Engine W50DF Operation Advanced

ENGINE W50DF OPERATION ADVANCED
Wärtsilä Land & Sea Academy
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TRAINING MANUAL
Document number W50DF-L00TMCB002L_02en
Manual type Hand-out
Engine W50DF Operation Advanced
Tri-F, TCFE, UNIC C3, SP
Wärtsilä Finland Oy, Services

Turku Training Centre
Stålarminkatu 45
FIN-20811 Turku
P.O. Box 50
Finland
Telephone: +358 10 709 0000
Telefax: +358 10 709 3595
Table of contents
Introduction
Risk reduction
Welding precautions
Environmental hazards
Design and function
General design
Terminology & Concept
Main data
Engine main components
Function of built-on systems
Lean-burn concept
Gas valve unit
Fuel system
Lubricating oil system
Cooling water system
Starting air system
Exhaust gas and air intake system
Installation dependent engine systems
Tuned mass damper
Preventive maintenance
Measuring instructions
Maintenance tools
Maintenance schedule
Maintenance procedures
Component condition evaluation
Troubleshooting
Evaluation of engine operating data
Evaluation of engine operating data
Condition based maintenance
Table of contents
Fuel, lubricating oil and cooling water requirements and treatment

Requirements and treatment of fuel oil
Requirements and treatment of fuel gas
Gas fuel characteristics
General health and safety aspects of gas
Requirements and treatment of lubricating oil
Requirements and treatment of cooling water
Measuring methods and sampling of fuel oil
Fuel characteristics
Measuring methods and sampling of lubricating oil
Measuring methods and sampling of cooling water
Fuel injection equipment
Fuel injection system
Engine control, instrumentation and automation systems
Instrument coding
Sensor technology
Calibrating and testing of instruments
Control system
Instrumentation
Automation system
Speed measuring system
Engine start, stop and operation
Operation modes
Starting the engine
Stopping the engine
Operating the engine
Operation support tools
Spare part ordering process
Use of online support tools
Properties & conclusions
Properties and conclusions
Attachments
WÄRTSILÄ WECSPlorerUT
Automated turbocharger wash
Engines
INTRODUCTION
© Wärtsilä
00.5 Risk reduction v3
Read this manual before installing, operating, or servicing the engine and related
equipment. Failure to follow the instructions can cause personal injury, loss of life, or
damage to property.
Use proper personal safety equipment, for example, gloves, hard hat, safety glasses and
ear protection in all circumstances. Missing, unsuitable or defective safety equipment may
cause serious personal injury or loss of life.
All electronic equipment is sensitive to electrostatic discharge (ESD). Take all necessary
measures to minimize or eliminate the risk of equipment being damaged by ESD.
00.5.1 Use of symbols v2
This manual contains different kinds of notes emphasized with symbols. Read them
carefully. They contain warnings of possible danger or other information that you must take
into consideration when performing a task.
WARNING
Warning means there is a risk of personal injury.
WARNING - ELECTRICITY
Electricity warning means there is a risk of personal injury due to electrical
shocks.
CAUTION
Caution means there is a risk of damaging equipment.
NOTE
Note contains important information or requirements.
00.5.2 General identified hazards v2
The table below lists general hazards, hazardous situations and events which are to be
noticed during normal operation and maintenance work. The table lists also the chapters in
this manual which are concerned by the respective hazard.
Identified hazard, hazardous situation Concerned Protection and Notes

or event chapters safety equipment
Dropping parts during maintenance 4, 10, 11, 12, 13, Personal
work 14, 15, 16, 17, protection
18, 19, 20, 21, equipment, e.g.
22, 23 hard hat, shoes to
be used.
Continued on next page
00.5-1
Turning device engaged during 3, 4, 10, 11, 12,
maintenance work and operated 13, 14, 16
unintentionally
Crankcase safety explosion valves 3, 10, 23
opening due to crankcase explosion
Running engine without covers 3, 4, 10, 11, 12,
13, 14, 16, 21, 22
Risk of ejected parts in case of major 3, 4, 10, 11, 12,
failure 13, 14, 22
Contact with electricity during 4, 11, 17, 18, 21,
maintenance work if power not 22, 23
disconnected
Electrical hazard if incorrect grounding 3, 4, 11, 18, 19
of electrical equipment
Ejection of components or emission of 3, 4, 12, 13, 14,
high pressure gas due to high firing 16, 21
pressures
Risk of ejected parts due to break down 3, 15
of turbocharger
Overspeed or explosion due to air-gas 3, 4, 15 Suction air must
mixture in the charge air be taken from gas
free space.
Ejection of fuel injector if not fastened 4, 12, 16
and turning device engaged
Engine rotating due to engaged gear 3, 4, 10, 11, 12,
box or closed generator breaker during 13, 14, 16
overhaul
Fire or explosion due to leakage in 3, 4, 16, 17, 18,
fuel /gas line or lube oil system 20
Inhalation of exhaust gases due to 3, 15, 20 Proper ventilation
leakage of engine room/
plant is required.
Inhalation of exhaust gas dust 4, 8, 10, 11, 12,
15, 20
Explosion or fire if flammable gas/vapour 3, 20 Proper ventilation
is leaking into the insulation box and/or gas
detectors are
required in the
engine room.
Touching of moving parts 3, 4, 8, 10, 11,
12, 13, 14, 15,
16, 17, 18, 21,
22, 23
Risk of oil spray from high pressure 3, 4, 8, 10, 11, Personal
hoses 12, 13, 14, 15, protection
16, 18, 19, 21, 22 equipment, e.g.
hard hat, safety
glasses to be
used.
Identified general hazards for gas installations are:
00.5-2
Gas fire or explosion if maintenance 3, 17, 20 Proper ventilation
(welding) is done on gas filled pipes and/or gas
detectors are
required in the
engine room.
Gas explosion due to excess of unburnt 3, 17, 20 External gas
gas fed into the exhaust gas system system built
according to the
instructions, i.e.
with pressure
relief valves,
forced ventilation,
etc.
00.5.3 Hazards due to moving parts v1
● Running the engine without covers and coming in contact with moving parts
● Touching pump parts during unintentional start of electrically driven pump motor
● Turbocharger starting to rotate due to draft if not locked during maintenance
● Thrusting a hand into the compressor housing when the silencer is removed and the
engine is running
● Unexpected movement of valve or fuel rack(s) due to a broken wire or a software/
hardware failure in the control system
● Unexpected movement of components
● Turning device engaged during maintenance work
● Accidental rotation of the crankshaft if the turning device is not engaged during
maintenance work, for instance, because it has been removed for overhaul
● Mechanical breakage (for example of a speed sensor) due to incorrect assembly of the
actuator to the engine or faulty electrical connections.
00.5.4 Hazards due to incorrect operating conditions v1
● Overspeed or explosion due to air-gas mixture in the charge air

● Overspeed due to air-oil mist mixture in the charge air
● Malfunction of crankcase ventilation
● Crankcase explosion due to oil mist mixing with air during inspection after an oil mist
shut down
● Crankcase safety explosion valves opening due to a crankcase explosion.
00.5.5 Hazards due to leakage, breakdown or improper

component assembly v3
● A fuel pipe bursting and spraying fuel.

● A gas pipe bursting and spraying gas.
00.5-3
● Leakage of:
○ Fuel at joints on the low and/or high pressure side
○ Lubricating oil
○ HT water
○ Charge air
○ Exhaust gas
○ Pressurised air from air container, main manifold or pipes
● Fire or explosion due to leakage from a fuel or gas line
● Fire or explosion due to flammable gas/vapour (crude oil) 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 engine block or piping
○ 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 from compressed air supply pipes during maintenance of
pneumatically operated equipment
○ Cooling water or fuel/lubricating oil if sensor is loosened while the circuit is
pressurised
○ Leaks during maintenance work
● Oil spray if running without covers
● Ejection of fuel injector if not fastened and:
○ The turning device is engaged and turned.
○ The engine turns due to closed generator breaker or coupling.
00.5.6 Electrical hazards v2
● Fire or sparks due to damage or short circuit in electrical equipment

● Contact with electricity during maintenance work if power not disconnected
● Hazards due to incorrect grounding of electrical equipment
● Electrical shocks because electrical cables or connectors are damaged
● Electrical shocks because electrical equipment is dismantled with the power connected
● Incorrectly wired or disconnected emergency stop switch
00.5-4
● Overload of a control system component due to incorrect electrical connections,
damaged control circuitry or incorrect voltage
● Engine out of control due to a failure in the shutdown circuitry
● Unexpected startup or failed stop
● 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 an incorrect electrical
connector or leakage in a pipe connection.
CAUTION
All electronic equipment is sensitive to electrostatic discharge (ESD). Take all
necessary measures to minimize or eliminate the risk of equipment being
damaged by ESD.
00.5.7 Other hazards v2
● Slipping, tripping or falling

● Improper treatment of water additives and treatment products
● Touching the insulation box, turbocharger, pipes, exhaust manifold, or other unprotected
parts without protection during engine operation
● Dropping parts during maintenance work
● Starting maintenance work too early, thus, causing burns when handling hot
components
● Neglecting use of cranes and/or lifting tools
● Not using proper tools during maintenance work
● Not using correct protecting outfits when handling hot parts, thus, causing burns
● Contact with fuel, lubrication oil or oily parts during maintenance work
● Exposure to high noise levels
● Touching or removing turbocharger insulation too soon after stopping the engine
● Ejection of preloaded springs when dismantling components
00.5-5
00.6 Welding precautions
00.6.1 Personal safety when welding v1
It is important that the welder is familiar with the welding safety instructions and knows how
to use the welding equipment safely.
00.6.1.1 Welding hazards and precautions v2
General work area hazards and precautions

● Keep cables, materials and tools neatly organised.
● Connect the work cable as close as possible to the area where welding is being
performed. Do not allow parallel circuits through scaffold cables, hoist chains, or ground
leads.
● Use only double insulated or properly grounded equipment.
● Always disconnect power from equipment before servicing.
● Never touch gas cylinders with the electrode.
● Keep gas cylinders upright and chained to support.
Precautions against electrical shock

WARNING
Electrical shock can kill.
● Wear dry hole-free gloves. Change when necessary to keep dry.

● Do not touch electrically “hot” parts or electrode with bare skin or wet clothing.
● Insulate the welder from the work piece and ground using dry insulation, for example,
rubber mat or dry wood.
● If in a wet area the welder cannot be insulated from the work piece with dry insulation,
use a semi-automatic, constant-voltage welder or stick welder with a voltage reducing
device.
● Keep electrode holder and cable insulation in good condition. Do not use if insulation is
damaged or missing.
Precautions against fumes and gases

WARNING
Fumes and gases can be dangerous.
● Use ventilation or exhaust fans to keep the air breathing zone clear and comfortable.
● Wear a helmet and position the head so as to minimize the amount of fumes in the
breathing zone.
● Read warnings on electrode container and Material Safety Data Sheet (MSDS) for the
electrode.
● Provide additional ventilation or exhaust fans where special ventilation is required.
● Use special care when welding in a confined area.
● Do not weld with inadequate ventilation.
00-10 DBAC150339
00.6-1
Precautions against welding sparks
WARNING
Welding sparks can cause fire or explosion.
● Do not weld on containers which have held combustible materials. Check the containers
before welding.
● Remove flammable material from welding area or shield them from sparks and heat.
● Keep a fire watch in area during and after welding.
● Keep a fire extinguisher in the welding area.
● Wear fire retardant clothing and hat. Use earplugs when you weld overhead.
Precautions against arc rays

WARNING
Arc rays can burn eyes and skin.
● Select a filter lens which is comfortable for you while welding.

● Always use helmet when you weld.
● Provide non-flammable shielding to protect others.
● Wear clothing which protects skin while you weld.
Precautions when welding in confined spaces

● Ensure that the ventilation is adequate, especially if the electrode requires special
ventilation or if welding causes the formation of gas that may displace oxygen.
● If the welding machine cannot be insulated from the welded piece and the electrode, use
semi-automatic constant-voltage equipment with a cold electrode or a stick welder with
voltage reducing device.
● Provide the welder with a helper and plan a method for retrieving the welder from the
enclosure in case of an emergency.
00.6.2 Protecting equipment when welding v2
The main principles for protecting equipment when welding are:

● Preventing uncontrolled current loops
● Radiation protection
● Preventing the spread of welding splatter
● Switching off or disconnecting all nearby electrical equipment when possible
00.6.2.1 Preventing uncontrolled current loops v1
Always check the welding current path. There should be a direct route from the welding
point back to the return connection of the welding apparatus.
00.6-2
The main current always flows along the path of least 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 the shortest possible. It must not include electronic
components.
Pay attention to the connectivity of the return connection clamp. A bad contact might cause
sparks and radiation.
00.6.2.2 Radiation protection v2
The welding current and the arc is emitting a wide electromagnetic radiation spectrum. This
might damage sensitive electronic equipment.
To avoid such damages:
● Keep all cabinets and terminal boxes closed during welding.
● Protect sensitive equipment by means of shielding with a grounded (earthed) conductive
plate.
● Avoid having the cables of the welding apparatus running in parallel with wires and
cables in the control system. The high welding current can easily induce secondary
currents in other conductive materials.
00.6.2.3 Prevention of damage due to welding splatter v2
Welding splatter is commonly flying from the welding arc. Few materials withstand the heat
from this splatter. Therefore all cabinets and terminal boxes should be kept closed during
the welding. Sensors, actuators, cables and other equipment on the engine must be
properly protected.
Welding splatter can also be a problem after it has cooled down; for example: short-circuits,
leaks.
00.6.3 Welding precautions for engine control system v3
CAUTION
All electronic equipment is sensitive to electrostatic discharge (ESD). Take all
necessary measures to minimize or eliminate the risk of equipment being
damaged by ESD.
00.6.3.1 UNIC precautions checklist v3
Take the following precautions before welding in the vicinity of a UNIC control system:
Procedure
1 Deactivate the system.

Disconnect all external connectors from the power module and from the external interface
connectors (XM#).
2 Disconnect all connectors of any electronic modules located close to (approximately
within a radius of 2 m) the welding point.
3 Close the cabinet covers and all the distributed units.
4 Protect cables, sensors and other equipment from splatter with a proper metal sheet
as far as possible.
00.6-3
00.7 Hazardous substances v1
Fuel oils, lubricating oils and cooling water additives are environmentally hazardous. Take
great care when handling these products or systems containing these products.
00.7.1 Fuel oils v3
Fuel oils are mainly non-volatile burning fluids, but they may also contain volatile fractions
and present a risk of fire and explosion.
The fuel oils may cause long-term harm and damage in water environments and
contaminate the soil and ground water.
Prolonged or repetitive contact, for example, of polyaromatic hydrocarbons with the skin
may cause irritation and increase the risk of skin cancer. Fumes that are irritating for eyes
and respiratory organs, such as hydrogen sulphide or light hydrocarbons, may be released
during loading or bunkering.
NOTE
Refer to the safety instructions provided by the fuel oil supplier.
00.7.1.1 Safety precautions for fuel oil handling v1
● Isolate the fuel oils from ignition sources, such as sparks from static electricity.
● Avoid breathing evaporated fumes, for instance, during pumping and when opening
storage tanks. The fumes may contain toxic gases, for instance, hydrogen sulphide. Use
a gas mask if necessary.
● Keep the handling and storage temperatures below the flash point.
● Store the fuel in tanks or containers designed for flammable fluids.
● Note the risk of methane gas formation in the tanks due to bacterial activities during
long-term storage. Methane gas causes risk of explosion, for instance, when unloading
fuel and when opening storage tanks. When entering tanks, there is a risk of suffocation.
● Do not release fuel into the sewage system, water systems or onto the ground.
● Cloth, paper or any other absorbent material used to soak up spills are a fire hazard. Do
not allow them to accumulate.
● Dispose of any waste containing fuel oil according to directives issued by the local or
national environmental authorities. The waste is hazardous. Collection, regeneration and
burning should be handled by authorised disposal plants.
00.7.1.2 Personal protection equipment for fuel oils v4
Protection of respiratory organs ● Respirator with combined particle and gas filter against
oil mist
● Respirator with inorganic gas filter against evaporated
fumes (for example hydrogen sulphide)
Hand protection ● Strong, heat and hydrocarbon resistant gloves (nitrile

rubber for example)
00.7-1
Eye protection ● Goggles if splash risk exists
Skin and body protection ● Facial screen and covering clothes as required
● Safety footwear when handling barrels
● Protective clothing if hot product is handled
00.7.1.3 First aid measures for fuel oil accidents v3
Inhalation of Move the victim to fresh air.

fumes
Keep the victim warm and lying still.
Give oxygen or mouth to mouth resuscitation if needed.
Seek medical advice after significant exposure or inhalation of oil mist.
Skin contact If the oil was hot, cool the skin immediately with plenty of cold water.
Wash immediately with plenty of water and soap.
Do not use solvents as they will disperse the oil and might cause skin absorption.
Remove contaminated clothing.
Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water, for at least 15 minutes.
Seek medical advice.
If possible, keep rinsing until eye specialist has been reached.
Ingestion Rinse the mouth with water.

