, HF
 22-9845/III Maintenance Schedule 04

04.8 Interval: 1000 operating hours

Air filter (on-built) Clean turbocharger air filter 15.2
Remove the filter(s) and clean according to instructions of
the manufacturer (more often, if necessary).
Automation Functional check of automation 23.1.4
Check function of the alarm and automatic stop devices. 01.3, 01.4
Electrical fuel feed pump Lubricate electrical fuel feed pump 17.5
Regrease the pump under running condition. 17.4
18.10
El. prelubricating pump Regrease prelubricating pump 18.10
Regrease the pump under running condition
Fuel filter Replace fuel oil filter cartridges 17.6
Clean the wire gauze and filter housing. Replace the filter 17.1
cartridges. (The cartridges are to be replaced when the 17.2
pressure difference indicator shows too high pressure drop). 03.3.4
*)
Lubricating oil Change lubricating oil 18.2
Change oil in a new installation (wet sump installations). 02.2
Take samples for analysing. If the analysing values are 03.3.4
positive and if the oil supplier or engine manufacturer so
recommend, the intervals between changes can be
prolonged in steps of 500 operating hours.
In dry sump installations the oil change intervals may be in
the order of 800 hours or more.
Clean all oil spaces when changing lub. oil.
Lubricating oil filter Replace lubricating oil filter cartridges 18.8.2
Drain the filter housings. Clean the wire gauze and filter 03.3.4
housing. Replace the filter cartridges. (The cartridges are to
be replaced when the pressure difference indicator shows
too high pressure drop.)*)
Valves Check of valve condition 12.3
Check that the inlet and exhaust valves move freely in their 06.1
guides. This should preferably be done when the engine has
been out of operation for a couple of hours.
Check valve clearances.
Check cylinder tightness (valves, piston rings) with a
pneumatic test.
Turbocharger Change lubricating oil in turbocharger(s) 15.1
(ABB VTR) Change lubricating oil in the turbocharger. Take care that 02.2.5
the turbine oil is not mixed with the engine lubricating oil.

*) NOTE! It is important to vent the air from the filter housing after the change of the filter.

MD, HF 04 - 5
 04 Maintenance Schedule 22-9845/III

04.9 Interval: Interval: 2000 operating hours

Charge air cooler(s) Check water side of charge air cooler(s) 15.2
The first time check and possible cleaning of the waterside. If
in good condition and deposits insignificant: future intervals
4000 running hours.
Injection valves Inspect injection valves 16.5
Test the opening pressure. Dismantle and clean nozzles. 06.1
Check the effective needle lift. Check the springs. Replace
the O-rings. Check the nozzle condition in a test pump.
Recommendation: Replace the complete injection valves
by new or reconditioned ones.
Measuring instruments Checking of gauges
Check pressure and temperature gauges. Replace faulty 23.1
ones.
Governor Change oil in governor
Change lubricating oil, use governor manual. 02.2.4
22.4
Overspeed trip device Check function of overspeed trip 22.5
Check function and tripping speed. 22.6

04 - 6 MD, HF
 22-9845/III Maintenance Schedule 04

04.10 Interval: 4000 operating hours

Air cooler(s) Clean the charge air cooler(s) 15.2
Clean and pressure test. Look carefully for corrosion.
Every second time the ultra sonic wash is recommended.
Camshaft Inspect contact faces of camshaft 14.2
Check the contact faces of the cams and tappet rollers. 11.1.1
Check that the rollers rotate. Rotate the engine with the
turning gear.
Control mechanism Check control mechanism 22.2
Check for wear in all connecting links between the
governor and all injection pumps.
Crankshaft Check crankshaft alignment. 11.1.2
Check alignment, use form No. WV98V036. Alignment
check is performed on a warm engine.
Crankshaft Check thrust bearing clearance 11.1.3
Check axial clearance.
Cylinder liners Inspect jacket water spaces
Inspect the water side of one cylinder liner through the plug 02.3
in the engine block. If the deposits are thicker than 1 mm, 10.4
clean all liners and engine block water space. Improve the 19.2.2
cooling water treatment.
Exhaust manifold Check the nuts of the flange connections 20.1
Tighten loose nuts. Check the nuts of the vertical studs inside
the insulating box.
Lubricating oil coolers Clean the lubricating oil cooler 18.5
Look carefully for corrosion. 18.6
Starting fuel limiter Check starting fuel limiter 22.3.5
Check the adjustment and function. 22.7
Turbocharger Inspect and clean 15.1
Clean the compressor and turbine mechanically if
necessary.
Inspect turbocharger cooling water ducts for possible
deposits and clean if the deposits are thicker than 1 mm.

MD, HF 04 - 7
 04 Maintenance Schedule 22-9845/III

04.11 Interval: 8000 operating hours

Balancing shaft gear Inspect balancing shaft gear and bearing 11.3
bushes
4R22, 4R22/26 Replace parts if necessary. 11.4
Camshaft driving gear Inspect camshaft driving gear 13
Replace parts if necessary.
Governor driving gear Inspect governor driving gear 22.4
Replace parts if necessary.
HT-water pump Inspect HT-water pump 19.3
Dismantle and check. Replace worn parts.
HT-water pump driving gear Inspect HT-water pump driving gear 19.3
Replace parts if necessary.
HT-water thermostatic valve Clean and inspect HT-water thermostatic valve 19.4.4
Clean and check the thermostatic element, valve cone-
casing and sealings.
LT-water pump Inspect LT-water pump 19.3
Dismantle and check. Replace worn parts.
LT-water pump driving gear Inspect LT-water pump driving gear 19.3
Replace parts if necessary.
LT-water thermostatic valve Clean and inspect LT-water thermostatic valve 19.4.2
Clean and check the thermostatic element, valve cone-
casing, indicator pin and sealings.
Lubricating oil pump Inspect the lubricating oil pump 18.3
Replace parts if necessary.
Oil pump driving gear Inspect oil pump driving gear 18.3
Replace parts if necessary.
Oil thermostatic valve Clean and inspect oil thermostatic valve 18.7
Clean and check the thermostatic element, valve cone-
casing and sealings.
Turbocharger Replace turbocharger bearings 15.1
(ABB VTR) See manufacturers instructions.

04 - 8 MD, HF
 22-9845/III Maintenance Schedule 04

Overhaul interval
Fuel
Average load > 75 % Average load < 75 %
HFO 2 8 000 10 000
HFO 1 12 000 14 000
DO 16 000 20 000

04.12 Interval: See table above

Connecting rods Inspect big end bearing 11.2
Replace big end bearing if necessary. Inspect mating 06.2
surface serrations. Measure the big end bore, use form No.
2211V003.
Connecting rods Replace connecting rod screws 10.7
Replace connecting rod screws by new ones on 24 000 h at 06.2
the latest. Inspect the small end bearings on 16 000 h at the
latest. Replace if necessary.
Cylinder heads Overhaul of cylinder head 12
Dismantle and clean the underside, inlet and exhaust valves 06.2
and ports. Inspect cooling spaces and clean, if necessary.
Grind the valves (often lapping by hand is enough). Inspect
the valve rotators.
Replace the O-rings in the valve guides.
Cylinder liners Inspect the cylinder liners 10.4
Measure the bore using form No. 2210V013, replace liner if 06.2
wear limits are exceeded. Hone the liners. Inspect anti-
polishing ring if assembled. Replace if necessary.
Cylinder liners Inspect cylinder liner water side 19.2.2
Pull one cylinder liner, on V-engines one per cylinder bank. If 10.4
the deposits are thicker than 1 mm, clean all liners and the 02.3
engine block water space. Replace the O-rings in the
bottom part by new ones at every overhaul.
Main bearings Inspect the bearing shells 10.2
Replace parts if necessary. 06.2
Piston, piston rings Inspect pistons and piston rings 11.2
Pull, inspect and clean. Check the height of the ring grooves
(the height clearance of the rings), use form No. 2210V001.
Check the retainer rings of the gudgeon pins. Replace
complete set of piston rings. Note the running-in program.
Starting valves Check starting valves.
In cylinder head Check starting valves in cylinder head. Replace parts if 21.4
necessary.

MD, HF 04 - 9
 04 Maintenance Schedule 22-9845/III

04.13 Interval: 16000 operating hours

Centrifugal filter for lubricating oil Basic service 09

Fuel feed pump Inspect fuel feed pump. 17.5

General overhaul and replace gaskets. 06.2
Governor drive Check the governor drive bearing 22.4
Check governor driving shaft bearing clearance in situ. 06.2
Turning device Change oil 03.1
Regrease the drive shaft.
Viscous vibration damper Take oil sample from vibration damper 11.1
Take oil sample for analysing. 02.2
Vibration damper Check vibration damper 11.1
Geislinger Dismantle and check the vibration damper.

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

04.14 Interval: See table above

Camshaft Inspect camshaft bearings 14.3
Replace if necessary. 06.2
Camshaft driving gear bearings Inspect camshaft driving gear bearings 13
Replace parts in necessary
Crankshaft Check the big end and main bearing clearance 10.2
Check condition. Note the type of bearing in use and do 11.2
the inspection accordingly. 06.2
Valve mechanism Check valve mechanism bearings 12.2.4
Check tappets and rocker arms. 06.2

Fuel Overhaul interval

HFO 2 16 000
HFO 1 16 000
DO 20 000

04.15 Interval: See table above

Injection pumps Overhaul of injection pumps 16.3
Clean and inspect injection pumps, replace worn parts. 06.2
Replace the erosion plugs if necessary.

04 - 10 MD, HF
 22-9845/III Maintenance Schedule 04

04.16 Interval: 24000 operating hours

Balancing shaft Inspect balancing shaft bearing 11.3
4R22, 4R22/26 Take one bush out for inspection. If in bad condition check
the other too. Replace if necessary.
Coupling Check the flexible coupling
Flexible coupling Dismantle and check flexible coupling acc. to makers
recommendations.
Engine fastening screws Check tightening of engine fastening screws
Replace if necessary.
Governor Check function and adjustments of governor 06.2
Replace worn parts.
Recommendation: The overhaul should be carried out by
the authorised service personnel.
Engine foundation Check flexible elements of engine foundation
Flexible mounted, main engine Replace if necessary.

04.17 Interval: 48000 operating hours

Balancing shaft gear Inspect balancing shaft gear bearing bushes 11.3
4R22, 4R22/26 Replace if necessary.
Balancing shaft Inspect balancing shaft bearing bushes 11.3
4R22, 4R22/26 Replace if necessary.
Crankshaft Inspect crankshaft 11.1
Inspect the crankshaft for wear. 06.2
Turbocharger Replace rotor 15.1
See manufacturers instructions.

04.18 Interval: 64000 operating hours

Engine General overhaul

MD, HF 04 - 11
 04 Maintenance Schedule 22-9845/III

04 - 12 MD, HF
 22-200222 Maintenance Tools 05

[Link] Tools

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

[Link] of this list

1 Read the corresponding item in this Instruction Book before

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

[Link] of Maintenance tools

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

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

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

VASA 22 05 - 1
 05 Maintenance Tools 22-200222

Main Bearings 100

Code Description Drawing No.

803001 Bit, hexagon socket screw 22 with 1" square drive 4V80L0001
822001 Torque multipler X - 4 4V82L0001
832003 Lifting tool for main bearing shell 1V83C0119
851001 Turning tool for main bearing shell 4V85B0007
851002 Turning tool for main bearing shell 4V85B0012
851005 Turning tool for thrust washer & bearing sheal 3V85B0008
851006 Turning tool for thrust washer & bearing sheal 3V85B0017
860000 High presseure pump 4V86A0038
861025 Pin for tightening of nuts 4V86B0011
861031 Distance sleeve 3V86B0067
861034 Hydraulic cylinder 3V86B0082
861166 Flexiblie hose 600, including quick couplings
861167 Flexiblie hose 3000, including quick coupling
832003 Lifting tool for bearing cap 1V83C0120

05 - 2 VASA 22
 22-200222 Maintenance Tools 05

Cylinder Liner 100

Code Description Drawing No.

836001 Extracting & lifting tool for cylinder liner
841009 Honing tool for cylinder liner 1V-T22088
841010 Drilling machine for honing tool 4V84B0136
842025 Honing stones 25x25x250, coarse, including holder
842026 Honing stones 25x25x250, fine, including holder

VASA 22 05 - 3
 05 Maintenance Tools 22-200222

Connecting Rod, V-Engine 111

Code Description Drawing No.

803011 Stud remover M30x2 4V80G0018
807011 Long Socket wrench 27x12,5L DIN3124
835003 Protecting sleeve for connecting rod, upper 2V83F0071
835004 Protecting sleeve for connecting rod, lower 3V83F0068
860000 High pressure pump (1000 bar) 4V86A0038
861025 Pin for tightening of nuts 4V86B0011
861026 Distance sleeve 4V86B0141
861027 Hydraulic cylinder 3V86B0062
861166 Flexible hse 600 mm, including quick couplings
861167 Flexible hose 300 mm, including quick coupling

05 - 4 VASA 22
 22-200222 Maintenance Tools 05

Connecting Rod, L- Engine 111

Code Description Drawing No.

803011 Stud remover M30x2 4V80D0018
807011 Long socket wrench 27x12.5L DIN3124
860000 High pressure pump (1000 bar) 4V86A0038
861025 Pin for tightening of nuts 4V86B0011
861027 Hydraulic cylinder 3V86B0060
861032 Distance piece 3V86B0071
861033 Distance sleeve 3V86B0142
861166 Fexible hose 600 mm, including quick couplings
861167 Flexible hose 300 mm, including quick coupling

VASA 22 05 - 5
 05 Maintenance Tools 22-200222

Piston 113

Code Description Drawing No.

832002 Lifting tool 3V83C0064
832008 Mouting tool when using antipolishing ring 3V74L0037
836007 Dismantling tool for antipolishing ring 3V10T1366
843002 Clamp tool for piston rings 2V84D0010
843003 Piston ring pliers 4V84L0018
843004 Pliers for retaining rings 4V84L0016
843005 Spare tips for pliers 843004, straight
845001 Tap M12 DIN 352

05 - 6 VASA 22
 22-200222 Maintenance Tools 05

Cylinder Head 120

Code Description Drawing No.

808001 T-wrench for indicator valve 4V80K0006
832005 Lifting tool for cylinder head 3V83C0082
832006 Service trestle for cylinder head 1V-T20524
834002 Fitting tool for exhaust valve seat ring
837016 Extractor for push rod protection pipe 3V83H0097
837019 Extractor for inlet valve seat ring 2V38L0008
841001 Lapping tool for valves
841008 Cleaning tool for injection sleeve bottom
841021 Felt for cleaning tool 4V84B0071
843001 Cirlip pliers DIN 5254
846010 Dismantling tool for valve springs 2V84G0207
848003 Valve clearence feeler gauge 3V84K0052
860000 High presseure pump (1000 bar) 4V86A0038
861020 Hydraulic tightening tool, complete
861025 Pin for tightening of nuts 4V86B0011
861031 Distance sleeve 3V86B0067
861034 Hydraulic cylinder 3V86B0082
861166 Flexible hose 600 mm, including quick couplings
861167 Flexible hose 3000 mm, including quick couplings
837050 Extractor

VASA 22 05 - 7
 05 Maintenance Tools 22-200222

Injection Equipment 160

Code Description Drawing

806005 Special socket wrench 19 for flange nuts 3V80G0022
806009 Crowfoot wrench 27 for injection pipes 4V80L0002
806010 Adapter A10x12.5 DIN 3123
807004 Long socket wrench 22x12.5L for connecting pie DIN 3124
807010 Long socket wrench 30x12.5L for nozzle nut DIN 3124
837017 Extractor for injection valve (L’Orange) 3V83H0098
845006 Shaft for nozzle needles 4V84L0015
845008 Brass wire brush 4V84L0014
845014 Nozzle needles 0.36, 50 pack 4V84L0013
846008 Mounting tool for injection pump tappet
862007 Checking tool for fule injection timing
864011 Testing tool for injection valve

05 - 8 VASA 22
 22-200222 Maintenance Tools 05

Turbocharger 372

Code Description Drawing

865001 Maintance tools VASA 22*
865002 Blanking tool for turbocharger*

*) State engine number, turbocharger type and serial number/HT number when ordering

VASA 22 05 - 9
05 Maintenance Tools 22-200222

Tightening Tools 900

Code Description Drawing

806006 Special key for hexagon socket screw 8 4V80G0021
808002 Speed brace B12.5x500 with 1/2" square drive DIN3122
808003 Ratcheat handle 12.5x300 with 1/2" square drive DIN3122
808005 Extension bar B12.5x125 with 1/2" square drive DIN3123
820008 Torgue wrench 20-100 Nm 4V92K0207
820009 Torgue wrench 75-400 Nm 4V92K0207
806007 Special key hexagon socket screw 14 4V80G0027
820002 Extension for torque wrench 3V82A0021

05 - 10 VASA 22
 22-200222 Maintenance Tools 05

Miscellaneous Tools 900

Code Descriptions Drawing No.

483001 Turning tool 3V48D0038
803012 Wrench combinatin for dismantling elctric motor 4V80D0016
809001 Tool locker 4V80L0003
832004 Eye bolt for charge air cooler insert DIN 580
834001 Mounting & removing tool for camchaft bearing buch 3V83L0039
837012 Extractor for gear wheels
837013 Dismantling tool for centrifugale filter rotor 4V83L0001
837015 Mounting tool for overspeed trip tool 4V83H0073
837018 Mounting tool for water pump sealing 4V84G0177
841023 Valve seat grinder 4V84B0130
844002 Barring lever 4V84E0001
845003 Brushes for cleaning of charge air cooler (3 pack) 4V84F0007
845004 Brushes for cleaning oil & circulation water coolers 4V84F0006
848001 Feeler gauge set DIN 2275
837037 Extractor for protection cup 4V83H0111
846011 Mounting screw for plate heat exchanger 4V84G0228
848002 MEasure gauge for crankshaft deflection 4V84L0012

VASA 22 05 - 11
05 Maintenance Tools 22-200222

Additional Tools for Engines with Shield

Bearing

Code Description DrawingNo.

820010 Change key for torque wrench 24 mm 4V92K0208
851004 Turning tool for shield bearing shell 4V85B0010
861022 Distance sleeve fo shield bearing 4v86B0065
861030 Hydraulic cylinder for shield bearing
861141 Pin for tightening of nuts 4V86B0034

05 - 12 VASA 22
 22-200222 Maintenance Tools 05

Additional Tool for 4R22 and 8V22

Code Description DrawingNo.

332001 Guiding pin 4V33C0028
803013 Bit, hexagon socket screw 14 with 3/4" square drive 4V80L0001
807912 Socket wrench for balancing shafts 30X20 DIN 3124
808008 Extension lever for balancing shaft 3/4" 4V80K0012

VASA 22 05 - 13
05 Maintenance Tools 22-200222

High Pressure Pump 900

Code Description DrawingNo.

860000 High pressure pump (1000 bar) 4V86A0038
860150 Manometer 4V51L0085
861016 Quick coupling, female 4V86A0035
861017 Quick coupling, male 4V86A0040
861035 Flexible hose 600 mm 4V86A0013
861036 Flexible hose 3000 mm 4V86A0030
861166 Fexible hose 600 mm, including quick couplings
861167 Flexible hose 3000 mm, including quick coupling
834051 Quick coupling, male 4V86A0034

05 - 14 VASA 22
 22-9601 Adjustments, Clearances and Wear limits 06/II

06. Adjustments, Clearances and Wear Limits

06.1 Adjustments

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

Valve timing

TDC

Inlet valve
opens
Exhaust valve
closes
VE

IN LET V ALVE
AUST VAL
EXH

Exhaust valve
opens

Inlet valve
closes BDC

Fig 06-1 3206549232

Valve clearances, cold engine:

Inlet valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.4 mm
Exhaust valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.8 mm
Start of fuel delivery . . . . . . . . . . . . . . . . . acc. to techn. spec.
Fuel rack position, heavy fuel . . . . . . . . . . . . see test records
Opening pressure of fuel injection valve . . . . . . . . . . . 320 bar

Tripping speed of electro-pneumatic and

mechanical overspeed trip devices:
Nominal engine Electro-pneumatic Mechanical
speed tripping speed tripping speed
900 RPM 1015 RPM 1035 RPM
1000 RPM 1130 RPM 1150 RPM
1200 RPM 1350 RPM 1380 RPM

Tripping speed tolerance ±10 RPM

VASA 22 06-1
 06/II Adjustments, Clearances and Wear limits 22-9601

06.2 Clearances and wear limits (at 20°C)

Drawing dimension (mm) Normal

clearance Wear limit
Part, measuring point
Max. Min. (mm)
(mm)
10 Main bearing clearance 0.180-0.268
(also flywheel bearing)
Journal diameter 200.000 199.975
Journal circularity 0.015
Journal taper 0.015/100
Main bearing shell thickness 7.430 7.415 7.38
(Bi-metal)
Bore of main bearing housing 215.029 215.000
Assembled bearing bore 200.239 200.180
Main thrust bearing, axial clearance 0.180-0.295 0.5
Main thrust bearing width 99.820 99.640
Corresponding crankshaft width 100.035 100.000
Camshaft bearing clearance (also thrust) 0.102-0.179
Camshaft diameter 120.000 119.978
Camshaft bearing shell, thickness 4.950 4.935 4.90
Camshaft bearing housing, bore 130.025 130.000
Camshaft bearing diameter 120.102 120.157
Camshaft diameter at thrust bearing 75.000 74.981
Camshaft thrust bearing housing, bore 90.000 90.022
Camshaft thrust bearing diameter, in situ 75.056 75.108
Camshaft thrust bearing, axial clearance 0.22-0.39
Camshaft thrust bearing, width 69.740 69.650
Cylinder liner, diameter 220.046 220.000 top: 220.45
bottom: 220.25
Cylinder liner cylindricity 0.02 0.20
11 Big end bearing clearance 0.144-0.228
Crank pin, diameter 180.000 179.975 179. 825
Crank pin circularity 0.015 0.05
Crank pin, taper 0.015/100
Big end bearing shell, thickness 4.940 4.925 4.90
Connecting rod bore, lower 190.029 190.000 *)
Big end bearing assembled diameter 180.203 180.144
Gudgeon pin bearing clearance 0.09-0.15
Gudgeon pin diameter 95.000 94.990
Gudgeon pin circularity 0.008
Gudgeon pin taper 0.005
Connecting rod bore, upper 115.022 115.000
Gudgeon pin bearing diameter, in situ 95.142 95.090 95.18
Connecting rod axial clearance in piston 0.30-0.65
Clearance gudgeon pin – piston 0.040-0.065
Bore diameter in piston 95.055 95.040

06-2 VASA 22
 22-9601 Adjustments, Clearances and Wear limits 06/II

Drawing dimension (mm) Normal

clearance Wear limit
Part, measuring point
Max. Min. (mm)
(mm)
Piston ring gap (clamped ø220)
Compression rings 0.65-0.95 2.05
Oil scraper rings 0.80-1.05
Piston ring height:
Compression ring 1 3.99 3.978 0.120-0.152
Compression ring 2 3.99 3.978 0.070-0.102
Compression ring 3 3.99 3.978 0.070-0.102
Oil scraper ring 5.99 5.975 0.040-0.075
Piston ring groove height Groove I 4.13 4.11 4.40
Groove II 4.08 4.06 4.40
Groove III 4.08 4.06 4.40
Groove IV 6.05 6.03 6.30
Piston clearance at bottom in cross 0.115-0.190
direction of engine
Corresponding piston diameter 219.885 219.855
Crankshaft oil slinger (driving end)
Axial clearance: 0.39-1.03
radial clearance around crankshaft flange: 0.62-0.93
12 Valve guide diameter 16.095 16.075 16.200
Valve stem diameter 16.000 15.982 15.97
Valve stem clearance 0.075-0.113 0.20
Valve seat deviation relative guide 0.10
(max. value)
Inlet valve seat bore in cylinder head 78.019 78.000
13 Intermediate gear of camshaft drive
bearing clearance 0.03-0.106 0.20
axial clearance 0.15-0.35 0.50
Bearing diameter in situ 60.046 60.00
Bearing journal diameter 59.97 59.94
Camshaft driving gear backlash:
Crankshaft gear
- intermediate gear 0.10-0.45
Intermediate gear 0.10-0.45
-camshaft gear
Base tangent length:
- crankshaft gear 99.781/7 99.725/7 99.60
- large intermediate gear 146.022/10 145.964/10 14.00
- small intermediate gear 99.853/7 99.798/7
- camshaft gear 130.704/9 130.648/9

*) Allowed minimum diameter= 189.920mm.

Maximum allowed difference between max.D and min.D= 0.10 mm.

VASA 22 06-3
 06/II Adjustments, Clearances and Wear limits 22-9601

Drawing dimension (mm) Normal

clearance Wear limit
Part, measuring point
Max. Min. (mm)
(mm)
14 Valve tappet, diameter 54.97 54.94
Guide diameter 55.03 55.00
Diameter clearance 0.03-0.09 0.15
Tappet roller bore diameter 30.021 30.000
Bush diameter, outer 29.960 29.947
Bush diameter, bore 22.028 22.007
Tappet pin diameter 21.993 21.980 21.95
Bearing clearance roller-bush 0.04-0.07 0.10
bush-tappet pin 0.014-0.048 0.13
Rocker arm bearing diameter in situ 50.064 50.025
Bearing journal diameter 50.000 49.984 49.95
Bearing clearance 0.03-0.08 0.25
Yoke pin diameter 19.935 19.922
Yoke bore diameter 20.021 20.000
Diameter clearance 0.065-0.100 0.15
16 Nozzle needle lift 0.4 0.5
Injection pump tappet:
Tappet roller bore diameter 36.025 36.000
Bush diameter, outer 35.950 35.911
Bush diameter, bore 28.065 28.098
Tappet pin diameter 27.980 27.947
Bearing clearance roller-bush 0.050-0.114 0.15
bush-tappet pin 0.085-0.153 0.20
17 Fuel feed pump, engine driven
Shaft diameter 20.009 19.996
Bush diameter, bore 20.070 20.050
Bearing clearance 0.04-0.08 0.15
Axial clearance 0.04-0.12
Backlash for driving gear 0.30-0.50
Base tangent length for pump gear 53.702 53.658 53.50
Crankshaft gear for pump operation
Base tangent length,
standard design z = 70 115.383 115.327 115.19
fast transm. ratio z = 73 115.251 115.195 115.00
18 Lubricating oil pump for 22
Shaft diameter 49.920 49.895
Bush diameter, bore 50.033 50.000
Bearing clearance 0.08-0.15 0.22
Axial clearance 0.24-0.35
Backlash for driving gear 0.30-0.50
Base tangent length, driving gear
standard design i = 70/48 84.433/6 84.377/6 84.26
fast transm. ratio i = 73/45 84.519/6 84.467/6 84.35
pump gear 43.019 42.949 42.50
19 Water pump backlash for driving gear 0.30-0.50
Base tangent length for driving gear
standard design i = 70/30 53.707 53.623 53.34
fast transm. ratio i = 73/27 53.907 53.823 53.55

06-4 VASA 22
 22-9601 Adjustments, Clearances and Wear limits 06/II

Drawing dimension (mm) Normal

clearance Wear limit
Part, measuring point
Max. Min. (mm)
(mm)
22 Driving shaft for governor 20.000 19.979
Bearing for driving shaft 20.053 20.020
Bearing clearance 0.020-0.07 0.15
Axial clearance 0.10-0.15
Backlash for driving gear 0.10-0.20 0.30
23A Backlash, balancing shaft gears
4R Crankshaft gear – intermediate gear 0.1-0.6
Intermediate gear – balancing shaft gear 0.1-0.5
Balancing shaft gear 0.1-0.35
23B Backlash, balancing arrangement gears
8V Balancing shaft driving gear- 0.175-0.55
water pump driving gear
Balancing shaft driving gear- 0.175-0.55
intermediate gear
Shaft diameter 59.970 59.940
Bush diameter (assembled) 60.090 60.030
Bearing clearance 0.060-0.139
Axial clearance 0.15-0.045

VASA 22 06-5
 06/II Adjustments, Clearances and Wear limits 22-9601

06-6 VASA 22
 22-200640 Tightening Torques and Instructions for Screw Connections 07

07. Tightening Torques and Instructions for

Screw Connections

07.1 Tightening torques for screws and nuts

Note! See section 07.3 for hydraulically tightened connections!

The position number in the tables below refers to corresponding

figures A to J, which are located in the engine according to Fig
07-1. Threads and contact faces of nuts and screw heads should
be oiled with lubricating oil unless otherwise stated. Note that
locking fluids are used in certain cases. Molycote or similar low
friction lubricants must not be used for any screws or nuts due to
risk of overtensioning of screws.

1 Nm = 0.102 kpm

Tightening torques

A F E D
Flywheel
B Intermediate gear
C Camshaft and control
mechanism
D Cylinder head C
E Injection pump
F Fuel injection valve B
G Engine driven pumps
H Engine driven pumps
G A
I Free end of crankshaft
J Balancing shaft H
K Side screws for main bearings

K J

Fig 07-1 220768

VASA 22 07 - 1
 07 Tightening Torques and Instructions for Screw Connections 22-200640

A: Flywheel

1 2 4

2 3

Fig 07-2 2207569143

Screw connection Torque Screw connection Torque

Pos. VASA 22 (Nm) VASA 22/26 (Nm)
1. Split gear screws, 120±5 Split gear screws, 120±5
Apply Loctite 242 on threads, see Apply Loctite 242 on threads, see
section 07.2 section 07.2
2. Split gear on crankshaft: 140±5 Split gear on crankshaft: 140±5
Apply Loctite 242 on threads, see Apply Loctite 242 on threads, see
section 07.2 section 07.2
Alter- 3A.*) Crankshaft flange screws M24 8.8. 480±20 Crankshaft flange screws M30 10.9. 800±20
native Lubricate the contact surfaces Lubricate the washers with
1 between the screwhead and the molykote G-n Plus and the threads
flywheel with molykote G-n Plus with oil. Use the torque multiplier X-
and the threads with oil. Use the 4.
torque multiplier X-4.
4. Crankshaft flange screws, M24 1160±20 Crankshaft flange screws. Fitted 650±20
12.9,20 pcs without nuts. bolts ø32.
Lubricate the washers with Lubricate the contact surfaces
molykote G-n Plus and the between the screws and the holes
threads with oil. Use the torque with molykote G-n Plus and the
multiplier X-4. threads with oil. Use the torque
multiplier X-4.
Alter- 3B.*) Crankshaft flange screws .Fitted 640±20 No such option on Vasa 22/26
native bots ø27.
2 Lubricate the contact surfaces
between the screws and the holes
with molykote G-n Plus and the
threads with oil. Use the torque
multiplier X-4.

07 - 2 VASA 22
 22-200640 Tightening Torques and Instructions for Screw Connections 07

*) NOTE! The flywheel of the Vasa 22 engine can be fitted in two

different ways depending on installation specification:
1. With 20 pcs of M24 screws (12.9) bolted directly to the
crankshaft without nuts and fitted bolts.
2. With M24 screws and fitted bolts.

B: Intermediate gear

Alternative 1 Alternative 2

1 1

4 4

3 3

2 2
5 5

Fig 07-3 220770

Pos. Screw connection Torque (Nm)

Alternative 1 1. Nut, M12 . 85±5
Note! Tighten the screws in two steps. 65..85
Alternative 2 1. Nut, M16 280±5
Note! Tighten the screws in two steps. 210..280
2. Special screw for the intermediate gear. 400±10
3. Centre bolts, M24. 400±10
4. Screw, M12. 85±5
5. Stud, M12/M16 (locked with Loctite 242). 35±5

VASA 22 07 - 3
 07 Tightening Torques and Instructions for Screw Connections 22-200640

C: Camshaft and control mechanism

1 1 2 3 4

Fig 07-4 2207589143

Pos. Screw connection Torque (Nm)

1. Camshaft flange connection screws, (M10 12.9). 80±5
Torque wrench setting with tool 4V80G21. 65
The screws are treated with locking compound
and can be used three times the locking effect
being intact, then replace.
Do not wash screw threads but keep clean and dry.
2. Hexagon socket screw, (M8 12.9). 37±2
3. Camshaft gear for governor drive, flange 9±1
connection screws, (M6 8.8).
Apply Loctite 242 on threads, see section 07.2.
4. Overspeed trip device, fastening screws to 45±5
camshaft, (M10 8.8 SK).
5. Overspeed trip housing fastening screws, (M12 8.8). 80±5

Note! Torque wrench settings must be recalculated if an other tool

combination than 4V80G21 (item 26-06 in chapter 05) and
torque wrench (item 26-01 in chapter 05) is used for the
camshaft flange connection.

M1 = 65 Nm
L
M 1 = 80 *
L=388 mm
L+75
75
M= 80 Nm
2207669501

07 - 4 VASA 22
 22-200640 Tightening Torques and Instructions for Screw Connections 07

D: Cylinder head

1
2

Fig 07-5 2207599143

Pos. Screw connection Torque (Nm)

1. Rocker arm bearing bracket, fastening nuts. 85±5
When reassembling stud bolts, apply Loctite 270
on threads.
2. Injection valve fastening nuts. 50±5
3. Starting valve fastening screws. 40±4
Note! Tighten the screws in two steps. 20..40
4. Nut for starting valve spindle. 14±2
5. Nuts for valve tappet guide block. 85±5

VASA 22 07 - 5
 07 Tightening Torques and Instructions for Screw Connections 22-200640

E: Injection pump

1
2 2 2 2

7 7 7 7 7 7 7 7

3 3 3 3

4 4 4 4

5 5 5 5

6
30

30

30
30

40

40

40
40
STOP

BOSCH LÓRANGE LÓRANGE LÓRANGE

PFR1CY210... PYO-G056 PYO-G063 PYO-G070

Fig 07-6 2207609143

Torque (Nm)
Pos. Screw connection Bosch L’Orange L’Orange L’Orange
PFR1CY210 PYO-G056 PYO-G063 PYO-G070
1. Hexagon socket screw. 30±5
2. Erosion plug. 70±5 70±5 70±5 70±5
3. Side screw. 15+5 15+5 15+5 15+5
4. Nuts for injection pump fastening flange. 85±5
5. Injection pump cover fastening screws. 100±5 65±5 100±5 100±5
Note! Tighten the screws crosswise in steps. 0..50..80..100 0..30..50..65 0..50..80..100 0..50..80..100
6. Injection pump cover fastening screws. 100±5
Note! Tighten the screws crosswise in steps. 0..50..80..100
7. Fuel pipe fastening screw. 25±2

07 - 6 VASA 22
 22-200640 Tightening Torques and Instructions for Screw Connections 07

F: Fuel injection valve

For tightening order, 1 1

see section 16.5
3

4 5 6

2 2

DUAP LÓRANGE

Fig 07-7 2207619143

Torque (Nm)
Pos. Screw connection
L’Orange Duap
1. Injection valve fastening nuts. 50±5 50±5
2. Injection nozzle cap nut. 110±5 110±5
3. Injection pipe cap nuts. 50±3
4. Connection piece to nozzle holder. 50±5
5. Nozzle holder to connection piece. 65±5
6. Flange screws. 25±2

VASA 22 07 - 7
 07 Tightening Torques and Instructions for Screw Connections 22-200640

G, H: Engine driven pumps

Alternative 1 Alternative 2

3 2 3 2

Fig 07-8 220771

Pos. Screw connection Torque (Nm)

1. Fastening screws for lubricating oil
pump driving gear (connection with 75±5
four Inbus Plus fastening screws, M10x45
12.9).

Alternative! Fastening nut for lubricating 210±10

oil pump driving gear.

2. Fastening screws for water pump

driving gear (connection with three 34±3
Inbus Plus fastening screws, M8x35 10.9).
Alternative 1 3. Fastening nut for impeller of water 150±5
pump.
Alternative 2 3. Fastening screw for impeller of water 85±5
pump.

07 - 8 VASA 22
 22-200640 Tightening Torques and Instructions for Screw Connections 07

I: Free end of crankshaft

Fig 07-9 2207639143

Pos. Screw connection Torque (Nm)

1. Screws of pump driving gear at free end of 600±20
crankshaft, (M20 12.9). Use the torque multiplier X-4.

J: Balancing shafts (4R22, 4R22/26)

2 3

Fig 07-10 2207649143

Pos. Screw connection Torque (Nm)

1. Hexagon nut, M16. 200±10
2. Drive gear wheel fastening screw. 120±10
3. Balancing shafts, flange connection screws. 120±10

VASA 22 07 - 9
 07 Tightening Torques and Instructions for Screw Connections 22-200640

K: Side screws for main bearings

Fig 07-11 220767

Pos. Screw connection Torque (Nm)

1. Side screws for main bearings. 1200±20
Use the torque multiplier X-4.

07 - 10 VASA 22
 22-200640 Tightening Torques and Instructions for Screw Connections 07

We recommend the use of torque measuring tools also when

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

Width across Key width of Torque

Screw di- flats of hexagon
mension hexagon socket head (Nm) (kpm)
screws (mm) screws (mm)
M8 13 6 25 2.5
M10 17 8 50 5.0
M12 19 10 85 8.5
M16 24 14 200 20.0
M20 30 17 370 37.5
M24 36 19 640 65.0

07.2 Use of locking fluid

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

VASA 22 07 - 11
 07 Tightening Torques and Instructions for Screw Connections 22-200640

07.3 Hydraulically Tightened Connections

07.3.1 Tightening pressures for hydraulically

tightened connections

Hydraulically tightened connections

3
4

Fig 07-12 2207659143

Max. hydr. pressure (bar) Tightening Hydraulic

Pos. Screw connection torques of cylinder
tightening loosening studs (Nm) number
1. Cylinder head screws, M42. 500 520 200 861020
2. Connecting rod screws, M30x2.
-In-line engines 200..0..555 565 85 861032
-V-engines 200..0..555 565 85 861033/861011
Note! Tighten the nuts in steps.
3. Main bearing screws, M42. 540 560 200 861020/861021
4. Shield bearing screws, M24. 285 295 50 861030

Caution! The screws will be overloaded if the maximum hydraulic

pressure is exceeded.

