Number 45116

Installation DONA PACIFIC

Engine type WÄRTSILÄ 9L20

Engine number PAAE024765, PAAE026575, PAAE026576

Specification 173154

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
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THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITA-

TIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS
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Phone: +358 (0)10 709 080 Wärtsilä homepage: www.wartsila.com
E-mail: [email protected]

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Kimmo Kohtamäki +358 10 709 2860

General Manager Mobile:
+358 40 558 2372
[email protected]

Päivi Hirvonen +358 10 709 2861 Johanna Kilpinen +358 10 709 3260
Assistant in Vaasa [email protected] Assistant in Turku [email protected]

Pasi Hautakoski +358 10 709 2826 Sten-Eric Björkman +358 10 709 2822
Regional Manager Mobile: Sales Support Manager Mobile:
+358 40 565 8237 +358 40 589 3443
[email protected] [email protected]
Kai Laine +358 10 709 2838 Jari Vataja +358 10 709 1305
Sales Support Mobile: Sales Support Manager Mobile:
Manager +358 40 520 0801 +358 40 837 3305
[email protected] [email protected]

Tom Backlund +358 10 709 3317 Harri Leinonen +358 10 709 3314
Regional Manager Mobile: Sales Support Manager Mobile:
+358 40 729 2535 +358 40 500 5498
[email protected] [email protected]
Kari Källvik +358 10 709 3196
Sales Support Mobile:
Manager +358 40 507 0994
[email protected]

Kari Koski-Tuuri +358 10 709 2875 Janne Ahti +358 10 709 1307
Regional Manager Mobile: Sales Support Manager Mobile:
+358 40 513 6876 +358 40 518 1776
[email protected] [email protected]

Ton Makkee +358 10 709 1860 Kim Östman +358 10 709 1824
Sales Support Mobile: Sales Support Manager Mobile:
Manager +358 40 762 5563 +358 40 836 5579
[email protected] [email protected]

Keijo Nieminen +358 10 709 3235 Hannu Koski +358 10 709 3144
Regional Manager Mobile: Sales Support Manager Mobile:
+358 40 820 9235 +358 400 859 144
[email protected] [email protected]
Olli Laakso +358 10 709 3062 Klaus Westerinen +358 10 709 3281
Sales Support Mobile: Sales Support Manager Mobile:
Manager +358 400 863 062 +358 40 502 6882
[email protected] [email protected]

Juha Kuusisto +358 10 709 2842 Jarno Tunturi +358 10 709 2709
Regional Manager Mobile: Sales Support Manager Mobile:
+358 40 516 2902 +358 10 751 8285
[email protected] [email protected]

Jim Andersson +358 10 709 2065

Sales Support Mobile:
Manager +358 40 524 4370
[email protected]
!
Vesa Honkela +358 10 709 2837
Sales Manager Mobile:
+358 40 550 8815
[email protected]
Eero Hakala +358 10 709 1632 Guy Blomquist +358 10 709 3475
Account Manager Mobile: Account Manager Mobile:
+358 40 552 2512 +358 40 592 0488
[email protected] [email protected]
Christian Wickström +358 10 709 2746 Ville Packalén +358 10 709 3642
Account Manager Mobile: Account Manager Mobile:
+358 40 556 3947 +358 40 502 4472
christian.wickstrom@wartsila. [email protected]
com
"
Leif Enlund +358 10 709 2906
Manager, Service Mobile:
Projects + 358 40 501 9262
[email protected]
Jens Norrgård +358 10 709 1876 Mikael Karhulahti +358 10 709 1845
Project Manager, Gas Mobile: Project Manager, Mobile:
+358 40 748 5586 Electrical +358 40 748 6632
[email protected] [email protected]

Krister Slotte +358 10 709 3406 Ari Reunanen +358 10 709 3063
General Manager Mobile: Manager Mobile:
+358 400 526 763 Wärtsilä 46, 50DF +358 40 835 8581
[email protected] [email protected]

Pia Jerkku +358 10 709 3178 Stefan Wiik +358 10 709 2394
Assistant in Turku [email protected] Manager Mobile:
Wärtsilä 20, Vasa 22, 24 +358 40 540 8740
[email protected]

Nancy Dahl +358 10 709 2781 Jonas Sundblom +358 10 709 1835
Assistant in Vaasa [email protected] Manager Mobile:
Vasa 32, Wärtsilä 32 & + 358 40 735 1835
Wärtsilä 32, 34 Gas [email protected]
Engines
Johan Pellas +358 10 709 2806 Olli Tarvonen +358 10 709 2783
Manager Mobile: Technical Manager Mobile:
Condition Based +358 40 732 2687 Wärtsilä 32, 34 Gas +358 40 590 2256
Maintenance [email protected] Engines [email protected]

Karl-Erik Lindholm +358 10 709 2790 Karl-Johan Nixholm +358 10 709 2807
Manager Mobile: Technical Manager Mobile:
Automation & Control +358 40 732 2689 Wärtsilä 32 +358 40 765 5807
karl-erik.lindholm@ [email protected]
wartsila.com
Hans-Olof Norrgård +358 10 709 2710 Mats Lagström +358 10 709 2804
Manager Mobile: Technical Manager [email protected]
Warranty +358 40 773 5531 Vasa 32
hans-
[email protected]
Ingmar Ahlqvist +358 10 709 2750 Asko Vakkila +358 10 709 2756
Manager Mobile: Documentation Manager Mobile:
Documentation and +358 40 725 9954 Prime Movers +358 400 667 670
Software Systems [email protected] [email protected]

Arto Nikula +358 10 709 1325 Hannu Salminen +358 10 709 3337
Documentation Manager Mobile: Documentation Manager Mobile:
Plant Installations +358 40 748 2259 Ship Installations +358 40 838 5899
[email protected] [email protected]

Thomas Nummelin +358 10 709 2832 Tapani Syrjänen +358 10 709 3359
General Manager Mobile: Manager Mobile:
Field Service +358 40 508 3114 Power Plants +358 40 502 3562
[email protected] [email protected]
Niina Haapala- +358 10 709 2731 Tiina Mäkinen +358 10 709 3024
Livera Assistant in Turku [email protected]
Assistant in Vaasa

Ralf Guldbrand +358 10 709 1859

Manager Mobile:
Field Service Resources +358 40 767 8859
[email protected]
Kaj-Erik Holm +358 10 709 2836 Reijo Seikkula +358 10 709 3230
Service Co-ordinator Mobile: Service Co-ordinator Mobile:
Field Service Resources +358 40 837 3882 Field Service Resources +358 40 769 1787
[email protected] [email protected]
Ulf-Johan Björknäs +358 10 709 1152
Manager Mobile:
Marine Commissioning +358 40 729 2182
[email protected]
Anders Ståhlgård +358 10 709 2862
Service Co-ordinator Mobile:
Power Plant < 380 +358 40 556 2862
[email protected]
Anders Bergfors +358 10 709 2856
Service Co-ordinator Mobile:
Electrical & Automation +358 40 708 2856
Systems [email protected]
 20-200101 Contents, Instructions, Terminology 00

00. Contents, Instructions, Terminology

00.1 Contents of the Manual

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

00.2 General rules

1 Read the corresponding item carefully in this Manual before

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

WÄRTSILÄ 20 00 - 1
 00 Contents, Instructions, Terminology 20-200101

00.3 Terminology
The most important terms used in this manual are defined as follows,
see also Fig 00-1:
Operating side. The longitudinal side of the engine where the operat-
ing devices are located (start and stop, instrument panel, speed gover-
nor).
Rear side. The longitudinal side of the engine opposite the operating
side.
Driving end. The end of the engine where the flywheel is located.
Free end. The end opposite the driving end.
Designation of cylinders. According to ISO 1204 and DIN 6265 the
designation of cylinders begins at the driving end. In a V-engine the
cylinders in the left bank, seen from the driving end, are termed A1,
A2 etc. and in the right bank B1, B2 etc., see below:

Terminology

end
Free B6
6

A6 B5
5

A5 B4
4
3

Op A4 B3
2

era A3 B2
1

tin A2 B1
gs A1
ide

g end
Drivin

Fig 00-1 WV00519326

Designation of bearings.
• Main bearings. The shield bearing (nearest the flywheel) is No. 0,
the first standard main bearing is No. 1, the second No. 2 etc.
• The thrust bearing rails are located at the shield bearing. The
outer rails close to the flywheel are marked with 00 and the inner
rails with 0.
• The camshaft bearings are designated as the main bearings, the
thrust bearing bushes being designated 00 (outer) and 0.
• Camshaft gear bearings. The bearing bushes are designated 00
(outer) and 0.

00 - 2 WÄRTSILÄ 20
 20-200101 Contents, Instructions, Terminology 00

• Upper and lower bearings shells. In bearings where both the

shells are identical, the upper one is marked with “UP”.

Designation of bearings

0 00

0
00
5 4 3 2 1
0
00

5 4 3 2 1 0

Fig 00-2 2000528935

Operating side and rear side. Details located at the operating side
may be marked with “M” (Operating side) and correspondingly “B” for
the back of the engine (B-bank on a V-engine).
Clockwise rotating engine. When looking at the engine from the
driving end the shaft rotates clockwise.
Counter-clockwise rotating engine. When looking at the engine from
the driving end the shaft rotates counter-clockwise.
Bottom dead centre, abbreviated BDC, is the bottom turning point of
the piston in the cylinder.
Top dead centre, abbreviated TDC, is the top turning point of the piston
in the cylinder. TDC for every cylinder is marked on the graduation of
the flywheel. During a complete working cycle, comprising in a four-
stroke engine two crankshaft rotations, the piston reaches TDC twice:
a) For the first time when the exhaust stroke of the previous working
cycle ends and the suction stroke of the following one begins. Exhaust
valves as well as inlet valves are then somewhat open and scavenging
takes place. If the crankshaft is turned to both directions near this TDC,
both exhaust and inlet valves will move, a fact that indicates that the
crankshaft is near the position which can be named TDC at scaveng-
ing.

WÄRTSILÄ 20 00 - 3
 00 Contents, Instructions, Terminology 20-200101

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.

00 - 4 WÄRTSILÄ 20
 20-200537-02 Contents, Instructions, Terminology 00

00. Contents, Instructions, Terminology

00.1 Contents of the Manual

1. This Manual contains technical data, system descriptions and
maintenance of the generating set. For information on how to use
generating set, safety information and fluids refer to a Auxpac
Operator’s manual.
Basic general knowledge has not been entered. Consequently, it
is assumed that the engine operation and maintenance staff is
well informed of the care of diesel engines.
2. Wärtsilä reserves for itself the right to minor alterations and
improvements owing to generating set development without be-
ing obliged to enter the corresponding changes in this Manual.
3. The generating set 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.
4. Exact generating set build-up in all details is defined by the
specification number on the name plate located on the engine. In
all correspondence or when ordering spare parts, be care-
ful to state generating set type and number.
5. The Auxpac Operator‘s 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

and safety information in Operator’s manual before any steps
are taken.
2 Keep an engine log book for every generating set.
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.

AUXPAC 00 - 1
 00 Contents, Instructions, Terminology 20-200537-02

6 After reassembling, check that all screws and nuts are

tightened and locked, if necessary.

00.3 Terminology
The most important terms used in this manual are defined as
follows, see also Fig 00-1:
Operating side. The longitudinal side of the engine where the
operating devices are located (start and stop, instrument panel,
actuator).
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. , 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

g end
Drivin

Fig 00-1 WV00519326

Designation of bearings.
• Main bearings. The shield bearing (nearest the flywheel)
is No. 0, the first standard main bearing is No. 1, the sec-
ond No. 2 etc.
• The thrust bearing rails are located at the shield bearing.
The outer rails close to the flywheel are marked with 00
and the inner rails with 0.

00 - 2 AUXPAC
 20-200537-02 Contents, Instructions, Terminology 00

• The camshaft bearings are designated as the main bear-

ings, the thrust bearing bushes being designated 00
(outer) and 0.
• Camshaft gear bearings. The bearing bushes are desig-
nated 00 (outer) and 0.
• Upper and lower bearings shells. In bearings where both
the shells are identical, the upper one is marked with
“UP”.

Designation of bearings

0 00

0
00
5 4 3 2 1
0
00

5 4 3 2 1 0

Fig 00-2 2000528935

Operating side and rear side. Details located at the operating

side may be marked with “M” (Operating side) and correspond-
ingly “B” for the back of the engine (B-bank on a V-engine).
Clockwise rotating engine. When looking at the engine from the
driving end the shaft rotates clockwise.
Counter-clockwise rotating engine. When looking at the engine
from the driving end the shaft rotates counter-clockwise.
Bottom dead centre, abbreviated BDC, is the bottom turning
point of the piston in the cylinder.
Top dead centre, abbreviated TDC, is the top turning point of the
piston in the cylinder. TDC for every cylinder is marked on the
graduation of the flywheel. During a complete working cycle,
comprising in a four-stroke engine two crankshaft rotations, the
piston reaches TDC twice:

AUXPAC 00 - 3
 00 Contents, Instructions, Terminology 20-200537-02

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
both directions 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.

00 - 4 AUXPAC
200343 Risk Reduction Appendix A

00A. Risk Reduction

00A.1 General
Read the engine manual including this appendix before installing,
operating or servicing the engine and/or related equipment.
Failure to follow the instructions can cause personal injury, loss of life
and/or property damage.
Proper personal safety equipment, e.g. gloves, hard hat, safety glasses
and ear protection must be used in all circumstances. Missing, 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 crank- x x x
shaft is turned
Engine rotating due to engaged gear box or x x x x x x x x
closed generator breaker during overhaul
Fire or explosion due to leakage on fuel / gas line x x x x x x
or lube oil system
Inhalation of exhaust gases due to leakage 3) x x x
Continues

00A - 1
 Appendix A Risk Reduction 200343

Identified hazard,hazardous situation or Chapter of engine manual

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

Explosion or fire if flammable gas/vapour is x x

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

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

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

00A.1.1 General identified hazards, hazardous situ-

ations or events

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

· Running engine without covers, coming in contact with 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,

00A - 2
200343 Risk Reduction Appendix A

· Crankcase safety explosion valves will open if there is a crankcase

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

00A - 3
 Appendix A Risk Reduction 200343

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

connections of electricity
· Fire or sparks due to damage or short circuit in electrical 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
200506 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 main current is always going where it meets the lowest resistance,
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 200506

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

00B.2.4 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.

00 - 2
200506 Welding Precautions Appendix B

· If convenient, protect cables, sensors and other equipment from

sparkles with proper metal sheet.

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

00 - 3
 Appendix B Welding Precautions 200506

00 - 4
 20-200247-02 Main Data, Operating Data and General Design 01

01. Main Data, Operating Data and

General Design

01.1 Main data for Wärtsilä 20

Cylinder bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 mm

Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 mm
Piston displacement per cylinder. . . . . . . . . . . . . . . . . . . 8.80 l

Firing order
Engine type Clockwise rotation Counter-clockwise rotation
4L20 1-3-4-2 1-2-4-3
5L20 1-2-4-5-3 1-3-5-4-2
6L20 1-5-3-6-2-4 1-4-2-6-3-5
8L20 1-3-7-4-8-6-2-5 1-5-2-6-8-4-7-3
9L20 1-7-4-2-8-6-3-9-5 1-5-9-3-6-8-2-4-7

Normally the engine rotates clockwise.

Lubricating oil volume in the engine

Engine type 4L20 5L20 6L20 8L20 9L20
App. oil volume in litres
Normal sump 270 320 380 490 550
Deep sump 330 500 640 710
Special deep sump 540
Oil volume between 0.7 1.4 1.5 1.9 2.0
max. and min. marks
appr. litres/mm

Lubricating oil volume in the speed governor in litres

Woodward 3161 2.2
Woodward UG-A 1.4

App. cooling water volume (HT) in the engine in litres

Engine type 4L20 5L20 6L20 8L20 9L20
Engine only 90 105 120 150 160

WÄRTSILÄ 20 01 - 1
 01 Main Data, Operating Data and General Design 20-200247-02

01.2 Recommended operating data

Apply to normal operation at nominal speed.

Normal values (xx) Alarm (stop) limits (xx)

Load 100 % 0 - 100 %
Temperatures, (°C)
Lube oil before engine 63 - 67 80
Lube oil after engine 10 - 15
higher
HT water after engine 86 - 95 105 (110)
HT water before engine 6 - 10 lower
LT water before charge air cooler 25 - 38
Charge air in air receiver 50 - 70 75
Exhaust gas after cylinder See test records 70 higher (xxx)
Preheating of HT water 60
Gauge pressures (bar)
Lube oil before engine at a speed 4.0 - 5.0 3.0 (2.0)
of 720 RPM (12.0 r/s)
1000 RPM (16.7 r/s) 4.0 - 5.0 3.0 (2.0)
HT/LT water before HT/LT pump 0.7 -1.5
(=static)
HT water before engine 1.6 + static press. (x) 1.0 + static press.
(x)
LT water before charge air cooler 1.6 + static press. 1.0 + static press.
(x)
Fuel before engine (MD) 4 - 7 , (HF) 5 - 7 4
Compressed air max. 30 18
Air starter 9.0
Charge air See test records
Other pressures (bar)
Firing pressure See test records
Opening pressure of safety valve 6-8
on lube oil pump
Visual indicator and electronic <1.2 - 1.8 1.2 - 1.8
alarm for high pressure drop over
lube oil filter

(x) Depending on speed and installation.

With engine driven MD-pump pressure might be lower close to
min. speed.
(xx) Under 30% load the lubricating oil and water tempera-
tures fall a little.
(xxx) See test records.

01 - 2 WÄRTSILÄ 20
 20-200247-02 Main Data, Operating Data and General Design 01

01.3 Reference conditions

Reference conditions according to ISO 3046/I (1986):
Air pressure . . . . . . . . . . . . . . . . . . . . . . . . . . 100 kPa (1.0 bar)
Ambient temperature . . . . . . . . . . . . . . . . . . . . . . 298 K (25°C)
Relative air humidity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 %
Cooling water temperature of charge air cooler . 298 K (25°C)

In case the engine power can be utilized under more difficult

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

Reduction factor = (a + b + c) %

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

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

01.4 General engine design

The engine is a turbocharged intercooled 4-stroke diesel engine
with direct fuel injection.
The engine block is cast in one piece. The main bearings are
hanging. The main bearing cap is supported by two hydrauli-
cally tensioned main bearing screws and two horizontal side
screws.
The charge air receiver is cast into the engine block as well as
the cooling water header. The crankcase covers, made of light
metal, seal against the engine block by means of rubber seal-
ings.
The lubricating oil sump is welded.
The cylinder liners are of wet type. The cooling effect is opti-
mised to give the correct temperature of the inner surface.
To eliminate the risk of bore polishing, the liner is provided
with an antipolishing ring.
The main bearings are fully interchangeable trimetal or bi-
metal bearings which can be removed by removing the main
bearing cap.
The crankshaft is forged in one piece and is balanced by coun-
terweights as required.
The connecting rods are drop forged. The big end is split and
the mating faces are serrated. The small end bearing is stepped

WÄRTSILÄ 20 01 - 3
 01 Main Data, Operating Data and General Design 20-200247-02

to achieve large bearing surfaces. The big end bearings are

fully interchangeable trimetal or bimetal bearings.
The pistons are of composite type with casted skirt and a
forged crown screwed together. It is fitted with a Wärtsilä
patented skirt lubricating system. The top ring grooves are
hardened.
Cooling oil enters the cooling space through the connecting
rod. The cooling spaces are designed to give an optimal shaker
effect.
The piston ring set consists of two chrome-plated compress-
ion rings and one chrome-plated, spring-loaded oil scraper
rings.
The cylinder head, made of special cast iron, is fixed by four
hydraulically tensioned screws. The head is of the double deck
design and cooling water is forced from the periphery towards
the centre giving efficient cooling in important areas.
The inlet valves are stellited and the stems are chromium-
plated. The valve seat rings are made of a special cast iron al-
loy and are changeable.
The exhaust valves, also with stellited seats and chromium-
plated stems, seal against the directly cooled valve seat rings.
The seat rings, made of a corrosion and pitting resistant ma-
terial, are changeable.
The camshafts are made up from one-cylinder pieces with in-
tegrated 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 be changed without any adjustment. The pumps and pip-
ing are located in a closed space which is heat insulated for
heavy fuel running. The element can be changed without re-
moving the pump housing.
The turbocharger is normally located at the free end of the
engine.
The charge air cooler is made as removable inserts.
The lubricating oil system includes a gear pump, oil filter,
cooler with thermostat valve, centrifugal by-pass filter and an
electrically driven prelubricating pump.
The oil sump is dimensioned for the entire oil volume needed,
and all cylinder numbers can be run in wet sump configura-
tion. Dry sump running is also possible.
The starting system. The engine is provided with an air
driven starting device of turbine type. The air starter acts di-
rect on the flywheel.

01 - 4 WÄRTSILÄ 20
 200352-01 Fuel, Lubricating Oil, Cooling Water

02. Fuel, Lubricating Oil, Cooling Water

For preventing and minimising the handling risks, read carefully

chapter 02A., Environmental Hazards.

02.1 Fuel

02.1.1 General

The WÄRTSILÄ® medium-speed diesel engines are designed to oper-

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

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

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

The maximum limits of fuel characteristics for a certain engine are

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

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

 Fuel, Lubricating Oil, Cooling Water 200352-01

02.1.2 Fuel treatment

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

Recommended centrifuge flow rate

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

Note! Recommended centrifuge flow rates, see separator manufacturers

instruction manual.

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

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

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

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

 200352-01 Fuel, Lubricating Oil, Cooling Water

Fuel oil viscosity-temperature diagram

Centistokes
5000

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

3 14 cSt bei 40 C

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

C

Fig 02-1 3202529238

Example: A fuel oil with a viscosity of 380 cSt (A) at 50 °C (B) or 80 cSt
at 80 °C (C) must be preheated to 112 - 126 °C (D-E) before the fuel
injection pumps, to 97 °C (F) at the centrifuge and to minimum 40 °C
(G) in storage tanks. The fuel oil may not be pumpable below 36 °C (H).
To obtain temperatures for intermediate viscosities, draw a line from
the known viscosity/temperature point in parallel to the nearest viscos-
ity/temperature line in diagram.
Example: Known viscosity 60 cSt at 50 °C (K). The following can be
read along the dotted line: Viscosity at 80 °C = 20 cSt, temperature at
fuel injection pumps 74 - 86°C, centrifuging temperature 86 °C, mini-
mum storage tank temperature 28 °C.
Conversion from various current and obsolete viscosity units to centi-
stokes 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 visco-
sity/temperature point into the diagram, Fig 02-1.

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

 Fuel, Lubricating Oil, Cooling Water 200352-01

Viscosity conversion diagram

Centistokes
5000

2000
1000
600
400
300
200

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

10 20 50 100 200 500 1000 2000 5000 10000

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

Fig 02-2 3202538935

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

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

02.1.2.3 Viscosity control

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

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

 200352-01 Fuel, Lubricating Oil, Cooling Water

02.1.3 Maximum limits of fuel characteristics

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

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

Fuel characteristics, maximum limits

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

The limits above also correspond to the demands:

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

Four types of fuels are defined for the WÄRTSILÄ® Vasa 32 & 32LN,
WÄRTSILÄ® 20, WÄRTSILÄ® 32 and WÄRTSILÄ® 46 engines:
· HFO 1, heavy fuel oil of normal quality.
· HFO 2, heavy fuel oil below normal standard quality.
· DO, diesel oil or LFO, light fuel oil.
· CRO, Crude oil.
The maintenance intervals are decided by the characteristics of the
used fuel, see Chapter 04 Maintenance Schedule.

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

 Fuel, Lubricating Oil, Cooling Water 200352-01

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

Fuel characteristics, maximum limits

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

Foreign substances or chemical waste, hazardous to the safety of the

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

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

the fuel should be classified as HFO 2.

02.1.4 Comments on fuel characteristics

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

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

usually have bad ignition properties!

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

 200352-01 Fuel, Lubricating Oil, Cooling Water

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

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

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

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

Determining of CCAI:

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

where r = density ( kg/m3 at 15 °C)

nk = kinematic viscosity ( cSt at 50 °C)

Note! An increased CCAI value indicates decreased ignition quality!

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

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

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

 Fuel, Lubricating Oil, Cooling Water 200352-01

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

Nomogram for deriving CCAI

VISCOSITY DENSITY CCAI

cSt (mm2/s) (kg/m3 at 15˚C)
820

50˚C 100˚C 840

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

Fig 02-3 3202599716

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

 200352-01 Fuel, Lubricating Oil, Cooling Water

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

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

 Fuel, Lubricating Oil, Cooling Water 200352-01

· Deposit formation on injection nozzle tips will disturb the fuel

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

02.1.5 Measures to avoid difficulties when running on

heavy fuel

Poor fuel quality will influence on wear, engine part lifetime and
maintenance intervals adversely.

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In order to obtain maximum operating economy it is recommendable:

a) to limit maximum continuous output as much as operating condi-

tions allow if fuel is known or suspected to have high vanadium content
(above 200 ppm) and sodium content.
b) to limit low load operation as much as operating conditions allow
if fuel is known or suspected to have high sulphur content (above
3 mass-%), carbon content (Conradson carbon above 12 mass-%)
and/or asphaltene content (above 8 mass-%).
Operating below 20 % of rated output should be limited to max. 100 hours
continuously, by loading the engine above 70 % of rated load for one hour
before continuing the low load operation or shutting down the engine.
Idling (i.e. main engine declutched, generator set disconnected)
should be limited as much as possible. Warming-up of the engine at no
load for more than 3 - 5 minutes before loading, as well as idling for
more than 3 minutes before stopping is unnecessary and should be
avoided.

02.1.6 General advice

To avoid stability and incompatibility problems (precipitation of heavy

components in the fuel), avoid, if possible, blending of fuels from
different bunker stations, unless the fuels are known to be compatible.
If stability and compatibility problems occur, never add distillate fuel,
as this will probably increase precipitation. A fuel additive with a
highly powerful dispersing characteristics can be of help until a new
fuel delivery takes place.
The characteristics of heavy fuels blended from residuals from mod-
ern refinery processes like catalytic cracking and visbreaking may
approach at least some of the limits of fuel characteristics given in the
chapter 02., sect. 02.1.3.
Compared with “traditional” heavy fuels blended from straight run
residuals, the “modern” heavy fuels may have reduced ignition and
combustion quality.
Fuels blended from catalytic cracking residuals may contain very
abrasive catalytic fines (silicon and aluminium oxides) which, if al-
lowed to enter the injection system, may wear down injection pumps
and nozzles in a few hours.
Some of the difficulties that may occur when operating on heavy fuels
blended from cracked residuals can be avoided by:
· Sufficient centrifuging capacity. The best and most disturbance-
free results are obtained with the 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 control to achieve
optimum results. Flow rate through the centrifuges should not
exceed the maximum fuel consumption by more than 10 %.
· Sufficient heating capacity to keep centrifuging and injection
temperatures at recommended levels. It is important that the

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temperature fluctuations are as low as possible (± 2 °C before

centrifuge) when centrifuging high viscosity fuels with densities
approaching or exceeding 991 kg/m3 at 15 °C.
· Sufficient preheating of the engine and the fuel systems before
starting the engine.
· Keeping fuel injection equipment and the inverse cooling system
in good condition.
See also section 02.2.7., Handling of oil samples.

02.2 Lubricating oil

02.2.1 System oil characteristics

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

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

Fuel standards and lubricating oil requirements

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

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

operating on heavy fuel. This recommendation is valid especially for
engines having wet lubricating oil sump and using heavy fuel with
sulphur contents above 2.0 % mass. BN 40 lubricants can be used when
operating on heavy fuel as well if experience shows that the lubricating
oil BN equilibrium remains at an acceptable level.
BN 30 lubricants are recommended to be used only in special cases,
such as installations equipped with an SCR catalyst. Lower BN prod-
ucts eventually have a positive influence on cleanliness of the SCR
catalyst. With BN 30 oils lubricating oil change intervals may be rather
short, but lower total operating costs may be achieved because of better
plant availability provided that the maintenance intervals of the SCR
catalyst can be increased.

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BN 30 oils are also a recommended alternative when operating on

crude oil. Though crude oils many times have low sulphur content, they
can contain other acid compounds and thus an adequate alkali reserve
is important.
Additives. The oils should contain additives that give good oxidation
stability, corrosion protection, load carrying capacity, neutralization of
acid combustion and oxidation residues, and should prevent deposit
formation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
Foaming characteristics. Fresh lubricating oil should meet the follow-
ing limits for foaming tendency and stability (according to the ASTM
D 892-92 test method):
· Sequence I: 100/0 ml
· Sequence II: 100/0 ml
· Sequence III: 100/0 ml
In this test a certain amount of air is blown through the lubricating oil
sample. The first number in the results is the foam volume after a
blowing period of 5 minutes and should be less than or equal to 100 ml.
The second number is the foam volume after a settling period of 10
minutes and should always be 0 ml.
Sequences I and III are performed at a temperature of 24 °C and
sequence II at a temperature of 93.5 °C.

02.2.2 Lubricating oil qualities

Lubricating oil is an integrated engine component and thus the

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

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

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.

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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 to 80 - 95 °C.
Many oil manufacturers recommend a separation temperature of
90 - 95 °C for an effective separation. 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. Gravity disc should be chosen acc. to oil density at
separation temperature. Follow the operation instructions given by
the separator manufacturer for optimal performance of the separator.

Note! The lubricating oil separation efficiency influences the condition of

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

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

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

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

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

Viscosity. Should not decrease by more than 20 % and not rise by more
than 25% above the guidance value at 100 °C.
Should not decrease by more than 25 % and not rise by more than
45% above the guidance value at 40 °C.
Flash point. Should not fall by more than 50 °C below the guidance
value. Min. permissible flash point 190 °C (open cup) and 170 °C (closed
cup) . At 150 °C risk of crankcase explosion.

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Water content. Should not exceed 0.3 %. A value higher than 0.3% can
not be accepted for longer periods, but measures must be taken; either
centrifuging or oil change.
BN (Base Number).
· Fuel category A and B:
The minimum allowable BN value of a used oil is 50 % of the
nominal value of a new oil.
· Fuel categories C and D:
The minimum allowable value of used oil is BN 20.
Insolubles. The quantity allowed depends on various factors. The oil
supplier’s recommendations should be followed. However, an n-Pentane
insoluble value above 1.5 % calls for attention. A value higher than 2 %
cannot be accepted for longer periods.
In general it can be said that the changes in the analyses give a better
basis of estimation than the absolute values.
Fast and great changes may indicate abnormal operation of the
engine or of a system.
c) Compensate for oil consumption by adding max. 10 % new oil at a
time. Adding larger quantities can disturb the balance of the used oil
causing, for example, precipitation of insolubles. Measure and record
the quantity added.
Attention to the lubricating oil consumption may give valuable infor-
mation about the engine condition.
A continuous increase may indicate that piston rings, pistons and
cylinder liners are getting worn, and a sudden increase motivates
pulling the pistons, if no other reason is found.
d) Guidance values for oil change intervals are to be found in chapter
04. Intervals between changes are influenced by system size (oil volume),
operating conditions, fuel quality, centrifuging efficiency and total oil
consumption. Efficient centrifuging and large systems (dry sump opera-
tion) generally allow for long intervals between changes. It is recom-
mended to follow up that the BN value of the lubricating oil keeps within
engine manufacturer’s limits during the whole oil change interval.
When changing oil the following procedure is recommended:
1 Empty oil system while oil is still hot. Be sure that oil filters and
coolers are also emptied.
2 Clean oil spaces, including filters and camshaft compartment. In-
sert new filter cartridges.
3 Fill a small quantity of new oil in the oil sump and circulate 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 analyzed by the oil supplier,
and the analysis results plotted as a function of operating hours is an
efficient way of predicting oil change intervals.
Send or ask the oil supplier to send copies of oil analyses to the engine
manufacturer who will then assist in the evaluation.

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

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

If the procedure described above is not followed, responsibility of

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

02.2.4 Lubricating oil for the governor

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

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

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02.2.5 Lubricating oils for turbochargers

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

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

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

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

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

02.2.6 Lubricating oils for engine turning device

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

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

02.2.7 Handling of oil samples

When taking fuel oil or lubricating oil samples the importance of proper
sampling can not be over-emphasised. The accuracy of the analysis
results is significantly dependent on proper sampling and the results
will only be as good as the quality of the sample.
Use clean sample containers holding approximately 1 litre. Clean
sample containers and accessories (IATA carton boxes for 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 need to be used. Close the bottles tightly using
the screw caps provided. Seal all bottles and record all the separate
seal numbers carefully. Put the bottles to be sent for analysing in
“Ziploc” plastic bags to prevent any spillage. Gently squeeze the “Ziploc”

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bag to minimise any air content prior to sealing.

The background information for the fuel oil/lubricating sample is as
important as the sample itself. Oil samples with no background infor-
mation 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.
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.

02.2.7.1 Lubricating oil sampling

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

02.2.7.2 Fuel oil sampling

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

02.2.8 Dispatch and transportation

Place the bottle with the “Ziploc” bag inside the IATA carton box and
fold the box according to the assembly instructions given on the box.
Enclose a copy of the "Bunker Receipt", if available, before closing the
last flap on the IATA carton.

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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, if necessary. When the
courier arrives you will need to complete an Airway Bill.
It is recommendable to handle the dispatching of the fuel oil and
lubricating oil samples at site. The results will be achieved faster when
the dispatching is handled at site and additionally it is illegal to carry
fuel oil samples as personal luggage on normal aeroplanes.
Support with interpretation of the analysis results and advice on
possible corrective actions is available from Wärtsilä, if needed.

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02.3 Cooling water

02.3.1 General

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

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

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

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

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

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

02.3.2 Additives

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

vast distribution nets. Follow thoroughly the instructions of the sup-
plier.

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

In an emergency, if compounded additives are not available, treat the

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

Attention! Sodium nitrite is toxic.

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Corrosion rate as a function of nitrite concentration

To give full protection the Nitrite level

Corrosion rate

should be kept above X ppm. The

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

Nitrite Concentration
X ppm

Fig 02-4 3202602002

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

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Summary of the most common cooling water additives

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

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02.3.3 Treatment

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

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

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.
Additionally a frequent laboratory analysis of cooling water at 3 months
interval is recommended to ensure safe engine operation.

02.4 Injection water (DWI-engines)

02.4.1 Water quality

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

Requirements for DWI-water

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

Fresh water to be used, see also section 02.3.1.

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

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02.5 Water quality requirements for CASS-system

Water quality used for Combustion Air Saturation System (CASS) has
to fulfill the following requirements:

Requirements for CASS-water

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

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

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200507 Environmental Hazards Appendix A

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 A Environmental Hazards 200507

02A.2.2 Personal protection equipment

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

bined particle and gas filter. Evaporated fumes (hydrogen 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 - 2
200507 Environmental Hazards Appendix A

02A.3 Natural gas

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

02A.4 Lubricating oils

Fresh lubricating oils normally present no particular toxic hazard, but
all lubricants should always be handled with great care. Used 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.4.1 Handling

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

mists or aerosols. Do not breathe vapours, fumes or mist.
· Keep away from flammable materials and oxidants.
· Keep away from food and drinks. Do not eat, drink or smoke while
handling.
· Use only containers, piping, etc. which are resistant to 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
 Appendix A Environmental Hazards 200507

02A.4.2 Personal protection equipment

· Hand protection: Impermeable and hydrocarbon resistant

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

02A.4.3 First aid measures

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

lying still.
· Skin contact: Wash immediately with plenty of water and soap
or cleaning agent. Do not use solvents (the oil is spread and may
be absorbed into the skin). Remove contaminated 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.

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

02A.5 Cooling water additives, nitrite based

The products are toxic if swallowed. Concentrated product may cause
serious toxic symptoms, pain giddiness and headache. 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.5.1 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.

02A - 4
200507 Environmental Hazards Appendix A

· Soak liquid spills in absorbent material and collect solids in a

container. Wash floor with water as spillage may be slippery.
Contact appropriate authorities in case of bigger spills.
· Bulk material can be land dumped at an appropriate site in
accordance with local regulations.

02A.5.2 Personal protection equipment

· Respiratory protection: Not normally required. Avoid 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.5.3 First aid measures

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

victim to fresh air, keep warm and lying still. If effects persists,
seek medical advice.
· Skin contact: Wash immediately with plenty of water and soap.
Remove contaminated clothing. If irritation persists, seek medical
advice.
· Eye contact: Rinse immediately with plenty of clean water and
seek medical advice. If possible, keep rinsing until eye 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
 Appendix A Environmental Hazards 200507

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

nated components

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

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

Employees must be required to study the safety instructions before

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

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

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

02A.6.1 Personal protection equipment

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

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

02A - 6
200507 Environmental Hazards Appendix A

02A.6.2 First aid measures

· Inhalation of ashes: Move victim to fresh air, keep warm and lying
still. Give oxygen or mouth to mouth resuscitation as needed. Seek
medical advice after significant exposures.
· Skin contact: Hot ash on the skin should be cooled immediately
with plenty of cold water. Wash immediately with plenty of water
and soap. Do not use solvents, the ash is spread and may be
absorbed into the skin. Remove contaminated 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.

02A.7 Lead in bearings

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

02A - 7
 Appendix A Environmental Hazards 200507

02A.8 Fluoride rubber products

02A.8.1 Handling instructions - normal sealing applica-

tions

In normal sealing applications the use of fluoride rubber products does

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

02A.8.2 Handling instructions in case of overheated

seats and valve blow-by

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

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

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

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

02A.8.3 Special conditions

02A.8.3.1 Grinding dust

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

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

02A - 8
200507 Environmental Hazards Appendix A

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

02A.8.4 Personal protection equipment

· Hand protection: impenetrable acidproof gloves (neoprene or

PVC).
· Inhalation protection: breathing mask.