Do not induce vomiting as this may cause aspiration into the respiratory organs.
00.7.2 Natural gas v1
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 be dangerous. Particularly serious are fires and
explosions, caused by gas leakage into the engine room, and explosions caused by
unburned gas in the exhaust system.
If a gas explosion occurs, it is important to protect people, equipment and environment
from damage. Damage is caused by the shock wave and the burning effect of the
expanding and partly burning gases. Damage can be avoided by preventing pressure build
up in equipment and extracting the released gas to an open area.
00.7.3 Lubricating oils v2
Fresh lubricating oils are normally not particularly toxic but they should be handled with
care.
Used lubricating oils may contain significant amounts of harmful metal and PAH
(polyaromatic hydrocarbon) compounds. There is a risk of long term contamination of the
soil and the ground water.
00.7-2
NOTE
Refer to the safety information provided by the supplier of the lubricating oil.
00.7.3.1 Safety precautions for handling lubricating oil v1
When handling lubrication oils:

● Ensure adequate ventilation if there is a risk of vapours, mists or aerosols releasing. Do
not breathe vapours, fumes or mist.
● Keep the oil away from flammable materials and oxidants.
● Keep the oil away from food and drinks. Do not eat, drink or smoke while handling
lubricating oils.
● Use only equipment (containers, piping, etc.) that are resistant to hydrocarbons. Open
the containers in well ventilated surroundings.
● Immediately take off all contaminated clothing.
Note also the following:
● Empty packaging may contain flammable or potentially explosive vapours.
● Cloth, 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 containing lubricating oil is hazardous and must be disposed of according to
directives issued by the local or national environmental authorities. Collection,
regeneration and burning should be handled by authorised disposal plants.
00.7.3.2 Personal protection equipment for lubricating oils v3
Hand protection Use impermeable and hydrocarbon resistant gloves (nitrile rubber for
example).
Eye protection Wear goggles if splash risk exists.
Skin and body Wear facial screen and covering clothes as required.
protection
Use safety footwear when handling barrels.
Wear protective clothing when handling hot products.
00.7.3.3 First aid measures for accidents with lubricating oil v3
Inhalation of fumes Move the victim to fresh air.

Skin contact Wash immediately with plenty of water and soap or cleaning agent.
Do not use solvents (the oil is dispearsed and may be absorbed into the skin).
Remove contaminated clothing. Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water, and continue for at least 15 minutes.
Ingestion Do not induce vomiting, in order to avoid the risk of aspiration into respiratory
organs.
00.7-3
Seek medical advice immediately.
Aspiration of liquid If aspiration into the lungs is suspected (during vomiting for example) seek
product medical advice immediately.
00.7.4 Cooling water additives, nitrite-based v2
Cooling water additives 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 decrease in blood pressure. Skin
and eye contact with the undiluted product can produce intense irritation. Diluted solutions
may be moderately irritating.
NOTE
Refer to the safety information provided by the supplier of the product.
00.7.4.1 Safety precautions for handling cooling water additives v1
● Avoid contact with skin and eyes.

● Keep the material away from food and drinks. Do not eat, drink or smoke while handling
it.
● Keep the material in a well ventilated place with access to safety shower and eye
shower.
● Soak up 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.
00.7.4.2 Personal protection equipment for cooling water additives v2
Respiratory protection Normally no protection is required.

Avoid exposure to product mists.
Hand protection Wear rubber gloves (PVC or natural rubber for example).
Eye protection Wear eye goggles.
Skin and body protection Use protective clothing and take care to minimise splashing.
Use safety footwear when handling barrels.
00.7.4.3 First aid measures for accidents with cooling water

additives v3
Inhalation In the event of over exposure to spray mists, move the victim to fresh air.
Keep the victim warm and lying still. If the effects persist, seek medical advice.
Skin contact Wash immediately with plenty of water and soap.
00.7-4
If irritation persists, seek medical advice.
Eye contact Rinse immediately with plenty of clean water and seek medical advice.

Make the victim drink milk, fruit juice or water.
Do not induce vomiting without medical advice.
Immediately seek medical advice.
Never give anything to drink to an unconscious person.
00.7.5 Fly ashes and exhaust gas dust v2
NOTE
See the safety instructions before starting to overhaul the exhaust gas system,
or engine components that have been in contact with exhaust gases.
00.7.5.1 Precautions for handling fly ashes and exhaust gas dust v1
When handling fly ashes, exhaust gas dust or any contaminated components, observe the
following requirements and precautions:
● Avoid inhaling and swallowing fly ashes and dusts. Prevent eye and skin contacts.
● Avoid spreading and spilling the fly ashes and dusts to the environment.
● Take measures to avoid spreading the dust in the surrounding area when opening the
manholes of the exhaust gas system, especially the Selective Catalytic Reduction (SCR)
system (if included). Avoid spreading dust when handling exhaust gas system
components.
● Take care that the ventilation is suitable when collecting dust arisen during the
machining and cleaning of the components.
● Apply appropriate disposal instructions for flue gas dust spillage. The dust collected
from the exhaust gas system must be considered as hazardous waste. It must be
treated according to the local regulations and legislation.
00.7.5.2 Personal protection equipment for fly ashes and exhaust

gas dust v3
Respiratory organ Use P3 filter respirator against toxic particles.

protection
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.
Hand protection Use gloves.
Eye protection Wear goggles.
Skin and body protection Wear covering clothes.
Use proper protection also when machining or cleaning engine components that have been
in contact with exhaust gases.
00.7-5
00.7.5.3 First aid measures for fly ash and exhaust gas accidents v3
Inhalation of Move the victim to fresh air.

ashes
Give oxygen or mouth to mouth resuscitation if needed.
Seek medical advice after a significant exposure.
Skin contact If the ash is hot, cool the skin immediately with plenty of cold water.
Wash immediately with plenty of water and soap.
Do not use solvents as it disperses the ash and may cause skin absorption.
Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water for at least 15 minutes and seek medical
advice.

Do not induce vomiting as it may cause aspiration into respiratory organs.
00.7.6 Lead in bearings v1
Lead has valuable lubricating properties and is therefore incorporated into many bearing
alloys.
The bearings in Wärtsilä engines contain lead and are therefore toxic. Bearings that are to
be scrapped and contain lead must be disposed of according to the local authority
regulations.
00.7.7 Fluoride rubber products
00.7.7.1 Precautions when handling fluoride rubber products v2
Normal sealing applications

In normal sealing applications the use of fluoride rubber products does not cause any
health hazards. The products can be handled without any risk provided that normal
industrial hygiene is maintained.
When changing O-rings of valve seats

Always wear protective rubber gloves when changing the O-rings of the valve seats.
When handling the remains of burnt fluoride rubber

When handling the remains of burnt fluoride rubber, for instance, when changing O-rings
after a valve blow-by, wear impenetrable acid-proof gloves to protect the skin from the
highly corrosive remains. Appropriate glove materials are neoprene or PVC. All liquid
remains must be considered to be extremely corrosive.
The remains can be neutralized with large amounts of calcium hydroxide solution (lime
water). Used gloves must be disposed of.
00.7-6
Grinding dust
Dust and particles originating from grinding or abrasion (wear) of fluoride rubber may when
burned form toxic degradation products. Smoking must therefore be prohibited in areas
where fluoride rubber dust and particles are present.
In case of fire
When burned fluoride rubber can cause the formation of toxic and corrosive degradation
products, for example, hydrofluoric acid, carbonyl fluoride, carbon monoxide, and carbon
fluoride fragments of low molecular weight.
Operators handling the remains of burnt fluoride rubber must wear impenetrable acid-proof
gloves to protect the skin from the highly corrosive remains. Appropriate glove materials are
neoprene or PVC. All liquid state remains must be considered extremely corrosive.
Burning (incineration) of fluoride rubber is allowed only when approved incinerators
equipped with gas emission reduction systems are used.
Use of fluoride rubber products at temperatures 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 or test of fluoride rubber at temperatures above 275°C
must be avoided. If the material is exposed to higher temperatures, the temperature may
get out of control.
00.7.7.2 Personal protection equipment for fluoride rubber products v3
Hand protection Use impenetrable acid-proof gloves (neoprene or PVC).
Inhalation protection Use breathing mask.
00.7.7.3 First aid measures for accidents with fluoride rubber

products v3
Inhaling Move the victim from the danger zone.

Make the victim blow his nose.
Eye contact Rinse immediately with water.

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.
00.7-7
Engines
DESIGN AND FUNCTION
© Wärtsilä
1 © Wärtsilä 22.4.2016 W50DF-000R01CBA103A002L_06en / Turku Training Centre
The location and the existence of the connections and the equipment may vary depending on
design and installation.




SOLAS II-2/15.2.9 - 15.2.12.
Arrangements for oil fuel, lubricating oil and other flammable oils
High pressure fuel pipes

”All external high-pressure fuel delivery lines between the high-pressure fuel pumps
and fuel injectors shall be protected with a jacketed piping system capable of
containing fuel from a high-pressure line failure. A jacketed pipe incorporates an outer
pipe into which the high-pressure fuel pipe is placed, forming a permanent assembly.
The jacketed piping system shall include a means for collection of leakages and
arrangements shall be provided for an alarm to be given of a fuel line failure.”
Hot surfaces
”All surfaces with temperatures above 220 °C which may be impinged as a result of a
fuel system failure shall be properly insulated.”
Low pressure fuel oil pipes
”Oil fuel lines shall be screened or otherwise suitably protected to avoid, as far as
practicable, oil spray or oil leakages onto hot surfaces, into machinery air intake, or
other sources of ignition. The number of joints in such piping system shall be kept to a
minimum.”
Lubricating oil arrangements
”The arrangements for the storage, distribution and utilization of oil used in pressure
lubrication systems shall be such as to ensure the safety of the ship and persons on
board. The arrangements made in machinery spaces of category A, and whenever
practicable in other machinery spaces, shall at least comply with the provisions of
paragraphs 2.1, 2.4, 2.5, 2.6, 2.7, 2.8, 2.10 and 2.11 ”screened or otherwise suitably
protected.”

1 © Wärtsilä 22.4.2016 0-000R01CBA001A001L_04en / Turku Training Centre
Consequently:
A clockwise rotating engine is coupled to a counter-clockwise rotating alternator

Stand in the driving end of the engine facing the flywheel:
Driving end is the end where the flywheel is located
Free end is opposite the driving end
Manoeuvring (or operating) side is on the left hand side, as well as A-bank on a V-
engine
Rear side is on the right hand side, as well as B-side on a V-engine

Numbering of bearings starts from the driving end
Main bearing next to the flywheel is number zero (the flywheel bearing)
Thrust bearing rails, located on each side of the shield bearing (flywheel bearing)
The outer rails closer to the flywheel are marked with 00
The inner rails are marked with 0

TDC at firing for every cylinder is marked on the flywheel, 0° corresponding the TDC at
firing for cylinder No. 1 (A1).
There is a common marking for the cylinders in engines with even cylinder numbers, one
cylinder is at TDC at firing and the other is at TDC at scavenging.
Firing intervals, in crank angles, can be determined by dividing 720° with the number of
cylinders.
On the example engine, the fuel timing is read to 17° before TDC for cylinder A2 when the
flywheel is in the position shown in the figure.

Values may vary as those depend on engine design stage and de-rating of the engine
(installation specific in Power plant).

Rated power values are given according to the latest engine design stage.

Calculating the mean effective pressure
The mean effective pressure (MEP) is a quantity related to the operation of an
internal combustion engine and is a valuable measure of an engine's capacity to do
work that is independent of engine displacement.
Formulas are shortened from the main formula for MEP:
P
pme =
1,31 ⋅ D 2 ⋅ S ⋅ N a
where:
pme = calculated mean effective pressure [bar]
P = power (cylinder output) [kW]
D = piston diameter [m]
S = stroke [m]
Na = working cycles per minute (for a four stroke engine, the engine revolution
divided by two) [rpm/2]

Dimensions and weights are given according to the latest engine design stage.
Those may vary depending on design and installation.



1 © Wärtsilä 22.4.2016 W50DF-L00R01CB0104A001L_02en / Turku Training Centre
Components
01 Engine block
02 Main bearing cap
03 Main bearing shell, upper
04 Main bearing shell, lower
05 Main bearing cap screw
06 Main bearing cap nut
07 Lateral tie screw
08 Lateral tie screw nut
09 Thrust bearing cap
10 Thrust bearing shell, upper
11 Thrust bearing shell, lower
12 Thrust bearing cap screw
13 Thrust bearing cap nut
14 Thrust bearing rail
15 Lateral tie screw
16 Lateral tie screw nut
17 Camshaft bearing bush
18 Intermediate shaft bearing bush
19 Intermediate shaft bearing bush, FW end

The main and thrust bearing shells are of tri-metal type with steel back and lead bronze lining.
The main bearing shells offer a good sliding surface for the crankshaft journals in the main
bearing caps.

Layers
04 Steel back
05 Lead bronze lining
06 Nickel dam
07 Tin-antimony overlay
08 Tin flash

The oil sump is of welded design and it increases the strength and rigidity of the engine block.
The oil sump is of dry type, i.e. a separate system oil tank is needed.
After circulation the lubricating oil is drained to the oil sump.

The crankshaft opening at the driving end of the engine block is covered with a three-piece
cover.
The crankshaft through hole is sealed with a V-ring to prevent oil leak from the crankcase.

The crankcase side covers and camshaft covers are made of cast light-weight metal. They are
sealed against the engine block by means of rubber seals and tightened with screws. The
covered openings in the engine block are there to facilitate easy maintenance.
Some of the crankcase covers on the rear side of the engine are equipped with a safety valve
which relieve the overpressure in case of a crankcase explosion and the opening pressure of
the valve is 0,05...0,1 bar. The number of relief valves depends on the crankcase volume.

The reciprocating motion of the pistons and the connecting rods are converted into a rotating
motion of the crankshaft. The power of the engine can then be taken out to the application
through a powerful connection at the crankshaft.

The crankshaft is equipped with a vibration damper and a drive gear to drive water pumps and
oil pump.
The vibration damper is capable of adjusting the natural frequency of a system and of
reducing torsional vibration. The radially arranged steel springs are clamped at their outer
ends and are engaged in the grooves of the innerstar. Through the oscillation of the outer part
in relation to the innerstar the springs are bended. This movement forces the oil to flow
between oil chambers though designed damping gaps. Depending on the size of this damping
gap the flow is more or less restricted, thus creating different rates of torsional hydrodynamic
damping.