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

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

07 - 12 VASA 22
 22-200640 Tightening Torques and Instructions for Screw Connections 07

07.3.2 Filling, venting and control of the hydraulic tool

set
The hydraulic tool set consists of a high pressure hand pump with
integrated oil container, hoses fitted with quick-couplings and
non-return valves, cylinders and a pressure gauge mounted on
the hand pump but not connected to the pressure side of the pump.
The components are coupled in series the pressure gauge being the
last component thus securing that every cylinder is fed with the correct
pressure.
The non-return valves in the hoses are integrated with the
quick-couplings and are opened by the pins located in the centre
of the male and female parts. If these pins get worn the coupling
must be replaced because of the risk of blocking.
1 Connect the hydraulic pump and cylinder according to
Fig 07-12B. Fill the filling bottle (delivered with the pump)
with oil, viscosity about 2°E at 20°C.

Hydraulic cylinder

6
5

1 3

A B
2

Fig 07-13 2207529143

2 Open the release valve (3) and press the pistons of the
cylinders (4) to expel oil possibly occurring in the cylinders
back to the pump container.

VASA 22 07 - 13
 07 Tightening Torques and Instructions for Screw Connections 22-200640

3 Lift the pump above the cylinders and keep it in the po-
sition where the plastic plug (2) is topmost. Remove the plug
and filling screw located inside the plug.
4 Press the spout of the filling bottle into the filling hole and
squeeze the bottle to make the oil enter. Let air flow into the
bottle, and fill the pump container completely with oil.
5 Replace the filling screw and plastic plug.
6 Vent the complete hydraulic set by closing the valve (3), open
the air vent screw (7) and pump until air void oil flows out. Close the
screw (7).
7 If a large oil amount escapes when venting, refill the
container.
The system is provided with bayonet couplings including non-
return valves which means that venting is necessary when filling
the container, only.
The non-return valves are opened by the pins located in the
centre of the male and female parts. If these pins get worn, replace
the couplings. Risk of blocking system.
If, exceptionally, it is necessary to operate the with couplings
not completely intact, it is advisable to open the air vent screw to
assure that the passage is open to all cylinders before tightening
the connection.

07.3.3 Dismantling hydraulically tightened screw

connections
1 Attach distance sleeves and hydraulic cylinders
according to Fig 07-12A. Screw on cylinders by hand.
2 Connect the hoses to the pump and cylinders according
to Fig 07-12B. Open the release valve (2) and screw cylinders
in clockwise direction to expel possible oil.
3 Screw the cylinders in counter-clockwise direction about
half a revolution (180°), otherwise the nut is locked by the
cylinder and impossible to loosen.
4 Close the release valve and pump pressure to the stated
value.
5 Screw the nut in counter-clockwise direction about half a
revolution with the pin.
6 Open the release valve and remove the hydraulic tool
set.
7 Screw of the nuts by hand.

07 - 14 VASA 22
 22-200640 Tightening Torques and Instructions for Screw Connections 07

07.3.4 Reassembling hydraulically tightened screw

connections
1 Screw on nuts and attach distance sleeves. Screw on cyl-
inders by hand.
2 Connect the hoses to the pump and cylinders. Check
that the release valve is open and screw the cylinders in
clockwise direction to expel possible oil.
3 Close the release valve and pump pressure to the stated
value.
4 Screw the nuts in clockwise direction until close contact
to face. Use the pin intended for this purpose and tighten the
nut as much as possible without breaking the pin. Keep pres-
sure constant at the stated value.
5 Open the release valve and remove the hydraulic tool
set.
To ensure that the nut will be properly tightened, the pressure
can be raised in two steps. Pump the pressure to 300 bar and screw
the nut in a clockwise direction until in close contact with the face.
Increase the pressure further to the stated pressure, and screw
the nut until in close contact with the face again. This time the
nut should move just the limited angle but approximately the
same angle for all nuts of the same kind.

Note Before the engine has started, ensure that all screw connec-
tions that have been opened are properly tightened and
locked, if necessary.

07.4 Use of hydraulic extractor cylinder

For some power demanding operations a hydraulic extractor
cylinder is used. In connection with this cylinder the hydraulic
high pressure hand pump is utilized, coupling scheme according
to Fig 07-13.
According to the design of the cylinder the outer cylinder (1)
must not be loaded, but the force is created between the surfaces
A and B.
The piston is prevented from running out of the cylinder by an
expansion ring (2). The strength of this ring is limited and it is
recommendable to be careful when operating at the end of the
stroke.

VASA 22 07 - 15
 07 Tightening Torques and Instructions for Screw Connections 22-200640

Hydraulic extractor cylinder

1
B

Hydraulic oil

Fig 07-14 2207539205

The effective area of the piston is 14.42 cm2 which gives the
following relation between pressure and force.

Relation between pressure and force for hydraulic extractor

Bar Max pressure

600

400

200

2000 4000 6000 8000 10000 12000 kp

20000 40000 60000 80000 100000 120000 N

Fig 07-15 2207549205

07 - 16 VASA 22
 22-9601 Operating Troubles, Emergency Operation 08

08. Operating Troubles, Emergency Operation

08.1 Trouble shooting

Preventive measures, see chapter 03 and 04. Some possible
operating troubles require prompt action. Operators should ac-
quire knowledge of this chapter for immediate action when
needed.
Trouble See chapter,
Possible reason section

1. Crankshaft does not rotate at starting attempt

a) V-engines: The turning device is connected. 11.1, 21.1
In-line engines: The cover on flywheel protection is open.
NOTE! Engine cannot be started when turning device is connected.
However, before starting, always check that turning device is removed.
b) Starting air pressure too low, shut-off valve on starting air inlet pipe closed. 21.1, 21.5
c) Jamming of starting valve in cylinder head. 21.4
d) Jamming of starting air distributor piston. 21.3
e) Starting air solenoid valve faulty. 21.2
f) Inlet or exhaust valve jamming when open. "Negative" valve clearance 12
(strong blowing noise).
g) Starting automation outside engine faulty. 03.1.2, 23.
h) 4R22: Starting motor faulty. 21.6
2. Crankshaft rotates but engine fails to fire
a) Too low speed (1b).
b) Automatic shut-down device is not in start position. 23.
c) Load limit of control shaft or of governor is set at too low a value. 22.
d) Overspeed trip device has tripped. 22.5, 22.6
e) Starting fuel limiter wrongly adjusted. 22.3.5, 22.7
f) Some part of fuel control mechanism jamming and prevents fuel admission. 22.
g) Fuel and injection system not vented, pipe connections between injection 17.3
pumps and valves not tightened .
h) Fuel filter clogged. 17.7, 17.1
i) Three-way cock of fuel filter wrongly set, valve in fuel inlet pipe closed, fuel day 17.7, 17.1
tank empty, fuel feed pump not started or faulty.
j) Very low air and engine temperatures (preheat circulating water!)in 02.1
connection with fuel of low ignition quality.
k) Fuel insufficiently preheated or precirculated. 02.1, 02 Fig 02-1
l) Too low compression pressure (1f).
m) Faulty governor.
3. Engine fires irregularly, some cylinders do not fire at all
a) Jamming valves, inadequate fuel supply, too low temperatures. 1f, 2f,g,h,k,l, 4d
b) Injection pump control rack wrongly adjusted. 22.3
c) Injection pump control sleeve does not mesh properly with rack(may cause 16.3
overspeed if set in direction towards increased fuel quantity).

VASA 22 08 - 1
 08 Operating Troubles, Emergency Operation 22-9601

d) Injection pump faulty (plunger or tappet sticking; delivery valve spring broken, 16.
delivery valve sticking).
e) Injection valve faulty; nozzle holes clogged. 16.
f) Piston rings ruined; too low compression pressure. 11.2
g) 8...16-cylinder engines. It may be troublesome to make these fire on all cylinders
when idling, due to the small quantity of fuel required.
In normal operation this is acceptable.

In special cases, in engines which have to idle continuously for longer periods
(several hours), for some reason, it is advisable to adjust the rack positions care-
fully (reduce rack position somewhat on those cylinders having the highest
exhaust gas temperatures, increase somewhat on those cylinders not firing).
This adjustment should be done in small steps and the difference between rack
positions of various cylinders should not exceed 1 mm.
4. Engine speed not stable
a) Governor adjustment faulty (normally too low compensation). 22.
b) See point 2f.
c) Fuel feed pressure too low. 01.3
d) Water in preheated fuel (vapor lock in injection pumps).
e) Loading automation (e.g. controllable pitch propeller) outside engine faulty. 23.
5. Knocks or detonations occur in engine
(if reason cannot be found immediately, stop the engine!)
a) Big end bearing clearance too large (loose screws !). 06.2, pos. 11, 07.3.1 pos.
2
b) Valve spring or injection pump tappet spring broken. 12, 16
c) Inlet or exhaust valve jamming when open.
d) Too large valve clearances. 06.1, 12.4
e) One or more cylinders badly overloaded (3b, c).
f) Injection pump or valve tappet guide block loose. 16.3, 07.1.E, 07.1.F
g) Initial phase of piston seizure.
h) Insufficient preheating of engine in combination with fuel of low ignition quality.
j) Fuel injection timing wrong.
6. Dark exhaust gases
a) Late injection (wrongly set camshaft drive). 06.1, 16.3.3, 13.3
b) See points 3b, c, d, e.
c) Insufficient charge air pressure. Test Records
- air intake clogged 15.2
- turbocharger compressor dirty 15.2, 04.4
- charge air cooler clogged on air side
- turbocharger turbine badly fouled 04.5
NOTE! Engines starting on heavy fuel may smoke if left idling.
7. Engine exhaust gases blue-whitish or gray whitish
a) Excessive lubricating oil consumption due to: gas blow-by past piston rings; 03.3.5, 11.2.3.
worn or broken oil scraper rings or worn cylinder liners; sticking compression
rings; compression rings turned upside-down; ring scuffing (burning marks on
sliding surfaces).
b) Blue- whitish exhaust gases may occasionally occur when engine has been
idling for a lengthy time or at low ambient temperature, or for a short time after
starting.
c) Gray whitish exhaust gases due to water leakage from exhaust boiler,
turbocharger.

08 - 2 VASA 22
 22-9601 Operating Troubles, Emergency Operation 08

8. Exhaust gas temperature of all cylinders abnormally high

a) Engine badly overloaded (check injection pump rack positions). Test Records
b) See point 6c.
c) Charge air temperature too high. Test Rec., 01.3
- charge air cooler clogged on water side or dirty on air side 15.2
- water temperature to air cooler too high, water quantity insufficient 01.3
- engine room temperature abnormally high
d) Excessive deposits in cylinder head inlet or exhaust ports.
e) Exhaust pipe pressure after turbine high. 04.4, 04.5, 15
9. Exhaust gas temperature of one cylinder above normal Test Records
a) Faulty exhaust gas thermometer. 23, 03.3.1
b) Exhaust valve.
- jamming when open
- "negative" valve clearance
- sealing surface blown by (burned)
c) Faulty injection valve.
- opening pressure much too low 06.1
- sticking of nozzle needle when open 16.11
- broken spring
- nozzle cracked
d) Late injection. 06.1, 16.3
e) Fuel supply insufficient (filter clogged).
f) Injection pump faulty , fuel rack sticking in high.
10. Exhaust gas temperature of one cylinder below normal
a) Faulty exhaust gas thermometer. 23, 03.3.1
b) See points 2f, h, 3b, c, d, e.
c) Leaky injection pipe or pipe fittings. 16.4
d) When idling, see point 3g. 3.3.1
11. Exhaust gas temperatures very unequal
a) See points 9a, c, e.
b) Too low fuel feed pressure: too small flow through injection pumps 01.3
(see points 2h, i). May cause great load differences between cylinders
although injection pump rack positions are the same.
Dangerous! Causes high thermal overload in individual cylinders.
c) See points 1f, 6b.
d) When idling, see point 3g.
e) Exhaust pipe or turbine nozzle ring partly clogged.
f) Apply to 8- and 16-cylinder engines. The difference in exhaust gas temp-
eratures of the two cylinders next to the turbocharger is normally 50-120°C.
12. Lubricating oil pressure lacking or too low 01.3
a) Faulty pressure gauge, gauge pipe clogged. 23.1.1
b) Lubricating oil level in oil sump too low. 01.1, 18.2
c) Lubricating oil pressure control valve out of adjustment or jamming. 18.4
d) Three-way cock of lubricating oil filter wrongly set. 18.7
e) Leakage in lubricating oil suction pipe connections. 18.1
f) Lubricating oil badly diluted with diesel oil, viscosity of oil too low. 02.2.1, 02.2.3
g) Lubricating oil pipes inside engine loose or broken. 18.
13. Too high lubricating oil pressure
a) See points 12a and c.

VASA 22 08 - 3
 08 Operating Troubles, Emergency Operation 22-9601

14. Too high lubricating oil temperature 01.3

a) Faulty thermometer.
b) Insufficient cooling water flow through oil cooler (faulty pump, air in system, 19.1
valve closed), too high raw water temperature. 01.3
c) Oil cooler clogged, deposits on tubes. 18.5
d) Faulty thermostat valve. 18.7
15. Abnormally high cooling water outlet temperature, difference 01.3
between cooling water inlet and outlet temperatures too large
a) One of thermometers faulty.
b) Circulating water cooler clogged, deposits on tubes. 19.
c) Insufficient flow of cooling water through engine (circulating water pump faul- 19.
ty), air in system, valves closed. 03.3.1
d) Thermostat valve faulty. 19.4
16. Water in lubricating oil 02.2.3, 03.3.1
a) Leaky oil cooler. 18.5
b) Leakage at cylinder liner O-rings (always pressure test when cooling water
system has been drained or cylinder liners have been dismantled).
c) Faulty lubricating oil separator. See separator instruction book! 02.2.3
17. Water in charge air receiver 15.
(escapes through drain pipe in air cooler housing)
a) Leaky air coolers. 15.
b) Condensation (too low charge air cooling water temperature). 03.3.1, Fig 03-1
18. Engine looses speed at constant or increased load
a) Engine overloaded, a further increase of fuel supply is prevented by the 22.1, Fig 22-6
mechanical load limiter. pos. 13
b) See points 2c, f, g, h, i.
c) See points 4c,d, 5g, 19d.
19. Engine stops
a) Shortage of fuel, see points 2h, i.
b) Overspeed trip device has tripped. 22.5, 22.6
c) Automatic stop device has tripped. 23.1.4
d) Faulty governor or governor drive. 22.
20. Engine does not stop although stop lever is set in stop position
or remote stop signal is given
a) Injection pump control rack wrongly set (3b, c).
Trip overspeed trip device manually. If the engine does not stop
immediately, block fuel supply as near the engine as possible (e.g. by
fuel filter three-way cock).
Before restarting the engine, the fault must be located and corrected.
Great risk of overspeed.
b) Faulty stop automation. Stop by means of stop lever. 23.1.4
c) The engine driven by generator or propeller or by another engine
connected to same reduction gear.
21. Engine overspeeds and does not stop
although overspeed trip device trips
a) Injection pump control rack wrongly set (3b,c).
Load the engine, if possible.
Block fuel supply, e.g. by means of fuel filter three-way cock.

08 - 4 VASA 22
 22-9601 Operating Troubles, Emergency Operation 08

b) An overspeeding engine is hard to stop. Therefore, check regularly the 22.3

adjustment of the control mechanism (the injection pump rack positions)
1) the stop lever being in stop position or the overspeed trip device being
tripped and the speed governor at maximum fuel admission.
2) the stop lever and the overspeed trip being in work position and the speed
governor in stop position.
This control should be done always when the control mechanism or the
injection pumps have been touched.

08.2 Emergency operation

08.2.1 Operation with defective air cooler(s)

If the water tubes of an air cooler are defective, the cooling water
may enter the cylinders. If water or water mist flows out of the
drain pipe at the bottom of the cooler housing, check whether it
is raw water or condensate. If condensate, reduce cooling (see
chapter 03, Fig 03-1). If raw water, stop the engine as soon as
possible and fit a spare cooler.
If no spare cooler is available, the following can be done as an
emergency solution:
1 Dismantle the cooler for repair and blank off the opening
in the charge air cooler housing. Shut off water supply and
return pipes. Repair the cooler, e.g. by plugging the leaking
tubes.
2 If there is not time enough to remove the defective
cooler and repair it, shut off water supply and return pipes.

Note! This will influence on the water flow to the tube oil cooler and
the tube oil cooler temperature will increase

3 Operating with a partially plugged, shut-down or re-

moved air cooler. Engine output must be limited so that the
normal full load exhaust temperatures are not exceeded.
The turbocharger may surge before the admissible exhaust
temperatures are reached. In such a case, engine load must be
reduced further to avoid continuous surging.

08.2.2 Operation with defective turbocharger(s)

A defective turbocharger is to be treated in accordance with the
service instructions given in the turbocharger instruction book
(blocking of rotor etc.).
If one turbocharger on a V-engine is defective and must be
blocked, the other charger should be blocked too. The air connec-
tion between the charger and the air coolers should be removed
and the engine will operated as a naturally aspirated engine.

VASA 22 08 - 5
 08 Operating Troubles, Emergency Operation 22-9601

When operating the engine without turbochargers, the engine

output must be limited so that the normal full load exhaust
temperatures are not exceeded.
Available load from the engine with blocked turbocharger (s) is
about 20 % of full load.

08.2.3 Operation with defective cams

If the camshaft piece with damaged cams cannot be removed and
replaced by a new one, the engine can be kept running by the
following measures:
a) Injection pump cams:
Slight damage:
Set injection pump control rod into zero position and lock it by a
wire around the pump.
Bad damage:
Remove fuel injection pump. See chapter 16.

Attention! Concerning torsional vibrations and other vibrations, see

chapter 08., section 08.2.5.

When operating with a shut-off injection pump over a long period

the valve push rods of the inlet and outlet valves are to be
removed, and the indicator valve on the respective cylinder is to
be opened once an hour to allow any accumulated oil to escape.

Caution! Oil mist escaping from the indicator valve may cause a fire.

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

temperature of the remaining cylinders from exceeding normal
full load temperatures.
b) Valve cams
Stop fuel injection to the cylinder concerned, see chapter 16.
Remove the valve push rods and cam followers of the cylinder.
Replace the tubes covering the push rods.

Attention! Concerning torsional vibrations and other vibrations, see

chapter 08., section 08.2.5.

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

temperatures of the remaining cylinders from exceeding full load
temperatures.

08 - 6 VASA 22
 22-9601 Operating Troubles, Emergency Operation 08

08.2.4 Operation with removed piston and

connecting rod
If damage on piston, connecting rod or big end bearing cannot be
repaired, the following can be done to allow emergency operation:
1 Remove the piston and the connecting rod.
2 Cover lubricating oil bore in crank pin with a suitable
hose clip, and secure.
3 Fit completely assembled cylinder head but omit valve
push rods.
4 Prevent starting air entry to the cylinder head by re-
moving pilot air pipe.
5 Shut down injection pump (chapter 16.).

Attention! Concerning torsional vibrations and other vibrations, see

chapter 08., section 08.2.5.

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

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

08.2.5 Torsional vibrations and other vibrations

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

VASA 22 08 - 7
 08 Operating Troubles, Emergency Operation 22-9601

08 - 8 VASA 22
 22-9601 Engine Block with Bearings and Cylinder Liners, Oil Sump 10

10. Engine Block with Bearings and Cylinder

Liners, Oil Sump

10.1 General description

10.1.1 Engine block and bearings

The engine block is cast in one piece of cast iron. The distributing duct
for the cooling water as well as the air receiver are incorporated in the
engine block. The main bearing caps are arranged hanging and
support the crankshaft in interchangeable precision type bearing
shells. The upper bearing shell is guided in the oil groove by a lug at
each end. The lower shell has a lug at one end to be axially located.
The periphery of the shells is longer than that of the bearing bore and
thus provides for the fixation of the shells. The first main bearing, seen
from the driving end, is provided with four thrust washers in order to
guide the crankshaft axially. An extra, so-called shield bearing, may
be mounted next to the flywheel, when needed (depending on instal-
lation).
The camshaft bearing bushes are in housings directly machined
in the block, see chapter 14.

10.1.2 Cylinder liners

The engine block embodies the cylinder liners, made of special
cast iron and honed to an optimal finish. At the top flange the
liners are sealed against the block metallically, and at the lower
part by two O-rings.

10.1.3 Covers
The crankcase covers and the covers of the camshaft openings are
provided with rubber profile gaskets. Some of the crankcase
covers include a spring-loaded safety valve which releases the
overpressure in case of a crankcase explosion. The crankcase is
provided with an air vent pipe including a non-return valve. The
air vent pipe should be conducted away from the engine. A cover
incorporating the oil filling hole is located at the driving end of
the engine.

10.1.4 Oil sump

The light, welded oil sump is attached to the engine block from below
and is sealed off by a rubber sealing. Suction pipes to the lubricating oil
pump and separator, as well as the main lubricating oil distributing

VASA 22 10 - 1
 10 Engine Block with Bearings and Cylinder Liners, Oil Sump 22-9601

pipe for crankshaft bearings, are incorporated in the oil sump.

An oil dipstick is located in one of the crankcase covers. The oil
dipstick indicates the maximum and minimum limits between
which the oil level may vary. Keep the oil level near the maximum
mark and never allow the level to go below the minimum mark.
The limits apply to the oil level in a running engine. One side of
the dipstick is graduated in centimetre. This scale can be used
when checking the lubricating oil consumption.

10.2 Main bearings and thrust washers

10.2.1 Dismantling of main bearings

1 Remove the crankcase cover closest to the bearing in
question.
2 Remove the oil pipe to the main bearing cap in question.
3 Unscrew the main bearing cap side screw about one
turn by using the wrench combination X-4, Fig 10-1. To facili-
tate the later lowering of the bearing cap unscrew the neigh-
bouring side screws also, see step 9, below.
4 Lift the distance sleeves (1) in position, Fig 10-1 and in-
sert the pins (2) into the slots of the sleeves to fix the sleeves.
And screw on the hydraulic cylinders (3).

Hydraulic tool for main and shield bearing

1. Distance sleeve (861031)

2. Pin (861025)
3. Hydraulic cylinder (861020) X-4
4. Distance sleeve (861022) 4
5. Pin (861141)
5
6. Hydraulic cylinder (861030)
6

Shield Bearing Main Bearing

1 2 3

Fig 10-1 2210519204

10 - 2 VASA 22
 22-9601 Engine Block with Bearings and Cylinder Liners, Oil Sump 10

Note! For V-engines, equipped with torsional vibration damper

Hasse & Wrede ASK 1728, two extra distance sleeves are
delivered. These two sleeves are to be used on the main
DISMANTLING bearing closest to the torsional vibration damper only. The
1. Screw on cylinders by hand sleeves are marked 3V86B56.
2. Connect hoses, open valve.
Tighten cylinders by hand.

5 Connect the hoses and proceed with opening of main

bearing screw nuts. For further instruction see chapter 07.,
section 07.3.
6 Remove the nuts and apply the main bearing cap lifting
Hydraulic oil
tool 832003, Fig 10-2A. Remove the side screws and lower the
cap by means of the lifting tool until the handle rests on the
3. Screw cylinders 180°
counter -clockwise.
bottom edge of the crankcase opening. The lower bearing shell
4. Close valve, rise pressure. can now be removed out of the cap.
5. Open the nut about half a turn.
6. Open release valve, remove tool. If the main bearing cap is to be removed, shift angle position of
the handle by inserting the locking pins into the other pair of
holes. In doing so it is possible to further lower the main bearing
cap until it is free from the bolts and can be dismantled, Fig 10-2B.

Lifting tool for main bearing cap

832003

A B

Fig 10-2 2210529204

7 To dismantle the upper bearing shell, insert the turning

tool 851001 (in-line engine) or 851002 (V-engine) into the
crankshaft journal radial oil hole. Turn the crankshaft care-
fully until the bearing shell has been turned 180° and remove
it, Fig 10-3.

VASA 22 10 - 3
 10 Engine Block with Bearings and Cylinder Liners, Oil Sump 22-9601

Use of turning tool for bearing shell

1. Upper main bearing 1

shell

2. Turning tool for main

bearing (851 001, R22
and 851 002, V22) 2

Fig 10-3 2210549434

8 Cover the two crankshaft journal oil holes with tape.

At least every third main bearing must be in place at the same
time to support the crankshaft.
9 The thrust washers can be removed from the main
bearing cap when it is in lowered position.
To remove the upper halves of the thrust washers, insert the
turning tool 851005 (in-line engine) or 851006 (V-engine) into the
bearing journal radial oil hole. Turn the crankshaft carefully 180°
and remove the washers.

10.2.2 Inspection of main bearings

Wash the bearing shells and check for wear, scoring and other damage.
Mark the new bearings with the same bearing numbers as the
replaced shells. The thrust washers should be changed in pairs to
ensure that the flanges of the axial bearing surfaces are of equal
thickness.
No scraping or other fitting of bearing shells, caps or bores is allowed.
Burrs or dirt should be locally removed only.
The bearing journals should be inspected for surface finish. Dam-
aged journals (rough surface, scratches, marks of shocks) should be
polished. If after a longer period of running, considerably uneven wear
appears, see section 06.2. pos. 11, the crankshaft may be reground and
reassembled together with thicker bearing shells.

10 - 4 VASA 22
 22-9601 Engine Block with Bearings and Cylinder Liners, Oil Sump 10

10.2.3 Installing main bearings

1 Clean the main bearing bore, caps, shells and crankshaft
journal very carefully.
2 Take off the protecting tape from the crankshaft oil holes
and lubricate the journal with pure engine oil.
3 Lubricate the upper shell bearing surface (not the rear
side).
4 Place the edge of the shell in the slot between the crank-
shaft and the bearing bore and push it in by hand as far as possible.
5 Place the turning tool 851001 (in-line engine) or 851002
(V-engine) in the crankshaft journal radial oil hole and turn
the crankshaft carefully until the bearing shell has been
turned into position, Fig 10-3. Take care that the bearing shell
guiding flap enters the groove without being damaged.
6 Remove the turning tool.
7 Lubricate the lower shell bearing surface (not the rear side)
and place it in the bearing cap. Check that the bearing shells are
installed correctly. Raise the cap by means of lifting tool 832003, Fig
10-2, until the lubricated side screws can be screwed into the threads
of the bearing cap by hand.
8 Remove the lifting tool.
9 Lubricate the nuts and screw on by hand.
10 Tighten the side screws, at the rear side only, to 300 Nm
torque.
11 Put the distance sleeves (1), Fig 10-1, in place and keep
them in position by inserting the pins (2) into the holes of the
RE-ASSEMBLING
1. Screw on nuts, attach
nuts through the sleeve slots. Screw on the cylinders and
distance sleeve.
Screw on cylinders by hand. connect the hoses. Pump pressure to the stated value.
2. Connect hoses, open valve.
Tighten cylinders by hand.
12 When re-installing the thrust main bearing, force the
crankshaft axially towards the free end.
13 When re-installing the upper main bearing with the
thrust washer, proceed as follows: Remove the tape from the
oil holes. Place the turning tool 851005 (in-line engine) or
Hydraulic oil

851006 (V-engine) in the oil hole. Oil the crankshaft, bearing

3. Close the valve and pump (not the rear side) and thrust washers. Place them on the
pressure to the stated value.
4. Screw the nuts untill close crankshaft and turn the crankshaft 180° until the bearings are
contact to face.
5. Open the valve and remove in the correct position, then turn the crankshaft backwards
tool set.
and remove the turning tool.
Mounting of the lower bearing half: Oil the bearings and thrust
washers and mount them in the main bearing cap. Mount the cap
as described in point 11.

VASA 22 10 - 5
 10 Engine Block with Bearings and Cylinder Liners, Oil Sump 22-9601

Note! The thrust washers are marked according to Fig 10-4 (operat-
ing side of the engine)

Marking of the thrust washers of the crankshaft

Y2 Y1

A2 A1

Fig 10-4 2210599204

14 Tighten the nuts by the pin (2) until face-to-face contact.

The pressure should be kept constant all the time.
15 Release pressure by slowly opening the valve on the
pump. Remove the hoses, unscrew the cylinders and take off
the distance sleeves and pins.
16 Tighten the side screws by using the tool combination
Fig 05-15A and Fig 10-1 to the value stated in chapter 07.,
section 07.1.
17 Before starting the engine after a bearing inspection,
check the crankshaft axial clearance, see chapter 11.

10.3 Shield bearing

10.3.1 Dismantling
If the engine is equipped with an extra main bearing (i.e. a shield
bearing) between the main thrust bearing and the flywheel, the
inspection may proceed as follows:

10 - 6 VASA 22
 22-9601 Engine Block with Bearings and Cylinder Liners, Oil Sump 10

1 Remove the end cover.

2 Unscrew the four screws fastening the bottom of the
bearing housing to the engine block.
3 Remove the guiding pins.
4 Loosen the nuts of the two vertical screws by the hydrau-
lic tool. For further instructions see section 07.3.
5 Lower the bearing cap so that it rests against the edge
of the oil sump. (If the cap is to be removed from the engine,
loosen the studs.)
6 Remove the upper shell by turning in clockwise direc-
tion using the tool 851004 placed in the crankshaft journal
radial oil hole, Fig 10-3.
7 Remove the turning tool. Cover the oil hole with tape.
8 Check the bearing in the same way as normal main
bearings, section 10.2.2.

10.3.2 Assembling
1 Remove the tape from the oil hole.
2 Lubricate the upper bearing shell surface and crank-
shaft journal.
3 Insert the bearing shell end without lug in the clearance
between the journal and bearing bore grooved edge. Push in
the shell by hand as far as possible.
4 Place the turning tool 851004 in the crankshaft journal
radial oil hole and turn carefully in counter-clockwise direction
until the edge of the bearing shell levels with the bearing
housing mating face. Check that the flap at the bearing edge
is not damaged.
RE-ASSEMBLING 5 Remove the turning tool, Fig 10-3.
1. Screw on nuts, attach
distance sleeve.
Screw on cylinders by hand. 6 Lubricate the lower bearing shell surface and place the
2. Connect hoses, open valve. bearing shell in the bearing cap.
Tighten cylinders by hand.

7 Raise the bearing cap until the bearing shell edges level
and tighten the nuts by hand.
8 Knock the two dowel pins from above to get the lower
bearing house centered.
9 Put the distance sleeves in place, insert the pins in the
Hydraulic oil

slots.
3. Close the valve and pump
pressure to the stated value.
10 Screw on the hydraulic cylinders and proceed with
4. Screw the nuts untill close tightening of screw nuts, see also section 07.3.
contact to face.
5. Open the valve and remove
tool set. 11 Tighten the four fastening screws to torque according
to section 07.1, by means of tool combination in Fig 10-1.

VASA 22 10 - 7
 10 Engine Block with Bearings and Cylinder Liners, Oil Sump 22-9601

10.4 Cylinder liner

10.4.1 Maintenance of cylinder liner

a) Honing of cylinder liner bore
Always hone the cylinder liner when new piston rings are
mounted. Normally a light honing is sufficient. If the honing
is done when the cylinder liner is on its place in the engine
block, the crankshaft under the cylinder liner concerned must
be covered by plastic film. Honing rests must be prevented from
falling into the oil sump of the engine. For the honing process
the following instructions are prescribed:
• the honing is to be carried out by means of “Plateau honing”,
• only ceramic hones with a coarseness of 80 and 400 should
be used. The hones with a coarseness of 80 should be used
until the polished areas in the cylinder liner are over scrap-
ing. The hones with a coarseness of 400 should be used for
about 30 strokes to give the correct surface finish,
• the pitch angle of the honing lines in the cross hatch pattern
should be about 30°, which is achieved by combining for
example 40 strokes/min with a rotational speed of 100 RPM,
• as coolant a honing oil is preferred, but a light fuel oil
30° 2 - 15 cSt could also be used,
• after honing, the liner bore should be carefully cleaned by
using a suitable brush, water (preferably hot) and soap or
cleaning fluid, alternatively, light fuel oil. Then dry with a
cloth and lubricate with engine oil for corrosion protection.
The honing equipment is delivered with the engine.
b) Cleaning of the cylinder liner water side
The water side of the cylinder liner can be cleaned of deposits
with a wire brush.

10.4.2 Removing cylinder liner

1 Drain the engine cooling water and remove the cylinder
head and piston with connecting rod.
2 Assemble the removing device 836001, Fig 10-5.
3 Loosen the cylinder liner by tensioning the nut (2) of the
pull screw (1), Fig 10-5.
4 Withdraw the cylinder liner carefully.

10 - 8 VASA 22
 22-9601 Engine Block with Bearings and Cylinder Liners, Oil Sump 10

Removing and lifting of cylinder liner

2.

1. Screw (4V83G29)
2. Nut (4V83G31)

1.

Fig 10-5 2210569435

10.4.3 Mounting of cylinder liner

If more than one cylinder liner have been removed, check that the
liners are installed in the same cylinders as before the overhaul.
The liners are marked with the cylinder numbers to the top of the
liner.
1 Check that all guide and contact faces (upper level) of
the engine block are perfectly clean and intact, as well as the
corresponding surfaces of the cylinder liner.

Caution! Check that the contraction edge diameter is 273 mm, see Fig
10-6.

2 Check that the two O-ring grooves are clean and fit
the new O-rings. Also check the contraction edge diameter
according to, Fig 10-6.

VASA 22 10 - 9
 10 Engine Block with Bearings and Cylinder Liners, Oil Sump 22-9601

Machining of engine block for new type of cylinder liner

264
( 265)
Contraction edge
Engine block 273

Cylinder liner

Fig 10-6 2210609204

3 Lubricate the O-rings and sealing faces with Molykote

Paste G or soft soap.
4 Mount the lifting device.
5 Lower the liner carefully into the bore of the block. When
the tool touches the engine block, align the liner so that the
scribing mark on the liner flange points to the driving end,
lower by loosening the nut (2) and press the liner in position
by hand. Give the liner a few blows with a rubber or plastic
hammer, if necessary.
6 Check the bore of the liner, especially straight in front
of the O-rings (390 mm from the upper edge of the liner); see
section 06.2 pos. 10. The out-of-roundness of a replaced liner
must not exceed 0.03 mm.
7 Mount the piston with the connecting rod.
8 Mount the cylinder head, and refill the cooling water
system.
9 Check the O-ring seals from the crankcase side while
circulating cooling water. Circulate water through the engine
under high pressure (1.25 x nominal pressure), if possible
(separate cooling water pump).

10 - 10 VASA 22
 22-9601 Crank Mechanism 11

11. Crank Mechanism:

Crankshaft, Connecting Rod, Piston

11.1 Crankshaft

11.1.1 Description
The crankshaft is forged in one piece. The first main bearing,
seen from the driving end, is provided with thrust washers and
guides the crankshaft axially. On V-engines all crank webs are
provided with counterweights; on in-line engines counterweights
are used when necessary. Each counterweight is fastened with
hexagon tension screws. In 4-cylinder engines, the counter-
weights are part of the crankshaft, see also section 11.3.
At the driving end of the crankshaft, there is a shrunk-on oil
ring or V-sealing ring, preventing oil and gas leakage, and a split
gear. At the free end of the shaft there is, if necessary, a tuning
mass or a vibration damper as well as a gear for driving of the
pumps.
The flywheel is fastened to the crankshaft by four assembly
screws, partly, and partly by the screws of the power take off shaft.
Normally, these screws are provided with clearance holes and
compress the flanges, the flywheel being in between. The power
is conveyed by the frictional force between the flanges. The engine
can be equipped with a power take off at the free end of the engine,
when necessary.
The flywheel position indicator is equipped with a nonius
scale for reading of the engine crank angles, at an accuracy of 1°,
on the graduation of the flywheel. See chapter 00., section 00.3,
for reading of flywheel position.
The turning device for V-engines normally consists of a gear
to be coupled to the square pin of the ratchet. The rotational
direction for turning can be reversed by alternating the ratch
position of the ratchet. A warning light on the instrument panel
of the engine will switch on when the turning device is connected.
In line engines are normally turned by means of a lever to be
inserted in the flywheel hole.

Note! Remove the turning device always before starting the engine.

11.1.2 Crankshaft alignment

When the cylinder block and the generator have been aligned,
always check the axial clearance.

VASA 22 11 - 1
 11 Crank Mechanism 22-9601

1 Turn the crank of the first cylinder near the bottom dead
center.
2 Apply the crankshaft indicator between the two crank
webs into the center marks provided for this purpose.
3 The clearance between the micrometer and connecting
rod should be as small as possible.
4 Set the micrometer at zero.
5 Read the various deviations when turning the crank to
the rear side, top dead center, operating side etc. Record the
readings in the ’’Crankshaft Alignment’’ -form.

Dial indicator position and reading

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

D B

C
As seen from flyweel end

22 22/26

Fig 11-1 2211609205

Note! During the alignment procedure the crankshaft should be

turned in the direction of rotation, only.