02A.8.5 First aid measures

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

02A - 9
 Appendix A Environmental Hazards 200507

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

Subtitle Product Made 11.11.97 A Heikius Page Document No Rev

Instruction Wärtsilä 20 Appd. 05.10.98 M Vaarasto 1 (7) 4V92A0665 h
Revised date: 18.07.2005 Changed by: K Juoperi / Approved by: J Klemola D-message No.: 64370
M Toija

1.2.5 REQUIREMENTS AND OIL QUALITY

SYSTEM OIL REQUIREMENTS AND QUALITY FOR WÄRTSILÄ 20 ENGINES

Viscosity
Viscosity class SAE 40

Viscosity Index (VI)

Min. 95

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

FUEL STANDARDS AND LUBRICATING OIL REQUIREMENTS

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

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

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

equipped with an SCR catalyst. Lower BN products eventually have a positive influence on
cleanliness of the SCR catalyst. With BN 30 oils lubricating oil change intervals may be
rather short, but lower total operating costs may be achieved because of better plant
availability provided that the maintenance intervals of the SCR catalyst can be increased.
 Page Document No Rev
2 (7) 4V92A0665 h

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

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

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

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

60

Oil Volume: 0.6 l/kW (Wet Sump)

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

20

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

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

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

Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
 Page Document No Rev
3 (7) 4V92A0665 h

Base oils
Use of virgin base stocks only is allowed, i.e. recycled or re-refined base oils are not
allowed.

CONDEMNING LIMITS FOR USED LUBRICATING OIL

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

Property Unit Limit Test method

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

CHANGE OF LUBRICATING OIL BRAND

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

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

APPROVED LUBRICATING OIL QUALITIES FOR WÄRTSILÄ 20 ENGINES

Should unapproved lubricating oils be used during the engine warranty period, and there
exist no agreement with the engine manufacturer about testing, the engine guarantee does
not hold.
 Page Document No Rev
4 (7) 4V92A0665 h

GAS OIL AND MARINE DIESEL OIL OPERATION

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

Table 1.

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

SUPPLIER BRAND NAME VISCOSITY BN FUEL

CATEG.
BP Energol HPDX 40 SAE 40 12 A
Castrol HLX 40 SAE 40 12 A
MHP 154 SAE 40 15 A,B
Seamax Extra 40 SAE 40 15 A,B
Chevron (Texaco Delo 1000 Marine 40 SAE 40 12 A
+ Caltex + FAMM) Delo 2000 Marine 40 SAE 40 20 A,B
Taro 12 XD 40 SAE 40 12 A
Taro 20 DP 40 SAE 40 20 A,B
ExxonMobil Mobilgard ADL 40 SAE 40 15 A,B
Mobilgard 412 SAE 40 15 A,B
Mobilgard 1 SHC SAE 40 15 A,B
Indian Oil Servo Marine 1040 SAE 40 10 A
Corporation Servo Marine 2040 SAE 40 20 A,B
Petrobras Marbrax CCD-410-AP SAE 40 12 A
Marbrax CCD-415 SAE 40 15 A,B
Marbrax CCD-420 SAE 40 20 A,B
Shell Gadinia Oil 40 SAE 40 12 A
Statoil MarWay 1040 SAE 40 10.6 A
Total / Lubmarine Disola M 4015 SAE 40 14 A
Disola M 4020 SAE 40 20 A,B

HEAVY FUEL AND CRUDE OIL OPERATION

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

Table 2.

Approved system oils - fuel categories C and D, recommended in the first place when
operating on heavy fuel or on crude oil having high sulphur content in order to reach full
service intervals. BN 50-55 lubricating oils are preferred in the first place.
 Page Document No Rev
5 (7) 4V92A0665 h

SUPPLIER BRAND NAME VISCOSITY BN FUEL

CATEG.
BP Energol IC-HFX 404 SAE 40 40 C,D
Energol IC-HFX 504 SAE 40 50 C,D
Castrol TLX Plus 404 SAE 40 40 C,D
TLX Plus 504 SAE 40 50 C,D
TLX Plus 554 SAE 40 55 C,D
Cepsa Troncoil 4040 PLUS SAE 40 40 C,D
Troncoil 5040 PLUS SAE 40 50 C,D
Ertoil Koral 4040 SHF SAE 40 40 C,D
Ertoil Koral 5040 SHF SAE 40 50 C,D
Chevron (Texaco Taro 40 XL 40 SAE 40 40 C,D
+ Caltex + FAMM) Taro 50 XL 40 SAE 40 50 C,D
Delo 3400 Marine 40 SAE 40 40 C,D
Delo 3550 Marine 40 SAE 40 55 C,D
Chinese Marilube Oil W 404 SAE 40 40 C,D
Petroleum Marilube Oil W 504 SAE 40 50 C,D
Corporation
ENI S.p.A. Cladium 400 S SAE 40 SAE 40 40 C,D
Cladium 500 S SAE 40 SAE 40 50 C,D
Cladium 550 S SAE 40 SAE 40 55 C,D
ExxonMobil Exxmar 40 TP 40 SAE 40 40 C,D
Exxmar 50 TP 40 SAE 40 50 C,D
Mobilgard M 440 SAE 40 40 C,D
Mobilgard M50 SAE 40 50 C,D
Fuchs Titan PSW 40 SAE 40 SAE 40 40 C,D
Titan PSW 55 SAE 40 SAE 40 55 C,D
Indian Oil Servo Marine K-4040 SAE 40 40 C,D
Corporation Servo Marine K-5040 SAE 40 50 C,D
Servo Marine K-5540 SAE 40 55 C,D
Pertamina Martron 440 SAE 40 40 C,D
Martron 450 SAE 40 50 C,D
Salyx 440 SAE 40 40 C,D
Salyx 450 SAE 40 50 C,D
Petrobras Marbrax CCD-440 SAE 40 40 C,D
Marbrax CCD-450 SAE 40 50 C,D
Petron Petromar XC 4040 SAE 40 40 C,D
Petromar XC 5540 SAE 40 55 C,D
Repsol YPF Neptuno W NT 4000 SAE 40 SAE 40 40 C,D
Neptuno W NT 5500 SAE 40 SAE 40 55 C,D
Shell Argina X 40 SAE 40 40 C,D
Argina XL 40 SAE 40 50 C,D
Total / Lubmarine Aurelia XL 4040 SAE 40 40 C,D
Aurelia XL 4055 SAE 40 55 C,D
 Page Document No Rev
6 (7) 4V92A0665 h

Table 3.

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

SUPPLIER BRAND NAME VISCOSITY BN FUEL

CATEG.
BP Energol IC-HFX 304 SAE 40 30 A,B,C,D
Castrol TLX Plus 304 SAE 40 30 A,B,C,D
Cepsa Troncoil 3040 PLUS SAE 40 30 A,B,C,D
Ertoil Koral 3040 SHF SAE 40 30 A,B,C,D
Chevron (Texaco Taro 30 DP 40 SAE 40 30 A,B,C,D
+ Caltex + FAMM) Delo 3000 Marine 40 SAE 40 30 A,B,C,D
Chinese Marilube Oil W 304 SAE 40 30 A,B,C,D
Petroleum
Corporation
ENI S.p.A. Cladium 300 S SAE 40 SAE 40 30 A,B,C,D
ExxonMobil Exxmar 30 TP 40 SAE 40 30 A,B,C,D
Mobilgard M 430 SAE 40 30 A,B,C,D
Indian Oil Servo Marine K-3040 SAE 40 30 A,B,C,D
Corporation
Pertamina Martron 430 SAE 40 30 A,B,C,D
Salyx 430 SAE 40 30 A,B,C,D
Petrobras Marbrax CCD-430 SAE 40 30 A,B,C,D
Petron Petromar XC 3040 SAE 40 30 A,B,C,D
Shell Argina T 40 SAE 40 30 A,B,C,D
Total / Lubmarine Aurelia XL 4030 SAE 40 30 A,B,C,D

Before using a lubricating oil not listed in Tables 1-3, the engine manufacturer must be
contacted. Lubricating oils that are not approved have to be tested according to engine
manufacturer’s procedures.

APPROVED LUBRICATING OILS FOR ABB VTR-TURBOCHARGERS

SPECIAL LOW FRICTION SYNTHETIC OILS: CHANGE INTERVAL: 1500 hours

(ABB’s List 2b)
MANUFACTURER BRAND NAME VISCOSITY VISCOSITY VI
cSt at 40 °C cSt at 100
°C
Shell Corena AP 68 68 8.5 94
 Page Document No Rev
7 (7) 4V92A0665 h

SPECIAL LOW FRICTION SYNTHETIC OILS: CHANGE INTERVAL: 2500 hours

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

LUBRICATING OILS FOR GOVERNOR / ACTUATOR

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

LUBRICATING OILS FOR STARTING MOTOR

According to starting motor manufacturer Tech Development Inc., the following lubricating
greases are approved to be used.

LUBRICATING GREASES FOR STARTING MOTOR, TDI 45M and T50-P

MANUFACTURER BRAND NAME
NYE Lubricants Rheolube 377AL
Page Document No Rev
7 (7) 4V92A0665 h
 Wärtsilä ,167$//$7,210$18$/
Technology Oy Ab
Finland
This doc is the property of Wärtsilä Technology and shall neither be copied, shown or communicated to a third party without the consent of the owner.

Subtitle Product Made 09.10.1998 KJi / HPH / Hanstén Page Document No Rev
Cooling Systems 20, 32, 46, 64, Appd. 12.10.1998 EFl / Fontell 1 (4) 4V92A0765 c
34SG, 32DF,
50DF

Revised date: 10.1.2003 Changed by: Kji /ILe Approved by: VJn / Nurminen D-message No.: 43058

5$::$7(548$/,7<$33529('&22/,1*:$7(5$'',7,9(6$1'

75($70(176<67(06

)25 :b576,/b 9$6$  :b576,/b  :b576,/b  :b576,/b  :b576,/b

:b576,/b'):b576,/b')$1':b576,/b6*(1*,1(7<3(6

5$::$7(548$/,7<

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

3URSHUW\ /LPLW

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

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0DQXIDFWXUHU $GGLWLYHQDPH

S.A. Arteco N.V. Havoline XLi

Technologiepark-Zwijnaarde 2
B-9052 Ghent/Zwijnaarde, Belgium
GE Betz Europe CorrShield NT 4293
Interleuvenlaan 25
B-3001 Heverlee, Belgium
GE Betz CorrShield NT 4200
4636 Somerton Road
Trevose
PA 19053, United States
Drew Ameroid Marine Division DEWT-NC powder
Ashland Chemical Company Drewgard 4109
One Drew Plaza Liquidewt
Boonton, NJ 07005, USA Maxigard
Vecom CWT Diesel QC-2
Houseman Ltd Cooltreat 651
The Priory, Burnham
Slough SL1 7LS, UK
Kuwait Petroleum (Danmark) AS Q8 Corrosion Inhibitor Long-Life
Hummetoftveij 49
DK-2830 Virum, Denmark
 Page Document No Rev
2 (4) 4V92A0765 c

0DQXIDFWXUHU $GGLWLYHQDPH

Maritech AB Marisol CW
Box 143
S-29122 Kristianstad, Sweden
Nalco Chemical Company Nalco 39 (L)
One Nalco Centre Nalcool 2000
Naperville, Illinois
60566-1024 USA
Nalfleet Marine Chemicals Nalcool 2000
PO Box 11 Nalfleet EWT 9-108
Winnington Avenue, Northwich Nalfleet CWT 9-131C
Cheshire, CW8 4DX, UK
Rohm & Haas RD11
La Tour de Lyon RD11M
185, Rue de Bercy RD25
75579 Paris, Cedex 12, France
RRS-Yhtiöt Korrostop KV
Pieksämäentie 398A
77570 Jäppilä, Finland
Tampereen Prosessi-Insinöörit Oy Ruostop XM
Keisarinviitta 22
33960 Pirkkala, Finland
Texaco Global Products, LLC Havoline XLi
1111 Bagby
Houston, TX 77002
TotalFinaElf WT Supra
Diamant B, 16, rue de la République
92922 Paris La Défense Cedex, France
Unitor ASA Dieselguard NB
P.O. Box 300 Skøyen Rocor NB liquid
N-0212 Oslo, Norway Cooltreat AL
Vecom Holding BV Vecom CWT Diesel QC-2
PO Box 27
3140 AA Maassluis, The Netherlands

In order to prevent corrosion in the cooling water system, the instructions of right dosage and
concentration of active corrosion inhibitors should always be followed. The information can be found
in the table below.

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3URGXFWGHVLJQDWLRQ
V\VWHPFDSDFLW\ LQKLELWRU

Corrshield NT 4293 10 litres 670 – 1000 ppm as NO2

CorrShield NT 4200
DEWT-NC powder 3 – 4.5 kg 1500 – 2250 ppm as NO2
Drewgard 4109 16 – 30 litres 640 – 1200 ppm as NO2
Liquidewt 8 – 12 litres 470 – 700 ppm as NO2
Maxigard 16 – 30 litres 640 – 1200 ppm as NO2
Cooltreat 651 5 litres 800 ppm as NO2
 Page Document No Rev
3 (4) 4V92A0765 c

'RVDJHSHUPñRI &RQFHQWUDWLRQRIDFWLYHFRUURVLRQ
3URGXFWGHVLJQDWLRQ
V\VWHPFDSDFLW\ LQKLELWRU

Q8 Corrosion Inhibitor 50 – 100 litres 1.6 - 3.2 w-% of active compounds

Long-Life measured with a supplier’s refractometer
Maricol CW 8 – 16 litres 1000 – 2000 ppm as NO2
Nalco 39 (L) 16 - 36 litres 550 - 1200 ppm as NO2
Nalcool 2000 32 - 48 litres 1000 - 1500 ppm as NO2
Nalfleet EWT 9 - 108 2.2 - 3.4 litres 1000 - 1500 ppm as NO2
Nalfleet CWT 9 - 131C 8 - 12 litres 1000 - 1500 ppm as NO2
Korrostop KV 20 – 25 litres 120 - 150 ppm as Mo
RD11 (RD11M) 5 kg 1250 ppm as NO2
RD25 50 litres 710 ppm as Mo
Ruostop XM 20 litres 120 ppm as Mo
Havoline XLi 50 - 100 litres 1.6 - 3.2 w-% of active compounds
measured with a supplier’s refractometer
WT Supra 50 - 100 litres 1.6 - 3.2 w-% of active compounds
measured with a supplier’s refractometer
Dieselguard NB 2 - 4.8 kg 1500 ppm as NO2
Rocor NB Liquid 10 - 24 litres 1500 ppm as NO2
Cooltreat AL 50 – 100 litres 1.6 - 3.2 w-% of active compounds
measured with a supplier’s refractometer
Vecom CWT Diesel QC-2 6 - 10 litres 1500 - 2500 ppm as NO2

1RWH)RUVRPHSURGXFWVWKHUHFRPPHQGHGPLQLPXPDQGPD[LPXPOLPLWV

DUHOLVWHGLQWKHWDEOHDERYH6LQFHWKHDPRXQWRIDFWLYHFRUURVLRQLQKLELWRUV

HVSHFLDOO\QLWULWHVLVGHFUHDVLQJGXULQJWKHVHUYLFHRIHQJLQHVWKHHQJLQH

PDQXIDFWXUHUUHFRPPHQGVWRVWDUWWKHGRVDJHIURPWKHXSSHUOHYHO

Note 2: The nitrite content of nitrite-based cooling water additives tends to

decrease in use. The risk of local corrosion increases substantially when
nitrite content goes below the recommended limit.

$33529('&22/,1*:$7(575($70(176<67(06

(/<6$725

As an alternative to the approved cooling water additives, the Elysator cooling water treatment
system can also be used. The Elysator protects the engine from corrosion without any chemicals. It
provides a cathodic/anodic protection to engine’s cooling water system by letting magnesium anodes
corrode instead of the engine itself. Raw water quality specification is the same as in connection with
cooling water additives. More information in document 4V92A1322.

The Elysator can be a sensible alternative in installations where the environmental factors are
considered important.
 Page Document No Rev
4 (4) 4V92A0765 c

The installation, operation and maintenance instructions of the manufacturer should always be
followed. The contact information can be found in the table below.

6XSSOLHU 7UHDWPHQWV\VWHP

International Watertreatment Maritime AS Elysator

N-3470 Slemmestad
Norway
 20-200142 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, cor-
rect pressure, sufficient precirculation to heat the fuel in-
jection pumps),
• both cooling water systems, LT- and HT-water circuit, are
in running order (correct pressures, circulating water pre-
heated and precirculated sufficiently to heat the engine),
• the oil level in the governor and turbocharger is correct,
• the starting air pressure exceeds 7.5 bar,
• the starting air system is drained of condensate,
• the fuel and cooling water systems are properly vented
from air,
• voltage to SPEMOS to ensure alarm is not in function.
• if the engine is not preheated it must be run 15 minutes
before the full load.

All covers and protecting shields are to be mounted before start-

ing the engine. Covers should be removed occasionally only for
measurements 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, abt. 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 swiched
off when the engine has reached 300 RPM in this running
mode.
2 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 waterlocks is eliminated. Close the indicator valves
afterwards.
3 Disengage the turning gear from the flywheel.

WÄRTSILÄ 20 03 - 1
 03 Start, Stop and Operation 20-200142

4 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.
5 Push the start button until the engine starts firing. If the
engine does not start after 2 - 3 seconds the reason should be
checked.
6 A second start attempt is automatically blocked by a
time relay until the engine is absolutely standing still.
7 Check after start that the pressure and temperature val-
ues are normal.

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 abt.
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 (2 - 3 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. If the exter-
nal control system is made to make several starting attempts,
in case of failed start, the time between each starting attempt
should be long enough to guarantee that the engine has
stopped completely. This time is normally about 30 seconds but
has to be checked/adjusted case by case. The number of auto-
matic starting attempts shall be limited in order to leave some
reserve capacity in the starting air bottles.

03 - 2 WÄRTSILÄ 20
 20-200142 Start, Stop and Operation 03

3 When the engine has reached a predeterminated

speed, an auxiliary relay energized by the remoted 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 instal-
lations the priming pump will continue to operate at low engine
speed to assist the engine driven lubricating 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 auto-
matically connected.

03.2 Stop

03.2.1 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
ready/blocked-switch is in “blocked” position and the priming
pump are disconnected.

1 Idle the engine 1 min before stopping.

2 Close the starting air shut-off valve located before the
pressure regulating valve.
3 Push the STOP button or move the stop lever into STOP
position. The time of slowing down offers a good opportunity
to detect possible disturbing sounds.
If the engine is to be stopped for a lengthy time:
4 Check that the indicator valves are closed, see section
12.4. It is also advisable to cover the exhaust pipe opening to
prevent water entering the cylinders via the exhaust manifold.
5 Fill the lubricating oil system on a stopped engine 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 ex-
posed to vibrations.
6 Run the engine by the air starter with open indicator
valves and start the engine once a week to check that every-
thing is in order.

WÄRTSILÄ 20 03 - 3
 03 Start, Stop and Operation 20-200142

03.2.2 Remote stop

1 Engines with built-on circulating water pump: Idling
should not be run more than 3 - 5 minutes before stopping.
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 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 restarted. After a pre-
determinated 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.

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 nor-
mally initiate an alarm signal indicating the reason for the
shut-down.
When the engine stops because of overspeed, the electro-pneu-
matic overspeed trip device may have tripped.

03.3 Normal operation supervision

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

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
corresponding load and speed in the Acceptance Test Records
and curves. Guidance values are stated in chapter 01.

03 - 4 WÄRTSILÄ 20
 20-200142 Start, Stop and Operation 03

• If the difference between exhaust gas temperatures of vari-

ous cylinders is larger than 70°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 80 %, however, not so low
that condensation occurs. See chapter 03, Fig 03-1. At
loads lower than 25 % it is favourable to have a charge air
temperature as high as possible.
2 Check the indicator for pressure drop over fuel filters,
if installed. 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 break-
down!). Too high pressure drop may also result in deformation
of filter cartridges (risk of injection pump seizure).
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 max. 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 telltale hole of the circulating
water pumps is not excessive.
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 telltale 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.

WÄRTSILÄ 20 03 - 5
 03 Start, Stop and Operation 20-200142

Condensation in charge air coolers

Amb air temperature °C

60 f=40
50 f=60 f=80 f=100

40
30
f=Relative humidity %
20
10
0
10
Water dewpoint °C

P=Air manifold pressure

20 bar abs

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

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

Fig 03-1 3203528930

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

tive 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.
absolut air pressure in the air manifold is abt. 3.5 bar (ambient
pressure + air manifold pressure), the dewpoint 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 dif-
ference, 0.011 kg/kg (0.029-0.018) will apear as condensed
water.

03.3.2 Every second week or

after every 250 running hours
1 Clean the centrifugal lubricating oil filters. If the depos-
its are thicker than 8 mm, reduce the cleaning interval to
retain filtering efficiency. Maximum deposit capacity is
16 mm.

03 - 6 WÄRTSILÄ 20
 20-200142 Start, Stop and Operation 03

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.
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 cooling system.

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 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 45 mm H2O, check the crankcase venting
system, if in order, pull the pistons!

WÄRTSILÄ 20 03 - 7
 03 Start, Stop and Operation 20-200142

3 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.

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 to heat exchangers,
• 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,
• that the control shaft system and the injection pump racks
move freely. Otherwise risk of overspeed.
2 Observe all points in section 03.1.1. Point 2 grows
more important the longer the engine has been stopped.
3 Vent fuel and lubricating oil filters.
4 After starting, check that pressures and temperatures
reach the normal levels.

03.5 Start after overhaul

1 Check that the connection between the speed governor

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.
2 Activate manually the solenoid for the overspeed trip
device. Check that all injection pump racks move to a value
less than 5 mm.

03 - 8 WÄRTSILÄ 20
 20-200142 Start, Stop and Operation 03

3 If the injection pumps, camshaft or its driving mecha-

nism 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.
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.

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

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 chapter 03., section 03.1 and 03.4
when starting.

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 nominal
speed. Check at least the temperatures of the main and big end
bearings and of all other bearings which have been opened.
If everything is in order, restart.
2 Check that there is no leakage of gas, water, fuel or lu-
bricating oil. Especially observe the fuel lines, injection pumps
and injection valves. Watch the quantities emerging from the
leak oil pipes!
3 After overhauling, the following instructions are espe-
cially important:
• Check pressure and temperature gauges,

WÄRTSILÄ 20 03 - 9
 03 Start, Stop and Operation 20-200142

• 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 sys-
tem,
• 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,
• Vent the filters.

03.7 Running-in

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 programme 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 programme 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 cylin-
der liner.
The running-in may be performed either on distillate or
heavy fuel, using the normal lubricating oil specified for the en-
gine.

03 - 10 WÄRTSILÄ 20
 20-200142 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 3203519320

WÄRTSILÄ 20 03 - 11
 03 Start, Stop and Operation 20-200142

03 - 12 WÄRTSILÄ 20
 20-200349-02 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 sched-
ule are guidance values only, but must not be exceeded during
the guarantee period. When using diesel oil or intermediate fu-
els of comparatively good quality as fuel oil it may be possible
to lengthen the stated maintenance intervals considerably de-
pending on the engine load. See also the instruction books of
the turbocharger and the governor, separate instructions for ad-
ditional equipment and chapter 03.

1 Before any steps are taken, carefully read the corre-

sponding item in this Manual.
2 Note the Risk Reduction in chapter 00A.
3 Note the Environmental Hazards in chapter 02A.
4 At all maintenance work, observe the utmost cleanli-
ness and order.
5 Before dismantling, check that all systems concerned are
drained or the pressure is released. After dismantling,
immediately cover holes for lubricating oil, fuel oil and air with
tape, plugs, clean cloth or similar.
6 When exchanging a worn-out or damaged part pro-
vided with an identification mark stating cylinder or bearing
number, mark the new part with the same number on the same
spot. Every exchange should be entered in the engine log and
the reason should be clearly stated.
7 Always renew all gaskets , sealing rings and O-rings
at maintenance work.
8 After reassembling, check that all screws and nuts are
tightened and locked, if necessary.

Caution! When overhauling the engine, make absolutely sure that the
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.

C2/3 04 - 1
 04 Maintenance Schedule 20-200349-02

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.

Three 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 50 50 - 100
Sodium, before engine mg/kg 30 30
Aluminium + silicon mg/kg 30 30 - 80
Aluminium + silicon, bef. eng. mg/kg 15 15
Conradson Carbon residue % mass 15 15 - 22
Asphaltenes % mass 8 8 - 14
CCAI 850 850 - 870

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

value the fuel should be classified as HFO 2.

04.2 Every second day, irrespective of the engine being in operation or not
Automatic prelubrication Check operation 03.1.2
18.9
Crankshaft Marine engine: In a stopped engine, turn the crankshaft into a
new position.

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

Start process Test start (if the engine on stand-by). 03.1

04 - 2 C2/3
 20-200349-02 Maintenance Schedule 04

04.4 Interval: 50 operating hours

Air cooler Check draining of air cooler 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 19.1.3
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 11.4.5
Check the tightening of the connecting rod screws after the first 50 07.
operating hours on a new engine and after overhaul, those screws
that have been opened.
Fuel and lub. oil filters Check pressure drop indicators 17.2
Change filter cartridges if high pressure drop is indicated. 03.3.1
23.1.4
Gauges and indicators Take readings 03.3.1
Read and record (use 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
Check oil level, and look for leaks
Injection and fuel system Check leak fuel quantity 03.3.1
Check the amount of leak fuel from the injection pumps and 17.
injection nozzles.
Lubricating oil sump Check oil level in sump 18.2
Check oil level by means of the dip stick, compensate for 02.2
consumption.
Main bearings Check tightening of main bearing screws 10.4
Check the tightening of main bearing screws after the first 50 07.
operating hours on a new engine and after overhaul, those screws
that have been opened.
Turbocharger Water cleaning of compressor
Clean the compressor by injecting water. 15.1.5
Valve mechanism Check valve clearances 12.2.4
Check the valve clearances after 50 hours’ running in new and 06.1
overhauled engines.

04.5 Interval: 100 operating hours

Turbocharger Water cleaning of turbine 15.1.3
Clean the turbine by injecting water; adjusted acc. to operation.

04.6 Interval: 250 operating hours

Centrifugal filter Clean centrifugal filter 18.8
Clean more often if necessary. Remember to open the valve
after cleaning.
Control mechanism Maintenance of control mechanism 22.2
Check for free movement, clean and lubricate.
Continue

C2/3 04 - 3
 04 Maintenance Schedule 20-200349-02

04.6 Interval: 250 operating hours

Lubricating oil Take oil sample
In a new installation or after change to use of a new lubricating oil 02.2.3
brand, take samples for analysing.

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.
Turbochargers Wash filter ring on filter silencer 15.1.2
TPS-charger After being washed five times or fulfilling 3000 operating hours,
replace by new one.

04.8 Interval: 1000 operating hours

Automation Functional check of automation 23.1.5
Check function of the alarm and automatic stop devices. 01.2
Fuel filter Replace fuel oil filter cartridges
Clean the wire gauze and filter housing. Replace the filter cartridges. 17.1
(The cartridges are to be replaced when the pressure difference 17.2
indicator shows too high pressure drop).
Lubricating oil Change lubricating oil 18.2
Change oil in a new installation (wet sump installations). Take samples 02.2.3
for analysing. If the analysing values are positive and if the oil supplier
or engine manufacturer so recommend, the intervals between
changes can be prolonged in steps of 500 operating hours.
Clean all oil spaces when changing lub. oil.
Valves Check of valve condition 12.2.4
Check valve clearances. 06.1
Check cylinder tightness (valves, piston rings) with a pneumatic test. 12A
Check that the inlet and exhaust valves move freely in their guides.
This should preferably be done when the engine has been out of
operation for a couple of hours.

04.9 Interval: 2000 operating hours

Charge air cooler Check water side of charge air cooler 15.2.1
The first time check and possible cleaning of the waterside. If in
good condition and deposits unsignificant: future intervals 4000
running hours.
Measuring instruments Checking of gauges
Check pressure and temperature gauges. Replace faulty ones. 23.

Governor Change oil in governor 02.2.4

Change lubricating oil. 22.4
Continue

04 - 4 C2/3
 20-200349-02 Maintenance Schedule 04

Injection valves Inspect injection valves 16.4.3

Test the opening pressure. Dismantle and clean nozzles. Check the
effective needle lift. Check the springs. Replace the O-rings. .
Overspeed trip device Check function of overspeed trip 22.3.3
Check function and tripping speed

04.10 Interval: 4000 operating hours

Air cooler Clean the charge air cooler 15.2.1
Clean the air and water side of the charge air cooler and pressure
test it. Look carefully for corrosion.
Automation Check connectors and cables
Check mounting and connection. Make a visual check of all 23.
cables and replace those cables that are damaged.
Camshaft Inspect contact faces of camshaft
Check the contact faces of the cams and tappet rollers. 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 11.1.3
Check alignment, use form No. WV98V036. Alignment check has
to be performed on a warm engine.
Cylinder liners Inspect jacket water spaces
Pull one cylinder liner. If the deposits are thicker than 1 mm, clean 02.3
all liners and engine block water space. Improve the cooling 10.6
water treatment.
Exhaust manifold Check the nuts of the flange connections
Tighten loose nuts.
Lube oil coolers Clean the lube oil cooler 18.5
If the lube oil temperature before the engine is within normal
operating values (Section 01.1), the interval can be prolonged.
Unnecessary opening of the cooler should be avoided. Clean the
lube oil cooler before the alarm limit is reached. Examine carefully
for corrosion.
Lubricating oil automatic Inspect lubricating oil filter candles 18.7.2.1
filter
Replace worn parts and clean the candles if necessary.
Mechanical cleaning not allowed.
Nozzles Check the nozzle condition in a test pump 16.4.3
Recommendation: Replace the nozzles by new ones
Turbocharger Inspect and clean 15.1.2
Clean the compressor and turbine mechanically if necessary. 19.2
Inspect turbocharger cooling water ducts for possible deposits
and clean if the deposits are thicker than 1 mm.
Turbocharger Inspect nozzle ring 15.1.3

C2/3 04 - 5
 04 Maintenance Schedule 20-200349-02

04.11 Interval: 8000 operating hours

Balancing shaft Inspect balancing shaft bearing Appendix
11.
Take one bush out for inspection. If in bad condition, check the
other bushes. Replace if necessary.
Camshaft driving gear Inspect camshaft driving gear 13.
Check clearances and backlash. 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. Check backlash.
HT-water pump driving gear Inspect HT-water pump driving gear 19.3
Replace parts if necessary. Check backlash.
HT-water thermostatic valve Clean and inspect HT-water thermostatic valve 19.4
Clean and check the thermostatic element, valve cone-casing
and sealings.
LT-water control valve Clean and inspect LT-water control valve 19.4
Clean and check the valve cone-casing and sealings.. Check the
function of the valve.
LT-water pump Inspect LT-water pump 19.3
Dismantle and check. Replace worn parts. Check backlash.
LT-water pump driving gear Inspect LT-water pump driving gear 19.3
Replace parts if necessary. Check backlash.
Lube oil pump Inspect the lubricating oil pump 18.3
Dismantle and check. Replace worn parts. Check backlash.
Oil pump driving gear Inspect oil pump driving gear 18.3
Replace parts if necessary. Check backlash.
Oil thermostatic valve Clean and inspect oil thermostatic valve 18.6
Clean and check the thermostatic element, valve cone-casing
and sealings.

04.12 Interval: 8000-12000 operating hours

Lubricating oil automatic Replace lubricating oil filter candles 18.7
filter
Drain the filter housing. Clean the wire gauze. Replace the filter 18.7.2.1
candles.

04 - 6 C2/3
 20-200349-02 Maintenance Schedule 04

Overhaul interval
Fuel
Average load > 75 % Average load < 75 %
HFO 2 8000 10000
HFO 1 12000 14000
DO 16000 20 000

04.13 Interval: (8000 - 20000) See table above

Connecting rod Inspect big end bearings 11.4.3
Replace bearings if necessary. Inspect mating surface serrations.
Check the small end bearing (spot-check). Measure the big end
and small end bore.
Crankshaft Check thrust bearing clearance 10.5.3
Check axial clearance
Cylinder heads Overhaul of cylinder head 12.
Dismantle and clean the underside, inlet and exhaust valves 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 10.6
Measure the bore using form No. 2010V002, replace liner if wear
limits are exceeded. Hone the liners. Renew the antipolishing ring.
Cylinder liners Inspect cylinder liner water side 19.2
Pull one cylinder liner. If the deposits are thicker than 1 mm, clean 10.6
all liners and the engine block water space. Replace the O-rings in
the bottom part by new ones at every overhaul.
Injection pumps Overhaul of injection pumps 16.2
Clean and inspect injection pumps, replace worn parts. Replace
all seal rings. Check the erosion plugs, replace if nesessary.
Pistons Inspect the piston 11.4.4
Dismantle one composite piston for inspection of mating surfaces
between piston skirt and piston crown. Inspect and clean oil
spaces. Repeat the procedure with other pistons if necessary.
Piston, piston rings Inspect pistons and piston rings 11.4.3
Pull, inspect and clean. Check the height of the ring grooves. Check the
retainer rings of the gudgeon pins. Replace complete set of piston rings.
Note the running-in program.
Main bearings Inspect the bearing shells of one main bearing 10.4.2
Replace all bearing shells, if necessary
Turbocharger Inspect the bearings of radial type charger 15.1.2
TPS-chargers Replace bearings if necessary. See manufactures instructions.

C2/3 04 - 7
 04 Maintenance Schedule 20-200349-02

04.14 Interval: 16000 operating hours

Connecting rods Inspect small end bearings 11.4.4
Replace if necessary. 06.2
Fuel feed pump Inspect fuel feed pump. 17.5
General overhaul and replace gaskets.
Governor drive Check the governor drive bearing 22.4
Check governor driving shaft bearing clearance in situ. 06.2
Prelubricating oil pump Inspect the electrical prelubricating oil pump 18.9
General overhaul and replace gaskets.
Vibration damper Dismantle and check. 11.1
See manufacturers instructions.
Viscous vibration damper Take oil sample from vibration damper 11.1
Take oil sample for analysing.

Overhaul interval
Fuel
Average load > 75 % Average load < 75 %
- 16000 20 000

04.15 Interval:(16000 - 20000 ) See table above

Camshaft Inspect camshaft bearings 14.1.3.2
Replace if necessary. 06.2
Valve mechanism Check valve mechanism bearings 14.1.3.2
Check tappets and rocker arms. 06.2

04 - 8 C2/3
 20-200349-02 Maintenance Schedule 04

04.16 Interval: 24000 operating hours

Connecting rod Replace connecting rod screws 11.4.5
Replace connecting rod screws at the latest 24000h with new
ones.
Coupling Check the flexible coupling
Flexible coupling Dismantle and check flexible coupling acc. to makers
recommendations.
Crankshaft Inspect crankshaft
Inspect the crankshaft bearing surfaces. Measure the crankpin 06.2
diameter and ovality.
Engine fastening bolts Check tightening of engine fastening bolts 07.3
Replace if necessary.
Engine foundation Check flexible elements of engine foundation
Flexible mounted Replace if necessary.
Governor Check the function and adjustments of the governor
Replace worn parts.
Overspeed trip device General overhaul of overspeed trip device 22.5
Elektro-pneumatic Check function and tripping speed. 22.5.3
Turbocharger Replace turbocharger bearings 15.1.2
TPS-chargers See manufactures instructions.

04.17 Interval: 48000 operating hours

Turbocharger Replace rotor 15.1.2
See manufacturers instructions.

04.18 Interval: 64000 operating hours

Engine General overhaul

C2/3 04 - 9
 04 Maintenance Schedule 20-200349-02

04 - 10 C2/3
 20-9932 Maintenance Tools 05

05.Maintenance Tools

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

05.1.1.Use of this list

1 Read the corresponding item in this Instruction Book before

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

05.1.2.Ordering 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.

05 - 1
 05 Maintenance Tools 20-9932

Main Bearings 100

Code Description Drawing No.

803001 Bit, hexagon socket screw 22 with 1" square drive 4V80L0001
820009 Torque wrench 75-400 Nm 4V92K0207
822001 Torque multipler X - 4 4V82L0001
832003 Lifting tool for main bearing shell 1V83C0182
851001 Turning tool for main bearing shell 4V85B0007
861025 Pin for tightening of nuts 4V85B0034
861156 Distance sleeve 3V86B0226
861159 Hydraulic cylinder 3V86B0225
861161 High pressure pump (1000 bar) 2V86A0051
861164 Flexible hose 360 mm, including quick coupling
861165 Flexible hose3000 mm, including quick coupling
864013 Extension bar B20x400 with 3/4" square drive DIN 3123
864014 Extension bar B25x200 with 3/4" square drive DIN 3123

05 - 2
20-9932 Maintenance Tools 05

Cylinder Liner 100

Code Description Drawing No.

836001 Extracting & lifting tool 3V83G0091
836002 Dismantling tool for antipolishing ring 3V83G0075
836003 Holder for cylinder liner 4V83G0079
841009 Honing tool for cylinder liner 1V84C0032
841010 Drilling machine for honing tool 4V84B0136
842001 Protecting pot for dirty honing oil 1V84C0030
842025 Honing stones 25x25x250
842026 Honing stones 25x25x250, fine, including holder

05 - 3
 05 Maintenance Tools 20-9932

Connecting Rod 111

Code Description Drawing No.