The connecting rod is of a three-piece design with hydraulically tightened screws and nuts.
It converts the reciprocating motion of the piston to a rotating motion of the crankshaft.
NOTE!
Always handle the connecting rods with care. No scratches are allowed on the connecting rod
web.

The connecting rod small end bearing is stepped to achieve a large enough bearing surface
for the piston pin.
Components
09 Bearing bush
10 Big end bearing shell, upper
11 Big end bearing shell, lower

The piston conveys the energy coming from the combustion of the fuel to the connecting rod.
Due to the combustion in the combustion chamber the piston is pushed down and the motion
is transferred to the crankshaft by the connecting rod.
To ensure proper heat conduction the piston crown cooling galleries must be kept clean.

Piston rings maintain combustion pressure, prevent lubricating oil from getting into the
combustion chamber and aid in the control of thermal changes in the engine.

The cylinder liner forms the combustion space where the piston moves back and forth.
The antipolishing ring at the top of the cylinder liner removes deposits from the piston top on
every stroke.
The top of the liner is bore cooled.

The rotating movement of the crankshaft is transferred to the camshaft via intermediate
gearing.
CAUTION!
The valves and the pistons may come in contact with each other if the valve timing is set wrong,
which will cause serious damages to the engine.

Turning of the crankshaft is performed by means of an electrically driven turning device built
on the engine.
The turning device consists of an electric motor which drives the turning gear through a gear
drive and a worm gear.

The camshaft is made up of one-cylinder sections with integrated cams. The bearing journals
are separate pieces.
The camshaft operates the inlet and exhaust valve mechanisms and fuel injection pump.

The camshaft driving end bearing is of tri-metal type with steel back and lead bronze lining.

Valve tappets follow the cam profile of a rotating camshaft and transfer the movement through
push rods to the rocker arms.
The rocker arms operate inlet and exhaust valves through a yoke.

The cylinder head is a cover for the combustion space where the valves for gas exchange are
located. The cylinder head is made of nodular cast iron and it is fastened on the engine with
four cylinder head screws.
Inlet and exhaust outlets are on the same side, allowing for compact design of exhaust
manifold and charge air receiver arrangement and easy maintenance. Two inlet valves and
two exhaust valves are all provided with valve rotators.

The seats of the inlet valves are stellite plated and the stems are chromium plated.
The inlet seat rings are made of a special cast iron alloy and are replaceable.

Cooling of the valve and the seat ring is optimized by placing the cooling channel very close to
the seat contact surface.

The cylinder head gasket separates the combustion space and the water space between the
cylinder head and cylinder liner.
The radial guiding of the gasket is taken care of by the guiding lugs (B).

Charge air is delivered from charge air receiver (01) to cylinder head through air supply pipe
(02). The cylinder head in turn connects to exhaust manifold with clamping ring, exhaust pipe
and bellows.
The exhaust manifold is covered with insulation box (05).

Engines
FUNCTION OF BUILT-ON SYSTEMS
© Wärtsilä
1 © Wärtsilä 22.4.2016 0-000R02CB0221D001L_02en / Turku Training Centre
Lean-burn concepts are often used for the design of heavy-duty natural gas engines.
These engines can either be full-time lean burn where the engine runs with a weak
air/fuel ratio regardless of load and engine speed, or part-time lean burn (also known as
"lean mix" or "mixed lean") where the engine runs lean only during low load and at high
engine speeds, reverting to a stoichiometric air-fuel mixture in other cases.
Heavy-duty lean-burn gas engines admit as much as 75% more air than theoretically
needed for complete combustion into the combustion chambers. The extremely weak
air/fuel ratios lead to lower combustion temperatures and increased forced induction
possibilities (that would otherwise be limited by high exhaust gas temperatures), leading
to higher theoretical efficiencies when compared to engines running on a stoichiometric
air/fuel ratio.

Today’s Wärtsilä DF engines are so called tri-fuel engine with three possible operation
modes: gas mode (GAS + LFO pilot) and two diesel modes (LFO + LFO pilot / HFO +
LFO pilot). Also the fuel system is divided into three: one for gas, one for back-up fuel
and a separate pilot fuel system.
The dual-fuel engine utilizes a lean-burn combustion process when operating on gas.
The gas is mixed with air before the intake valves during the air intake period. After the
compression phase, the gas/air mixture is ignited by a small amount of liquid pilot fuel
(LFO). After the working phase the exhaust gas valves open and the cylinder is emptied
of exhaust gases. The inlet air valves open when the exhaust gas valves close, and the
process starts again.
Gas admission is activated when combustion is stable in all cylinders. When running the
engine in gas mode, the pilot fuel amounts to less than 1% of full-load fuel consumption.

The dual-fuel engine is also equipped with a back-up fuel system. The Wärtsilä DFs are
normally started in diesel mode using both main diesel and pilot fuel.
In the event of for instance a gas supply interruption, the engine converts from gas to fuel
oil operation (LFO) at any load instantaneously and automatically (gas trip).
Furthermore the separate back-up fuel system makes it possible to switch over from LFO
to HFO without load reduction.
Fuel
Mode
GAS LFO Pilot HFO / LFO Back-up
GAS X (99 %) X (1 %)
Diesel X (1 %) X (99 %)
Back-up X (max. 10 h)

The engine can be switched automatically from fuel oil to gas operation at loads below
80% of the full load. Transfer takes place automatically after the operator’s command
without load changes. Switching over to LFO from HFO operation can also be done
without load reduction.
In the Tri-Fuel solution the twin injection nozzles are used also for HFO operation. The
LFO pilot is in use also during the HFO operation.

There are three examples on this NOX formation chart:
1.Diesel engine flame front where λ value varies from 1,1 to 1,2.
2.Open-chamber lean-burn gas engine where the λ value is normally between 1,5 to 1,7.
3.Spark ignited gas engine with pre-chamber technology the lambda can be 2,1 or even
more.
In a diesel engine the overall λ value is above 2,0 but during the injection period air-
fuel mixture is not homogenous. In the flame front the λ value can be 1,1-1,2 (or even
lower). This creates high temperature spots which leads to high NOX production.
In an open-chamber lean-burn gas engine the λ value is normally from 1,5 to 1,7.
Richer mixture is needed to enable ignition by a spark plug in the main combustion
chamber. If mixture is leaner the spark energy might not be enough for ignition and the
result is misfiring. The lower the λ value is, the higher the NOX emissions will be.
In spark ignited gas engine with pre-chamber technology the lambda can be 2,1 or
even higher. Weaker air-fuel mixtures leads to lower combustion temperatures and
therefore lower NOX production. Strong energy burst from the pre chamber will ensure
ignition of the lean mixture in the main combustion chamber.

Individual adjustment of gas feed and ignition for every cylinder.
Every cylinder equipped with a knocking sensor.
The gas feed is adjusted individually to get the correct air/fuel ratio in every cylinder.
This ensures optimal combustion in all cylinders.
In case of knocking only that specific cylinder is adjusted.
Light knocking leads to automatic adjustment of the air-fuel ratio.
Heavy knocking leads to load reduction and after that to gas trip if heavy
knocking does not disappear.

Normally the engine is controlled by the closed loop control, based on the cylinder
wise pressure measuring from 30% up. Loads below 30% exhaust gas balancing is
used. Closed loop control is the primary control method when the pressure sensors
are working properly and load is above 30%.
The cylinder peak pressure is measured in every cycle from the pressure measuring signal.
The peak pressures are controlled by Pmax control.
From same measurement value the pressure waves are separated and from these values the
cylinder knocking level is concluded. This level is controlled by knock control.
The same measurement value is used as well in the cylinder output balancing control. With
this function the cylinder peak pressures between cylinders are attended to keep at the same
level.
One cylinder wise pressure sensor fail is enough to switchover from the closed loop control to
adaptive light knock control/exhaust gas temperature control.
The engine derate when the closed loop control switches off, thus when running with adaptive
light knock control/exhaust gas temperature control it is not possible to get full power out from
the engine.
Switchover back to closed loop control from the adaptive light knock control/exhaust gas
temperature control does not happen automatically. Engine stop and resetting all fail signals is
mandatory. After these the engine can be started with closed loop control.

The Lean burn process needs a correct mixture of air and fuel in the cylinders to stay
away from misfiring or knocking.
The fuel amount is driven by engine output.
The task for the A/F control is then to match the fuel amount with the correct amount
of air by means of an exhaust waste gate.

Offset for receiver temperature
Low receiver temperature
Reduced rec. pressure to keep constant NOX.
High receiver temperature
Increased rec. pressure to prevent knock.
Operating window becomes smaller with increased temperature Æ De-
rating when temperature exceeds nominal value by 5 °C.
Offset for suction air humidity
Reduced rec. pressure with high humidity to keep constant NOX
With high humidity the receiver temperature is normally increased to avoid
excessive condensation (drain) from the receiver.
Zero offset if humidity sensor is broken. When humidity is > 5,97 g/kg
(=most cases) the change to zero offset will increase the receiver pressure.

The cylinder output balancing is trying to keep the cylinder wise Pmax value (average
of 10cycles) within x bar of the engine Pmax average value (all cylinders 10 cycle
average).
The allowed deviation is load dependent and is divided into “small cylinder balancing”
and “large cylinder balancing”. The “small cylinder balancing” adjusts the MFI duration
offsets for small deviations. The “large cylinder balancing” adjusts for more than 40 bar
deviations, e.g. acts as a wake-up function.
No balancing is made for a certain cylinder if the cylinder is close to knocking (average
knock value for 10 latest cycles above the “Limit for setting engine into no-knock
state”).

While running with cylinder pressure based closed loop control the exhaust
temperature balancing and the adaptive light knock balancing is replaced by a Pmax
based balancing when load is above 30%.
If in cylinder pressure based control occur a problem the system switches to
exhaust/knock balancing control regardless of the engine load. One cylinder pressure
sensor fail is enough for switch. This will cause automatic load reduction.
The switch back from exhaust/knock balancing control caused by failed pressure
sensor to cylinder pressure based control is not possible without shutting down the
engine.

Until a cylinder pressure sensor fails the cylinder pressure based knock measurement
is the primary source. The accelerometer based knock measurement is used as
backup.
This means that the accelerometer based knock is constantly measured, but the
knock control strategy is based on the knock readings from the cylinder pressure
sensor. If heavy knock is detected by the accelerometers the safety precautions
are still valid.
If a cylinder pressure sensor fails the system switches over to the adaptive light knock
control based on the knock values from the accelerometers. If heavy knock is detected
by the cylinder pressure sensor based knock also here the safety precautions are still
valid (if the sensor is OK).

The cylinder control module compares cylinder’s exhaust gas temperature with the
average exhaust gas temperature of the entire engine, and adjusts the opening
duration of the individual gas valve with an offset in order to minimise the deviation.
There are limitations for the maximum adjustment in order to prevent that possible
component failures cause a too rich or too lean gas/air mixture.

Alarm limits depends on the engine type and installation’s ambient conditions. Following
limits are given as an example:
ALARM LR TRIP SHUTDOWN

Engine type
[°C] [°C] [°C] [°C]
W34DF 550 550 560 580
W50DF 560 580 570 -
W34SG 550 550 - 580
W50SG 550 550 - 580

Light knock in any cylinder will immediately result a ignition timing retarding in that
specific cylinder in SG engines When the situation normalises in the cylinder ignition
timing will slowly be restored to the original setting. This process is continuous and
keeps the cylinders slightly out of knocking conditions.
In case the ignition timing change have been done several times inside given time
window without permanent result to keep cylinder out of light knocking, slight
permanent reduction of gas injection duration is done for that cylinder. If light knock
control is deactivated this setup will be stored to memory. Stored setup is restored in
case light knock control is reactivated. In order to maintain the same engine load level,
the speed/load controller will automatically increase the gas admission into other
cylinders.
In DF engines light knock will immediately result as a injection duration decrease for
that individual cylinder knocking.

Reasons to unbalance:
Deviation between main gas valves (wear, fouling).
Deviations between pilot fuel injectors (DF engines).
Pressure pulsation in charge air receiver and main gas pipe.
Temp. gradient of charge air along the receiver.
Deviation in compression ratio.
Carbon build up in combustion chamber.

A gas valve unit (GVU) controls the gas feed pressure to the engine depending on
the engine load. In addition the GVU ensures a safe maintenance area at the
engine and performs a leakage test of the main shut-off valves after every engine
stop or shut down.
The enclosed unit can be installed in the engine room and one GVU supplies gas
for one engine and controls the engine specific gas pressure. Compact design and
easy installation are provided by plug-and-play concept and when the unit is
combined with LNGPac integrated ventilation system can be used. The distance
between the GVU and the engine is normally kept as short as possible to secure a
good control.

Before the fuel gas is supplied to the engine it passes through the gas valve unit.
The gas outlet pressure in the unit is controlled by the engine automation system
according to engine load.
In the engine the gas is supplied through common pipes running along the engine
continuing with individual feed pipes to each main gas admission valve located on
each cylinder head.

The gas valve unit cleans the fuel gas and controls the fuel pressure according to
the load of the engine.
The gas inlet line of the unit is equipped with a manual gas inlet valve to isolate the
unit. The pressure and the temperature are measured at the inlet of the module. At
the inlet section after the manual gas inlet valve, the fuel gas is filtered from
particles with a gas filter. The gas filter cleans the gas to improve the operating
conditions of the control valves.
The automatic venting valves enable venting of the unit and making large and quick
load variations possible.
The automatic shut-off valves and venting valves form a block and bleed
connection that blocks the gas flow to the engine during shutdown and ensures a
safe maintenance area around the engine.
The GVU also has an inert gas connection used for inerting the unit with inert gas
before maintenance work, in order to avoid explosive mixtures of fuel gas and air in
the system.
The gas regulating valve controls the gas pressure to the engine.
A gas leakage test of the shut-off valves is performed before every engine start
(exception in back-up operating mode). If the gas leakage test is not successful a
engine start block is activated.
Control cabinet and solenoid valve cabinet are installed near to the GVU for power
and control air distribution and for controlling the components in the unit.

The supply of clean fuel gas is an essential part of reliable engine operation and
that is why efficient filtration is needed. Liquefied natural gas is normally quite pure
but it might include some particles and liquid impurities. Also during work done on
the ship and in the gas system lines, impurities will be introduced into the gas
stream. The impurities can be e.g. rust, debris, sand, moisture or hydrocarbon
condensate.
The condition of the filter is monitored by GVU control system and an alarm is given
when the pressure difference is above the limit. The pressure drop increases during
operation. If the pressure drop has increased to 0,2 bar, the filter has to be cleaned
even before the normal scheduled maintenance.

The GVU is equipped with two automatic venting valves to enable venting of the
unit during the start and stop sequences and they are controlled by the control
system. Both automatic venting valve opens when the engine is stopped and the
venting valve between the shut-off valves will stay open.

The automatic shut-off valves are operated during the start and stop sequences
and they are controlled by the control system. The shut-off valves are opened
pneumatically and closed by a spring. The valves are ball type valves. Together
with the first automatic venting valve the shut-off valves forms a double block.
There is a leakage test of the shut-off valves to increase the safety of the GVU but
also to reduce the start-up time and preparations. Leakage test is performed at the
start of the engine.

GVU has a inert gas system in order to flush the gas pipes and prevent explosions.
The nitrogen is normally used as inert gas, i.e. a non-reactive gas without oxygen.
Inert gas need to be dry and clean. Inert gas pressure is max. 5 bar.