6 Repeat this procedure with the other cylinders.

7 The difference between two diametral readings of the
same crank must not exceed following values (in mm):
22 22/26
- After installing and re-aligning 0.04 0.08
- Re-aligment is recommended, if difference is more than 0.07 0.14
- Re-aligment is absolutely necessary at 0.10 0.20

Note! Note the difference between the 22 (stroke 240 mm) and 22/26
(stroke 260) engines

11 - 2 VASA 22
 22-9601 Crank Mechanism 11

Before re-aligning the engine and the driven machinery, check

the main bearing shell thickness.
Engines with a torsional elastic coupling
Engines with a torsional elastic coupling connected to the fly-
wheel have a larger difference at the crank web next to the
DISMANTLING
1. Screw on cylinders by hand flywheel owing to the crankshaft deflection.
2. Connect hoses, open valve.
Tighten cylinders by hand.
22 22/26
- After installing and realigning such engines the
difference must not exceed 0.06 0.12
- Maximum allowed deviation before re-alignment
is absolutely necessary is in this case 0.11 0.22
Hydraulic oil

3. Screw cylinders 180°

The crank pin being upwards the reading is negative on this crank
counter -clockwise.
4. Close valve, rise pressure.
web.
5. Open the nut about half a turn.
6. Open release valve, remove tool. When the crank throw for cyl 1 is in the TDC

22 22/26
- The reading should be -0.04 - 0 -0.08 - 0
- The recommended value is -0.02 -0.04

8 If these values cannot be achieved, repeat the align-

ment.

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

sponding values must be based on experiences from the par-
ticular installation.

11.1.3 Control of the the axial clearance

Check the crankshaft axial clearance by using a dial micrometer.
1 Run the engine prelubricating pump for a few minutes to
lubricate the bearings.
2 Stop the pump and apply the dial micrometer to the face
of the flywheel, for instance.
3 Set the micrometer at zero.
4 Move the crankshaft in the opposite direction and read
the axial clearance on the micrometer.
The axial clearance should be kept within the limits stated in
chapter 06., section 06.2 pos. 10.
When installing and realigning, check also the radial clearance
around the periphery between the crankshaft flange and the
tripartite driving end cover.

VASA 22 11 - 3
 11 Crank Mechanism 22-9601

11.2 Connecting rod and piston

11.2.1 Description
The connecting rod is drop forged and precision serrated in the
mating face. The big end bearing is a trimetal bearing of the same
design as the main bearings. Lubricating oil is fed through the
main bearings and bores in the crankshaft.
The gudgeon pin bearing has a larger bearing surface on the
lower side where the bearing load is higher. Lubricating oil is led
through bores in the connecting rod from the big end bearing. The
connecting rod is axially guided by the piston through the top part
of the gudgeon pin bearing.
The gudgeon pin is hollow and is provided with radial holes
to convey lubricating oil from the connecting rod to the piston. The
pin ends are covered to prevent oil from escaping. The gudgeon
pin is axially fixed in the piston by means of oval retainer rings.
The piston is made of nodular iron and is cooled with the engine
lubricating oil conveyed through the gudgeon pin into an annular
space, from which the oil is allowed to flow to the engine oil sump.
The skirt of the piston is lubricated with oil from bores drilled to
the gudgeon pin bearing. The two top ring grooves are hardened.

Note! Always handle the piston with care.

The piston ring combination includes three compression

rings, the two top rings of which are chromium-plated, and one
spring loaded, chromium-plated oil scraper ring.

11.2.2 Removing of the connecting rod and piston

1 Remove the cylinder head (chapter 12). Scrape off any
carbon around the upper portion of the cylinder liner. It is
advisable to cover the piston top with cloth or paper pressed
RE-ASSEMBLING
tightly against the wall to collect carbon or other dirt which
1. Screw on nuts, attach has come loose.
distance sleeve.
Screw on cylinders by hand.
2. Connect hoses, open valve. 2 Clean the threaded hole on the top of the piston with
Tighten cylinders by hand.
the tap M12, and screw on the lifting tool 832002 by using the
hexagon screw M12x80.
3 Remove the crankcase cover from the operating side.
4 In-line engine: Turn the crankshaft about 95° from the
TDC towards the operating side of the cylinder in question.
Hydraulic oil V-engine, A-bank: Turn the crankshaft about 95° from the
TDC towards the A-bank of the cylinder in question.
3. Close the valve and pump
pressure to the stated value. V-engine, B-bank: Turn the crankshaft about 95° from the
4. Screw the nuts untill close
contact to face.
TDC towards the B-bank of the cylinder in question.
5. Open the valve and remove
tool set.

11 - 4 VASA 22
 22-9601 Crank Mechanism 11

5 Lift the distance sleeves, 861033 for in-line engines and

861026 for V-engines, on to the connecting rod screws, Fig 11-2.
6 Screw on the hydraulic tools; for in-line engines the hy-
draulic tool 861027 with the distance piece 861032, for V-engines
the hydraulic tool 861027.
7 Connect the hoses, and proceed with opening of con-
necting rod nuts. Note the position of the slots.

Removing piston and H-profile connecting rod

In-line engines
1. Nut
2. Bearing cap 832 002
3. Bearing shell 843 002
4. Retainer ring 6
5. Gudgeon pin
6. Piston rings

4 5

861 033 for in-line engine

861 026 for V-engine Cyl. nr.

861 027 for in-line and V-engine

861 032 for in-line engine

3
NOTE! Turn the distance
sleeves with slots down-up 2
1
7

Fig 11-2 2211519517

8 Release the pressure and remove the hydraulic tool.

9 Screw off the nuts (1) and remove the connecting rod
screws by the stud tool 803011.
10 Lift the big end bearing cap (2) together with the bear-
ing shell out of the engine.

VASA 22 11 - 5
 11 Crank Mechanism 22-9601

11 Lift the piston a little to remove the upper big end bearing
shell (3), this applies only to in-line engines.
On V-engines, mount the protecting rails 835003 and 835004
in position above the connecting rod serration.
12 When lifting the piston, take care not to damage the crank
pin and the cylinder liner wall.
13 Cover the crank pin oil holes with tape.
14 If the connecting rod is to be withdrawn from the piston,
remove the retainer ring (4) from the gudgeon pin hole in the
piston, on the side where the gudgeon pin drawing number is,
by using the retainer ring pliers 843004.

Note! Never compress the retainer ring more than barely to be able
to remove it from the groove.

Push out the gudgeon pin (5) from the opposite side. If the piston
temperature is lower than +18 - 19°C the gudgeon pin may stick
but will be easily removed when heating the piston to about 30°C.
15 To remove the piston rings (6), use the piston ring pliers
843003. The design of these pliers prevents from overstressing
the rings. However, the piston rings should not be removed
unless the rings and grooves require cleaning, measuring etc.
If the piston rings are to be reinstalled, note how they are
turned.
Every time when removing the piston, careful records should
be made.

11.2.3 Maintenance of the piston and connecting

rod
1 Clean all the parts carefully. When removing burned
carbon deposits from the pistons particular care should be
taken not to damage the piston material. Never use emery
cloth.
The cleaning is facilitated if coked parts are soaked in kerosene
or fuel. An efficient carbon solvent — e.g. ARDROX No. 668 or
similar — should preferably be used to facilitate the cleaning and
to protect the pistons against mechanical damage. When using
chemical cleaning agents, take care not to clean the piston skirt
with such agents; the phosphate/graphite overlay may be dam-
aged. Measure the height of the piston ring grooves, see chapter
06., section 06.2, pos. 11.
In case of excessive fouling or sticking, the piston rings should be
removed from the pistons and checked.
Check the rings for wear by inserting them into a new cylinder
liner and measuring the ring gaps at the joint. Also check the

11 - 6 VASA 22
 22-9601 Crank Mechanism 11

clearance of the rings in their grooves, see chapter 06., section

06.2, pos. 11.
Especially the two chromium-plated topmost piston rings
should be examined. If the chromium-plating is worn through,
the ring should immediately be replaced by a new one.

Note! If the cylinder liner is new or honed, all rings are to be replaced
by new ones.

2 Check the end plugs of the gudgeon pins.

3 Check the gudgeon pin and big end bearing clear-
ances (chapter 06., section 06.2, pos. 11) at intervals accord-
ing to chapter 04. They will easily be checked by measuring the
pins and bearing separately (the big end bearing being tight-
ened to full torque). When using a feeler gauge the gauge
should be formed of as many thin blades as possible; if using
thick blades the overlay plating of the bearing may be dam-
aged.
4 Check that the serration of the connecting rod is not dam-
aged.

11.2.4 Installing the connecting rod and piston

1 Check that the bores for the skirt lubrication are not
blocked.
2 The gudgeon pins (5) should always be inserted from
the same side of the piston from which they have been removed
and should be placed the same way around, see section 11.2.2
pos.12. If the piston temperature is lower than +18 - 19°C the
gudgeon pin may stick but will move freely if the piston is
heated in oil to about 30°C. Oil the pin with lubricating oil
before installing, Fig 11-2.
3 Never compress the retainer ring (4) more than barely
to be able to fit it in the groove. If the ring is loose in the groove
after installation it should be replaced.
4 When mounting the piston in the connecting rod, see that
the cylinder number has stamped on the piston crown and the
connecting rod are on the same side. When changing a piston,
mark the new piston with the same number as the replaced
one. The arrow on the piston head should point to the camshaft
side.

VASA 22 11 - 7
 11 Crank Mechanism 22-9601

5 Check the gap clearance by fitting the rings into a new

cylinder liner before installing new piston rings. Check also the
vertical clearance in the ring grooves (chapter 06., section 06.2,
pos. 11). When installing the rings, use the piston ring pliers.
The ring joints should be located 120° in relation to each others.
Old piston rings should always be placed in the same groove
and the same way around as when taken out.
6 Clean the piston, cylinder liner, connecting rod bearing
bore and crank pin carefully.
7 Wash the big end bearing (3). When changing bearings,
both bearing shells should be marked with the cylinder number
in the same way as the replaced one.
8 Oil the piston and crank pin with lubricating oil. Place
the clamp device 843002 for the piston rings around the piston.
Check that the piston rings slide into the grooves without being
damaged.
9 Turn the crankshaft.
In-line engine: Turn the crankshaft 95° from the TDC towards
the operating side of the cylinder in question.
V-engine A-bank: Turn the crankshaft 95° from the TDC
towards the A-bank of the cylinder in question.
V-engine B-bank: Turn the crankshaft 95° from the TDC
towards the B-bank of the cylinder concerned.
In V-engines, mount the upper bearings shell and the protect-
ing rails 835003 and 835004.
10 Lower carefully the piston. Turn the piston and connect-
ing rod so that the side with the cylinder number faces the
camshaft.
In-line engine: When the connecting rod is lowered to the vicinity
of the crank pin, apply the upper bearing shell in the bearing bore
observing that the guiding flap slides into the recess of the
connecting rod.
11 Lubricate the threads of the big end bearing screws (7)
with oil.
12 Lift the bearing cap (2) together with the lower bearing
shell in place. Attach the connecting rod screws and tighten to
stated torque by using the stud tool 803011.
13 Screw on the nuts (1) and tighten by hand until the
lower joint face of the big end bearing cap contacts that of the
connecting rod, starting with the lower nut.
14 Lift the distance sleeves, 861033 for the in-line engine
and 861026 for the V-engine, on to the connecting rod screws.
15 Screw on the hydraulic tools; for the in-line engine the
hydraulic tool 861027 with the distance piece 861032 screwed
on to the hydraulic piston, for the V-engine the hydraulic tool
861027.

11 - 8 VASA 22
 22-9601 Crank Mechanism 11

16 Connect the hoses, and proceed with tightening of con-

necting rod nuts.

11.3 Balancing mechanism for 4-cylinder

engines
The four-cylinder in-line engine is equipped with two balancing
shafts (3) which rotate at a speed twice the crankshaft speed. The
shafts are driven by the crankshaft (1) through an intermediate
gear (2). Each shaft is pivoted in four pressure lubricated sliding
bearings (4), one of which is axially guiding. The counterweights
are integrated into the shaft.
Normally, the arrangement needs no maintenance. In connec-
tion with overhauls of the engine the sliding bearings can be
inspected. In case the transmission has been opened it is abso-
lutely necessary to make sure that the marks of the gears remain
in their initial positions.

4R22, 4R22/26 balancing shaft

1
1. The crankshaft
2. Intermediate gear
2 3 9 8 7
3. Balancing shaft
4. Bearing
13

10

14

Section of
bearing halves in
vertical position

12 11 4 5 6 4 4 4

Fig 11-3 2211559205

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

completely counterbalanced by means of an arrangement consist-
ing of two balance shafts with eccentrical masses, rotating in
opposite directions in relation to each other. The shafts rotate at
a rate of twice the engine speed. The centrifugal forces counteract
each others horizontally and counterbalance the free forces of the
engine vertically, Fig 11-3.

VASA 22 11 - 9
 11 Crank Mechanism 22-9601

11.3.1 Removal of balancing shaft bearing bushes

1 Turn the engine into a position where the balancing shaft
eccentrics point downwards.
2 Loosen the screws (6) , from the shaft the bearings of
which is to be removed.
3 Loosen the screws (7) and remove the upper bearing
shells (8).
4 Lift up the balancing shaft (9) by the crane. The bearings
comes out with the shaft and You can take them away.
5 Move the shaft to the direction of the free end and let
the shaft down
6 Loosen the fastening screws (12) of the cover (11).
7 Remove a locking wire (14)and loosen the fastening screws
(10) of the axial washer (13) at the free end of the shaft.
8 Remove the shaft piece (3).
9 Lift the removing device 834001 inside the bearing
and tighten the nut of the pulling screw.
10 Connect the hoses of the hydraulic pump to the hydrau-
lic tool.
11 Pump pressure into the hydraulic tool to remove the
bearing bush. Pressure must not exceed the value stated in the
chapter 07. If the bearing bush is still sticking when the stated
pressure is achieved, it may be necessary to knock at the
opposite end of the shaft.
12 Open the pump valve, disconnect the hoses of the hy-
draulic tool and lift out the removing tool and bearing bush.

11.3.2 Installing balancing shaft bearing bushes

1 Oil the bearing bushes surfaces lightly with clean en-
gine oil.
2 Lift the mounting device 834001 with the bearing bush
to the place where the bearing is to be mounted and tighten
the nut of the pulling screw.
3 Connect the hoses of the hydraulic pump to the hydrau-
lic tool.
4 Pump pressure into the hydraulic tool install the bearing
bush. Pressure must not exceed the value stated in the chapter
07.
5 Open the pump valve, disconnect the hoses of the hy-
draulic tool and lift out the hydraulic tool.

11 - 10 VASA 22
 22-9601 Crank Mechanism 11

6 Re-install the shaft piece (3), clean the threads of the fas-
tening screws (10) thoroughly and apply Loctite 242 to them.
7 Put the axial washer (13) to end of the shaft
8 Tighten the screws (10) to the stated torque and put the
locking wire (14) to the screws.
9 Re-install the cover (11) and tighten the screws (12).
10 Lift up the balancing shaft (9) (by the crane) and move it
back to direction of the flywheel.
11 Put the bearings (4) to the shaft, at the same time as you
let it [Link] the bearing bracket.
12 Clean the threads of the fastening screws (7)
thoroughly and apply Loctite 242 to them.
13 Tighten the screws (7) to the stated torque value. Lock
with the wire.
14 Clean the threads of the fastening screws (6)
thoroughly and apply Loctite 242 to them.
15 Tighten the screws (6) to the stated torque.

11.3.3 Removal of balancing shaft gear

1 Turn the engine into a position where the balancing shaft
eccentrics point downwards.
2 Follow the steps in section 11.3.1.
3 Loosen the screws (6) and remove the shaft pieces (3).

11.3.4 Installing balancing shaft gear

1 Push the driving gears of the balancing shafts so that
they mesh when the guiding pins are horizontal in relation to
the centre line of the engine, Fig 11-4.

VASA 22 11 - 11
 11 Crank Mechanism 22-9601

4R22 balancing arrangement (Phase 1)

Fig 11-4 221156A9205

2 Push the intermediate gear in position when the crank-

shaft is turned with cylinder 1 in TDC (top dead centre) and
the balancing shafts with the guiding pins upwards, see Fig
11-5.

4R22 balancing arrangement (Phase 2)

A Cylinder 1 in TDC

Backlash see
section 06.23

VIEW A
Fig 11-5 221156B9205

11 - 12 VASA 22
 22-9601 Crank Mechanism 11

11.4 Balancing mechanism for 8V22 en-

gines
The eight-cylinder V-engine has four balancing wheels rotating
at a speed twice the crankshaft speed. Each wheel is driven by
the crankshaft through an intermediate gear. The bearing ar-
rangement is similar to the one used in the camshaft intermediate
gear. Normally the balancing arrangement needs no mainte-
nance. In case the transmission has been opened, for example in
connection with water pump exchange, it is absolutely necessary
to make sure that the marks of the gears remain in their initial
position. See Fig 11-6 and Fig 11-7.

11.4.1 Dismantling (at the free end)

1 Remove the water pumps, lube oil pump and the fuel
feed pump as well as the pipes connected to the end cover.
2 Remove the end cover. Note that the end cover is fas-
tened by 4 screws also from the inner side of the crankcase.
3 Check the axial clearance, section 06.2 pos. 23 B.
4 Remove the screws (1), (2) and (3).
5 Remove the flange (4) and the shaft (5). The whole pack-
age counterweights - gear wheel can now be removed.
6 Check the bearing clearance, section 06.2 pos. 23 B.
7 If the bearing clearance exceeds the normal values
or if the bearing is found to be damaged, remove the bearing
bushes (6) by using an extractor, see Fig 11-6 View C.

11.4.2 Assembling (at the free end)

1 Clean throughly the bearing housing, i.e. the counter-
weights, and mount new bearings. The bearings should be
cooled down with, for example, liquid air. Note that the longi-
tudinal oil grooves (28) in the bushes shall point towards the
centre of gravity of the counterweights (marked with a distinct
mark), see Fig 11-6 View C and Fig 11-7.
2 Mount the bush (13) to the shaft (5),
3 Apply LOCTITE 275 on the threads of the fixing screw (3)
and tighten the screw to the torque of 450 Nm. Put the
counterweights, the shaft and the flange (4) to their places,
apply LOCTITE 275 on the threads of the screw (1) and tighten
the screw to the torque of 450 Nm.
4 Measure with a dial indicator the axial clearance of the
bearing bushes in the counterbalance system (see section 06.2
pos. 23 B).

VASA 22 11 - 13
 11 Crank Mechanism 22-9601

5 Turn the crankshaft 30° clockwise from the top dead cen-
tre of cylinder no. Al (in this position the crank pin of cylinder
1 points straight upwards).
6 Re-install the end cover with help of the guiding pins.
Check that the hose seal against the underneath surface of the
end cover comes to its place properly and that the under edge
of the pump cover comes 0.15 ... 0.55 mm above the under edge
of the engine block. Do not forget to fasten the end cover also
from the inside of the block (4 screws).
7 Re-install the water pumps. Provided the assembly has
been carried out correctly the counterweights now point down-
wards and the crank pin of cyl. 1 straight upwards, see Fig
11-7.

11.4.3 Checking
1 Turn the crankshaft 45° clockwise (from the position
when the crank pin of cylinder 1 points straight upwards). The
counterweights rotate with a speed twice the speed of the
crankshaft. This means that the counterweight on bank A
should point straight to the side. The scribing mark on the
counterweight is now visible through the hole (14) provided the
assembly is correct, see Fig 11-6 View C and Fig 11-7.
2 Turn the crankshaft further 90° clockwise. The scribing
mark of the counterweight on bank B should now be visible
through the hole (14), otherwise the assembly is to be repeated.
3 Check the backlash of the gear wheel (12) and the
backlash of the water pump gear wheel through the holes in
the cover (see section 06.2 pos. 19 and 23 b).
4 Re-install the lube oil pump, pipes and before start check
that the bearings get lube oil.

Note! When dismantling a water pump(s) it will affect the counter-

balance system as it gets its driving force via the gear wheels
of the water [Link] is most convenient to turn the crankshaft
30° clockwise from the top dead centre of cylinder 1 (to the
position when crank pin no. 1 points straight upwards and the
counterweights point straight downwards). In this position the
water pump(s) can be removed and installed without affection
to the counterbalance system.

11 - 14 VASA 22
 22-9601 Crank Mechanism 11

Balancing mechanism for 8V22

View C
1 22
1. Screw
2. Screw 4 2

3. Screw 9
4. Flange
8 11
5. Shaft
6 12
6. Bearing bush
7. Distance bush 7
8. Screw 13 10
9. Nut
3 5
10. Counter weight
11. Counter weight
12. Gear wheel 14
13. Bush
14. The hole
28
15. Screw
16. Flange
A-A
17. Gear wheel
18. Bearing bush
19. Shaft
20. Bush
21. Screw 21
22. Locking wire
24 20
23. Screw
27
24. Nut
25. Locking wire
26. Screw
A A
27. Counter weight
18 17
28. Oil groove
23 19

16

15 26

C B 25

View B

Fig 11-6 2211529545

VASA 22 11 - 15
 11 Crank Mechanism 22-9601

11.4.4 Dismantling (at the flywheel end)

1 Check the axial clearance, section 06.2 pos. 23 B.
2 Unscrew the screw (15) and remove the flange (16).
3 Unscrew the screw (21) and remove the shaft (19). The
whole package counterweights - gear wheel can now be re-
moved.
4 Check the bearing clearance, section 06.2 pos. 23 B.
5 If the bearing clearance exceeds the normal values
or if the bearing is found to be damaged, remove the bearing
bushes (18) by using an extractor, see Fig 11-7 View B.

11.4.5 Assembling
1 Clean throughly the bearing housing, i.e. the counter-
weight and gear wheel and mount new bearings. The bearings
should be cooled down with, for example, liquid air. Note that
the longitudinal oil grooves (28) in the bushes shall point
towards the centre of gravity of the counterweights (marked
with a distinct mark).
2 Mount the bush (20) to the shaft (19), apply LOCTITE
275 on the threads of the fixing screw (21) and tighten the
screw to the torque of 450 Nm.
3 Turn the crankshaft 30° clockwise from the top dead cen-
tre of cylinder 1 (in this position the crank pin of cylinder 1
points straight upwards), see Fig 11-7
4 Put the counterweight, the shaft (19) and the flange (16)
to their places, apply LOCTITE 275 on the threads of the screw
(15)and tighten the screw to the torque of 450 Nm.
5 Measure with a dial indicator the axial clearance of the
bearing bushes in the counterbalance system (see section
06.2 pos. 23 B).

Note! The counterweights shall point straight downwards when the

crank pin of cylinder 1 points straight upwards.

6 Before start check that the bearings get lube oil.

11 - 16 VASA 22
 22-9601 Crank Mechanism 11

Diagram for 8V22 balancing system

1
3

Fig 11-7 2211539545

VASA 22 11 - 17
 11 Crank Mechanism 22-9601

11 - 18 VASA 22
 22-9601 Cylinder Head with Valves 12

12. Cylinder Head with Valves

12.1 General description

The cylinder heads are cast of special quality grey iron. Each head
includes two inlet valves (10), two exhaust valves (9), a centrally
located fuel injection valve (4), a starting valve (13) and an
indicator valve (12).The cylinder heads are individually tightened
to the engine block with four studs and hydraulically tightened
nuts. A metallic gasket is sealing between the cylinder liner and
the cylinder head.
V-engines have starting valves only on A-bank cylinders. On
B-bank cylinders is the starting valve replaced with a dummy.
The inlet and exhaust valves are designed with hard-faced seat
surfaces and chromium-plated stems and they tight against
shrunk-in seat rings in the cylinder head. The exhaust valves are
equipped with valve rotators (6). Also inlet valves can at request
be delivered with valve rotators. The exhaust valve seats (8) are
water-cooled.

Cylinder head

1. Bearing bracket 2 3 15
2. Rocker arm
3. Yoke for valves
4. Injection valve 1 6
5. Cylinder head
6. Rotocap 4 12
7. Connection piece 14
8. Exhaust valve seat 11 8
9. Exhaust valve
10. Inlet valve
11. Inlet valve seat 7
12. Indicator valve
11
13. Starting valve 13 5
14. Push rod 9 10
15. Water pipe

Fig 12-1 2212519206

The four screw and box-cone design is a traditional and well

proven design for cylinder heads. The benefits of four screws is
not only the ease of maintenance but it also allows the design of
large and correctly designed channels for combustion air and
exhaust gases. In a heavy fuel engine the correct material tem-
peratures are a crucial factor to ensure long lifetime of the

VASA 22 12 - 1
 12 Cylinder Head with Valves 22-9601

components being in contact with combustion gases. Efficient

cooling and a rigid design is best achieved with the “double deck”
design in which the flame plate is relatively thin and the mechani-
cal load is transferred to the strong intermediate deck. The most
sensitive areas of the cylinder head are cooled by drilled cooling
channels optimized to distribute the water flow evenly around
valves and the centrally located fuel injector.
The injection valve is described in chapter 16.

12.1.1 Functions
The flame plate of the cylinder head is a part of the combustion
chamber. During the combustion, the flame plate is exposed to
high pressures and high temperatures. The air flow is governed
by two inlet valves in the flame plate. In a similar way, the
exhaust gas is led from the cylinder through the cylinder head
exhaust channel and to the exhaust manifold. The gas flow is
governed by two exhaust valves.
The multi-orifice injection valve (4), as well as injection valve
sleeve, is centrally mounted in the cylinder head. The injection
valve sleeve holds the injection valve in position and separates
the injection valve from the cooling water.
Each cylinder head is individually cooled by a water flow enter-
ing the cylinder head from the cylinder jacket through one single
bore. There are drilled cooling passages to the exhaust valve seats.
The cooling water is collected to a single flow after passing the
flame plate and the seat rings.
The valve mechanism is lubricated from the lubricating oil
system. The oil is led through a pipe from the valve tappet guide
block to the rocker arm bracket (1). All other flows in the cylinder
head are through drillings.
The controlled leaks of the injection valve is returned through
the protection pipe.
The fuel pipe is also provided with protection against hazardous
leaks from the high pressure connection stud.

12.2 Removing and mounting of the cylinder

head

12.2.1 Removing of the cylinder head

1 Drain cooling water. Remove the cooling water outlet
pipe.
2 Remove the cylinder head cover, the panel covering
the injection pumps and exhaust insulation panel over the
exhaust gas connection to the cylinder head.
3 Remove the exhaust pipe fastening screws.

12 - 2 VASA 22
 22-9601 Cylinder Head with Valves 12

4 Remove the injection pipe.

5 Loosen the oil pipe and the starting air pipe.
6 Remove the rocker arm bracket (1) and the push rods
(14) as well as the caps of the cylinder head screws. Pull up the
sleeve on the leakage pipe. Remove the screw on the splash
shield.
DISMANTLING
1. Screw on cylinders by hand. 7 Lift the distance sleeves and hydraulic cylinders
2. Connect hoses, open valve.
Tighten cylinders by hand.
861020 in place and proceed with opening of cylinder head
nuts.
8 Remove the cylinder head nuts.
9 Apply the lifting tool 832005.
10 Lift off the cylinder head.
Hydraulic oil
11 Cover the cylinder opening with a slab of wood or simi-
3. Screw cylinders 180° lar.
counter-clockwise.
4. Close valve, rise pressure.
5. Open the nut about 12 Apply the caps to protect the screw threads.
half a turn.
6. Open release valve,
remove tool.
12.2.2 Installing the cylinder head
1 Check the sealing rings of the water, charge air and
starting air connections and of the push rod protecting pipes,
check the cylinder head gaskets. Clean and oil all sealing
surfaces. Put the exhaust pipe sealing ring in place. If neces-
sary, press it slightly to make it stick in the groove.
2 Apply the lifting tool 832005 to the cylinder head.
RE-ASSEMBLING
1. Screw on nuts, attach distance
3 Lift the head above the cylinder and lower it carefully.
sleeve.
Screw on cylinders by hand.
When lowering the head, take care that the starting air con-
2. Connect hoses, open valve.
Tighten cylinders by hand.
nection pipe and the air pipe slide into the seals without force.
4 Screw on the cylinder head nuts.
5 Lift the hydraulic cylinders 861020 in place. Screw on
the cylinders, connect the hoses and proceed with tightening
of the cylinder head screws.
Hydraulic oil 6 Apply the protecting caps to the cylinder head screws.
3. Close the valve and pump
pressure to the stated value. 7 Fit the yokes. The yokes must be fitted on the correct yoke
4. Screw the nuts untill close
contact to face. guides.
5. Open the valve and
remove tool set.

Note the marks on the yokes: EX = exhaust valves; IN = inlet

valves.

Check that all studs of the rocker arm bracket fastening are fully
countersunk in the cylinder head before the rocker arm is
mounted. If the studs are not fully screwed in, loosen them and

VASA 22 12 - 3
 12 Cylinder Head with Valves 22-9601

apply LOCTITE 270 on the threads. Then screw in the studs

completely in the cylinder head.
8 Mount the push rod protecting pipes and fit the push
rods and the rocker arm bracket. Tighten the nuts to the torque
stated in chapter 07., section 07.1.
9 Connect the exhaust, oil, injection and starting air pipes
and fit the water outlet pipe.
10 Adjust the valve clearances.
11 Mount the cylinder head cover, injection pump panel
and exhaust insulation panel.
12 Before starting, fill the engine circulating water system
and turn the engine some revolutions the indicator valves
being open.

12.2.3 General maintenance of the cylinder head

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

12.2.4 Adjusting valve clearance and yoke

1 Turn the engine to the TDC at ignition for the cylinder
concerned. See section 00.3.
2 Loosen the locking nuts of the adjusting screws on the
rocker arm as well as on the yoke. Unscrew the adjusting
screws to provide sample clearance.
3 Press the fixed end of the yoke against the valve stem
by pressing down the adjustable end. Screw down the adjusting
screw until it touches the valve end and note the position of
the spanner. Now press down the fixed end. Keep on screwing
down while the yoke tilts, until the guide clearance is on the
other side and the fixed end of the yoke starts lifting from the
valve stem. Note the position of the spanner.
4 Turn the adjusting screw counter-clockwise to the middle
position and lock the counter nut of the adjusting screw.

12 - 4 VASA 22
 22-9601 Cylinder Head with Valves 12

5 Insert a feeler gauge corresponding to the valve clear-

ance (see chapter 06.) between the pressure surface of the yoke
and the shoe of the rocker arm. Tighten the adjusting screw
until the feeler gauge can be somewhat moved to and fro.
Tighten the locking nut while fixing the adjusting screw. Check
that the clearance has not changed while tightening.

Adjusting valve clearance

1
2

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

a b c

Fig 12-2 2212539045

12.3 Inlet and exhaust valves and seat rings

12.3.1 General description

The cylinder head has four valves fitted, two inlet valves and two
exhaust valves. All the valves are made of surface-treated heat
resistant steel.
The valves move in cast iron guides, which are press fitted in
the cylinder head and can be replaced. The valve guides have an
O-ring (sealing against the valve stem), which is located at the
top of the guide bore.
The valves are provided with one valve spring per valve and
valve rotating devices or valve spring retainers.

VASA 22 12 - 5
 12 Cylinder Head with Valves 22-9601

Valve seat rings are fitted in the cylinder head for both inlet and
exhaust valves. The exhaust valve seat rings are cooled and hence
provided with two O-rings.

12.3.2 Dismantling the valves

1 Fit the tool assembly 846010 according to Fig 12-3.
2 Depress the springs by turning the device clockwise.
3 Knock at the center of the valve discs, one at a time,
whereby the cotters come loose and can be removed.
4 Unload the tool. The spring retainers and the springs can
now be removed.
5 Check that the valves move easily in the guides.

Caution! Note in which guide each valve was situated before removing
them.

Tool assembly for dismantling valves

Fig 12-3 3212548932

12.3.3 Checking and reconditioning valves and

seats
1 Clean the valves, seats, ducts and guides as well as
the underside of the head.
2 Control the burning-off on the valve disc according to the
sketch Fig 12-4. The measure “Y” should be more than 5 mm
(nominal 6 mm) and measure “Z” should be less than 2 mm. If
the measures exceed these limits the valve must be replaced.

12 - 6 VASA 22
 22-9601 Cylinder Head with Valves 12

Control of the burning off on valve

Burn-off area

Y Z

Fig 12-4 2212568932

3 Check the sealing faces at the valves and the sealing

rings. For this purpose it is recommended to apply a thin layer
of fine lapping compound to the valve seat and rub the valve
slightly against the seat a few times by hand. If the sealing
faces are bright or if there is a coherent sealing face grinding
is not recommended. If there is slight pitting, only, lapping is
recommended. If the pitting extends over nearly the entire
sealing face or if imperfect sealing is observed the valve and
the seat should be reground.

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

4 Before grinding, check the valve stem clearance. If the

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

12.3.4 Lapping
If there are slight pits on the sealing faces they can be lapped by
hand:
1 Fit the turning tool to the valve.

VASA 22 12 - 7
 12 Cylinder Head with Valves 22-9601

2 Apply a thin layer of lapping compound to the sealing

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

12.3.5 Machine grinding

If there is deep pitting or other damage, the valve and seat should
be ground by machine:

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

1 Seat face of the valve. The seat angle of the exhaust

valve is 30° and the angle of the inlet valve is 20°, both with a
tolerance of -0.5° to achieve contact to the seat at the periphery.
Minimum allowable edge thickness of the valve is 5.2 mm; after
that the valve must be replaced by a new one.
2 Seat ring for the inlet valve. The seat angle of the inlet
valve seat ring is 20° with a tolerance of +0.15°. The seat can
be ground until the outer seat diameter is 74 mm; after that
the ring must be replaced by a new one.
3 Seat ring for the exhaust valve. The seat angle of the ex-
haust valve seat ring is 30° with a tolerance of +0.20°. The seat
can be ground until the outer seat diameter is 73 mm.

Note! After grinding a light lapping is recommended to provide

contact between valve and seat.

12.3.6 Change of the seat ring

[Link] Removal of the old ring

The seat rings can be changed when the valves are removed.
The exhaust seat ring can most conveniently be removed hy-
draulically by using tool 837024 and inlet seat ring by using tool
837019, which can be ordered from engine manufacturer. In case
the special tool is not available a flat bar or a scrapped valve can
be used.
1 Fit a scrapped valve to the seat and weld it to the seat
by electric beam welding.

12 - 8 VASA 22
 22-9601 Cylinder Head with Valves 12

Also a flat bar of the dimensions 10x30 mm can be used.

2 Press or knock out the ring through the valve guide with
an arbor.

12.3.7 Fitting a new inlet valve seat ring

1 Check the bore diameter in the cylinder head, see sec-
tion 06.2, pos. 12 in this manual.
2 The ring can be assembled by freezing in with liquid air
of -190°C, the cylinder head temperature being minimum
20°C, or by pressing in with a guided arbor. Always make sure
that the ring contacts the bottom of the bore.
3 Check the excentricity of the sealing face in relation to
the valve guide, and if it exceeds 0.1 mm the seat surface must
be ground by a seat grinding machine.

12.3.8 Fitting a new exhaust valve seat ring

1 Clean the bore carefully with a grit 400 or finer emery
cloth.
2 For fitting an exhaust valve seat ring the tool 834002 is
required.
3 Check the bore diameters in the cylinder head.
4 Cool the seat ring in a thermostat controlled freeze box
to -15 - 30°C.

Note! The seal rings will be damaged at lower temperatures.

5 Put the new seal ring on the seat ring and apply Loctite
272 on the bores in the cylinder head and on the corresponding
surfaces of the seat ring.
6 Put the seat ring into the guiding bush and press in the
seat with the guided arbor.
7 Check the excentricity of the sealing face in relation to
the valve guide, if it exceeds 0.1 mm the seat surface must be
ground by a seat grinding machine.
8 Keep the cylinder head temperature at minimum 20°C
for six hours to harden the locking fluid.
9 Pressure test the cylinder head before mounting with a
test pressure 8 - 10 bar if posssible.

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

so that the seat ring is correctly seated.

VASA 22 12 - 9
 12 Cylinder Head with Valves 22-9601

12.3.9 Reassembling of the engine valves

1 Check the valve springs for cracks and wear marks on
the coils. If any, replace the springs by new ones.
2 Put the new seal rings in the valve guides.
3 Lubricate the valve stems with engine oil.
4 Put in the valves and check for free movement.
5 Check that the exhaust valve rotators turn smoothly
by hand. If the movement between upper and lower part of the
rotator is not smooth and free, exchange the complete rotator.
6 Put on the valve springs and spring discs and compress
the springs with the tool set. Fit the valve cotters and unload
the springs. Check that the valve cotters fit properly.

12.4 Indicator valve

12.4.1 Operation and maintenance of the

indicator valve
The inside construction of the indicator valve is such that the
pressure in the cylinder tightens it. Consequently the force
needed to close the valve is relatively low. The valve has a
left-handed screw and is opened and closed respectively as fol-
lows, Fig 12-5. Use the T-handle wrench 808001 to open and close
the indicator valve.
1 When starting the engine the indicator valves should be
closed using only so weak a force that the sealing surfaces go
together. The pressure of the cylinder will push them tightly
together.
2 When stopping the engine, the indicator valves should
be opened only half a turn. Then the tightening caused by a
temperature decrease cannot have an effect.
3 When opening the indicator valve for measuring the
cylinder pressure, tightening to open position by force must be
avoided.
4 When closing the indicator valve after measuring the
cylinder pressure, only a weak torque is needed. A so called
“finger torque” is usually enough.
5 Add a high temperature lubricant (up to 1000°C) to the
valve stem threads when you feel that it is not moving easily.

12 - 10 VASA 22
 22-9601 Cylinder Head with Valves 12

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

Open and close indicator valve

The cock moves upward Always use the special

when closing clockwise handle when closing !