803011 Stud remover M30 4V80D0026
861025 Pin for tightening of nuts 4V86B0034
861153 Distance sleeve 3V86B0166
861157 Distance piece 3V86B0229
861159 Hydraulic cylinder 3V86B0225
861161 High pressure pump (1000 bar) 2V86A0051
861164 Flexible hose 360 mm, including quick couplings
861165 Flexible hose 3000 mm, including quick couplings

05 - 4
20-9932 Maintenance Tools 05

Piston 113

Code Description Drawing No.

832002 Lifting yoke 3V83C0172
835005 Mounting tool for piston crown 3V83F0201
843002 Clamp tool for piston rings 2V84D0032
843003 Piston ring pliers unistress, Östergaard 4V84L0018
843004 Pliers for retaining rings 4V84L0016
843005 Spare tips for pliers 843004, straight
848006 Measurement tool for piston ring groves, micrometer 5-30 mm
856002 Piston holder 3V85G0014

05 - 5
 05 Maintenance Tools 20-9932

Cylinder Head 120

Code Description Drawing No.

802001 Tap M48x2 DIN 374
827029 Extractor for yoke pin 2V-T30092
834050 Hydraulic extractor 3V83E0061
836006 Service trestle for cylinder head 2V83G0113
837018 Extractor tool for inlet seat head 3V83H0192
837024 Extractor tool for exhaust seat insert 3V83H0183
837028 Extractor for injection valve sleeve 3V74L0050
837030 Dismantling tool for valve guides 3V83H0206
837031 Extractor tool for yoke pin 3V83H0207
837032 Assembly spindle for exhaust valve seat 3V-T28959
837033 Assembly spindle for inlet valve seat 3V-T28956
837034 Assembly spindle for injection valve sleeve 4V-T28955
847004 Pressure test tool for cylinder head, with coupling 3V84H0069
847005 Pressure test tool for cylinder head 3V84H0070

05 - 6
20-9932 Maintenance Tools 05

Cylinder Head 120

Code Description Drawing No.

808001 T-wrench tool for cylinder head 4V80K0006
832004 Lifting tool for cylinder head 3V83C0164
841001 Grinding tool for valves 3V84B0179
846010 Dismantling tool for valves 2V84G0376
848004 Valve clearance feeler gauge 3V84K0052
861025 Pin for tightening of nuts 4V86B0034
861156 Distance sleeve 3V86B0226
861158 Hydraulic tightening tool, complete
861159 Hydraulic cylinder 3V86B0225
861161 High pressure pump (1000 bar) 2V86A0051
861164 Flexible hose 360 mm, including quick couplings
861165 Flexible hose 3000 mm, including quick couplings

05 - 7
 05 Maintenance Tools 20-9932

Injection Equipment 160

Code Description Drawing

806009 Crowfoot wrench 27 for injection pipes 4V80L0002
806010 Adapter A10x12.5 DIN 3123
807004 Long Socket wrench 22x12.5L DIN 3124
830001 Extractor for injection valve(1) 4V83A0188
841020 Cleaning tool for injection valve sealing surface 3V84B0194
846016 Pressing tool for injection pump 3V84G0347
846017 Tool for injection pump plunger (1) 4V84G0349
846019 Tool for injction valve (1) 3V84G0351
846022 Extractor tool for injection pump 4V84G0439
846023 Tool for injection pump plunger (2) 4V84G0550
846024 Extractor for injection valve (2) 4V83A0190
846025 Tool for injection valve (2) 3V84G0548
848041 Dial indicator DIN 878
864012 Testing tool for injection valve 1V86E0149
869001 Injection timing tool 2V86C0072

(1) For B-component.

(2) For C-component.

05 - 8
20-9932 Maintenance Tools 05

Miscellaneos Tools 900

Code Description Drawing

800065 Deflection indicator 4V84K0058
832009 Lifting tool for lube oil thermostatic housing 2V83C0266
834003 Extractor & mounting tool for intermediate gear bearing 2V83E0132
836004 Mounting tool for camshaft 2V83G0100
836005 Mounting tool for balancing shaft bearings 2V83G0105
837021 Mounting tool for camshaft bearings 2V83H0197
837025 Extractor for balancing shaft bearings 2V83H0170
837026 Extractor for impeller of water pump 4V83H0172
837027 Extractor tool for HT-thermostat bush 3V83H0188
846014 Lifting tool for charge air cooler 1V84G0330
846015 Lifting tool for charge air cooler 1V84G0338
846020 Guiding mandrel for shaft of water pump 4V84G0354
846021 Mounting tool for seal of water pump 3V84G0353
847002 Pressure test flanges for charge air cooler 2V84H0063
848005 Tool for inspection of blacklash on water pump 3V84K0059

05 - 9
05 Maintenance Tools 20-9932

Miscellaneous Tools 900

Code Descriptions Drawing No.

803016 Stud remover M36 3V80D0027
803017 Hexagon socket wrench 19 4V80L0001
803018 Bit, hexagon socket screw 17 with 3/4" square drive 4V80L0009
808011 Ratchet handle 20x630 with 3/4" square drive 4V80K0014
820008 Torgue wrench 20-100 Nm 4V92K0207
820009 Torgue wrench 75-400 Nm 4V92K0207
820014 Ring insert wrench 19 4V92K0208
820015 Torgue wrench 150-800 Nm 4V92K0207
841023 Valve seat grinder 4V84B0130
847003 Testing tool for pressure switch 2V84H0064
847006 Testing tool for difference pressure sensor FPC 2V84H0091
848001 Feeler gauge set DIN 2275
848002 Measure gauge for crankshaft deflection 4V84L0012
848036 Peak pressure indicator 180 4V47L0206
848050 Peak pressure indicator 220
864013 Extension bar B20x400 with 3/4" square drive DIN 3123
864014 Extension bar B25x200 with 3/4" square drive DIN 3123

05 - 10
20-9932 Maintenance Tools 05

High Pressure Pump 900

Code Description DrawingNo.

860150 Manometer 4V51L0085
861016 Quick coupling, female 4V86A0035
861017 Quick coupling, male 4V86A0040
861161 High pressure pump (1000 bar) 2V86A0051
861162 Flexible hose 360 mm 4V86A0047
861163 Flexible hose 3000 mm 4V86A0048
861164 Flexible hose 360 mm, including quick coupling
861165 Flexible hose 3000 mm, including quick couplings

05 - 11
05 Maintenance Tools 20-9932

05 - 12
 20-200347-03 Adjustments, Clearances and Wear Limits 06

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

BDC
Inlet valve
closes

Fig 06-1 2006019925

Other set values:

• Valve clearances, cold engine: inlet valves 0.4 mm
exhaust valves 0.8 mm
• Fuel delivery commencement: See test records
• Opening pressure of fuel injection valve 450 ± 10 bar

Tripping speed of electro-pneumatic overspeed trip device:

Nominal speed Electro-pneumatic
tripping speed
720 RPM 830 ± 10 RPM
750 RPM 860 ± 10 RPM
900 RPM 1040 ± 10 RPM
1000 RPM 1150 ± 10 RPM

C2/3 06 - 1
 06 Adjustments, Clearances and Wear Limits 20-200347-03

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 0.190-0.294
(also flywheel bearing)
Journal, diameter 210.000 209.971 209.900
Journal, out of circularity 0.015 0.05
Journal, taper 0.02/100
Main bearing shell thickness 7.420 7.405 7.36
Bore of main bearing housing 225.046 225.000
Assembled bearing bore 210.265 210.190
Thrust bearing, axial clearance 0.170-0.350 0.50
Thrust washer thickness 13.850 13.830
Camshaft bearing clearance 0.125-0.215
Camshaft journal diameter 140.000 139.975
Camshaft bearing bush, thickness 4.945 4.930
Camshaft bearing housing, bore 150.046 150.000
Assembled bearing bore 140.190 140.125
Camshaft thrust bearing housing, bore 105.035 105.000
Assembled bearing bore 90.165 90.100
Camshaft thrust bearing clearance 0.100-0.187
Camshaft thrust bearing, axial clearance 0.25-0.55
Cylinder liner, diameter 200.046 200.000 top: 200.45
bottom: 200.25
Cylinder liner, out of cylindricity at TDC 0.02 0.20
Antipolishing ring, wall thickness 4.25 4.20 4.05
11 Big end bearing clearance 0.145-0.230
Crank pin, diameter 180.000 179.975 179.900
Crank pin, out of circularity 0.015 0.05
Crank pin, taper 0.03/100
Big end bearing shell thickness 4.950 4.930 4.90
Big end bore 190.029 190.000
ovality 0.12
Assembled bearing bore 180.205 180.145
Gudgeon pin bearing clearance 0.050-0.112
Gudgeon pin diameter 90.000 89.990
Small end bore 105.022 105.000
Assembled bearing bore 90.120 90.068
Connecting rod axial clearance in piston 0.2-0.6
Small end bearing bush, thickness 7.475 7.460
Clearance gudgeon pin - piston 0.04-0.07
Bore diameter in piston 90.060 90.040
Piston ring height clearance:
Compression ring 1 0.10-0.145 0.4
Compression ring 2 0.06-0.105 0.35
Oil scraper ring 0.04-0.075 0.35

06 - 2 C2/3
 20-200347-03 Adjustments, Clearances and Wear Limits 06

Drawing dimension (mm) Normal

clearance Wear limit
Part, measuring point
Max. Min. (mm)
(mm)
Piston ring groove height: Groove I 6.12 6.09 6.40
Groove II 5.08 5.05 5.35
Groove III 6.05 6.03 6.30
Piston crown screw lenght 66.5 66.3
11B Balancing shaft 4L20 and 5L20
11C Intermediate gear axial clearance 0.10-0.20
Balancing shaft intermediate gear,
bearing clearance 0.06-0.15
Axial clearance 0.10-0.20
Backlash balancing shaft intermediate
gear/crankshaft gear 0.10-0.30
Backlash balancing shaft intermediate
gear/balancing shaft gear 0.30-0.50
Backlash balancing shaft gear/balancing 0.21-0.43
shaft gear
Drive shaft, axial clearance 0.20-0.40
Drive shaft, bearing clearance 0.090-0.169
Balancing shaft bearing clearance 0.090-0.169
12 Valve guide diameter assembled 14.088 14.034
Valve stem diameter 14.000 13.982 13.95
Valve stem clearance 0.04-0.10 0.20
Valve seat deviation relative guide (max. 0.10
value)
Inlet valve seat bore in cylinder head 78.019 78.000
Exhaust valve seat bore in cylinder head
outer bore 78.019 78.000
inner bore 67.019 67.000
13 Intermediate gear of camshaft drive
bearing clearance 0.100-0.187 0.22
axial clearance 0.25-0.54 0.60
Bearing diameter in situ 90.165 90.100
Bearing journal diameter 90.000 89.978
Camshaft driving gear backlash:
Crankshaft gear wheel / 0.10-0.50
large intermediate gear wheel
Small intermediate gear wheel/ 0.20-0.37
camshaft gear wheel
Base tangent length:
- crankshaft gear wheel, assembled 130.505 130.449
- large intermediate gear wheel 130.283 130.227
- small intermediate gear wheel 84.228 84.172
- camshaft gear wheel 140.331 140.275

C2/3 06 - 3
 06 Adjustments, Clearances and Wear Limits 20-200347-03

Drawing dimension (mm) Normal

clearance Wear limit
Part, measuring point
Max. Min. (mm)
(mm)
14 Valve tappet, diameter 54.970 54.940
Guide diameter 55.030 55.000
Diameter clearance 0.09-0.15
Tappet roller bore diameter 22.021 22.000
Tappet pin diameter 21.993 21.980
Clearance roller pin 0.007-0.041
Rocker arm bearing diameter 50.064 50.025
Bearing journal diameter 50.000 49.984
Bearing clearance 0.025-0.080 0.20
Yoke pin diameter 19.935 19.922
Yoke bore diameter 20.021 20.000
Diameter clearance 0.065-0.099 0.15
16 Nozzle needle lift 0.45 0.55
17 Fuel feed pump (engine driven) backlash: 0.24-0.47
driving gear wheel/crankshaft gear wheel
18 Lubricating oil pump diameter of shaft 49.92 49.895
Bush hole diameter, assembled 50.045 49.99
Bearing clearance 0.090-0.160 0.20
Axial clearance: 4,5,6L20 0.120-0.230
8,9L20 0.130-0.220
Backlash for pump gear wheels 0.432-0.736
Backlash for pump gear wheel/ 0.15-0.48
intermediate gear wheel
Intermediate gear, bearing clearance 0.06-0.15
Intermediate gear, axial clearance 0.10-0.20
Backlash for intermediate gear wheel/ 0.10-0.30
crankshaft gear wheel
Base tangent length over 2 teeth 43.37 43.258
19 Water pump backlash for driving gear 0.26-0.55
Base tangent length over 4 teeth 53.643 53.563
21 Backlash for starting motor drive
22 Driving shaft for governor 22.0 21.987
Bearing for driving shaft 22.058 22.026
Bearing clearance 0.026-0.071
Axial clearance 0.10-0.50
Backlash for driving gear 0.07-0.25
Control shaft 20.000 19.967
Control shaft bearing 20.162 20.110
Clearance 0.110-0.195

06 - 4 C2/3
 20-200517-02 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 correspond-

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

Note! Molykote 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

F E D

H A

K
J

Fig 07-1 2007749943

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 07 Tightening Torques and Instructions for Screw Connections 20-200517-02

A: Crankshaft and flywheel

2 3

Fig 07-2 2007569601

Pos. Screw connection Torque (Nm)

1. Crankshaft flange screws (fitted bolts). 300
Lubricate the contact faces of the screws and
holes with Molykote G-n Plus, the threads with oil.
Use the torque multiplier X-4. 91
2. Crankshaft flange screws (hexagon socket screws). 600±20
Lubricate the washers with Molykote G-n Plus, the
threads with oil. Use the torque multiplier X-4. 182
3. Screws for counterweight, M24 (two counter- 465±35
weights per crank). Use torque multiplier X-4. 140
4. Screws for the gear rim halves. Apply Loctite 242 49
on threads, see section 07.2

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 20-200517-02 Tightening Torques and Instructions for Screw Connections 07

B: Camshaft and intermediate gear

Fig 07-3 2007719943

Pos. Screw connection Torque (Nm)

1. Screws for housing 25
2. Screws for intermediate gear, 5xM20 530±15

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 07 Tightening Torques and Instructions for Screw Connections 20-200517-02

C: Valve mechanism and multihousing

6
2
7
3 4

Fig 07-4 2007900517

Pos. Screw connection Torque (Nm)

1. Screws for valve tappet guide block and 110±5
injection pump
2. Rocker arm console, fastening screws 200±5
3. Fastening screws, cylinder head/multiduct 80
4. Fastening screws, multiduct/exhaust manifold 80
5. Multiduct fastening screws with distance sleeves 80
6. Locking nut for valve clearance adjusting screw 100
7. Locking nut for valve yoke adjusting screw 60

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 20-200517-02 Tightening Torques and Instructions for Screw Connections 07

D: Injection pump

6
4
7

3 5

0 30 40

BOSCH
PFR 1 CY 180V

Fig 07-5 2007729943

Torque (Nm)
Pos. Screw connection
Bosch
PFR 1 CY 180V
1. Side screw 14±1
2. Grub screw 14±1
3. Erosion plug 85±5
Apply Loctite 242 on threads, see section 07.2
4. Injection pump element fastening screws. 33±2
Note! Tighten the screws crosswise in steps 0..10..20..33
Lubricate threads with Molykote G-n plus
5. Screw for fuel rack indicator 3,5±0,5
6. Screws for pressure valve 33±2
Note! Tighten the screws crosswise in steps 0..10..20..33
Lubricate threads with Molykote G-n plus
7. Vent screw 22±2

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 07 Tightening Torques and Instructions for Screw Connections 20-200517-02

E: Fuel injection valve

Fig 07-6 2007790025

Pos. Screw connection Torque (Nm)

1. Injection nozzle cap nut 385±15
Lubricate threads and contact face with Molykote
G-n Plus
2. Screws for protecting sleeve 25
3. Injection valve fastening nuts, see section 16.4.4 50±3
4. Connection piece to nozzle holder 60±5
5. Injection pipe cap nuts to injection pump 50±5
6. Nut for pressure adjustment 100+50
7. Guide screw 10+5
Apply Loctite 241 on threads, see section 07.2

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 20-200517-02 Tightening Torques and Instructions for Screw Connections 07

F: Piston

Piston with 1 screw Piston with 2 screws

1 2

Fig 07-7 2007800014

Pos. Screw connection Torque (Nm)

Piston with 1 screw
1. Screw for piston crown (M18x1.5):
1. Lubricate threads and contact surfaces with oil.
2. Tighten the screw to 130 Nm. 130
3. Loosen the screw.
4. Tighten the screw to 45 Nm. 45
5. Tighten 60°. 60°
6. Check with tightening torque 130 Nm, the screws 130
must not turn.
Note! When changing piston top renew the screw if
total length exceeds 79.3mm.
Piston with 2 screws
2. Screws for piston crown (M10):
New screws and/or top.
1. Lubricate the threads and the screw-head with
machine oil.
2. Tighten screws to 10±1 Nm. 10±1
3. Tighten 85±2° and loosen. 85±2°
4. Tighten the screws to 10±1 Nm. 10±1
5. Tighten 75±1°, end torque 68 to 86 Nm 75±1°
6. Check with tightening torque 65 Nm, the 65
screws must not turn.

Old screws and/or top.

1. Lubricate the threads and the screw-head with
machine oil.
2. Tighten the screws to 10±1 Nm. 10±1
3. Tighten 75±1°, end torque 68 to 86 Nm 75±1°
4. Check with tightening torque 65 Nm, the 65
screws must not turn.

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 07 Tightening Torques and Instructions for Screw Connections 20-200517-02

G: Engine driven pumps

OIL PUMP WATER PUMP FUEL OIL PUMP

2 3 6
7

Fig 07-8 2007709943

Pos. Screw connection Torque (Nm)

1. Fastening screws for lubricating oil pump driving 75±5
gear (connection with four Inbus Plus fastening
screws.). The screws are treated with locking
compound and can be used only once.
Replace the screws with new, treated ones. Only
Driloc 201 or Driloc 211 should be used.
2. Fastening screw for impeller of water pump. 85±5
Apply Loctite 243 on threads, see section 07.2.
3. Fastening screws for water pump driving gear 35±3
(connection with three Inbus Plus fastening
screws.). The screws are treated with locking
compound and can be used only once.
Replace the screws with new, treated ones. Only
Driloc 201 or Driloc 211 should be used.
4. Fastening screws for fuel oil pump driving gear 35±3
(connection with three Inbus Plus fastening
screws.). The screws are treated with locking
compound and can be used only once.
Replace the screws with new, treated ones. Only
Driloc 201 or Driloc 211 should be used.
5. Fastening screw for bearing housing cap. 9.5±1
Apply Loctite 243 on threads, see section 07.2.
6. Fastening screw for pump body. 25
7. Fastening nut for coupling. 27+3
Apply Loctite 243 on threads, see secdtion 07.2.
8. Fastening screw for valve cover. 25

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G: Engine driven pumps

PRELUBRICATING OIL PUMP SEA WATER PUMP

KRACHT
10

9 11

Fig 07-9 2007850119

Pos. Screw connection Torque (Nm)

9. Fastenings screws for valve cover. 49
10. Fastenings screws for shaft of intermediate gear. 50
11. Fastening screw for impeller of sea water pump. 85±5
Apply Loctite 243 on threads, see section 07.2.

H: Free end of crankshaft

Fig 07-10 2007519316

Pos. Screw connection Torque (Nm)

1. Screws for pump driving gear at free end of 575±45
crankshaft. (Also for extension shaft screws.)
Use the torque multiplier X-4. 175

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 07 Tightening Torques and Instructions for Screw Connections 20-200517-02

I: Side screws for main bearings and screws for engine foot

1 1

2 2

1 1

Fig 07-11 2007770008

Pos. Screw connection Torque (Nm)

1. Fastening screws for engine foot. 670±50
Use the torque multiplier X-4. 205
2. a) Pretightening of main bearing side screws, 365
apply Molykote G-n Plus on contact face and
engine oil on screw threads.
b) Tightening to full torque of main bearing side 990±50
screws.
Use the torque multiplier X-4. 300

J: Intermediate gear for balancing shafts

Fig 07-12 2007659444

Pos. Screw connection Torque (Nm)

1. Screw for shaft 50

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 20-200517-02 Tightening Torques and Instructions for Screw Connections 07

K: Balancing shafts

BALANCING SHAFTS FOR 4L20

Tightening order of 1 2 3
friction ring pair screws 4

1
4 7

2 3
BALANCING SHAFTS FOR 5L20
6 5 2 5 1 3

Fig 07-13 2007890342

Pos. Screw connection Torque (Nm)

1. Fastening screws for oil sump 79±3
2. Fastening screws for friction ring pair
1. Assemble the adjusting screws (1...3) of the friction ring pair and turn the
friction ring pair until screw 1 is downwards.
2. Tighten the screws 2 and 3 by hand in turns until a clear slight tightness is by hand
felt. Rotate the shaft approx. 90° and tighten screw 1 equally.
3. Keep tightening the adjusting screws 1...3 in opposite order. When 10
sufficient tightness is achieved (10Nm), continue tightening the adjusting
screws, turning clockwise, up to nearly full torque (18 Nm). 18
4. Tighten up the screws 4...7 according to opposite order first by hand and
then with a torque wrench up to half of the full torque (15 Nm). 15
5. Tighten first screws 1...3 with a torque wrench to full torque. Then tighten
screws 4...7 to full torque (20 Nm). 20 +0-2
Note! Check up the tightness following the tightening sequence.
3. Fastening screws for bearing covers
Tightening in two steps:
First step 30±5
Second step 180±5
Note! Tightening order, see chapter 11 appendix.
4. Fastening screws for bearing housing 79±3
5. Screws for counterweight 79±3
Apply Loctite 243 to the threads, see section 07.2

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 07 Tightening Torques and Instructions for Screw Connections 20-200517-02

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 flats of hexagon
dimension hexagon socket head (Nm) (kpm)
screws (mm) screws (mm)
M6 10 5 9.5 0.95
M8 13 6 23 2.3
M10 17 8 45 4.6
M12 19 10 80 8.1
M16 24 14 190 19.3
M20 30 17 370 37.5

07.2 Use of locking fluid

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

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 20-200517-02 Tightening Torques and Instructions for Screw Connections 07

07.3 Hydraulically tightened connections

07.3.1 Tightening pressures for hydraulically

tightened connections

Hydraulically tightened connections

VIEW A

4 4

Fig 07-14 2007599816

Max. hydr. pressure (bar) Tightening Hydraulic

Pos. Screw connection torques of cylinder
tightening loosening studs (Nm) number
1. Main bearing screws, M36 700 720 100±10 861159
2. Connecting rod screws, M30 550 570 20±5 861159 + 861157
3. Cylinder head screws, M36 600 620 100±10 861159
4. Camshaft screws, M42 x 3 560 580 pre-tightening 861169
by hand

Note! Tighten the nuts by raising the pressure in two step. At the first
step rise the pressure to 300bar and tighten the nuts. After that
rise the pressure according the table above and tighten the
nuts again.

Caution! The screws will be overloaded if the maximum hydraulic

pressure is exceeded.

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 07 Tightening Torques and Instructions for Screw Connections 20-200517-02

If it is impossible to turn the nuts, when the maximum hydrau-

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

07.3.2 Maintenance of hydraulic tool set

The hydraulic tool set should be stored in a suitable place and
corrosion protected. The set should be regularly checked and
worn or damaged parts replaced. Special attention should be
made on following components.
• Pressure gauge: Regularly calibration checked.
• Hydraulic couplings and hoses: Condition check.
• Hydraulic pump: Condition check.
• Hydraulic cylinder o-ring: Wear and condition check.

Note! If the hydraulic cylinder o-ring has been exposed outside the
cylinder the oil has to be removed from the cylinder before the
cylinder with the o-ring can be re-installed. To return the o-ring
with the oil in the cylinder will only damage the o-ring.

07.3.2.1 Filling, venting and control of the high pressure

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 be-
ing 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 cen-
tre of the male and female parts. If these pins get worn the cou-
pling must be replaced because of the risk of blocking.
• In the high pressure hydraulic tool set it is recommended
to use a special hydraulic oil or in any case an oil with a
viscosity of about 2°E at 20°C.
• During the filling of the container of the high pressure
pump it is recommendable to couple the set according to
scheme B, Fig 07-15. Before filling, open the release valve
(2) and empty the cylinders (4) by pressing piston and cylin-
der together. After that, the container can be filled through
the filling plug (1).
• After filling, vent the system by pressing in, with a finger,
the centre pin of the female part of the last quick-coupling
the coupling being disconnected from the pressure gauge.
Keep on pumping until airfree oil emerges from the cou-
pling.

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 20-200517-02 Tightening Torques and Instructions for Screw Connections 07

• Check the pressure gauge of the hydraulic tool set regu-

larly. For this purpose a comparison pressure gauge can
be delivered. This pressure gauge can be connected to the
plug hole (7) the outlet hose of the pump being connected
direct to the pressure gauges.
If, it is necessary to operate with the couplings not com-
pletely intact, it is advisable to open the air vent screw to
assure that the passage is open to all cylinders before
tightening the connection.

Hydraulic cylinder

1. Filling plug 4
2. Release valve
3. Pressure hose
4. Cylinders
5. Outlet hose
1 6 3
6. Pressure gauge
7. Plug hole
Hydraulic oil

A B 7 2 5

Fig 07-15 2007619316

Note! Always connect the last end of the outlet hoses to the pressure
gauge.

07.3.3 Dismantling hydraulically tightened screw

connections
1 Attach distance sleeves and hydraulic cylinders
according to Fig 07-15A. Screw on cylinders by hand.
2 Connect the hoses to the pump and cylinders according
to Fig 07-15B. Open the release valve (2) and screw cylinders
in clockwise direction to expel possible oil.
3 Screw the cylinders in counter-clockwise direction about
3/4 a revolution (270°), M42x3 (camshaft) about 21/2 revolution
(900°) otherwise the nut is locked by the cylinder and impossi-
ble 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
turn with the pin.

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6 Open the release valve and remove the hydraulic tool

set.
7 Screw of the nuts by hand.

07.3.4 Reassembling hydraulically tightened screw

connections
1 Screw on nuts and attach distance sleeves. Screw on
cylinders 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 pres-
sure, and screw the nut until in close contact with the face
again. This time the nut should move just a limited angle but
approximately the same angle for all nuts of the same kind.

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

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 20-9601 Operating Troubles, Emergency Operation 08

08. Operating Troubles, Emergency Operation

08.1 Troubleshooting
Preventive measures, see chapter 03. and 04. Some possible op-
erating 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) The turning device is engaged. 11.1.1, 11.3, 21.1
NOTE! Engine cannot be started when turning device is engaged.
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
c) Starting air solenoid valve faulty 21.
d) Starting automation outside engine faulty 03.1.2, 23
e) Air starter faulty 21.2
f) Starting air pressure too high (>10 bar) starting interlock 21.1
2. Crankshaft rotates but engine fails to ignite
a) Too low speed, see 1b
b) Automatic shut-down device is not in start position 23.
c) Load limit of control shaft or of governor is set at too low a value Fig 22-1
d) Faulty overspeed trip device solenoid valve 22.5
e) Governor does not respond 22.4
f) Some part of fuel control mechanism jamming and prevents fuel admission 22.
g) Fuel and injection system not vented, pipe connections between injection Fig 07-6, 16.3, 17.4
pumps and injection valves not tightened
h) Fuel filter clogged 17.1
i) Three-way cock of fuel filter wrongly set, valve in fuel inlet pipe closed, fuel day 17.1
tank empty, fuel feed pump not started or faulty
j) Very low air and engine temperatures (preheat circulating water!) in 2.1
connection with fuel of low ignition quality
k) Fuel insufficiently preheated or precirculated Fig 02-1, 2.1.6
l) Too low compression pressure. Inlet or exhaust valve jamming in open position. 06.1
“Negative” valve clearance (strong blowing noise).
m) Faulty governor 22.
3. Engine ignites irregularly, some cylinders do not fire at all
a) Jamming valves, inadequate fuel supply, too low temperatures, see 2f, g, h, j, k,
l, 4d
b) Injection pump control rack wrongly adjusted 22.3
c) Injection pump faulty (plunger or tappet sticking; delivery valve spring broken, 16.2
delivery valve sticking)
d) Injection valve faulty; nozzle holes clogged 16.4
e) Piston rings ruined; too low compression pressure 11.4.4

WÄRTSILÄ 20 08 - 1
 08 Operating Troubles, Emergency Operation 20-9601

f) 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
carefully (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 the cylinders should not exceed 1 mm.
4. Engine speed not stable
a) Governor adjustment faulty (normally too low compensation) 22.
b) See point 2f
c) Fuel feed pressure too low 01.2
d) Water in preheated fuel (vapour lock in injection pumps) 2.1.3
e) Loading automation outside engine faulty (e.g. controllable pitch propeller) 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, 07.3
b) Valve spring or injection pump tappet spring broken 12.3
c) Inlet or exhaust valve jamming when open
d) Too large valve clearances 06.1, 12.2.4
e) One or more cylinders badly overloaded, see 3b
f) Injection pump/valve tappet (multihousing) guide block loose Fig 07-4, 16.1
g) Initial phase of piston seizure
h) Insufficient preheating of engine in combination with fuel of low ignition quality Fig 02-1
j) Fuel injection timing wrong 13.2.2
6. Dark exhaust gases
a) Late injection (wrongly set camshaft drive) 13.2.2
b) See 3b, c, d
c) Engine overloaded (check the positions of the fuel injection pump racks)
d) Unsufficient charge air pressure Test Records
- air intake clogged 04.7
- turbocharger compressor dirty 04.4
- charge air cooler clogged on air side 04.9
- 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, 06.2
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 turbocharger or
multiduct

08 - 2 WÄRTSILÄ 20
 20-9601 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 6d
c) Charge air temperature too high 01.2
- charge air cooler clogged on water side or dirty on air side 15.2
- water temperature to air cooler too high, water quantity unsufficient 01.2
- engine room temperature abnormally high 01.3
d) Excessive deposits in cylinder head inlet or exhaust ports 12.2.1
e) Exhaust pipe pressure after turbine high
9. Exhaust gas temperature of one cylinder above normal Test Records
a) Faulty exhaust gas thermometer/ sensor 23.1.6
b) Exhaust valve 12.3
- jamming when open
- “ negative” valve clearance
- sealing surface blown by (burned)
c) Faulty injection valve 16.4
- opening pressure much too low
- sticking of nozzle needle when open
- broken spring
- nozzle cracked
d) Late injection 13.2.2
e) Fuel supply insufficient (filter clogged) 01.2
f) Injection pump faulty, fuel rack sticking in high load position 16.2
10. Exhaust gas temperature of one cylinder below normal
a) Faulty exhaust gas thermometer/ sensor 23.1.6
b) See 2f, h, 3b, c, d
c) Leaky injection pipe or pipe fittings Fig 07-6
d) When idling, see 3f
11. Exhaust gas temperatures very unequal
a) See 9a, c, e
b) Too low fuel feed pressure: too small flow through injection pumps 01.2
(see 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 2l, 3b, c, d, e
d) When idling, see point 3f
e) Exhaust pipe or turbine nozzle ring partly clogged 15.1.3
12. Lubricating oil pressure lacking or too low 01.2
a) Check the pressure difference indicator 23.1.6
b) Faulty pressure gauge, gauge pipe clogged 23.1.6
c) Lubricating oil level in oil sump too low 01.1, 18.1
d) Lubricating oil pressure control valve out of adjustment or jamming 18.5
e) Three-way cock of lubricating oil filter wrongly set 18.8
f) Leakage in lubricating oil suction pipe connections 18.1
g) Lubricating oil badly diluted with diesel oil, viscosity of oil too low 2.2
h) Lubricating oil pipes inside engine loose or broken 18.1
13. Too high lubricating oil pressure
a) See 12b and d

WÄRTSILÄ 20 08 - 3
 08 Operating Troubles, Emergency Operation 20-9601

14. Too high lubricating oil temperature 01.2

a) Faulty thermometer 23.1.6
b) Insufficient cooling water flow through oil cooler (faulty pump, air in system, 19.1
valve closed), too high raw water temperature
c) Oil cooler clogged, deposits on tubes 18.6
d) Faulty thermostat valve 18.7
15. Abnormally high cooling water outlet temperature, difference 01.2
between cooling water inlet and outlet temperatures too large
a) One of thermometers faulty 23.1.6
b) Circulating water cooler clogged, deposits on tubes 19.1
c) Insufficient flow of cooling water through engine (circulating water pump 19.3
faulty), air in system, valves closed
d) Thermostat valve faulty 19.4
16. Water in lubricating oil 03.3.1
a) Leaky oil cooler 18.6
b) Leakage at cylinder liner O-rings (always pressure test when cooling water 10.6
system has been drained or cylinder liners have been dismantled)
c) Faulty lubricating oil separator. See separator instruction book!
d) Leakage at LT cooling connection between engine block and free end cover 19.1
17. Water in charge air receiver 15.2.1
(escapes through drain pipe in air cooler housing)
a) Leaky air cooler 15.2
b) Condensation (too low charge air cooling water temperature) Fig 03-1
c) Leakage from multiduct 20.1
18. Engine looses speed at constant or increased load
a) Engine overloaded, a further increase of fuel supply is prevented by the Fig 22-1
mechanical load limiter
b) See 2c, f, g, h, i
c) See 4c, d, 5g, 19d
19. Engine stops
a) Shortage of fuel, see 2h, i
b) Overspeed trip device has tripped 22.5
c) Automatic stop device has tripped 23.1
d) Faulty governor or governor drive 22.1
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, see 3b
Trip the overspeed trip device manually. If the engine does not stop
immediately, block fuel supply as near the engine as possible.
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
c) The engine is driven by generator or propeller or by another engine
connected to same reduction gear

08 - 4 WÄRTSILÄ 20
 20-9601 Operating Troubles, Emergency Operation 08

21. Engine overspeeds and does not stop

although overspeed trip device trips
a) Injection pump control rack wrongly set, see 3b. Load the engine, if possible. 16.2
Block fuel supply.
b) An overspeeding engine is hard to stop. Therefore, check regularly the 22.2
adjustment of the control mechanism (the injection pump rack positions)
1) the stop lever being in stop position or the overspeed trip device being
tripped and the speed governor at max. fuel admission
2) the stop lever and the overspeed trip being in work position and the speed
governor in stop position.
This control should be done always when the control mechanism or the
injection pumps have been touched.

08.2 Emergency operation

08.2.1 Operation with defective air cooler

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 cooling 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. Connect the cooling water
supply direct to the lubricating oil cooler. Repair the cooler, e.g.
by plugging the leaking tubes.

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

2 Operating with a partially plugged or removed air

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

08.2.2 Operation with defective turbocharger

See chapter 15., section 15.1.6.

WÄRTSILÄ 20 08 - 5
 08 Operating Troubles, Emergency Operation 20-9601

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:
Lock the tappet roller of the injection pump in the upper posi-
tion. 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 pe-

riod of time, the valve push rods of the inlet and outlet valves
are to be removed, and the indicator valve on the respective cyl-
inder 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 ex-

haust temperature of the remaining cylinders from exceeding
normal full load temperatures.
b) Valve cams
Stop fuel injection to the cylinder concerned, see chapter 16. Re-
move the valve push rods and cam followers of the cylinder. Re-
place 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 ex-

haust temperatures of the remaining cylinders from exceeding
the normal full load temperatures.

08.2.4 Operation with removed piston and

connecting rod
If damage on piston, connecting rod or big end bearing cannot
be repaired, the following can be done to allow emergency op-
eration:

08 - 6 WÄRTSILÄ 20
 20-9601 Operating Troubles, Emergency Operation 08

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 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 ex-

haust temperature of the remaining cylinders from exceeding
normal full load temperatures.
If the turbocharger surge, reduce load further to avoid con-
tinuous surging.
Operation with piston and conrod of one or more cylinders re-
moved 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 op-
eration, the balance of the engine is disturbed, and severe or
even dangerous vibrations may occur. The vibration conditions
are in practice dependant on the type of the installation, but as
general advice it can be said that when there are cylinders out
of order, the following should be applied.
In installations with variable speed the lowest speed should,
if possible, be used when driving acc. to chapter 08.2.4.

WÄRTSILÄ 20 08 - 7
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08 - 8 WÄRTSILÄ 20
 20-200504 Engine Block, Oil Sump and Cylinder Liner 10

10. Engine Block, Oil Sump and Cylinder Liner

10.1 Engine block and covers

10.1.1 General description

Data and dimensions The engine block is made of nodular cast iron and cast in one piece.
Material: Nodular cast iron It has a high rigidity and it is designed for minimum stress
Weight (machined, dry): concentration and deformation. Part of the cooling water system,
1480 kg (4L20) including the jacket water distributing pipes, as well as lubricat-
2080 kg (6L20)
ing oil channels, and the charge air receiver are integrated in the
2650 kg (8L20)
2950 kg (9L20) engine block.
Test pressure: 8 bar The main bearing caps, which support the underslung crank-
shaft, are clamped by two hydraulically tensioned screws from
below and two screws horizontally (one horizontal screw only, for
the thrust bearing cap). The bearing shells are axially guided by
lugs to provide correct assembly. A combined flywheel/thrust
bearing is located at the driving end.
The camshaft bearing bushes are fitted in housings directly
machined in the engine block.
The crankcase covers, as well as other light metal covers, tighten
against the engine block by rubber sealings and four screws each.
On the rear side of the engine, some of the crankcase covers are
equipped with safety valves which relieve the overpressure in
case of a crankcase explosion. The centrifugal oil filter is fixed to
one of the covers. One cover is provided with an oil filling hole.
The end covers are made of cast iron. The covers tighten against
the engine block by means of sealing compound.
The crankcase is furthermore provided with a vent pipe includ-
ing a non-return valve. This pipe should be conducted away from
the engine room.