Gas regulating unit is equipped with the digital valve controller which is connected
to the engine automation system. The controller converts an input current signal (4-
20 mA) to a pneumatic output pressure and controls the gas regulating unit.

The gas valve unit operates automatically according to signals from the central
control system. The unit is started and stopped based on the operation of the
engine.
The start sequence of the gas valve unit is automatically activated when the engine
starts, provided that the unit has been properly prepared for operation. The gas
valve unit start with the gas leakage test of the shut-off valves. After leakage test is
successfully performed the unit can start to regulate the fuel gas flow to the engine.

The unit is designed for automatic operation. The actions required by the operator
during normal operation mainly include supervision and inspections.
When inspecting the unit, check that all components are operating correctly without
any disturbances and that all readings are correct:
Check the gas temperature and pressure.
Check the pressure drop over the fuel gas filter.
Inspect the system for leaks.
Components
01 Gas admission valve
02 Charge air receiver
03 Cylinder control module (Engine automation system)

Pressure reduction at engine is arranged via venting valve (CV947). Venting valve
(CV947) will open if pressure difference between charge air and gas pressure is
above limit.

The DF engine can instantly and at any engine load change from gas operating
mode to diesel operating mode, through a manual transfer or by the control/safety
system initiating a gas trip. In case of a gas trip, the reason for the trip must be
investigated and action taken to correct the failure. Gas trips must be successfully
reset and the gas operation mode toggled, before transfer back to gas operating
mode can take place.

The automatic stop sequence of the unit is activated when the engine stops. The
gas valve unit should normally be left in standby mode, to enable automatic start-up
when the engine is started again. The unit is typically deactivated only when
maintenance is planned.

Maintenance can be done safely to components that are involved with gas pipe
after GVU enclosure.
If failure is expected to be inside GVU enclosure or between master gas valve
(V27) and GVU enclosure, the GVU maintenance –sequence has to be done before
opening any gas pipe or GVU enclosure cover.
Buttons:
S1 Manual gas leakage test
S2 Manual inerting
S3 0 = Engine maintenance / 1 = Normal
S4 0 = GVU maintenance / 1 = Normal
S5 Watchdog reset button

GVU enclosure is allowed to open and maintenance can be done safely after
master gas valve V27.

Before gas supply to DF-engine is enabled (i.e. during engine start in gas operating
mode or during transfer to gas operating mode), a gas leakage test of GVU is
automatically done in order to ensure that the automatic shut-off and venting valves
are working properly.

Shut-off valves 05 and 06 are closed. Also all venting valves (07 and 08) are
closed.
Gas pressure rise up to certain level within certain time (measured by pressure
transmitter PT) between shut-off valves 05 and 06 indicates a leaking shut-off
valve 05.
Æ If so an alarm is set and control is transferred to Gas trip/ transfer to diesel
operation -sequence.
Otherwise the sequence continues to step 2.
Components
03 Shut-off valve
05 Shut-off valve
02 Venting valve
04 Venting valve

The shut-off valve 05 is opened and gas is admitted into the space between the
shut-off valves 05 and 06.
The pressure is measured by transmitter PT should increase.
If it doesn’t either the transmitter PT or at least one of the valves 05, 06 and
08 is malfunctioning.
Æ An alarm is set and control is transferred to Gas trip/ transfer to diesel
operation –sequence.
Components
03 Shut-off valve
05 Shut-off valve
02 Venting valve
04 Venting valve

The shut-off valve 05 is closed again.
Gas pressure drop down to certain level within certain time (measured by
pressure transmitter PT) between shut-off valves 05 and 06 indicates a leaking
shut-off valve 06 and/or leaking ventilation valve 08.
Æ If so an alarm is set and control is transferred to Gas trip/ transfer to diesel
operation –sequence.
Components
03 Shut-off valve
05 Shut-off valve
02 Venting valve
04 Venting valve

The shut-off valve 05 is opened again.
The gas leakage test is complete and the GVU is ready to supply gas for the
engine on request.
Components
03 Shut-off valve
05 Shut-off valve
02 Venting valve
04 Venting valve

1 © Wärtsilä 22.4.2016 W50DF-L00R02CB0202B002L_01en / Turku Training Centre
Actuation force
All valve actuation forces are generated magnetically through an E-core solenoid device.
Magnetic flux generated in the E-core solenoid assembly attracts a low carbon steel plate
(the armature) that is attached to the valve mechanism. The E-core produces very high
forces over short travels. The valve mechanism travels 0.50 mm from full closed to full open.
The short travel along with the high forces result in fast and consistent opening and closing
response.

Valve
The valve is similar to an air (or gas) compressor valve. It is a face type poppet with multiple
concentric grooves. The moving metering plate is spring loaded (and pressure loaded)
against the lower stop & metering plate and is pulled off the lower stop & metering plate by
the E-core solenoid assembly.
When the plates are separated, gas flows from the grooves in the moving metering plate to
the grooves in the lower stop & metering plate (See valve open position).
When the moving metering plate and the lower stop & metering plate are in contact, gas
cannot pass from the grooves in the moving metering plate to the grooves in the lower stop &
metering plate (See valve closed position).
The groove edges are the metering edges. Overlapped, flat lapped sealing surfaces, spring
loading, and pressure imbalance across the moving metering plate provide excellent sealing
while the valve is closed.
An array of springs, combined with pressure imbalance across the moving metering plate,
rapidly close the valve once the E-core is de-energized. The same array of springs center the
moving plate relative to the lower stop & metering plate. This centering technique eliminates
sliding (wearing) motion.

Actuator is controlled with 3/2 pneumatic solenoid valve. The twin-piston system affords a
high torque with minimum overall dimensions.
Due the twin-piston system the force developed by the counter-running pistons is transmitted
to one common pinion via two racks solidy connected with the piston. This principle ensures
a linear torque transmission along the entire stroke.
Function
3/2 pneumatic solenoid valve controls movements of actuator’s positions.
Voltage in solenoid will closes the valve and when solenoid is free on voltage spring open
the valve.
Pressure is given through port (A) into the actuator between the two piston surfaces. The
pistons expand against the spring. The piston force will be transfer to the pinion by racks.
The pinion turns round anticlockwise about 90° Æ the actuator moves into position
(CLOSE). Exhausting the port (A) the piston will be replaced by the spring force. Therefore
the pinion turns clockwise about 90° Æ the actuator moves into position (OPEN).

Hot-box side covers, upper part
Basically the Hot-box side covers, made of Al-profile, are built on the frame, which at the
lower end are retained by means of screws onto the lower side cover profile. The lower side
cover in turn is attached onto the side surface of the engine block. At the upper end, the
system is attached to the cylinder head.
Side cover consist of three covers as lower cover, middle cover and upper cover. Every side
cover is secured to the frame with latch mechanism.

The low pressure system transfers clean fuel oil to the injection pump and exces fuel oil back
for reuse.
The pressure of the circulating system is kept correct and constant by the pressure
regulating valve mounted on the engine.

Components: 01 Accumulator lower section, 02 Accumulator cover plate, 03 Metal
bellows, 04 Bowl, 05 O-ring, 06 Nitrogen (N2) and Fluid (e.g. ethylene glycol), 07 Seal
ring, 08 Adjustable locking screw, 09 O-ring, 10 Protective cap.

The sliding piston (poppet) is pressed against the sealing face by a compression spring and
separates the inlet connection of the valve from outlet connection while also sealing the bore.
As soon as the operation pressure is adjusted by the adjusting screw, the sliding piston
(poppet) releases the oil flow to the outlet. As the inlet pressure falls below the set pressure
value, the valve closes. The spring chamber is pressure compensated by a borehole to the
outlet. During valve start-up, the spring chamber must be expelled from possible air by
releasing the venting screw.

Leak fuel from the injection system is collected in a leak fuel manifold on the Hot-box. The
manifold is divided in two sections to collect the leakage. One is for leakage from pumps and
cylinder heads and the other is for leakage from the high pressure pipes.
This fuel is collected and drained through the same leak pipes situated at both sides of the
engine, to the clean fuel leak tank for reuse. A level switch on the leak fuel outlet pipe
monitors the leakage and will initiate an alarm from an abnormally high backflow or from a
leak in an injection pipe.
Leak fuel, lubricating oil and water are collected to a separate leak pipe system situated at
one end or both ends of the engine and are returned to a separate waste fuel oil collection
tank.

The arrangement on the engine consist of lubricating system at free end, storage system,
delivery system, lubricating oil control devices and oil condition monitoring systems.
Lubricating oil piping is made in seamless carbon steel and seamless precision tubes in carbon
or stainless steel.

Oil sump has drainage openings situated at the both ends to allow the oil to flow through into a
separate system oil tank.
The main function of the dry sump is to collect lubricating oil after circulation
through the engine.

The lubricating oil is led up from the lubricating oil delivery pipe to the main bearings through
hydraulic jacks. Lifting and lowering function for bearing caps provides an operational
environment when inspecting the bearings. Hydraulic jack contains an operating cylinder which is
controlled by pressurized oil connection.
The hydraulic jack operating oil circuit is separate from the engine circulation oil supply.
Use of low pressure pump for lifting purposes in the crankcase
A special low pressure pump (150 bar) is delivered for lifting the main bearing cap in the
crankcase.
Normal engine oil, which is used in the engine lubricating system (sump) must be used in this
pump if the drain oil from the tools is led to the sump of the engine.
However, it is also possible to connect the drain oil back to the pump chamber.
When lifting the main bearing connect the pressure hose to connection "UP“.
When lowering connect the hose to connection "DOWN".

System components
02 Splash guard for lubricating oil nozzle
03 Splash guard for pipe connection
04 Splash guard for connections of lubricating oil pump
05 Splash guard for distribution piece
16 Splash guard for pipe flange

Lubricating oil to main moving parts
From driving end oil flows to distribution channel at the bottom of the oil sump (01).
From distribution channel oil flows through hydraulic jack (02) to main bearings (03), through
crankshaft (04), to connecting rod bearings (05), up through connecting rod (06) to gudgeon pin
bearings (07) and further to piston skirts’ cooling space (08).

Part of the lubricating oil flow is branched for lubrication of the gear wheels by special lubricating
oil nozzle pipes (03). The nozzle pipes include small nozzle holes where out coming lubricating
oil jet lubricates the gear wheels.

From lubricating oil piping oil flows through channels of cover to thrust bearing and further to
intermediate gear. Through channels of intermediate gear oil flows to bearings and back to oil
sump.

From lubricating oil piping oil flows through channels of cover to bearing and camshaft end.
Through channels oil flows back to oil sump.

From the aluminium profile of delivery line the lubricating oil is branched for lubrication of the
camshaft bearing, for injection pump, for lubrication of tappets and valve mechanism. Further on,
oil is branched for cooling of the injection valve.

The system consists of the suction oil pipe connected to the actuator drive housing, oil pipes for
the drive bearings and lubricating oil nozzle pipes for drive gears.
Oil is supplied by special oil nozzle pipes from the oil circulating system to the drive gear wheels
and bearings of actuator drive. The nozzle pipes include small nozzle holes from where a forced
lubricating oil jet lubricates the gear wheels.

Lubricating oil lubricates the yoke pins and further on also the valve rotators.
The oil flow for the injection valve cooling is arranged via oil pipe to the top of valve body where
oil flows to the nozzle end and then returns to top of the cylinder head.
The lubricating oil is returned via the push rod covering pipe through the valve tappets
assemblies and back to the oil sump as a free flow.

Oil is supplied by special oil nozzle pipes from the discharge side of the lubricating oil pump to
the drive gear wheels of the crankshaft and built-on pumps.
The nozzle pipes include small nozzle holes through which the forced lubricating oil jets feed the
gear wheels.

System components: 01 Set of spindle, 02 Adjusting screw, 03 Spring plate, 04 Valve
spring, 05 Valve seat, 06 Valve cone, 07 Screw plug, 08 Sealing ring, 09 Gasket, 10
Gasket, 11 Screw plug, 12 Sealing ring, 15 Threaded pin.
The working parts of the pump are the three screw spindles, which rotate in the surrounding
casing. The liquid moves axially when the screws rotate and is forced hereby creating a pumping
action.
The pump has an built-in pressure relief valve, which functions as a safety valve for the pump.
The pump lubrication is supplied by the pumped lubricating oil.
The pressure relief valve is designed for the maximum lubricating oil flow of the pump. When the
pressure exceeds the adjusted values on the pressure side, the valve cone lifts from the seat and
the lubricating oil circulates into suction side of the pump casing. The opening pressure is
adjusted by compressing the valve spring with the adjusting screw at the factory.
Pressure control valve of lubricating oil system is integrated into pump housing.

The lubricating oil system is equipped with a pressure regulating valve to maintain the oil at a
constant pressure to the engine lubrication oil feed pipe under variable conditions (pressure
changes after feed pump, pressure drop changes in coolers and filters etc.).
If, for some reason, the pressure should increase strongly in the pressure side, safety valve (03)
will open and admits oil to pass to the regulating piston (02). This serves as a safety valve.

Gear wheel of pump is mounted with clamping rings.
Pump is positioned correctly into pump cover with flange of pump and fastened by screws.

The oil flows through the filter and dirt particles are collected to filter insert. A safety valve is built
into the middle of the lower end flange. This safety valve opens if the pressure rises too much
and allows the oil to pass through.
It is recommended to use running-in filters after certain maintenance operations, such as major
engine repairs and oil system maintenance or repair.
The filters are removed by the installation personnel.

Inside the ventilation pipe there is a valve plate where vaporized oil is condensed.
Condensed oil drains back to the crankcase and the
remaining "dry" vaporized oil continues further up the pipe and out from the engine.

Treated cooling water in internal cooling water system is used for cooling the cylinder liners,
charge air and cylinder heads including exhaust valve seats.
Connections
401 HT water inlet
402 HT water outlet
404 HT water air vent
406 HT water inlet from pre-heater
411 HT water drain
416 HT water air vent from charge air cooler
451 LT water inlet
452 LT water outlet
454 LT water air vent from charge air cooler
468 LT water air cooler by-pass

The engine internal High Temperature (HT) cooling water system cools cylinder liners,
cylinder heads including exhaust valve seats and fuel injection nozzle, and the first stage of
the charge air cooler.
Connections
401 HT water inlet
402 HT water outlet
404 HT water air vent
406 HT water inlet from pre-heater
411 HT water drain
416 HT water air vent from charge air cooler

HT water to the cylinder head comes from the cylinder liner, flows around the exhaust valve
seat rings and starting air delivery valve and continues upwards from the cylinder head water
space to the return pipe.
The seat cooling circuit cools the exhaust valve seats and valves against thermal load.
Connections
A Cooling water to exhaust valve seat ring
B Cooling water to starting air valve
C Cooling water to cylinder head water space

The water connection piece on top of the cylinder head leads the HT water to the return pipe.
Connections
A HT water from cylinder head
B HT water to charge air cooler or HT water outlet (depending on installation)

The Low Temperature cooling water system controls the temperature of the second stage of

The engine driven LT and HT water pumps are both centrifugal pumps driven by the
crankshaft through a gear mechanism at the free end of the engine.
The main components are made of cast iron and the shafts are made of acid resistant steel.