Fig 12-5 2212558932

VASA 22 12 - 11
 12 Cylinder Head with Valves 22-9601

12 - 12 VASA 22
 22-9601 Camshaft Driving Gear 13

13. Camshaft Driving Gear

13.1 General description

The camshaft is driven by the crankshaft (1), Fig 13-1, through a
gearing. The gear (2) on the crankshaft is split and fixed to a flange
on the crankshaft with axial screws (4). These screws as well as
the fastening screws of the gear are locked with Loctite 242. A
pair of intermediate wheels (5) and (6) are pivoted on a bearing
journal.
The camshaft driving gear (18) is guided to the camshaft bearing
journal with a pin (22) and fastened by means of a flange connec-
tion between the bearing piece (20) and the camshaft extension
(25). The camshaft extension supports also a worm gear (23) for
the speed governor drive and the overspeed trip (in the V-engine
on the A-bank). An oil jet provides for lubrication and cooling of
the gears.
The camshaft rotates with half of the engine speed in the same
direction as the engine.

13.2 Intermediate gears and camshaft gear

The intermediate gear wheels are case hardened. The wheels
have a common shaft and are fixed to each other by a screw
connection. The lubricating for the bearings is arranged through
drilling’s in the shaft from a distributing pipe.
The basic adjustment of valve injection is done with the interme-
diate gearwheel pair. The timing can be adjusted if the gear
wheels are rotated in relation to each other. Basic adjustment are
marked on the gear wheels.

Note! The valves and the pistons will come in contact with each other
if the valve timing is set wrong, which will cause serious dam-
ages to the engine.

13.2.1 Maintenance of camshaft gearing

Whenever the opportunity occurs, check the condition of the
gears. Measure tooth backlash and bearing clearances, see section
06.2. An early detection of any tooth damage can prevent serious
damage.

VASA 22 13 - 1
 13 Camshaft Driving Gear 22-9601

13.2.2 Basic adjustment of valve timing

The basic adjustment of the valve and injection timing is done by
changing the relative position between the intermediate wheels
(5) and (6). If the position is changed, the position of the camshaft
is changed in relation to the crankshaft.

Note! The relative position between the two wheels is adjusted at the
factory and should not be changed unless it is absolutely
necessary.

1 Remove the cover (30).

2 Loosen the fastening nuts (7), by rotating the crankshaft
(1).
3 After loosen the last fastening screw turn the crank-
shaft as much as necessary. The bigger intermediate gear
wheel should then rotate while the smaller intermediate gear
wheel should stand still.
4 Tighten the nuts (7) for the intermediate gear wheels to
stated torque when the desired movement is reached and turn
the crankshaft as much as it is necessary.
5 Check the valve timing of one cylinder and the fuel in-
jection timing.
6 Mount the cover (30).

13.2.3 Removing of camshaft driving gear

Note! The pair of intermediate gears should not be disassembled

unless necessary because the two wheels are adjusted be-
tween each other to give correct cam positions on each
cylinder bank. Before removing the gearing, check the tooth
and bearing clearances at intervals according to chapter 04.

1 Remove the camshaft cover, the gear covers and the

governor (all necessary covers and pipes).
2 Unscrew the screws (28), and remove the cover.
3 Remove the locking wire and unscrew the screws (29).
Withdraw the overspeed trip device and the overspeed trip
housing.
4 Unscrew the screws (19) of the flange connection and
withdraw the camshaft extension (25).
5 Unscrew the screws (21) of the camshaft driving gear.
Remove the camshaft gear (18).

13 - 2 VASA 22
 22-9601 Camshaft Driving Gear 13

Camshaft driving gear

A
B A
A VIEW A B 23

19
1. Crankshaft
29
2. Split gear wheel
4. Axial screws
21
5. Intermediate wheel
6. Intermediate wheel 28

7. Nut
20
8. Screw
22 25
[Link]
[Link] pin 18 24

[Link] bush
30
[Link]
15
[Link]
[Link] 16

[Link] wire
13 14
[Link] gear
12
[Link]
11 10
[Link] piece
[Link]
[Link]
7
[Link] gear 8

[Link]
2
[Link] extension 6

[Link] 1 5
[Link]
4
[Link]

Fig 13-1 2213519212

6 Loosen the screws (10) and (15) (2 pcs) in the order men-
tioned. Remove the flange (14). Put a hexagon socket wrench
on the hexagon end of the bearing pin and a ring spanner on
screw (13) and loosen screw (13) by turning the bearing pin.

VASA 22 13 - 3
 13 Camshaft Driving Gear 22-9601

7 Turn the crankshaft until the flywheel hole (diameter 60

mm) at the inside of the rim is in front of the intermediate wheel
bearing pin (Not 22/26 engines).
8 Press out the bearing pin. (11)
9 The intermediate wheel can now be lifted out, for in-
stance by means of a rope sling. Remove screw (13) and inter-
mediate bush (12).

13.2.4 Mounting of the driving camshaft gear

1 Turn the crankshaft as follows:
a) In-line engines: Turn the crankshaft to the TDC for cylinder No
1.
b) V-engines, the camshaft gearings of both cylinder banks
removed: Turn the crankshaft to the TDC for cylinder No A1.
c) V-engines, the gearing of the A-bank installed, the gearing of
the B-bank removed: Turn the crankshaft to the TDC at ignition
for cylinder No A1. Then turn 60° to the TDC for cylinder No B1
(55° for 16V22).
d) V-engines, the gearing of the B-bank installed, the gearing of
the A-bank removed: Turn the crankshaft to the TDC at ignition
for cylinder No B1. Then turn to the TDC for cylinder No A1.
In connection with turning, place the bearing pin in the hole of
the flywheel rim which is nearest to “Cyl. 1 TDC”.
2 Place the intermediate bush (12) in its bore and lower
the completely assembled intermediate wheel for instance by
means of a rope sling. (By using a mirror, check that the
marked tooth of the intermediate wheel meshes properly with
the marked tooth gap on the split gear (2). See Fig 13-1 and
Fig 13-2.

View inside the engine

(MARK USED FOR B-BANK

MARKED TOOTH
MESHING THE MARKED
TOOTH OF THE INTERM. GEAR)

SPLIT GEAR

MARK (IN LINE ENGINE OR A-BANK

OF V-ENGINE ) MESHING THE MARKED
TOOTH OF THE INTERMEDIATE GEAR

Fig 13-2 2213539518

13 - 4 VASA 22
 22-9601 Camshaft Driving Gear 13

3 Place the bearing pin (11) into the intermediate gear

and the bush (12).
4 Coat the screw (13) with Loctite 242 (screw it in by
hand).
5 Fit the flange (14) together with a new O-ring and tighten
the screw (15). First tighten the screw (10) and then the screw
(13). Tightening torque, see section 07.
6 Measure the axial clearance of the intermediate wheel
bearing and the backlash between the wheels (2) and (5). See
section 06.2 pos. 13.
7 Apply locking wire between the screws (10) and (15).
8 The camshaft driving gear is meshed in and is installed
so that the mark matches the surface of the engine block, see
Fig 13-1; view A. On the driving gear there are marks for the
A-bank as well as for the B-bank. The guiding pin (22) indicates
the fixing of the camshaft and the gear in relation to each other.
Tighten the screws (21) to torque according to section 07.1.
These screws are treated with locking compound and may be
refused twice before the locking effect is lost, in case they are
only slightly cleaned with rags.
9 Install the overspeed trip and the extension piece (25).
10 Measure the backlash between the wheels (6) and (18).
See section 06.2 pos. 13.
11 Install the adjacent components. For covers not having
gaskets, use non-drying sealing compound.
12 Check the firing sequence of the V-engine cylinder
banks, see section 01.1.
13 Check the valve timing of one cylinder, at least (see
section 06). If any details of the gearing have been changed,
the injection pump delivery start should be checked according
to section 16.4.
14 Mount all the covers.

Note! Check the valve timing before the engine is started.

VASA 22 13 - 5
 13 Camshaft Driving Gear 22-9601

13.3 Split gear

If only the split gear wheel has to be changed, one half of the wheel
can be removed/mounted at a time. Hereby the valve timing will
be unchanged and it will not be necessary to adjust it.

13.3.1 Removing of the split gear wheel

After the gearing is removed according to section 13.2.2, the split
gear wheel (2) can be removed from the crankshaft, Fig 13-1.
1 Remove the end cover half.
2 Loosen the fastening screws (8).
3 Unscrew the axial screws (4).
4 Unscrew the fastening screws (8) and remove the gear
wheel halves.

13.3.2 Mounting of the split gear wheel

1 Clean the parting surfaces of the wheel halves and the
contact faces of the gear wheel and the crankshaft.
2 Apply Loctite 242 on the threads of the screws (4) and
(8).
3 Mount the gear wheel halves on the crankshaft with
the parting face at right angles with the crank of cylinder No.
1 and fasten the screws (4) and (8) by hand.
4 Tighten the axial screws (4) to a torque of 10 Nm and
check that contact is established between the gear wheel and
the crankshaft flange.
5 Tighten the fastening screws (8) to a torque of 40 Nm.
The screws closer to the crankshaft flange are to be tightened
at first.
6 Tighten the fastening screws (8) to stated torque, see sec-
tion 07.1. The screws closer to the crankshaft flange are to be
tightened at first.
7 Tighten the axial screws (4) to the stated torque, see sec-
tion 07.1.
8 Check the base tangent length. W is measured across
(W1 and W2) and perpendicular (W3 and W4) (to joint 7 teeth).
Maximum Deviation = 0.02 mm.
9 Check the gear wheel roundness. Place a cylindrical
pin (ø10 mm) in the tooth gap as shown in Fig 13-3. Turn the
engine and use a dial indicator to get an indication for the
diameters (D1, D2 and D3). The maximum permissible differ-
ence between the measured values is 0.03 mm.

13 - 6 VASA 22
 22-9601 Camshaft Driving Gear 13

10 Mount the end cover half.

Measuring split gear wheel

W1

Ø 10

D1
D2
D3

W4
W3

W2

Fig 13-3 2213529445

VASA 22 13 - 7
 13 Camshaft Driving Gear 22-9601

13 - 8 VASA 22
 22-9601 Valve Mechanism and Camshaft 14

14. Valve Mechanism and Camshaft

14.1 Valve mechanism

14.1.1 Description of valve mechanism

The valve mechanism operates the inlet and outlet valves at the
required timing. The valve mechanism consists of valve tappets
(11) of the piston type moving in a common guide block casing (7),
tubular push rods (4) with ball joints, drop forged rocker arms (3)
pivoted in a rocker arm bearing bracket (13) and a yoke (14)
guided by a yoke pin in the cylinder head, (Fig 14-1).

Valve mechanism

2
1. Nut
2. Retainer ring
3. Rocker arm bracket
3
4. Push rod
5. Protecting sleeve 1
6. Nut
4
7. Guide block
8. Cover for valve tappet 13 14
10. Pin 5
11. Valve tappet
8 6
12. Bearing journal
13. Rocker arm bearing bracket
7
14. Yoke VIEW A
11
15. Screw
10 12
16. Securing plate

15
16

Fig 14-1 2214519212

VASA 22 14 - 1
 14 Valve Mechanism and Camshaft 22-9601

14.1.2 Function
The movement of the valve tappets is governed by the cam profile.
The valve tappets transfer the movement through push rods to
the rocker arms. The rocker arms operate the inlet and exhaust
valves through a yoke.
The bracket for the rocker arms is made of nodular cast iron and
is fastened to the cylinder head by four screws. The steel journal
is press fitted in the bracket.
The rocker arms act on the valve yokes, which are guided by an
eccentrically placed yoke pin. To compensate for heat expansion
a clearance must exist between the rocker arm and yoke. All
adjustments are made on a cold engine, and this work procedure
is explained in chapter 12. Each valve yoke operates two valves
simultaneously.
The valve mechanism is lubricated from the main flow with pipe
connections. All flows in the cylinder head are through drillings.
Oil to the valve yokes passes through the rocker arm bracket. Oil
which is passed to the yoke tappet is lubricating the tappet and
by splashing through the bores also lubricates the valve rotators.
Oil is returned to the crankcase in a free flow through the
protecting sleeves for the push rod.

14.1.3 Maintenance of valve mechanism

Normally, the valve mechanism needs no maintenance, but in-
spection and adjustment of the components and check for wear
should be done at intervals according to section 04. Data are
stated in chapter 06. The valve clearance adjustments are de-
scribed in section 12.4.
Components, which have been working together for a long time
and thus have worn somewhat in relation to each other should be
installed in the same place to avoid unnecessary wear.

[Link] Dismantling and assembling the rocker arm

bearing bracket
1 Remove the covers of the valve mechanism and cam-
shaft from the cylinder concerned.
2 Turn the crankshaft to a position where the valve tappet
rollers of the valves and the injection pump are on the base
circle of the cam.
3 Remove the rocker arm bearing bracket (13) from the
cylinder head by loosening the nuts (1), see Fig 14-1.
4 The rocker arms can be dismantled by removing the lock-
ing ring (2) with the pliers 843001.
5 When cleaning the rocker arm bearing bracket and the
bearing pin, pay special attention to the oil holes.

14 - 2 VASA 22
 22-9601 Valve Mechanism and Camshaft 14

6 Inspect and measure the details for wear (section 06.2).

7 Oil the details with lubricating oil before reassembling.
8 Measure the axial clearance of the rocker arms after
assembling, minimum 0.15 mm, see chapter 06.

[Link] Dismantling and assembling the valve tappets

1 Remove the rocker arm bracket (13) first.
2 Remove the push rods (4) and the protecting sleeves (5)
3 Unscrew the nuts (6) and remove the guide block (7) from
the engine.
4 Remove the cover (8) and the guiding pin (10) to clean
and measure the guide block bores. Change the O-rings of the
cover if they are damaged or hard.
5 Remove the screws (15) and remove the securing plate (16).
6 The valve tappets (11) can now be withdrawn. Mark the
components so that they can be refitted in the same position.
7 The tappet rollers, bushes and pins are separated by push-
ing out the pin (12).

[Link] Inspection of valve mechanism parts

1 When cleaning the components, pay special attention
to the angular holes in the tappet and the pin.
2 Inspect and measure the components for damage and
wear, section 06.2.
3 When reassembling, it is advisable to lubricate the com-
ponents with clean lubricating oil.
4 When fitting the securing plate (16), use undamaged cor-
ners of the sheet to lock the screws (15). Take care that there
are — or are caused — no metal parts which may come loose.
5 Before fitting the guide block, check the flange gasket
and replace it by a new one, if necessary.

14.2 Camshaft

14.2.1 Description of camshaft

The camshaft is built up of one-cylinder camshaft pieces (1) and
separate bearing journals (2). The drop forged camshaft pieces have
integrated cams with case hardened sliding surface.

VASA 22 14 - 3
 14 Valve Mechanism and Camshaft 22-9601

The bearing surfaces of the journals are induction hardened.

The camshaft is driven by the crankshaft through a gearing at
the driving end of the engine.
At this end the camshaft is equipped with an overspeed trip
device (7) and a helical gear (8) for driving of the speed governor.
At the free end the camshaft has an extension (5) with a cam for
operating the starting air distributor (not valid for 4-cylinder
engines with starting motor).
In a B-bank on the V-engine the camshaft has only an axial
bearing situated at the driving end.

Camshaft

1. Camshaft piece
6 5 2 4 3 1 8 7
2. Bearing journal
3. Screw
4. Fixing pin
5. Extension shaft
6. Cover
7. Overspeed trip
8. Helical gear

Fig 14-2 2214529212

14.2.2 Removing of camshaft piece

1 Remove the camshaft cover, the injection pump and
the guide blocks from the cylinder concerned.
2 Unscrew the flange connection screws (3) from both
ends of the camshaft piece by using the tool combination in Fig
05-15B.
3 Remove the cover (6) from the starting air distributor
and move the part of the camshaft locating towards the free end
of the engine 15 - 20 mm in direction of the free end by using a
suitable lever.
4 Disengage the camshaft piece from the centerings and
fixing pins (4) and remove it sideways.

Note! The free end side rocker arm bearing bracket(s) has to be
removed if the crankshaft is turned, otherwise there will be
contact between valve and piston.

14 - 4 VASA 22
 22-9601 Valve Mechanism and Camshaft 14

14.2.3 Mounting of camshaft piece

1 Clean and degrease the flange connection surfaces and
the threaded holes.
2 Fit the fixing pins (4) and retainer rings with the longer
part of the pin in the bearing journal.
3 Mount the camshaft piece (1) on the fixing pin and cen-
tering at either end. Then compress the camshaft.
4 Fit the flange connection screws dry and tighten by us-
ing the tool combination in Fig 05-15B. The flange connection
screws are treated with locking compound and can be used
three times if carefully cleaned.
5 Check the valve tappets and rollers carefully. Even
slightly damaged tappet rollers have to be changed.
6 Mount the cover (6) of the starting air distributor, the
guide blocks, injection pumps etc.
7 Check the valve clearance and fuel delivery start of the
injection pumps on all cylinders towards the free end.

14.3 Camshaft bearings

14.3.1 Inspection of the camshaft bearing

When the camshaft bearing journal has been removed, the inner
diameter of the bearing bush can be measured in situ by using a ball
anvil micrometer screw. The wear limit is stated in section 06.2 pos.
10. For visual inspection of the camshaft bearing bush, proceed as
follows:
1 Remove both camshaft covers adjacent to the bearing
concerned.
2 Remove the cover from the starting air distributor.
3 Open the flange connection camshaft piece/bearing
journal towards the driving end of the engine seen from the
bearing concerned.
4 Move the part of the camshaft located towards the free
end of the engine maximum 20 mm in the direction of the free
end by using a suitable lever.

Caution! Before moving the camshaft axially, unload the pressure of the
cams by removing the rocker arm brackets and injection
pumps.

VASA 22 14 - 5
 14 Valve Mechanism and Camshaft 22-9601

5 Check the uncovered part of the bearing bush by means

of a mirror. All camshaft bearing bushes towards the free end
of the engine, seen from the bearing concerned, can be checked
when the camshaft is in this position.

14.3.2 Removing of the camshaft bearing bush

1 Remove the camshaft cover, injection pump, guide
blocks and camshaft piece from the two cylinders adjacent to
the bearing concerned. If it is an end bearing the respective
camshaft end piece has to be removed.
2 Remove the camshaft bearing journal.
3 Assemble the removing device 834001 according to Fig
14-3. When end bearing is removed, insert the guide sleeve
(part of 834001) the thicker part being directed towards the
middle of the engine.

Caution! Before moving the camshaft axially, unload the pressure of the
cams by removing the rocker arm brackets and injection
pumps.

4 Tighten the hydraulic cylinder by light tensioning of the

pull screw.
5 Connect the hoses of the hydraulic pump to the hydraulic
tool.
6 Pump pressure to the hydraulic tool to withdraw the
bearing bush. The pressure must not exceed 600 bar. If the
bearing bush does not move when this pressure is achieved, a
light knock at the end flange of the tool may be necessary.
7 Open the pump valve, disconnect the hoses of the hy-
draulic tool and dismantle the removing device.

Removing of camshaft bearing bush

1. Hydraulic cylinder (3V83E50) 5 6

2. Screw (4V83G45)
3. Mounting sleeve (3V83H91)
4. Pressure plate (4V83H90) 1 4
5. Distance piece (3V83H89)
6. Nut M24 2 3

Fig 14-3 221053a9518

14 - 6 VASA 22
 22-9601 Valve Mechanism and Camshaft 14

14.3.3 Mounting of the camshaft bearing bush

1 Lubricate the new bearing bush lightly with clean en-
gine oil at the outer surface and put it on the guide sleeve.
2 Assemble the mounting device 834001 according to Fig
14-4. If an end bearing is mounted, insert the guide sleeve so
the thinner part is directed towards the middle of the engine.
Position the mark on the bearing bush against that on the
engine block.
3 Tighten the hydraulic cylinder by light tensioning of the
pull screw.
4 Connect the hoses of the hydraulic pump to the hydrau-
lic tool.
5 Pump pressure to the hydraulic tool to the bearing
bush. The pressure must not exceed 600 bar.
6 Open the pump valve, disconnect the hoses of the hy-
draulic tool and dismantle the mounting device.
7 Lubricate the bearing bush running surface and fit the
cam shaft bearing journal.
8 Mount the camshaft pieces, guide blocks, injection
pump and camshaft covers.

Mounting of camshaft bearing bush

1. Hydraulic cylinder (3V83E50)

5 6
2. Screw (4V83G45)
3. Mounting sleeve (3V83H91)
4. Pressure plate (4V83H90) 1 4
5. Distance piece (3V83H89)
2 3
6. Nut M24

Fig 14-4 221053b9518

VASA 22 14 - 7
 14 Valve Mechanism and Camshaft 22-9601

14 - 8 VASA 22
 22-200520 Turbocharging and Air Cooling 15

15. Turbocharging and Air Cooling

15.1 Turbocharger

15.1.1 General description

The turbocharger utilizes the energy of the engine exhaust gas to
feed more air to the engine, thereby offering advantages such as
boosted engine power output and thriftier fuel consumption.
The exhaust gas discharged from the cylinders of the engine are
led through the exhaust manifold into the turbocharger and are
accelerated in the turbine housing before the passing of the
turbine wheel. The turbine rotates at a high speed and turns the
compressor wheel mounted on the same shaft as the turbine
wheel. The compressor takes air, often through a filter, from the
engine surroundings and compresses it to a higher pressure. A
higher pressure results in a higher density of the air which means
that a larger amount of air is forced into the cylinder and corre-
spondingly a larger amount of fuel can be burnt. This increases
the effective pressure during the combustion and thus increases
the output.
During the compression of the air in the turbocharger, the air
is heated up mainly due to the compression and partly due to
losses in the compression work in the compressor. The hot and
compressed air flows through an air cooler. When the air is cooled,
the density of the air is further increased.
The turbocharger can be divided into two basic sections: The
turbine wheel that is driven by the exhaust gas and the compres-
sor wheel which forces intake air through the air cooler and into
the cylinder. The turbine wheel is of the axial turbine type, i.e.
the gas passes axially through the turbine. The shaft connecting
the turbine wheel to the compressor wheel is supported by two
roller bearings, one in each end of the shaft. The compressor is of
radial type.
The gas inlet and outlet housings of the turbocharger are cooled
with water from the HT-cooling water circuit of the engine. The
water flows through the turbocharger bracket and is divided into
two streams before it goes into the turbocharger, both to the gas
inlet casing and to the gas outlet casing. After the turbocharger
the flows are joined to a common venting pipe, from which air is
evacuated. The water flows further down to the HT-thermostatic
valve. The flow is regulated by a fixed orifice at the outlet from
the casings. Normally these orifices should not be changed.
The turbocharger rotor is provided with roller bearings for low
friction. The bearings are lubricated an internal lubricating oil
system in the turbocharger. See chapter 02., section 02.2.5 for
approved lubricating oils.

VTR Turbocharger 15 - 1
 15 Turbocharging and Air Cooling 22-200520

The air outlet housing of the turbocharger is connected to the

air duct (2) of the engine through a piece of metal bellows (1),
which allows thermal expansion of the air duct, see Fig 15-1.

Caution! The surfaces of the turbocharger and the air duct are hot.

The exhaust pipes from the engine are also connected to the
turbocharger through metal expansion bellows. The exhaust pipe
after the turbocharger should be arranged according to the instal-
lation instructions.
The turbocharger is equipped with cleaning devices for cleaning
of both the compressor and the turbine by water injection.
The turbocharger is supported by a bracket, which is fastened
to the engine block at the free end of the engine with screws.

Turbocharger and air cooler

1. Bellows
2. Air duct 1
3. Air vent screw
2
4. Water box
5. Water box
7
6. Draining pipe
A 5
7. Hole for the 3
lifting tool
4

A A-A

Fig 15-1 2215519212

15.1.2 Turbocharger maintenance

Maintenance of the turbocharger is carried out according to the
instructions of the turbocharger manufacturer. It is recom-
mended to use the service net of the engine manufacturer or the
turbocharger manufacturer.
Normal overhauls can be carried out without removing the
turbocharger from the engine. When dismantling, remove the
protecting covers and the connection pipes for water. Loosen the
exhaust inlet and outlet pipes.
When reassembling, take care that all seals are intact. High

15 - 2 VTR Turbocharger
 22-200520 Turbocharging and Air Cooling 15

temperature resistant lubricants are used for exhaust pipe

screws.

15.1.3 Water cleaning of turbine

During operation, especially when running on heavy fuel, impu-
rities in the exhaust gases sticks to the turbine wheel and other
components in the turbocharger exhaust side. A dirty turbine
causes higher temperatures of the exhaust gas and higher
stresses of the bearings due to imbalance.
Practical experiences show that the deposits on the turbine side
can be reduced by periodic cleaning (washing) during operation
and the overhaul periods can be extended.
During long time of operation, periodic water cleaning prevents
the build-up of significant deposits on the turbine blades and
nozzle blades. This cleaning method does not work on very dirty
turbines which have not been washed regularly.
If the normal water cleaning of the turbine does not have much
effect on the exhaust gas temperature level, hard deposits have
probably been built up on the nozzle ring and the turbine blades
in the turbocharger and they have to be cleaned mechanically.
For that purpose the rotor and the nozzle ring have to be removed
from the turbocharger.
The water must be injected into the exhaust system with the
engine running at reduced output, see 15.1.4. The disadvantages
of reducing the output occasionally is not significant compared
with the advantages of cleaning.
The necessary water flow is basically dependent upon the vol-
ume of gas and its temperature. The flow should be adjusted so
that the major part of the water is evaporated and escapes
through the exhaust. The cleaning effect is based upon the water
solubility of the deposits and the mechanical effect of the striking
water drops. Additives or solvents must not be used in the
cleaning water. The use of salt water is prohibited.

VTR Turbocharger 15 - 3
 15 Turbocharging and Air Cooling 22-200520

Water cleaning of the turbine

1
1. Inlet valve
2. Quick-coupling
3. Drain valve
4. Flow meter 2
5. Valve

Fig 15-2 2215529212

Every gas inlet of the charger is equipped with a washing nozzle.

The nozzles are all connected through valves to a common water
connection equipped with a quick-coupling. The water flow is
controlled by the flow meter (4) to a suitable value, see table below.

Water cleaning of turbine

Turbocharger size Water flow (l/min)
VTR 184 7 ± 0,5
VTR 214 9 ± 1,0

Cleaning should take place regularly according to chapter 04.,

Maintenance Schedule. Depending on the results obtained, the
interval between two washings may be increased or reduced.
During cleaning, the exhaust housing is drained through the
valve (3), see Fig 15-2.

Additives or solvents must not be used in the cleaning water.

The use of salt water is out of question.

15 - 4 VTR Turbocharger
 22-200520 Turbocharging and Air Cooling 15

15.1.4 Cleaning procedure of turbine

The flow meter enables accurate control of the amount water
injected. Before cleaning the turbine, it is advisable to record the
following parameters for later use to determine the efficiency of
the cleaning; recording at two or three different loads will give a
more accurate evaluation basis for the influence of the washing.
• Charge air pressure.
• Exhaust gas temperatures after the cylinders.
• Exhaust gas temperatures before and after the turbo-
charger, provided that measurement equipment is installed.
• Turbocharger speed.
• Engine load.

Note! The charge air pressure is not allowed to drop below 0.2 bar
during the entire washing prosedure.

1 Reduce engine load to about 35 kW/cyl at nominal speed

(between 20 and 40 % of full load rating) or reduce speed to
between 550 and 600 RPM with fixed propeller. Run the engine
for five minutes on this load before the washing is started.
Maximum allowed exhaust gas temperature after cylin-
der is 380°C!
2 Open the valves (1), and check that they are not
clogged.
3 Connect the water hose(2) to the quick coupling as in Fig
15-2.
4 Open the drain valve (3) and check that it is clear of
blockage.
5 Open thewater supply valve slowly (5) within 30 sec-
onds and adjust the water flow according to table.
6 The washing time is 10 minutes . A measure for the wash-
ing time is also the cleanliness and clarity of the drained water.
If the drained water is still dirty after 10 minutes washing,
finish the cleaning procedure but repeat it after one to two hour
of normal operation.
7 Stop washing by closing the supply valve (1).

After the washing, run engine for 10 minutes at least at 25-30%

load to stabilise the temperatures. Ensure that the valves (1) are
closed and that the hose is disconnected.

VTR Turbocharger 15 - 5
 15 Turbocharging and Air Cooling 22-200520

15.1.5 Cleaning procedure of compressor

The compressor can be cleaned during operation by injecting
water. The method is suitable, provided contamination is not too
far advanced. If the deposit is very heavy and hard, the compres-
sor must be cleaned mechanically.
The injected water does not act as a solvent, the cleaning effect
is achieved by the physical impact of the drops on the deposit. It
is therefore advisable to use clean water containing no additives
either in the form of solvents or softening agents, which could be
precipitated in the compressor and form a deposit.
Regular cleaning of the compressor prevents or delays the
formation of deposit, but it does not eliminate the need for normal
overhauls, for which the turbocharger has to be completely dis-
mantled.
An inlet pipe, through which water can be injected into the
compressor, is integrated in the air inlet casing and in the
compressor casing.
The water must be injected while the engine is running and at
the highest possible load, i. e. at a high compressor speed.
For an efficient washing it is important to inject all the water
required within 4 - 10 seconds. This water quantity is 0.3 dm3
For injection the measuring cup on the turbocharger bracket
should be used, the latter being pressurized (e.g. by charge-air).
Under no circumstances may the injection nozzle be connected to
the water main flow through tap or a large tank, because this
would allow an uncontrolled quantity of water to enter the turbo-
charger and the diesel engine.

Note! Clean the compressor (air side) of the turbocharger at as high

load as possible (full rated load).

The cleaning device for the compressor is used as follow:

1 Record blower charge air pressure, cylinder exhaust
gas temperatures, charger speed, for later use to assess effi-
ciency of the cleaning.
2 Loosen knob (3) and remove cover (1).
3 Fill the cup with water up to 1 cm below the rim.
4 Re-fit cover (1) and tight screw knob (3).
5 Press button (2). The button opens a valve which admits
compressed air from the compressor through pipe (4). This
forces the water through a passage and through the pipe (5) to
the compressor.
6 Repeat the readings taken in step 1 above for compara-
tive purposes. The success of injection can be recognized by the
change in charge air pressure and in the exhaust gas tempera-
ture, Fig 15-3.

15 - 6 VTR Turbocharger
 22-200520 Turbocharging and Air Cooling 15

Note! If injection is not successful, it must not be repeated before ten

minutes.

1. Cover
2. Button
3. Knob 5
4. Air pipe
5. Water pipe
2

1
4

Fig 15-3 2215609508

After injection, the engine should be run loaded for at least five
minutes.

Water cleaning of compressor

15.1.6 Operation with damaged turbocharger

In case of a serious breakdown of the turbocharger, and if the
situation do not allow the immediate repair or exchange of the
turbocharger, the engine can temporarily be operated up to about
20 % of the nominal output of the engine with the turbocharger
rotor removed.
For removing of the rotor, see instructions in the turbocharger
manual.
It is to be noticed that the blocking of the rotor is not recom-
mended as the engine will suffer less with the rotor completely
removed.

Caution! As the turbocharger is out of function the thermal load on the

engine components will increase. Therefore the exhaust gas
temperatures must be carefully watched during operation with
removed rotor.

VTR Turbocharger 15 - 7
 15 Turbocharging and Air Cooling 22-200520

The exhaust gas temperatures after the cylinder heads must not
exceed 500°C. If the engine is operated for longer periods with
exhaust temperatures close to 500°C with the rotor removed there
is a risk of piston seizure. This is due to the hot temperatures
internally the piston (cooling gallery) causing the lubricating oil
forming deposits in the cooling gallery. This will result in a poorer
cooling effect with more thermal expansion of the piston, one of
which in turn can lead to piston seizure.
During operation also closely follow that the lube oil tempera-
ture is kept at the level of normal operation.
Also other engine components will be exposed to the higher
thermal loading.
After the turbocharger rotor has been removed in accordance
with the instructions in the turbocharger manual, proceed in the
following way:
1 Remove the air duct (2) shown in Fig 15-1.
2 Make sure that the air entry into the charge air cooler
housing is clean and that no foreign particles can enter the air
inlet passage.
3 When the engine is loaded follow carefully the exhaust
gas temperatures do not exceed 500°C. It is to be noted that
the exhaust gas temperatures will increase by time and that
the operator should first let the temperatures be stabilized at
a certain load before the load is increased to the maximum
allowable. The maximum allowable load is in any case 20 % of
the nominal output of the engine.
The engine shall not be operated without the turbocharger in
function for more than 100 hours. If the engine has been in
operation with high thermal load it is recommended the engine
supplier is contacted in order to clarify the need for exchange of
components and/or inspections.

Note! Both the turbochargers on a V-engine must be removed or

blanked if one of them fails.

15.2 Charge air cooler

15.2.1 General maintenance

1 Condensate from the air is drained through a small
pipe (6), Fig 15-1 at the bottom of the cooler housing, after the
insert. Examine regularly that the pipe is open by checking the
air flow when running.

15 - 8 VTR Turbocharger
 22-200520 Turbocharging and Air Cooling 15

If water keeps on dripping or flowing from the draining pipe for

a longer period (unless running all the time in conditions with
very high humidity) the cooler insert may be leaky and must
be dismantled and pressure tested.

2 At longer stops, the cooler should be either completely

filled or completely emptied, as a half-filled cooler increases
the risk of corrosion. If there is a risk of sinking water level in
the system when the engine is stopped, drain the cooler com-
pletely. Open the air vent screw (3) to avoid vacuum when
draining, Fig 15-1.
3 Clean and pressure test the cooler at intervals accord-
ing to section 04. or if the receiver temperature cannot be held
within stipulated values at full load.
4 Always when cleaning, check for corrosion.

15.2.2 Cleaning cooler insert

Cleaning of the water and air side heat exchange surfaces is
imperative for a long and trouble free operation of the engine and
must be done at regular intervals.
1 Remove the cooling water pipes. Loosen the cooler in-
sert flange screws and withdraw the insert until the thread or
the hole (7) for the lifting tool is visible. If necessary, use the
screws in the two threaded extractor holes in the flange, Fig
15-1.
2 Apply the lifting tool and lift off the insert.
3 Clean the air side of the cooler by immersing it in a
chemical cleaning bath for at least 24 hours. We recommend
that the detergent is circulated for the best cleaning effect.
When cleaning is completed, the cooler should be flushed by
applying a powerful water jet.

Note! If the water jet attacks the cooling tubes vertically, i.e. in
parallel to the fins, a pressure of 120 bar is suitable to be applied
at a distance of two meters from the fin surface.

Caution! Wrong use of water jet may cause damage to the fins, which
results in an increased pressure drop over the air cooler.

VTR Turbocharger 15 - 9
 15 Turbocharging and Air Cooling 22-200520

4 Clean the water side by detaching the headers (4) and

(5), see Fig 15-1, from the cooler bundle and immersing the
tube bundle into a chemical cleaning bath for at least 24 hours.
Upon completion, follow the recommendations given for the air
side.
5 Check the gaskets before reassembling the headers.
6 Mount the cooler on the engine.
7 Vent the cooler and check the tightness when starting up.

15 - 10 VTR Turbocharger
 22-200520 Turbocharging and Air Cooling 15

VTR Turbocharger 15 - 11
 22-8604 Turbocharging and Air Cooling 15/III

15. Turbocharging and Air Cooling

15.1 Turbocharger

15.1.1 Description

The turbochargers are of the axial turbine type. The insert type
charge air cooler is mounted in a welded housing which, at the
same time, serves as a bracket for the turbocharger. 12 and 16
cylinder V-engines have two identical cooler inserts in a common
housing.
The turbocharger is cooled with water and connected to the
engine cooling system. The turbocharger has a lubricating oil
system of its own.
The air outlet casing is connected to the air duct and the exhaust
pipes to the gas inlet casing through metal bellows. The exhaust
pipe after the turbocharger should be arranged according to the
installation instructions.

Turbocharger and air cooler

1. Bellows
2. Air duct 1
3. Air vent screw
2
4. Water box
5. Water box
7
6. Draining pipe
A 5
7. Hole for the 3
lifting tool
4

A
A-A

Fig 15-1 2215519212

Turbochargers for engines running on heavy fuel (22HF and

22HE) are equipped with cleaning devices for washing by water
of the compressor and the turbine.
Turbochargers for engines running on marine diesel fuel (22MD)
are equipped with cleaning devices for washing by water of the
compressor.

VTR 161-251 Turbochargers 15 - 1

 15/III Turbocharging and Air Cooling 22-8604

15.1.2 Turbocharger maintenance

Normal overhauls can be carried out without removing the turbo-
charger from the engine.
When dismantling, remove the connection pipes for water.
Loosen the exhaust inlet and outlet pipes.
When reassembling, take care that all seals are intact. High
temperature resistant lubricants are used for exhaust pipe
screws.
Maintenance of the turbocharger is carried out according to
section 15.1.3 and to the instructions of the turbocharger manu-
facturer. It is recommended to use the service net of the engine
manufacturer or the turbocharger manufacturer.

15.1.3 Water cleaning of turbine during operation

(applies to engines running on heavy fuel)

Water cleaning of turbine

1
1. Inlet valve
2. Quick-coupling
3. Drain valve
4. Pressure regulating 2
valve
5. Valve

5 4

Fig 15-2 2215628202

[Link] Principles of the cleaning method

As practical experiences show, the dirt deposits on the turbine
side can be reduced by periodic cleaning (washing) during opera-
tion.
The principle is to employ water-droplet action to clean the
guard, turbine nozzle and turbine blades of combustion products

15 - 2 VTR 161-251 Turbochargers

 22-8604 Turbocharging and Air Cooling 15/III

while the engine is running at reduced power, by a combination

of scouring action and partial dissolving of the deposits.
Under no circumstances the turbine should be allowed to run
long enough to become very heavily coated with deposits.
A fouled turbine can be recognized by abnormal exhaust gas
tem-perature, charger speed and charge air pressure. In some
case it can lead to compressor surging. The bearings of the
turbocharger are also sensitive to the imbalance caused by the
deposits.
The water supply is conveyed to an injector (1) with fixed size
orifice, fitted into each branch of the engine exhaust gas pipe.
Turbochargers, which have one gas inlet, are provided with two
injectors on the same pipe. The injectors are connected to a
quick-coupling (2).