10.2 Engine feet

Data and dimensions The engine is provided with four (six) bolted-on feet for its support.
Material: Nodular cast iron This arrangement provides excellent flexibility for optimization
Weight: 27.3 kg of the installation. The feet are made of nodular cast iron.

WÄRTSILÄ 20 10 - 1
 10 Engine Block, Oil Sump and Cylinder Liner 20-200504

10.3 Oil sump

Data and dimensions The light, welded oil sump (casted for 4L20) is attached to the
Material: Steel plates engine block from below and is sealed off by a rubber sealing.
Weight: 632 kg (4L20) Suction pipes to the lube oil pump and separator, as well as the
4L20 including balancing shafts main lube oil distributing pipe for crankshaft bearings, are incor-
189 kg (6L20)
porated in the oil sump.
232 kg (8L20)
269 kg (9L20) An oil dipstick is located in one of the crankcase covers. The oil
dipstick indicates the maximum and minimum limits between
Oil volume: 270 l (4L20) which the oil level may vary. Keep the oil level near the max. mark
380 l (6L20) and never allow the level to go below the min. mark. The limits
490 l (8L20) apply to the oil level in a running engine. One side of the dipstick
550 l (9L20) is graduated in centimetre. This scale can be used when checking
the lubricating oil consumption.

10.4 Main bearings

Data and dimensions The main bearing is a split type plain bearing of bi-metal type.
Weight of bearing cap: 22 kg The upper bearing shell has an oil groove but the lower bearing
shell does not. The thrust bearing, located in the driving end, is
of similar design.

10.4.1 Dismantling of a main bearing

1 Remove two crankcase covers on each side of the bear-
ing, on both sides of the engine.
2 Loosen the side screws on the bearing in question and
on both adjacent bearings. Use the tool combination 822001,
803001 and 820009, see chapter 05.
3 Loosen the nuts of the main bearing screws on the
bearing in question. Put the distance sleeve 861156 onto one
of the main bearing screws. Insert the pin 861025 into the slot
to fix the sleeve. Screw the hydraulic cylinder 861159 into
position. Proceed in same way with the next main bearing
screw. Open the main bearing nuts. See Fig 10-1.
DISMANTLING
1. Screw on cylinders by hand
4 Remove the hydraulic tool and the distance sleeves.
2. Connect hoses, open valve.
Tighten cylinders by hand. 5 Remove the nuts of the main bearing screws.
6 Unscrew the side screws of the main bearing cap.
Unscrew the side screw from the opposite, rear side. Hold the
main bearing cap in place and unscrew the second side screw
on operating side. Lower the main bearing cap.

Hydraulic oil
7 Remove the lower bearing shell.
3. Screw cylinders 180°
counter -clockwise.
4. Close valve, rise pressure.
5. Open the nut about half a turn.
6. Open release valve, remove tool.

10 - 2 WÄRTSILÄ 20
 20-200504 Engine Block, Oil Sump and Cylinder Liner 10

Dismantling and assembling of main bearing

Operating side

861 025 Pin

861 156 Distance sleeve
861 159 Hydraulic cylinder

Straight side

861 156
861 159 861 025

Fig 10-1 2010529601

8 Insert the turning tool 851001 into the main bearing jour-
nal radial oil hole, see Fig 10-2.Turn the crankshaft carefully
until the bearing shell has turned 180° and can be removed.
9 Cover the two main bearing journal radial oil holes with
tape.

Note! At least every third main bearing should be in place at the

same time to support the crankshaft.

WÄRTSILÄ 20 10 - 3
 10 Engine Block, Oil Sump and Cylinder Liner 20-200504

Use of turning tool for bearing shell

1. Upper main bearing 1

shell

2. Turning tool for main

bearing (851 001)
2

Fig 10-2 2010539314

10.4.2 Inspection of main bearings and journals

Clean the bearing shells and check for wear, scoring and other
damage. If a bearing is worn or damaged, renew both bearing
shells and check the condition of the other bearings.
Wear is settled by measuring the thickness of the lower bearing
shells. For this purpose a ball anvil micrometer can be used. The
wear limit in section 06.2 must be applied. If the thickness of lower
bearing shells have not reached the wear limit and the difference
in thickness of all lower bearing shells is maximum 0.03 mm, the
shells can be used again.

Mark the new bearings with the bearing numbers.

The main bearing journals should be inspected for surface finish.

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

10 - 4 WÄRTSILÄ 20
 20-200504 Engine Block, Oil Sump and Cylinder Liner 10

10.4.3 Assembling of main bearing

1 Clean the main bearing shells, the cap and the journal
very carefully.
2 Remove the protecting tape from the journal oil holes
and lubricate the journal with clean engine oil.
3 Lubricate the bearing surface, back side and end faces of
the upper bearing shell with clean lubricating oil. The bearing
shell can be completely destroyed (deformed) during the as-
sembly, if it is not lubricated carefully.
4 Place the end of the bearing shell in the slot between
the journal and the bearing bore, with the lug guiding in the
oil groove, and push it by hand as far as possible (recom-
mended 2/3 of its length).
5 Insert the turning tool 851001 into the main bearing jour-
nal radial oil hole and turn the crankshaft carefully until the
bearing shell has turned into position. Take care that the
bearing shell lug slides into the groove without being damaged.

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

6 Remove the turning tool.

7 Lubricate the bearing surface, back side and both ends
of the lower bearing shell with clean lubricating oil and place
it in the bearing cap.
8 Clean the contact face between engine block and screw
head carefully from dirt and paint. Lubricate the surface with
Molycote G-N Plus.
9 Lift the main bearing cap until the side screws, lubri-
cated with engine oil, can be screwed into the bearing cap by
hand. If necessary the main bearing cap can be lifted by help
of the main bearing nuts. Turn the nuts by hand.
10 Screw on the main bearing nuts by hand.
REASSEMBLING
1. Screw on nuts, attach
distance sleeve.
Screw on cylinders by hand.
11 Pretighten the side screws on the operating side to
2. Connect hoses, open valve.
Tighten cylinders by hand.
stated torque. See chapter 07.
12 Lift the distance sleeves into position 861156 on the
bearing cap nuts and insert the pins 861025, see Fig 10-1.
13 Lift the hydraulic tool into position 861159 and proceed
with tightening of the main bearing nuts to stated torque. See
Hydraulic oil
chapter 07.3.1.
3. Close the valve and pump
pressure to the stated value.
14 Tighten the side screws on the operating side (straight
4. Screw the nuts until close
contact to face. side of bearing cap) to full torque. See chapter 07.1.
5. Open the valve and remove
tool set.

WÄRTSILÄ 20 10 - 5
 10 Engine Block, Oil Sump and Cylinder Liner 20-200504

15 Tighten the side screws on the opposite, rear side to

full torque.
16 Mount the crankcase covers, that was removed.

10.5 Flywheel/thrust bearing

10.5.1 Dismantling of flywheel/thrust bearing

DISMANTLING
1. Screw on cylinders by hand
2. Connect hoses, open valve.
Tighten cylinders by hand.
1 Remove the crankcase covers nearest to the flywheel,
including the relief valve on the back side crankcase cover, and
the flywheel end side cover.
2 Remove the oil pump module from the engine. Secure
the module with a strap before opening the fastening screws.
Open all pipe connections to the module before opening the
Hydraulic oil
fastening screws for the module. Cover the oil pipe openings.
3. Screw cylinders 180° 3 Remove the oil pipe between oil sump and lube oil
counter -clockwise.
4. Close valve, rise pressure. cooler module.
5. Open the nut about half a turn.
6. Open release valve, remove tool. 4 Remove the oil pipes to oil pump intermediate gear
bearing and to camshaft intermediate gear jet nozzles.
5 Remove the cover for oil pump intermediate gear shaft.
6 Remove the flywheel end cover. The back side half has
to be removed first and then the operating side half.
7 Loosen the thrust bearing side screw and the side
screws on the adjacent bearing. Use the tool combination
822001, 803001 and 820009, see chapter 05. Note that the
thrust bearing has only one side screw!
8 Loosen the nuts of the thrust bearing screws. Lift the
distance sleeves 861156 into position and insert the pin 861025
into the slot to fix the sleeves.
9 Screw on the hydraulic tool 861159 into position and
proceed with opening of the thrust bearing nuts.
10 Remove the hydraulic tool and the distance sleeves.
11 Unscrew the side screw of the thrust bearing cap.
Use the tool combination 822001.
12 Remove the nuts of the thrust bearing screws and
lower the thrust bearing cap.
13 Remove the lower bearing shell and thrust washers.
14 Insert the turning tool 851001 into the main bearing jour-
nal radial oil hole.
15 Turn the crankshaft carefully until the bearing shell has
turned 180° and can be removed.
16 Remove the thrust washers.

10 - 6 WÄRTSILÄ 20
 20-200504 Engine Block, Oil Sump and Cylinder Liner 10

17 Cover the two bearing journal radial oil holes with tape.

10.5.2 Inspection of flywheel/thrust bearings

Check the bearing shells in the same way as the main bearing
shells. The thrust washers on the same side have to be replaced
in pairs.

10.5.3 Assembling of flywheel/thrust bearing

1 Clean the thrust washers and the bearing shells, the
cap and the journal very carefully.
2 Remove the protecting tape from the journal oil holes
and lubricate the journal with clean engine oil.
3 Lubricate the bearing surface, back side and end faces of
the upper bearing shell with clean lubricating oil. The bearing
shell can be completely destroyed (deformed) during the as-
sembly, if it is not lubricated carefully.
4 Place the end of the bearing shell in the slot between
the journal and the bearing bore and push it by hand as far
as possible (recommended 2/3 of its length).
5 Insert the turning tool 851001 into the main bearing jour-
nal radial oil hole and turn the crankshaft carefully until the
bearing shell has turned into position.

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

6 Remove the turning tool.

7 Lubricate the running surface, and back side of the up-
per thrust washers with clean lubricating oil and push the
washers into position by hand. To facilitate the mounting of
the washers, the crankshaft can be axially moved in each
direction.
8 Lubricate the bearing surface, back side and both ends
of the lower bearing shell with clean lubricating oil and place
it in the bearing cap.
9 Lubricate the running surfaces of the lower washers
with clean lubricating oil and fix them into position on the
guiding pins on the bearing cap.
10 Lift the bearing cap until the side screws, lubricated
with engine oil, can be screwed into the bearing cap by hand.
If necessary the main bearing cap can be lifted by help of the
main bearing nuts. Turn the nuts by hand.
11 Screw on the main bearing nuts by hand.

WÄRTSILÄ 20 10 - 7
 10 Engine Block, Oil Sump and Cylinder Liner 20-200504

REASSEMBLING
1. Screw on nuts, attach
distance sleeve. 12 Pretighten the side screws on the operating side to stated
Screw on cylinders by hand.
2. Connect hoses, open valve. torque. See chapter 07.
Tighten cylinders by hand.
13 Lift the distance sleeves 861156 into position on the
bearing cap nuts and insert the pins 861025.
14 Lift the hydraulic cylinder 861159 into position and pro-
ceed with tightening of the main bearing nuts.
Hydraulic oil

15 Tighten the side screws on the operating side (straight

3. Close the valve and pump side of the bearing cap to full torque! See chapter 07.1.
pressure to the stated value.
4. Screw the nuts until close
contact to face. 16 Tighten the side screws on the opposite, rear side to
5. Open the valve and remove
tool set. full torque. See chapter 07.1.
17 Check axial clearance of the crankshaft.
18 Mount the flywheel end cover. The operating side half
has to be mounted first and then the back side half.
19 Mount the cover for the oil pump intermediate gear
shaft.
20 Mount all the oil pipes.
21 Mount the oil pump module and check the clearance.
22 Mount the crankcase covers, flywheel end side covers
and rest of the oil pipes.

10.5.4 Measurement of thrust bearing

axial clearance
1 Lubricate the bearings by running the prelubricating
pump for a few minutes.
2 Apply a dial gauge, for instance, against the plane end
surface of the flywheel.
3 Move the crankshaft by a suitable lever in either direc-
tion until contact is established with the thrust bearing.
4 Set the dial gauge at zero.
5 Move the crankshaft in the opposite direction, and read
the axial clearance from the dial gauge.

10.6 Cylinder liner

10.6.1 Description
Data and dimensions The cylinder liner is made of special, wear resistant, cast iron.
Material: Special grey cast The liner is of the wet type. At the upper part the liners are sealed
iron against the block metallically, and at the lower part by two
Weight: 41 kg O-rings.
Test pressure: 10 bar
To eliminate the risk of bore polishing, the liner is provided with
an anti-polishing-ring at the upper part.

10 - 8 WÄRTSILÄ 20
 20-200504 Engine Block, Oil Sump and Cylinder Liner 10

10.6.2 Maintenance of cylinder liner

Always when the piston is overhauled, the cylinder liner must be
inspected. Check the bore for wear and other damages. The bore
should be measured at three levels, both along and across the
engine. If the bore is worn or glazed, the liner has to be honed. A
high lube oil consumption may indicate that the bores are worn
or that the surface of the bores are glazed.

Note! Ovality of the cylinder liner bore cannot be corrected by

honing only.

10.6.2.1 Honing of cylinder liner bore

The pistons and connecting rods must be removed. Use covers or
plastic film to protect all engine components from the debris which
is caused during the process. Honing residues 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 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
2010519312 cleaning fluid, alternatively, light fuel oil. Then dry with a
cloth and lubricate with engine oil for corrosion protection.

Note! After honing of a cylinder liner, the piston rings have to be

replaced with new ones.

After a bore has been honed, follow the running in programme

in chapter 03.

10.6.3 Removing of cylinder liner

It is recommended that the crankshaft is turned to TDC and a
piece of plastic is put straight through the crankcase over the

WÄRTSILÄ 20 10 - 9
 10 Engine Block, Oil Sump and Cylinder Liner 20-200504

crank pin, preventing remaining cooling water or dirt to enter the

oil sump.
1 Drain the engine cooling water.
2 Remove the cylinder head, see chapter 12.
3 Remove the piston with connecting rod, see chapter
11.
4 Mount the cylinder liner removing device 836001, ac-
cording to Fig 10-3.
5 Tension the nut (1) of the pull screw until the liner is
held between the removing device.
6 Lift the liner out of the engine block.

Removing and lifting of cylinder liner

1. Nut
836 001 Extracting and lifting 1
tool for cylinder liner

Distinct mark
836 001

Fig 10-3 2010549601

10 - 10 WÄRTSILÄ 20
 20-200504 Engine Block, Oil Sump and Cylinder Liner 10

10.6.4 Inspection of cylinder liner

Clean the cylinder liner water side. The water side of the cylinder
liner can be cleaned of deposits with a steel wire brush.

10.6.5 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.
1 Check that all guide and contact faces of the engine
block and cylinder liner are clean and intact.
2 Apply High-performance grease paste e.g Gleitmo 805
or similar on engine block and cylinder liner contact surfaces
accordingly to figure. See Fig 10-4.
3 Mount a new shim for cylinder liner, if specified for the
engine. Check that the new shim has the same tickness as the
replaced one. Apply High-performance grease paste e.g
Gleitmo 805 on both sides of the shim.
4 Mount the lifting device for cylinder liner.
5 Check that the O-ring grooves of the cylinder liner are
clean, and insert new O-rings.
6 Lubricate the lower O-rings with grease or clean lubri-
cating oil.
7 Lower the liner carefully into the bore of the engine
block. When the lowest O-ring touches the engine block, align
the liner so that the mark on the liner is directed towards the
driving end of the engine. Lower further and press liner into
position by hand.

8 Check the inner diameter of the cylinder liner, at the

places shown in picture.
9 Mount the piston with the connecting rod, see chapter
11.
10 Mount the cylinder head, and refill the cooling water
system, see chapter 12.
11 Check the O-ring seals from the crankcase side while
circulating cooling water. Apply 3 bar static pressure.

2010509601

WÄRTSILÄ 20 10 - 11
 10 Engine Block, Oil Sump and Cylinder Liner 20-200504

Mounting of cylinder liner

1. O-rings A

2. Shim for cylinder liner 2

X. Apply grease paste B
from A to B.

2 X

Fig 10-4 2010559849

10 - 12 WÄRTSILÄ 20
 20-200349-02 Crank Mechanism 11

11. Crank Mechanism:

Crankshaft, Connecting Rod, Piston

11.1 Crankshaft

11.1.1 Description of crankshaft

Data and dimensions The crankshaft is forged in one piece and provided with two
Material: Forged, alloyed counter-weights per cylinder. The counter-weights are fastened
steel with two screws each. 4L20 has integrated counter-weights.
Weight: 750 kg (4L20) At the driving end of the engine, the crankshaft is equipped with
770 kg (5L20)
a V-ring for sealing of the crankcase. The axial clearance is
790 kg (6L20)
1000 kg (8L20) controlled by a combined flywheel/thrust bearing. A shrink fitted
1110 kg (9L20) gear wheel for driving of the camshaft is located in the driving
end.
The main bearings are described in chapter 10.
At the free end, there is a gear for driving of water pumps and
the lubricating oil pump. Usually a vibration damper is also
installed (separate instructions for the vibration damper are
submitted, if the engine is equipped with such).
The crankshaft can be turned by a manual turning device
operating the flywheel.
The lubricating oil is supplied through the side screw holes in
the engine block to the main bearings. The oil flows further from
the main bearing through the bores in the crankshaft to the
connecting rod big end bearing and up in the connecting rod and
piston. Due to a special design of the bores in the crankshaft, the
flow to the connecting rod is intermittent. The oil is forced to flow
in one direction only.

11.1.2 Balancing of crankshaft

Data and dimensions The crankshaft is balanced by means of counterweights on the
Material: Steel plate crank webs, two weights per cylinder. The counter-weights are
Weight: 21 kg fastened to the web with two screws (4L20 has integrated counter-
weights).

Note! The counterweight shall always be assembled with the guide

pin to make sure the right position, see Fig 11-1

WÄRTSILÄ 20 11 - 1
 11 Crank Mechanism 20-200349-02

Positions of counterweights

A
Cyl. No. 1 2 3 4 5 6

SECTION A-A

Guide pin
A

Fig 11-1 3211599601

11.1.3 Crankshaft alignment

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

Note! During the alignment procedure the crankshaft should be

turned in the anti-clockwise direction, only.

4 Repeat this procedure with other cylinders.

5 Following limits of misalignment are stated for an engine
having normal running temperature (within 5 minutes after
running at 60 % load or higher for 6 h or more):
a) on the same crank
The difference between two diametrically opposed readings must
not exceed 0.04 mm after installing or realigning. Realignment is
necessary if this limit is exceeded by more than 0.02 mm.
b) on two adjacent cranks
The difference between two corresponding readings must not
exceed 0.04 mm. Realignment is necessary if this limit is ex-
ceeded.

11 - 2 WÄRTSILÄ 20
 20-200349-02 Crank Mechanism 11

c) when the crank pin of cyl. 1 is at TDC (reading C)

The reading should be negative, max. -0.04 mm (-0.08 mm if flex.
coupling).
Before realigning the engine and the driven machinery, a con-
trol measurement of the main bearings should be made.

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

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

Dial indicator position and reading

+
A E 0
Operating Rear side -
side

107mm
B D

C
As seen from Punched points
flywheel end

Fig 11-2 2011539601

11.2 Flywheel

11.2.1 General description of flywheel

Data and dimension The steel flywheel is fitted to the crankshaft with four fitted
Material : Steel plate screws and four normal screws. The correct position of the fly-
Weight: about 350 kg wheel is determined by three smaller screws.
A gear rim is fitted to the flywheel.
A crank angle scale is stamped on flywheel. The scale starts
from zero for the TDC for cylinder 1 and is divided in 360° crank
angle. The TDC is marked for all cylinders.
The flywheel position indicator is marked with a scale for
reading of the engine crank angles, at an accuracy of one (1) degree
crank angle, on the graduation of the flywheel.

WÄRTSILÄ 20 11 - 3
 11 Crank Mechanism 20-200349-02

Reading of flywheel indicator

340

CLOCKWICE ROTATING ENGINE

5
4
3
12 2
1
0
1
2 350
3
4
5

Cyl 1 TDC

0
CYL
1, 6
TDC

VIEW A

Fig 11-3 2011690119

11.2.2 Replacing the gear rim

If the gear rim is damaged or worn it can be replaced without
removing the flywheel as follows:
1 Open the screws which are holding the gear rim and
remove the gear rim from the flywheel.
2 Cut the ring in suitable pieces. Ensure that the flywheel
is not damaged during this operation.
3 The spare part gear rim is delivered in two pieces,
which easily can be mounted on the flywheel. Additional screw
holes for the ring half ends are premachined at the factory.
4 Mount the gear rim halves and tighten the fastening
screws to stated torque, see section 07.1.
5 Check the base tangent lenght over the number of teeth
spanned, see Fig 11-4.

11 - 4 WÄRTSILÄ 20
 20-200349-02 Crank Mechanism 11

Base tangent lenght over the number of teeth spanned

1. Gear rim half 1

W/k = 317 -0.320

.748 -0.640 / 30

Fig 11-4 3211549418

11.3 Turning device

The crankshaft can be turned by a manual turning device oper-
ating on the flywheel. The turning device consists of a gear, which
is operated with a ratchet. The rotational direction for turning
can be reversed by altering the ratch position of the ratchet.

Note! The engine must not be started while the turning gear is
engaged.

11.4 Connecting rod and piston

11.4.1 General description of connecting rod

Data and dimension The connecting rod is of the drop-forged type with H-section shaft.
Material: Special steel, The big end is of “stepped split line” design and precision serrated
drop forged at the mating surfaces. This design offers the maximum crank
Weight: 38 kg pin diameter but still makes it possible to pull the connecting rod
Bearing type: Bi-metal bearing
through the cylinder liner.
The big end bearing shells are, for correct assembling, axially
guided by lugs. The design of the crankshaft enables the use of a
non-grooved upper bearing shell.
The two connecting rod screws are hydraulically tightened.
The gudgeon pin bearing bush is stepped to give a larger bearing
surface on the more loaded lower side. It is lubricated via bores
in the connecting rod.
The gudgeon pin is of the full floating design, secured axially
with retainer rings. The oil flow from the connecting rod is passed
through the gudgeon pin further up to the piston. The gudgeon
pin has shrink fitted plugs in the ends.

WÄRTSILÄ 20 11 - 5
 11 Crank Mechanism 20-200349-02

11.4.2 General description of piston

Data and dimension The piston is of composite type with a forged steel or a nodular
Composite piston cast iron skirt and a forged steel crown screwed together. The
Material skirt: Nodular cast iron piston skirt has a phosphate/graphite overlay.
or forged steel The piston crown is cooled with lubricating oil by means of the
Material crown: Forged steel
cocktail shaker effect. The lubricating oil is led from the main
Screw: 10.9
Weight: 22 kg bearing, through the bores in the crankshaft, to the big end
bearing, and further through the bores in the connecting rod,
gudgeon pin and piston skirt, up to the cooling space, from where
it is drained back to the oil sump.
The pistons are provided with Wärtsilä patented skirt lubricat-
ing system.
The combustion chamber in the top of the piston is deep,
preventing the fuel jets to touch the cylinder liner.
The compression ring grooves are hardened for better wear
resistance.

Note! Always handle the pistons with care. Do not damage or re-
move the phosphate/graphite overlay.

The piston ring set consists of two compression rings and one
spring-loaded oil control ring. In this three-ring pack, every ring
is specially dimensioned and profiled for the task it has to per-
form. The top ring is provided with a special wear resistant
coating. The second compression ring is chrome-plated. The oil
control ring is a spring-loaded, chrome-plated oil scraper ring.
The side to be upwards of the compression rings is always
marked “TOP”.

11.4.3 Removing and dismantling of piston and

connecting rod
Data and dimension
Weight: 75 kg
1 Remove the cylinder head, see chapter 12 section 12.2.1.
836 003 Scrape off carbon deposits carefully from the slots of the anti-
836 002 polishing ring and around the upper part of the cylinder liner.
It is advisable to cover the piston top with cloth or paper
pressed tightly (by an old piston ring) against the cylinder wall
to collect the deposits removed.
2 Remove the anti-polishing ring. Use the tool 836002 to
extract the ring and 836003 to keep the liner in place during
the extracting procedure. By turning the engine, the piston
pushes the anti-polishing ring out.
3 Clean the threaded hole in the piston crown and fasten
the lifting tool 832002.
4 Turn the crankshaft about 55° from TDC towards the op-
erating side for the cylinder concerned, see Fig 11-5.

11 - 6 WÄRTSILÄ 20
 20-200349-02 Crank Mechanism 11

5 Lift the distance sleeves 861153 into position on the con-

necting rod screws and screw on the hydraulic tools 861159
with extension pieces 861157.

Note! Check that there is clearance between the distance sleeves

and the engine block, before and after applying the pressure
on the hydraulic tool. If necessary turn the crankshaft slightly
to get the clearance for both sleeves.

Dismantling of piston and connecting rod

832 002

Operating side

Check the clearance !

861 153 Distance sleeve 861 153

861 157 Extension piece
861 159 Hydraulic cylinder 861 159
832 002 Lifting tool for piston
861 157

861 159

Check the clearance !

Fig 11-5 2011750240

6 Connect the hoses of the hydraulic pump and proceed

to open the connecting rod nuts, see chapter 07., section 07.3
DISMANTLING
1. Screw on cylinders by hand
2. Connect hoses, open valve.
Tighten cylinders by hand. 7 Remove the hydraulic tool and the distance sleeve
from the connecting rod studs.
8 Open the lower nut and remove the lower stud using
the stud extracting tool 803011. The locking screw of the tool
has left-hand threads.
Hydraulic oil
9 Repeat the same procedure as above with the upper nut
3. Screw cylinders 180°
and stud and lift the big end bearing cap together with the
counter -clockwise.
4. Close valve, rise pressure.
bearing shell out of the engine.
5. Open the nut about half a turn.
6. Open release valve, remove tool.

WÄRTSILÄ 20 11 - 7
 11 Crank Mechanism 20-200349-02

10 Lift the piston a little to remove the upper big end bearing
shell. When lifting the piston, take care not to damage the
crank pin or the cylinder liner wall.
11 Cover crank pin oil holes with tape.
12 Lift the piston together with the connecting rod out of the
engine. When lifting the piston, take care not to damage the
cylinder liner wall.
13 Remove the retainer ring from the gudgeon pin hole in
the piston, on the side where the gudgeon pin drawing number
is located, by using the pliers for the retainer ring, 843004.

Note! Never compress the retainer ring more than necessary to

remove it from the groove.

14 Drive out the gudgeon pin from the opposite side. In low
temperatures the gudgeon pin may stick but will be easily
removed after heating the piston to about 30°C, e.g. in oil.
15 If the rings and grooves require cleaning, measuring
etc., remove the piston rings by using the pliers 843003.
Before removing, note the position of the rings to ensure
mounting in the same grooves. The design of the pliers pre-
vents overstressing of the rings. Using other means may over-
stress the rings.

11.4.4 Maintenance of piston, piston rings and con-

necting rod bearings
1 Clean all the parts carefully. Remove the piston rings,
and remove burned carbon deposits from the piston and piston
ring grooves. Special care should be taken not to damage the
piston material.

Never use emery cloth on the piston skirt.

The cleaning is facilitated if coked parts are soaked in kerosene

or fuel oil. An efficient carbon solvent — e.g. ARDROX No. 668 or
similar — should preferably be used to facilitate cleaning of the
piston crown. When using chemical cleaning agents, take care not
to clean piston skirt with such agents because the phos-
phate/graphite overlay may be damaged.
2 Measure the height of the piston ring grooves.
3 Dismantle composite piston for inspection of mating sur-
faces between piston skirt and piston crown. Inspect and clean
oil spaces. See tightening procedure mentioned in chapter
07./ Piston.

11 - 8 WÄRTSILÄ 20
 20-200349-02 Crank Mechanism 11

When mounting a new cylinder liner, all rings are to be re-

placed by new ones.
After honing of a liner, all rings are to be replaced by new ones.

4 Check the gudgeon bearing bush and big end bearing

bore. When measuring the big end bearing bore the connect-
ing rod screws are to be tightened to the stated pressure.
Wear of bimetal bearing shells can be settled by measuring the
thickness. For this purpose a ball anvil micrometer should be
used. The wear limits given in chapter 06.2 should be applied.
When replacing a big end bearing both the upper and the lower
bearing shell should be renewed.

Mark new bearings with the bearing number.

11.4.5 Assembling and mounting of piston and

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

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

3 Fasten the lifting tool 832002 to the piston crown.

4 Turn the crankshaft about 55° from the TDC towards the
operating side for the cylinder concerned, see Fig 11-5.
5 Mount the piston rings by using the pliers 843003. If
rings are reused, take care not to turn them upside down.
Before new rings are mounted, check the height of the ring
grooves. The height must not exceed the wear limit. The rings
should be placed with gaps located 120° in relation to each
other. Note the mark “TOP” near the ring gap.
6 Lift the piston and connecting rod.

WÄRTSILÄ 20 11 - 9
 11 Crank Mechanism 20-200349-02

7 Lubricate the piston and place the clamp device for piston
rings, 843002, around the piston, checking that the piston
rings slide into their grooves.
8 Spread a thin oil film on the upper big end bearing shell
running surface and on its back side. Both end faces to be
lubricated with grease or oil. Mount the bearing shell with the
lug guiding in its groove into the connecting rod. Check that
the shell is mounted straight.

Caution! Any use of glue on a bearing shell is prohibited.

9 Take off the protecting tape from the crank pin oil holes
and lubricate the crank pin with clean engine oil.
10 Lower the piston/connecting rod carefully into the cyl-
inder liner.
11 Lower the piston further until the connecting rod can be
placed on the crank pin.
12 Spread a thin oil film on the lower bearing shell
running surface and on its back side. Both end faces to be
lubricated with grease or oil. Mount the bearing shell with the
lug guiding in its groove into the bearing cap. Check that the
shell is mounted straight.

On a connecting rod screw with an end plug the condition of

the plug should be checked before assembly.

Connecting rod screws

262
With plug

Plug

270
Without plug

Fig 11-6 2011810349

Caution! An end plug may under no circumstance be used with the

270mm long connecting rod screw.

11 - 10 WÄRTSILÄ 20
 20-200349-02 Crank Mechanism 11

Check that no plug remains in the threaded holes of the

connecting rod before mounting the screws.

13 Lift the bearing cap in place and mount the upper screw
tightening it by hand. Mount the nut. The serrations of the
bearing cap/connecting rod and bearing shell ends must be in
the right relative position to each other. Tighten the nut by
hand.

Check of the bearing shell alignment

Incorrect Correct

Fig 11-7 2011820349

14 Mount the lower screw and tighten both screws with the
tool 803011 to torque, see chapter 07 section 07.3. Screw on the
lower nut and tighten it by hand.

Caution! Overtightenig of the screws will damage the plug at the end
of the screws.

REASSEMBLING
1. Screw on nuts, attach
distance sleeve.
Screw on cylinders by hand. 15 Lift the distance sleeves 861153 and the hydraulic tools,
2. Connect hoses, open valve.
Tighten cylinders by hand. 861159, together with extension pieces 861157, into position.
Check again the alignment of the upper serration and bearing
shell ends by hand before proceeding with tightening of con-
necting rod nuts. There is no guiding pin for the upper serra-
tion.
It is recommended that the pressure is applied in two steps
according to description in chapter 07., section 07.3.4.
Hydraulic oil

3. Close the valve and pump

pressure to the stated value.
4. Screw the nuts until close
contact to face.
5. Open the valve and remove
tool set.

WÄRTSILÄ 20 11 - 11
 11 Crank Mechanism 20-200349-02

Note! Check before and during the tightening that distance sleeves
do not touch the engine block.

Note! Check that the connecting rod is movable axially after tight-
ening.

16 Check of the exposed section, that is valid only for the

connecting rod screws with end plug according to Fig 11-6. The
reference measurements are only for guidance to reveal the
condition of the end plug. If the length is out of limits, check
the condition of the plug in the end of the connecting rod screw.

Connecting rod screw check

+1.1
35.7 -0.9

+1.1
32.7 -0.9

Fig 11-8 2011579446

17 Mount the side covers.

18 Mount the anti-polishing ring.
19 Mount the cylinder head, see chapter 12 section 12.2.3

11 - 12 WÄRTSILÄ 20
 20-200305-01 Cylinder Head with Valves 12

12. Cylinder Head with Valves

12.1 General description

Data and dimensions The cylinder heads are cast of special quality grey iron. Each head
Material: Cast grey iron includes two inlet valves, two exhaust valves, a centrally located
Tensile strength:250-300 N/mm2 injection valve and an indicator valve. The cylinder heads are
Weight: 92 kg individually tightened to the cylinder liner with four studs and
Combustion space
hydraulically tightened nuts. A metallic gasket is sealing between
- design pres.: 200 bar
- test pressure: 225 bar the cylinder liner and the cylinder head. The combustion air and
Water space the exhaust gas channels are connected to a common multi-duct,
- test pressure: 10 bar which is connected to the cylinder head by six screws.
Operation temperature: The four screw and box-cone design is a traditional and well
- water return: 95°C proven design for cylinder heads. The benefits of four screws is
not only the ease of maintenance but it also allows the design of
large and correctly designed channels for combustion air and
exhaust gases. In a heavy fuel engine the correct material tem-
peratures are a crucial factor to ensure long lifetime of the
components being in contact with combustion gases. Efficient
cooling and a rigid design is best achieved with the “double deck”
design in which the flame plate is relatively thin and the mechani-
cal load is transferred to the strong intermediate deck. The most
sensitive areas of the cylinder head are cooled by drilled cooling
channels optimized to distribute the water flow evenly around
valves and the centrally located fuel injector.
The injection valve is described in chapter 16.

Cylinder head assembly

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

Fig 12-1 2012590311

WÄRTSILÄ 20 12 - 1
 12 Cylinder Head with Valves 20-200305-01

12.1.1 Functions
The flame plate of the cylinder head is a part of the combustion
chamber. During the combustion, the flame plate is exposed to
high pressures and high temperatures. Combustion air is led from
the air receiver through the multiduct and the cylinder head inlet
channel into the cylinder. The air flow is governed by two inlet
valves in the flameplate. In a similar way, the exhaust gas is led
from the cylinder through the cylinder head exhaust channel and
the multiduct to the exhaust manifold. The gas flow is governed
by two exhaust valves.
The multi-orifice injection valve, as well as injection valve
sleeve, is centrally mounted in the cylinder head. The injection
valve sleeve holds the injection valve in position and separates
the injection valve from the cooling water.
Each cylinder head is individually cooled by a water flow enter-
ing the cylinder head from the cylinder jacket through one single
bore. There are drilled cooling passages to the exhaust valve seats.
The cooling water is collected to a single flow after passing the
flame plate and the seat rings. The cooling water flows out from
the cylinder head direct to the multiduct. Any possible air or gas
in the cooling water is vented from the top of the multiduct.
The valve mechanism is lubricated from the lube oil system. The
oil is led through a pipe from the valve tappet guide in the
multihousing to the rocker arm bracket. All other flows in the
cylinder head are through 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 the cooling water.
2 Open the indicator valves.
3 Remove the caps of the cylinder head screws.
4 Remove the cylinder head cover.
5 Turn the engine until both the inlet and exhaust valves
are closed and remove the valve rocker arm bracket and the
push rods.
6 Remove the fastening screws of the multiduct.

12 - 2 WÄRTSILÄ 20
 20-200305-01 Cylinder Head with Valves 12

7 Remove necessary pipes, the injection pipe, the fuel

leak pipe and lube oil pipes. Protect the connections of the
injection pipe, oil pipe and exhaust pipes.
DISMANTLING
1. Screw on cylinders by hand 8 Put on the distance sleeves 861156 and hydraulic cylin-
2. Connect hoses, open valve.
Tighten cylinders by hand. ders 861159 and proceed with opening of cylinder head nuts.
9 Remove the cylinder head nuts.
10 Apply the lifting tool 832004 and lift off the cylinder
head.
11 Cover the cylinder opening with a piece of plywood or
something similar and apply the caps to protect the screw
threads.
Hydraulic oil

3. Screw cylinders 180˚

counter -clockwise.
4. Close valve, rise pressure.
5. Open the nut about half a turn.
6. Open release valve, remove tool.
Lifting of cylinder head

832 004 Lifting tool for cylinder

head
832 004

Fig 12-2 2012559326

12.2.2 General maintenance of the cylinder head

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

WÄRTSILÄ 20 12 - 3
 12 Cylinder Head with Valves 20-200305-01

12.2.3 Mounting of the cylinder head

1 Clean the sealing surfaces and put a new cylinder head
gasket, new multiduct gasket and new O-rings for the cooling
water jacket and push rod protecting pipe.
2 Lubricate the O-ring sealing surfaces with grease or oil.
3 Apply the lifting tool 832004 to the cylinder head.
4 Lift on the cylinder head. Pay special attention to the
multiduct gasket, that it is intact and correctly mounted.
5 Screw on the cylinder head nuts and tighten by hand.

Note! It is very important to ensure that multiduct sealing surface is

properly aling against cylinder head sealing surface before
hydraulic tightening of cylinder head nuts. Improperly alig-
ment can cause the water leakage into the cylinder.