Components
01 Pressure housing
02 Impeller
03 Washer
04 Screw
05 Screw plug
06 O-ring
07 Suction flange
08 Lock nut
09 O-ring
10 Sealing flange
11 Oil seal
12 Front bearing
13 Housing
14 Shaft
15 Rear bearing
16 Retaining ring
17 Mechanical seal

The engine is started by means of compressed air. Control air is needed for timing the
operation of pneumatically operated starting valves and fuel injection pump pneumatic stop
cylinders.
System components
01 Main starting valve
02 Flame arrester
03 Starting air valve in cylinder head
04 Starting air distributor
06 High pressure air filter
07 Water outlet valve
08A Solenoid valve for starting
08B Solenoid valve for slow turning
09A Blocking valve for turning gear (starting)
09B Blocking valve for turning gear (slow turning)
12 Air container
14 Pneumatic stop cylinder
16 Slow turning valve
23 Booster for governor
26 Stop valve
28 Bursting disc
30 Pressure control valve
37 Mechanical overspeed trip device
38 Closing valve

Pressurised air comes first to the main starting valve (02) and is supplied to the engine
through the starting air delivery piping (01).
The start is performed by direct injection of air into the cylinders through the starting air
delivery valves (03) in cylinder heads, which are opened by a minor part of the air volume
being diverted to the correct cylinder head by the starting air distributor (04).

Connections
A Starting air inlet
B Air to starting air delivery valves in cylinder heads
C Control air inlet

The main starting valve controls the starting air flow to the starting air delivery valves in
cylinder heads during the starting procedure.
Connections
A Starting air inlet
B Starting air outlet
C Control air for slow turning
D Control air for starting
E Air vent

The starting air delivery valve opens and closes the starting air supply to the cylinders.
Control air coming from the starting air distributor controls the opening and closing of the
valve during the starting procedure.
Normally the valve is closed.

The starting air distributor controls the opening sequence and timing of the starting valves in
cylinder heads.
The starting air distributor is driven directly from the camshaft. There is one piston type valve
for controlling each starting air delivery valve mounted in the cylinder head. The valves are
situated radially in the housing of the distributor.
Connections
A Control air inlet
B Control air to starting air delivery valve

Each starting air pipe branch to the starting valve in cylinder head is provided with a flame
arrester before the valve. The flame arrester prevents possible flame outburst from the
combustion chamber if the cylinder in question fires before the starting sequence is over.

At the end of the starting air manifold (at the free end of the engine) there is a safety valve to
relieve any sudden overpressure in the manifold.

The flow-through-type high pressure air filter removes impurities from control air.
Connections
A Air inlet
B Air outlet

Water drained from the high pressure air filter is led to this water outlet valve, which is
opened at the same time as the main starting valve.
Connections
A Drain inlet from air filter
B Control air inlet

An exhaust gas system guides waste exhaust gases away from a controlled
combustion. The exhaust gases flow through a turbocharger to increase engine
power.
The air intake system provides the ambient air (charge air) to engine’s combustion
process in combustion chamber. The filtered air is compressed in turbocharger and
cooled in the charge air cooler. The ambient air needs to be free from sea water,
dust, fumes, etc.

Exhaust gas and air intake system delivers compressed air to the combustion
chamber and channels the exhaust gases out from the combustion chamber to
exhaust manifold.
The system can be split up into an intake section and an exhaust section.

Converts the thermal and kinetic energy of the exhaust gases in to air pressure that
can be fed in to the cylinders of an engine.
A turbocharger consists of an exhaust driven turbine and a compressor wheel which
are mounted on the same shaft. The turbine uses the waste energy of the exhaust
gases as a power source. The rotational speed of a turbocharger is usually in the
range 10000 rpm to 30000 rpm depending on the size of the unit.
Turbocharger increases specific power over naturally aspirated engine. This means a
turbocharged engine can achieve more power from same engine volume.
The housings fitted around the compressor and turbine collect and direct the gas flow
through the wheels as they spin. The size and shape can dictate some performance
characteristics of the overall turbocharger.

The turbine and compressor wheels are each contained within their own folded
conical housing, the cartridge group, on opposite sides.
The turbine and compressor wheel sizes dictate the amount of air or exhaust that can
be flowed through the system and the relative efficiency at which they operate. This
normally means that the larger the turbine wheel and compressor wheel the larger
the flow capacity.
The cartridge design of the turbocharger allows all normal service work to be done
from the compressor side of the turbocharger without removing the whole unit from
the engine.

The turbocharger turbine is driven by exhaust gases coming from cylinders through
opened exhaust valves. The compressor is driven by the turbine. The energy of the
exhaust gases is used to compress the intake air of ambient pressure to higher level.
The charged air enlarges the air quantity fed into the combustion space and thus
makes it possible to burn a bigger amount of fuel in the cylinder space.
The combustion air is taken outside of engine to the compressor side of the
turbocharger. Passing through the compressor side, the air pressure and density
increases as well as the temperature. The heated air is cooled down in the charge air
cooler.
The turbocharger can either have its own built on oil system or it can be connected to
the engine lubricating oil system. Oil inlet and outlet normally located at bottom.

From the turbocharger compressor side the charge is led through charge air piping
and channels in turbocharger support (03). The engine is equipped with an air cooler
to cool down the compressed and thus heated air after turbochargers. The outlet is
connected to the charge air receiver (07) through an air inlet box (05). The charge air
cooler (04) is of insert type and mounted in a common frame with water mist catcher
(05).

The purpose of the charge air cooler is to reduce the temperature of charge air
before it enters the cylinders. Air temperatures can reach levels which are above 200
ºC depending on the charge air pressure. The charge air temperature is kept at the
correct level by high temperature and low temperature cooling water flows. The
cooling water is circulated through the tubes while the charge air passes between the
fins outside the tubes.
By lowering the temperature of the charge air it becomes more dense and therefore
contains more oxygen per unit volume. This allows for more fuel and oxygen to react
in the combustion chamber generating more combustion pressure and thus power to
be produced.
In order to reduce risen humidity in charge air caused by heat reduction and water
cleaning of charge air cooler(s), the water mist catcher(s) is installed. The catcher(s)
prevents cylinder liner scrubbing from the water carry-over from the air cooler and
gives an improved engine performance by lower humidity in the charge air. The water
drain connection from the catcher is usually equipped with an orifice.

The charge air flows from the receiver to the cylinders trough the charge air supply
pipe and channel in cylinder head. The connection between air supply pipes is sealed
with V-rings.

The Wärtsilä turbocharger water cleaning system with Automated Turbocharger
Wash (ATW) -unit is fully-automated eliminating the need for manual timing of the
water cleaning sequence and the manual opening and closing of valves. One unit is
installed per one engine.
The whole washing sequence is controlled with the installation’s/stand-alone PLC.
The control system can be a stand-alone system controlled by a separate control
cabinet which is connected to engine automation system. One control cabinet can
control from 1 to 4 ATW -units. This arrangement mainly used in Marine installations.
On the Power plant installations the unit is normally connected to Plant operator’s
interface system (WOIS).
During the normal operation a small charge air blow is led from the engine to the
turbine water cleaning system through air pipeline and connection on ATW. The blow
keeps turbine cleaning water pipes clean from the flue gases. When the engine load
is low the air blow is taken from AWT’s compressed air connection.

An automatic water cleaning system is developed to able turbine and compressor
washing trough a control box in installation or trough central PLC. When washing
trough control box, conditions must be brought first to a level that allows washing.
Normally the temperature before TC needs to be below 430 °C at least 10 minutes.
When PLC controls the washing engine output is brought down by the programme
once washing license is given and again back up after washing completed.
The cleaning water is supplied from water connection located outside of the engine
and controlled by flow control valve and flow meter. The supply system for one
engine consist of valve unit with water connection pipes and flexible hoses. Water
supply for the engines from the valve unit is operated with control unit. One water
supply connection and control unit can provide cleaning water for maximum of 6
engines.
Control valve unit has two air connections: one external connection and one
connection from the engine’s charge air system. When the charge air pressure
exceeds 0,5 bar automatic switch-over takes place from external air supply to the
charge air.

The compressor cleaning system consists of pipeline (01) and external cleaning
water supply.
Deposits in the compressor stage (compressor wheel and diffuser) and the deposit of
dirt in the flow ducts are cleaned up with an amount of clean water which is injected
with air pressure. The cleaning water is provided from cleaning water supply.
Compressor washing is normally performed with the highest engine load, i.e. at high
compressor speed.

The exhaust gas inlet of the turbocharger is equipped with a water cleaning system.
Cleaning water to turbine side is delivered through pipeline (01). The system is also
equipped with air connection from charge air system to external cleaning water
supply.
Dirty turbines cause higher temperatures of the exhaust gas and higher stress to the
bearings due to imbalance. Deposits on the turbine side can be reduced by periodic
washing during operation. The turbine washing is performed with reduced engine
load.

The charge air system can be equipped with a nozzle for water cleaning of the
charge air cooler. The nozzle is mounted in such a position that the spraying direction
is opposite to the air flow. The arrangement can be used to spread a cleaning liquid
into the charge air spaces of the engine in order to remove contamination from the
working surfaces while the engine is in operation.
The arrangement normally includes an external pressurized tank containing the
cleaning fluid, one (or two, depending on the engine) injection nozzle on the engine
and also same additional installation dependent operational and safety components,
etc. The tank can be connected with hoses to the compressed air supply of the
engine installation or to the external compressed air system.
The cleaning fluid is designed for the purpose of removing vanadium, carbon and
sulphur oxides, silicates and other deposits from the charge air system. It contains a
non-inflammable, non-toxic, biologically-degradable substance emulsified in de-
ionized water. By regulator use, the fluid with its active agents will dry the deposit and
turn it into a fine powder, which will be conveyed out of the engine by the charge air/
exhaust gases.

The exhaust manifold is divided into sections to facilitate easy maintenance. Each
section consists of branched exhaust pipe (03) for two cylinders connected to the
cylinder head with bellows (02) and connection exhaust pipe (01).
The exhaust pipe manifolds are provided with flexible expansion bellows (02 and 04)
in order to eliminate the forces caused by thermal expansion. The bellows are fitted
to the pipes with screws and sealed with sealing rings.
The exhaust manifold is supported with brackets fastened to the charge air receiver.

Charge air is delivered from charge air receiver (01) to cylinder head through air
supply pipe (02). The cylinder head in turn connects to exhaust manifold with
clamping ring, exhaust pipe and bellows.
The exhaust manifold is covered with insulation box (05).

The wastegate system consists of the wastegate valve and an exhaust pipe system.
Flexible expansion bellows are installed in order to eliminate the forces caused by
thermal expansion. The wastegate valve is mounted near the turbocharger above the
charge air cooler housing. Wastegate valve is connected to both turbocharger inlets
but only B-bank’s turbocharger outlet.
The wastegate valve is working as a regulator and adjusts the air-fuel ratio to the
correct value by opening to limit the exhaust gas flow to the turbocharger turbine. The
wastegate valve thus reduces the charge air pressure and firing pressure to suitable
level in whole scale of the power output range.
The system is connected to exhaust gas system with exhaust pipes and also
supported with brackets. Flexible expansion bellows are installed in order to eliminate
the forces caused by thermal expansion.
The wastegate system is controlled by engine automation system.

The wastegate and by-pass system consists of the wastegate valve, by-pass valve,
an exhaust pipe system and charge air connection from the charge air system. The
wastegate valve and by-pass valve are mounted near the turbocharger above the
charge air cooler housing.
The wastegate valve is working as a regulator and adjusts the air-fuel ratio to the
correct value by opening to limit the exhaust gas flow to the turbocharger turbine. The
wastegate valve thus reduces the charge air pressure and firing pressure to suitable
level in whole scale of the power output range.
The charge air by-pass valve is used to raise the charge air pressure at low loads by
feeding a part of the uncooled charge air directly to the turbine inlet (by-passing the
engine), thus increasing the turbocharger speed and boosting the charge air
pressure. This improves part-load performance, reduces thermal load and smoke.
The by-pass valve is configured to operate as an anti-surge device when big load
drops and/or frequent grid trips. In this function, the by-pass valve is opened briefly
during large load drops to prevent the turbocharger compressor from surging. By-
pass valve is needed in marine applications if the engine is mechanically connected
to ship’s propulsion.
The system is connected to exhaust gas and air intake system with exhaust pipes
and also supported with brackets. Flexible expansion bellows are installed in order to
eliminate the forces caused by thermal expansion.
The wastegate and by-pass system is controlled by engine automation system.

The valve is controlled electronically and operated pneumatically. The control system
takes compressed air from the instrument air system.

The turbocharger is insulated with insulation covers for turbine (01) and compressor
(02). Charge air piping is also protected with insulation (03 and 04).
The insulation for exhaust manifold (05) consist of insulation sections split up in parts
that can easily be dismantled for maintenance of the exhaust manifold. The insulation
sections are fastened to each others with clamping bands. The amount and type of
the insulation sections depends on the engine configuration. In addition the exhaust
connection from cylinder head is also insulated with a insulation frame.
Exhaust connection from manifolds to turbochargers is insulated with insulation box
(06) mounted to the turbocharger support. The box insulates also the wastegate
exhaust piping and by-pass charge air connections if those are installed.

The amount of fitting screws is dependent on the engine configuration.

The power transmission of an engine is accomplished through a flexible coupling
mounted on the flywheel.

Both the flywheel and the indicator have a graduation of their own

The engine is mounted into the ship foundation with rubber elements.

The A and F elements are vertical dampers.
The S, T and U elements are horizontal dampers.

The amount of the different elements depends on the engine configuration.

The amount of the different elements depends on the engine configuration.

.

1 © Wärtsilä 22.4.2016 W00-000R02CB1201B001L_01en / Turku Training Centre
Tuned mass damper (TMD) is a vibration control device.
Its needed size depends on the mounting location (i.e. attached to engine block, common
base frame or turbocharger etc.)
It participates to elastic vibrations of its master system (e.g. engine/ turbocharger system)
causing some natural modes and frequencies to be changed.
It generates also damping energy to the vibration system.
Its size is limited by the turbocharger when it is attached to it.
Tuning parameters of the hydraulic TMD remains in practice unchanged under operation but
its behaviour is highly depending on vibration characteristics of the master system.

Vibration levels in engine/turbocharger systems can typically be reduced by 30–50% with
vibration control device.

The piston oscillates in the damper casing against the compression springs.
The springs are arranged between the casing and the piston.
The casing is full of oil (overpressure about 8 bar).
The piston vibrates continuously along its centre static shaft.
Movement in other directions is restricted due to the bearing arrangement.

Unit is used as connection point for vibration analysts.
Unit consists of enclosure, display with buttons, internal circuit board and connectors for
external measuring/read-out device.
Input channels for measurements:

two for bearing temperature
one for oil temperature
one for oil pressure
one for displacement

Power and monitoring unit supplies the operating voltage to sensor, and also detects
sensor’s input voltage, and indicates broken cable or sensor.

During TC overhaul the damper needs to be removed.
In some installations the damper has to be removed from the bracket before the damper
bracket can be lifted away from the TC.
In some installations, it is preferable to mount the damper bracket on the TC, before the
damper is mounted onto its bracket.
Overhaul interval, 24 000 operating hour

Components:01 Center screw, 02 Screw, 03 End cover, 04 Air venting valve, 05 Spring,
06 Shaft, 07 Outer cylinder, 08 Spring, 09 Air venting valve, 10 End plate, 11 Piston, 12
Pressure relief valve.