[Link] Cleaning intervals

The optimum period between cleaning operations will obviously
vary from one installation to another, and will depend on the type
of fuel used as well as on running conditions. Under "average"
conditions, with engines running on residual fuels, experience
shows that cleaning intervals of about 200 hours are satisfactory.

[Link] Water flow rates

The necessary water flow is basically dependent on the volume of
gas and its temperature. The flow should be adjusted so that about
50 to 70% of the water is evaporated and escapes through the
exhaust gases, while the remaining water is drained through the
tap in the exhaust casing.

Recommended water flow rates:

Water cleaning of turbine

Turbocharger size ∆p (bar) Water flow (l/min)
VTR 161 1 2.0 - 3.0
VTR 201 1 3.0 - 4.5
VTR 251 1 4.5-7

Additives or solvents must not be used in the cleaning water. The

use of salt water is out of question.

[Link] Cleaning procedure:

1 Record blower charge air pressure, cylinder exhaust
gas tem-peratures, charger speed, for later use to assess effi-
cacy of cleaning.

VTR 161-251 Turbochargers 15 - 3

 15/III Turbocharging and Air Cooling 22-8604

2 Reduce engine load to between 10 and 20% of full load

rating.
3 Open the valves (1), and check that they are not clogged.
4 Connect the water hose.
5 Open the drain valve (3) and check that it is clear of
block-age.
6 Open the valve (5) and valves (1) completely.
7 The pressure control valve (4) must be adjusted to a
pressure of 1 bar.
8 Check the water drains through the drain pipe.
9 Cleaning is terminated after about 10 min. The water
supply valve (5) is closed.
10 After termination of water injection the engine must run
for three minutes at constant load until all parts are dry.
11 Shut all valves and disconnect the hose to ensure that
no water can possibly enter the exhaust pipes except during
the cleaning periods.
12 Resume normal engine operation at higher output
and, as soon as possible, repeat the readings taken under step
1. for comparative purposes.

Water washing of the compressor side during operation, see

enclosed separate manual for the turbocharger.

15.2 Charge air cooler

15.2.1 Maintenance of charge air cooler

Condensate from the air is drained through a small pipe (6) at the
bottom of the cooler housing, after the insert. Exa-mine regularly
that the pipe is open by checking the air flow when running.

If water keeps on dripping or flowing from the draining pipe for

a longer period (unless running all the time in condi-tions with
very high humidity) the cooler insert may be leak and must be
dismantled and pressure tested.

At longer stops, the cooler should be either completely filled or

completely emptied, as a half-filled cooler increases the risk of
corrosion. If there is a risk of sinking water level in the system

15 - 4 VTR 161-251 Turbochargers

 22-8604 Turbocharging and Air Cooling 15/III

when the engine is stopped, drain the cooler completely. Open the
air vent screw (3) to avoid vacuum when draining.

Clean and pressure test the cooler at intervals according to

section 04. or if the receiver temperature cannot be held within
stipulated values at full load.

Always when cleaning, check for corrosion.

15.2.2 Cleaning cooler insert

a) Remove the cooling water pipes. Loosen the cooler insert
flange screws and withdraw the insert until the thread or the
hole (7) for the lifting tool is visible. If necessary, use the
screws in the two threaded extractor holes in the flange.
b) Apply the lifting tool and lift off the insert.
c) Clean the air side with a degreasing liquid and blow pressure
air or steam through the insert. See also section 18.5.3.
d) Remove the water boxed (4) and (5) to make the water side
accessible.
e) Clean the water side according to the instructions for oil
cooler in section 18.5.4.
f) Check the gaskets.
g) Reassemble the cooler insert and mount it on the engine.
Check tightness when starting up.

VTR 161-251 Turbochargers 15 - 5

 15/III Turbocharging and Air Cooling 22-8604

15 - 6 VTR 161-251 Turbochargers

 22-9601 Injection System 16

16. Injection System

16.1 General description

This chapter deals with the high pressure side of the fuel system
including injection pump, high pressure pipe and injection valve.
The injection pumps are one-cylinder pumps with built-in roller
tappets. The element is pressure lubricated and the drain fuel is
led to a pipe system with atmospheric pressure outside the pump.
The injection pumps can be provided with an individual emer-
gency stop cylinder coupled to an electro-pneumatic overspeed
protecting system.
The high pressure line consists of a high pressure pipe and a
high pressure connection piece, screwed sideways into the nozzle
holder.
The injection valve consists of a nozzle holder and a multiorifice
nozzle.

16.2 Injection pump

16.2.1 Function
The injection pump pressurizes fuel to the injection nozzle. It has
a regulating mechanism for increasing or decreasing the fuel feed
quantity according to the engine load and speed. The pumps are
governed by the governor.
The plunger, pushed up by the camshaft via the roller tappet
and pulled back by the spring acting on the roller tappet, recip-
rocate in the element on a predetermined stroke to feed fuel under
pressure.
The plunger also controls the injected amount by adjusting the
helix edge position relative to the discharge port. The plunger has
an obliquely cut groove (lead) on its side. When the plunger is at
the lowest position or bottom dead centre, fuel flows through the
inlet port into the element bore. Rotation of the camshaft moves
the plunger up. When the top edge of the plunger step is lined up
with the ports, application of pressure to fuel begins. As the
plunger moves up further, and the helix of the plunger meets with
the ports, the high pressure fuel flows through the lead to the
ports and the pressure feed of fuel is completed.
The plunger stroke during which the fuel is fed under pressure
is called the effective stroke.
According to the engine load, the amount of fuel injected is
increased or reduced by turning the plunger a certain angle to
change the helix position where the ports are closed on the up
stroke and hence increasing or reducing the effective stroke. The

L’Orange 16-1
 16 Injection System 22-9601

fuel rack is connected to the regulating mechanism of the gover-

nor. If the fuel rack is moved, the control sleeve in mesh with the
rack is turned. Since the control sleeve acts on the plunger, the
plunger turns with the control sleeve, thus the effective stroke
changes and the injected fuel amount increases or decreases.
The element is of a mono-block design with integrated fuel
delivery valve and constant pressure valve. The ports are of a
special design to prevent cavitation.
The delivery valve, provided in the top of the element, performs
the function of discharging the pressurized fuel to the injection
pipe. The fuel compressed to a high pressure by the plunger forces
the delivery valve to pop up. Once the effective stroke of the
plunger ends, the delivery valve is brought back to its original
position by the spring and blocks the fuel path, thereby prevent-
ing counter flow of the fuel.
After the effective stroke, the fuel is drawn back through the
constant pressure valve from the high pressure injection pipe to
instantly lower the residual pressure between the delivery valve
and the nozzle. This draw-back effect improves the termination
of an injection on the nozzle and prevents after injection dripping.

16.2.2 General description

The injection pump body consists of a cast housing provided with
flanges for fastening against the engine block. The tappet with
roller is located at the bottom of the housing. The roller rolls
against the injection cam of the camshaft under the pressure of a
spring (17). Between the tappet and the plunger there is a disc
(28) against which the plunger end is pressed.
The pump element, of the mono-element type, is included in the
top part of the housing and consists of a plunger (8) and a cylinder
(7) which are matched between themselves and should be treated
as a unit. The upper part, i.e. the fuel side, is sealed from below
by O-rings (24). The element cylinder is pressure lubricated,
which prevents fuel from penetrating downwards and mixing
with lubricating oil.
The fuel delivery control, i.e. the rotary motion of the plunger,
is actuated by a control rack through a control sleeve (14).
The delivery valves are located in the upper part of the element
and in the head piece. The sealing element cylinder-head piece is
metallic, see Fig 16-1.

16.3 Maintenance of injection pump

Most maintenance operations can be done without removing the
injection pump from the engine. It is recommendable that the
engine will be run 5 minutes with light fuel before stopped for
overhaul of injection pump. During maintenance utmost cleanli-
ness must be observed.

16-2 L’Orange
 22-9601 Injection System 16

16.3.1 Removal of injection pump

It is recommended that the engine run a 5 minutes with light fuel
before it is stopped for overhaul of injection pump.
1 Shut fuel supply to the engine before removing the injec-
tion pump.
2 Remove the fuel feed pipe elbows, high pressure injec-
tion pipe and leak fuel pipe. Cover immediately all openings
with tape or plugs to prevent dirt from entering the system.
3 Remove the fastening screw (52) for the cover (35) of the
fuel injection equipment.
4 Remove the pneumatic shutdown cylinder (53) and the
pipe from the distributing pipe.

Injection pump

52 35

5. Delivery valve + spring

6 A
6. Discharge valve + spring 5
862 007
7. Element cylinder
8. Plunger 7
9. Screw
0 5

14. Control sleeve

24
16. Upper spring sleeve
17. Spring
14 8 VIEW A
21. Fixing screw
24. O-ring 16
28. Pressure plate
17
35. Head piece
42. Venting plug 54
9
40

52. Screw
30

21
53. Shutdown cylinder 28
54. Nut

52

53
42

Fig 16-1 2216519213

L’Orange 16-3
 16 Injection System 22-9601

5 Disengage the connection piece from the fuel control

rack by removing the nut and pulling the screw aside. Put the
nut on its place at once to avoid loosing any part.
6 Turn the crankshaft so that the pump tappet roller rests
upon the base circle of the fuel cam.
7 Loosen the flange nuts (54) with the tool 806005 and lift
off the pump. Cover the oil supply inlet hole and the pump bore
in the engine block.
8 Clean the pump externally.

16.3.2 Mounting of injection pump

1 The pump is assumed to be assembled and cleaned
and the surface and bore of the engine block to be cleaned.
2 Check the O-ring of the pump body, grease and enter it
into the groove. Check that the fuel cam is not in the lifting
position.
3 Put the pump into place and tighten the flange nuts to
torque.
4 Connect the connection piece between the control
shaft and fuel control rack with the screw and nut.

Note! Center the joint by applying force between the fuel control
rack and connection piece, see chapter 22. Check that the
joint moves easily.

5 Remove the protecting tape or plugs and connect the

fuel feed pipes and leak fuel pipe.
6 Reinstall the injection pipe. Tighten the injection pipe
cap nuts to torque according to chapter 07. with the tool
806009.
7 Open the fuel supply to the engine and vent the fuel fil-
ter and injection pumps according to the instructions in chap-
ter 17. The injection pump is provided with a venting plug (42),
see Fig 16-1.
8 Check the fuel rack positions according to chapter 22,
section 22.3.1.

16.3.3 Control of fuel delivery commencement

For normal adjustment of injection timing the prelift can be
measured mechanically by a special tool but the beginning of the
effective pump stroke is determined by an indirect method, i.e. by
observing when the duct between the low pressure side and the

16-4 L’Orange
 22-9601 Injection System 16

high pressure side of the injection pump is shut by the edge of the
element plunger, the so called “flowing position”.
Control of fuel delivery start is necessary only if major compo-
nents have been changed, e.g. injection pump, injection pump
element or camshaft piece.
1 Shut off fuel supply to the engine.
2 Fuel supply is arranged by connecting the funnel 862007
to the pump.
3 Dismantle the injection pump head piece (35) and re-
move the delivery valve (5) including the spring, Fig 16-1.
Reinstall the head piece.
4 Connect the pipe elbow to the head piece.
5 Set the fuel control rack at maximum position.
6 Turn the crankshaft to a position 22° before TDC at igni-
tion for the cylinder to be checked.
7 Fill the funnel with distillate fuel. Fuel is now flowing
out from the pipe elbow.
8 Keep the level in the funnel constant by refilling and
turn the crankshaft slowly in the engine rotating direction.
Watch when fuel stops emerging. Read the position of the
crankshaft. See chapter 06.
9 Repeat pos. 2 - 8 on all cylinders to be checked.
10 Compare the crankshaft positions with correct values.
The deviation between the different cylinders in one engine
should not exceed 1° crank angle. If larger deviations are noted,
the injection pumps must be changed and/or overhauled and
checked.
11 Reassemble the fuel delivery and discharge valve.

Note! The mechanically measured prelift is recommended for de-

terming the fuel injection timing.

16.3.4 Dismantling of injection pump

Observe utmost cleanliness when working with the injection
equipment.
It is supposed that the injection pump is removed from the
engine and the outside of the pump carefully cleaned.
1 It is recommendable to put the pump in a screw vice to
positions convenient for the different operations.

L’Orange 16-5
 16 Injection System 22-9601

2 Support the roller tappet by hand and open the fixing

screw (21), Fig 16-1.
3 Remove the roller tappet.
4 Remove the spring retainer and element plunger.
5 Remove the spring and control sleeve.
6 Turn the pump into vertical position.
7 Open the screws (52) of the head piece crosswise and in
steps of 30°.
8 Open the screws (9) of the element cylinder crosswise
and in steps of 30° to avoid overloading the last screw.
9 Remove the delivery valves (5) and (6).
10 Take out the element cylinder (7) by using a soft tool.

Note! The element cylinder, plunger and delivery valve are matched
and they must be kept together during the overhaul.

11 Remove the erosion plugs.

12 Wash the element plunger and the cylinder in clean fuel
or special oil and keep them always together, the plunger being
inserted in the cylinder.

Note! Normally, further dismantling is not necessary. The details must

be protected against rust and especially the element plunger
running surface should not be unnecessarily handled with bare
fingers.

16.3.5 Reassembling injection pump

1 Wash the details in absolutely clean diesel oil and lubri-
cate the internal parts with engine oil. When handling details
of the injection equipment, keep hands absolutely clean and
grease them with grease or oil.
2 Renew the seal rings on the element cylinder and lubri-
cate the rings with lubricating oil.
3 Reinstall the element cylinder into the position where
the fixing groove corresponds to the fixing pin.
4 Reinstall the delivery valves (if control of fuel delivery
commencement is necessary, see section 16.3.3).

16-6 L’Orange
 22-9601 Injection System 16

5 Fit the pump head piece into place and tighten the
screws (52), Fig 16-1 by hand. Fit and tighten the screws (9) by
hand.

Note! The sealing surfaces must be absolutely clean.

6 Tighten the screws (9) and (52) crosswise to torque in

three steps according to chapter 07., section 07.1 to ensure
equal tightening of every screw.
7 Turn the pump and fit the control sleeve. Move the fuel
rack to a position where two marks can be seen. One of the
control sleeve teeth is chamfered and this tooth must slide into
the tooth space between the marks of the rack.
8 Reinstall the upper spring disc (16) and spring (17).
9 Assemble the element plunger with the spring disc and
pressure plate (28).

Note the mark on one side of the plunger vane. The marked
side of the plunger vane must slide into the fuel rack side of
the control sleeve, i.e. correspond to the marks on the fuel rack
and the chamfered tooth of the control sleeve.

10 Reinstall the tappet assembly. The guiding groove of

the tappet must correspond to the fixing screw (21).
11 Screw in and tighten the fixing screw (21).
12 Check that the fuel rack can be easily moved.
13 Unless the pump is immediately mounted on the engine
it must be well oiled and protected by a plastic cover or similar.
The fuel ports and injection line connection must always be
protected by plugs or tape.

16.4 Injection line

The injection line consists of two parts, the high pressure connec-
tion piece which is screwed into the nozzle holder, and the
injection pipe.
The high pressure connection piece seals with plain metallic
surfaces and these surfaces are to be checked before mounting.
Always tighten the connection piece to correct torque before
mounting the injection pipe; also in case only the injection pipe
has been removed, because there is a risk of the connection piece
coming loose when removing the pipe.
The injection pipes are delivered complete with connection nuts

L’Orange 16-7
 16 Injection System 22-9601

assembled. Always tighten the connections to correct torque.

If necessary, the engine can be provided with alarm for a broken
injection pipe. In that case the injection pipes are enclosed in a
pipe, from which a drain pipe goes to a collecting vessel for the
leak fuel lines. The vessel is provided with a level switch, which
gives alarm at the set level. To prevent the normal leak fuel flow
from triggering the alarm the vessel is fitted with a valve. This
valve should be adjusted so that the normal leak fuel continuously
flows through it. The switch gives alarm only when the flow is
abnormal (a broken injection pipe).
When removed, the injection line details have to be protected
against dirt and rust.

16.5 Injection valve

16.5.1 General description

The injection valve is centrally located in the cylinder head and
includes nozzle holder and nozzle. The fuel enters the nozzle
holder sideways through a connection piece screwed into the
nozzle holder.

Injection valves

1
1. Nut
2. Cap nut
3. Nut 10
4. Nut
5. Connection piece 9
6. Screw
8. Spring 3
9. Screw
10. Nut
8 4

6 5

Fig 16-2 2216539213

16-8 L’Orange
 22-9601 Injection System 16

16.5.2 Removing injection valve

1 Remove the cylinder head cover and the cover of injec-
tion pump box.
2 Remove the high pressure injection pipe and connec-
tion piece.
3 Remove the fastening nuts of the injection valve.
4 Lift out the injection valve. If much force has to be used
there is a risk of the stainless sleeve of the cylinder head
coming loose, which, in such a case, must be checked.
5 Protect the fuel inlet hole of the injection valve and bore
in the cylinder head.

16.5.3 Overhauling injection valve

1 Inspect the nozzle immediately after removing the injec-
tion valve from the engine. Carbon deposits (trumpets) may
indicate that the nozzle is in poor condition, the spring (8) is
broken. Clean the outside of the nozzle with a brass wire brush.
Don’t use steel wire brush.
2 Release the nozzle spring (8) tension by opening the
counter nut (10) and screwing up the adjusting screw (9), see Fig
16-2.
3 Remove the nozzle from the holder by opening the cap
nut (2). Be careful not to drop the nozzle. If there is coke
between the nozzle and the nut it may be difficult to remove
the nozzle. In such a case, place the nozzle with the nut on a
soft support and knock it out by using a piece of pipe, see Fig
16-3.

Never knock directly on the nozzle tip!

4 Check the nozzle needle movement which may vary as

follows:
• needle completely free
• needle free to move within normal lifting range
• needle is sticking
The needle must not be removed by force because this often
results in complete jamming. Unless it can be easily removed,
immerse the nozzle in lubricating oil and heat the oil to 150 -
200°C. Normally, the needle can be removed from a hot nozzle.

L’Orange 16-9
 16 Injection System 22-9601

Maximum lift of nozzle, removing of nozzle from holder

B
A
Fig 16-3 2216529213

5 Clean the details. If possible, use a chemical carbon dis-

solving solution. If there is none available, immerse the details
in clean fuel oil, white spirit or similar to soak carbon. Then
clean the details carefully by the tools 845006. Do not use steel
wire brushes or hard tools! Clean the orifices of the nozzle with
needles provided for this purpose. After cleaning, rinse the
details to remove carbon residues and dirt particles.

Before inserting the needle in the nozzle body, immerse the

details in clean fuel oil or special oil for injection systems. Seat
surfaces, sliding surfaces (needle shaft) and sealing faces against
the nozzle holder should be carefully checked.
6 Clean the nozzle holder and cap nut carefully; if neces-
sary, dismantle the nozzle holder to clean all details. Check the
nozzle spring (8).
7 Check the high pressure sealing faces of the nozzle
holder, i.e. the contact face to the nozzle and the bottom of the fuel
inlet hole.
8 Check maximum lift of the nozzle, i.e. the sum of meas-
ures A and B in Fig 16-3. If wear B exceeds 0.05 mm the nozzle
holder can be sent to the engine manufacturer for recondition-
ing. If the total lift is out of the value stated in chapter 06.,
section 06.2 pos. 16, the nozzle should be replaced by a new
one.
9 Reassemble the injection valve.

16-10 L’Orange
 22-9601 Injection System 16

10 Connect the injection valve to the test pump 864011.

Pump to expel air. Shut the manometer valve and pump
rapidly to blow dirt out of the nozzle orifices. Place a dry paper
under the nozzle and give the pump a quick blow. Note fuel
spray uniformity.
11 Check the opening pressure:
• open the manometer valve
• pump slowly and watch the manometer to note the opening
pressure. If the opening pressure is more than 20 bar below
the stated value it indicates a broken spring or badly worn
parts.
12 If the spray is uniform, adjust the opening pressure to
stated value and check the spray uniformity once more.
13 Check the needle seat tightness:
• increase pressure to a value 20 bar below stated opening
pressure
• keep pressure constant for 10 seconds and check that no fuel
drops occur on the nozzle tip. A slight dampness may be
acceptable.
14 Check the needle spindle tightness:
• pump until pressure is 20 bar below stated opening pressure
• measure time for a pressure drop of 50 bar. The time must
not be below 3 seconds. A time longer than 20 seconds
indicates fouled spindle.
15 If the tests according to pos. 10 - 14 give satisfactory re-
sults the injection valve can be reinstalled in the engine.
Otherwise, replace the nozzle by a new one.
16 If leakage occurs on the high pressure sealing surfaces
the damaged detail should be replaced by a new one or recon-
ditioned.
17 If nozzles or injection valves are to be stored they should
be treated with corrosion protecting oil.

16.5.4 Mounting of injection valve

1 Check that the bottom of the stainless sleeve in the cyl-
inder head is clean. If necessary, clean or lap the surface with
the tool 841008. If lapping is necessary the cylinder head must
be lifted off. For lapping, a steel washer and fine lapping
compound is used. The injection valve is sealed off metal to
metal to the bottom of the stainless sleeve!
2 Put new O-rings on the injection valve. Lubricate the in-
jection valve with oil.
3 Fit the injection valve into the cylinder head bore but do
not tighten the nuts (1), Fig 16-2.

L’Orange 16-11
 16 Injection System 22-9601

4 Put new O-rings in the sealing flange of the high pressure

connection piece (5). Place the flange on the connection piece
and screw in the connection by hand, (be sure that the flange
screws (6) is loose). Tighten the connection piece (5) to correct
torque.
5 Mount the injection line and tighten the two cap nuts (3
and 4) to correct torque, see section 07.1.
6 Tighten the fastening nuts (1) of the injection valve to
correct torque in steps of 10 Nm, see section 07.1.
7 Fasten the hexagon nuts (6) on the sealing flange of
the high pressure connection.
8 Reinstall the covers.

16.6 Change of beginning of effective pump

stroke (delivery start)

1 Check the delivery start on one of the cylinders.

2 In-line engine: Open the camshaft gear wheel cover and
the cover (30), see Fig 13-1 in chapter 13.
V-engine: Open the camshaft gear wheel cover on one bank as
well as the cover (30) on the B-bank or the plug (17) on the A-bank.
3 Mark the nut (7) for the camshaft intermediate wheel
next to the opening.
4 Loosen all nuts (7) on the intermediate wheel, the marked
nut last.
5 The last nut (7) having been loosened, turn the crankshaft
opposite to the direction of rotation the number of crank angle
degrees required for an earlier delivery commencement.

Note! The camshaft must not rotate while turning.

6 Secure the marked nut (7) and check the new delivery
commencement.
7 If the desired delivery commencement has been ob-
tained. Tighten the other nuts (7) to correct torque, see section
07.1.
8 V-engine: Repeat the procedure for the other bank.

16-12 L’Orange
 22-9601 Fuel system 17

17. Fuel system

17.1 General description

The engine is designed for continuous heavy fuel duty. Main
engines as well as the auxiliary engines, can be started and
stopped on heavy fuel.
As the fuel treatment system before the engine can vary widely
from one installation to another, this system is not described in
detail in this book. See separate instructions.
The engine is normally equipped with an electrically driven fuel
feed pump (9) and a duplex filter (8) to provide correct flow,
pressure and filtration irrespective of the number of engines
connected to a common external treatment system.

Fuel system

5. Pressure gauge
6. Thermometer
7. Pressure switch
8. Fuel filter
9. Fuel pump 5
10. Pressure valve
11. Pressure control valve 7
12. Valve
13. Pressure difference alarm 6
14. Valve 11
15
15. Valve
8

12

14 p 9
13
10

103 102 101

Fig 17-1 2217519220

VASA 22 17 - 1
 17 Fuel system 22-9601

The electrically driven pump (9) delivers the correct flow to the
engine through the duplex filter (8). The pressure control valve
(11) maintains the correct pressure in the engine system. Both
sides of the duplex filter shall be in operation at the same time to
get maximum capacity of the filter cartridges. However it is
possible to change cartridges during operation as part of the fuel
can then flow through the valves (12) thus by passing the filter.
This will happen also when heating up a cold system containing
heavy fuel; fuel flows through the valves (12) until the filter and
the whole system gradually are heated up.
A pressure gauge (5) on the instrument panel indicates fuel inlet
pressure and a local thermometer (6) indicates the inlet tempera-
ture. A pressure switch (7) for low fuel pressure is connected to
the alarm system.
Fuel leaking from injection pumps and injection valves is col-
lected in a separate enclosed system. Thus this fuel can be reused.
A separate pipe system leading from the top level of the engine
block collects waste oil, fuel or water arising when overhauling
cylinder heads, for example.
The high pressure system with injection pump and injection
valve is described in chapter 16.

17.2 Maintenance
When working with the fuel system, always observe utmost
cleanliness. Pipes, tanks and the fuel treatment equipment such
as pumps, filters, heaters and viscosimeters, included in the
engine delivery or not, should be carefully cleaned before taken
into use.
Change the filter cartridges regularly. The fuel filter is pro-
vided with a combined visual indicator/electrical switch, connected
to the automatic alarm system, which indicates too high pressure
drop over the filter.

Note! The paper cartridges should be changed as soon as possible

when too high pressure drop is indicated.

The intervals between changes of cartridges depend largely on

the quality and dirt content of the fuel as well as on fuel treatment
before the engine. Guidance values are stated in section 04.
The fuel should always be separated and it is recommendable
to fit an automatic filter in the fuel treatment system.
Always when the system has been opened it should be vented
after reassembly, see section. 17.3.
For maintenance of the fuel treatment equipment not mounted
on the engine, see separate instructions.

17 - 2 VASA 22
 22-9601 Fuel system 17

17.3 Venting
Open the air vent screws on the injection pumps (see chapter 16,
Fig 16-1 pos. 42.) If the static pressure from the day tank is not
sufficient, the fuel feed pump should be started.
Vent the filter always after changing cartridges in the filter.
If the engine is stopped and the feed pump is not running, the
three-way valve of the filter can be directly changed over to both
sides in operation and the air can be vented through the air vent
screw of the filter. If the engine is running, the change-over of the
three-way valve should be carried out very carefully to give only
a small flow of fuel to the filter side to be vented. The best way is
to use the slow filling valve on the three-way valve. Set the valve
in “slow filling” position (see Fig 17-2) and the filter side will be
slowly filled. Vent the filter side. Set the three-way valve and
slow-filling valve in normal position (both filter sides in use).
A sudden change-over of the three-way valve to an empty filter
side will cause a temporary pressure drop in the engine system
and the alarm switch gives signal for too low fuel pressure. This
may involve the risk of air escaping from the filter to the injection
pumps, which may cause the engine to stop.

To avoid air escaping to the injection pump, fill up the filter with
clean fuel before changing over.

Three-way valve positions

BOTH SIDES
IN USE
VALVE POSITION IN USE CLOSED

1. 2. 1.2
FILL
WORK POSITION LEFT RIGHT
CLOSED

CLOSED

1. 2. 2 1 SIDE SIDE
CLOSED FILL
CLOSED

1. 2. 1 2

SLOW FILLING ON SLOW FILLING ON

LEFT SIDE RIGHT SIDE

LEFT SIDE CLOSED RIGHT SIDE CLOSED

CLOSED CLOSED
FILL

FILL

FILL
FILL

CLOSED CLOSED

Fig 17-2 2217559220

VASA 22 17 - 3
 17 Fuel system 22-9601

17.4 Adjustment of pressure control valves

Check the adjustment at intervals recommended in chapter 04.
Adjust the valves at normal temperatures with an idling engine,
i.e. the booster pump (9, Fig 17-1) running.
All pressures mentioned in the instruction apply to the readings
of the pressure gauge (5) in the instrument panel of the engine.
Turn the adjusting screws of the pressure control valves clock-
wise to achieve higher pressure, counterclockwise to achieve
lower pressure.
1 Adjustment of the valve (10) on the pump: Raise the
pressure in the system slowly by closing the valve (14). Adjust
the valve (10) to 10 bar when the nominal pressure is 5 - 7 bar
and to 12 bar when the nominal pressure is 8 bar (see chapter
01., section 01.2). Open the valve (14) completely.

This adjustment should be carried out rapidly as the pump (9)

may run hot if the system is closed for a lengthy time.

2 Adjustment of pressure control valve (11): Adjust the

valve (11) to 6 bar.
3 Adjustment of pressure control valves (12): Shut off the
valve (15). Check that the recommended operating pressure
+2.5 bar is achieved. Check that the valves are equally ad-
justed by closing one side of the filter, one after the other. When
doing so a somewhat higher pressure can be achieved owing to
double overflow through the filter. Adjust the valves (12), if
necessary.
After adjustment, open the valve (15) completely.

17.5 Fuel feed pump

The electrically driven fuel feed pump is of the same type as the
prelubricating pump. For description and maintenance, see chap-
ter 18, section 18.9.
Set the pressure according to section 17.4.

17.6 Fuel filter

17.6.1 Description
The filter is a duplex filter. By means of the three-way valve (8)
the fuel flow can be guided to one side or the other, or to both sides
in parallel. The direction of the flow appears from the mark on

17 - 4 VASA 22
 22-9601 Fuel system 17

the cock (7). At normal operation, both sides of the filter are
used in parallel to provide maximum filtration. Fig 17-3A
shows the valve in this position. When changing cartridges during
operation one side can be closed. Fig 17-3B shows the position of
the valve when the right side of the filter is closed.
The arrows in the figure show the flow through the filter. The
fuel flows first through a cartridge (3) made of special paper,
filtering off particles larger than 10 to 15 µm, then through an
insert (4) of pleated wire gauze around a firm perforated case.
The wire gauze insert, with a mesh size of 40 µm, serves as a safety
filter in case of failure of the paper element.

Fuel filter

1 2 A
1. Air vent screw
2. Filter cover
3. Filter cartridge 3
4. Wire gauze insert
4 B
5. Guide ring
6. Drain plug
7. Cock
8. Three way valve
3
5
4

7
8

Fig 17-3 2217539220

VASA 22 17 - 5
 17 Fuel system 22-9601

17.6.2 Changing of filter cartridges

Change cartridges regularly (see chapter 04.) and, if the pressure
drop indicator gives alarm, as soon as possible. As the useful life
of the cartridges is largely dependent on fuel quality, centrifuging
and filtering before the engine, experience from the installation
concerned will give the most suitable intervals between changes
of cartridges.
Change of cartridges and cleaning is most conveniently done
during stoppage. By closing one side of the filter the cartridges
can, however, be changed during operation as follows:

Take care not to open the side of the filter being in operation

1 Shut off the filter side to be serviced.

2 Open the air vent screw (1) and afterwards the drain
plug (6). Drain the fuel.
3 Open the filter cover (2).
4 Remove the wire gauze insert (4). Wash in gas oil. Check
that it is intact.
5 Remove the paper cartridge(s) and throw away. Pa-
per cartridges cannot be cleaned. Always keep a sufficient
quantity of cartridges in stock.
6 Clean and rinse filter housing carefully with gas oil.
7 Fit new paper cartridges and the cleaned wire gauze in-
sert. Check that all seals are intact and in position.
8 When the filter has two or three inserts per side, check
that the guide ring (5) is mounted.
9 Mount the drain plug and cover.
10 If possible, fill the filter with clean fuel before changing
over to working position (both sides of filter in operation). If
the filter cannot be filled, change over very slowly, see section
17.3.
11 Vent the filter if not completely filled according to pos. 10.
See section 17.3.

17.7 Running in fuel oil filter

To ensure a safe start up of a new engine the fuel oil must be
cleaned by filtering away dirt and foreign particles. All VASA 22
and VASA 22/26 engines without fuel feed pumps, are equipped
with a running in filter according to the Fig 17-4. This filter
protects the fuel injection equipment of the engine during the

17 - 6 VASA 22
 22-9601 Fuel system 17

initial period of operation. At this time, there is a higher risk of

damage from foreign debris in the fuel system. Installations of
this kind (fuel feed pump in the external fuel system), generally
heavy fuel installations, must be equipped with a fine fuel filter
in the external system.
The element of the running in filter has to be removed after the
first 100 hours of operation and the running-in filter housing
should be left empty. The running in filter housing functions as
a damper for pressure peaks in the fuel system when the filter
element is left out.
If any kind of maintenance work is necessary on the fuel system,
between the engine and the fine fuel filter, it is recommended that
the running in filter is used for some (20 - 50) hours afterwards.

Running in filter

1. Running in filter
2. Prelubricating pump
3. Orifice for pressure
adjustment

2 1

Fig 17-4 2217569224

VASA 22 17 - 7
 17 Fuel system 22-9601

17 - 8 VASA 22
 22-9601 Lubricating Oil System 18

18. Lubricating Oil System

18.1 General design

The engine is provided with a lubricating oil pump (2) directly
driven by the pump gear at the free end of the crankshaft. In some
installations there is a separately driven standby pump in paral-
lel. The pump sucks oil from the engine oil sump and forces it
through the lubricating oil cooler (17) equipped with a thermostat
valve (16) controlling the oil temperature, through the lubricating
oil main filter(s) (13) to the main distributing pipe (12). From the
main distributing pipe the oil flows, via bores in the block, to the
main bearings and through bores in the connecting rod further to
the gudgeon pin (11) and piston cooling space. Through separate
pipes the oil is conveyed to the other lubricating points like
camshaft bearing (10), injection pump tappets and valves, rocker
arm bearings (9) and valve mechanism gear wheel bearings and
oil syringes for lubricating and cooling. Part of the oil flows
through a centrifugal filter(s) (5) back to the oil sump. The oil
sump may be provided with a level switch connected to the alarm
system.
For preheating the lubricating oil of the engine a heat exchanger
(18) may be fitted in the lubricating oil pipe after the prelubricating
pump. Warm water for preheating the HT-circuit flows through
this heat exchanger thereby heating the lubricating oil. At low loads
the warm lubricating oil will heat the LT-water via the lubricating
oil cooler.
An electrically driven prelubricating pump (4) in parallel to the
direct driven pump, pumps the oil through the system when the
engine is stand-by and especially before starting. A non-return valve
(3) prevents the oil from flowing in the wrong direction during
operation. The pressure pipe from the prelubricating pump may be
provided with a three-way valve; thus the oil sump can be emptied
by means of this pump.
The pressure in the distributing pipe (12) is controlled by a
pressure control valve (1) on the pump. The pressure can be
adjusted by means of a set screw (17), on the control valve, see
(Fig 18-2). It is very important to keep the correct pressure in
order to provide efficient lubrication of bearings and cooling of
pistons. Normally, the pressure stays constant after having been
adjusted to the correct value. The pressure can rise above the
nominal value when starting with cold oil but will return to the
normal value when the oil is heated. A pressure gauge (7) on the
instrument panel shows the lubricating oil pressure before the
engine (in the engine distributing pipe). The system includes
three pressure switches for low lubricating oil pressure (8), two
connected to the automatic alarm system and one to the automatic
stop system (see chapter 23).

VASA 22 18-1
 18 Lubricating Oil System 22-9601

The temperature can be checked from thermometers (19) before

and after the oil cooler, i.e. the temperature after and before the
engine. A temperature switch for high oil temperature is con-
nected to the automatic alarm system (see chapter 23).
The speed governor and turbochargers of VTR-type have their
own oil systems, see separate instruction books. Turbocharger of
TCU make are connected to the engine lubricating system.
Connections for a separator are provided on the oil sump at the
free end of the engine.
The oil filling opening (14) is located at the driving end and an
oil dipstick (15) at the middle of the engine, Fig 18-1.

Lubricating oil system

8
PS PS PS
1. Pressure control valve
9
2. Lubricating oil pump
3. Non-return valve
4. Prelubricating oil pump
5. Centrifucal filter
7. Pressure gauge 11 13
8. Pressure switch
9. Rocker arm bearings
7
10. Camshaft bearings
11. Gudgeon pin 10
12. Distributing pipe
4 5
13. Lubricating oil main filter 3 14
14. Oil filling opening 12
15. Oil dipstick 2
16. Thermostat valve
17. Lubricating oil cooler 1 15
18. Heat exchanger
19. Thermometers
17

16

19 19
18

Fig 18-1 2218519509

18.2 General maintenance

Use only high quality oils approved by the engine manufacturer
according to chapter 02., section 02.2.
Always keep a sufficient quantity of oil in the system. The oil
dipstick shows the maximum and minimum limits between which
the oil level may vary. Keep the oil level near the maximum mark
and never allow the level to go below the minimum mark. The
limits apply to the oil level in a running engine. Add maximum

18-2 VASA 22
 22-9601 Lubricating Oil System 18

10 % new oil at a time (see section 02.2). One side of the dipstick
is graduated in centimetres. This scale can be used when checking
the lubricating oil consumption.
Change oil regularly at intervals determined by experience from
the installation concerned, see chapter 04. and 02., section 02.2.3.
The oil still being warm, drain the oil system, also the oil cooler
and filter. Clean the crankcase and the oil sump with proper rags
(not cotton waste). Clean the main filter(s) and the centrifugal
filter(s). Change cartridges in the main filter(s) unless they have
been changed recently.
Centrifuging of the oil is recommended, see chapter 02. section
02.2.3.

Utmost cleanliness should be observed when treating the lubri-

cating oil system. Dirt, metal particles and similar may cause
serious bearing damage.

When dismantling pipes or details from the system, cover all

openings with blank gaskets, tape or clean rags.

When storing and transporting oil, take care to prevent dirt and
foreign matters from entering the oil. When refilling oil, use a
screen.