6 Connect the multiduct, fit the screws and tighten by

hand.
REASSEMBLING
1. Screw on nuts, attach distance
sleeve.
7 Put on the distance sleeves 861156, screw on the hy-
Screw on cylinders by hand.
2. Connect hoses, open valve.
draulic cylinders 861159 and proceed with tightening of cylin-
Tighten cylinders by hand. der head nuts. Tightening in two steps is recommended.
8 Tighten the multiduct screws to the torque stated in
chapter 07.
9 Connect the pipes, the fuel leak pipe, lube oil pipes and
the injection pipe.
Hydraulic oil

10 Fit the push rod protecting pipes.

3. Close the valve and pump
pressure to the stated value.
4. Screw the nuts until close 11 Fit the push rod and the rocker arm bracket.
contact to face.
5. Open the valve and
remove tool set. 12 Adjust the valve clearance, see section 12.2.4. See
chapter 06. for clearances.
13 Put on the cylinder head cover, remember to change
new hose gasket for the cover. Hose gasket to be glued at points
with Bostik-glue A3.
14 Apply the protecting caps to the cylinder head screws.
15 Before starting, fill the engine cooling water system.
Turn the crankshaft two revolutions, with the indicator cocks
open.
Glue points

12.2.4 Adjusting valve clearance and yoke

1 Turn the crankshaft to TDC at ignition for the cylinder

concerned.

12 - 4 WÄRTSILÄ 20
 20-200305-01 Cylinder Head with Valves 12

2 Loosen the counternuts of the adjusting screws on the

rocker arm (2) as well as on the yoke (4), and turn the adjusting
screws in counter-clockwise direction to provide ample clear-
ance.
3 Press the fixed end of the yoke against the valve stem
by pressing down the adjustable end. Screw down the adjusting
screw (3) until it touches the valve end and note the position
of the spanner (pos. a). Now press down the fixed end. Keep on
screwing down while the yoke tilts, until the guide clearance
is on the other side and the fixed end of the yoke starts lifting
from the valve stem. Note the position of the spanner (b).
4 Turn the adjusting screw counter-clockwise to the middle
position between “a” and “b”, i.e. “c”, and lock the counter nut
of the adjusting screw.
5 Put a feeler gauge corresponding to the valve clearance
between the surface of the yoke and the shoe at the rocker arm.
Tighten the adjusting screw (1) until the feeler gauge can be
moved to and fro only with slight force. Hold the adjusting
screw and tighten the counter nut. Check that the clearance
has not changed while tightening.

Adjusting valve clearance

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

3. Adjusting screw for

valve yoke

4. Counter nut

a b c

Fig 12-3 2012580306

WÄRTSILÄ 20 12 - 5
 12 Cylinder Head with Valves 20-200305-01

12.3 Exhaust and inlet valves and seat rings

12.3.1 General description

Data and dimensions The cylinder head has four valves fitted, two inlet valves and two
Material: High quality steel exhaust valves. All the valves are made of surface-treated heat
Diameter resistant steel. The inlet valves are bigger than the exhaust
-inlet valve: 73 mm valves.
-exhaust valve: 66 mm
The valves move in cast iron guides, which are press fitted in
Valve seat ring the cylinder head and can be replaced. The valve guides have an
Material: High quality steel O-ring (sealing against the valve stem), which is located at the
Angle top of the guide bore.
-inlet seat: 20° The valves are provided with one valve spring per valve and
-exhaust seat: 30° valve rotating devices or valve spring retainers.
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 O-rings.

12.3.2 Dismantling valves

1 Fit the tool 846010 according to Fig 12-4.
2 Compress the springs about 15-20 mm by the screw.
3 Knock at the centre of the valve discs with a soft piece
of wood, plastic hammer or similar, whereby the valve cotters
come loose and can be removed.
4 Unload the tool.
5 Spring retainers and springs can now be removed.

Tool assembly for dismantling valves

A. Fastening screw
A

Fig 12-4 2012529312

12 - 6 WÄRTSILÄ 20
 20-200305-01 Cylinder Head with Valves 12

6 Note the marks of the valves or mark them according to

Fig 12-5 so they can be re-installed into the same guide if they
are in good condition.

Marking of valves

A. Inlet valve Air in Ex out

B. Inlet valve
C.Exhaust valve
D. Exhaust valve
A D

B C

View from underside

Fig 12-5 2012549313

12.3.3 Checking and reconditioning of

valves and seats
1 Clean the valves, seats, ducts and guides as well as the
underside of the cylinder head.
2 Control the burning-off on the valve disc according to
Fig 12-6. The measure “Y” should be more than 4.5 mm (nomi-
nal 5.5 mm) and measure “Z” should be less than 2 mm. If the
measures exceed these limits the valve must be replaced.

Control of burning-off on valve

Burn-off area

Y Z

Fig 12-6 2012569805

WÄRTSILÄ 20 12 - 7
 12 Cylinder Head with Valves 20-200305-01

3 Check the sealing faces of 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 by hand a few times. If the sealing
faces are bright or if there is a coherent sealing face, grinding
is not recommended. If there is slight pitting, lapping only 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 nitrogen is recommended, but pressing in with oil
lubrication can also be accepted. After fitting in, check the
guide bore and calibrate, if necessary.

12.3.4 Lapping
If there are slight pits on the sealing faces they can be lapped by
hand:
1 Fit the turning tool to the valve.
2 Apply a thin layer of lapping compound to the sealing
surface of the valve; No.1 for coarse lapping, No.3 for fine
lapping.
3 Rotate the valve to and fro towards the seat with the
turning tool 841001. 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.

12 - 8 WÄRTSILÄ 20
 20-200305-01 Cylinder Head with Valves 12

1 Seat face of the inlet valve: The seat angle of the inlet
valve is 20° with a tolerance of ± 0.05°. Minimum allowable inner
diameter of sealing surface after grinding is 52 mm; after that,
ø min. the valve must be replaced by a new one.
2 Seat face of the exhaust valve: The seat angle of the ex-
haust valve is 30° with a tolerance of 0°- +0.10° to achieve contact
to the seat ring at the inner edge of the valve seat. Minimum
allowable inner diameter of sealing surface after grinding is
48 mm; after that, the valve must be replaced by a new one.
3 Seat ring for the inlet valve: The seat angle of the inlet
valve seat ring is 20° with a tolerance of ± 0.10°. The seat can
be ground until the outer seat diameter is 78 mm; after that,
the ring must be replaced by a new one.
4 Seat ring for the exhaust valve: The seat angle of the ex-
haust valve seat ring is 30° with a tolerance of 0°- +0.20°. The
seat can be ground until the outer diameter is 68.6 mm; after
that, the ring must be replaced by a new one.

Note! After grinding a light lapping is recommended to provide

contact between valve and seat

12.3.6 Change of seat ring

12.3.6.1 Removal of the old ring

The exhaust seat ring can most conveniently be removed hydrau-
lically by using tool 846050, which can be ordered from the engine
manufacturer. In case the special tool is not available a scrapped
valve can be used.
1 Fit a scrapped valve to the seat and weld it to the seat
by means of electric beam welding. Preferably the valve disc
should be machined to a diameter 55-60 mm to get a better
welding.
2 Press or knock out the ring but be careful not to damage
the valve guide.

12.3.6.2 Fitting a new inlet valve seat ring

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

WÄRTSILÄ 20 12 - 9
 12 Cylinder Head with Valves 20-200305-01

12.3.6.3 Fitting a new exhaust valve seat ring

1 Clean the bore carefully with a grit 400 or finer emery
cloth.
2 Check the bore diameter in the cylinder head, see sec-
tion 06.2 in this manual.
3 Cool the seat ring to -20 - -25°C prior to fitting. Note that
a temperature lower than -25°C may damage the O-rings at
mounting.
4 Heat up the entire cylinder head to 100°C by means of
either steam heating, e.g. put the cylinder head into a closed
box, or a gas burner.

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

5 Mount the O-ring(s) on the cooled valve seat.

6 Apply soap-water solution to lubricate the o-rings.
7 Mount the exhaust valve seat by using one of following
methods:
• Put the seat rings into a guiding bush and press in the seat
with a guided arbor. A special tool 837032 is also available.
This tool can be ordered from the engine manufacturer.
• Insert the seat ring by using an exhaust valve. Knock on the
valve until the seat ring is correctly seated.

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

so that the seat ring is correctly seated.

8 Check the eccentricity of the sealing face in relation

to the valve guide, and if it exceeds 0.1 mm, the seat surface
should be ground in a seat grinding machine.
9 Pressure test the cylinder head water side before mount-
ing with a test pressure of 10 bar if possible.Use pressure test
tool (847 004 and 847 005) for blocking the water holes of
cylinder head.

12.3.7 Reassembling of the engine valves

1 Check the valve springs for cracks, corrosion or wear
marks, and if any, replace the springs by new ones.
2 Put new seal rings in the valve guides.
3 Lubricate the valve stems with engine oil.
4 Put in the valves and check for free movement.

12 - 10 WÄRTSILÄ 20
 20-200305-01 Cylinder Head with Valves 12

5 Put on the springs and rotators. Replace the valve rota-

tors if they are worn or damaged.
6 Compress the springs with the tool set.
7 Put in the valve cotters and unload the springs.
8 Check that the valve cotters fit properly.
9 Check function of the valve rotators by putting a mark
for instance by using a felt pen on the valve disc and a corre-
sponding mark on the cylinder head. Hit gently on the valve
stem by using a non-recoiling hammer to check the rotation.

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 12-7. 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.

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

WÄRTSILÄ 20 12 - 11
 12 Cylinder Head with Valves 20-200305-01

Open and close indicator valve

The cock moves upward Always use the special

when closing clockwise handle when closing !

Fig 12-7 3212558935

12 - 12 WÄRTSILÄ 20
 32-200142 Testing of cylinder tightness Appendix A

12.A. Testing of cylinder tightness

12.A.1 Testing
A tool can be used for control of cylinder and valve tightness.
Note! Should be done immediately after engine stop.
1 Turn the piston to TDC (all valves closed) for the cylinder con-
cerned.

12.A.1.1 Connecting of the tool for Wärtsilä 20/32 and Vasa 32

1 Connect the tool (848020, Wärtsilä 20), (800064, Wärtsilä 32),

(848020, Vasa 32) to the open indicator valve. Continue with section
12.A.1.4.

12.A.1.2 Connecting of the tool for Wärtsilä 34SG

1 Remove the cover plate , ignition coil and the spark plug ex-
tension and other necessary components. See section 12.2.
2 Remove the spark plug, mount the distance sleeve 3V84H85
(848052) with seal ring and tighten to the stated torque.
3 Connect the pressure gauge and valve assembly to the
distance sleeve.
4 Install the tool (848020) to the cylinder head. Continue with
section 12.A.1.4.

12.A.1.3 Connecting of the tool for Wärtsilä 32DF

1 Remove injection valve with neccessary pipes. See section 12.2.

2 Assembly the distance sleeves 3V84H85 (848052) and
2V84H97 (848061) with necessary seals.
3 Connect the pressure gauge and valve assembly to the
distance sleeves.
4 Install the tool (848020) to the cylinder head. Continue with
section 12.A.1.4.

Wärtsilä 20/32/34 A-1

Appendix A Testing of cylinder tightness 32-200142

Testing tool of cylinder tightness

WÄRTSILÄ 20, 848020

WÄRTSILÄ 32, 800064
VASA 32, 848020 WÄRTSILÄ 34SG, 848020 WÄRTSILÄ 32DF, 848020
5 5 5
4 4 6 4 6
6

3 7 3 7 3 7

2 8 2 8 2 8

1 9 1 9 1 9

0 10 0 10 0 10

848 052

848 052

848 061

Fig A-1 321260200142

12.A.1.4 Measurement

1 Connect air to the tool with a pressure of 6-7 bar (= normal

working air pressure). Open the valve on the tool and record the pressure.
2 Close the valve. Measure the time in seconds it takes for the
pressure dropping to 0.5 bar.
• If the pressure from the beginning was 6 bar and it takes more
than 10 sec. for the pressure to drop to 0.5 bar, the result is
acceptable.
• If the pressure drops directly to 0 bar, it is possible that one or
more valves are sticking or the valve(s) are burnt.
A sticking valve can be found from the immobility of the valve
when the engine is turned.
A burnt valve can normally be seen from the exhaust tempera-
ture. If the valve clearance is zero that would also cause an direct
pressure drop.
• Carbon particles trapped between the valve and the seat when
the engine is stopped could also prevent the valve to close properly
thus causing a direct pressure drop. If that is suspected, the
engine should be run for a few minutes and after that a new check
of the same cylinder.
• If a blow-by between the cylinder liner and piston is suspected e.g.
from fast fouling of filters or high crankcase pressure, it is best to
take readings of the complete engine and make a comparison.
For example: From a six cyl. engine you get a serial: 12, 17, 15,

A-2 Wärtsilä 20/32/34

 32-200142 Testing of cylinder tightness Appendix A

4, 19 and 18 seconds.
This shows that cyl.no.4 is the one to be suspected for a blow-by.
The test can be verified by listening for leaking sounds inside
crankcase during testing.
• If the time is limited to overhaul only one piston, it is recom-
mended to dismantle the worst measured blow-by piston for
inspection. The result of inspection gives a hint of general engine
condition.
• When re-testing the cylinder after an overhaul a rapid pressure
drop can be observed. The reason for this is because the running
in of piston rings is not yet performed.

Note! Keep pre-lubricating pump running during test.

Note! The turning gear should be engaged during test.

• In general, the location of leakage can be found by listening when

the air valve is open.

Attention! A general condition of engine is indicated with the test device, but
more important is the operation data records.
The overhauls must be made according to recommended over-
haul intervals and not only when the pressure test shows a big
blow-by.

Wärtsilä 20/32/34 A-3

Appendix A Testing of cylinder tightness 32-200142

A-4 Wärtsilä 20/32/34

 20-9901/II Camshaft Driving Gear 13

13. Camshaft Driving Gear

13.1 General description

The camshaft is driven by the crankshaft through a gearing. The
gearing consists of a gear wheel ring (6), which is press fitted to
the crankshaft, and two intermediate gears (3 and 21) and a
camshaft driving gear (1), see Fig 13-1.
The bearing shafts of the intermediate wheels are journalled in
the engine block. The camshaft driving wheel (1) is fastened
between the end of the camshaft and the extension. For the speed
governor drive a helical gear wheel is located at the end of the
camshaft. Lube oil nozzles provide lubrication and cooling for the
gearing.
The camshaft rotates with half of the engine speed in the same
direction as the engine.

Camshaft driving gear

1. Drive gear for camshaft

3. Bigger intermediate gear
for camshaft drive
6. Gear wheel for crankshaft
21. Smaller intermediate gear
for camshaft drive
1

21

Flywheel end

Fig 13-1 2013549937

WÄRTSILÄ 20 13 - 1
 13 Camshaft Driving Gear 20-9901/II

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 friction
connection. The lubrication for the bearings is arranged through
drillings in the shaft and in the wheels from a distributing pipe.
The basic adjustment of injection timing is done with the gear
wheel (1) for camshaft (Fig 13-2). By loosening the round nut (14)
of the camshaft, the friction connection of the gear wheel to the
camshaft is released. The timing can be adjusted if the crankshaft
is rotated in relation to the camshaft.

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

DISMANTLING
1. Screw on cylinders by hand Whenever the opportunity occurs, check the condition of the
2. Connect hoses, open valve.
Tighten cylinders by hand. gears. Measure tooth backlash and bearing clearances, see section
06.2. An early detection of any tooth damage can prevent serious
damage.
Hydraulic oil

3. Screw cylinders about two and

13.2.2 Basic adjustment of valve timing
half a turn backwards.
4. Close valve, rise pressure.
5. Open the nut about two and
half a turn. The basic adjustment of the valve and injection timing is done by
6. Open release valve, remove tool.
changing the relative position of the camshaft and gearwheel (1).
If the position is changed, the position of the camshaft is changed
in relation to the crankshaft.

Note! The relative position between the camshaft and crankshaft is

adjusted at the factory and should not be changed unless it is
absolutely necessary.

REASSEMBLING
1. Screw on nuts, attach
distance sleeve.
1 Remove the camshaft end cover (13), see Fig 13-2.
Screw on cylinders to
the bottom by hand.
2. Connect hoses, open valve.
2 Turn the crankshaft until the position of correct injection
Tighten cylinders by hand. timing.
3 Install the hydraulic tool 861169 on the screw (12).
Hydraulic oil
4 Loosen the nut by using correct hydraulic pressure (see
chapter 07., section 07.3) and turn the crankshaft. The inter-
3. Close the valve and pump
pressure to the stated value. mediate and camshaft gear wheel should then rotate while the
4. Screw the nuts until close
contact to face. camshaft should stand still.
5. Open the valve and
remove tool set.

13 - 2 WÄRTSILÄ 20
 20-9901/II Camshaft Driving Gear 13

5 Tighten the screw connection and recheck the injection

timing, see section16.2.3..
6 Remove the hydraulic tool and install the camshaft end
cover.

Note! The round nut (14) of the camshaft is guided against a shoulder
in the gear wheel for governor drive (10). When tightening the
camshaft screw close attention has to be paid to get the nut
correctly against the guiding face in order to prevent damag-
ing the parts.

Camshaft driving gear

7 8 9
1. Gear wheel for camshaft 1 10
2. Extension shaft Indicating mark 11
3. Intermediate gear wheel
12
4. Bearing bush 2
5. Crankshaft 13
6. Gear wheel for crankshaft 3 14
7. Screw 15
8. Thrust bearing bush 4 16
9. Housing
17
10. Gear wheel for governor drive
11. End piece 18
12. Screw 19
13. Cover 20
14. Round nut
21
15. Screw
16. Screw
17. Screw
5
18. Shaft
19. Cover
20. Bearing bush
21. Intermediate gear wheel

Fig 13-2 2013539937

WÄRTSILÄ 20 13 - 3
 13 Camshaft Driving Gear 20-9901/II

13.2.3 Removing of camshaft driving gear

1 Remove the gearing covers and the adjacent camshaft
cover.
2 Turn the crankshaft to TDC at firing for cylinder No. 1.
3 Remove the governor unit and the speed pick-ups.
4 Remove the governor drive cover plate (13)
see Fig 13-2, and disconnect oil supply pipe.
5 Open the nut (14) and remove the drive gear for
the governor (10).
DISMANTLING
1. Screw on cylinders by hand
2. Connect hoses, open valve. 6 Open the screws (7) and remove the complete governor
Tighten cylinders by hand.
drive assembly.
7 Remove the end piece (11)
Hydraulic oil
8 Remove the camshaft gear wheel (1).
3. Screw cylinders about two and
half a turn backwards.
9 Remove the intermediate gear wheel cover (19) and
4. Close valve, rise pressure.
5. Open the nut about two and
spray nozzles.
half a turn.
6. Open release valve, remove tool. 10 Remove the extension shaft (2).

11 Open the fastening screws (17) and remove the shaft

piece (18) and the small intermediate gear wheel (21).
12 Remove the big intermediate gear wheel (3).

13.2.4 Mounting of the camshaft gearing

Note! Make sure that the crankshaft is in TDC at ignition for cylinder
No.1 before proceeding with the job.

1 Lubricate the bearing bushes (4) and (20), see Fig 13-2 .
2 Lift the big intermediate gear wheel (3) into position.
3 Insert the small intermediate gear wheel (21) onto the
collar of the big intermediate gear wheel.
4 Insert the shaft piece (18) and hand tighten
the fastening screws (17).
5 Insert the extension piece (2) ensuring that
the indicating mark (Fig 13-2) is visible and in a horizontal
position.
6 Lift the camshaft gear wheel (1) into position.
Ensure that the camshaft gear wheel is mounted with the
deeper side towards the screw connection.
7 Insert the end piece (11).
8 Insert the housing for the governor drive. Replace the O-
ring with the new one.Tighten the screws (7) to stated torque.

13 - 4 WÄRTSILÄ 20
 20-9901/II Camshaft Driving Gear 13

9 Insert the gear wheel for governor drive (10) and the
screw (12) into position. Insert and hand tighten the nut (14).

Note! Pay close attention to insert the nut to the guiding collar in the
gear wheel for the governor drive before installing the hydrau-
lic tool onto the screw!

REASSEMBLING
1. Screw on nuts, attach
distance sleeve.
10 Tighten the screw (17) for the intermediate gear wheel to
Screw on cylinders to
the bottom by hand.
stated torque.
2. Connect hoses, open valve.
Tighten cylinders by hand. 11 Lift the hydraulic tool onto the screw and rise the pres-
sure to 300 bar and tighten the nut.
12 Check the injection timing according to chapter 16., sec-
Hydraulic oil
tion 16.2.3.
3. Close the valve and pump
pressure to the stated value. 13 Tighten the nut to the full stated pressure according to
4. Screw the nuts until close
contact to face. chapter 07., section 07.3.
5. Open the valve and
remove tool set. 14 Mount the governor unit and the speed pick-ups.

15 Install the covers for the gearing and the camshaft.

16 Mount all the covers and the oil pipes.

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

13.3 Crankshaft gear ring

The gear wheel ring (6) is press fitted to the crankshaft. Removing
and mounting the gear ring requires special knowledge and
should be conducted by authorized personnel only.

WÄRTSILÄ 20 13 - 5
 13 Camshaft Driving Gear 20-9901/II

13 - 6 WÄRTSILÄ 20
 20-200101/II 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 piston type
valve tappets (2) moving in a common guide block casing; the
multihousing (3), tubular push rods (6) with ball joints, nodular
cast iron rocker arms (8) journalled on a rocker arm bearing
bracket (11), yokes (10) guided by a yoke pin in the cylinder head.

Valve mechanism

1. Roller pin 8
2. Valve tappet 7
3. Multihousing
4. Cover for valve tappet
11 10
5. Protecting sleeve
6. Push rod
7. Retainer ring
8. Rocker arm
9. Screw
6
10. Valve yoke
11. Rocker arm bracket 5
SECTION A-A
12. Screw 4 12
13. Securing screw A
3

1
A

13

Fig 14-1 2014519421

WÄRTSILÄ 20 14 - 1
 14 Valve Mechanism and Camshaft 20-200101/II

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 two long screws. The steel
journal is press fitted in the bracket. The positioning of the journal
is important for the oil supply to the valve mechanism.
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 other flows in the cylinder head are through
drillings. Oil to the valve yokes passes through the rocker arm
bracket in an intermittent flow controlled by the drilling in the
rocker arm. The rocker arm is in position to supply oil only when
it is in the “open valve” position. 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.

Note! The intermittent oil flow will cause a minimal oil flow to the valve
mechanism. The oil flow to a cylinder head with all valves
closed is “shut off”. To completely check the oil flow to a
cylinder head, the engine must be rotated during prelubrica-
tion.

14.1.3 Maintenance of valve mechanism

Normally, the valve mechanism need no maintenance, but inspec-
tion of the components and check for wear should be made at
intervals stated in chapter 04. See chapter 06. for adjustments
and wear limits. If the valve mechanism is dismantled, the
components should be marked and later assembled in the same
position as before to avoid unnecessary wear.

14.1.3.1 Dismantling of valve mechanism

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.

14 - 2 WÄRTSILÄ 20
 20-200101/II Valve Mechanism and Camshaft 14

3 Unscrew the screws (9) and remove the rocker arm bear-
ing bracket (11) from the cylinder head.
4 Remove the retainer rings (7) and rocker arms (8). To
remove the retainer rings, use pliers 843004.
5 Remove the push rods (6), injection pipe, fuel leak pipes
and the protecting sleeves (5).
6 Remove necessary pipes, i.e. air pipe and lube oil pipes.
Loosen the control shaft bracket. Disconnect the fuel rack.
7 Open the fuel pipe connection between the multihous-
ings concerned. Use circlip pliers to slide the fuel retainer ring
to one side. Move the fuel line connecting sleeves clear of the
adjacent fuel pipes.
8 Loosen the fastening screws (12), remove the high pres-
sure connecting piece and protecting sleeve. Remove the hous-
ing (3).
9 Remove the securing plate (13). The valve tappets can
now be withdrawn. Before dismantling, mark the parts for
mounting into the original positions.
10 The tappet roller and pin can now be separated by
depressing the retainer into the pin and slide out. The tappet
should be covered, as the retainer is under spring tension.

14.1.3.2 Inspection of valve mechanism parts

1 Clean the rocker arm bore and the journal and measure
for wear. When cleaning, pay special attention to the oil holes.
2 Clean and inspect all parts of the valve tappet.
When cleaning, pay special attention to the oil holes.
3 Measure the valve tappet boring and the journal as
well as the tappet roller for wear.
4 Change the O-rings of the cover (4) if they are dam-
aged or hard.

14.1.3.3 Assembling of valve mechanism

1 Lubricate the parts of the valve tappet with clean en-
gine oil and assemble. Observe the marks for correct positions.
2 Insert the valve tappets (2) into the multihousing and
mount the securing plate (13).
3 Mount the cover (4).
4 Mount the complete housing onto the engine and
tighten the screws to the stated torque according to chapter 07.

WÄRTSILÄ 20 14 - 3
 14 Valve Mechanism and Camshaft 20-200101/II

5 Connect the fuel pipes between the multihousings con-

cerned. Move the fuel line connecting sleeves on the adjacent
fuel pipes. Use circlip pliers to slide the fuel retainer ring to its
groove.
6 Grease the O-rings, insert the protecting sleeves (5) and
push rods (6) into the guide block.
7 Mount the yoke. For adjusting the yokes, see section
12.2.4.
8 Lubricate the rocker arm bore and mount the rocker arms
(8) on the bracket.
9 Apply the retainer rings (7) by using pliers 843004 and
check the axial clearance and free rotation of rocker arms.
10 Mount the rocker arm bracket on the cylinder head and
tighten the screws (9) to the stated torque, see section 07.1.

Note! The rocker arm bracket have to be centered.

11 Connect the pipes, air pipe, injection pipe, fuel leak

pipes and lube oil pipes. Mount the control shaft bracket.
Connect the fuel rack.
12 Check the valve clearance acc. to section 06.1 and
mount the covers.

14.2 Camshaft

14.2.1 Description of camshaft

Data and dimensions The camshaft is built up of one-cylinder camshaft pieces (1) and
Material: Special steel, separate bearing pieces (2).
case hardened The drop forged camshaft pieces have integrated cams, the
sliding surfaces of which are case hardened. The camshaft is
Weight: Camshaft piece
driven by the crankshaft through a gearing at the driving end of
14,6 kg
Bearing piece 8,6 kg the engine. At this end the camshaft is provided with a helical
gear for driving of the speed governor.
The camshaft has an axial bearing in the driving end. The oil
supply is arranged to the axial bearing from the driving end of
the engine. The camshaft has a bore, through which oil is supplied
to every camshaft bearing and further up to the multihousing.
The rotation speed of the camshaft is only half of the engine speed.

14 - 4 WÄRTSILÄ 20
 20-200101/II Valve Mechanism and Camshaft 14

Camshaft

1. Camshaft piece 11
2. Bearing piece
3. Bearing piece 5 10
4. Screw 4 3 2 1
5. Extension piece
6. Drive gear
7. End piece
8. Screw
9. Nut
10. Gear
9 6 7 8
11. Guide pin

Fig 14-2 2014569834

14.2.2 Removing of camshaft piece

1 Remove the camshaft covers. Remove the rocker arm
brackets and the injection pumps of the cylinders concerned.
Before removing the injection pumps remove the control shaft
completely or support it well.
2 Loosen the nut of the screw 4 or 8, depending of the
cylinder concerned and note the position of the camshaft piece,
using the hydraulic tool 861158 and 861169, see chapter 07.
for correct pressure.

Note! When opening the camshaft connection the hydraulic jack is

to be turn to the bottom, then opened for a two and half of a
cycle. The nut is to be opened for two and half turn and
pressure relased slowly.

3 Remove the screw from the camshaft.

4 Separate the camshaft piece concerned from the
bearing pieces by using a suitable lever. Pay attention not to
damage the tappet rollers or camshaft pieces when moving the
shaft axially!
5 Move the camshaft piece carefully via the camshaft
doors.

14.2.3 Mounting of camshaft piece

1 Clean and degrease the flange connection surfaces.

WÄRTSILÄ 20 14 - 5
 14 Valve Mechanism and Camshaft 20-200101/II

2 Insert the guide pins with retainer ring with the longer
part of the pin to the bearing journal Fig 14-2.
3 Clean and lubricate the camshaft bearing bushes
with clean engine oil.
4 Insert the bearing piece carefully into the bearing
housing. Pay attention to the position of the bearing piece.
5 Install the camshaft piece between two bearing journal
and onto the guiding face of the bearing pieces.
6 Insert the M42*3 screw and pre-tighten it by hand
7 Check the injection timing prior to tightening the cam-
shaft driving gear wheel to full torque.See chapter 16.2.3.
8 Hand tighten the nut and install the hydraulic tool. Rise
the pressure in two steps, first to 300 bar and tighten the nut.
Then tighten the nut to a pressure acc. to chapter 07.

Note! When tightening the camshaft connection keep the hydraulic

jack to the bottom.

9 Check the valve tappets and rollers carefully. Even

slightly damaged tappet rollers have to be changed.
10 Mount the injection pumps, injection pipes and rocker-
arms.
11 Mount the cover.
12 Check the valve clearances.

14.3 Camshaft bearings

14.3.1 Inspection of the camshaft bearing bush

When the camshaft 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 chapter 06., section
06.2. If the wear limit for one camshaft bearing bush is reached,
all camshaft bearing bushes should be replaced. A special tool is
developed for this purpose, see Fig 14-3.

14.3.2 Changing of camshaft bearing bush

1 Lubricate the new bearing bush with clean oil on the
outer surface and put it on the guide sleeve (5). The distinct
mark must be positioned downwards and towards the flywheel
end, see Fig 14-3.

14 - 6 WÄRTSILÄ 20
 20-200101/II Valve Mechanism and Camshaft 14

Note! The bearing bush without the oil groove can be used only in
the camshaft bearing bore No.1.

2 Put the thrust discs (1 and 4) and the pull screw (3) in
place and tighten the nut by hand until the new bearing bush
meets the old one.
3 Tighten the nut (2) to press out the old bearing bush and
simultaneously mount the new bearing bush in place.
4 Unscrew the nut and dismantle the removing/mounting
tool.

Changing of camshaft bearing bush

1. Thrust disc 1 2 3 4 5
2. Nut
3. Pull screw
4. Thrust disc
5. Guide sleeve

Bearing bush, new Bore No.1

Bearing bush
Oil hole Bearing bush, old
5 4 2 1 3

Distinct mark Bearing bush, old

Bearing bush, new

Fig 14-3 2014579834

14.3.3 Changing of camshaft bearing bush No.1

1 Lubricate the new bearing bush with clean oil on the
outer surface and put it on the guide sleeve (5). The distinct
mark must be positioned downwards and towards the flywheel
end, see Fig 14-3.
2 Put the thrust discs (1 and 4) and the pull screw (3) in
place and tighten the nut by hand until the new bearing bush
meets the old one.

WÄRTSILÄ 20 14 - 7
 14 Valve Mechanism and Camshaft 20-200101/II

3 Tighten the nut (2) to press out the old bearing bush and
simultaneously mount the new bearing bush in place.
4 Unscrew the nut and dismantle the removing/mounting
tool.

14 - 8 WÄRTSILÄ 20
 20-200511-04 Turbocharging and Air Cooling 15

15. Turbocharging and Air Cooling

15.1 Turbocharger

15.1.1 General description

Data and dimensions The turbocharger utilizes the energy of the engine exhaust gas to
Weight (dry): feed more air to the engine, thereby offering advantages such as
- TPS 48 140 kg boosted engine power output and thriftier fuel consumption.
- TPS 52 230 kg The exhaust gas discharged from the cylinders of the engine are
- TPS 57 361 kg
led through the exhaust manifold into the turbocharger and
Material: accelerated in the turbine housing before the passages of the
- Casings: special cast iron turbine wheel. The turbine rotates at a high speed and turns the
- Turbine: special heat compressor wheel mounted on the same shaft as the turbine
resistance steel wheel. The compressor takes air, often through a filter, from the
- Compressor: light metal alloy engine surroundings and compresses it to a higher pressure. A
or titanium alloy higher pressure results in a higher density of the air which means
- Bracket: cast iron 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 radial turbine type, i.e.
the gas enters the turbine axially and leaves it radially. The shaft
connecting the turbine wheel to the compressor wheel is sup-
ported by two bearings between the turbine and compressor
wheel. The compressor is of radial type, i.e. air enters the turbine
radially and leaves it axially.
The bearings are lubricated with lubricating oil from the engine
lubricating system.
The air outlet housing of the turbocharger is connected to the
air duct of the engine through a piece of metal bellows (1), which
allows thermal expansion of the air duct. The air duct is designed
to reduce the speed of the air in an efficient way before it enters
the air cooler. The air duct is provided with guiding vanes for an
equal distribution of air over the whole air cooler surface. The air
duct is fixed in position to the air cooler housing.

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

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 15 Turbocharging and Air Cooling 20-200511-04

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.

Turbocharger and charge air cooler assembly

TC at the driving end (LD)

1. Bellows 3

2. Air cooler

3. Bellows

4. Charge air pipe

2
A
5. Cover 1
6
6. Air inlet piece

7. Water connection 5

8. Drain pipe
SECTION A-A
9 8
9. Air box
7 A
10. Diffuser

2
TC at the free end (LF)
3
2 A

6 1

8 10 4
A

Fig 15-1 2015710336

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 20-200511-04 Turbocharging and Air Cooling 15

15.1.2 Turbocharger maintenance

Normal overhauls can be carried out without removing the tur-
bocharger from the engine. When dismantling, remove the pro-
tecting covers and 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
following instructions and the instructions of the turbocharger
manufacturer. It is recommended to use the service net of the
engine manufacturer or the turbocharger manufacturer.

15.1.3 Water cleaning of the 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 vanes. This cleaning method does not work on very dirty
turbines which have not been washed regularly.
If the normal water cleaning of the turbine does not effect much
on the exhaust gas temperature level, hard deposits have prob-
ably 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.
At water cleaning the water must be injected into the exhaust
system with the engine running at reduced output (see 15.1.4,
step 1). The disadvantages of reducing the output occasionally is
not significant compared with the advantages of cleaning.
The necessary water flow is basically dependent upon the volume
of gas and its temperature. The flow should be adjusted so that
the major part of the water is evaporated and escapes through
the exhaust. It is important that all of the water does not evapo-
rate, since the cleaning effect is based upon the water solubility
of the deposits and the mechanical effect of the impact of the water
drops. Additives or solvents must not be used in the cleaning
water. The use of salt water is prohibited.

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 15 Turbocharging and Air Cooling 20-200511-04

Water cleaning of the turbine

1. Valve TC at the driving end TC at the free end

2. Quick-coupling

3. Flow meter

4. Valve 1

Fig 15-2 2015700025

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

The nozzles are all connected to a common water connection
which has a valve and a quick-coupling. The water flow is control-
led by flow meter (3) to a suitable value, see table below.

Water cleaning of turbine

Turbocharger size Water flow (l/min)
TPS 48 6
TPS 52 8
TPS 57 10

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.

15.1.4 Turbine Cleaning procedure

The flow meter enables accurate control of the amount water
injected. Before cleaning the turbine, it is advisable to record the
below parameters for later use to assess 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

15 - 4 C2/3
 20-200511-04 Turbocharging and Air Cooling 15

• 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 Run the engine at 25-30% load for 10 minutes to stabi-

lise temperatures. Maintain this load during the entire wash-
ing prosedure. Recommended temperature before turbine
should remain between 400°C and 450°C.
2 Open valve (1) to confirm free passage.
3 Connect the water hose to the quick coupling as in Fig 15-2.
4 Open the water supply valve (4) before the flow meter
(3) and immediately adjust the water flow according to the
table shown above, wash 30 seconds. Stop washing by closing
the valve (1)

WARNING! Water injection time and the exhaust gas tempera-

tures are to be carefully observed. Continuous (heavily ex-
ceeding 30 seconds) water flow may cause a failure of the
turbocharger. Too high exhaust gas temperatures (>450°C)
may result in impermissible thermal stresses.

5 Run the engine for 10 minutes to stabilise the tempera-

tures
6 Open the 2-way valve and wash for another 30 seconds.
7 Run the engine for 10 minutes to stabilise the tempera-
tures.
8 Repeat steps 6 and 7 once more. Washing water
should now have been injected three times.

After the washing, run the engine for 10 minutes at least at

25-30% load to stabilise the temperatures.
If three times washing is not sufficient to clean the turbine (based
on the operating parameters) it is recommended to further per-
form two additional washing sequences.
Washing the turbine more than three times also indicates that
it is advisable to shorten the intervals between each cleaning
occasion.

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 15 Turbocharging and Air Cooling 20-200511-04

15.1.5 Water cleaning of the 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 does not eliminate the need for normal
overhauls, for which the turbocharger has to be completely dis-
mantled.
Through an inlet pipe can pressured air enter the dosing vessel.
The water is injected to the compressor through the pipe (4), see
Fig 15-3 or Fig 15-4 depending on location of the turbocharger.
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 0.4 dm3.
For water injection, the measuring cup 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 uncon-
trolled quantity of water to enter the turbocharger and the diesel
engine.

Water cleaning of compressor,TC at the driving end

1. Cover

2. Valve

3. Knob

4. Water pipe
5. Water cup 3
6. Inlet pipe 6
1
2
5
4

Fig 15-3 2015689938

15 - 6 C2/3
 20-200511-04 Turbocharging and Air Cooling 15

Water cleaning of compressor,TC at the free end

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

3
1
2
4

Fig 15-4 2015589743

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 the charge air pressure, cylinder exhaust gas
temperatures, charger speed, for later use to assess efficiency
of the cleaning, see Fig 15-3 or Fig 15-4 .
2 Loosen knob (3) and remove cover (1).
3 Fill the vessel with water up to 1 cm below the rim.
4 Re-fit cover (1) and tight screw knob (3).
5 Turn valve (2) or press button (2). This admits com-
pressed air from the air receiver to the vessel and forces the
water through a pipe (4) 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.