Engines
PREVENTIVE MAINTENANCE
© Wärtsilä
1 © Wärtsilä 22.4.2016 W46-000R03CBA601A001L_02en / Turku Training Centre
Measuring the main and flywheel bearing shells
1. Measure the thickness of the lower bearing shell
2. Use a ball anvil micrometer
3. Measure thickness on five points (1…5) at distances A, B and C
4. Distance of the measuring point should be 20 mm from the bearing edge
5. The wear limit must be applied
6. The shell can be used again if:
the thickness of the lower bearing shell has not reached the wear limit
AND
the difference in thickness of all lower bearing shells is max. 0,03 mm
7. Use Measurement record “Main bearing shell” found within Engine delivery documents
8. If you install a new bearing shell, remember to mark it with the bearing number

Measuring the cylinder liner
Nominal diameter of the cylinder liner bore can be found in Engine manual
Wear limits are different on different levels (I, II, III and IV)
Ovality = difference between Dmax and Dmin measured on any level
Work steps:
1. Measure the bore and replace the liner if wear limits are exceeded
2. Hone the liners
3. Check the inner diameter of the cylinder liner, especially at the level of the guiding
surfaces
4. Renew the anti-polishing ring
5. Use Measurement record “Cylinder liner” found within Engine delivery documents

NOTE!
The connecting rod shank and bearing housing must be mounted together and the
screws tightened before measuring.
Tighten the M72 screws in this order: First screws (1), then (2).
The M42 screws are tightened in two steps.
See hydraulic pressures for tightening and loosening the screws in Engine manual.
Use measurement record ”Big end bearing bore” found within Engine delivery documents.

Use measurement record ”Gudgeon pin & small end bearing” found within Engine delivery
documents.

S = Height of top land
Nominal heights and wear limits for Grooves I, II and III can be found in Engine manual
Use measurement record “Piston ring groove height” found within Engine delivery
documents

Damage to the big end bearing / crank pin (D.P.)
The deflections and circular run outs can be checked according to the figure.
No maximum allowed deviations are given, however run out readings of more than 0,03
mm are typical.
Figure 1 shows dial calliper positions for the initial checks of a damaged crank pin
One journal or two journals can be checked at the same time for max. run out. The
difference between the two adjacent journal checks is expected to be negligible.
Damage to the main journal (D.M.J.)

Figure 2 shows deflection and radial run-out checks in case of a main bearing failure.
Use measurement record ”Crank pin and main journal dimensions & surface roughness”,
found within Engine delivery documents.

1. Cracks
After a bearing failure a magnetic particle examination is to be performed on the pin in
question. Bearing material remnants are to be cleaned from the surface. All the cracks
must be ground out (=removed). The depth of cracks can be evaluated based on the
premise that the depth of a crack is normally about 20% of its length.
2. Material hardness
Hardness readings higher than 350 HB call for further action. Heat treatment for reducing
the hardness can be applied to a damaged pin.
3. Mechanical wear
Wear of crankshaft journals or pins can occur as a consequence of operation for long
time under unfavourable conditions, for example with contaminated lubricating oil.
Wear limits for circularity, cylindricity and diameter of crank pin and journal can be found
in Engine manual.
If all measurements are within the acceptable limits but there is still doubt about the
general state of the surface, checking with marking blue should be carried out.
Use measurement record “Crankshaft hardness / cracks”, found within Engine delivery
documents.

Whenever a damage occurs to the crankshaft bearings or a connecting rod fails, the
straightness of the crankshaft has to be measured.
The main bearing shells adjacent to the damaged pin or journal should be removed.
The measurement should be taken in both clockwise and counter-clockwise rotation in
order to eliminate measurement faults which might occur due to lifting of the crankshaft by
the turning gear.
The maximum allowable deviation can be found in measurement record “Crankshaft runout”.

Guidelines for the allowable deflections on warm engines
When the first crankpin (1) from flywheel end is at TDC, the reading should be negative.
The allowable limits depend on the coupling type.
Find the limits for
allowed difference between diametrically opposed readings on the same crank
allowed difference between corresponding readings on two adjacent cranks
in the measurement record ”Crankshaft alignment” within Engine delivery documents.

1 © Wärtsilä 22.4.2016 W50DF-L00R03CB1001C001L_01en / Turku Training Centre
01 Mounting device for M56 screws 1,5 kg
02 Turning tool 0,5 kg
03 Turning tool for axial bearing 3,4 kg
04 Hydraulic cylinder for M56 screw 13 kg
05 Pin for tightening of nuts 0,1 kg
06 Chain tackle 1000 kg 10 kg
07 Transport device 0,6 kg
08 Hydraulic pump (150 bar) 15 kg
09 Lifting tool for hydraulic cylinder 10 kg

10 Distance sleeve for hydraulic cylinder 4,8 kg
11 Bar for lifting tool 17 kg
12 Transport device 14 kg

01 Deflection indicator for crankshaft 4,3 kg

01 Hydraulic tightening device (M72x6) 66 kg
02 Hydraulic tightening device (M42) 6,6 kg
03 Distance sleeve 2 kg
04 Pin for tightening of nuts 0,1 kg
05 Mounting/dismounting device for M42 screw 0,8 kg
06 Mounting tool for screws (M72x6, M90x6) 1,2 kg
07 Assembly tool for gudgeon pin bearing 46 kg
08 Guide lever for lower part of connecting rod 4,5 kg
09 Mounting device for big end bearing 125 kg

10 Lock and foot support for big end bearing 3 kg

01 Lifting tool for piston 39 kg
02 Lifting tool for piston 25 kg
03 Pliers for piston ring 0,5 kg
04 Pliers for securing ring 1,3 kg
05 Clamp device for piston rings 2 kg
06 Assembly tool for piston 9 kg

01 Lifting tool for cylinder liner 20 kg
02 Lifting tool for cylinder liner 11 kg
03 Dismounting tool for anti-polishing ring 21 kg
04 Measuring rail for cylinder liner 2 kg
05 Inside micrometer for cylinder liner 0,6 kg
06 Bracket for lifting tool 45 kg
07 Deglazing machine for cylinder liner 50 kg

01 Locking device for camshaft 14 kg
02 Locking bar for valve tappet 0,4 kg
03 Locking bar for injection pump tappet 0,4 kg
04 Mounting device for camshaft bearing 70 kg
05 Camshaft mounting device 13 kg

01 Hydraulic pump with hoses 30 kg
02 Pin for hydraulic tensioning tool 0,6 kg
03 Hydraulic tightening device (M90x6) 95 kg
04 Lifting tool for tightening device 120 kg
05 Lifting tool for cylinder head 32 kg
06 Mounting device for valves 38 kg
07 Lapping tool for valve 4 kg
08 Pressure test device for cylinder head 125 kg
09 Feeler gauge for valve clearance -

10 Spindle for valve seat rings 1,4 kg
11 Removing tool for exhaust valve seat ring 5 kg
12 Removing tool for inlet valve seat ring 4,6 kg
13 Spindle for valve guide removing tool 5 kg
14 Bed for tension cylinder 5,2 kg
15 Bed for tension cylinder 7,7 kg
16 Assembly tool for inlet valve seat ring 5 kg
17 Assembly tool for exhaust valve seat ring 3,7 kg
18 Lapping tool for starting valve sealing surface 2,6 kg

19 Lapping tool for injection valve sealing surface 4,3 kg
20 Grinding machine for valve seats 18 kg
21 Flange for removing tool 13 kg
22 Lifting tool for rocker arms 2 kg
23 Grinding tool for sealing surface of cylinder head and liner 53 kg

01 Special key 3,5 kg
02 Flare nut wrench 0,1 kg
03 Special key for main nozzle -
04 Extractor tool for injection valve 15 kg
05 Assembly tool for main fuel inj. pipe 0,2 kg
06 Clamping tool for nozzle removal 35 kg
07 Assembly tool for pilot pump gear wheel -
08 Extractor tool for injection pump spindle 4,3 kg
09 Testing device for injection valve -

10 Timing tool for injection pump 2 kg
11 Yoke for lifting of injection pump 2 kg
12 Compression tool for double wall gas bellows 0,5 kg
13 Lifting tool for injection pump 2 kg

01 Lifting tool for oil pump 55 kg

01 Lifting tool for LT-water pump 25 kg
02 Assembling tool for bearing, WD-125 2,5 kg
03 Assembling tool for bearing, WD-125 4 kg
04 Assembling tool for sealing, WD-125 2,1 kg
05 Extractor for impeller, WD-125 2,5 kg

01 Guiding mandrel for assembly of HT-pipe seal 6 kg

01 Tool for starting air valve 5,3 kg

01 Differential pressure gauge 2 kg

01 Hydraulic tensioning cylinder 19 kg
02 Checking device for cylinder 0,4 kg
03 Limiter for fuel rack movement 0,3 kg
04 Lever for draw of overspeed trip 2,5 kg
05 Mounting device for M20 screw 0,2 kg
06 Universal puller 4,3 kg
07 Torque wrench 40-200 Nm 1,5 kg
08 Air operated hydraulic pump unit 17 kg
09 Torque wrench 150 – 800 Nm 4,8 kg

10 Torque wrench 5 – 50 Nm 0,8 kg
11 Eye bolt screw M10 0,1 kg
14 Shackle A0,4 0,1 kg
17 Lifting bend 500 kg 1 kg
18 Mounting tool for overspeed trip device 0,5 kg

Wärtsilä 50DF Engine O&MM 04. Maintenance schedule
04. Maintenance schedule

Maintain the engine regularly according to the maintenance schedule. Regular maintenance
helps to avoid engine malfunction and increases the engine's lifespan.
The actual operating conditions and the quality of the fuel used have a large impact on the
recommended maintenance intervals. Because of the difficulty in anticipating the engine
operating conditions encountered in the field, the maintenance intervals stated in the
schedule are for guidance only.
NOTE
Do not exceed the maintenance intervals during the warranty period.
If there is any sign indicating the need for a maintenance operation in advance of the
scheduled time, prudent industry practice dictates that the maintenance operation must be
performed. Likewise, if an inspection or observation reveals wear of any part or use beyond
the prescribed tolerances, replace the part immediately.
In some cases, the fuel quality used affects the length of the maintenance intervals.
The maintenance schedule distinguishes the following fuel types:
HFO 1 Heavy fuel oil of normal quality

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

NG Natural gas
For more information on the fuel types, see the fuel specifications and limit values.
For maintenance instructions, see the references given in the schedule. Also see the
turbocharger instructions and other equipment manufacturer's instructions.
04.1 Basic maintenance principles v3

GUID-A703D9C0-545A-47DC-B6E2-3CA64DEFC05C
● Observe utmost cleanliness and order during all maintenance work.

● Before dismantling, check that all concerned systems are drained and the pressure
released.
● After dismantling, immediately cover the lubricating oil, fuel oil and air holes with tape,
plugs, clean cloth or similar means.
● When exchanging a worn-out or damaged part provided with an identification mark
stating cylinder or bearing number, mark the new part with the same number on the
same spot. Enter every exchange in the engine log along with the clearly stated reason
for the exchange.
● Always renew all gaskets, sealing rings and O-rings at maintenance work.
NOTE
The O-rings in the cooling water system must not be lubricated with oil based
lubricants. Use soap or similar.
● After reassembling, check that all screws and nuts are tightened and locked (as
required).
DBAD794701- 04-1
04. Maintenance schedule Wärtsilä 50DF Engine O&MM
● If any welding is performed on the engine, disconnect the electronic equipment

according to the welding instructions. Keep the return connection near the welding
point.
● Consider that well cleaned oil spaces (oil sump and camshaft spaces) spare the oil
pump and oil filter.
● When supervising engine operation or doing maintenance, record all relevant data in the
measurement records. This helps you evaluate the engine condition and follow up
changes over time. You can find the measurement records in the Attachments binder.
04.2 Before starting maintenance v8

GUID-4B97B862-B07D-431F-A11D-F8F5B2C8C746
WARNING
To prevent personal injury or engine damage, take all the necessary safety
precautions before starting any maintenance work on a stopped engine.
● Check that the engine mode selector switch is in the blocked position.
● Disconnect the engine’s automatic start.
● Disconnect all the concerned circulation pumps, for example, for prelubricating oil,
lubricating oil, cooling water and fuel.
● Close the starting air shut-off valve located before the main starting valve.
● Drain the starting air system.
● Set the turning device in engaged position and secure the generator breaker or
disengage the gearbox to avoid accidental crankshaft rotation.
● Disconnect the power supply before removing any electrical components.
04.3 Maintenance intervals
04.3.1 Daily routine inspections v4

GUID-DDBE220D-6AF6-432F-BEFB-7B8431D765DE
Part or system Maintenance task See

Control mechanism Inspect for free movement. Chapter 22
Gas system Inspect the gas system for leakage using a hand held gas detector. Chapter 17
Oil mist detector (if installed) Observe normal operation.
Pneumatic system Drain condensate water. Chapter 21
04.3.2 Every second day v4

GUID-15AB2AAD-B46E-4218-BBDD-22DE65213A88
Perform these maintenance tasks irrespective of the engine being in operation or not.

Automatic prelubrication Check the automatic prelubrication's operation. Chapter 03
Replace parts, if necessary.
Crankshaft In a stopped engine, turn the crankshaft into a new position. Chapter 03
04-2 DBAD794701-
04.3.3 Once a week v6

GUID-0919E641-1251-4875-92AA-842D7CE429C0

Start process Test start if the engine is on standby. Chapter 03
Lubricating oil pressure pulsation Check the pressure pulsation damper’s air content and fill more air, Chapter 18
damper (if installed) if needed.
Charge air cooler’s condensation Check that drain pipes and automatic drain valve water outlets are Chapter 15
drain open.
(if installed) Clean the filter.
Oil mist detector Clean the oil mist detector.

(if installed) Check the suction pressure according to the manufacturer's
instructions.
04.3.4 Every second week v2

GUID-FDC42ED4-3E99-4EA6-AD17-3A2D11FBBD0B

Cooling water system Check the water quality. Chapter 19
Check the content of additives. Chapter 02
04.3.5 Interval: 50 operating hours v5

GUID-F263D39D-E0B8-4BB8-A1F0-1A8A73BD91C1

Air cooler Check that the air coolers are drained completely. Chapter 15
Check that the draining pipes are open. Chapter 03
Check if there is any leakage.
Automation Check and record all operating values. Chapter 03
Cooling water system Check the water level in the expansion tanks. Chapter 19
Check the static pressure in the engine cooling circuits.
Ensure that the ventilation (de-aerating) of the expansion tank is
working.
Gas, fuel and lubricating oil filters Check the pressure drop indicators. Chapter 17
Replace the filter cartridges if a high pressure drop is indicated. Chapter 18
Actuator Check the oil level in the actuator. Chapter 02

Inspect for any leakage. Chapter 22
Turbocharger Clean the compressor by injecting water. Chapter 15
Valve mechanism Check the valve clearances after 50 running hours in new and Chapter 12
overhauled engines. Chapter 06
DBAD794701- 04-3

GUID-56389B5F-C926-4217-848D-183929127618

Turbine Clean the turbine by injecting water if the engine has been operating Chapter 15
on HFO.

GUID-46B7ABB8-6619-451B-8577-71807B3EF234

Bypass valve (if installed) Check the operation. Chapter 15
Centrifugal filter Clean the centrifugal filters. Chapter 18

Clean more often, if necessary. Remember to open the valve before
the filter after cleaning.
Charge air cooler Clean the charge air cooler. Chapter 15

The cleaning interval is based on cooler performance. Clean the
cooler if the pressure difference (Δp) over the cooler exceeds the
pressure difference of a new or clean cooler by 50% or more.
Measure the pressure drop over the charge air cooler using an U-
gauge or tool 848051.
Control mechanism Inspect for free movement. Chapter 22

Clean and lubricate the control mechanism.
Injection and fuel system Check the amount of clean leak fuel from the injection pumps and Chapter 03
nozzles running in HFO/MDO mode. Chapter 16
Chapter 17
Lubricating oil low-pressure Check the air pressure in the low-pressure accumulator. Chapter 18
accumulator (if installed) Fill more air, if necessary.
Lubricating oil In a new installation or after changing to a new lubricating oil brand, Chapter 02
take oil samples for analysis.
Oil mist detector (if installed) Check the operation.