18.3 Lubricating oil pump

18.3.1 Description
The pump is of the gear type, equipped with a built-on, combined
pressure control/safety valve. Five identical bronze bearings are
used. No outside lubrication is required. The cover is sealed by an
O-ring. (Fig 18-2).

18.3.2 Dismantling
1 Remove and inspect the control valve according to sec-
tion 18.4
2 Remove the screw (4) and withdraw the gear (2) by
means of the tool 837012.
3 Withdraw the pump cover by using two of the fastening
screws (1) in the two threaded holes located in the cover, Fig
18-2.

VASA 22 18-3
 18 Lubricating Oil System 22-9601

18.3.3 Inspection
1 Check all parts for wear (chapter 06., section 06.2) and
replace worn parts.
2 Remove worn bearings from the housing by driving
them out with a suitable mandrel, from the cover by machin-
ing.
3 Mount new bearings (freezing is recommended) so that
the bearings are 3 mm below the cover and housing level. Be
careful so that the bearing lubrication grooves (5) slide into the
right position according to Fig 18-2.
4 Check the bearing diameter after mounting. Check the
gear wheel axial clearance (see chapter 06., section 06.2 pos.
18).

Lubricating oil pump

1
1. Screw
2. Gear 2
5 C
3. Washer
4. Screw
3
5. Lubrication grooves 14
4 6
6. Pin
8. Seal ring 16
8
9. Servo piston
9 17
10. Distributing pipe
11. Seal ring 10
12. Ball 20
13. Draining bore 12
14. Control piston
11
16. Spring
17. Screw 13 B
20. Conical ring elements A

Fig 18-2 2218529509

18.3.4 Assembling
1 Clean and oil all details carefully before assembling.
Check that the O-ring in the cover is intact and in correct
position.
2 Before re-installing the gear wheel, all contact surfaces
should be cleaned and oiled.
3 Pull the gear wheel (2) on to the shaft, by using the tool
837012, including the washer (3).

18-4 VASA 22
 22-9601 Lubricating Oil System 18

Re-install the conical ring elements exactly as situated in Fig

18-3. The conical ring elements should fall easily in place and
must not jam.

4 Re-install the friction ring elements (20).

5 Reinstall the washer (3)
6 Tighten the screws (4) a little and check that the gear
wheel is in the right position.
7 Tighten the screws to torque according to chapter 07.
8 If the gear wheel (2) has been changed, check the
backlash after mounting the pump on the engine.

Mounting of gear wheel to oil pump

2
2. Gear wheel 20
3. Washer 3
4. Screw 4
20. Conical ring elements

Fig 18-3 2218589509

18.4 Lubricating oil pressure control valve

and safety valve

18.4.1 Description
The pressure control valve is mounted on the lubricating oil pump
and controls the oil pressure before the engine by conducting the
surplus oil direct from the pressure side of the pump to the suction
side.
The pipe (10), Fig 18-2, is connected to the oil distributing pipe,
where the pressure is kept constant in engines running at a wide
speed range. This pressure actuates the servo piston (9) and the
force is transferred to the control piston (14) through the pin (6).

VASA 22 18-5
 18 Lubricating Oil System 22-9601

The spring (16) is tensioned to balance this force at the required

pressure. Thus the pressure is kept constant in the distributing
pipe irrespective of the pressure in the pressure side of the pump
and of the pressure drop in the system. By tensioning the spring
(16) a higher oil pressure is obtained.
In engines which are run at varying speeds the valve is arranged
to give a constant pressure until the speed point where the
overflow has creased. For lower speeds, the prelubricating pump
is automatically started.
If, for some reason, the pressure should increase strongly in the
pressure pipe, e.g. due to clogged system, the ball (12) will open
and admit oil to pass to the servo piston (9) which will open the
control piston (14) by means of the pin (6).
The valve serves as a safety valve.

18.4.2 Maintenance
1 Dismantle all moving parts. Check them for wear and re-
place worn or damaged parts by new ones.
2 Clean the valve carefully. Check that the draining bore
(13) is open, Fig 18-2.
3 Check that no details are jamming.

Do not forget the copper sealing rings (8) and (11) when
reassembling. If the sealings are changed, check that the
thickness is correct, (8) = 2 mm, (11) = 1.5 mm, as the thickness
of these sealings influences on the valve function.

4 After reassembling, check that the piston (14) closes (es-

pecially if some details have been replaced by new ones).

18.5 Tube cooler for lubricating oil

18.5.1 Description
A tube stack (2) is inserted in a jacket (3). The tube stack is locked
at one end while the other one is movable in a longitudinal
direction to allow expansion. Both ends are provided with two
O-rings (5).
The oil flows outside the tubes, while the cooling water flows
inside the tubes through the cooler.
The tube stack is made of copper nickel and the water boxes of
cast iron,Fig 18-4.

18-6 VASA 22
 22-9601 Lubricating Oil System 18

18.5.2 General maintenance

1 Clean and test the cooler by hydraulic pressure at in-
tervals according to chapter 04. or if the lubricating oil tem-
perature tends to rise abnormally.
2 Water side can be cleaned by removing the water
boxes without removing the cooler from the engine. Remove
the cooler to clean more carefully.
3 Always when cleaning, check for corrosion and test by
hydraulic pressure.

It is preferable to change the tube stack too early, rather than

too late. Water leakage to lubricating oil has serious conse-
quences.

18.5.3 Disassembling and assembling of cooler

a) Disassembling
1 Open the vent screw (4) and drain the tube side.
2 Remove the end covers (1) and the fixation plates (12).
3 Remove the free O-rings (5).
4 Mark the position of the tube stack relative to the
jacket.
5 Move the tube stack to one side until the second O-ring
is accessible. Remove the O-ring.
6 Draw the tube stack from the jacket to the other side.

b) Assembling
1 Check cleanliness and scratches on all gasket sur-
faces. Recondition them and use new O-rings. Grease slightly
with an appropriate O-ring lubricant.
2 Move the tube stack into the jacket. Check tube stack
position using the marks mentioned above.
3 Mount the O-rings on the free tube sheet
4 Move the tube stack as far as needed to expose the O-
ring grooves on the other side.
5 Mount the other O-rings.
6 Move the tube stack into its correct position.
7 Mount the fixation plates (12).
8 Mount the end covers (1).

VASA 22 18-7
 18 Lubricating Oil System 22-9601

Lube oil cooler

A
1. End cover 4 4
SECTION A-A
2. Tube stack 12
12
3. Jacket
2
4. Vent screw
5. O-ring 1
9. Bulb
[Link] unit
[Link]
[Link] plate 5
11
A 3 5 1

10

Fig 18-4 2218669543

18.5.4 Cleaning of oil side

Fouling of the oil side is normally insignificant. On the other hand,
possible fouling will influence the cooler efficiency very strongly.
Due to the design, the tube stack cannot be cleaned mechani-
cally on the outside. Slight fouling can be removed by blowing-
steam through the tube stack.
If the amount of dirt is considerable, use chemical cleaning
solutions available on the market:
Alkaline degreasing agents:
Suitable for normal degreasing, however, not effective for heavy
greases, sludge and oil coke. Requires high temperature. Always
pour degreasing agent slowly into hot water, never the contrary.
Rinse carefully with water after treatment.
Hydrocarbon solvents:
Include the whole range from light petroleum solutions to chlo-
rinated hydrocarbons, e.g. thrichlorethylene. These products
should be handled with care as they are often extremely volatile,
toxic and/or narcotic.
Solvent emulsions:
Heavy fouling, e.g. oil coke, can often be dissolved only by using
these solutions. Several brands are available on the market.

18-8 VASA 22
 22-9601 Lubricating Oil System 18

Follow the manufacturer’s instructions to achieve the best

results.

18.5.5 Cleaning of water side

The cleaning should be carried out so that it does not damage the
natural protective layer on the tubes. Use nylon brushes, metallic
brushes can damage the natural protective layer.
Remove loose sludge and deposits with brush 4V84F06. Rinse
with water.
If the deposit in the tubes is hard, e.g. calcium carbonate, it can
be removed chemically by using commercial agents. After this
treatment the tubes should be rinsed and, if necessary, treated
with a solution neutralizing the residual washing agents. Other-
wise, follow the manufacturer’s instructions.

18.6 Plate cooler for lubricating oil

18.6.1 Description
The plate cooler consists of a number of heat transfer plates,
arranged so that every other passage between the plates is
accessible for one of the two liquids. A double gasket has a channel
to the atmosphere between the gasket parts and prevents leakage
between the media.
Each plate cooler is marked with the compression measure “A”
and the specification number of the plate pack.
A damaged plate can easily be replaced by an identical spare
plate. Two adjoining plates can be removed without being re-
placed. The capacity of the cooler will usually be slightly reduced.
The plate pack length (A) will be reduced by the assembly length
of two plates (2 x 2.6 mm), Fig 18-5.

18.6.2 General maintenance

1 Clean and test the cooler at intervals according to chap-
ter 04. or if the lubricating oil temperature tends to rise
abnormally.
2 Always when cleaning, check for corrosion and test by
hydraulic pressure.

VASA 22 18-9
 18 Lubricating Oil System 22-9601

It is preferable to change plates in bad condition too early,

rather than too late. Water leakage to lubricating oil has serious
consequences

3 When replacing plates, make sure that all plates are as-
sembled in correct order. Change gaskets when necessary.

Plate oil cooler

MEASURE A = Q * 2.6 MM
WHERE Q = NUMBER OF PLATES

EXAMPLE:
67 PLATES GIVES
A = 67 * 2.6 = 174.2 MM

Fig 18-5 2218579509

18.6.3 Opening
1 Release the pressure from the cooler.
2 If the plate cooler is hot wait until it has cooled to about
40°C.
3 Drain the cooler.
4 Slacken the nuts in turn diagonally.

Note! During opening, the slant of the pressure plate must not exceed
10 mm (2 turns/nut).

5 Dismantle the plate pack.

18.6.4 Cleaning
Normally the plates can be cleaned by a soft brush and water.
Solid deposits can be cleaned with a soft brush and 4 % nitrite
acid. Maximum temperature 60°C.

18-10 VASA 22
 22-9601 Lubricating Oil System 18

Note! Rinse well.

18.6.5 Closing
1 Check that all sealing surfaces (surfaces in contact with
media) of the heat exchanger are clean.
2 Check the threads of the tightening nuts. See that they
are undamaged, cleaned and smeared with a thin film of
lubricating paste.
3 Check that all plates are in good condition.
4 Bring the plates together and mount the nuts.
5 Tighten the nuts in turn, diagonally as shown in Fig 18-5.

Note! The slant of the pressure plate must not exceed 10 mm

(2 turns/nut) during compressing.

6 Compress to measure A. Measure A should be checked

near the bolts. Maximum deviation: 2 mm. (Maximum tight-
ening torque: 900 Nm).
7 The final tightening must be even so that the measure A
is kept within +0.5 mm. Should the cooler tend to leak the
compression may be A - 0.5 mm.
8 Procedure if measure A has not been attained with
maximum tightening torque:
9 Check the number of the plates and measure A
10 Check that the nuts run easily. If not, clean, lubricate or
change them.

18.7 Thermostat valve

18.7.1 Description
The figure shows the valve in closed position the left. When the
temperature exceeds the nominal value the contents of the bulb
(9) expands and forces the valve unit (10) towards the seat (11)
thus passing part of the oil through the cooler (figure on the right).
This movement continues until the right temperature of the
mixed oil is obtained. As the cooler becomes dirtier the tempera-
ture will rise some degrees, which is quite normal, because the
valve needs a certain temperature raise for a certain opening to
increase the oil flow through the cooler.

VASA 22 18-11
 18 Lubricating Oil System 22-9601

Depending on the number of cylinders, the engine can be equipped

with a thermostatic valve, that contains one or two valve units (10),
Fig 18-6.

Thermostatic valve for oil system

9. Bulb
10. Valve unit
11. Seat
9 10 11

Fig 18-6 2218649509

18.7.2 Maintenance
Normally, no service is required. Too low an oil temperature
depends on a defective thermostat, too high a temperature may
depend on a defective thermostat, although, in most cases, it
depends on a dirty cooler.
1 Remove the cover by unscrewing the pipe after the
valve.
2 Remove the thermostatic element and withdraw the
element.
3 Check the element by heating it slowly in water. Check
at which temperatures the element starts opening and is fully
open. The correct values can be found in chapter 01; the lower
value for lube oil temperature is the opening temperature, the
higher one is the fully open value.
4 Change the defective element. Check the O-rings and
change, if necessary.
5 Mount the thermostat housing and the oil pipe. Check the
O-rings.

18-12 VASA 22
 22-9601 Lubricating Oil System 18

18.8 Lubricating oil main filter

18.8.1 Description
This description applies to in-line engines. V-engines have two
similar filters in parallel.
The filter is a full-flow duplex filter, i.e. the whole oil flow passes
through the filter(s). The flow can be adjusted by the three-way
valve (9) to pass over one side or the other, or over both sides in
parallel.
The direction of the flow appears from the mark on the cock.
Normally, both sides of the filter (for V-engines both sides of both
filters) are used at the same time to provide maximum filtration.
Fig 18-7 C, shows the valve (9) in this position. When changing
cartridges during operation one side can occasionally be closed,
e.g. closing of the right side according to Fig 18-7 D.

Lube oil filter for in-line engine

1 9
1. Air vent screw
2. Cartridge 7
3. Wire gauze insert
4. Guide
7. Bypass valve 9
8. Plug
9. Three-way valve
2
[Link]-pass valve
3 IN
4
C

9
UT

Fig 18-7 2218549509

The arrows in the figure show the flow through the filters. At
first, the oil flows through a cartridge (2), made of special paper,
separating particles larger than 10 - 15 µm, then through an

VASA 22 18-13
 18 Lubricating Oil System 22-9601

insert (3) consisting of a pleated wire gauze around a perforated

case. The wire gauze insert, with a mesh size of 60 µm, serves as
a safety filter in case of failure or by-passing of the paper cartridge.
The filters are provided with a bypass valve (7) over the paper
cartridges which opens at a pressure drop of 2 - 3 bar (the pin
comes out). The filter is provided with a combined visual indicator/
electrical switch connected to the alarm system, which indicates
too high pressure drop over the filter which means that the paper
cartridges should be changed as soon as possible.

18.8.2 Changing of filter cartridges

Careful maintenance of the filter reduces engine wear. Change
cartridges regularly (see chapter 04.) and, if the pressure drop
indicator gives alarm, as soon as possible.
As the useful life of the cartridge, to a great extent, depends on
the fuel quality, load, lubricating oil quality, centrifuging and care
of centrifugal filter, experience from the installation concerned
will give the most suitable intervals between changes of car-
tridges.
Change of the cartridges and cleaning should, if possible, be
done during stoppages. By closing one of the filter halves the
cartridge can, however, be changed during operation. As the load
on the other cartridges will increase, the change of cartridges
should be carried out as fast as possible.

Note! Release the pressure by opening the air vent screw (1) before
the drain plug (8) is opened.

1 Shut off the filter side to be served.

2 Remove the protection cover on V-engines.
3 Open the air vent screw (1) about two turns.
4 Open the plug (8) and drain the oil.
5 Open the filter cover.
6 Remove the wire gauze insert. Wash in gas oil. Check
that it is intact.
7 Remove the paper cartridges and throw away.

Paper cartridges cannot be cleaned. Always keep a sufficient

quantity of cartridges in stock.

8 Clean and rinse the filter housing carefully with gas oil.
9 Fit new paper cartridges and the cleaned wire gauze in-
sert. Check that all seals are intact and in position.

18-14 VASA 22
 22-9601 Lubricating Oil System 18

10 Check that the guide (4) slides into position.

11 Mount the plugs and the cover. Tighten the vent screw.
12 Move the three-way valve over to working position (Fig
18-7 C).

18.9 Centrifugal filter

18.9.1 Description
A by-pass filter of the centrifugal type is provided as a complement
to the main filter. For V-engines two identical filters are used.
The filter comprises a housing (13) containing a hardened steel
spindle (3) on which a dynamically balanced rotor unit (5) is free
to rotate. Oil flows through the housing, up the central spindle
into the rotor.
The rotor comprises two compartments, a cleaning chamber and
a driving chamber. Oil flows from the central tube (6) into the
upper part of the rotor, where it is subject to a high centrifugal
force, and the dirt is deposited on the walls of the rotor in the form
of heavy sludge.
The oil then passes from the cleaning compartment through the
separation cone (9) into the driving compartment which carries
two driving nozzles (12). The passage of the clean oil through the
nozzles provides a driving torque to the rotor and the oil returns
through the filter housing to the engine oil sump. The filter is
provided with a cut-off valve (15) which opens at about 2.5 bar,
Fig 18-8.

18.9.2 Cleaning
It is very important to clean the filter regularly (chapter 04.) as it
collects considerable quantities of dirt and thus unload the main
filter giving longer lifetime for the paper cartridges. If it is found
that the filter has collected the maximum quantity of dirt (about
12 mm, which corresponds about 3.7 kg) at the recommended
cleaning intervals, it should be cleaned more frequently.
Clean the filter as follows, the engine being running, by closing
the valve on the oil delivery pipe to the filter:
1 Slacken off the filter cover clamp (11), unscrew the
cover nut (1) and lift off the filter body cover (4).
2 Withdraw the rotor assembly from the spindle (3) and
drain oil from the nozzles before removing the rotor from the
filter body (13). Hold the rotor body and unscrew the rotor cover
nut (2), then separate the rotor cover (5) from the rotor body.
3 Remove the upper circlip (8) and the separation cone
(9).

VASA 22 18-15
 18 Lubricating Oil System 22-9601

4 Remove sludge from the inside of the rotor cover and

body by means of a wooden spatula or a suitably shaped piece
of wood, and wipe clean.
5 Clean the separation cone.
6 Wash all details, for example in gas oil.

Centrifugal filter

1. Cover nut 1
2. Nut
2
3. Spindle
4
4. Body cover
5. Rotor unit
6. Central tube 5
7. O-ring 3
8. Circlip 6
9. Separation cone 8
10. O-ring 7
9
11. Cover clamp 10
12. Driving nozzle 11
13. Housing 14
12
14. Plug
15. Cut-off valve
15

13

Fig 18-8 2218559509

7 Clean out the nozzles with brass wire and compressed

air. Examine the top and bottom bearings in the tube assembly
to ensure that they are free from damage or excessive wear.
Examine the O-ring (7) for damage. Renew, if necessary.
8 Reassemble the rotor complete, align the location pins
and tighten the nut (2). Do not forget the O-ring (7) as this will
cause leakage of the rotor which, in turn, will cause unbalance
and damage the filter.
9 Examine the spindle journals to ensure that they are free
from damage or excessive wear. Examine the O-ring (10) for
damage. Renew, if necessary.

18-16 VASA 22
 22-9601 Lubricating Oil System 18

10 Remove the cut-off valve plug (14) and cut-off valve

assembly. Check that the spring and shuttle are undamaged
and free to move. Change the plug seal, if necessary.
11 Reassemble the filter, checking that the rotor assembly
is free to rotate, and then replace the filter body cover (4).
Tighten the cover nut (1) and secure the filter cover clamp, Fig
18-8.

18.10 Prelubricating pump

18.10.1 Description
The pump is of the screw type, driven by an electric motor.
The pump is provided with an adjustable pressure control valve
(15). The pressure should be limited to the minimum value, about
2 bar, by unscrewing the adjusting screw (14) to the end position
in order to prevent the electric motor from being overloaded when
running with very cold oil.
As a shaft seal a mechanical seal is used consisting of two plane
sealing surfaces facing each other — one of them (8) rotating with
the shaft and the other one (6) being stationary, Fig 18-9.

18.10.2 General maintenance

Lubricating interval, see chapter 04.
After 3 - 6 years the shaft seal may have to be replaced due to
ageing. Oil leaking out of the opening (5) indicates that the shaft
seal is defective and has to be changed.
Take care not to damage the sealing ring faces. A slight scratch
may disturb the sealing function. The rotating coal ring (8) is very
fragile. Avoid touching the sealing faces with your fingers, Fig
18-9.

18.10.3 Dismantling
1 Loosen the pipes and fastening screws (9) and withdraw
the pump.
2 Draw the coupling half (1) off the shaft.
3 Remove the front plate (10) together with the drive
screw (2) and the shaft seal. Place the front plate on two rods,
the shaft journal turned upwards.
4 Remove the drive screw locking ring (3). Give the shaft
journal a few blows with a plastic hammer until the screw is
disengaged from the ball bearing. Take care not to damage the
screw by dropping it on the work bench.

VASA 22 18-17
 18 Lubricating Oil System 22-9601

5 Remove the sealing ring (8).

6 Force the sealing unit (13) off the drive screw (2). Press-
ing force may be relatively strong due to the rubber bellows.
7 Tap the stationary sealing ring (6) together with the O-
ring out of the front plate by using a chisel.
8 To remove the ball bearing (4) from the front plate, first
remove the locking ring, Fig 18-9.

Prelubricating pump

1. Coupling half
2. Drive screw
3. Locking ring
4. Ball bearing
5. Plug
6. Seal ring
7. O-ring
8. Seal ring
9. Screw
10. Front plate
11. Pin 1
12. O-ring 2
13. Sealing unit
3
14. Adjusting screw
X

4
15. Pressure control valve
5

6
9
7
10
8
11
12
13

14 15

Fig 18-9 2218569509

Note! Always clean the ball bearing in fresh gas oil. Protect the
bearing when the pump parts are being cleaned as the used
washing liquid contains dirt particles that may damage the
bearing.

18-18 VASA 22
 22-9601 Lubricating Oil System 18

18.10.4 Reassembly
The reassembly is performed in the reversed order.
1 Remount the ball bearing in the front plate, the protec-
tive washer turned outwards. Lock with the locking ring.
2 Oil the O-ring (7) , Fig 18-9. Insert the stationary sealing
ring (6) in the front plate. Take care not to damage the sealing
faces and check that the ring enters the pin (11).
3 Clean the drive screw carefully and enter the sealing
unit (13) without the coal ring on to the shaft. Take care that
the rubber bellows are pressed against the seal spring support-
ing washer. Keep the seal in this position for a moment to
enable the bellows to fix. A drop of lubricating oil on the drive
screw shaft will facilitate reassembly.
4 Put the coal ring into position, the smaller sealing face
upwards and the grooves matching the marks.
5 Place the front plate (10) over the drive screw shaft jour-
nal.
6 Force the ball bearing inner ring against its shoulder on
the drive screw. Use a suitable sleeve matching the bearing
inner ring.
7 Lock with the ring (3).
8 Install the end plate unit and screw in the set in the
pump housing. Do not forget the O-ring (12) which seals be-
tween the pump housing and the front plate. Fill the ball
bearing with grease. See chapter 02., section 02.2.7.
9 Install the coupling half (1) on the pump shaft and fasten
the pump to the bracket. Check that the clearance between the
coupling halves (X in Fig 18-9) is 2 mm.
10 If the electric motor has been disconnected or
changed, check that it rotates in the right direction by switch-
ing it on a few times.

VASA 22 18-19
 18 Lubricating Oil System 22-9601

18-20 VASA 22
 22-9601 Cooling Water System 19

19. Cooling Water System

19.1 General description

19.1.1 General
The engine is cooled by a fresh water system, divided into a high
temperature circuit (HT) and a low temperature circuit (LT). The
fresh water is cooled in a separate central cooler.
The LT circuit is provided with a temperature control valve
which keeps the temperature in the circuit at a load dependent
level. Thus the temperature in the LT system rises at low load
and the charge air is heated instead of cooled. The heat for this
purpose is gained from the oil system via the oil cooler.
The system outside the engine can vary widely. Fig 19-1 shows
a system with separate coolers (14) and (16) for the LT and HT
circuit. The system can also be built with a common cooler for the
HT and LT circuit.

Cooling water system

3
1. Expansion tank 1 2 4
2. Box for venting 6
3. Temperature sensor
4. Temperature sensor
5. Pressure gauge 5
6. Pressure gauge 7
7. Charge air cooler 8 9
8. Water pump
9. Water pump B A
10. LT-Temperature control valve C
11. HT-Temperature control valve 11
12. Heater
13. Pump B A
13 12 17 18 15
14. Central cooler 10
15. Lube oil cooler C
16. Central cooler
17. Cooler
18. Non-return valve 16 14

Fig 19-1 2219519428

VASA 22 19 - 1
 19 Cooling Water System 22-9601

19.1.2 HT circuit
The HT circuit cools the cylinders, cylinder heads and turbo-
charger(s).
A centrifugal pump (9), direct driven by the engine, pumps the
water through the HT circuit. From the pump the water flows to
the distributing duct, cast in the engine block (in V-engines the
water is distributed to the distributing ducts of each cylinder bank
through ducts cast into the pump cover at the free end of the
engine). From the distributing ducts the water flows to the
cylinder water jackets, further through connection pieces to the
cylinder heads where it is forced by the intermediate deck to flow
along the flame plate, around the valves to the exhaust valve
seats, efficiently cooling all these components. From the cylinder
head the water flows through a connection piece to the collecting
pipe.
Parallel to the flow to the cylinders, part of the water flows to the
turbocharger(s). The necessary cooling is gained from the central
cooler (14), Fig 19-1

19.1.3 LT circuit
The LT circuit consists of a charge air cooler (7) and a lube oil
cooler (15) through which a pump (8), identical to the HT pump,
pumps the water. The circuit temperature is controlled by a
temperature control valve (10) maintaining the LT circuit tem-
perature at a load dependent level. The necessary cooling is
gained from the central cooler (16), Fig [Link] system outside
the engine can vary from one installation to another.

19.1.4 Venting and pressure control

The collecting pipes from the cylinder and turbocharger cooling
system are connected to a box (2) for venting of the system. From
this box the vent pipe leads to the expansion tank (1) from which
the expansion pipe is connected to the inlet pipes of the pumps (8,
9). Static pressure of 0.7 - 1.5 bar is required before the pumps. If
the expansion tank cannot be located high enough to provide this
pressure, the system is to be pressurized.

19.1.5 Preheating
Before start, the HT and LT circuits are heated up to about 70 -
80°C. This is of utmost importance when starting and idling on
heavy fuel. As the lube oil is also heated (indirectly) by the LT
water, all fluids are close to working temperatures when the
engine is started. Thus the charge air is heated directly in the
charge air cooler when starting.

19 - 2 VASA 22
 22-9601 Cooling Water System 19

19.1.6 Monitoring
Local thermometers
• HT before and after engine
• HT after turbocharger
• LT before charge air cooler
• LT before lube oil cooler
• LT after lube oil cooler
The temperatures mentioned in chapter 01., section 01.2 should
be followed.
The manometers (5) and (6) on the instrument panel indicate
HT- and LT-pressures after the pumps. The pressures depend on
the speed and the installation. Guidance values, see chapter 01.,
section 01.2.
The HT-water outlet after the engine is provided with an alarm
switch and a stop switch. Main engines are provided with alarm
switches for low HT- and LT-pressure. For further information,
see chapter 23.

19.2 Maintenance

19.2.1 General
The installation — including expansion, venting, preheating,
pressurizing — should be carried out strictly according to the
instructions of the engine manufacturer to obtain correct and
trouble free service.
The cooling water should be treated according to the recommen-
dations in chapter 02., section 02.3 to prevent corrosion and
deposits.
If risk of frost occurs, drain all cooling water spaces. Avoid
changing the cooling water. Save the discharged water and use it
again.

19.2.2 Cleaning
In completely closed systems fouling will be minimal if the cooling
water is treated according to our instructions in chapter 02.,
section 02.3. Depending on the cooling water quality and the
efficiency of the treatment the cooling water spaces will foul more
or less in course of time. Deposits on cylinder liners, cylinder
heads and cooler stacks should be removed as they may disturb
the heat transfer to the cooling water and thus cause serious
damage.
The need of cleaning should be examined, especially during the
first year of operation. This may be done by overhauling a cylinder
liner and check for fouling and deposits on liner and block. The

VASA 22 19 - 3
 19 Cooling Water System 22-9601

cylinder head cooling water spaces may be checked by opening

the lower large plugs on the sides of the cylinder heads. The
turbochargers can be checked through the covers of the water
space and the coolers by removing the water boxes of the inlet
water.
The deposits can be of the most various structure and consis-
tence. In principle, they can be removed mechanically and/or
chemically as described below. More detailed instructions for
cleaning of coolers are stated in chapter 18., section 18.5.
a) Mechanical cleaning
A great deal of the deposits consists of loose sludge and solid
particles which can be brushed and rinsed off with water.
On places where the accessibility is good, e.g. cylinder liners,
mechanical cleaning of considerably harder deposits is efficient.
In some cases it is advisable to combine chemical cleaning with
a subsequent mechanical cleaning as the deposits may have
dissolved during the chemical treatment without having come
loose.
b) Chemical cleaning
Narrow water spaces (e.g. cylinder heads, coolers) can be cleaned
chemically. At times, degreasing of the water spaces may be
necessary if the deposits seem to be greasy (see chapter 18.,
section 18.5.4).
Deposits consisting of primarily limestone can be easily re-
moved when treated with an acid solution. Contrarily, deposits
consisting of calcium sulphate and silicates may be hard to
remove chemically. The treatment may, however, have a certain
dissolving effect which enables the deposits to be brushed off if
there is only access.
On the market there are a lot of suitable agents on acid base
(supplied e.g. by the companies mentioned in chapter 02., section
02.3).
The cleaning agents should contain additives (inhibitors) to
prevent corrosion of the metal surfaces. Always follow the manu-
facturer’s instructions to obtain the best result.
After treatment, rinse carefully to remove cleaning agent re-
siduals. Brush the surfaces, if possible. Rinse again with water
and further with a sodium solution of 5 % to neutralize possible
acid residuals.

19.3 Water pump

19.3.1 Description
The water pump is a centrifugal pump and is driven by the gear
mechanism at the free end of the engine. The shaft is made of acid
resistant steel, the impeller (2) and the sealing ring (3) of bronze
and the remaining details of cast iron.
The shaft is mounted in two ball bearings (11) and (12), which

19 - 4 VASA 22
 22-9601 Cooling Water System 19

are lubricated by splash oil entering through the opening (20).

The radial seal (13) prevents the oil from leaking out and, at the
same time, dirt and leak water from entering. Also the axial seal
(14), sealing against the outside of the seal (13), assists in this.
The gear wheel (24) is fastened to the shaft by conical ring
elements (25). When the screws (21) are tightened the rings exert
a pressure between the gear wheel and the shaft. Due to the
friction, the power from the gear wheel is transmitted to the pump
shaft.
The water side of the pump is provided with a mechanical shaft
seal. The ring (6) rotates along with the shaft and is sealed against
it with the O-ring (7). The spring (5) presses the rotating ring
against a fixed ring (8) which is sealed against the housing with
the O-ring (9). Possible leak-off water from the sealing can flow
out through the opening (15), see Fig 19-2.

Cooling water pump

1. Nut
2. Impeller
3. Sealing ring
4. Volute
5. Spring 5 6 7 8 9 20 24
6. Seal ring
7. O-ring
8. Fixed ring
9. O-ring
11. Ball bearing 1
12. Ball bearing 2 27
13. Radial seal
3
14. Axial seal
21
15. Opening 4
16. Screw
17. Nut
18. O-ring
25
19. Rear plate
20. Opening
23
21. Screw
23. Bearing retainer
19 18 16 17 15 14 13 12 26 11
24. Gear wheel
25. Conical ring elements
26. Draining hole
27. Cap

Fig 19-2 2219529428

VASA 22 19 - 5
 19 Cooling Water System 22-9601

19.3.2 Maintenance
Check the pump at intervals according to the recommendations
in chapter 04. or, if water and oil leakage occurs, immediately.
a) Disassembling and assembling impeller
1 Remove the volute casing by loosening the nuts (17).
2 Remove the cotter pin and loosen the nut (1). Clock-
wise/counter-clockwise depending on the direction of rotation.
3 Pull off the impeller by using the tool 837012.
4 When reassembling the impeller, tighten the nut to
torque, see chapter 07.
5 Secure the nut with a new stainless cotter pin.
6 Check that the O-ring (18) is intact and in position
when reinstalling the volute casing. Check that the volute
casing is in position. The opening (20) should be turned up-
wards when the pump is installed, Fig 19-2.

If the bearing housing is turned wrongly, the bearings (11) and

(12) will be left without lubrication. Before mounting the pump
on the engine, fill up the bearing housing (20) with oil until oil
flows out through the draining holes (26).

b) Disassembling and assembling mechanical shaft seal

1 Remove the impeller according to pos. a) above.
2 Carefully dismantle all seal details. The sealing rings
are very fragile.
3 Take particular care not to damage the sealing surfaces
as a slight scratch may disturb the sealing function.
4 Replace the complete seal if it is leaky, if the sealing
faces are corroded, uneven or worn. Avoid touching the sealing
faces with your fingers.
5 Note that the seal is dependent on the direction of rota-
tion due to the self-locking effect of the spring on the shaft. In
a clockwise rotating engine the spring should be left-wound
(and contrarily right-wound in a counterclockwise rotating
engine). Untensioned, the spring (5) may cause the ring (8) not
to rotate properly with the shaft, whereby the O-ring gets worn
thus causing leakage.
6 Reassemble the details in proper order and install the
impeller according to pos. a) above. Do not forget the thin
washer (6) between the spring (5) and the O-ring (7).
c) Replacing bearings
1 Remove the pump from the engine.

19 - 6 VASA 22
 22-9601 Cooling Water System 19

2 Disassemble the impeller and mechanical seal

according to pos. a) and b) above.
3 Remove the rear plate (19) by undoing the screws (16).
4 Loosen the screws (21) and remove the cap (27).
5 Pull off the gear wheel without using any tool. If the
gear wheel does not come loose, a few strokes with a non-re-
coiling hammer will help. (The conical ring elements come
loose together with the gear wheel.)

Using an extractor will only damage the shaft (axial scratches).

6 Loosen the bearing retainer (23) and drive out the shaft
and bearing. In doing this also the seal (14) will come loose.
7 Check the seals (13) and (14) and the bearings for wear
and damage, see pos. d).
8 Remove the bearings.
9 Before fitting the bearing, oil the collar. See Fig 19-3A.
10 Press the bearing (12) by its inner ring with a suitable
pipe.
11 Turn the shaft according to Fig 19-3B.
12 Fit the distance ring and oil the collar.

Mounting of bearings

F F
F Pipe 1 Pipe 2 Pipe 3

Pipe 2 Pipe 1

A B C

Fig 19-3 2219559428

VASA 22 19 - 7
 19 Cooling Water System 22-9601

13 Press the bearing (11) by its inner ring with a suitable

pipe. See Fig 19-3B.
14 Turn the bearing housing according to Fig 19-3C and oil
the outer surfaces of the bearings. Press the shaft into the
housing by both the inner and outer ring of the bearing (11)
with a suitable pipe.
15 Fit the bearing retainer (23).
16 Before reinstalling the gear wheel, all contact surfaces
should be cleaned and oiled.
17 Reinstall the gear wheel.
18 Reinstall the conical ring elements (25)

Reinstall the ring elements exactly as situated in Fig 19-4.

Mounting of gear wheel to water pump

24 25 27 21
21. Screw
24. Gear wheel
25. Conical ring elements
27. Cap

Fig 19-4 2219609428

The conical elements should fall easily in place and must not
jam.

19 Reinstall the cap and the screws.

20 Tighten the screws a little and check that the gear wheel
is in the right position.

19 - 8 VASA 22
 22-9601 Cooling Water System 19

21 Tighten the screws to torque according to chapter 07.

22 Reinstall the seals (13) and (14), see pos. d) below.
23 Reinstall the rear plate (19) as well as the mechanical
seal, impeller and volute casing according to pos. a) and b)
above.
d) Replacing radial seal
This will be most easily done at the same time as replacing the
bearings. If, for some reason, the seal is leaky and there is no need
of changing the bearing, proceed as follows:
1 Remove the volute casing and mechanical seal accord-
ing to pos. a) and b) above, as well as the rear plate (19).
2 Remove the seals (14) and (13) by prying (damaging)
without scratching the shaft.
3 Inspect the shaft. In case the seal has worn the shaft by
more than 0.5 mm radially, the shaft should be replaced
according to pos. c) above.
4 Oil the new seal and fit it by pressing against the shoul-
der.
5 Grease the axial seal (14) and install by using the tool
837018.
6 Install the rear plate as well as the mechanical seal and
the volute casing according to pos. a) and b) above.

19.4 Temperature control system

19.4.1 General description

The HT-thermostatic valve is a conventional valve with one set
point (In some special engines a load dependent system was also
used on the HT-side. The valve was of the same as on the LT-side).
The LT-valve has two set points.
At low load the LT-valve controls at high temperature, and at
high load it controls at low temperature, by the thermostatic
elements (6), Fig 19-6. Set points according to chapter 01., section
01.2.
The change-over between high and low temperature is pneu-
matically controlled.
The signal is taken from the charge air receiver by a pressure
switch (4). Fig 19-5. The switch controls a three-way solenoid
valve (3) providing air pressure to the pneumatic cylinder (1) on
the temperature control valve at low load operation. Thus the
valve will work as a constant low temperature valve without air
pressure or without signal from the pressure switch. Engine
specified for MDF have no signal for high temperature function.
The air pressure is taken from the starting air pressure, maxi-

VASA 22 19 - 9
 19 Cooling Water System 22-9601

mum 30 bar. This pressure is reduced by the pressure reducing

valve to a constant pressure of about 6 bar.
The complete system is mounted on the engine.
The switch (4) has a small hysteresis to make the system stable
in the change-over area.