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

minutes.

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

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 15 Turbocharging and Air Cooling 20-200511-04

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
15 % of the nominal output of the engine with the blanking device
fitted.
It is to be noticed that the locking of the rotor is not recom-
mended as the engine will suffer less with the rotor cartridge
completely removed and the blanking device fitted according to
the instructions in the turbocharger manual.

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
the blanked turbocharger.

Note! The exhaust gas temperatures after the cylinder heads must
not exceed 500°C.

If the engine is operated for longer periods with exhaust tem-

peratures close to 500°C with the blanked turbocharger there is
a risk of piston seizure. This is due to the hot temperatures
internally the piston (cooling gallery) causing the lube 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 cartridge has been removed and
the blanking device fitted in accordance with the instructions in
the turbocharger manual proceed in the following way:
1 Remove air inlet piece (6) ,and disconnect the cables for
sensors of the charge air inlet piece. see Fig 15-1.
2 Make sure that the air entry into the engine is clean and
that no foreign particles can enter the air inlet passage.
3 When the engine is loaded follow carefully that the ex-
haust 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 in any case is about
15 % 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

15 - 8 C2/3
 20-200511-04 Turbocharging and Air Cooling 15

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.

15.2 Charge air cooler

Data and dimension The charge air cooler is mounted between the air duct and air
Material inlet piece, see Fig 15-1.
-Tubes: copper alloy The cooler is of a tube type. The tubes are provided with thin
-Water boxes: cast iron. fins to get a more efficient cooling of the air. The cooling water
Weight : 160 kg (dry)
circulates in the tubes, while the compressed air passes between
Test pressure: 8 bar (water
side) the fins on the outside of the tubes.
The top of the air cooler acts as a venting of the air cooler water
side.

15.2.1 General maintenance

1 Condensate from the air is drained through
a small hole/pipe (8) at the bottom of the air cooler, see Fig 15-1.
Examine regularly that the draining pipe is open by checking
the air flow when running.

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

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

2 At longer stops, the cooler should be either completely

filled or completely empty, as a half-filled cooler increases the
risk of 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 to avoid vacuum when drain-
ing.
3 Clean and pressure test the cooler at intervals accord-
ing to chapter 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 of charge air cooler air side

15.2.2.1 General
Cleaning of the air side should be done early enough to avoid
forming of soot and oil on the fins, which form a hard deposit layer
that is difficult to remove, as well as a build-up of products that
form sulphuric acid (condensation) when left on the fins and tubes
for some time.

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 15 Turbocharging and Air Cooling 20-200511-04

Generally an increase of pressure drop (∆p) over the cooler with

100 mmH2O compared with a new/clean cooler means that the
cooler needs cleaning. The pressure drop should be measured at
100% load or at least always at the same high load level.
15.2.2.2 Ultrasonic cleaning
Cleaning with ultrasonic equipment is recommended as it gives
the best cleaning result.
15.2.2.3 Chemical cleaning
We recommend chemical cleaning of the air side, while cooler is
removed, see section 15.2.3.
15.2.2.4 Recommended detergents
The instructions and handling guidelines provided by the manu-
facturer of the detergent in question should always be observed
when using the chemical.

Recommended cleaning detergents

Supplier Product designation
Basol Ltd. Basol 77
Clensol Ltd. Industrial Clegris
Drew Ameroid Marine Division Ameroid ACC-9
Ashland Chemical Company
One Drew Plaza
Boonton, NJ 07005, USA
Henkel KGaA P3-Grato 90
Düsseldorf
Houseman Ltd Cooltreat 651
The Priory, Burnham
Slough SL1 7LS, UK
Maritech AB H.D. Powder
Box 143 W.1.H.D.S. phenol
S-29122 Kristianstad, Sweden
Nalco Chemical Company Nalfleet ACC
One Nalco Centre
Naperville, Illinois
60566-1024 USA
Nalfleet Marine Chemicals Nalfleet ACC
PO Box 11
Winnington Avenue, Northwich
Cheshire, CW8 4DX, UK
Vecom Holding BV Vecom B-85
PO Box 27
3140 AA Maassluis, Holland

15.2.3 Cleaning of air 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 shield plates.

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 20-200511-04 Turbocharging and Air Cooling 15

2 Remove the water connection and pipes when the

cooling water is drained. Disconnect the cables for sensors of
the charge air cooler assembly.
3 Apply the lifting tool 833 002 and check location of the
lifting eye bolt (LD/LF/4L/5L).
4 Loosen the fastening screws of the air inlet piece (6)
from the engine block. Observe that two screws are inside of
the air inlet piece.
5 Remove the remaining cooler flange screws. On the
LD-engine: Open the cover (5) and remove the fastening screws
of the air cooler inside of the air box (9).
6 Lift of the air cooler (2), air inlet piece (6) and water con-
nection (7) assembly. On the LF-engine the diffuser (10) may
also be removed at the same time to make removal and mount-
ing of the air cooler assembly easier.

Lifting of the air cooler assembly

TC at the driving end (LD) TC at the free end (LF)

2. Air cooler
Location of the lifting eye bolt
6. Air inlet piece 833 002 833 002
LD LF
4L/5L
7. Water connection 2
10. Diffuser
6

7 10
7

Fig 15-5 2015720336

7 Remove the air inlet piece and water connection from

the air cooler.
8 Clean the air side of the cooler by immersing it in a
chemical cleaning bath for at least 24 hours. We recommend
that cleaning tank should be equipped with perforated pipes
on the bottom for the best cleaning effect, see Fig 15-6. During
cleaning steam or pressurized air should be connected to the
pipes to get a good circulation. When cleaning is completed, the
cooler should be flushed by applying a powerful water jet.

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 15 Turbocharging and Air Cooling 20-200511-04

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.

9 Clean the water side by detaching the headers 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.
10 Check the gaskets before reassembling the water con-
nection.
11 Apply sealing compound to the sealing faces ,see sec-
tion of the spare parts catalogue for charge air cooler assembly.
12 Mount the air cooler assebly on the engine.
13 Vent the cooler and check the tightness when starting
up.

Air cooler cleaning tank

Steam or air

Perforated pipes

Cooler insert

Fig 15-6 2015659921

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 20-200244-02 Injection System 16

16. Injection System

16.1 Injection pump

16.1.1 General description

Data and dimensions The engine is fitted with one injection pump per cylinder. The
Multihousing: injection pump is located in a “multihousing”. The functions of the
- material special cast iron multihousing are:
- weight: 25 kg
Injection pump element: • Housing for the injection pump element,
- weight: 4.5 kg • Fuel supply channel along the whole engine,
Injection press: 1500 bar • Fuel return channel from each injection pump,
Plunger: coated
Delivery valve • Guiding for the valve tappets,
opening press.: 22 ± 2 bar • Lubricating oil supply to the valve mechanism.
Constant pressure valve,
opens when the pressure dif-
ference is: 120 ± 10 bar The arrangement with the multihousing represents the ultimate
in safe fuel system. It also gives a compact design without fuel
piping and with easy maintenance operations. An injection pump
element can be replaced without removing the multihousing.
The injection pumps are one-cylinder pumps with built-in roller
tappets. The valve tappets are integrated in the same multihous-
ing. The drain fuel is led in an integrated pipe system with
atmospheric pressure back to the low pressure fuel system circuit.
Each injection pump is equipped with an emergency stop cylin-
der coupled to an electro-pneumatic overspeed protecting system.

16.1.2 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.

WÄRTSILÄ 20 16 - 1
 16 Injection System 20-200244-02

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
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 open. 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 preventing 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
and improves injection regularity by preparing the line for the
next injection.
The multihousing is provided with two erosion plugs, which can
easily be replaced when necessary.

16.2 Maintenance of injection pump

It is recommendable that the engine will be run 5 minutes with
light fuel before stopped for overhaul of injection pump. During
maintenance utmost cleanliness must be observed. It is uneces-
sary to remove the control shaft if not every injection pump is
removed. When the injection pump is dismantled, the components
should be marked and later assembled in the same position as
before to avoid unnecessary wear.

16.2.1 Removal of injection pump

1 Shut off fuel supply to the engine and stop prelubricating
pump.
2 Remove the covers of the valve mechanism and camshaft
from the cylinder concerned.

16 - 2 WÄRTSILÄ 20
 20-200244-02 Injection System 16

3 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.
4 Remove the rocker arms block, pushrods and the pro-
tecting pipes.
5 Remove necessary pipes, injection pipe and fuel leak
pipes and lube oil pipe. Disconnect the fuel rack, if necessary
remove control shaft.
6 Open the fuel pipe connections between the multihous-
ings concerned. Use circlip pliers to slide the fuel retainer ring
(4) to one side. Move the fuel line connecting sleeves (5) clear
of the adjacent fuel pipes. See fig 16-1.
7 Cover immediately all openings with tape or plugs to
prevent dirt from entering the system.
8 Loosen the flange nuts and lift off the pump.
9 Cover the bore in the engine block.

16.2.2 Mounting of injection pump

1 Check and clean the pump. Also clean the plane and
the bores of the engine block.
2 Check the O-rings of the insert part and lubricate with
vaseline or engine oil. Check that the fuel cam is not in the
lifting position.
3 Fit the pump and tighten the screws for the flange to the
stated torque, see chapter 07. Fig 07-4 and 07-5.
4 Remove tape and plugs from all openings. Check that
the exhaust and inlet cams are not in the lifting position.
5 Fit the protecting pipes, pushrods and rocker arms
bracket, adjust valve clearances, see chapter 12. Fig 12-3.
Assembly necessary pipes.
6 Close the fuel pipe connections between the multihous-
ings concerned. Use circlip pliers to slide the fuel retainer ring
(4).
7 Assembly the injection pipe and tighten nuts to torque,
see chapter 07.
8 Check that the fuel rack moves freely.
9 Connect the fuel rack to the control shaft. Assembly con-
trol shaft if removed.
10 Rotate the control shaft and check that all pumps follow
the shaft movement. Check the fuel rack position of all pumps,
see chapter 22.

WÄRTSILÄ 20 16 - 3
 16 Injection System 20-200244-02

11 Open fuel supply to the engine and vent the fuel system
according to the instructions in chapter 17. The injection pump
is provided with a venting plug.
12 Mount the covers.

Injection pump

1. Tappet pin
12
2. Tappet
11
3. Plug
4. Retaining ring Alternative Design
10 A
5. Sleeve
9 13
6. O-ring
7. Spring 3 14
8. Spring plate 8 15
9. Fuel rack
7
10. Fuel delivery valve/ 20
Constant pressure valve 6
11. Pump element
12. Screw
13. Erosion plug 5
14. Plunger
4
15. Control sleeve 2
16. Spring 1
17. Pin
B 16
18. Tappet roller 17 18
19. Guide screw VIEW B
20. Seal ring / O-ring

19

Fig 16-1 2016680220

16 - 4 WÄRTSILÄ 20
 20-200244-02 Injection System 16

16.2.3 Removal of injection pump element

Most maintenance operations can be done without removing the
multihousing 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
cleanliness must be observed.
1 Shut off fuel supply to the engine and stop
the prelubricating pump. Open the covers.
2 Remove necessary pipes, injection pipe, fuel leak pipes
and lube oil pipe.Disconnect the fuel rack.
3 Cover immediately all openings with tape or plugs to
prevent dirt from entering the system.
4 Turn the crankshaft so that the injection pump tappet is
in the bottom position, the roller resting on the base circle of
the cam.
5 Loosen the flange screws (12) until they are free from
the threads.
6 Mount the extracting tool 846022 so that the tool flange
is against the screw heads and tighten the nut until the
element is held by the tool.
7 Lift off the element (11).
8 Remove the extracting tool
9 Remove the plug (3) and remove the fuel rack (9).
10 Remove the plunger (14), by turning it about 90° using
the tool 846023.
11 Cover the opening in the multihousing immediately
with clean cloth.

Note! The delivery valve can be opened by the authorized personnel only.

16.2.4 Changing of plunger sealing rings

Note! The sealing rings are always to be renewed if they are removed
from the groove on the plunger.

1 Remove the old rings, by cutting them off without dam-

aging the plunger surface.
2 Place the protecting sleeve (846 026) on top of the
plunger to cover the sharp edges of the helix.
3 Lightly lubricate the protecting sleeve, the o-ring, the
sealing ring and the plunger with light fuel oil.

WÄRTSILÄ 20 16 - 5
 16 Injection System 20-200244-02

Sealing ring assembly and calibration of rings

846 027
846 026 Protecting sleeve
846 027 Application rod 846 026
846 028 Calibrating sleeve
20. O-ring / Seal ring
20

846 028

Fig 16-2 2016690244

4 Push the o-ring (20) with the application rod (846027)

over the protecting sleeve down along the plunger and place
it by hand in the groove.
5 Push the sealing ring (20) with the application rod over
the protecting sleeve down along the plunger and place it by
hand in the groove.
6 Remove the protecting sleeve and calibrate the assem-
bled sealing rings by using the calibrating sleeve (846028) in
order to ensure that the rings are properly fitted in the groove.

16.2.5 Mounting of injection pump element

1 Check and clean the element.
2 Fit new O-rings and lubricate.
3 Clean the housing. Pay special attention to the O-ring
sealing surfaces.
4 Insert the plunger and control sleeve by the tool 846023.
5 Check that the control sleeve (15) is in correct position.
Mount the fuel rack (9) and plug (3). Check that the fuel rack
moves freely.
6 Assemble the element into the housing. Be careful
when connecting the plunger into the element.
7 Tighten the fastening screws diagonally in steps to the
stated torque, see chapter 07.

16 - 6 WÄRTSILÄ 20
 20-200244-02 Injection System 16

8 Check that the fuel rack moves freely.

9 Rotate the control shaft and check that all pumps follow
the shaft movement. Check the fuel rack positions of all pumps,
see chapter 22.
10 Remove the protecting tapes or plugs and connect the
pipes and the injection pipe. Tighten the nuts to torque.
11 Open fuel supply to the engine and vent the fuel system
according to the instructions in chapter 17.

16.2.6 Control of fuel injection timing

For normal adjustment of injection timing the prelift can be
measured mechanically by a special tool 869001, see Fig 16-3.
Control of fuel injection timing is necessary only if major com-
ponents have been changed, e.g. the camshaft intermediate gear
or one or more camshaft pieces.
1 Remove the camshaft cover at the cylinder in question.
2 Turn the crankshaft until the pump tappet roller (1) is on
the basic circle of the camshaft (3), i.e. approximately 20°
before TDC at the ignition.
3 Mount the checking tool 869001 (5) and adjust the dial
indicator tool 848041 to zero (4), see Fig 16-3.
4 Turn the flywheel in the rotating direction until the tap-
pet (2) lifts up to 7mm.
5 Read the flywheel position. If the position is according to
test records go to step 13.
6 Remove the camshaft end cover and install
the hydraulic tool 861169 on the screw, see section 13.2.2.
7 Loosen the nut by using correct hydraulic pressure, see
section 07.3 and release pressure.
8 Turn the flywheel to the position required.
9 Tighten the screw connection
10 Turn the crankshaft until the pump tappet is on the basic
circle.
11 Adjust the gauge (4) to zero.
12 Turn the flywheel in the rotating direction until the tap-
pets lifts up to 7mm. Check the position of the flywheel.
13 Unmount the checking tool.
14 Reassemble the cover of the intermediate gears.
15 Reassemble the camshaft cover

WÄRTSILÄ 20 16 - 7
 16 Injection System 20-200244-02

Note! Changing of the camshaft gear position will affect to all cylin-
ders.

Checking of injection timing

1. Tappet roller
2. Tappet
3. Camshaft
4. Dial indicator
5
5. Injection timing tool

Fig 16-3 2016639950

16.2.7 Injection pump overhaul

It is supposed that the multihousing is removed from the engine
and it is properly cleaned.

Note! The element cylinder, plunger and delivery valve assembly

are matched and they must be kept together during the
overhaul.

1 It is recommendable to put the pump in a screw vice, in

positions convenient for the different operations.
2 Remove the element according to section 16.2.3.
3 Renew sealing rings on the injection pump plunger
according to section 16.2.4.
4 Turn the pump up side down.
5 Support the roller tappet with the tool 846016 and open
the guiding screw (19). See fig 16-1.
6 Release the spring tension and remove the tool.
7 The roller tappet and the spring can now be removed.
8 Remove the spring plate (8) and control sleeve (15).

16 - 8 WÄRTSILÄ 20
 20-200244-02 Injection System 16

9 Depress the roller pin locking pin (17) and withdraw

the roller pin. Cover the locking pin as it is under spring
tension.
10 As the multihousing integrates the valve tappet, it is
recommendable that the valve tappet is inspected at the same
time.
11 Wash the details in absolutely clean diesel oil and lubri-
cate the internal parts with engine oil. Pay special attention
to the grooves and bores for leak fuel and lubricating oil. Clean
protective latex gloves to be used when handling details of the
injection pump. Keep the parts together, the plunger being
inserted in the element.
12 Normally, further dismantling is not necessary. It is rec-
ommendable to keep the components of different pumps apart
from each other, or to mark the details so they can be fitted
into the same pump. The details must be protected against
rust, and the running surface of the element plunger especially
should not be unnecessarily handled with bare fingers.
13 Lubricate the roller and roller pin before assembling
them.
14 Renew the sealing ring and insert the control sleeve and
the spring plate into the housing.
15 Lubricate the tappet roller and assemble it into the
housing together with the spring.
16 Support the tappet roller with the tool 846016, keeping
the slot for guiding screw in correct position.
17 Depress the tappet roller until the slot is aligned with
the hole.
18 Screw in and tighten the guiding screw (19) to stated
torque, see section 07.
19 Turn the pump and assemble the element. See section
16.2.5.
20 Unless the pump is immediately mounted on the en-
gine, 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.

16.3 Injection line

The injection line consists of two parts, the connection piece,
which is screwed sideways into the nozzle holder, and the injec-
tion pipe.
The connection piece seals with plain metallic surfaces which
are to be checked before mounting. Always tighten the connection

WÄRTSILÄ 20 16 - 9
 16 Injection System 20-200244-02

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 pipe is covered by a shielding to protect the engine
environment from fuel leakages. The injection pipes are delivered
complete with connection nuts assembled. It is better to hold the
connection piece with a tool while assembling the high pressure
pipe. Always tighten the connections to correct torque.
When removed, the injection line details have to be protected
against dirt and rust.

16.4 Injection valve

16.4.1 Description
Data and dimension The injection valve is centrally located in the cylinder head and
Orifices: 8 pcs includes the nozzle holder (6) and the nozzle (1), see Fig 16-4. The
Orifice dia.: 0.38 mm fuel enters the nozzle holder sideways through a connection piece
Angle: 148° screwed into the nozzle holder.
Opening press: 450 bar
The nozzles receive high pressure fuel from the injection pipe
and inject this fuel into the combustion chamber as a very fine
spray. The pressure at which the nozzle operate can be corrected
by turning the adjusting screw (8) in the injection valve.

Injection valve

9
1. Nozzle
2. Nozzle nut 14 13 11 10 8
3. Dowel pin
4. Push rod
5. Spring
6. Injection valve housing
7.Thrust bolt
12 7
8. Adjusting screw
9. Nut 6
10. O-ring 5
11. Protecting sleeve
12. Connection piece 4
13. O-ring 3
14. Injection pipe
2
1

Fig 16-4 2016650025

16 - 10 WÄRTSILÄ 20
 20-200244-02 Injection System 16

16.4.2 Removing of injection valve

1 Remove the cylinder head cover.
2 Remove the injection pipe.
3 Remove the rocker arms
4 Unscrew the connection piece and loosen the protect-
ing sleeve if necessary.
5 Remove the fastening nuts of the injection valve.
6 Lift out the injection valve (6) by using tool 846024. See
Fig 16-4.
7 Protect the fuel inlet hole of the injection valve and the
bore in the cylinder head.

16.4.3 Overhauling of 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, or the spring is
broken. Clean outside of the nozzle with a brass wire brush.
Don’t use steel wire brush.
2 Check the function and condition of the nozzle, i.e.
the opening pressure and seat tightness. It is recommended to
use a hand pump tester (864012) with an accumulator device
in order to judge spray characteristic’s with realistic pumping
rates.
3 Put the special tool 846030 in a screw vice and insert the
injection valve into the tool with nozzle downwards.
4 Remove the nozzle from the holder by turning the injec-
tion valve housing (6) counter-clockwise until the cap nut (2)
is loosen. Keep the nozzle together with the holder body, don’t
let it follow up with the nut. If there is coke between the nozzle
and the nut, the dowel pins may break and damage the nozzle.
To avoid this, knock on the nozzle, using a piece of pipe
according to Fig 16-5, to keep it towards the holder. Never
knock directly on the nozzle tip. Be careful not to drop the
nozzle.
5 Check the nozzle needle movement which may vary as
follows:
• needle completely free
• needle free to move within the 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 oil to 150 - 200°C.
Normally, the needle can be removed from a hot nozzle.

WÄRTSILÄ 20 16 - 11
 16 Injection System 20-200244-02

Max needle lift of nozzle, removing of nozzle from holder

A= Nozzle needle lift

B= Accepted wear for the sealing face
of nozzle holder

Fig 16-5 2016660220

6 Clean the components. If possible, use a chemical carb-

on dissolving solution. If there is no such available, immerse
the details in clean fuel oil, white spirit or similar to soak
carbon. Then clean the components carefully by tools included
in the tool set. Do not use steel wire brushes or hard tools.
Clean the nozzle orifices with needles provided for this pur-
pose. After cleaning, rinse the details to remove carbon resi-
dues and dirt particles.
Before inserting the needle in the nozzle body, immerse the
components 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.
7 Clean the nozzle holder and the cap nut carefully; if ne-
cessary, dismantle the nozzle holder to clean all details.
Check the nozzle spring.
8 Check the high pressure sealing faces of the nozzle
holder, i.e. the contact face to nozzle and the bottom of the fuel
inlet hole.
9 Check max needle lift of nozzle, i.e. sum of measures A
and B in Fig 16-5. If the wear B exceeds 0.05 mm, the nozzle
holder can be sent to the engine manufacturer for recondition-
ing. If nozzle needle lift is out of the value stated in chapter 06,
section 06.2, the nozzle should be replaced by a new one.
10 Reassemble the injection valve. Tighten the cap nut to
the torque given in section 07.1.

16 - 12 WÄRTSILÄ 20
 20-200244-02 Injection System 16

11 Connect the injection valve to the test pump 864012.

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.

Note! Ensure hands are not in the path of the spray jets.

12 Check the opening pressure:

• open manometer valve,
• pump slowly and watch manometer to note the opening
pressure.
• if the opening pressure is not rising to the stated pressure
then adjust by turning the adjusting screw (8) clockwise.

Adjusting of opening pressure

8. Adjusting screw

9. Nut
8

Fig 16-6 2016670025

13 Place a dry paper under the nozzle and give the pump
a quick blow. Note fuel spray uniformity. If the spray is
uniform, adjust the opening pressure to the stated value and
check once more the spray uniformity.

WÄRTSILÄ 20 16 - 13
 16 Injection System 20-200244-02

14 Check the needle seat tightness:

• increase pressure to a value 20 bar below the 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.
15 Check the needle spindle tightness:
• pump until pressure is 20 bar below the stated opening
pressure,
• measure time for a pressure drop of 50 bar. If the time is
below 3 seconds, it indicates worn nozzle and it must be
replaced by a new one. A time longer than 20 seconds indi-
cates fouled needle, and the nozzle must be cleaned.
16 If the tests according to step 10...14 give satisfactory
results the injection valve can be re-installed in the engine.
Otherwise, replace the nozzle by a new one.
17 If leakage occurs on the high pressure sealing surfaces
the damaged detail should be replaced by a new one or
reconditioned.
18 If nozzles or injection valves are to be stored they
should be treated with corrosion protecting oil. The nozzle and
fuel connection must be protected by plugs or tape.

16.4.4 Mounting of injection valve

1 Check that the bottom surface of the bore in the cylin-
der head is clean. If necessary, clean or lap the surface by the
tool 841020. If lapping is necessary, the cylinder head must be
lifted off. For lapping, a steel washer and fine lapping com-
pound is used. The injection valve seals directly to the bottom
of the cylinder head bore.
2 Put new O-rings on the injection valve. Lubricate the
injection valve with engine oil or vaseline.
3 Fit the injection valve into the cylinder head bore but do
not tighten the nuts.
4 Put new O-rings on the connection piece and on the
protecting sleeve if it has been removed.
5 Mount the protecting sleeve on the connection piece
if it has been removed. Screw in the connection piece by hand.
Tighten to correct torque. Tighten the protecting sleeve screws.
6 Mount the injection pipe and tighten the cap nuts to
torque.
7 Before tightening the fastening nuts of the injection
valve, let the valve stay in the cylinder head bore 30 minutes
to allow the temperatures to egualise.

16 - 14 WÄRTSILÄ 20
 20-200244-02 Injection System 16

8 Finally tighten the nuts by using the torque wrench

delivered with the engine in the following steps:
a. Both nuts to 20 Nm
b. Both nuts to 30 Nm
c. Both nuts to 40 Nm
d. Both nuts to final torque 50 ±3 Nm
9 Mount the rocker arms.
10 Mount the covers.

16.5 Pneumatic overspeed trip device

The pneumatic overspeed trip device is mounted on the multi-
housing and acts directly on the fuel rack. If the overspeed trip
device is activated pressurized air acts on a piston in a cylinder
mounted on the multihousing. The piston forces the fuel rack to
a “no fuel” position. The force of the overspeed trip device is
stronger than the torsion spring in the regulating mechanism.
For maintenance of pneumatic overspeed trip device see chapter
22.

Pneumatic overspeed trip device

1. Cylinder 1 2
2. Piston
3. O-ring
4. Fuel rack 3

Fig 16-7 2016629848

WÄRTSILÄ 20 16 - 15
 16 Injection System 20-200244-02

16 - 16 WÄRTSILÄ 20
 20-9601/I Fuel System 17

17. Fuel System

17.1 General description

The engine is designed for continuous heavy fuel duty. The main
engine as well as the auxiliary engine can be started and stopped
on heavy fuel provided that the fuel is heated to operating
temperature and the jacket water preheated to described tem-
perature.
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 manual. See separate instructions. Normally a fuel
feed pump delivers the correct flow to the engine through a filter.
The correct pressure in the engine system is maintained with an
adjustable throttle valve.
It is of great importance that the fuel treatment before the
engine is done properly. The filtration of the fuel directly influ-
ences on the lifetime of the injection pumps and other components
in the injection line and hence the performance of the engine.

Fuel system

1. Adjustable orifice
2. Pressure switch
3. Pressure gauge 3
4. Alarm for broken injection pipe
5. Damper 0 3 04 0 0 3 04 0

101. Fuel inlet

102. Fuel return FUEL OIL

103. Leak fuel drain, clean fuel

4 1

5 2

103 102 101

Fig 17-1 2017529318

WÄRTSILÄ 20 17 - 1
 17 Fuel System 20-9601/I

A pressure gauge (3) on the instrument panel indicates the fuel

inlet pressure. A pressure switch (2) for low fuel pressure is
connected to the automatic 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 special module for automatic handling of this fuel back to the
system can be delivered on request.
A separate pipe system leading from the top level of the engine
block collects waste oil, fuel and water arising, for example, when
overhauling cylinder heads.
The high pressure system, with injection pump and injection
valve, is described in chapter 16.

17.2 Fuel oil safety filter

During the first start up of the installation, a fuel oil safety filter
(running-in filter) should be installed in the fuel system just
before the engine. The purpose with this filter is to protect the
fuel system during the first running hours. This filter should be
used for max 50 h.
If the fuel system before the engine is opened later, it is recom-
mended that this filter is used for a few hours again.

17.3 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.
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 17.4.
For maintenance of the fuel treatment equipment not mounted
on the engine, see separate instructions.

17.4 Venting
Open the air vent screws on the injection pumps. Start the fuel
feed pump if the static pressure from the day tank is not sufficient.
Always vent the filter after changing cartridges in the filter.

17 - 2 WÄRTSILÄ 20
 20-200142/II Lubricating Oil System 18

18. Lubricating Oil System

18.1 General design

Normally, a wet sump system is used, but also dry sump systems
can be used.
The engine is provided with a lubricating oil pump (3) directly
driven by the pump gear at the free end of the crankshaft. It is
possible to connect an electrically driven stand-by pump in par-
allel if needed. The pump sucks oil from the engine oil sump and
forces it through the lubricating oil cooler (6) equipped with a
thermostat valve (5) regulating the oil temperature, through the
lubricating oil main filter (7) to the main distributing channel in
the engine block, and via side screw bores to the main bearings.

Lube oil system

1. Centrifugal filter
14 13
2. Prelubricating oil pump 12 10
3. Lube oil pump
4. Pressure regulating valve
5. Thermostat valve
6. Lube oil cooler 11
7. Lube oil filter 2
8. Pressure gauge 9
9. Oil dipstick
10. Camshaft bearings
11. Gudgeon pins
12. Rocker arm bearings
4
13. Lube oli pipe to T/C
3
14. Lube oli pipe from T/C 8
6

7
If dry sump

1
5

Fig 18-1 2018630101

C2 18 - 1
 18 Lubricating Oil System 20-200142/II

Part of the oil flows through the bores in the crankshaft to the
big end bearings and further through the connecting rod to the
gudgeon pins (11), piston skirt lubricating and piston cooling
spaces. Oil is led through separate pipes to other lubricating
points, like camshaft bearings (10), injection pump tappets and
valves, rocker arm bearings (12) and valve mechanism gear wheel
bearings, and to oil nozzles for lubricating and cooling.
The electrically driven prelubricating pump is a gear type pump
equipped with an overflow valve. The pump is connected in
parallel to the direct driven lubricating oil pump. The pump is
used for:
• filling of the diesel engine lubricating oil system before
starting, e.g. when the engine has been out of operation for
a long time,
• continuous prelubrication of a stopped diesel engine through
which fuel oil is circulating,
• continuous prelubrication of stopped diesel engine(s) in a
multi-engine installation always when one of the engines is
running.
The pressure in the distributing pipe is regulated by a pressure
control valve (4) on the pump. The pressure can be adjusted by
means of a set screw on the control valve. It is very important to
keep the correct pressure in order to provide efficient lubrication
of bearings and cooling of pistons. Normally, the pressure stays
constant after having been adjusted to the correct value.
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 (8) on the instrument panel indicates the
lubricating oil pressure before the engine (in the engine distrib-
uting pipe). The system includes three pressure switches for low
lubricating oil pressure, two connected to the automatic alarm
system and one for lower pressure to the automatic stop system
(see chapter 23.).
The temperature can be checked from thermometers before and
after the oil cooler (chapter 01., section 01.2). A temperature
sensor for high lubricating oil temperature is connected to the
automatic alarm system (see chapter 23.).
The speed governor have own oil systems, see separate instruc-
tion books.
The oil filling opening and oil dipstick (9) is located at the middle
of the engine.
Connections for a separator are provided on the oil sump at the
free end of the engine.

18 - 2 C2
 20-200142/II Lubricating Oil System 18

18.2 General maintenance

Use only high quality oils approved by the engine manufacturer
according to chapter 02., section 02.2.
Always keep a sufficient quantity of oil in the system. The oil
dipstick indicates the maximum and minimum limits between
which the oil level may vary. Keep the oil level near the max. mark
and never allow the level to go below the min. mark. The limits
apply to the oil level in a running engine. Add max. 10 % new oil
at a time (see chapter 02., section 02.2). One side of the dipstick
is graduated in centimeters. This scale can be used when checking
the lubricating oil consumption.
Change oil regularly at intervals determined by experience from
the installation concerned, see chapter 04. and 02., section
02.2.3.While the oil is still warm, drain the oil system, as well as
the oil cooler and filter. Clean the crankcase and the oil sump with
proper rags (not cotton waste). Clean the main filter and the
centrifugal filter.
Centrifuging of the oil is recommended, especially when using
heavy fuels, see chapter 02., section 02.2.3.

Utmost cleanliness should be observed when treating the

lubricating 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. In the house of the pump a combined
pressure regulating/safety valve is integrated. Six identical sleeve
bearings are used. No outside lubrication is required. The cover
is sealed by a glue compound.

C2 18 - 3
 18 Lubricating Oil System 20-200142/II

Lube oil pump

1. Drive gear 8,9L20

2. Frictional rings 9 3 3 3
3. Screw A
4. Pressure plate 4
5. Bearings lubracation grooves
6. Spacer 3
7. Sleeve SECTION A-A
2
8. Sleeve
9. Bearing bush 1

6 A

4,5,6L20

9 3 3 3

3
7
2

Fig 18-2 2018640101

18.3.2 Dismantling
1 Remove and inspect the regulating valve according to
section18.4.
2 Remove the pressure plate (4) by loosening the fasten-
ing screws (3).

18 - 4 C2
 20-200142/II Lubricating Oil System 18

3 Pull off the gear wheel (1) without using any tool. If the
gear wheel does not come loose, a few strokes with a non-re-
coiling hammer will help. (The friction ring elements come
loose together with the gear wheel.)

Using an extractor will only damage the shaft (axial scratches).

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 bearing sites by driving
them out with a suitable mandrel.
3 Mount new bearings (freezing is recommended) so that
the bearings are three (3) mm below the sleeve and housing
level, see Fig 18-2. Be careful so that 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).

18.3.4 Assembling
1 Clean all details carefully before assembling.
2 Before installing the gear wheel, all contact surfaces
should be cleaned and oiled.
3 Reinstall the friction ring elements (2).

Reinstall the friction ring elements exactly as situated in Fig

18-3. The friction ring elements should fall easily in place and
must not jam.

Mounting of gear wheel

1. Drive gear 4
2. Frictional rings
3. Screw 3
4. Pressure plate
2

Fig 18-3 2018559319

C2 18 - 5
 18 Lubricating Oil System 20-200142/II

4 Reinstall the pressure plate.

5 Tighten the screws a little and check that the gear wheel
is in the right position.
6 Tighten the screws to torque according to chapter 07.
7 If the gear wheel (1) has been changed, check the back-
lash by removing the cover.
8 Mount the pump covers.

Note The sleeves (7,8), see Fig 18-2. must be pressed by the cover
the last 5mm of assembly, after applying the sealant to the
housing.

9 Mount the pipes.

18.4 Lubricating oil pressure regulating valve

and safety valve

18.4.1 Description
The pressure regulating valve, is integrated in the lubricating oil
pump house and regulates the oil pressure before the engine by
returning the surplus oil direct from the pressure side of the pump
to the crankcase.

Pressure regulating valve

1. Ball for safety valve

2. Sealing ring 5
3. Regulating piston
4. Spring 6 3
5. Spring holder 4 ITEM X
X
6. Adjusting screw 1

Fig 18-4 20187690025

18 - 6 C2
 20-200142/II Lubricating Oil System 18

A pipe is connected to the engine distributing channel, where

the pressure is kept constant if the engine is running at constant
speed. This pressure actuates the regulating piston (3) and the
spring (4) is tensioned to balance this force at the required
pressure. Thus the pressure is kept constant in the distributing
channel, irrespective of the pressure in the pressure side of the
pump and of the pressure drop in the system. By tensioning the
spring a higher oil pressure is obtained (if too low).
If, for some reason, the pressure should increase strongly in the
pressure pipe, e.g. due to clogged system, the ball (1) will open
and admit oil to pass to the regulating piston (3). This 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.
3 Check that no details are jamming while reassembling
and with the oil pump cover mounted to the pump housing.

C2 18 - 7
 18 Lubricating Oil System 20-200142/II

18.5 Lubricating oil cooler

18.5.1 Description
The cooler is of the brazed plate type. The plate cooler consists of
a number of heat transfer plates brazed together into one unit
with no seals.

Lube oil cooler

1.Plate heat exchanger TC at the driving end TC at the free end

2. Automatic filter
1 1
3. Oil module
4. Cover for LT-water
therm. valve
5. Cover for lube oil
therm. valve 3
6. Drain plug for oil 2 3
7. Drain plug for LT-water

6 Viewed from underside

4 7
2

5
2
4 7
5 6

Fig 18-5 2018730025

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 cooler from
the engine.
3 Always when cleaning, check for corrosion and test by
hydraulic pressure.

If water leakage to the lubricating oil is suspected the heat

exchanger mut be pressure tested and/or changed

18 - 8 C2
 20-200142/II Lubricating Oil System 18

18.5.3 Disassembling and assembling of cooler

a) Disassembling
1 Open the drain valve and drain the oil module.

Caution! Be careful when removing the plate heat exchanger! Despite

the draining there will always be left a small amount of lube oil
and water.

2 Drain the water side as much as necessary.

3 Loosen the plate heat exchanger fastening screws and
remove the plate heat exchanger from the oil module.
b) Assembling
1 Check cleanliness and scratches on all sealing
surfaces.
2 Mount the o-rings on the oil module, use new o-rings.
3 Mount the plate heat exchanger on the oil module.
4 Tighten the plate heat exchanger fastening screws

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 heat exchanger cannot be cleaned me-
chanically from the inside. Slight fouling can be removed by
blowing steam through the oil connection of the heat exchanger.
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.

C2 18 - 9
 18 Lubricating Oil System 20-200142/II

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 heat exchanger.
If the deposit in the plates is hard, e.g. calcium carbonate, it can
be removed chemically by using commercial agents. After this
treatment the heat exchanger should be rinsed and, if necessary,
treated with a solution neutralizing the residual washing agents.
Otherwise, follow the manufacturer’s instructions.