See the manufacturer's instructions.
Turbocharger (MDO mode) Clean the turbine by injecting water if the engine has been operating Chapter 15
on MDO.
Clean more often, if necessary.
Wastegate valve Check the operation. Chapter 15

GUID-49141B4A-4664-44F4-972C-E0FE97E9DAAA

Air filter (built-on) Remove the turbocharger air filters. Chapter 15
Clean according to the manufacturer's instructions.
Clean more often, if necessary.
04-4 DBAD794701-

Electrical fuel feed pump Regrease the fuel feed pump while it is running. Chapter 17
Electrical lubricating oil pump Regrease the prelubricating pump while it is running. Chapter 18
Engine fastening bolts Inspect the engine fastening bolts' tightness on new installations.
Fuel filter Inspect the fuel oil filter. Chapter 17

Clean the wire gauze and filter housing. (Clean the filter earlier if the
pressure difference indicator shows very high pressure drop.)
Fuel system Replace the pilot fuel oil filter cartridges. Chapter 17
Clean the wire gauze and filter housing. (Replace the cartridge earlier
if the pressure difference indicator shows very high pressure drop.)
Gas filter Clean the gas filter cartridges. Chapter 17

Engine-mounted The engine-mounted filter can be cleaned with pressurised air from
inside.
Replace the cartridge, if necessary. (Replace the cartridge earlier if
the pressure difference indicator shows very high pressure drop.)
Clean the filter housing from both outside and inside.
Maintain the filter at 4000 hours intervals.
Gas filter Replace the filter cartridge. Chapter 17

On gas regulating unit Clean the filter housing from both outside and inside.
Maintain the filter at 4000 hours intervals or when the pressure
difference indicator shows pressure drop higher than 0.5 bar.

GUID-AD9B82C8-9F12-4914-99E1-B60BD960B566

Control and monitoring system Check the function of the safety system and automatic stop devices. Chapter 23
Replace faulty sensors.
Control mechanism Check for wear in all connecting links between the actuator and all Chapter 22
injection pumps.
Ensure that the fuel rack moves easily and the fuel pumps follow.
Electropneumatic overspeed trip Check the electropneumatic overspeed trip device. Note that the Chapter 06
device electrical overspeed trip takes place before the electropneumatic Chapter 22
overspeed trip.
Inspect the function and the tripping speed.
Gas system Perform the leak test. Chapter 17
Actuator Change the lubricating oil in the actuator. Chapter 02

Chapter 22
Lubricating oil filter Inspect and clean the lubricating oil filter. (Clean the filter earlier if Chapter 18
the pressure difference indicator shows very high pressure drop.)
Drain the filter housings.
Clean the wire gauze and filter housing.
Oil mist detector (if installed) Replace the fresh air filter.
Pilot fuel pump (electrically Re-lubricate the pilot fuel pump flexible coupling.
driven) See installation-specific documents.
Valves Check the yoke and valve clearances. Chapter 12

Chapter 06
DBAD794701- 04-5

Valve rotators Check the valve rotators visually. Chapter 12
Chapter 06

GUID-711E2F3E-8CF8-456F-B5A8-B27D471365E1

Injection valves Inspect fuel injectors if the engine has been operating in HFO or Chapter 16
MDO mode.

GUID-FCCB6762-18B2-4FC2-A591-B1845F7B18CC

Air cooler Clean the charge air coolers. The cleaning interval is based on the air Chapter 15
cooler's cooling performance.
Perform the pressure test.
Look carefully for corrosion.
Measure the pressure difference over the charge air cooler before
and after cleaning using an U-gauge.
Control and monitoring system Check the connectors and cables. Chapter 23
Check the mounting and connections. Verify the presence of contact
lubricant and add, if necessary. Check the tightness of the
connections. Check the condition of cables, wires and cable glands.
Rectify, improve or replace the equipment, if necessary.
Camshaft Inspect the camshaft's contact faces . Chapter 14

Check the cams' and tappet rollers' contact faces. Chapter 03
Check that the rollers rotate.
Rotate the crankshaft with the turning gear.
Crankshaft Check the crankshaft alignment. Use the measurement record Chapter 11
Crankshaft deflection (4611V005).
It is not necessary to perform an alignment check if the engine is
mounted on rubber.
Flexible coupling Inspect the flexible coupling visually.

Vulkan-Rato-S/R See the manufacturer's instructions.
Flexible coupling Check the flexible coupling's alignment. Use the measurement
record Alignment of flexible coupling (WV98V041).
Flexible mounting (if used) Check the alignment.

Check the thrust rubber elements' compression.
Inspect according to the maintenance instructions for resilient
installation.
See technical documents.
Gas filter Replace the gas filter cartridges. Replace earlier if the pressure Chapter 17
difference indicator shows very high pressure drop.
Clean the filter housing outside and inside.
04-6 DBAD794701-

Gas filter Replace the gas filter cartridges. Replace earlier if the pressure Chapter 17
On gas regulating unit difference indicator shows pressure drop higher than 0.5 bar.
Clean the filter housing outside and inside.
Lubricating oil low-pressure Check the condition of the membrane in the low-pressure Chapter 18
accumulator (if installed) accumulator. Replace, if necessary.
Wastegate Check the wastegate valve and the actuator. Chapter 15

Replace the positioner pilot valve.

GUID-CBCF032D-696F-4FFA-AE36-8FDC1CCE972D

Exhaust manifold Inspect the expansion bellows. Chapter 20
Inspect the exhaust system's supports.
Flexible pipe connections Inspect the flexible pipe connections.

Replace, if necessary.
Injection valves Inspect the injection valves. Chapter 16

Replace the nozzles
Replace the O-rings.
Adjust the main needle opening pressure in a test pump.
Replace the complete injection valve, if necessary.
Mechanical overspeed trip device Inspect the mechanical overspeed trip device's function. Chapter 22
Check the tripping speed. (Note that the electrical overspeed trip
takes place first.)
Charge air cooler's condensation Dismantle the drain and clean all components. Chapter 15
drain See the manufacturer's instructions.
(if installed)

GUID-03248562-8501-4835-8196-F8A9AEBECD24

Control and monitoring system Check the wiring condition inside the cabinets and boxes. Chapter 23
Check for insulation wear, loose terminals and loose wires.
Check for cable insulation wear, damages, loose cable glands,
connectors, holders and loose grounding shields.
Check for loose grounding straps and corrosion.
Check the sensors, actuators, solenoids etc. for leakages and
physical damages. Also check the signal or measurement, where
applicable.
Check the condition of vibration dampers and replace them, if
necessary.
Verify correct readings on engine displays and meters.
Check the electronic modules visually for damages. Rectify, improve
or replace the equipment, if necessary.
Check the sealing condition on cabinets and boxes.
Fuel system Check and adjust the pressure control valve. Chapter 17
DBAD794701- 04-7

Pilot fuel pump (electrically Clean and inspect the pilot fuel pump coupling.
driven) See installation-specific documents.
04.3.14 Interval: 12,000 operating hours v5

GUID-1579CB97-5974-4EFA-A295-E4F5C8167291

Air filter Clean the filter. Chapter 21
(in pneumatic systems) Clean the filter cartridge. Replace, if necessary.
Clean the filter housing from both outside and inside.
Injection pumps Inspect and clean the injection pumps. Chapter 16

Replace worn parts.
Replace the erosion plugs.
Flexible pipe connections Replace the flexible pipe connections.

Depending on the condition of the connection and the purpose of
use, these pipe connections can be used even for longer.
Oil mist detector (if installed) Replace the oil mist detector supply air filter.
Turbocharger Dismount and clean the turbochargers. Chapter 15

Inspect and assess the shaft and bearing parts.
Clean turbine and compressor casings.
Check for any cracks, erosion or corrosion.
Clean the nozzle ring and check for any crack or erosion.
Measure and note the axial clearance.
If the clearance is out of tolerance, contact the engine manufacturer.
Turbocharger Inspect the turbocharger bearings. Chapter 15

ABB TPL chargers Replace the bearings at 36,000 hours at the latest, if necessary.
Turning device Grease the turning device's drive shaft. Chapter 11
Wastegate General overhaul of the wastegate valve and the actuator. Chapter 15
Change the positioner pilot valve.
Balancing device (if equipped) Replace the balancing device bearing bushes. Chapter 11
Inspect the balancing device driving gear. Replace parts if
necessary.
Inspect the bearing pin. Replace if necessary.
04.3.15 Interval: 12,000 operating hours (heavy fuel oil) v6

GUID-9056ABF1-D5C3-4336-8908-C23792248B47
NOTE
Include the tasks given in this table in the 12,000 hours maintenance if the
engine is operating on heavy fuel oil (HFO) for more than 30% of the time.
04-8 DBAD794701-

Connecting rods Inspect one big end bearing per bank. Chapter 11
Dismantle the big end bearing. Chapter 06
Inspect the mating surfaces.
If you find defects, open all big end bearings.
Replace bearing shells, if necessary.
See the measurement records Big end bearing shell (4611V008) and
Big end bearing bore (4611V003).
Connecting rods Check one small end bearing and piston pin per bank Chapter 11
If you find defects, open all and renew, if needed. Chapter 06
See the measurement record Gudgeon pin and small end bearing
(4611V004).
Cylinder heads Dismantle and clean the under side, inlet and exhaust valves and Chapter 12
ports. Chapter 14
Inspect and clean cooling spaces if the deposits are thicker than 1
mm.
Check if the cylinder head cooling waters paces are dirty. Clean, if
needed.
Check the cooling water spaces in the liners and engine block and
clean them all if the deposits are thicker than 1 mm.
Improve the cooling water treatment.
Grind all the seats and valves.
Inspect the valve rotators.
Check the rocker arms.
Replace the O-rings in the valve guides and at the bottom of the
cylinder head screws at every overhaul.
Replace the knocking sensors.
Check the starting valves.
Cylinder liners Inspect the cylinder liners. Chapter 10

Measure the bore using measurement record Cylinder liner Chapter 06
(5010V001).
Replace the liners if wear limits have been exceeded.
Hone the liners.
Check the deposits in the cooling bores.
Clean the bores if the deposits are thicker than 1 mm,
Replace the anti-polishing ring.
Pistons Check the cooling gallery deposit for one piston per bank. Chapter 11
If the deposits are thicker than 0.3 mm, open all piston tops.
Inspect the piston skirt.
Clean the lubricating oil nozzles.
Pistons, piston rings Pull out, inspect and clean pistons. Chapter 11
Replace the piston rings, if needed. Chapter 06
Check the piston ring grooves' height. Use the measurement Chapter 03
records Piston ring grooves (4611V009) and Piston ring groove wear
curve (4611V002).
Check the gudgeon pins' retainer rings .
Replace a complete set of piston rings.
Note the running-in programme.
DBAD794701- 04-9

GUID-6C1A050F-5772-448C-9BDF-CA4559460ED7

Fuel feed pump Inspect the fuel feed pump. Chapter 17
Replace the gaskets.
Replace worn parts.

GUID-57C053AF-0D53-4B10-9BB2-D537A92DEC60

Camshaft driving gear Inspect the intermediate gears. Chapter 13
Inspect the teeth surfaces and running pattern. Chapter 06
Crankshaft Inspect the main bearings. Chapter 10

Inspect one main bearing. If it's condition is bad, check all main Chapter 06
bearings and replace, if necessary. Note the type of bearing in use
and do the inspection accordingly.
Crankshaft Check the thrust bearing clearance. Chapter 11

Check the axial clearance. Chapter 06
Engine fastening bolts Check the engine fastening bolts' tightness. Chapter 07
Gas admission valves Replace the main gas admission valves. Chapter 17
Woodward In installations where connectors are used, replace the female
connector.
Gas system Replace the sealings in pipe connections. Chapter 17

Check the sealing faces for wear and corrosion.
Perform the leak test.
Hydraulic jack Check the function. Chapter 10

Replace the O-rings in the hydraulic jack if they are leaking when
lifting the main bearing cap.
Injection valves Renew the complete fuel injection valves. Chapter 16

Send the nozzle holders to the engine manufacturer for
reconditioning.
Turning device Change the lubricating oil in the turning device. Chapter 02
Vibration damper Take an oil sample from the vibration damper for analysis. Chapter 14
Viscous type
04.3.18 Interval: 18,000 operating hours (gas/light fuel oil) v3

GUID-B272ACF0-303E-4405-ADAE-22E0FB60D9A9
NOTE
Include the tasks given in this table in the 18,000 hours maintenance if the
engine is operating on GAS/LFO for more than 70% of the time.
04-10 DBAD794701-

Connecting rods Inspect one big end bearing per bank. Chapter 11
Dismantle the big end bearing. Chapter 06
If you find defects, open all the big end bearings.
Replace bearing shells, if necessary.
Use measurement records Big end bearing shell (4611V008) and Big
end bearing bore (4611V003).
Connecting rods Check one small end bearing and piston pin per bank. Chapter 11
If you find defects, open all and renew if needed. Chapter 06
Use measurement record Gudgeon pin and small end bearing
(4611V004).
Cylinder heads Dismantle and clean the under side, inlet and exhaust valves and Chapter 12
ports.
Inspect the cooling spaces and clean them if the deposits are thicker
than 1 mm.
If cylinder head cooling waters paces are dirty, also check the
cooling water spaces in the liners and engine block and clean them
all, if the deposits are thicker than 1 mm.
Grind all the seats and valves.
Inspect the valve rotators.
Check the rocker arms.
Replace the O-rings in the valve guides.
Replace the O-rings at the bottom of the cylinder head screws at
every overhaul.
Replace the knocking sensors.
Check the starting valves.
Cylinder liners Inspect the cylinder liners. Chapter 10

Measure the bore using measurement record Cylinder liner Chapter 06
(5010V001).
Replace the liner if the wear limits are exceeded.
Hone the liners.
Check the deposits in the cooling bores.
If the deposits are thicker than 1 mm, clean the cooling bores.
Replace the anti-polishing ring.
Pistons Check the cooling gallery deposit for one piston per bank. Chapter 11
If the deposit exceeds 0.3 mm, open all the piston tops.
Inspect the piston skirt.
Clean the lubricating oil nozzles.
Pistons, piston rings Inspect the pistons and replace the piston rings. Chapter 11
Pull, inspect and clean. Chapter 06
Check the piston ring grooves' height. Use the measurement Chapter 03
records Piston ring grooves (4611V009) and Piston ring groove wear
curve (4611V002).
Check the retainer rings of the gudgeon pins.
Replace a complete set of the piston rings.
Note the running-in programme.
DBAD794701- 04-11

GUID-43BA73C4-9BCD-42D0-8BB5-2762BE923D05

Control and monitoring system Replace the drive electronics, such as the cylinder control module, Chapter 23
coil drivers, fuel injection controls and power distribution modules.
At the latest, the electronics must be replaced every tenth year.
Replace the vibration dampers (rubber elements).

Replace the rubber elements for components such as connection
boxes, control modules, connection rails and the main cabinet.
Replace the vibration dampers every 24000 operating hours or every
fourth year depending on whichever comes first.
Booster servomotor for actuator Replace worn parts. Chapter 22

Exhaust manifold Renew the expansion bellows between exhaust pipe sections, after Chapter 20
the cylinder head and before the turbocharger.
Flexible coupling Check the flexible coupling.