Temperature control system

3 1 2
Charge air
receiver PS

B C LOW LOAD - COLD ENGINE

(start-up condition)
5 A

Control air

1 2 3 4 7
bar B C HIGH LOAD - COLD ENGINE
8 (fast loading condition)
A

B C LOW LOAD - WARM ENGINE

(steady low load condition)
A Temperature control by high
1. Pneumatic cylinder
temperature element only.
2. 3-way valve
3. 3-way solenoid valve
4. Pressure switch
5. Adjusting screw B C HIGH LOAD - WARM ENGINE
(Full load condition)
6. Locking screw A Temperature control by low
7. Locking screw temperature element only.

8. Wheel

Fig 19-5 2219539428

19.4.2 Temperature control valve for LT circuit

[Link] Description
The valve is a two-step valve working with two fixed thermostatic
elements (6) mounted in series inside the valve.
The water to be controlled, is the inlet to the charge air cooler,
which is connected to port A, by-pass to B and cooling to C. The
springs (10) force the valve (8) to the left (by-pass position).
At high load - low temperature operation there is no control air

19 - 10 VASA 22
 22-9601 Cooling Water System 19

pressure (14) beneath the position control piston (3). Thus the
spring (12) forces the piston (3) to the right (high load - low
temperature position). In this situation the low temperature
thermostatic element controls the valve while the high tempera-
ture thermostatic element is completely compressed. When the
temperature rises the low temperature element expands and
moves the valve against cooling position until steady state is
reached.
At low load - high temperature operation the position control
piston (3) moves to the left against the spring (12) to low load -
high temperature position. The valve is then by-passing until the
low temperature thermostatic element has expanded completely
and the high temperature element starts expanding and takes
over the control of the valve.
The pin (18) shows the position of the valve.
The drain bore (15) gives an indication of leakage of water (or air),
Fig 19-6.

Thermostatic valve

From the engine

1. Adjusting screw A
2. Screw 1 2 3 5 6 7 8 9 10 17
3. Control piston
5. Push rod
6. Thermostatic element
7. Element cage
8. Valve
9. Cover
10. Spring
11. Screw
12. Spring
14. Control air pressure
15. Drain bore
16. Retainer ring
17. Tap 11 12 14 19 15
16 18
18. Pin B C
19. O-ring
By-pass To cooler

Fig 19-6 2219549428

[Link] Maintenance
Check the valve according to the recommendations in chapter 04.
or if the temperatures are abnormal. Open and clean, change
sealings, adjust according to section [Link] c) and check tem-
peratures at high and low load.
Wrong temperatures may be caused by damaged thermostatic
elements, dirt or corrosion in the valve, fault in the position
control system. Trouble-shooting can be carried out according to

VASA 22 19 - 11
 19 Cooling Water System 22-9601

the steps below.

A mark (e.g. tape) on the indicator pin (18) for closed position of
the valve (cooling cut off) will help in indicating the position of the
valve. The movement of the valve is maximum 11 mm for normal
control and maximum 30 mm when changing from low to high
load.
a) Too low temperature at low load
When idling the temperatures can be somewhat lower than the
guidance values.
1 Check that the position piston (3) is in high temperature
position (moved to the left). This can be seen from the position
of the screw (2).
• 1. Piston in correct position:
• check the thermostatic elements
• check that the valve (8), pin (5) and element cage (7) move freely
• check the adjustment according to pos. c) below.
• 2. Piston in wrong position:
• check if control air is fed to the piston
• if there is pressure, the piston (3) jams, or the pressure is too
low: Check pressure and clean the parts. Also check for air
leakage in the opening (15). Leakage indicates that the
O-ring (19) is damaged and has to be replaced by a new one
for proper function of the thermostatic valve.
• if there is no pressure: Check the signal from the switch (3)
in Fig 19-5.
• if the signal is not correct: Change the switch
• if the signal is correct: Check the pressure before the three-
way valve.
2 If the pressure is too low, or if there is no pressure at all,
check the pressure control valve (9), Fig 21-2, and the primary
pressure before the valve. If the pressure cannot be adjusted
to correct value with correct primary pressure, clean the valve.
If no improvement, change the valve.
3 If pressure and control signal to the three-way valve (2),
Fig 19-5, is satisfactory, check the valve itself.
4 Check the coil. Change if damaged.
• clean the valve.
5 Change the complete valve, if damaged.
b) Too high temperature at low load
1 Cooling is insufficient. Check temperature after the cen-
tral cooler. If the valve is fully open for cooling, the pin (18) is
in outer position.
2 Damaged thermostatic element(s). (The low tempera-
ture element should also work correctly to give the correct high
temperature characteristic).

19 - 12 VASA 22
 22-9601 Cooling Water System 19

3 The valve is jamming. Clean the valve.

c) Too low temperature at high load
1 Defective thermostatic element(s) (the element(s) will
not go back to cold position).
2 Jamming valve. Clean the valve.
3 The valve is not closing correctly. Check adjustment ac-
cording to pos. d) below.
d) Too high temperature at high load
1 Cooling is insufficient. Check the temperature after the
central cooler. Check that the valve is fully open. Utilize the
indicator pin (18).
2 Defective low temperature element. Change the ele-
ment.
3 Check that the piston (3) is in low temperature position,
utilize the position of the screw (2).
4 If the position piston (3) is in wrong position, check pres-
sure (14) before the cylinder.
5 If there is no pressure, the valve is jamming. Open and
clean the valve.
6 If there is pressure, the position control system is faulty.
7 If the pressure disappears when opening the connection
(14) the drain hole of the three-way valve (2), Fig 19-5, can be
clogged. Clean the drain opening.
8 If the air flow does not stop, check the switch (3), Fig 19-
5.
9 If the switch is intact, clean the three-way valve (2), Fig
19-5, or change if damaged.
[Link] Adjustment of the valve
For correct closing position, adjust as follows:
1 The air supply to the valve should be shut off and drained
before adjusting the valve.
2 The temperatures of the valves must not exceed 25°C
when adjusting. This is to guarantee that the low temperature
elements are completely compressed.
3 Remove the screw (11).
4 Turn the adjusting nut (1) clockwise until the indication
pin (18) starts moving. Then turn the adjusting nut counter
clockwise about one turn.
5 Mount the screw (11) in the nearest hole to lock the ad-
justment.

VASA 22 19 - 13
 19 Cooling Water System 22-9601

The temperatures can be altered only by changing the ele-

ments inside the valve.

[Link] Changing of thermostatic element

1 Drain as much cooling water as necessary to empty the
valve.
2 Shut off air supply.
3 Loosen the indicator pin (18) but do not remove it from
the tap (17).
4 Remove the tap (17) and the indicator pin.
5 Carefully remove the cover (9). Notice that the cover is
spring loaded.
6 Remove the complete valve assembly (8).
7 Remove the element cage (7).
8 Remove the retainer ring (16), after which the thermo-
static elements can be changed.
9 Check the parts, including the push rod (5), for wear and
corrosion.
10 Mount the elements and the valve in reverse order.

[Link] Check of the thermostatic element

The elements can be checked by heating up slowly in water. Put
a strong rubber ring longitudinally over the element and its push
rod to keep the rod pressed into the element.
At the nominal opening temperature, stamped on the element
(for example 4.051.35 means that the nominal opening tempera-
ture is 35°C); the push rod of the element should be flush with the
end surface of the body. At a temperature 10°C higher, the
movement of the push rod should be about 10 mm (i.e. stroke
10 mm from the stamped temperature).

Note! There are two different elements in the valve according to

below.

LT-circuit: one element 35°C and one element 65°C.

19 - 14 VASA 22
 22-9601 Cooling Water System 19

19.4.3 Check of change-over point

1 Raise the load slowly over the change-over point,
normally at 35 % ± 2 % load (if no other value has been agreed
with the manufacturer). Check the change-over from the move-
ment of the screw (2), Fig 19-6, or from the electrical side (no
current at high load). Adjust the set value (5) of the pressure
switch, if necessary. Open the locking screw (6) during adjust-
ment, Fig 19-5.
2 Decrease the load slowly over the change-over point
which should be 2 - 3 % lower than the point of increased load.
Adjust the hysteresis (∆p) of the switch (8), if necessary. Open
the locking screw (7) during adjustment,Fig 19-5.

19.4.4 HT-thermostatic valve

The HT-thermostatic valve is equipped with positive three-way
valve action in which the water is positively made to flow in the
direction required. When the engine is started up and is cold, the
HT-thermostatic valve causes all of the water to be positively
by-passed back into the engine, thus providing the quickest
warm-up period possible. After warm up, the correct amount of
water is by-passed and automatically mixed with the cold water

returning from the heat exchanger or other cooling device to

produce the desired HT-water outlet temperature. If ever re-
quired, the HT-thermostatic valve will shut off positively on the
by-pass line for maximum cooling. The three-way action of the
valve allows a constant water flow through the pump and engine
at all times with no pump restriction when the engine is cold.

Water flow in thermostatic valve

WARM ENGINE COLD ENGINE

C B
To cooler By-pass

A A
From engine From engine

Fig 19-7 3219669250

VASA 22 19 - 15
 19 Cooling Water System 22-9601

No adjustments are ever required on the HT-thermostatic valve.

The temperature is permanently set at the factory. The tempera-
ture can be changed only by changing temperature element
assemblies which is easily accomplished by unscrewing the hous-
ing. The HT-valve is entirely self-contained, and there are no
external bulbs or lines to become damaged or broken. There are
no packing glands to tighten and no parts to oil.

Note! This thermostatic valve is sometimes used as LT thermostatic

valve.

The power creating medium utilizes the expansion of the element

contents (9), which remains in a semi-solid form and is highly
sensitive to temperature changes. Most of the expansion takes
place during the melting period of approximately two minutes
over a temperature change of approximately 8.5°C.
The HT-thermostatic valve is provided with two or more ele-
ments (10), depending of the engine size. If failure of one element
occurs, the remaining elements will take over with only a slight
change in operating temperature. Since flow is diverted either to
by-pass or heat exchanger, failure of an element would cause no
change in pressure drop.

Cooling water thermostatic valve

9. Content of the element 11

10. Element
11. Seat 10

C B
To cooler By-pass

9
A
From engine

Fig 19-8

19 - 16 VASA 22
 22-9601 Cooling Water System 19

The contents of the elements (9) has an almost infinite force when
heated and is positively sealed. When the elements are heated,
this force is transmitted to the piston thus moving the sliding
valve towards the seat (11) to the by-pass closed position. This
force is opposed by a high spring force, which moves the sliding
valve to the heat exchanger closed position when the elements are
cooled. The high force available on heating is the basis of the fail
safe feature in which failure of the element would cause the
engine to run cold. The HT-thermostatic valve in main engine
installations are provided with a possibility for manual override.

19.4.5 Maintenance
Normally, no service is required. Too low a water temperature
depends on a defective thermostat, too high a temperature may
depend on a defective thermostat, although, in most cases, it
depends on a dirty cooler.
1 Remove the elements by unscrewing the pipe before the
valve and opening the cover.
2 Check the element by heating it slowly in water. Check
at which temperatures the element starts opening and is fully
open. The correct values can be found in chapter 01.; the lower
value for the water temperature is the opening temperature,
the higher for the fully open valve.
3 Change the defective element. Check sealings and re-
place, if necessary.
4 Install the elements

VASA 22 19 - 17
 19 Cooling Water System 22-9601

19 - 18 VASA 22
 22-9601 Exhaust System 20

20. Exhaust System

20.1 Description
The exhaust pipes are cast of special alloy nodular cast iron, with
separate sections for each cylinder.
Metal bellows of the multiply type absorb heat expansion be-
tween the cylinder heads and the pipe system as well as between
the turbocharger and the pipe system.
All connections between pipes, expansion bellows, cylinder
heads and turbocharger are made with rigid flanges and gaskets.
The pipe system is supported and fixed by a bracket (5) but is
free to move axially in the supporting bracket (3). The disc springs
(2) maintain a positive force between the bracket and the pipe,
Fig 20-1.
The complete exhaust system is enclosed by an insulation box
built up of insulated sandwich steel sheets, flexibly mounted on
the engine structure. Mineral wool is used as insulating material.
The exhaust gas temperatures can be checked on local ther-
mometers after each cylinder. Sensors for remote measuring of
the temperature (or for the alarm system) can be mounted after
each cylinder as well as before and after the turbocharger.

Exhaust system

1. Flexible element
2. Disc spring
3. Supporting bracket
4. Cover
5. Bracket
6. Cover 1 2 3 5 6
4 1

Fig 20-1 2220519032

VASA 22 20 - 1
 20 Exhaust System 22-9601

20.2 Replacing expansion bellows

1 Remove the cover (4) of the insulation box to get access

to the expansion bellows between the exhaust pipes and the
cylinder head.
2 Remove the covers (6) to get access to the expansion bel-
lows between the exhaust pipes and the turbocharger.
3 Check that the flanges between the turbocharger and
the exhaust pipe are parallel and located on the same center
line to avoid lateral forces on the bellows when mounting, Fig
20-1.

Caution! The surface of the insulation box is hot.

20.3 Suspension of the insulation box

The insulation box is mounted with flexible elements (1) to
dampen vibrations thus protecting the insulation. Replace the
elements by new ones, if necessary, Fig 20-1.

20.4 8- and 16-cylinder engines

In 8- and 16-cylinder engines (VASA 8R22, 8R22/26 and 16V22)
differencies in exhaust gas temperatures between the cylinders
might occur. The exhaust manifold in these engines is a so-called
pulse charging system with pulse converters, two for each turbo-
charger, which collect the exhaust gases to the turbochargers
through two gas inlets. This charging system provides the best
total engine efficiency.
The exhaust gas temperatures recorded in the two cylinders
which are closest to the turbochargers are higher because of
disturbing gas pulses which are conveyed to the same gas inlet
from other cylinders. Fig 20-2 shows typical exhaust gas tempera-
ture profiles for a 8R engine. The difference in temperatures
between the cylinders depends on the engine speed and load.
On the basis of practical and theoretical studies made by Wärtsilä
Diesel, it has been found that the thermal load on the exhaust
valves is not larger on a cylinder where high temperatures are
recorded.

20 - 2 VASA 22
 22-9601 Exhaust System 20

Exhaust gas profiles

tA Cylinder tA Cylinder
(C¡) (C¡)
1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8
* *
100%
100%
* *
77%
77%
* *
50%
50%
* *

* *

300 300
Clockwise rotating engine Counter-clockwise rotating engine

Fig 20-2 2220529544

When estimating the function of a cylinder on the basis of the

exhaust gas temperatures under normal conditions, the values
recorded in the acceptance test should be used as reference values.
A deviation from them by 50°C is acceptable provided the ambient
conditions and the fuel quality are equivalent to these in the
acceptance test.

Exhaust gas and valve temperatures

t (C¡) *
Exhaust gas temperature
after cylinder

Cyl. 7
Temperature in exhaust *
valve
Cyl. 3

Cyl. 7 Cyl. 3
*

200
0 25 50 75 100 Load (%)

Fig 20-3 2220539544

VASA 22 20 - 3
 20 Exhaust System 22-9601

The exhaust gas temperatures of cylinders 7 and 8 in a clockwise

rotating engine and of cylinder 8 in a counter-clockwise rotating
engine are usually 50-120°C higher than the mean temperature
of the other cylinders.
The temperature difference between the cylinders should not be
balanced by readjusting the fuel pump racks, which causes un-
even loading of the cylinders. The deviation between the fuel rack
positions of the cylinders in an engine must not exceed 1 mm.

20 - 4 VASA 22
 22-9601 Starting Air System 21

21. Starting Air System

21.1 General description

The engine is started with compressed air of maximum 30 bar.
The minimum pressure required is about 11 bar depending on the
cylinder number and the installation. A pressure gauge (15)
indicates the pressure before the main starting valve.
The inlet air pipe from the starting air receiver includes a non-
return valve (21) and a filter (20). A blow-off valve (14) is located
before the main starting valve. The main starting valve may be
operated either with the lever (1) at manual starting or with a
solenoid valve (8) at remote or automatic starting of the engine.

Starting air system

1. Lever
2. Lever
3. Pin
4. Spring 24
5. Air space 22
6. Servo piston 6
8. Solenoid valve 4
10. Plug
5
11. Sealing piston 8
12. Air space
14. Blow-off valve
10 1
15. Pressure gauge
11 2
16. Flame arrester
12
17. Guiding piston 3
20
18. Spring
19. Cam
14
20. Filter 15 16
21. Non-return valve
21 17
22. Control piston 23
18
23. Start blocking valve 19
24. Nut

Fig 21-1 2221519428

VASA 22 21-1
 21 Starting Air System 22-9601

When the main starting valve opens, starting air passes partly
through the flame arrester (16) and partly through the start
blocking valve (23). The start blocking valve prevents the passage
of control air if the cover to the turning opening at the flywheel is
removed.
The starting air distributor guides the control air to the starting
valves which open and admit starting air to flow to the various
cylinders for suitable periods.
Four-cylinder engines are optionally equipped with a pneumatic
starting motor which turns the crankshaft through a gear ring on
the flywheel until the engine has reached a speed enabling start,
see 21.7.
V-engines have starting valves on the A-bank, only. See Fig
21-1.

21.2 Main starting valve

21.2.1 Description
The starting air for the engine is led to the space (12), and through
holes in the sealing piston (11) also to the rear side of the piston
which means that the piston normally is closed.
At manual start, open the valve by depressing the lever (1). The
pin (3) will then move the piston (11) and starting air is admitted
to the space (5), to which the distributing pipe and the starting
air distributor inlet pipe are connected.
At remote or automatic start the solenoid valve opens and the
servo piston (6) moves the sealing piston (11) upwards through
the lever (2) and the pin (3). The solenoid valve opens when it is
energized. When it closes, the space behind the servo piston (6) is
vented and the main starting valve closes, Fig 21-2.

Main starting valve

1. Lever 6
2. Lever
3. Pin
4. Spring
5. Air space 5
6. Servo piston
10. Plug 10 1
11. Sealing piston
12. Air space 11 2
12
3
4

Fig 21-2 2221539428

21-2 VASA 22
 22-9601 Starting Air System 21

21.2.2 Maintenance
Normally, the main starting valve requires little maintenance. In
case it is to be opened for inspection:
1 Remove the valve from the engine by loosening the
starting air pipe, the pipe from the valve to the start blocking
valve and the bracket with the starting lever. On V-engines,
also remove the pressure gauge pipes from the instrument
panel and, as a unit, the instrument panel and the bracket with
starting lever. The valve can now be removed from the end
cover.
2 Open the plug (10), Fig 21-2, for inspection. Clean the
sealing piston (11) and the seat. Do not use hard tools.
3 Check the pin (3) and the servo piston (6) for free move-
ment. The servo piston is removed by undoing the two hexagon
socket head screws by which the cylinder is fixed. Replace the
O-rings, if necessary.
4 Lubricate the details before reassembling. Fill the servo
piston lubricating grooves with Molykote Paste G.
5 When installing, check that the O-rings are undamaged
and in position.
Lubricate the contact faces of the lever arm with Molykote.
The solenoid valve (8), Fig 21-1, requires, in principle, no main-
tenance. If the coil has broken, e.g. because of overvoltage, replace
the coil by a new one. If the valve is probable to be clogged by dirt
it can be dismantled for cleaning if caution is observed. Check that
the sealing surfaces are not damaged. Reinstall all details in
correct position and order. If further troubles, replace the valve
by a new one.

21.3 Starting air distributor

21.3.1 Description
The starting air distributor is of the piston type. The distributor
pistons are guided by a cam (19), Fig 21-1, at the camshaft end.
When the main starting valve opens, the guiding pistons (17) are
pressed against the cam, whereby the guiding piston of the engine
cylinder which is in starting position admits control air to the
control piston (22) of the starting valve. The starting valve opens
and allows pressure air to pass into the engine cylinder. The
procedure will be repeated as long as the main starting valve is
open or until the engine speed is so high that the engine fires.
After the main starting valve has closed, the pressure drops
quickly and the springs (18) lift the pistons off the cam, which
means that the pistons touch the cam only during the starting
cycle. Thus wear is insignificant.

VASA 22 21-3
 21 Starting Air System 22-9601

21.3.2 Maintenance
Normally, the starting air distributor is only slightly worn. If it
has to be opened for inspection and cleaning:
1 Take care not to damage the sliding surfaces of the piston
and the distributor housing bores.
2 The pistons are individually matched and are not inter-
changeable. Utilize the cylinder number stamped at every
control air outlet.
3 Apply Molykote Paste G to the piston sliding surfaces
and fill up the lubricating oil grooves before reassembly. Check
that the pistons do not stick.
4 After installing, check the distributor but before connect-
ing control air pipes, check that all pistons are working satis-
factorily, e.g. by connecting compressed air to the distributor
air inlet and turning the crankshaft; it is then possible to see
whether the pistons follow the cam profile.

Caution! If the control air pipes have been connected prior to checking
the crankshaft will rotate.

21.4 Starting valve in the cylinder head

21.4.1 Description
The valve is an exchangeable unit consisting of a valve spindle
with a spring-loaded control piston installed in a housing.

21.4.2 Maintenance
Check and, if necessary, clean the valve when overhauling the
cylinder head.
1 Remove the flange and pull out the starting valve.
2 Unscrew the self-locking nut (24), Fig 21-1, and remove
the piston (22).
3 Check the sealing faces of the valve disc and valve seat.
4 After reassembling the piston, spindle and spring, check
that the valve moves easily and closes completely.
5 When installing the valve, check that the sealing under
the valve is in position and intact.
6 Tighten the valve to torque recommended in chapter 07.

21-4 VASA 22
 22-9601 Starting Air System 21

21.5 Starting air vessel and piping

The starting air system should be designed so that explosion is
prevented.
An oil and water separator should be included in the feed pipe
between the compressor and the starting air vessel. At the bottom
point of the piping there should be a drain valve.
Drain the starting air vessel from condensate through the drain
valve before starting.
The piping between the air vessels and the engines should be
carefully cleaned when installing. Also later on they should be
kept free from dirt, oil and condensate.
The starting air vessels should be inspected and cleaned with
intervals according to chapter 04. If possible, they should then be
coated with a suitable anti-corrosive agent. Let them dry long
enough.
At the same time, inspect the valves of the starting air vessels.
Too strong tightening may result in damage on the seats, which
in turn causes leakage. Leaky and worn valves including safety
valves should be reground. Pressure test the safety valves.
The filter (20), Fig 21-1, on the engine should be inspected and
cleaned with intervals according to chapter 04. Drain the filter
from condensate with the built-on drain valve.

21.6 Pneumatic system

21.6.1 General description

The engine is equipped with a pneumatic system for control of the
following functions by means of identical solenoid valves:
• start of the engine
• stop of the engine
• starting fuel limitation
• change-over of the thermostat valve.
The system includes a filter (12), an vessel (6) and a non-return
valve (11) to ensure the pressure in the system in case of lacking
feed pressure.
The main starting valve (8), which is described in detail in
section 22.2, is actuated by the solenoid valve (3) at remote start.
Fig 21-3 shows the solenoid valve. The valve is equipped with a
push button and can be energized manually.
At the same time as the main starting valve is actuated, an
impulse goes to the automatic water separator, which opens
during the starting cycle to expel condensated water separated
by the filter (12).
The starting fuel limiter (15) is described in detail in chapter
22., section 22.7. During the starting cycle it is automatically

VASA 22 21-5
 21 Starting Air System 22-9601

actuated by the solenoid valve (2), which is energized from the

speed monitoring system.
The pneumatic overspeed trip devices (13), described in detail
in chapter 22., section 22.6, are controlled by the valve (14) which
is actuated by the solenoid valve (4) on an electric signal from the
speed monitoring system, whereby the engine stops.
The push button of the solenoid valve is able to function as a local
stop.

Pneumatic system

1. Solenoid valve
2. Solenoid valve 16 15 14 13 12 11 10
3. Solenoid valve
4. Solenoid valve
5. Pressure control valve
6. Vessel
7. Draining valve
8. Main starting valve 1 2 3 4
9. Valve + + + +
- - - -
10. Draining valve
11. Non-return valve
12. Filter
13. Pneumatic overspeed 5 9 8
6 7
trip device
17
14. Valve
18
15. Starting fuel limiter
16. Thermostat valve
17. Valve
18. Valve

Fig 21-3 2221549428

The thermostat valves (16), described in detail in chapter 19.,

are actuated by the solenoid valve when the engine runs idle or
at partial load. The solenoid is controlled by a switch in the charge
air circuit. Set point, see chapter 19., Temperature control system.

21.6.2 Maintenance
The system is built up of high class components. Usually it
requires no other maintenance than check of function, cleaning
of the air filter (12) and draining of condensated water from the
vessel (6) using the draining valve (7).

21-6 VASA 22
 22-9601 Starting Air System 21

21.6.3 Check
When starting, check that the automatic water draining works
by watching whether water-mixed air flows out from the valve
(9).
Regularly check the pressure after the pressure control valve
(5). Shut off valve (18), open valve (17) and read the pressure on
the manometer panel (starting air manometer), Fig 21-3. Reset
the valves in their original position after reading.

21.6.4 Maintenance of pneumatic components

Filter (Fig 21-3/12, Fig 21-4/A). The bottom part of the filter is
attached to the top part with a thread. To open the filter, expel
air and turn the bottom part.
Clean the insert (1) and inside of the filter after each 8000 h.
Solenoid valve (Fig 21-3/1 - 4, Fig 21-4/B). In case of disturbance
in the electric function of the valve, test the valve by pushing the
button (1). Should there be mechanical malfunction, open the
valve using a special tool.
Check that the bores (2) and (3) in the seat are open and the
gasket (4) is intact. Change the valve if it does not function after
cleaning.
Water draining valve (Fig 21-3/9). Clean the valve if there is any
disturbance. The valve can temporarily be disconnected by shut-
ting the valve (10).
Pressure control valve (Fig 21-3/5, Fig 21-4/C). The pressure
control valve requires no maintenance. Should there be malfunc-
tion, change it.

Pneumatic components

Filter Solenoid valve Pressure control valve

1
3

1 4

A B C

Fig 21-4 2221559428

VASA 22 21-7
 21 Starting Air System 22-9601

21.7 Starting air system equipped with pneu-

matic starting motor (4R22, 4R22/26)

21.7.1 Description
In order to ensure automatic start irrespective of the crankshaft
position, the four-cylinder engines are optionally equipped with
a pneumatic starting motor, which turns the crankshaft through
a gear ring on the flywheel until the speed necessary for start is
reached. The starting air pressure is maximum 30 bar. The
minimum pressure for start is about 15 bar but it can vary from
one installation to another.
As an extra safety measure there is a device on the engine that
prevents undesirable starting during turning. Air is led through
a start limiting valve (6), Fig 21-5, that prevents the passage of
control air if the cover to the turning opening at the flywheel is
removed.
If the engine is started up manually, the push-button (7) should
be released as soon as the engine starts, otherwise the starting
motor is exposed to unnecessary wear.

Starting air system with pneumatic motor

24 V DC +
1

Start Start from automatic system

2
3
110 +- 5 r/min in speed measuring system
(DESPEMES)
4
5
Starting fuel limiter

6
-
Booster

Turning device
engaged
7

8 10
Starting motor

Lubricator

Pinion engaged before

valve opening
Start

Air starter

30 bar 9 11
max

Fig 21-5 2221529509

21-8 VASA 22
 22-9601 Starting Air System 21

21.7.2 Maintenance
It is very important to keep the system free from dirt and
condensate to achieve troublefree function. See section 21.5.
Vent the servo lubricator circuit when starting up a new motor
or if, by mistake, the oil container went empty.

If the servo lubricator circuit is not thoroughly vented the

starting motor will get no lubrication and may be damaged.

21.7.3 Venting
1 Loosen the air connection from the lubricator (10) and
the oil connection from the non-return valve (11).
2 Plug up the oil pipe opening with a finger and, by
means of an air nozzle, blow compressed air into the air
connection several times until oil emerges from the oil pipe. If
compressed air is not available, the connection “1” on the valve
(7) can be opened and the valve can be connected to the
servolubricator air connection. Then it is possible to use the
normal start button of the engine for venting without starting
the engine.

Warning! When using the start button of the engine when venting as
described above, connection on the valve (7) must absolutely
be removed. Otherwise the engine will start when venting.

3 Connect the pipe to the non-return valve (11) and check

that oil is supplied through the valve when blowing com-
pressed air.
4 Apply all pipes to the initial connections.
5 Check function during a few starts. When pressing the
start button, oil level in the glass tube should momentarily
drop by 15 - 20 mm and then rise to a level corresponding the
oil level in the container.
Regularly check that the oil level stays between the maxi-
mum and minimum marks. Use some of the following oils:
• GALI HJ 33 EP
• SHELL TURBO 27
• CASTROL HYSPIN 80
• BP ENERGOL HP 46
• MOBIL DETERGENT LIGHT.
The oil brands are also engraved on the container.
In case of possible malfunction, see manufacturer’s instructions
attached, "POSSIBLE FAULTS AND THEIR SOLUTION"

VASA 22 21-9
 21 Starting Air System 22-9601

21-10 VASA 22
 22-9601 Control Mechanism 22

22. Control Mechanism

22.1 Description
During normal operation the engine speed is controlled by a speed
governor (22), Fig 22-1, which regulates the injected fuel quantity
to correspond to the load.
The regulating movement is transferred to the control shaft (10)
through a spring-loaded rod (20) which enables stop or limit
functions to be transferred to the control shaft irrespective of the
governor position. The control shafts on the cylinder banks in a
V-engine are connected with rods in such a way that the two
control shafts work synchronously together.
The movement from the control shaft to the injection pump fuel
racks (1) is transferred through the control lever (8) and the
connection piece (4), in fuel-on direction through the follower (7)
and the torsional spring (6), and in fuel-off direction through the
torsional spring (9).
The torsional spring (9) allows the control shaft and conse-
quently the other fuel racks to be moved to stop position even if
one of the racks has jammed. In the same way the torsional spring
(6) allows the control shaft to be moved towards fuel-on position
even if an injection pump has jammed in no fuel position. This
feature can be of importance in an emergency situation.
The indicator (17) indicates the fuel rack position.
The engine can be stopped by means of the stop lever (14). When
the lever is moved to stop position, the lever (16) actuates the lever
(15) forcing the control shaft to stop position.
The engine is provided with two independent overspeed trip
devices, an electro-pneumatic device with tripping speed about
13-15 % above the nominal speed, and a mechanical device with
tripping speed about 15-18 % above the nominal speed (see chap-
ter 06, section 06.1). The electro-pneumatic device moves every
fuel rack to no-fuel position by means of a pneumatic cylinder on
every injection pump. The mechanical device actuates the lever
(13) moving the control shaft to stop position. Both the electro-
pneumatic and the mechanical device can be tripped also manu-
ally, see section 22.5 and 22.6.
The speed governor is provided with a stop solenoid by which
the engine can be stopped remotely. The solenoid is also connected
to the electro-pneumatic overspeed protection system and to the
automatic stop system which stops the engine at too low lube oil
pressure, too high circulating water temperature, or at any other
desired function.
When starting, a fuel limiter automatically limits the movement
of the control shaft to a suitable value. A pressure air cylinder
limits the position of the lever (11), see section 22.7.

VASA 22 22 - 1
 22 Control Mechanism 22-9601

Next to the governor there is a fixed mechanical limiter affecting

the control shaft directly by means of the lever (18).

22.2 Maintenance

Special attention should be paid to the function of the system

as a defect in the system may result in a disastrous overspeed-
ing of the engine or in the engine not being able to take load.

a) The system should work with minimum friction. Clean and lu-
bricate regularly the racks, connection piece, bearings (also the
self-lubricating bearings (12)) and the ball joints with lubricat-
ing oil.
The maximum torque to which the control shaft can be moved
at running temperatures (the speed governor disconnected) is
1 Nm/cylinder(= 8 Nm for a 8R22/26).
b) The system should be as free from clearances as possible.
Check clearances of all connections. The total clearance may
correspond to maximum 0.5 mm of the injection pump fuel rack
positions.
c) Check regularly (see recommendations in chapter 04.) adjust-
ment of the system; stop position, overspeed trip devices,
starting fuel limiter, see section 22.3.
d) When reassembling the system, check that all details are
placed in the right position, that all nuts are properly tightened
and to torque, if so prescribed, that all locking elements like
pins and self-locking nuts are in positions. Check according to
pos. a - c above.

22.3 Check and adjustment

22.3.1 Stop lever stop position

a) Check:
• set the terminal shaft lever (23) in maximum fuel position
and the stop lever (14) in stop position,
• check that the fuel rack position of all injection pumps is less
than 5 mm.
b) Adjustment:
• set the stop lever in the stop position and check that the lever
(15) contacts the lever (16) properly. A small torque can be
set from the governor, but not a too large one, because this
will twist the shaft unnecessarily, although little,

22 - 2 VASA 22
 22-9601 Control Mechanism 22

• adjust the fuel rack position to 4 mm by adjusting the screws

(5).

Control mechanism

1. Fuel rack 20
4. Connection piece
23
5. Screw
22
6. Torsional spring 13
21
7. Follower
17
8. Control lever 19
9. Torsional spring
10. Control shaft
11. Lever
12. Bearing
13. Lever
14. Stop lever
12 11 18
15. Lever
16. Lever A
17. Indicator
18. Lever A
19. Lever
10 9 8 7 6
20. Spring-loaded rod
21. Screw
22. Speed covernor
23. Lever 16 15
5
WORK

STOP

14 8 4 1

A-A

Fig 22-1 2222519220

22.3.2 Governor stop position

a) Check:
• move the stop lever into work position,
• set the governor terminal shaft lever in stop position,
• check the fuel rack positions to be 4 mm.

VASA 22 22 - 3
 22 Control Mechanism 22-9601

b) Adjustment:
• if the fuel rack positions are unequal, adjust first according
to section 22.3.1 b),
• adjust the spring-loaded rod so that the fuel rack position of
4 mm is obtained,
• if changing the governor, see section 22.4.

22.3.3 Mechanical overspeed trip device

a) Check of stop position
• set the stop lever in work position and the terminal shaft
lever in maximum fuel position,
• release the overspeed trip device manually,
• check the fuel rack positions to be less than 5 mm.
b) Adjustment of stop position
• the stop position is adjusted and locked by the engine manu-
facturer to provide a stop position equal to that of the stop
lever. If deviations occur, check lever fixations and wear.
c) Check and adjustment of tripping speed
• see section 22.5.

Electro-pneumatic overspeed trip device 22

6 5 4 3 1
1. Non-return valve
3 Valve
4. Air vessel
5. 3-way solenoid valve 2 1
6. Piston 3

-
+

Fig 22-2 2222539020

22 - 4 VASA 22
 22-9601 Control Mechanism 22

22.3.4 Electro-pneumatic overspeed trip device

a) Check of stop position
• set the stop lever in work position and the terminal shaft
lever in maximum fuel position,
• release the overspeed trip device manually,
• check the fuel rack positions to be less than 5 mm.
b) Adjustment of stop position
• the electro-pneumatic overspeed trip device requires no ad-
justment,
• if a fuel rack position of less than 5 mm cannot be obtained,
check for wear.
c) Check and adjustment of tripping speed
• see section 22.6.

Electro-pneumatic overspeed trip device 22/26

6
1. Non-return valve
3. Valve
4. Air vessel
5. 3-way solenoid valve
6. Piston
5 0

5
2

3 1
+ -
4
3
1

Fig 22-3 2222559544

22.3.5 Starting fuel limiter

a) Check of limit position
• set the stop lever in work position and the terminal shaft
lever in maximum fuel position,
• connect pressure air to the nozzle (5), Fig 22-4, at which the
limiter piston (1) will turn the control shaft to the limit
position,

VASA 22 22 - 5
 22 Control Mechanism 22-9601

• check the fuel rack position. The suitable limitation depends

on the installation, normally about 18 mm.
b) Adjustment of limit position
• connect pressure air to the nozzle (5),
• loosen the fastening screw (3) of the limitation lever,
• turn the control shaft to the desired limitation of the fuel rack
position,
• move the limitation lever against the limitation piston (1).
Tighten the fastening screw in this position,
• check according to pos. a) above.
c) Check of function
• see section 22.7.

22.3.6 Indicator of fuel rack position

Check that the indicator corresponds to the fuel rack positions. If
not, loosen the grub screw and adjust the indicator to the correct
value.

Starting fuel limiter

1. Piston 5 6 4
2. Cylinder
3. Screw
4. 3-way solenoid valve
5. Nozzle
6. Coil
7. Lever
8. Non-return valve 8
7

1 2 3

Fig 22-4 2222549033

22 - 6 VASA 22
 22-9601 Control Mechanism 22

22.4 Speed governor

22.4.1 General
The engine can be equipped with various governor alternatives
depending on the kind of application. Concerning the governor in
itself, see the governor instruction book.

22.4.2 Hydraulic governor drive

The governor is driven by a separate drive unit which, in turn, is
driven by the camshaft through helical gears. The governor is
fastened to this drive unit and connected to the drive shaft through
a serrated connection. The governor with drive can thus be removed
and mounted as a unit or the governor can be changed without
removing the drive unit.
Pressure oil is led through drillings in the bracket to the bearings
and to a nozzle for lubricating the gears. The gear and the serrated
coupling sleeve are mounted to the shaft with interference and
secured with spring pins.
Check at recommended intervals:
• the radial and axial clearances of the bearings,
• the gear clearance,
• the oil drillings and the nozzle to be open,
• that the gears and serrated coupling sleeve are firmly fas-
tened to the shaft.
Change worn parts.

22.4.3 Removal of governor

1 Loosen the terminal shaft lever (23), Fig 22-1, and gover-
nor electrical connection.
2 Open the screws (21) and pull the governor vertically
upwards. The governor must not fall or rest on its driving shaft.

22.4.4 Mounting of governor

When mounting the same governor, check that the mark on the
lever (23), Fig 22-1, corresponds to that of the shaft. Check the
setting according to section 22.3.
When mounting a new governor, proceed as follows:
1 Mount the governor into position on the governor drive.
2 Turn the governor terminal shaft to stop position (in
counterclockwise direction seen from the driving end).
3 Mount the terminal shaft lever (23) as follows, Fig 22-1.