18.6 Thermostatic valve

18.6.1 Description
The oil system is provided with a fixed thermostatic valve fitted
in the lube oil module.

Thermostatic valve for oil system

Viewed from underside

TC at the driving end
3
1. Lubricating oil module 4
2. Cover Section A-A
5 2
A A
3. Drain plug
4. Screw (M6) 6
5. Holder
6. O-ring 1 2
7. Element Viewed from underside
TC at the free end

A A 3

2 1 7

Fig 18-6 2018740101

The Fig 18-7 shows the valve in a closed position (right). When
the temperature exceeds the nominal value, the contents of the
elements expands and forces the valve unit towards the seat, thus
passing part of the oil through the cooler. This movement contin-

18 - 10 C2
 20-200142/II Lubricating Oil System 18

ues until the right temperature of the mixed oil is obtained. If the
cooler becomes dirty, the temperature will rise a few degrees,
which is quite normal, because the valve needs a certain tempera-
ture rise for a certain opening to increase the oil flow through the
cooler.

Oil flow in temperature control valve

From pump From pump

From cooler To cooler

To engine To engine

WARM OIL COLD OIL

Fig 18-7 2018680008

18.6.2 Maintenance
Normally, no service is required. Too low or a too high an oil
temperature may depend on a defective thermostat. However in
most cases, it is usually a dirty cooler, if too high a temperature.
1 Drain the oil module.
2 Remove the thermostatic element by removing the
cover (2) and the holder of element(5). Use screws (M8) for
Extracting of the thermostatic element extracting the holder of element.
M8 * >=25mm 3 Check the element by heating it slowly in water. Check
at which temperatures the element starts opening and is fully
open. The values can be found on the thermostatic element or
in chapter 01.; the lower value for the lube oil temperature is
the opening temperature, the higher for the fully open valve.
4 Change the defective element. Check O-rings and
change, if necessary. Apply sealing compound to the sealing
faces between the cover (2) and the oil module.

C2 18 - 11
 18 Lubricating Oil System 20-200142/II

18.7 Lubricating oil automatic filter

18.7.1 Description
The filter is full flow filter, i.e. the whole oil flow passes through
the filter.
The arrows in Fig 18-8 show the flow through the filters. At first,
the oil flows through the inlet flange and turbine (1) to the bottom
end of the filter candles (2); a partial stream of about 50 % is
passed through the central connection tube (3) to the top end of
the filter candles. This means that the oil flows through the filter
candles at both ends from inside outwards and most of the dirt
particles are retained in the inside of the candles. The oil filtered
in this way now passes through the protective filter (4) to the filter
outlet.

Lube oil filter

1. Turbine 12 14
2. Filter candle 13
3. Central connection tube 10
4
4. Protective filter 15
5. Gear unit 2
6. Gear 11
2
7. Flushing arm
8. Flushing bush
9. Screw plug
10. Cover plate
3
11. Overflow valve 16
12. Screw plug 9 7
13. Flushing shaft 6
14. Cover
5
15. End Plate
16. Filter Plate 8
9
1

Flushing oil outlet

Fig 18-8 2018699937

The flow energy drives the turbine (1) installed in the inlet
flange. The high speed of the turbine is reduced by the worm gear
unit (5) and gear (6) to the lower speed required for turning the
flushing arm (7).

18 - 12 C2
 20-200142/II Lubricating Oil System 18

The individual filter candles are now connected successively to

the atmosphere by means of continuosly rotating flushing arm
(7), the flushing bush (8) and nozzle (9).
The unfiltered oil passes through the optimally designed bores
of the top cover plate (10) into the individual filter candles from
above. The resultant turbulent stream in the longitudial direction
of the filter candles (cross-flow back flushing) and the counter flow
back-flushing through the filter candles result in a particularly
effective and lasting back-flushing action.
The lower pressure in the interior of the filter candles during
the back-flushing operation (connected with the centrifugal filter)
and the higher pressure (operating pressure) outside the filter
candles produce a counter-flow though the mesh from the clean
filter side through the dirty filter side to the centrifugal filter.
Should for any reason the filter candles (first filter stage) no longer
be adequately cleaned, the overflow valves (11) are opened at a
differential pressure of 2 bar upwards and the oil is only filtered
through the protective filter (4) (second filter stage).
However, before this situation arises, the installed differential
pressure indicator emits a differential pressure warning (first
contact). The cause must now be localised and remedied.
If this warning is not heeded, an alarm is emitted by the second
contact of the differential pressure indicator.
The filter may only be operated in this emergency condition for
a short time (opened overflow valves and differential pressure
warning). Prolonged operation in this mode can result in damage
to downstream components.
The overflow valves are closed under normal operating condi-
tions, even during start-up at lower fluid temperatures.

18.7.2 Maintenance
Even with automatic filters inspections and maintenance must
be performed at regular intervals.
It is extremely important to remember that in spite of constant
back-flushing the mesh may become clogged over the course of
time, depending on the quality of the fluid.
In order to maintain trouble-free operation, the following as-
pects are to be observed during maintenance:
1 Check filter and connections for leaks.
2 Conduct visual inspection of all filter candles once a
year.

Note! Should a higher differential pressure occur beforehand, all the

filter candles (2) and the protective filter (4) must be checked
and, if necessary, cleaned or the candles are to be replaced
by new ones.

C2 18 - 13
 18 Lubricating Oil System 20-200142/II

A highly contaminated protective filter is a sign of prolonged

operation with defective or clogged filter candles and thus (from
a differential pressure of 2 bar upwards) opened overflow valves.
It is imperative to check these components.
3 Check the ease of movement of the worm gear unit (5),
the turbine (1) including gear (6) with flushing arm (7).
To this end the cover or the screw plug must be removed. Now
check the ease of movement with a suitable spanner (on the
hexagon of the worm gear unit).
4 Replace the O-rings as and when required. It is advis-
able to replace all static seals during an overhaul and when
opened.

18.7.2.1 Filter candle inspection and cleaning

1 Drain the filter , open the screw plug (12) then open the
screw plug (9). Do not refill the system with drained oil
because it is very dirty.
2 Remove the cover (14) by opening the nuts.
3 Pull the entire filter element including flushing arm (7)
and gear (6) out of the housing.

Note! Make sure that the exposed gear (6) is not damaged.

4 Remove the upper cover plate (10).

5 Remove the plate (15) by opening the screws.
6 The filter candles (2) and protective filter (4) can now be
removed.
7 Place the filter candles and the protective filter in a suit-
able cleaner or diesel oil, max. soaking time 24 hours.
8 After immersing clean them from the outside inwards us-
ing high pressure.

It must be ensured that the filter candles are cleaned at a pressure

of max. 60 bar and at a minimum distance of cleaning nozzle of
20 cm. Otherwise, damage to the mesh is possible.
To get a optimal cleaning effect it is recommended to use special
high-pressure cleaning unit (Part No. 471345) and cleaner (Part
No.471346).

9 Clean the parts and check the overflow valves. Replace

worn parts if necessary.
10 Mount the protective filter (4) and the end plate (15).
Note the position of the guiding pin.

18 - 14 C2
 20-200142/II Lubricating Oil System 18

11 Before the filter candles are installed, they must be

visually inspected and damaged candles replaced with new
ones.

Note! Defective filter candles must not be used again.

12 Mount the filter candles in position by chamfered end to-

wards the flushing arm.
Before installation of the entire filter element, the ease of
motion of the flushing facility must be checked.
The flushing arm (7) must not grind against the bottom filter
plate (16) .
13 Push the entire filter element into the housing. By
slightly turning the flushing shaft (13), the gear (6) is forced
into the drive pinion of the gear unit (5).

Re-assemble the filter in the reverse sequence to that described

above.

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 18 Lubricating Oil System 20-200142/II

18.8 Centrifugal filter

18.8.1 Description
A centrifugal filter is mounted in the flush oil line from the
automatic filter. The purpose of the centrifugal filter is foremove
the particles from the oil that has flushed the automatic filter.
The filter comprises a body (1) containing a cover (2) on which
a dynamically balanced rotor assembly (3) is free to rotate. The
rotor assembly rotates when oil from the jet pipe hits the rotor
wheel.

Centrifugal filter

1. Filter body assembly

2. Filter cover assembly 2
3. Rotor assembly 8
4. Band clamp 3
5. O-ring
6. Safety ring 5
7. Screw
4
8. Sight glass
6
1
7

Crankcase

Flushing oil inlet

Fig 18-9 2018629937

18.8.2 Cleaning
It is very important to clean the filter regular intervals, see
chapter 04 ensuring that the thickness of the dirt deposit inside
the rotor does not exceed approximately 35mm.
If it is found that the filter has collected the maximum
quantity of dirt at the recommended cleaning intervals, it
should be cleaned more frequently.
Clean the filter as follows, stop the flow of oil to the centrifuge by
either stopping the engine or positioning the isolating valve on
the side of the centrifuge to the "SERVICE" position. Ensure the

18 - 16 C2
 20-200142/II Lubricating Oil System 18

centrifuge has come to acomplete stop before proceeding, observe

through sight glass window.
1 Slacken off filter cover band clamp (4), and remove it.

Do not remove band clamp while centrifuge is running.

2 Lift off filter cover assembly (2). Check top bearing for
wear or damage. Examine O-ring (5) for damage. Renew if
necessary.
3 Slacken the screws retaining the safety ring and rotate
anti-clockwise to remove.
4 Lift the rotor assembly and allow oil to drain from the
rotor assembly, before removing it from the filter body. Remove
rotor assembly with care to ensure that the lower bearing,
Pelton wheel and drive tube assembly are not damaged.
5 Secure the rotor assembly and unscrew the rotor cover
nut. This will separate the rotor cover from the rotor body.
6 Remove sludge from the inside of the rotor cover and
body with a spatula or a suitable shaped piece of wood and wipe
clean.
7 Clean the rotor components using a suitable cleaning
fluid and discard the paper insert. Ensure that all rotor com-
ponents including the four nozzles located in the rotor body,
are thoroughly cleaned with brass wire and free from debris.
8 Examine the rotor assembly o-ring for damage and re-
new if necessary.
9 Fit a new paper insert into the rotor body and locate the
the stand tube in the rotor body.
10 Reassemble the rotor by sliding the rotor cover over the
paper insert in the rotor body and tighten the rotor cover nut
to a torque of 20 Nm.
11 Examine the lower journal bearing in the filter body for
signs of damage or wear and replace if necessary.
12 Re-assemble the rotor assembly into the filter body en-
suring that the lower journal bearings, Pelton whell and drive
tube assembly are not damaged.
13 Replace the safety ring, (if necessary) and tighten the
screws to secure the ring.
14 Examine the centrifuge body o-ring and ball bearing
in the filter cover for signs of wear or damage and renew if
necessary.

C2 18 - 17
 18 Lubricating Oil System 20-200142/II

15 Replace the filter cover assembly, (if nessary)

ensuring the spigot on the top of the rotor engages smoothly in
the ball bearing housed in the filter cover. Slide the cover
firmly down locating it on the flange of the filter body.
16 Replace the band clamp, (if necessary) and tighten
both bolts to a torque of 6-8 Nm. Note the band clamp must be
securely fitted during operation of the cenrtifuge.
17 Reposition the isolating valve ,on the side of the centri-
fuge, in the "ON" position. Observe that the centrifuge rotor is
turning through the sight glass in the filter cover.If the rotor
is not turning ensure that the filter cover is seated on the filter
body correctly, the ball bearing freely rotates and that the band
clamp bolts are tightened to the correct torque.
18 Check all joints for leaks and for any excessive vibra-
tions, with the centrifuge running. Take remedial action if
necessary.

18 - 18 C2
 20-200142/II Lubricating Oil System 18

18.9 Prelubricating pump

18.9.1 Description
The pump is of the gear type, driven by an electric motor. The
pump is provided with an adjustable pressure regulating valve
(4), Fig 18-10. The pressure should be limited to the max. value,
about 2 bar, by unscrewing the adjusting screw to the end position
in order to prevent the electric motor from being overloaded when
running with very cold oil.

Prelubricating pump

18
2 2

1. Electric motor
2. Flexible coupling
3. Prelubricating pump
4. Pressure regulating valve

1
3
4

Fig 18-10 2018720015

C2 18 - 19
 18 Lubricating Oil System 20-200142/II

Note! Be careful when adjusting the pressure by unscrewing the

adjusting screw the spring or oil may come out.

Note! Do not run the prelubricating oil pump when the engine is
running, otherwise the shaft seal will be damaged due to
overheating.

Some installations are provided with a special electrical motor.

With this special motor it is possible to use a pneumatic tool for
prelubricating of the engine in the event of a “cold ship”.

18.9.2 General maintenance

See the manual of the manufacturer. Normally, no regular
maintenance is required. After three to six years the shaft seal
may have to be replaced due to ageing. Oil leaking out 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. Avoid touching sealing faces
with fingers.

18 - 20 C2
 20-200142/IV Cooling Water System 19

19. Cooling Water System

19.1 Description

19.1.1 General
The engine is cooled by a closed circuit cooling water system,
divided into a high temperature circuit (HT) and a low tempera-
ture circuit (LT). The cooling water is cooled in a separate central
cooler.

Cooling water system

14 15 12 13

1. Lube oil cooler

2. LT-thermostat valve
3. Central cooler 11 10
4. Water pump
5. Preheater
6. Preheting water pump
7. HT-water pump 9
8. LT-water pump
9. Charge air cooler
10. HT-thermostat valve 7 8
11. Expansion tank
12. Water box 1
13. Vent piping from multiduct
14. HT-water pressure gauge 6 5
15. LT-water pressure gauge

3 4

Fig 19-1 2019689933

C2 19 - 1
 19 Cooling Water System 20-200142/IV

19.1.2 HT circuit
The HT circuit cools the cylinders and cylinder heads.
A centrifugal pump (7) circulates the water through the HT
circuit. From the pump the water flows to the distributing duct,
cast in the engine block. From the distributing ducts the water
flows to the cylinder water jackets, further through connection
pieces to the cylinder heads where it is forced by the intermediate
deck to flow along the flame plate, around the nozzle and the
exhaust valve seats, efficiently cooling all these components.
From the cylinder head the water flows through the multiduct to
the collecting duct, further to the temperature control valve
maintaining the temperature at the right level.

19.1.3 Venting and pressure control of HT-circuit

For venting the system a venting pipe from the multiducts are
connected to a box (12). From this box the vent pipe leads to the
expansion tank (11) from which the expansion pipe is connected
to the inlet pipe of the pumps (7 and 8). A static pressure of 0.7 -
1.5 bar is required before the pumps. If the expansion tank cannot
be located high enough to provide this pressure, the system is to
be pressurized.

19.1.4 LT circuit
The LT circuit consists of a charge air cooler (9) and a lube oil
cooler (1) through which a pump (8) of similar design as the HT
pump, circulates the water. The circuit temperature is controlled
by a temperature control valve (2) maintaining about the same
LT circuit temperature on different load levels. The necessary
cooling is gained from the central cooler (3). The system outside
the engine can vary from one installation to another.

19.1.5 Relief valve and venting of LT circuit

The LT circuit is provided with a relief valve (2), see Fig 19-2, to
prevent over pressure in the system. It is located on the top of air
cooler (4) and equipped with the overflow pipe (1). A pressure of
5 bar is required to open the relief valve.
The LT-water circuit is continuously vented through a vent pipe
(3), connected to the expansion tank.

19 - 2 C2
 20-200142/IV Cooling Water System 19

Relief valve

1. Overflow pipe
2. Non-return valve
3. Venting pipe
4. Air cooler

3
1

Fig 19-2 2019740025

19.1.6 Preheating
For preheating of the circuit, a heater circuit with the pump (6)
and heater (5) are connected in the HT circuit before the engine.
The non-return valves in the engine circuit force the water to flow
in the right direction.
Before start, the HT circuit is heated up to 60 - 80°C by a
separate heater. This is of utmost importance when starting and
idling on heavy fuel.

19.1.7 Monitoring
Local thermometers:
• HT before and after engine,
• LT before charge air cooler,
• LT before lube oil cooler,
• LT after lube oil cooler.
The temperatures mentioned in chapter 01., section 01.2, should
not be exceeded.
Manometers (14) and (15) 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.

C2 19 - 3
 19 Cooling Water System 20-200142/IV

The HT water outlet after the engine is provided with a tem-

perature sensor for control, alarm 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
troublefree service.
The cooling water should be treated according to the recommen-
dations in chapter 02., section 2.3, 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.
Remember to mount the plug and open the cooling water
connections before the engine is started again.

19.2.2 Cleaning
In completely closed systems the fouling will be minimal if the
cooling water is treated according to the instructions in chapter
02., section 2.3. Depending on the cooling water quality and the
efficiency of the treatment, the cooling water spaces will foul more
or less over the course of time. Deposits on cylinder liners, cylinder
heads and cooler stacks should be removed as they may disturb
the heat transfer to the cooling water and thus cause serious
damage.
The need of cleaning should be examined, especially during the
first year of operation. This may be done by overhauling a cylinder
liner and checking for fouling and deposits on the liner and block.
The deposits can be of the most various structures and consis-
tences. In principle, they can be removed mechanically and/or
chemically as described below. More detailed instructions for
cleaning of coolers are stated in chapter 18., section 18.5.
a) Mechanical cleaning
A great deal of the deposits consists of loose sludge and solid
particles which can be brushed and rinsed off with water.
On places where the accessability is good, e.g. cylinder liners,
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.

19 - 4 C2
 20-200142/IV Cooling Water System 19

b) Chemical cleaning
Narrow water spaces (e.g. cylinder heads, coolers) can be cleaned
chemically. At times, degreasing of the water spaces may be
necessary if the deposits seem to be greasy (see chapter 18.,
section 18.5
Deposits consisting of primarily limestone can be easily re-
moved when treated with an acid solution. On the contrary,
deposits consisting of calcium sulphate and silicates may be hard
to remove chemically. The treatment may, however, have a cer-
tain 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
2.3).
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 surfaces, if possible. Rinse again with water and
further with a sodium carbonate solution (washing soda) 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 (6) and the remaining details of cast
iron.
The shaft is mounted in two ball bearings (8) and (10), which
are lubricated by splash oil entering through the opening in the
bearing housing. The shaft seal (16) prevents the oil from leaking
out and, at the same time, dirt and leak water from entering.
The gear wheel (12) is fastened to the shaft by conical ring
elements (13). When the screws (14) 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 (4) rotates along with the shaft and seals against
it with the O-ring. The spring presses the rotating ring against a
fixed ring (3) which seals against the housing with the O-ring (7).
Possible leak-off water or lubricating oil from the sealings can flow
out through an opening (18).

C2 19 - 5
 19 Cooling Water System 20-200142/IV

Cooling water pump

1. Cover clamp
2. O-ring
3. Fixed ring
4. Shaft sealing
5. Screw
6. Impeller 1
7. O-ring
8. Bearing 17
9. Shaft 2
16
10. Bearing 3
11. Bearing retainer
4 15
12. Drive gear
13. Friction rings 5 14
14. Screw
6 13
15. Pressure plate
16. Seal 7 12
17. O-ring
18. "Telltale" hole 18 8 9 10 11

Fig 19-3 2019510103

19.3.2 Maintenance
Normal maintenance operations, like removal of impeller or
replacing the mechanical seal, can be done without removing the
complete pump from the engine.
Check the pump at intervals according to the recommendations
in chapter 04. or, if water and oil leakage occurs, immediately.
Check that the "telltale" hole (18) is open every now and then.
a) Disassembling and assembling of impeller
1 Remove the volute casing by loosening the clamp (1)
and the fastening screws.
2 Loosen the impeller fastening screw (5).
3 Pull off the impeller by using an extractor 837026.
4 When reassembling the impeller, tighten the screw to
torque, see chapter 07.
5 Check that the O-ring (2) and non-return valve O-rings
on the engine block are intact and in position when re-install-
ing the volute casing. Check that the volute casing is in posi-
tion.
6 Mount the clamp and tighten the screws.

19 - 6 C2
 20-200142/IV Cooling Water System 19

b) Disassembling and assembling of mechanical shaft seal

1 Remove the impeller according to pos. a) above.
2 Carefully dismantle all seal details. Sealing rings are very
fragile.
3 Take particular care not to damage sealing surfaces as a
slight scratch may disturb the sealing function.
4 Replace the complete seal if it is leaky, or if sealing
faces are corroded, uneven or worn. Avoid touching the sealing
faces with fingers.

Warning! Do not use mineral oil when fitting seal -Use liquid soap or
water.

Some of the Seal Components are manufactured from a rubber

which is not suitable for use with Hydrocarbon oils.
Any discolouration or bloom on the rubber components of this
seal will not in any way adversely affect its operation.
5 Note that the seal is independent of the direction of ro-
tation.
6 Reassemble the details in proper order and install the
impeller according to pos. a) above. Do not forget the thin
washer between the spring and the O-ring.
c) Replacing of bearings and shaft seal.
1 Remove the pump from the engine.
2 Disassemble the impeller and mechanical seal according
to pos. a) and b) above.
3 Loosen the screws (14) and remove the pressure plate
(15).
4 Pull off the gear wheel without using any tool. If the gear
wheel does not come loose, a few strokes with a non-recoiling
hammer will help. (The friction ring elements (13) come loose
together with the gear wheel.)

Using an extractor will only damage the shaft (axial scratches).

5 Loosen the bearing retainer (11) and drive out the shaft
and bearing.
6 Check the seal (16) and the bearings for wear and dam-
age. If the seal is leaking, knock it out using a suitable brass
piece.

C2 19 - 7
 19 Cooling Water System 20-200142/IV

7 Remove the bearings. Press the bearing by its inner ring

with a suitable pipe.
8 Inspect the shaft for wear and damage.
9 Oil the new seal and insert it by pressing against the
shoulder.
10 Oil the collar and press the bearing in by its inner ring
with a suitable pipe. See Fig 19-4.
11 Turn the shaft according to Fig 19-4.
12 Oil the collar and press the bearing in by its inner ring
with a suitable pipe. See Fig 19-4.
13 Turn the housing according to Fig 19-4 and oil the outer
surfaces of the bearings. Press the shaft into the housing by
both the inner and outer ring of the bearing with a suitable
pipe.

Mounting of bearings

F F
F Pipe 1 Pipe 2 Pipe 3

Pipe 2 Pipe 1

A B C

Fig 19-4 3219568935

14 Fit the bearing retainer (11). Lock the screws with lock-
ing compound.
15 Before re-installing the gear wheel, all contact surfaces
should be cleaned and oiled.

19 - 8 C2
 20-200142/IV Cooling Water System 19

Mounting of gear wheel to water pump

11. Bearing retainer 11 12 13 15 14

12. Drive gear
13. Friction rings
14. Screw
15. Pressure plate

Fig 19-5 2019760103

16 Re-install the gear wheel and the friction ring elements

(13). The friction ring elements should fall easily in place and
must not jam.
17 Re-install the pressure plate (15).
18 Tighten the screws a little and check that the gear wheel
is in the right position.
19 Tighten the screws to torque according to chapter 07.
20 Assemble the impeller and the mechanical seal
according to pos. a) and b) above.

19.4 Temperature control system

19.4.1 General description

The LT-circuit is provided with a fixed thermostatic valve fitted
in the lube oil cooler.
The HT circuit is provided with a fixed thermostatic valve
mounted inside the bracket of connecting box or integrated in the
turbocharger bracket to maintain the HT outlet water tempera-
ture. Operation temperatures according to chapter 01, section
01.2

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 19 Cooling Water System 20-200142/IV

19.4.2 LT and HT thermostatic valve

19.4.2.1 Description
The 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
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 water outlet temperature. If ever required, the thermo-
static valve will shut off positively on the by-pass line for maxi-
mum 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 temperature control valve

By-pass

To cooler

From engine From engine

WARM ENGINE COLD ENGINE

Fig 19-6 2019719933

No adjustments are ever required on the thermostatic valve.

The temperature is specified at the factory. The temperature can
be changed only by changing temperature element assemblies
which is easily accomplished by unscrewing the housing. The
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.
The power creating medium utilises the expansion of the ele-
ment contents, Fig 19-7, Fig 19-8 or Fig 19-9, which remains in a
semi-solid form and is highly sensitive to temperature changes.

19 - 10 C2
 20-200142/IV Cooling Water System 19

Most of the expansion takes place during the melting period of

approximately two minutes over a temperature change of ap-
proximately 8.5°C.
The thermostatic valve is provided with two elements. Since
flow is diverted either to by-pass or heat exchanger, failure of an
element would cause no change in pressure drop.
The contents of the elements 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 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.

LT thermostatic valve

1. Lubricating oil module 4

Viewed from underside, Section A-A
2. Cover TC at the driving end 5 2
3. Drain plug
4. Screw 6
5. Holder
6. O-ring
7. Thermostatic element A A
7
1 2 3

Viewed from underside,

TC at the free end
2 3 1
A A

Fig 19-7 2019700022

C2 19 - 11
 19 Cooling Water System 20-200142/IV

HT thermostatic valve, TC at the driving end

1. Connecting box 1
2. Cover
3. Bracket for connecting
Section A-A
box
4. Screw 6
5. Holder 2
6. Screw 8
7. Element 2 4
8. O-ring 5
A A 7
3

Fig 19-8 2019729932

HT thermostatic valve, TC at the free end

6 5 5 4
1. Flange for thermostat
2. Thermostat element 7
3. O-ring
4. Screw
5. Bush for thermostat
6. Bracket for turbocharger
7. O-ring

1 2 2 3

Fig 19-9 2019549601

19 - 12 C2
 20-200142/IV Cooling Water System 19

19.4.3 Maintenance
Normally, no service is required. Too low or too high water
temperature could indicate a malfunctioning thermostat or dam-
aged o-rings.
1 Drain the cooling water circuit.
Extracting of the thermostatic element
2 Remove the elements by removing the cover (2) and the
M8 * >=25mm holder of element (5), Fig 19-7 and Fig 19-8 (TC at the driving
end). Use screws (M8) for extracting the holder of element.
3 Remove the elements by removing the flange for thermo-
stat (1), Fig 19-9 (TC at the free end). The extractor tool
(837027) to be used when removing of the bush (5) for the
thermostat.
4 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 on the thermostatic
element or in chapter 01.; the lower value for the water tem-
perature is the opening temperature, the higher for the fully
open valve.
5 Change the defective element. Check o-rings and re-
place, if necessary. Apply sealing compound to the sealing faces
between the cover (2) and the bracket, see Fig 19-7 and Fig
19-8.

C2 19 - 13
 19 Cooling Water System 20-200142/IV

19 - 14 C2
 20-200101 Exhaust System 20

20. Exhaust System

20.1 Exhaust manifold

20.1.1 General description

Data and dimension The exhaust manifold is fitted between the cylinder head and the
Multiduct turbocharger. The manifold consists of the multiducts (3) and the
Material: Nodular cast iron exhaust pipes (2) with expansion bellows (1). The manifold is
Weight: 8 kg enclosed into an insulating box of sandwich design.
Test pressure: 10 bar
The turbocharging concept is a specific type of pulse charging,
(water side)
which is superior for sudden load application and frequent load
Exhaust pipes variations. The exhaust gases connected to a common exhaust
Material: Special, heat pipe, which leads the exhaust gases to the turbocharger. The
resistant alloy exhaust gases are discharged from each cylinder during the
nodular cast iron period when the other cylinders have the exhaust valve closed.
Bellows This give an equal flow of gases to the turbocharger without any
Multiply design disturbing gas pulses to the other cylinders connected to the
Material: Heat resistant steel
common pipe.
The multiduct, between the cylinder head and the exhaust
pipes, acts as a bracket for the whole exhaust manifold, including
the insulation box. The multiduct is cooled by the cooling water
discharging from the cylinder head. The multiducts are vented
through a venting pipe along the engine. The cooling water flows
through the multiduct down to the HT-water channel in the
engine block. The multiduct also connects the air receiver in the
engine block with the inlet air channel in the cylinder head. All
the surfaces, engine block/multiduct, cylinder head/ multiduct
and exhaust pipes/multiduct are sealed off.

Exhaust manifold

1. Bellow 1 2 3
2. Exhaust gas pipe
3. Multiduct

Fig 20-1 2020529321

The multiduct is rigid mounted towards the cylinder head and

engine block.

WÄRTSILÄ 20 20 - 1
 20 Exhaust System 20-200101

The exhaust pipes are cast of special alloy nodular cast iron,
with separate sections for each cylinder. Metal bellows of multiply
type absorb the heat expansion.
The complete exhaust system is enclosed by an insulation box
built up of sandwich steel sheet.

Caution! The surface of the insulation box is hot.

The exhaust gas temperatures can be checked after each cylinder.

Sensors for remote measuring of the temperatures after each
cylinder as well as before (optional) and after the turbocharger
are mounted.

Exhaust System

Multiduct cross section

1. Lower protecting panel
2. Distance piece
6
3. Screw
4. Multiduct 5
5. Upper protecting panel
6. Insert sleeve
7. Bracket

7 1 3
2

Fig 20-2 20205390101

20.1.2 Change of expansion bellows

1 Remove necessary sheets on the insulation box.
2 Remove the screws and remove the expansion bellows.
3 Check that the exhaust pipe flanges are parallel and
positioned on the same centre line to avoid lateral forces on the
bellows.

20 - 2 WÄRTSILÄ 20
 20-200441-03 Starting Air System 21

21. Starting Air System

21.1 Description
The engine is started with compressed air of max. 10 bar. Mini-
mum pressure required is 7.5 bar with the engine at operating
temperature. A pressure gauge (3) mounted on the instrument
panel indicates the pressure after the pressure reducing valve
(2).
The air starter is controlled by solenoid valves (5,6) and start
blocking valve (7).
As a precaution the engine cannot be started when the turning
gear is engaged. Control air to the air starter is led through a
blocking valve (7), mechanically blocked when the turning gear
is engaged, thus preventing start.

Starting air system

7
1. Air starter
2. Pressure reducing valve
3. Gauge for starting air
1
4. Safety valve
5. Solenoid valve
6. Starter control valve
7. Start blocking valve

6 5

301. Starting air inlet

4
3

STARTING AIR

301

Fig 21-1 2021600441

WÄRTSILÄ 20 21 - 1
 21 Starting Air System 20-200441-03

21.2 Starting device

21.2.1 Description
Data and dimensions The engine is provided with an air starter of turbine type. It is an
Type: Turbine driven air operated, a two stage turbine driven, pre-engage starter drive
air starter acting on and it is designed for operation with compressed air only. No
the flywheel lubrication is required in the supply air. The air starter can be
Weight: 20 kg
grouped into four basic assembly:
Air pressure: 8 bar
• Integral relay valve,
• Turbine Housing,
• Gearbox Housing,
• Bendix Drive.
When the engine has reached a speed of 115 RPM the current is
cut off by a relay in the electronic speed measuring system, and
the air starter will be disengaged automatically.
At failure of current or malfunction of the control devices, the
air starter can, in emergency, be started by means of manually
operated valve. Note that the automatic disengaging of the air
starter is then out of operation and thus, when the engine fires,
the valve must be shut in order to avoid overspeed of the air
starter.

Warning! Do not operate the starter with compressed air unless it is

properly attached to the engine and will engage the flywheel.

A valve prevents starting with engaged turning device (as well as

emergency starting by means of a valve).

21.2.2 Disassembly
Mark each section of the starter for reference during assembly.
Do not disassemble the starter any further than necessary to
replace a worn or damaged part. Mark the turbine rotor and note
its direction of rotation.
Have a complete set of O-rings, seals, screws and other hard-
ware available for assembly.

21 - 2 WÄRTSILÄ 20
 20-200441-03 Starting Air System 21

21.2.3 Cleaning and inspection

1 Degrease all metal parts except bearings and the starter
drive using commercially approved solvents.
2 Dry parts thoroughly.

Note! Never wash bendix assembly or bearings in cleaning solvents.

It is recommended bearings be replaced with new parts.

3 Clean aluminum parts using a cleaning solution, soak for

five minutes. Remove parts, rinse in hot water, and dry thor-
oughly.
4 Clean corroded steel parts with commercially approved
stripper.
5 Clean corroded aluminum parts by cleaning as stated
above and then immersing the parts in a chromic-nitric-phos-
phoric acid pickle solution. Rinse in hot water and dry thor-
oughly.
6 Check for acceptable condition of parts.
7 Check all threaded parts for galled, crossed, stripped, or
broken threads.
8 Check all parts for cracks, corrosion, distortion, scoring,
or general damage.
9 Check all bearing bores for wear and scoring. Bearing
bores shall be free of scoring lines.
10 Check gear teeth and turbine housing ring gear for
wear. In general, visually check for spalling, fretting, surface
flaking, chipping, splitting, and corrosion. If wear is apparent,
check the gear teeth dimensions.

21.2.4 Assembly
Always press the inner race of ball bearings when installing onto
a shaft. Always press the outer race of ball bearings when install-
ing into a housing. The rotor retention screw must be replaced
each time the turbine rotor is removed. All parts should be
degreased and aluminum parts cleaned. For overhaul, all parts
are included in the overhaul kit should be replaced.
All screw threads are treated at the factory with a fastener
retention compound. Every screw, 1/4 inch diameter or larger,
must have a drop of Loctite 290 applied to the threads before being
re-used, screws smaller than 1/4 inch diameter must have a drop
of Loctite 222 applied to the threads.

WÄRTSILÄ 20 21 - 3
 21 Starting Air System 20-200441-03

21.3 Starting air vessel and piping

An oil and water separator as well as a non-return valve should
be located in the feed pipe, between the compressor and the
starting air vessel. At the lowest position of the piping there
should be a drain valve. Immediately before the starting air
system, a non-return valve and a blow-off valve are mounted.
Drain the starting air vessel from condensate through the drain
valve before starting.
The piping between the air vessels and the engines should be
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 regu-
larly. If possible, they should then be coated with a suitable
anti-corrosive agent. Let them dry long enough.
At the same time, inspect the valves of the starting air vessels.
Too strong tightening may result in damages on the seats, which
in turn cause leakage. Leaky and worn valves, including safety
valves, should be reground. Test the safety valves with pressure.

21.4 Pneumatic system

21.4.1 General description

The engine is equipped with a pneumatic system for control of the
following functions by means of a solenoid valves:
• start of engine,
• stop of engine,
The starting system includes a pressure reducing valve (2) and
safety valve (4) , that reduces starting air pressure to correct and
safety level for the air starter. The air starter is controlled by a
solenoid valve (5) and blocking valve (7).
The overspeed system includes a vessel (11) and a non-return
valve to ensure the pressure in the system in case of lacking feed
pressure. Fig 21-3 shows the solenoid valve (10). The valve is
equipped with a push button and can in emergency be energized
manually.
The pneumatic overspeed trip devices (9), described in detail in
chapter 22., section 22.5, are controlled by the valve (10) which is
actuated by a solenoid valve 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.

Note! When the engine is running, the air supply to the engine must
always be open.

21 - 4 WÄRTSILÄ 20
 20-200441-03 Starting Air System 21

Pneumatic system

1. Air starter
7
2. Pressure reducing valve 1
3. Gauge for starting air
9 6 5
4. Safety valve
5. Solenoid valve
10
6. Starter control valve 2
7. Start blocking valve 4
8. Shut-off valve
9. Pneumatic stop cylinders 8
11
10. Main stop valve
3
11. Air container 9
12. Solenoid valve 12
10

11

Fig 21-2 2021610441

21.5 Maintenance
The system is built up of high class components. Usually it
requires no other maintenance than check of function and drain-
ing of condensated water from the vessel (11) using the draining
valve.

21.5.1 Check
Regularly check the pressure after the pressure reducing valve
(2).

WÄRTSILÄ 20 21 - 5
 21 Starting Air System 20-200441-03

21.5.2 Maintenance
Solenoid valve. In case of disturbance in the electric function of
the valve, test the valve by pushing the button (1), see Fig 21-3.
Should there be mechanical malfunction, open the valve.
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. Clean the valve if there is any disturbance.
The valve can temporarily be disconnected by shutting the valve.
Pressure reducing valve. The pressure reducing valve requires
no maintenance. If there is malfunction, it is recommended to
change the valve.

Pneumatic components

1. Button Solenoid valve Pressure reducing valve

2. Bore
3. Bore
4. Gasket

1 4

Fig 21-3 2021570247

21 - 6 WÄRTSILÄ 20
 20-200307-02 Control Mechanism 22

22. Control Mechanism

22.1 Description
During normal operation the engine speed is controlled by a
governor (1) which regulates the injected fuel quantity to corre-
spond with the load and engine speed.
The regulation movement is transferred to the control shaft (10)
through an adjustable link rod (2).
The movement from the control shaft, to the injection pump fuel
racks (16), is transferred through the regulating lever (6) and the
spring (7). The torsion spring (5) enables the control shaft and,
consequently, the other fuel racks to be moved to a stop position,
even if one of the racks has jammed. In the same way the torsion
spring (7) enables the regulating shaft to be moved towards
fuel-on position, even if an injection pump has jammed in a no-fuel
position. This feature can be of importance in an emergency
situation.
The engine can be stopped by means of the stop lever (17). When
the stop lever is moved to stop position, the lever (18) actuates the
lever (9) forcing the regulating shaft to stop position.
The engine is provided with an electro-pneumatic device with
tripping speed about 15 % above the nominal speed. The electro-
pneumatic device moves every fuel rack to a no-fuel position by
means of a pneumatic cylinder on every injection pump. The
cylinder actuates direct on the fuel rack. The electro-pneumatic
device can also be tripped manually, see section 22.5.
When starting, the governor will automatically limit the move-
ment of the regulating shaft to a suitable value.
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 lubri-
cating oil pressure, too high circulating water temperature, or at
any other desired function.

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.

WÄRTSILÄ 20 /C/C2 22 - 1
 22 Control Mechanism 20-200307-02

a) The system should work with minimal friction. Regularly clean

and lubricate racks, bearings (also self-lubricating bearings
(8)) and ball joints with lubricating oil.
b) The system should be as free from clearances as possible.
Check clearances of all connections. Total clearance may cor-
respond to max. 0.5 mm of injection pump fuel rack positions.
c) Check regularly (see recommendations in chapter 04.) the
adjustment of the system; stop position, overspeed trip devices
and 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, and that all locking elements
like pins, retainer rings, locking plates are in their positions.
Check according to pos. a) - c) .

22.3 Check and adjustment

22.3.1 Stop lever in the stop position

a) Check:
• Set the terminal shaft lever (3) in the maximum fuel position
and the stop lever (17) in the stop position, Fig 22-1.
• Check that the fuel rack position of all injection pumps is
maximum value according to the table below.

Fuel rack
Engine configuration position
(mm)
Turbocharger at the free end (LF) 3
Turbocharger at the driving end (LD) 1

b) Adjustment:
• Set the stop lever in the stop position and check that the
lever (18) contacts the lever (9) properly. A small torque can
be set from the governor, but not a too large one, because this
will twist the shaft unnecessarily, although little.
• Adjust the fuel rack position according to the table above by
adjusting the screws (15).
• If changing the governor, see section 22.4.

22 - 2 WÄRTSILÄ 20 /C/C2
 20-200307-02 Control Mechanism 22

Control mechanism

1. Governor 1
2. Adjustable link rod 3
3. Lever for governor
4. Screw 2
5. Spring
6. Lever for injection pump
7. Spring
8. Bearing housing
9. Lever 4
10. Control shaft
11. Load limiter
12. Lever
13. Adjusting screw
14. Adjusting screw
15. Adjusting screw
16. Fuel rack
17. Stop lever
18. Lever for stop lever

9
5 6 7 11
A B 12

8 10
2
A-A
12
15 16 A
13
40 30

17 work 14

VIEW B
stop
VIEW C

18

Fig 22-1 2022570307

WÄRTSILÄ 20 /C/C2 22 - 3
 22 Control Mechanism 20-200307-02

22.3.2 Electro-pneumatic overspeed trip device

a) Check of stop position
• Set the stop lever in the work position and the terminal shaft
lever in the max. fuel position.
• Release the overspeed trip device manually.
• Check that the fuel rack positions is less than 3 mm.
b) Adjustment of stop position
• The electro-pneumatic overspeed trip device requires no adjust-
ment.
• If a fuel rack position of less than 3 mm cannot be obtained,
check for wear.
c) Check and adjustment of tripping speed
• See section 22.5.3.

Electro-pneumatic overspeed trip device

1. Cylinder 1 2
2. Piston
3. O-ring
4. Fuel rack 3

Fig 22-2 2022519318

22 - 4 WÄRTSILÄ 20 /C/C2
 20-200307-02 Control Mechanism 22

22.4 Speed governor

22.4.1 General
Data and dimensions The engine can be equipped with various governor alternatives
Governor depending on the kind of application. Concerning the governor
Mechanical-hydraulic type itself, see the attached governor instruction book.
Weight: 19 kg

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 gear. The governor is
fastened to this drive unit and connected to the drive shaft
through a serrated connection. The serrated coupling sleeve is
secured with spring pins. 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.

Check at recommended intervals:

• radial and axial clearances of bearings,
• gear clearance,
• oil drillings and nozzle to be open,
• serrated coupling sleeve to be firmly fastened to the shaft,
• serrations of coupling sleeve and governor drive shaft for
wear.
Change worn parts.

22.4.3 Removal of governor

1 Loosen the terminal shaft lever (3) and governor electri-
cal connection.
2 Open the governor fastening screws (4) and pull the
governor vertically upwards. The governor must not fall or rest
on its driving shaft, Fig 22-1.

22.4.4 Mounting of governor

When mounting the governor, proceed as follows:
1 Put the fuel rack and governor in a position according to
Fig 22-4 .

WÄRTSILÄ 20 /C/C2 22 - 5
 22 Control Mechanism 20-200307-02

Governor terminal shaft position

1. Position indicator of governor WOODWARD 3161 WOODWARD UG-A EUROPA 2231-1G

1
1 1
40
30
0
20 10

10

SE FUEL
0

EA
R
INC

Fig 22-3 2022580307

2 The lever for governor must be assembled in a position

according to Fig 22-4.
3 Fit the link rod (2) between the levers and lock the adjust-
ment.
4 Check according to section 22.3

Governor shaft settings

26 ±5 (Woodward)
2. Adjustable link rod 18 ±5 (Europa)
3. Lever for governor ( 76 )

10. Control shaft Governor shaft

3
12. Lever 2
16. Fuel rack
12

10

16

ENGINE BLOCK
Governor basic settings
Fuel rack Governor
Governor type (mm) indicator
LF LD
3161 6 3 7.2
UG-A 6 3 1.7
Europa 2231-1G 6 3 2

Fig 22-4 2022590307

22 - 6 WÄRTSILÄ 20 /C/C2
 20-200307-02 Control Mechanism 22

22.5 Electro-pneumatic overspeed trip de-

vice

22.5.1 Description (Fig 22-2)

The overspeed trip device is electronically controlled. Air of max.
30 bar is used as operating medium. The tripping speed is 15 %
above the nominal speed.
The three-way solenoid valve (10, Fig 21-2), gets the stop signal
for overspeed from the electronic speed measuring system,see
chapter 21.section 21.4 . The solenoid is also connected to the stop
system.
When the solenoid valve opens, air is fed to the three-way valve,
which conveys pressure air to the cylinders (9, Fig 21-2), one for
each injection pump. The piston of the air cylinder actuates the
pin on the fuel rack moving it to stop position.
The stop signal is normally energized long enough to stop the
engine completely. When de-energized, the air is evacuated
through the three-way valve.
The solenoid valve (10,Fig 21-2) can also be operated manually.

22.5.2 Check and adjustment of stop position

a) Check of stop position
• Set the stop lever in the work position and the terminal shaft
lever in the max. fuel position.
• Release the overspeed trip device manually.
• Check that the fuel rack positions are less than 3 mm.
b) Adjustment of stop position
• The electro-pneumatic overspeed trip device requires no adjust-
ment.
• If a fuel rack position is more than 3 mm, check for wear.

22.5.3 Check of tripping speed

Check the tripping speed at idle by increasing the engine speed
above the nominal speed by slowly bending the lever (12) with a
suitable wrench in direction from the engine. When the nominal
speed is reached and exceeded, the governor begins to decrease
the fuelsetting, i.e. the control shaft must be bended against the
governor force.

Do not increase the engine speed by more than 60 RPM above

the tripping speed.

WÄRTSILÄ 20 /C/C2 22 - 7
 22 Control Mechanism 20-200307-02

The tripping speed should be 15 % above the nominal speed, see

chapter 06., section 06.1.

22.5.4 Adjustment of tripping speed

Adjustments will be made in the box of the electronic speed
measuring system, see instructions for speed measuring system,
chapter 23.

22.5.5 Maintenance
a) Three-way solenoid valve
• If the solenoid is out of order, replace it by a new one.
• If the valve does not move, clean all channels. Check the
valve piston.
• If air is leaking to the cylinders, change the sealings.
b) Air cylinder, Fig 22-2
• Check for wear.
• Check the tightness of the piston. Replace sealings by new ones,
if necessary. Take care not to deform the teflon ring outside the
O-ring.
• Lubricate the sealings and piston with lubricating oil.
• Check that the piston does not stick.

22 - 8 WÄRTSILÄ 20 /C/C2
 20-200135/II Instrumentation and Automation 23

23. Instrumentation and Automation

23.1 Monitoring equipment mounted

on the engine

23.1.1 Instrumentation
The connecting cabinet is flexibly mounted on rubber elements at
the driving or the free end of the engine and includes the following
instruments :
• tachometer (1), combined for engine and turbocharger speed,
and with integrated hour counter,
• temperature instrument (2), combined for exhaust gas tem-
peratures after each cylinder and after the turbocharger,
• control panel (3) including:
— start button
— stop button
— selector for the tachometer (engine/turbocharger)
— engine blocked/local/remote-switch

Location of the engine instrumentation boxes

Connecting
Manometer box cabinet

1
0 0 3 1 2 9

2 BLOCKED READY

ENGINE

3 START DE TC STOP

SPEED SELECT

Connecting cabinet
Manometer box

Fig 23-1 20231020114

C2 23 - 1
 23 Instrumentation and Automation 20-200135/II

23.1.2 Manometer box

The manometer box is located next to the connecting cabinet at
the driving or the free end of the engine. The following manome-
ters are included:

Manometer Code
• Lube oil pressure, engine inlet PI201
• Fuel oil pressure, engine inlet PI101
• High temperature (HT) water pressure, engine inlet PI401
• Low temperature (LT) water pressure, charge air PI471
cooler inlet
• Charge air pressure, engine inlet PI601
• Starting air pressure, engine inlet PI301

Normally the instruments need no service. All manometers can,

however, be changed during operation. Fuel oil manometer is
provided with valve on the back side of the manometer box. The
lines to the HT-water, LT-water, lube oil and starting air ma-
nometers can be shut off with the valves below the sensors,see
Fig23-5. The pressure in the charge air line can be reduced by
decreasing the engine load. The starting air line can be shut off
by closing the valve before the engine. Faulty or damaged instru-
ments should be repaired or replaced at the first opportunity.

Open the valves after the manometers have been replaced!

The front of the manometer box

1. Lube oil pressure, engine inlet

2. Fuel oil pressure, engine inlet 1 2
3. High temperature (HT) water pressure,
engine inlet
LUBE OIL FUEL OIL
4. Low temperature (LT) water pressure,
charge air cooler inlet 3 4
5. Charge air pressure, engine inlet
6. Starting air pressure, engine inlet HT WATER LT WATER

5 6

CHARGE AIR STARTING AIR

Fig 23-2 2023859809

23 - 2 C2
 20-200135/II Instrumentation and Automation 23

23.1.3 Thermometers
The following thermometers are mounted on the engine. Their
locations are shown in Fig 23-3 and Fig 23-4

Thermometer Code
• Fuel oil temperature, engine inlet TI101*
• Lube oil temperature, lube oil cooler outlet TI201
• Lube oil temperature, lube oil cooler inlet TI231
• HT-water temperature, engine outlet TI402
• HT-water temperature, engine inlet TI401
• LT-water temperature, charge air cooler inlet TI471
• LT-water temperature, charge air cooler outlet TI472
• LT-water temperature, lubricating oil cooler outlet TI482
• Charge air temperature, charge air cooler outlet TI622

* not mounted on MDO engines.

23.1.4 Standard sensors

A standard set of sensors are always mounted on the engine
according to the table below. The location of the sensors are shown
in Fig 23-3 and Fig 23-4.

Standard sensors for: Sensor code Type

• Engine speed ST173 A
• Turbocharger speed SE518 A
• Fuel oil pressure low PT101 A
• Fuel oil temperature before engine moni- TE101* A
toring
• Fuel oil injection pipe leakage LS103A B
• Lube oil pressure low PT201 A
• Lube oil filter pressure drop high PDS243 B
• Lube oil temperature before engine high TE201 A
• Lube oil level in wet oil sump low LS204 B
• Starting air pressure low PT301 A
• HT-water pressure low PT401 A
• HT-water temperature after engine high TE402 A
• LT-water pressure before CAC low PT451 A
• Exhaust gas temperature after each cylin- TE501A...TE509A A
der high
• Exhaust gas temperature after turbo- TE517 A
charger
• Charge air temperature after CAC TE622 A
high/low
• Pneumatic overspeed trip device pressure PS311 B
low
• Overload indication (main engines only) GS166 B

* not mounted on MDO engines.

A = analog sensor
B = binary (on/off) sensor

C2 23 - 3
 23 Instrumentation and Automation 20-200135/II

Monitoring equipment, Turbocharger on the free end

LS 103A
TE 501A...TE 509A
GS 166 HS 724
SE 518
GT 165
TE 402
ST 173
TI 402 ST 174

TSZ 402
SE 167
PT 401
SE 168
TI 401 GS 792

PDS 113 SS 325

TE 101
TI 101 LS 204 TE 700...TE 710
TE 511...TE 514

TI 482 PT 622

TE 517

TE 622

TI 622

TE 201

TE 451
TE 201
TE 482
TE 471

TI 231 TI 472

PT 301 PS 110
PS 460 PSZ 201
PT 201
PS 311
PS 210

PT 201-1

PT 401

PT 451 PDS 243

PT 101

PS 410

Fig 23-3 2023960109

23 - 4 C2
 20-200135/II Instrumentation and Automation 23

Monitoring equipment, Turbocharger on the driving end

SE518 TE501A...TE509A GS166 GS171 SE518

HS724 GT165

PS311 ST173
ST174
TSZ402

LS103A GS792

TI401
TE402

PDS113
TE101
TI101
LS204 TE700...TE710

TE511...TE514 TE622 TI622

TE517

TI231

TI472

TE472

TI471

PT622

PT201
PT451 PS201-1
PDS243 PSZ201
PT401 PS110
TI201 PS460
PT301 PS410
TE201
TE402
TI482
TI401
PT101
PDS113
PS210

Fig 23-4 2023909809

C2 23 - 5
 23 Instrumentation and Automation 20-200135/II

23.1.5 Optional sensors

In addition to the standard set of sensors, any of the following
optional sensors can be mounted on the engine according to the
table below. The location of the sensors are shown inFig 23-3 and
Fig 23-4.

Optional sensors for: Sensor code Type

• Fuel rack position GT165 A
• Main bearing temperature TE700...TE710 A
• Fuel oil pressure low, start of stand-by PS110 B
pump
• Lube oil pressure low, start of stand-by PS210 B
pump
• Start of HT-water stand-by pump PS410 B
• Start of LT-water stand-by pump PS460 B
• Fuel oil filter pressure drop high PDS113 B
• Exhaust gas temperature before turbo- TE511 A
charger
• Exhaust gas temperature before turbo- TE512 A
charger
• Exhaust gas temperature before turbo- TE513 A
charger
• Exhaust gas temperature before turbo- TE514 A
charger
• Charge air pressure after CAC PT622 A

23.1.6 Safety sensors

The safety sensors includes the following sensors. All the safety
sensors may not be included in the engine, depending on the
engine specification.

Safety sensors for: Sensor code Type

• Lube oil pressure, engine inlet PS201 B
• Lube oil pressure, engine inlet PSZ201 B
• Lube oil temperature, engine inlet TSZ201 B
• HT-water pressure, engine inlet PS401 B
• HT-water temperature, engine outlet TSZ402 B
• Stop lever in stop position GS171 B
• Lube oil pressure, prelub, engine inlet PS201-1 B
• Turning gear engaged GS792 B
• Remote local switch HS724

23.1.6.1 Checking the sensors

a) Pressure sensors
All sensors are adjusted and checked at the factory before deliv-
ery. For control of the sensor output is a pressure calibrator
required. Testing of pressure sensor can be done without remov-
ing sensor from the engine.

23 - 6 C2
 20-200135/II Instrumentation and Automation 23

Testing of pressure sensors and switches

Measuring pressure

Shut-off valve Test pressure

Test pressure
Shut-off valve

Test pressure
Measuring pressure Shut-off valve

Fig23-5 2023940110

In Fig23-5 there is a pressure sensor with a shut-off valve and a

test pressure connection.
The pressure sensor is disconnected from the pressure measure-
ment with the shut-off valve. The pressure calibration device is
then connected to the plug for test pressure. A requested pressure
is set with the help of the calibration device.
1 Shut the valve below the sensor
2 Unscrew the plug just above the valve and connect a
pressure calibrator.
3 Check for leakages before pumping up the pressure.
4 Adjust calibrator settings.
5 Read the sensor measuring values at least at two points
(e.g. the lowest and the highest points of the entire range) and
check with the sensor specifications.
6 Adjust or replace the sensor if necessary.
7 Open the valve when the sensor is checked.
8 If the sensor does not give any output check:
• wiring and connections (with an ohm meter or multimeter)
• power supply (polarity printed on the sensor)
• sensor damages.

Note! Do not forget to open the shut-off valve after testing!

C2 23 - 7
 23 Instrumentation and Automation 20-200135/II

b) Temperature sensors
All sensors are checked at the factory before delivery. For control
of the sensor is a temperature calibrator required (oven). All
temperature sensors are fitted into special pockets and can thus
be lifted off for checking also during operation.
1 Unscrew the sensor.
2 Put it in the calibrator.
3 Adjust the calibrator settings.
4 Read the measured value at least at two points (lowest
and highest points of the entire range) and check with the
specifications.
5 Replace the sensor if necessary.
6 If the transmitter doesn’t give any output check:
• wiring and connections (with an ohm meter or multimeter),
• power supply (polarity printed on the transmitter),
• transmitter damages.

The example of sensors test points are shown in table below.

Termocouple
Temperature (°C) PT 100 (Ω) type K (mV)
0 100,0 0
20 107,8 0,8
40 115,5 1,6
100 138,5 4,1
300 - 12,2

c) Pressure switches
All switches are preadjusted at the factory. Switches can be
checked during operation.
1 Shut the valve below the switch.
2 Unscrew the plug just above the valve and connect a
pressure calibrator.
3 Check the switch by observing at which pressure the mi-
cro switch breaks. Correct pressure is stated in the engine
specifications and printed on the switch itself.
4 Adjust or replace the switch if necessary.
5 In case of erroneous function also check connection and
wiring.
d) Temperature switches
Temperature switches are also fitted into special pockets and can
be lifted off for checking during operation. The check can be
carried out with a temperature calibrator and by observing the

23 - 8 C2
 20-200135/II Instrumentation and Automation 23

temperature at which the microswitch breaks. The correct tem-

perature is stated in the engine specifications and printed on the
switch itself. If necessary the switch must be adjusted or replaced.
Also check connection and wiring for damages.
e) Other switches
These switches are mechanical switches which can be checked
while the engine is out of operation.
1 Turn the control shaft until the load indicating switch op-
erates.
2 Check which load this corresponds to.

23.2 Speed Monitoring System (SPEMOS)

23.2.1 Introduction
SPEMOS — SPEed MOnitoring System — is an electronic speed
measuring/monitoring system exclusively developed for use on
Wärtsilä engines. It is used on both marine and stationary (power
plant) applications. The system is designed to withstand the
vibrations and the ambient conditions on the engine itself, and is
mounted in the connecting box of the diesel engine.
The SPEMOS system provides the following functions of the
diesel engine:
• measuring of engine speed,
• four engine-speed operated relay functions, including over-
speed trip of the engine,
• measuring of one or two turbocharger speeds,
• three turbocharger-speed operated relay functions,

23.2.2 Theory of operation

23.2.2.1 Power supply

The electronic cards of SPEMOS are all powered by an internal
power supply card (C1). This card is a switching DC/DC converter
with a stabilized 12 VDC output. This output is also galvanically
isolated from the input voltage. The output of the card is short-
circuit proof.

23.2.2.2 Engine speed measuring

The engine speed is detected by means of two touchfree, inductive
proximity switches. These proximity switches are mounted on the
engine body, and give an impulse for each cog passing their
sensing head when the engine is running.
The frequency from these sensors, which is proportional to the
engine speed, is compared and converted in the speed measuring

C2 23 - 9
 23 Instrumentation and Automation 20-200135/II

card (C2) to a DC-voltage of 0 - 10 VDC. This voltage is buffered

and fed out to be indicated on the local/remote engine speed
instruments.

23.2.2.3 Engine speed operated relay functions

The analog speed signal from the engine speed measuring card is
internally connected in SPEMOS to the relay card (C3). This card
has three individually adjustable relays, and these relays can
operate at any engine speed. One of these relays has also an
individually adjustable on- or off-delay.
The relays have two change-over contacts each, and the breaking
capacity of these contacts is 0.3 A at 110 VDC and 1.0 A at 24 VDC.

23.2.2.4 Turbocharger speed measuring

The turbocharger speed is detected by means of touchfree, induc-
tive speed sensor. The speed sensor is screwed into the outside of
the bearing casing up to its stop.
Two slots on the outer surface of the sealing disc generate pulses
in the speed transmitter, and give an impulse for each slot passing
its sensing head when the turbocharger is running.
The frequency from this sensor, which is proportional to the
turbocharger speed, is compared and converted in the speed
measuring card (C4) to a DC-voltage of 0 - 10 VDC.
The output of this turbocharger speed measuring card (C4) is
buffered, and supplied to local/remote t.c. speed instruments.

23 - 10 C2
 20-200135/II Instrumentation and Automation 23

23.2.3 Functional circuit boards

23.2.3.1 Power supply card (C1)

Technical specification:
Dimensions: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 x 100 mm
Supply voltage: . . . . . . . . . . . . . . . . . . . 18 - 40 VDC smoothed
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . alt. 40 - 160 VDC
Output voltage: . . . . . . . . . . . . . . . . . . . . . . 12 VDC stabilized
Output adj. range: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 VDC
Output ripple: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 mV RMS
Output current: . . . . . . . . . . . . . . . . . . . . . . . . . . 500 mA max.
Amb. temperature: . . . . . . . . . . . . . . . . . . . . . . . . . . -25...+80°C
Short circ. proof: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Provided
Isol. voltage: . . . . . . . . . . . . . . . . . . . . . . . . . 2 kV, 50 Hz, 1 min.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 kV, 1.2/50 µs
Fuse: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T 1.6 A, 5 x 20 mm

The power supply card is short-circuit proof and protected from

overheating. A green LED indicates that voltage is provided on
the output of the card.
The input supply voltage is galvanically insulated from the
output voltage in this “switching” type DC/DC converter card.

Power supply card C1

D13

DC O/P ADJUST
R29 (+)

DC
R21 (-)

F1
1 3 13 15 17

- + - +
U IN +-12V

Fig 23-6 2023719335

C2 23 - 11
 23 Instrumentation and Automation 20-200135/II

23.2.3.2 Engine speed measuring card (C2)

a) Theory of operation The frequency from the proximity switch
speed sensors, which is proportional to the engine speed, is
compared in the C2-card. The higher frequency is always
selected and converted in this card to a DC-voltage of 0 - 10
VDC. This voltage is buffered and supplied to the local and
remote engine speed instruments.
For the Wärtsilä 20 engine the speed measuring range is 0 -
1500 RPM. 1500 RPM corresponds to frequency of 775 Hz from
the speed sensor, and this frequency is converted into 10 VDC
on the card.
The output voltage of the card is also controlling a speed
operated relay internally on the card. The switchpoint of this
relay is adjustable over the whole speed measuring range, and
it also has an adjustable delay. This relay is controlling the
start fuel limiter of the engine. A LED indicates that the relay
is operated (= fuel lim. off).
A test oscillator is also provided on the card, which allows
engine speed simulations.
b) Adjustment procedure The analog output of the card is 0 -
10 V DC, which corresponds to 0 - 1500 RPM. The card is
accurately precalibrated at the factory. However, if a recalibra-
tion is required, it can be performed according to following
instructions:
1 The output level. For fine adjusting the output signal (0 -
10 V DC), an oscillator is required. Supply a frequency of
775 Hz to the frequency input of the card and adjust with P1
until 10.00 V DC is achieved on the voltage output.
2 The fuel limiter function. The switching level of the fuel
limiter control is adjusted with potentiometer P2. The voltage
on testpoint TP3 will indicate the switching speed level of this
function. There is a relation of 1/168 between the actual switch-
ing level and the voltage on this testpoint, e.g. if setting the
switching level to 900 RPM, adjust the voltage with P2 until
5.36 V is achieved on TP3.

Note! The engine must not be running when performing this adjust-
ment.

3 On- and off delay. The on and off delay of the operation
of this relay is adjusted with potentiometers P4 and P3 respec-
tively. When checking the delay times, as well as simulating
the engine speed, the testpoints TP1 and TP2 should be
bridged. A LED will indicate the switching of the relay.

23 - 12 C2
 20-200135/II Instrumentation and Automation 23

4 The tacho/power failure function. The setting of this

function is fixed. If the frequency on one of the inputs is not
present, or the frequency differs between the channels, a
tachofailure alarm will operate. In an alarm situation a relay
makes a switchover and there will be an open circuit between
board terminals 55 and 57. Also a power failure will cause the
same operation.
5 Test points. Testpoint TP1 & TP2: Bridging the points
using e.g. a small screwdriver, a built in test oscillator will
start (the sensor must be unplugged when doing this). The test
oscillator can be used whenever it is necessary to simulate the
engine speed indication.
Testpoint TP3: Reference voltage test point for adjustment of
switching level of fuel limit control lelay.
Testpoint TP4: Internal ground (0 V DC).

Engine speed measuring card (C2)

0-speed indic.

Pulse indic. sensor 2

Pulse indic. sensor 1
U

Fuel lin indic.

T/P fail indic.
Tacho/Power

P4
P3
P2

P1
Fuel lim.

Compa-

TP1, TP2 bridged

Output fine adj.

for speed simul.
failure

TP3 switchpoint
rator
Fuel lim switch

A B

TP4 Internal
Off-Delay
On-Delay

reference

ground
- +
level

9 10 27 26 28 11 24 23 25 2 3 4 5 30 29 31 13 15 17
Freq. out

+12VDC
-12VDC
Freq. in
Freq. in

GRN

Fig 23-7 2023639335

c) Technical specification
Dimensions: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 x 100 mm
Amb. temperature: . . . . . . . . . . . . . . . . . . . . . . . . . . -25...+80C

Input:
Freq. range: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0... 8000 Hz
Signal type: . . . . . . . . . . . . . . . . . . . . . . . 12 V pk, square wave
Supply voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 VDC
Curr. consumpt.: . . . . . . . . . . . . . . . . . . . . . . . . . Max. 2x80 mA

C2 23 - 13
 23 Instrumentation and Automation 20-200135/II

Output:
Voltage:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 - 10 VDC
. . . . . . . . . . . . . . . . . . . . . . . . . . . Max. 15 mA, short circ. proof
Ripple: . . . . . . . . . . . . . . . . . . . . . . . . . . . . <20 mV at full scale
Frequency: . . . . . . . . . . . . . . . . . . . . . . . . . 12 V pk at term. 13

Relay function:
Switchpoint: . . . . . . . . . . . . . . . . . . . . 0 - 100 % of meas. range
Delay: . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 - 30 on/off delaysec.
Contact: . . . . . . . . . . . . . . . . . . . . . . . One change-over contact
. . . . . . . . . . . . . . . . . . . . . . . . . . . Max 220 V AC / 2 A / 110 VA

23.2.3.3 Relay card I (C3)

a) Theory of operation, description of control functions. The
analog speed signal from the engine speed measuring card (C2)
is internally connected to the relay card. The card is equipped
with three independent relays, each having two changeover
contacts. The speed signal is supplied to three comparators on
the card which determine the speed operated switchpoint of
each relay. The relays can thus be individually adjusted.
Two of the relays also have an adjustable delay. The relays
are non-latching. Each relay has a LED, which indicates that
the relay is operated.
The three relays of relay-card I provide the following func-
tions of the diesel engine:
Relay n1 is set to 300 RPM. One of the two contacts of this relay
controls directly the hour counter of the engine. When the relay
operates, it connects on the 24 VDC (110 VDC) power supply to
the hour counter. The other contact of this relay is connected to
the diesel automation system. In the automation system this
contact will indicate the condition “Engine Running”. In the
automation system functions like priming pump control, alarm
interlock and startblocking, will be operated according to the
status of this relay.
Relay n2 is set to 115 RPM, and it also has an adjusted off-delay
of 20 seconds. This relay operates the pneumatic starting motor
of the engine. The off-delay will inhibit a new start attempt before
the the engine is absolutely standstill.
Relay n3 is set to 15% above the nominal speed, see chapter 06.,
section 06.1. This relay operates the electropneumatic overspeed
protection device of the engine. This relay has an instant opera-
tion, and there is no possibility to set a delay time. The other
contact of this relay is connected to the alarm panel, for overspeed
trip announcement.

23 - 14 C2
 20-200135/II Instrumentation and Automation 23

b) Adjustment procedure. The switchpoint of the relays are ad-

justable with three trimpotentiometers; P601 - P603. The
testpoints below will indicate the actual value of setting of the
speed switches. For delay adjustments there are two trimpots
provided, P604, P605. The relation of all relays, trimpots and
testpoints of the card is presented in the table below:

Relay Sw.point Testp. Delay

n1 P601 TP1 P604
n2 P602 TP2 P605
n3 P603 TP3

All relays are accurately preadjusted at the factory. However, if

a change of some reason is necessary, this is possible. The actual
switchpoint of a relay (measured at this relays tespoint) is deter-
mined by the following correlation:

desired speed (rpm) x 10 V DC

UTP4 [V DC] =
1500 (rpm)

The delay-times of relays n1 and n2 are also possible to re-adjust.

There is no testpoint for the delay time reference. The reference
value can however be measured at the mid pin of the trimpot.
which is adjusted.

Relay card C3

Switchpoint 2 adj.

Switchpoint 1 adj.
Switchpoint 3
Delay 3

Delay 2

Delay 1
RELAY I
n1 DE n 2DE n 3 DE
TP3

TP2

TP1

2 8 4 7 9 5 10 26 16 18 23 12 19 30 28 31 29 24 27 13 15 17
- 0 +

0...10V +-12VDC

Fig 23-8 2023739335

c) Technical specification
Dimensions: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 x 100 mm
Amb. temperature: . . . . . . . . . . . . . . . . . . . . . . . . . . -25...+80°C

Inputs:
Supply voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 VDC

C2 23 - 15
 23 Instrumentation and Automation 20-200135/II

Curr. consumpt.: . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 60 mA

Control voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 - 10 VDC

Outputs:
Three delays, each having two change-over contacts:
Switchpoint: . . . . . . . . . . . . . . . . . . . . 0 - 100 % of meas. range
Delay: . . . . . . . . . . . . . . . . . . . . . . . . . . 0 - 30 sec. (n1, n2 only)
Contacts:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 A at 110 VDC
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 A at 24 VDC

23.2.3.4 Turbocharger speed measuring card (C4)

a) Theory of operation The sinusoidal signal from the t.c speed
sensor is in this card amplified and cut to a square wave signal
before being converted into a speed proportional 0 - 10 VDC
signal. The output of the card is buffered, and supplied to local
and remote t.c. speed instruments. For the Wärtsilä 20 engine
the speed measuring range of the turbocharger is 0 - 60000
RPM. 60000 RPM corresponds to a frequency of 2000 Hz on the
speed sensor, and this frequency is converted into 10 VDC on
the card. There is also a separate frequency output provided.
The card is a single-channel card on in-line engines, and a
two-cannel card on V-engines.
b) Adjustment procedure The card is accurately precalibrated.
However if a re-calibration is necessary, this can be done by
means of trimpotentiometers P701 (= nTC1), and P711
(= nTC2). When turning the trimpot. CW, the output will
increase, and vice versa.

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 23-9 2023749335

c) Technical specification
Dimensions: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 x 100 mm
Amb. temperature: . . . . . . . . . . . . . . . . . . . . . . . . . -25...+80°C

Input(s):

23 - 16 C2
 20-200135/II Instrumentation and Automation 23

Freq. range: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 - 8000 Hz

Signal type: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 mVpp sine
Supply voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 VDC
Curr. consumpt.: . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 35 mA

Output(s):
Voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 - 10 VDC
. . . . . . . . . . . . . . . . . . . . . . . . . . Max. 15 mA, short circ. proof
Unlinearity: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 %
Temp. coeff.: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.03 %/K
Frequency: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Vpp
. . . . . . . . . . . . . . . . . . . . . . . . . . Max. 10 mA, short circ. proof

23.2.4 Engine speed sensor

a) Theory of operation The rotational speed of the engine is
measured with a touchfree inductive PNP-type proximity sen-
sor. The sensor is supplied with a 12 VDC supply voltage from
SPEMOS. The third pin of the sensor is the speed proportional
pulse train output. The pulse output voltage level varies be-
tween two fixed levels; 0 VDC and 12 VDC.
The electronics of the sensor is resin-moulded into a tubular
housing of nickel plated brass with external thread of
M18 x 1.5 mm. The three-wire cable is connected by means of
a four pole Euchner BS4 connector.
b) Mounting the sensor Turn the engine until the top of a cog is
visual in the sensor mounting hole. Screw carefully the sensor
completely in, by hand. Unscrew it approximately 1.5 revolu-
tions for a sensing gap of 2.0 - 2.5 mm, and tighten the coun-
ternut well with a spanner.

Note! The engine must not run while the sensor is adjusted.

Engine speed sensor

A
+12VDC
1 2
SIGNAL
4 3
2.5mm GND
A

Fig 23-10 2023649335

C2 23 - 17
 23 Instrumentation and Automation 20-200135/II

23.2.5 Turbocharger speed sensor

a) Theory of operation The turbocharger speed is detected by
means of touchfree, inductive speed sensor. The speed sensor
is screwed into the outside of the bearing casing up to its stop.
Two slots on the outer surface of the sealing disc generate
pulses in the speed transmitter, and give an impulse for each
slot passing its sensing head when the turbocharger is run-
ning. The signal from the sensor is thus proportional to the
rotation speed of the charger, and connected to the turbocarger
speed measuring card C4.
b) Mounting the TPS turbocharger speed sensor ,see Fig23-11.
Screw the sensor firmly to its stop with a tightening torque of
15 Nm. It must be ensured that the lenght of the sensor is
correct. The length of the sensor depends on the exact type of
turpocharger as shown in the table below:

TPS turbocharger speed sensor

Turbocharger type Measure “A” in Fig23-11 Pulses
TPS 48 60 mm 2
TPS 52 60 mm 2
TPS 57 90 mm 2

Note! The engine must not run while the sensor is mounted.

TPS turbocharger speed sensor

1. Plug
2. Speed sensor 1 VIEW A - A
3. Bearing casing +
A -
4. Sealing disc C
B
A

2
A

3
"A"

Fig23-11 2023879911

23 - 18 C2
 20-200135/II Instrumentation and Automation 23

c) Mounting the NAPIER turbocharger speed sensor , see Fig 23-

12. Screw carefully the sensor completely in by hand. Unscrew
it 0.5 revolutions for a sensing distance of 0.7 mm, and tighten
the locking plate securing screws.

Note! The engine must not run while the sensor is adjusted.

NAPIER turbocharger speed sensor

0.7 mm = 0.5 turns

on the sensor

Fig 23-12 2023869911

C2 23 - 19
 23 Instrumentation and Automation 20-200135/II

23.2.6 Trouble shooting procedures

1. Power supply card

START

Is the Supply
on Switch the
green LED terminals
lighting? power on
1+
2-?

Defective fuse? Replace the card

Replace the fuse

Power supply ready

for operation

Fig 23-13 2023779450

23 - 20 C2
 20-200135/II Instrumentation and Automation 23

2 Engine speed measuring card

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 23-14 2023789335

C2 23 - 21
 23 Instrumentation and Automation 20-200135/II

3. Relay card

START

The Analog
relays operate output
at any speed of Test program 2
0...10V DC
the engine? from nDE ?

Replace the card

Check and
adjust if
necessary

Relay card ready

for operation

Fig 23-15 2023799335

23 - 22 C2
 20-200135/II Instrumentation and Automation 23

4. Turbocharger speed measuring card

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 23-16 2023809352

C2 23 - 23
 23 Instrumentation and Automation 20-200135/II

5. Engine speed sensor

START

Pulse-
train, pro-
portional to Voltage supply Test program 1
the engine speed OK?
on n DE /TP1
?

12 VDC
between pins 1(+) Check the connec-
and 3(-) on the tion line
sensor conn.
Adjust the
sensor for
symmetrical
output when
the engine is
running Adjust acc. to fig. 23-12

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 correct
sensor on sensing sensing gap
gap?

Sensor ready
for operation

Fig 23-17 2023819450

23 - 24 C2
 20-200135/II Instrumentation and Automation 23

23.3 Maintenance of electrical contacts

To prolong the lifetime of electrical contact surfaces and to provide
proper electrical connection under all conditions and to maintain
a high availability of the WECS system.
The maintenance is carried out by applying contact lubricants
to electrical contact surfaces. For best result the contact surface
should be cleaned with aerosol electrical contact cleaner before
applying the lubricant.
Contact lubricants are specially formulated greases and oils
that reduce friction and enhance the electrical performance of
current carrying metal interfaces in switches and connectors.
They also exhibit a neutral pH thereby avoiding surface corrosion.

Note! Prior to use read the product information.

Warning! To avoid shock or possible fire, disconnect power to any

system before applying conductive lubricant. Insure positive
and negative contacts remain isolated. Improper use can
result in shorting, arcing, or shock.

Wärtsilä recommends to regulary every 2000 - 4000 running

hours or every 6 month maintain the electrical connector contact
surfaces with contact lubricant. The contact treatment greases
listed below can be ordered from Wärtsilä.
The recommended chemicals are:
• Electrolube SGB20S 20 ml Syringe, part No. 387 022.
This paste is recommend to be used on the contact surfaces
of main electronics connectors and sensor connectors.
Same active substance as SGB200D but in different consis-
tence, i.e. paste instead of aerosol.
• Electrolube SGB200D 200 ml Aerosol (Flammable),
part No. 387 021.
This spray is recommended to be used on contact surfaces
of main electronic (SMU, DCU, RM, MCU and oil mist
detector) connectors. Since it is an aerosol there are special
requirements of transport handling.
• Chemtronics CW7100 6.5 g Syringe, part No. 387 023.
This is a heavy duty paste. The electrical conductivity is very
high due to the 100 % silver filled grease, see caution below.
Should be used on problem sensor and power contact surfaces
where SGB grease is not sufficient.

Caution! Care should be taken since this chemical is very conductive and
will cause short-circuit/earth fault if wrongly applied. Must be
placed directly on the contact surface and in very small amounts.

C2 23 - 25
 23 Instrumentation and Automation 20-200135/II

23 - 26 C2