VASA 22 22 - 7
 22 Control Mechanism 22-9601

Woodward R22 R22/26 12V22 16V22

type
∠Α ∠Β ∠Α ∠Β ∠Α ∠Β ∠Α ∠Β
UG10 20.1° 30°±5° 35.3° 20°±5°
PGA16 50.3° 80°±3.75° 47.0° 80°±3.75° 42.6° 45°±3.75° 65.8° 45°±3.75°
PGG16 42.6° 45°±3.75° 65.8° 45°±3.75°
EGB13 45.4° 45°±3.75° 60.1° 30°±3.75°
EGB29 42.6° 45°±3.75° 58.1° 45°±3.75°

Regulator 30.3° 30°±5° 45.4° 20°±5° 38.3° 90°±5° 28.6° 12° ±5°
Europa

Linkage arrangement for covernor

B
COVERNOR
LEVER

CONTROL
SHAFT LEVER

MIN
A

MAX

Fig 22-5 2222569548

4 Lock the fastening screw and mark the position of the

terminal shaft lever with a mark on the shaft corresponding to
that of the lever.
5 Move the stop lever into the stop position. (Fuel rack
position 5 mm).
6 Adjust the spring-loaded rod length to fit between the
levers (23) and (19). Do not forget to secure the nuts.
7 Check according to section 22.3.

22 - 8 VASA 22
 22-9601 Control Mechanism 22

22.5 Mechanical overspeed trip device

22.5.1 Description
The overspeed trip device is of the centrifugal type. It will trip
when the engine speed exceeds the speed mentioned in chapter
06., section 06.1. The tripping mechanism is fastened direct to the
camshaft end. When the engine speed increases, the centrifugal
force on the tripping mechanism increases and exceeds the force
of the spring (1), Fig 22-6, at the set tripping speed, whereby the
weight (2) is thrown outwards forcing the latch (3) to turn, thus
releasing the spindle (4), which is forced outwards by the working
spring (5). The V-engine is provided with double working springs.
The force is transferred to the control shaft by the lever (6) and a
claw coupling on the control shaft, and the control shaft is turned
to stop position.
The overspeed trip device may be tripped manually by the lever
(7).
The engine cannot be restarted before the lever (6) has manually
been depressed so far that the latch (3) engages the piston of the
spindle (4).
A switch (8), indicating released overspeed trip device, may be
provided.

22.5.2 Check of tripping speed

Check the tripping speed at idle by increasing the engine speed
above the nominal speed by quickly turning the speed control
knob of the governor. Turn the knob back approximately to the
initial position and retension the working spring of the overspeed
trip device manually by means of the lever (6), Fig 22-6. Use a
steel bar or pipe with the outside diameter of maximum 22 mm,
e.g. the steel bar 844001. Do not increase the engine speed by
more than 40 RPM above the tripping speed.
The tripping speed should be according to the values mentioned
in section 06.1. When checking the tripping speed, the electro-
pneumatic overspeed trip device must be disconnected on the
electrical side as it has a lower tripping speed. Do not forget to
reconnect it.

22.5.3 Adjustment of tripping speed

1 Remove the plug (9), Fig 22-6.
2 Turn the crankshaft until the locking screw (nut) (14) is in
front of the opening.
3 If a higher tripping speed is desired, tension the spring
by screwing the spring cap in. If a lower tripping speed is
desired, screw the spring cap outwards.

VASA 22 22 - 9
 22 Control Mechanism 22-9601

Mechanical overspeed trip device

6
1. Spring
2. Weight
4 17
3. Latch
4. Spindle
5. Spring
6. Lever
7. Lever 9
8. Switch
9. Plug 5 10
10. Control shaft
11
11. Screw
12. Hole In V-engine
only 13
13. Screw
14. Adjusting nut
16. Screw
17. Spring 12
18. Cover
19. Housing
20. Spring cap

16 3
2
7
1
20
14
8
19
18
11 13

Fig 22-6 2222529033

4 Lock the spring cap with the locking screw(nut).

5 Mount the plug (9) and check the tripping speed accord-
ing to section 22.5.2.
6 The spring can be replaced through the opening of the
plug.

22 - 10 VASA 22
 22-9601 Control Mechanism 22

22.5.4 Maintenance
• remove the tripping mechanism by removing the screws (13)
and (11), Fig 22-6,
• remove the spindle (4) with piston and spring (5).

Be very careful when removing the spring (5). Use the tool
837015.

1 Check all moving parts for wear and replace by new

ones, if necessary.
2 Check the drain hole (12) to be open.
3 Tighten the screws (11) to torque according to chapter
07. when assembling and lock with steel wire.
4 Tighten the screws (13) to torque according to chapter
07.
5 Use tool 837015 when mounting the spring.
6 Check the tripping speed according to section 22.5.2.

22.6 Electro-pneumatic overspeed trip

device

22.6.1 Description
The overspeed trip device is electronically controlled. Starting air
of maximum 30 bar is used as operating medium. The tripping
speed is according to chapter 06., section 06.1.
There are two separate air inlets, one for starting air and one for
the electro-pneumatic overspeed trip device. The line for the electro-
pneumatic overspeed trip device is provided with a non-return valve
(1), Fig 22-2, and an air vessel (4) large enough to make it possible
to stop the engine even if the air pressure before the non-return valve
disappears.
The three-way solenoid valve (5) gets the stop signal for over-
speed from the electronic speed measuring system. Besides, the
solenoid is also connected to the stop system.
When the solenoid valve opens, air is fed to the pneumatic
cylinders, one for each injection pump. The piston (6) of the air
cylinder actuates the fuel rack, moving it to stop position.
The stop signal is normally energized long enough to stop the
engine completely. When de-energized, the air is evacuated through
the three-way valve and the piston is forced back to the end position
by the fuel rack.

VASA 22 22 - 11
 22 Control Mechanism 22-9601

In some installations (mostly main engines) the stop circuit is

energized only during the time when the overspeed contact is closed
(i.e. the slow down system). A parallel contact to the alarm system is
used as an overspeed indicator. The solenoid valve can also be operated
manually.

22.6.2 Check and adjustment of stop position

See section 22.3.4, a) and b).

22.6.3 Check of tripping speed

Check the tripping speed at idle by increasing the engine speed
above the nominal speed by turning the speed control knob of the
governor. Turn the knob back approximately to the initial position
before restarting. Do not increase the engine speed by more than
60 RPM above the tripping speed.
The tripping speed should be 13-15 % above the nominal speed,
see chapter 06., section 06.1.

22.6.4 Adjustment of tripping speed

Adjustments will be made in the box of the electronic speed
measuring system, see the instructions for speed measuring
system, chapter 23.

22.6.5 Maintenance
a) General
• regularly remove condensate through the drain valve (3), Fig
22-2,
• check tightness of the non-return valve (1). If not tight,
dismantle the valve and check the sealing surface of the
rubber O-ring,
• check that the valve element moves freely.
b) Three-way solenoid valve
• if the solenoid is out of order, replace it by a new one,
• if the valve does not move, clean all channels. Check the
valve piston,
• if air is leaking to the cylinders, change the sealings.
c) Air cylinder
• check for wear,
• check tightness of the piston. Replace the sealings by new
ones, if necessary. Take care not to deform the teflon ring
outside the O-ring more than necessary,
• lubricate the sealings and the piston with lubricating oil,
• check that the piston does not stick.

22 - 12 VASA 22
 22-9601 Control Mechanism 22

22.7 Starting fuel limiter

22.7.1 General
Always when starting either automatically, remotely or manu-
ally, a limiter automatically limits the injected fuel quantity.
Always when the engine is not operating, the three-way solenoid
valve (4), Fig 22-4, is energized connected to the air distributing
pipe with the limiting cylinder. As the main starting valve is
opened when starting the engine, starting air is admitted to pass
from the distributing pipe through a non-return valve (8) to the
limiting cylinder, whereby the piston (1) is forced out, thus
limiting the fuel injection by a lever (7) which is fastened to the
control shaft. As the engine reaches a speed of 100 RPM below
the nominal speed, a relay in the speed measuring system de-en-
ergizes the solenoid valve (4). The de-energizing is delayed for two
seconds so that the engine reaches the nominal speed before the
limitation is cut off.
The pressure is relieved through the nozzle (5). On main engines
started up to a lower speed, a lower de-energizing speed may also be
used.

22.7.2 Check and adjustment of limitation

a) Check of limit position
• set the stop lever in work position and the terminal shaft
lever in maximum fuel position,
• connect pressure air to the nozzle (5), Fig 22-4, at which the
limiter piston (1) will turn the control shaft to the limit
position,
• check the fuel rack position. The suitable limitation depends
on the installation, normally about 18 mm.
b) Adjustment of limit position
• connect pressure air to the nozzle (5),
• loosen the fastening screw (3) of the limitation lever,
• turn the control shaft to the desired limitation of the fuel rack
position,
• move the limitation lever against the limitation piston (1).
Tighten the fastening screw in this position,
• check according to pos. a) above.
c) Check of function
See section 22.7.3.

22.7.3 Check of function

1 Check that limitation is achieved as soon as the main
starting valve opens.

VASA 22 22 - 13
 22 Control Mechanism 22-9601

2 Check that correct limitation is achieved during the

acceleration period.
3 The limitation is cut off when 100 RPM below the nominal
speed delayed with two seconds. This can be checked by in-
creasing the speed very slowly above the cutoff speed by turn-
ing slowly the speed control knob of the governor. On main
engines a cutoff speed lower than the minimum running speed
is applied.

22.7.4 Maintenance
1 If limitation gradually retires before the three-way sole-
noid valve (4), Fig 22-4, releases the pressure through the
nozzle (5), it can depend on:
• leaky piston (1). Replace the sealing by a new one. Take care
not to deform the teflon ring outside the O-ring more than
necessary. Apply a few drops of lubricating oil on piston
before assembly,
• the non-return valve (8) does not close. Dismantle the valve
and clean. If the valve does not, however, keep tight, replace
it by a new one,
• leaky three-way valve.
2 If the valve does not receive voltage or receives volt-
age during wrong periods, check the control relays. See wiring
diagram and manufacturers instruction, chapter 23.
3 If the limiter does not work, check the coil (6). If the coil
(6) is undamaged, check that the cylinder (2), three-way valve
(4) or the non-return valve (8) does not stick.
4 The three-way valve requires normally no maintenance.
If the coil has broken, e.g. due to overvoltage, replace the coil
by a new one. If the valve is probable to be blocked by dirt, it
can be dismantled for cleaning provided that special care is
taken. Do not damage the sealing faces. Check that all parts
are mounted correctly. If further troubles, replace the valve by
a new one.
5 Check according to section 22.7.2 and 22.7.3.

22 - 14 VASA 22
 22-9601 Instrumentation and Automation 23

23. Instrumentation and Automation

23.1 Monitoring equipment mounted

on the engine

23.1.1 Instrument panel

The instrument panel is flexibly suspended on three rubber
elements at the free end of the engine. The following instruments
are included:
Sensor code
Manometer for:
— starting air before engine P302
— fuel oil before engine P106
— lube oil before engine P209
— high temperature (HT) water before engine P407
— low temperature (LT) water before engine P408
— charge air P601
Instrument for engine speed S707
Running hour counter K701

The connection pipes to the manometers are provided with valves

which make it possible to change the manometers during opera-
tion.
The instruments require no service. Erroneous or damaged
instruments should be repaired or changed at the first opportu-
nity.
The rubber elements for suspension of the instrument panel are
to be checked after longer operating periods and to be replaced by
new ones, if necessary.

23.1.2 Thermometers
• exhaust gas thermometer for each cylinder (18), Fig 23-1,
• for lube oil before (20) and after (22) the lube oil cooler,
• for HT-water before (2) and after (24) the engine,
• for HT-water after the turbocharger (25),
• for charge air in the air receiver (17),
• for LT-water before the charge air cooler (11), after the
charge air cooler (same as before lube oil cooler) (29) and after
the lube oil cooler (30),
• for fuel before the engine (28).
Erroneous and damaged thermometers are to be replaced by new
ones at the first opportunity.

VASA 22 23 - 1
 23 Instrumentation and Automation 22-9601

Monitoring equipment, Vasa 22

T401 T402 25 24 18

P301

E701

E705

S710

28

L202

P204 P403 P402 17 T601 25

29

11
22

30
P103

23 T202 P202 P203 P102 20

Fig 23-1 2223519428

23 - 2 VASA 22
 22-9601 Instrumentation and Automation 23

23.1.3 Combined visual pressure drop indicators

and alarm switches
• for too high pressure drop across the lube oil filter (P204).
The indicator/switch is mounted on each lube oil filter,
• for too high pressure drop over the fuel filter when mounted
on the engine (P103).

23.1.4 On/off switches

a) Alarm switches
The following switches for automatic alarm may be mounted on
the engine as standard:
• too high charge air temperature after the charge air cooler
(T601),
• low lubricating oil pressure before the engine (P202),
• low lubricating oil pressure of prelubrication (P203),
• low fuel oil pressure (P102),
• low HT-water pressure, before engine (main engines, only),
(P402),
• low LT-water pressure (main engines, only), (P403),
• too low lubricating oil level (L202),
• too high lubricating oil temperature, before engine (T202),
• too high HT-water temperature after the engine (T402),
b) Stop switches
The following switches for automatic stop are mounted on the
engine as standard:
• for too low lube oil pressure (P201),
• for too high cooling water temperature after the engine
(T401).
c) Indicating switches
The following switches for indication are mounted on the engine
as standard:
• for tripped mechanical overspeed trip (S710),
As extra equipment the following switches may be supplied:
• for load indication; one or two switches (E705).
The switches may differ from the above mentioned.
d) Other switches
Pressure switch is connected to the air receiver for control of the
load dependent cooling system (this applies to 22HF).
[Link] Check of switches:
All switches are preadjusted at the factory.
Check the function of all switches at intervals recommended in
chapter 04. If any switch is supposed to be wrongly set or broken,
it should immediately be checked and, if necessary, adjusted or

VASA 22 23 - 3
 23 Instrumentation and Automation 22-9601

replaced by a new one. Pressure and temperature switches can

be checked during operation.
a) Temperature switches: The switches are fitted into special pock-
ets and can thus be lifted off for checking also during operation.
The check should be carried out so that the sensor part of the
switch is immersed in liquid, e.g. oil, which is slowly heated.
Watch at which temperature the microswitch opens. Note that
there are two switching points to be checked in the double
switches. The correct temperature is stated in chapter 01 and is
normally stamped on the switch as long as the switch has not been
adjusted to another temperature. Connect the switch correctly
when mounting. Also the pockets are to be removed and cleaned
when the systems are emptied for other reasons.
b) Pressure switches: The manometer of the instrument panel
may be utilized for checking during operation as follows:
• shut the ball cock on the common pipe to the manometer and
the switch,
• open carefully the pipe union nut on the pressure switch so
that the pressure switch gives signal.
The alarm switch for too low prelube oil pressure is set for rising
pressure and, thus, this method does not give the correct value.
A rough check can however be made when taking into considera-
tion that the switch will display a value about 0.2 bar lower at
falling pressure.
All pressure switches can also be connected to a separate test
unit.
c) Pressure drop indicator: Remove the lube oil switch from the
filter and the fuel switch from the pipes.
Connect a hydraulic pressure test device (pump + manome-
ter) to the switch connection which is connected to the filter
inlet (the higher pressure).
Raise the pressure to the switching point which should be
1.5 ± 0.3 bar. At this point a red indicator ring at the end of the
switch should be visible.
d) Indicator switches: These switches can easily be checked when
the engine is standing, for instance:
• the mechanical overspeed trip device is tripped manually
and should give indication,
• the control shaft is turned until the load indicating switch
operates. Check which load this corresponds to.

Note! Never set any of the alarm or stop switches out of function.

If any of the switches gives a false alarm the reason should be

found out and the problem must be remedied immediately.

23 - 4 VASA 22
 22-9601 Instrumentation and Automation 23

23.1.5 Transducers for remote measuring

The engine is as standard supplied ready for connection of the
following transducers:
a) Temperatures: The connection points are located next to the
respective local thermometers unless otherwise stated.
• charge air in the air receiver,
• lubricating oil before and after the oil cooler,
• HT-water before and after the engine,
• inlet LT-water,
• exhaust gas temperatures for the individual cylinders,
• exhaust gas temperatures before and after the turbocharger.
b) Pressures: The connection points are located on the pipes of the
respective manometers in the instrument panel.
• charge air pressure,
• lubricating oil pressure before the engine,
• inlet LT-water,
• fuel oil after the filter,
• starting air.
c) Miscellaneous:
• transducers for turbocharger speed,
• detector for crankcase smoke (one per cylinder),
• load indicator
The instrument specification supplied with the engine documen-
tation specifies which transducers should be installed, as to type
as well as to manufacturing.

23.2 Despemes Speed Measuring System

for Diesel Engine

23.2.1 Introduction
DESPEMES — Diesel Engine Speed Measuring System — is an
electronic speed measuring system especially designed for diesel
engines in marine and stationary installations.
The following functions are included in the equipment:
• measuring of engine speed,
• 4 speed-controlled relay functions,
• measuring of one or two turbocharger speeds,
• 3 additional relay functions as option.

VASA 22 23 - 5
 23 Instrumentation and Automation 22-9601

23.2.2 Theory of operation

[Link] Diesel engine speed

The engine speed is sensed by means of a touchfree, inductive
proximity switch mounted to count the cogs passing its sensing
head when the engine is running.
The frequency output from the sensor, proportional to the
engine speed, is converted to a DC-voltage of 0 - 10 V. This voltage
is buffered and fed out to be measured by the remote voltage-
measuring, panel mounted, speed indicators.
[Link] Relay functions
The speed signal is transferred to the relay driver circuit, control-
ling the relay functions. There are 4 separate relays, which can
individually be adjusted to switch at any speed of the engine speed
range, additionally with an individually adjustable delay.
The relays have two change-over contacts with a breaking
capacity of 110 V DC/0.3 A or 24 V DC/1 A.
[Link] Turbocharger speed
A magnetic sensor is attached against the end of the turbocharger
shaft, sensing its speed. The sinusoidal voltage from the sensor is
amplified and converted to a square wave signal before being
converted into a speed proportional DC-voltage.
[Link] Digital output
The speeds can be measured as a frequency with a frequency
counter.

Note! The frequency is not equal to the numerical value of the speed.
The actual conversion factors are written on the printed circuit
cards.

[Link] Additional relay functions

Additional triple-relay card with voltage-controlled relays can be
supplied as option.
The relays can be controlled by engine speed or by an external
DC-voltage or with a potentiometer.

23.2.3 Functional circuit cards

The DESPEMES speed measuring system includes the following
printed circuit boards:
1 Power supply
DC/DC 24 V DC
alt. 48...110 V DC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1

23 - 6 VASA 22
 22-9601 Instrumentation and Automation 23

2 nDEP255 measuring converter with relay function

for engine speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2
3 Relay I
3 speed-controlled relay functions with optional delay . . . . C3
4 nTCP255 measuring converter
for one or two turbochargers . . . . . . . . . . . . . . . . . . . . . . . . C4
5 Relay II
3 voltage-controlled relay functions with optional delay . . . C5
[Link] C1, Power supply DC/DC
Supply voltage: . . . . . . . . . . . . . . . . . . . 18...40 V DC smoothed
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . alt. 40...160 V DC
Output voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . ±12 V ±0.5 V
Output current: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±500 mA
Output ripple: . . . . . . . . . . . . . . . . . . . . . . . . . . . . max±100 mV
Ambient temperature:. . . . . . . . . . . . . . . . . . . . . . - 25 ... + 71°C
Short-circuit-proof: . . . . . . . . . . . . . . . . . by current limitation
Isolation voltage: . . . . . . . . . . . . . . . . . . . . 2 kV, 50 Hz, 1 min
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 kV, 1.2/50 µs
Fuse: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 A, 5 x 20 mm
The power supply is short-circuit-proof and overheating pro-
tected. A green light emitting diode indicates that voltage is
provided.

Power supply C1

O/P ADJUST
D13

DC
DC
R29 (+)
R21 (-)

F1
1 3 13 15 17

- + - +
U IN +-12V

Fig 23-2 2223548935

VASA 22 23 - 7
 23 Instrumentation and Automation 22-9601

[Link] C2, nDEP255 measuring converter with relay

function for the engine speed
a) Theory of operation: The speed sensor is touchfree proximity
switch attached against a cogwheel to count the cogs passing.
The output from the sensor is a square-wave frequency propor-
tional to the engine speed.
The frequency is converted to a DC-voltage proportional to
the input frequency. This voltage flows through a buffer which
provides the measuring voltage for the remote speed indica-
tors. The same buffered voltage operates the relay.
The switchpoint can be adjusted over the whole speed range
with an adjustable delay.
Frequency output can be used for measuring the speed digi-
tally.
There is an on-card precalibrated test function which simu-
lates a certain engine speed and can be used for checking the
system.

nDE measuring converter C2

Switchpoint

Output
Delay
TP5

TP2

TP1
TP3
fU

+2s

2 9 30 29 31 13 15 17

n f +
- +
+12V
0...10V

Fig 23-3 2223558935

b) Adjustment procedures:
• the analog speed measuring signal 0 - 10 V DC
The card is accurately precalibrated at the factory. Nevertheless,
if a recalibration is required, there is a potentiometer, P501, at
the outmost left hand side of the card. When turning clockwise,
the output will increase and vice versa,
• the relay switchpoint and delay.
The switchpoint is preadjusted at the factory. However, if an
adjustment is required, the procedure is as follows:

23 - 8 VASA 22
 22-9601 Instrumentation and Automation 23

P502: switchpoint: the middle potentiometer

P503: delay: at the right hand side of the card
1 Determine the nDE-card amplification:

nmax (rpm) = Umax [V DC]

2 Calculate corresponding output voltage at specified

relay switching speed:

nx (rpm) x Umax (V DC)

Ux [V DC] =
nmax (rpm)

3 Adjust P502 to the calculated TP4 voltage:

Ex: VASA 22: Specified switching speed: 900 rpm

1500 rpm ^
= 10 V DC

900 rpm x 10 V DC
U900 = = 6.0 V
1500 rpm

Adjust the TP4 voltage to 6.0 V

The delay can be determined by bridging TP3 and counting the
delay time until the relay turns on and the LED lights up.
Test points
TP1: The pulse train from the speed sensor or the calibrating
frequency when TP3 is bridged.
TP2: The unbuffered output from the frequency/voltage con-
verter: 0 - 10 V DC, depending on the engine speed.
TP3: Bridging the points, using eg. a small screwdriver, the test
oscillator will start. ( The sensor cable must be disconnected.)
TP4: The P502 adjusted voltage corresponding to the relay
switchpoint wanted.
TP5: The P503 adjusted voltage corresponding to the specified
delay.
c) Thecnical specification
Inputs:
Frequency: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...8000 Hz
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 V pk square wave
Supply voltage: . . . . . . . . . . . . . . . . . . . . . . . . +12 V, -12 V, 0 V
Current consumption: . . . . . . . . . . . . . . . . . . . . . . Max. 40 mA
Outputs:
Frequency: . . . . . . . . . . . . . . . . . . . . . . . . 12 V pk, square wave
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . short-circuit-proof
Voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...10 V DC

VASA 22 23 - 9
 23 Instrumentation and Automation 22-9601

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 mA, short-circuit-proof
Unlinearity: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±0.1 %
Temperature coefficient: . . . . . . . . . . . . . . . . . . . . . . . 0.03 %/K
Relay function
Switchpoint: . . . . . . . . . . . . . . . . 0...100 % of measuring range
Delay: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...10 sec
Contacts:. . . . . . . . . . . . . . . . . . . . . . . . 2 change-over contacts
Breaking capacity: . . . . . . . . . . . . . . . . . . . . . . . 110 V DC/0.3 A
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V DC/1.0 A
Test
Test point: . . . . . . . . . . . . . . . . . . . . Approx. 80 % of full scale
Ambient temperature: . . . . . . . . . . . . . . . . . . . . . . . - 25...+71°C
[Link] C3, Relay Card
a) Theory of operation: The card includes three relays each relay
having two change-over contacts. The output voltage from the
nDE-card: C2 is supplied to three comparators where the relay
switchpoints can be individually adjusted for each relay option-
ally with adjustable delay.
The relays operate either according to the closed circuit princi-
ple or to the open circuit principle.
The relays can be programmed for either delay on operate or
release or without delay.
The third relay channel can be programmed with self-holding,
demanding external reset. One change-over contact of the relay
is, however, needed for this operation. A green or red light
emitting diode indicates that the relay is switched on.
b) Adjustment procedures: The switchpoint of the relays are ad-
justable with trimpotentiometers. The testpoints indicate the
adjustment.
P601, TP1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . relay nDE1
P602, TP2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . relay nDE2
P603, TP3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . relay nDE3
1 Determine the amplification of the nDE-card:

nmax (rpm) = Umax [V DC]

( nmax is normally 1500 rpm and Umax 10VDC on VASA 22)

2 Calculate the voltage corresponding to the rotation
speed at which the relay switches on.

nx (rpm) x Umax(V DC)

Ux [V DC] =
nmax (rpm)

23 - 10 VASA 22
 22-9601 Instrumentation and Automation 23

3 Adjust the channel potentiometer to the calculated

value of the TP voltage.
By short-circuiting TP3 on the nDE-card ( C2 ) the possible
delay of the relays can de determined. Respective trimpoten-
tiometers are P604, P605, P606.

Note! During the test the adjusted switchpoint of the relay can be
adjusted to a value below the test voltage, if this is higher than
the voltage generated by the test oscillator (TP3 at card C2).

Relay card C3

Switchpoint 2 adj.

Switchpoint 1 adj.
Switchpoint 3
Delay 3

Delay 2

Delay 1
RELAY I

TP3

TP2

TP1
n 1 DE n 2DE n 3 DE

2 8 4 7 9 5 10 26 16 18 23 12 19 30 28 31 29 24 27 13 15 17
- 0 +

0...10V +-12VDC

Fig 23-4 2223568935

c) Technical specification
Inputs:
Supply voltage: . . . . . . . . . . . . . . . . . . . . . . . . . +12 V, 0, -12 V
Current consumption: . . . . . . . . . . . . . . . . . . . . . . . max 60 mA
Control voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...10 V DC
Outputs:
3 relays, each having two changeover contacts.
Switchpoint: . . . . . . . . . . . . . 0...100 % of the measuring range
Delay: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...30 sec.
Breaking capacity:. . . . . . . . . . . . . . . . . . . . . . . 110 V DC/0.3 A
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V DC/1.0 A
Ambient temperature:. . . . . . . . . . . . . . . . . . . . . . . . . -25...+71°

VASA 22 23 - 11
 23 Instrumentation and Automation 22-9601

[Link] C4, TC-card: Measuring converter for one or

two turbochargers
a) Theory of operation: The sine wave signal of the turbocharger
speed sensor is amplified and transmitted to a squarewave
signal. This can be measured by frequency counter.
The square wave frequency signal is converted to a speed-
proportional voltage 0 - 10 V. This voltage is buffered and forms
the measuring voltage for the remote speed indicators.
The card may consist of two channels.
b) Adjustment procedures: The analog output re-adjustment can
be done by means of the potentiometers P701 and P711.
P701 : nTC1
P711 : nTC2
When turning the potentiometer clockwise, the output will in-
crease and vice versa.
c) Technical specification:
Inputs:
Frequency: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...8000 Hz
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . > 100 mVpp sine
Supply voltage:. . . . . . . . . . . . . . . . . . . . . . . . . . +12 V, 0, -12 V
Current consumption: . . . . . . . . . . . . . . . . . . . . . . . max 35 mA
Outputs:
Frequency: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Vpp
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 mA, short-circuit-proof
Voltage:. . . . . . . . . . . . . . . . 0...10 V, 15 mA, short-circuit-proof
Unlinearity: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ± 0.1 %
Temperature dependence:. . . . . . . . . . . . . . . . . . . . < 0.03 %/K

TC-card C4
Output 2

Output 1

n TC
n n
TC1 TC2
P 711

P 701

fU fU

21 22 23 6 20 11 14 2 13 15 17
- +
n f n f +- 12VDC

Fig 23-5 2223578935

23 - 12 VASA 22
 22-9601 Instrumentation and Automation 23

[Link] C5 Relay II
a) Theory of operation: The card consists of 3 voltage-controlled
relays, each having one change-over contact.
Any internal or external voltage between 0 and 10 V DC can
be used as control. The switchpoints and delays are adjustable.
LED indicates an activated relay.
b) Adjustment procedures: See adjustment instruction for C3 re-
lay card.
c) Tehcnical specification:
Inputs:
Control in: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...10 V DC
Supply voltage: . . . . . . . . . . . . . . . . . . . . . . . . . +12 V, 0, -12 V
Current consumption: . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 mA
Outputs:
3 relay functions, each having one change-over contact.
Switchpoint: . . . . . . . . . . . . . . . . 0...100 % of measuring range
Delay: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0...30 sec
Breaking capacity:. . . . . . . . . . . . . . . . . . . . . . . 110 V DC/0.3 A
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V DC/1.0 A
Ambient temperature:. . . . . . . . . . . . . . . . . . . . . . . . -25...+71°C

Relay II C5

Switchpoint 2 adj.

Switchpoint 1 adj.
Switchpoint 3
Delay 3

Delay 2

Delay 1

RELAY II
TP3

TP2

TP1

4 5 6

2 8 4 7 26 16 18 30 28 31 13 15 17
- 0 +

0...10V +-12VDC

Fig 23-6 2223588935

VASA 22 23 - 13
 23 Instrumentation and Automation 22-9601

23.2.4 Engine Speed Sensor

a) Theory of operation: The sensor is an inductive, touchfree
poximity switch supplied with +12 V and 0 V DC. The third pin
is a speed-proportional pulse train.
The electronics of the sensor is resin-moulded into a tubular
housing of nickel plated brass with external thread of
18x1.5 mm. The three-wire cable is connected by means of a
four-pole connector (Euchner BS4 ).
b) Mounting the sensor: Turn the engine until the top of a cog is
visual in the sensor mounting hole. Screw the sensor com-
pletely in. Unscrew the sensor 2,5 mm and tighten it well to
the shown sensing displacement (see Fig 23 - 7)
The output signal (terminal 55 in the electronic box or TP1 on
the nDE-card) should now be appr. 12 V DC. If the sensor is
between two cogs, the output will show appr. 0 V.

Note! The engine must not run while the sensor is mounted.

Engine speed sensor

+12VDC
1 2
SIGNAL
4 3
GND
A-A
A

2.5mm = 1 3/4 turns A

on the sensor

Fig 23 - 7 2223598935

23 - 14 VASA 22
 22-9601 Instrumentation and Automation 23

23.2.5 Turbocharger Speed Sensor

a) Theory of operation: This sensor is magnetic, therefore it does
not require any voltage supply.
The sensor head is splitted by a yoke causing a sinusoidal output
voltage when a magnetic material passes its sensing head. The
metal housing is threaded to 12 x 1.25 mm.
On the BBC type VTR, the turbocharger housing and a disc with
six holes in the end of the turbocharger shaft is prepared for this
type of sensors.
When the turbocharger rotates and the above mentioned holes
pass the sensor head, a sinusoidal voltage is generated. The cable
is connected by means of a four-pole connector ( Euchner BS4).
b) Mounting the sensor: Screw the sensor completely in and then
unscrew it for a sensing gap about two turns.

Note! The engine must not run while the sensor is mounted.

Turbocharger speed sensor

A 2.5 mm = 2 turns
on the sensor

A
1
2
GND
3
A-A

Fig 23-8 2223608935

VASA 22 23 - 15
 23 Instrumentation and Automation 22-9601

23.2.6 Adjustments of the Despemes cards

Adjustments of the Despemes cards

Measured
Card Remarks and
Function Adj. at Ind. normal set point
V Hz
C1 Power supply R21/R29 LED Adjustment normally not needed.
DC/DC
C2 Rot. speed of engine P501 TP2 TP1 Tach. 1500 RPM=950 Hz=10 VDC

nDE Fuel lim. control P502 TP4 LED Diagram A.

Set point: 100 RPM below nominal or idling speed
2 s. delay P503 TP5 TP1 LED Diagram B
Set point: 2 seconds on-delay
Simulation of running TP2 TP1 Tach. Make shortcirc. at TP3 and disconnect engine
engine pickup
Relay 1: Engine running P601 TP1 LED 1 Hour count., prelub. control blocking signals,
C3 (300 rpm) diagram A

Relay Delay P604 P604 LED 1 0...30 s, diagram C.

mid Set point: No delay
card
Relay 2: Optional or P602 TP2 LED 2 Diagram A
115 RPM Set point: 115 RPM on 4-cyl. engines with start
motor.
Delay P605 P605 LED 2 0...30 s, diagram C.
mid Set point: 20 s. offdelay on 4-cyl. engines with start
motor.
Relay 3: Overspeed P603 TP3 LED 3 Diagram A.
protection Set point: 15 % over nominal speed
Delay P606 P606 LED 3 0...30 s, diagram C.
mid Set point: No delay.

Rot. speed of P701 TP2 TP1 Tach. 50.000 RPM=5.000 Hz=10 VDC
C4 turbocharger (Setting valid for ABB, VTR-type turbochargers).

nTC Rot. speed of P711 TP4 TP3 Tach. For V-engines only, setting as above.
turbocharger

C5 Varies Optional card.

Adj. method as C3.
Relay
card

See Fig 23-9 for diagrams and testpoints.

Note! All measurements to be performed between testpoints (TP)

and internal system gnd. A gnd point can be found above
terminal 11 on the motherboard, or e.g. at terminals 26 or 28.

23 - 16 VASA 22
 22-9601 Instrumentation and Automation 23

Despemes box

DIAGR. A VASA 22
Volts C2, TP4, C3, TP1, 2, 3
12

10

4 LED 1 TP 3
2 P701 P601 TP 1
P711 P604 P501
200 400 600 800 1000 1200 1400 rpm TP 1 TP 1 TP 2
LED 2
DIAGR. B VASA 22 P602
Volts C2, TP5

10
P605
TP 2
9 TP 2 TP 4
8 P502
7 TP 3 LED 3 P503 LED
6 TP 4 P603 TP 5
5 P606 R29
4 LED R21
TP 3
3
2
1

1 2 3 4 5 6 7 8 9 10 sec.
C5 C4 C3 C2 C1
GND
DIAGR. C VASA 4R22
Volts C3; P604, P605, P606

10

8 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

6 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60

5 10 15 20 25 30 sec.

Fig 23-9 2223719232

VASA 22 23 - 17
 23 Instrumentation and Automation 22-9601

23.2.7 Trouble shooting procedures

1. Power supply DC/DC

START

Is the Supply
on Switch the
green LED terminals
lighting? power on
29+
30-?

Defective fuse? Replace the card

Replace the fuse

Power supply ready

for operation

Fig 23-10 2223619512

Power supply
Polarity Terminal Card connector
+ 29 3
Operating voltage
- 30 1
Output +12 V 24 17
26 15
COM
-12 V 13

23 - 18 VASA 22
 22-9601 Instrumentation and Automation 23

2. nDE-measuring converter with relay function

START

Output
Power supply Test program 1
0...10V DC OK?

Relay
activates Pulse input Test program 5
Replace (LED turns on) from the sensor
the card at any speed? * or osc.?

Output
0...10V DC Replace
TP2? the card

Check and
adjust if
necessary
Short
circuit or
line breakage
on output

n DE -card ready Clear fault

for operation

Fig 23-11 2223629512

nDE-measuring converter
Terminal Card connector
55(+) 19
Frequency in
57(-) 15
25(+) 2
Measuring voltage
26(-) 15
58(+)
Pulse output
59(-)

*) V-meter reading: Sensor output 5.8 V DC. Osc. about 4.2 V DC.

VASA 22 23 - 19
 23 Instrumentation and Automation 22-9601

3. Relay card

START

The Analog
relays operate output Test program 2
at any speed of 0...10V DC
the engine? from n DE?

Replace the card

Check and
adjust if
necessary

Relay card ready

for operation

Fig 23-12 2223639512

23 - 20 VASA 22
 22-9601 Instrumentation and Automation 23

4. nTC-measuring converter with 2 channels

START

Analog
output Supply
voltage Test program 1
0..10V DC?
OK?

Replace
Pulse output? the card

Check and
adjust if
necessary

Sine-
wave voltage
from sensor? Check the censor

Replace
the card

n TC -card ready
for operation

Fig 23-13 2223649512

nTC-measuring converter
Channel 1 Channel 2
Terminal 10(+), 11(-) 39(+), 40(-)
Pulse input
Card connector 21(+), 22(-) 20(+), 11(-)
Terminal 12(+), 13(-) 41(+), 42(-)
Pulse output
Card connector 23 14
Terminal 8(+), 9(-) 37(+), 38(-)
Voltage output
Card connector 8 2

VASA 22 23 - 21
 23 Instrumentation and Automation 22-9601

5. Engine speed sensor

START

Pulse-
train, pro-
portional to Test program 1
Voltage supply
the engine speed
on nDE /TP1 OK?
?

12 VDC
between pins 1(+) Check the connec-
and 3(-) on the tion line
sensor conn.
Adjust the
sensor for
symmetrical
output when
the engine is
running Adjust acc. to fig. 23-8

NOTE! Output
signal changing
state when the eng.
Max + 0.25 turns is turned
-

Unscrew the sensor

and check it against
a metallic surface

Output
Replace signal channing Remount the sensor
the state depending to a sufficient
sensor on sensing sensing gap
gap?

Sensor ready
for operation

Fig 23-14 2223659512

23 - 22 VASA 22