(Oil supply from the engine) Dismantle and check the flexible coupling according to the
manufacturer's recommendations.
Fuel injection pump Clean and inspect the fuel injection pumps. Chapter 16
Replace worn parts.
Renew the fuel injection pump elements.
Replace erosion plugs.
Governor drive Inspect the governor driving gears. Chapter 22

Replace parts, if necessary. Chapter 06
Actuator Send the actuator to the engine the manufacturer for overhaul. Chapter 22
HT water pump Dismantle and inspect the HT water pump. Chapter 19

Replace bearings and shaft sealing.
HT water pump driving gear Inspect the HT water pump driving gear. Chapter 19
HT water thermostatic valve Clean and inspect the HT water thermostatic valve. Chapter 19
Clean and check the thermostatic element, valve cone casing, and
sealings.
LT water pump Dismantle and inspect the LT water pump. Chapter 19

Replace bearings and shaft sealing.
LT water pump driving gear Inspect the LT water pump driving gear. Chapter 19
LT water thermostatic valve Clean and inspect the LT water thermostatic valve. Chapter 19
Clean and check the thermostatic element, valve cone casing,
indicator pin and sealings.
Lubricating oil pump Inspect the lubricating oil pump. Chapter 18

Replace the bearings.
Replace the shaft sealing.
Lubricating oil pump driving gear Inspect the lubricating oil pump driving gear. Chapter 18
04-12 DBAD794701-

Lubricating oil thermostatic valve Clean and inspect the lubricating oil thermostatic valve. Chapter 18
Clean and check the thermostatic element, valve cone casing and
sealings.
Main starting valve General overhaul of the main starting valve. Chapter 21
Replace worn parts.
Pilot fuel pump Replace the pilot fuel pump. Chapter 17
Turbochargers Inspect the turbocharger parts. Chapter 15

ABB TPL chargers Inspect and replace the nozzle ring, turbine diffuser and cover ring, if
necessary.
04.3.20 Interval: 24,000 operating hours (heavy fuel oil) v2

GUID-01C42905-8987-4765-8AFF-C69F94F0C5BC
NOTE
Include these tasks in the 24,000 hours maintenance if the engine is operating
on heavy fuel oil (HFO) for more than 30% of the time.

Cylinder head Replace the inlet and exhaust valve seats only if the wear limits have Chapter 12
been exceeded or leaks are detected.
Replace the inlet and exhaust valves.
Replace the valve rotators and valve guides.

GUID-1ED427AA-B2CF-498F-8064-13CD32537633

Turbocharger Check the rotor balance every 32,000 hours or every four years. Chapter 15
Napier See the manufacturer's instructions.

GUID-2D6F1C8D-66C7-4E99-BDF4-38E8351E55C3

Air cooler Renew the charge air coolers. Chapter 15
Camshaft Inspect one camshaft bearing bush per bank. Chapter 14

If you find defects, inspect all including driving end and thrust Chapter 06
bearing.
Replace, if necessary.
See measurement record Camshaft bearing.
DBAD794701- 04-13

Connecting rods Replace the big end bearing. Chapter 11
Replace the big end bearing shells. Chapter 06
Measure the big end bore using forms Big end bearing shell and Big
end bearing bore.
Connecting rods Replace the small end bearings. Chapter 11

Replace the small end bearing shells. Chapter 06
Crankshaft Replace the main bearing shells. Chapter 10

Replace the main bearing shells, flywheel bearings and thrust Chapter 06
bearing halves.
Crankshaft Inspect the crankshaft for wear. Chapter 11

Replace the crankshaft seal.
Cylinder liners Clean the cylinder liner cooling water spaces. Chapter 10
Replace the liner O-rings at every overhaul.
Camshaft coupling at camshaft’s Dismantle and inspect the coupling. Change the bearing bushes, if Chapter 14
driving end necessary.
For changing the spring packs, contact Wärtsilä.
Exhaust manifold Renew the exhaust pipe support plates. Chapter 20
Fuel injection pump Replace the fuel injection pump tappet roller pins. Chapter 16
Replace the fuel injection pump control sleeve.
Replace the fuel injection pump control rack.
Intermediate gear Replace the thrust bearing of the intermediate gear. Chapter 13
Replace the bearing bushes of the intermediate gear.
Piston Inspect the piston cooling gallery, all cylinders. Chapter 11

Clean, if necessary.
Starting air distributor General overhaul of starting air distributor. Chapter 21

Replace the worn parts.
Valve mechanism Check bearing clearances in the tappets and rocker arms, one/ Chapter 12
cylinder. Chapter 14
Dismantle one rocker arm assembly for inspection. Chapter 06
Proceed with other rocker arm bearings if defects are found.
Replace the valve tappet roller bearing bushes.
Vibration damper at camshaft’s Dismantle the damper and check its condition. Chapter 07
free end The damper must be opened only by the authorized personnel. Chapter 14
(spring-type, optional) Contact the engine manufacturer.
Vibration damper at crankshaft’s Dismantle the damper and check its condition. Chapter 07
free end The damper must be opened only by the authorized personnel. Chapter 11
(spring-type, optional) Contact the engine manufacturer.
04.3.23 Interval: 36,000 operating hours (gas/light fuel oil) v2

GUID-E9CE896C-45D5-404E-90AF-8A9F0754ECAC
NOTE
Include these tasks in the 36,000 hours maintenance if the engine is operating
on gas or light fuel oil (LFO) for more than 70% of the time.
04-14 DBAD794701-

Cylinder head Replace the inlet and exhaust valve seats only if the wear limits have Chapter 12
been exceeded or leaks are detected.
Replace the inlet and exhaust valves.
Replace the valve rotators and valve guides.

GUID-97A90A56-6211-454F-936E-A7CDF22BBD0A

Control and monitoring system Replace measuring electronics and display units. Chapter 23
At the latest, the electronics must be replaced every tenth year.
Charge air bellow Renew expansion bellows between the turbocharger and air inlet Chapter 20
box.
Control mechanism Renew bearing bushes and thrust washers for control shaft. Chapter 22
Renew ball joints between the control shaft and control racks.
Renew ball joint for the spring loaded rod.
Governor drive Renew bearing bushes for governor drive vertical shaft. Chapter 22
Renew bearing bushes for governor driving gear horizontal shaft.
Turbocharger Replace rotor and rotating parts. The components' lifetime depends Chapter 15
on the operating conditions.
Turbocharger Inspect turbocharger gas inlet and outlet casings. Chapter 15

ABB TPL chargers Replace the gas inlet and outlet casings, if necessary.

GUID-030C7841-DA59-4471-AD2A-23402A581D7E

Camshaft bearings Replace the camshaft bearings. Chapter 13
Replace the camshaft driving end bearing bush and camshaft thrust Chapter 14
bearings.
Cylinder heads Replace the cylinder heads. Chapter 12
Flexible mounting (if used) Replace the rubber elements.

See technical documents.
Fuel system Replace the fuel system pipes. Chapter 17

Replace the main injection pipes.
Replace the pilot injection pipes (optional).
Piston Replace the pistons and gudgeon pins. Chapter 11
Valve mechanism Replace the rocker arm bearing bushes. Chapter 12

Chapter 14
DBAD794701- 04-15
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04-16 DBAD794701-
1 © Wärtsilä 22.4.2016 W50DF-L00R03CBA401A001L_03en / Turku Training Centre
Components: 01 Drain cock, 02 Oil level gauge, 03 Oil filler cup.
Pipe connections
A Oil outlet 1, from booster
B Oil inlet, to booster

Components: 01 Adjusting screw for rocker arm, 02 Locking screw, 03 Locking plate.
Adjusting the valve clearance

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 locking screw.
Check that the clearance has not changed while tightening.
NOTE!
Take care not to over tension the locking screw (02).

Components: 01 Filter cover, 02 Rotor unit, 03 Cutting off valve, 04 Paper cartridge.
Clean centrifugal filters

It is very important to clean the filter regularly as it collects considerable quantities of dirt.
If it is found that the filter has collected the maximum quantity of dirt (corresponds to a 25 mm thick
layer) at the recommended cleaning intervals, it should be cleaned more frequently.

Components: 01 Filter ring, 02 Tension ring, 03 Trap cover, 04 Cover panel, 05 Cover panel,
06 Fleece segment.

Components: 01 Venting screw, 02 Bowl, 03 Filter cartridge, 04 Drain plug, 05 Handle, 06
Locking knob, 07 Indicator, 08 O-ring, 09 Adapter, 10 O-ring, 11 Strainer core, 12 Lock ring, 13
Fastening ring, 14 Bleeding pipe, 15 Spool.
Function: F1 Both sides in use, F2 Left side in use, F3 Right side in use.
Spare part sets

Sealing set
Changing the filter cartridges

Change of cartridges and cleaning is most conveniently done during stoppage
By closing one side of the filter the cartridges can, however, be changed during operation:
Shut off the filter side to be maintained

Open the air venting screw carefully to depressurise the bowl.
Open the drain plug.
Drain the drip sump.
Open the filter bowl by turning the fastening ring and supporting the bowl by hand.
Clean and rinse the bowl and strainer core carefully.
Check the condition of the seals, renew the O-rings.
Fit the new cartridge.
Fasten the bowl back into place.
Change slowly over to working position to avoid quick pressure drop
Close the air vent screw after the air has exited.
Always vent the filter after changing cartridges in the filter.

Components: 01 Venting screw, 02 Cover, 03 Filter cartridge, 04 Drain plug, 05 Mark, 06 Three-
way valve.
Spare part sets

Sealing set
Changing the filter cartridges

Change of cartridges and cleaning is most conveniently done during stoppage
By closing one side of the filter the cartridges can, however, be changed during operation:
Shut off the filter side to be maintained.

Open the air venting screw carefully to depressurise the filter to be maintained.
Open the drain plug.
Open the filter cover and remove filter cartridge.
Clean and rinse the filter housing carefully.
Check the condition of the seals, renew the O-rings.
Fit the new cartridge.
Mount the drain plug and cover.
Change slowly over to working position to avoid quick pressure drop
Close the air vent screw after the air has exited.
Always vent the filter after changing cartridges in the filter.

Components: 01 Top cover, 02 O-ring, 03 Filter cover, 04 Fastening plate, 05 O-ring, 06
Spring, 07 Spindle, 08 Upper filter cartridge, 09 Spindle, 10 Shim, 11 Lower filter cartridge, 12
Filter plate, 13 Spring.
Connections: A Fuel gas inlet, B Fuel gas outlet.
Spare part sets
Sealing set

Components: 01 Filer body, 02 Filter cap cover, 03 Filter insert, 04 Filter basket,
05 Filter mesh with rubber rings, 06 O-ring, 07 Plastic ring, 08 Half pipe, 09 Sealing screw,
10 Magnetic insert.

Components: 01 Maximum position, 02 Governor, 03 Stop position 04 Spring-loaded rod, 05
Lever 06 Shaft lever.

System components: 01 Gas double wall inlet piping, 02 Gas manifold, 03 Gas
venting piping, 04 Gas admission valve, 05 Actuator for venting valve, 06 Venting
valve, 07 Nitrogen gas piping, 08 Non-return valve.
Pipe connections: A 108 Gas inlet, B 726 Air inlet to double wall system, C 708
Gas system vent, D 723 Inert gas to crankcase, E 311 Control air to gas venting
valve, F Air outlet from double wall.
Testing by leak detector

Place the gas detector probe near possible leak points for at least two times the
response time of the gas detector. Examples of leak points are connections, pipe
flanges, valves manifolds and pressure gauges of the gas fuel system.
WARNING!
Release the system pressure before disassembling any connections.
If a leak is detected, shut off the supply of gas immediately.
Testing the gas system for leak

Connect compressed air/nitrogen, of 3 bar to the inlet flange of the gas system on
the engine.
Check all connections with soap water or leakage spray, beginning from the inlet
flange and continuing through the gas line.
Growing bubbles on the connection indicates leakage.
NOTE!
Release the air pressure in the system before disassembling.
Disassemble the leaking connection, examine the O-rings and sealing faces. Replace
worn parts.
Repeat the leak test for the repaired connection(s).
Components: 01 Drain cock, 02 Oil level gauge, 03 Oil filler cup.
Pipe connections
A Oil outlet 1, from booster
B Oil inlet, to booster

Components: 01 Adjusting screw for rocker arm, 02 Locking screw, 03 Locking plate, 04 Yoke
adjusting screw, 05 Yoke counter nut.
Adjusting yoke balance

Loosen the locking screw (02) of the adjusting screws on the rocker arm.
Loosen the yoke counter nut (05).
Turn the adjusting screws in anti-clockwise direction to provide enough clearance.
Press the fixed end of the yoke against valve stem by pressing down on adjustable end.
Screw down the adjusting screw (04) until it touches the valve end and note the position of
the spanner (pos. a).
Continue screwing while the yoke tilts, until the guide clearance is on the other side and the
fixed end of the yoke starts lifting from valve stem. Press down on the fixed end. Note the
position of spanner (pos.b).
Turn the adjusting screw anti-clockwise to the middle position between "a" and "b", i.e. "c".
Lock yoke counter nut (05).
Adjusting the valve clearance

hit the push rod end of the rocker arm with soft hammer to ensure that the push rod is
correctly seated.
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 (01) until the feeler gauge can be moved to and fro only with
slight force.
Hold the adjusting screw and tighten the locking screw.
Check that the clearance has not changed while tightening.
NOTE!
Take care not to over tension the locking screw (02).

Components: 01 Connection piece, 02 Hub with wedge groove, 03 Hub with cone, 04 flanged
sleeve, 05 Sealing ring.

Components: 01 Hydraulic pump, 02 Pipe, 03 Bus, 04 screw, 05 Gear wheel.
WARNING!
Use safety equipments
Do not tear hoses
Do not touch jets coused by leakage.
Mounting of gear wheel

Mount the gear coupling onto the shaft by hand as far as possible.
Connect the hudraulic tool to pump shaft.
Screw the tools centre of thrust against the gear coupling.
Measure distance “a”.
Raise the pressure, simultaneously tighten centre of thrust until the gear coupling has moved 4 -5
mm.
Discharge pressure through the valve on hydraulic pump and loosen the tool from the shaft.

Components: 01 Gear wheel, 02 Driving gear wheel, 03 Screw, 04 Stud, 05 Nut, 06 Sealing
ring, 08 Hub for gear wheel.

Components: 01 Hydraulic pump, 02 Pipe, 03 Bus, 04 screw, 05 Gear wheel.
Mounting of gear wheel

1. Check that align mark A on the gear wheel and B on the hub are inline.
NOTE!
Marks have to be in-line during the complete assembly.
2. Mount the gear wheel on to the camshaft and push it by hand until it stops.
NOTE!
Make sure that marks remain in upper position and the gear wheel does not turn during mounting.
3. Mount the assembly tool.

4. Tighten the assembly tool by hand.
5. Press the gear wheel slightly to the camshaft by using hydraulic pump and by turning bus by hand.
A pressure of approx. 1000 bar is required.
6. Press the gear wheel to the camshaft by using hydraulic pump and bush until it stops. A pressure
of approx. 3000 bar is required. Hold the gear wheel by hand to prevent rotation.
7. Remove the assembly tool.

Components: 01 Connection piece for main fuel, 02 Testing device, 03 Test pressure pump, 04
Connection piece for pilot fuel, 05 Testing device, 06 Hydraulic pump, 07 Solenoid tester.

Components: 01 Connection piece for main fuel, 02 Testing device, 03 Test pressure pump, 04
Connection piece for pilot fuel, 05 Testing device, 06 Hydraulic pump, 07 Solenoid tester.

Components: 01 Connection piece for main fuel, 02 Testing device, 03 Test pressure pump.
Spare part sets
Sealing set
Inspecting after removing from cylinder head
Inspect the nozzle immediately after removing the fuel injector from the engine.
Check for carbon deposits on the nozzle tip.
NOTE!
Carbon deposits (trumpets) on the nozzle tip may indicate that the nozzle is in
poor condition or the spring is broken.
Clean the outer surface of the nozzle and nozzle nut with a brass wire brush in a clean
diesel fuel.
Do not use a steel wire brush.
Pay attention to the small gap between the nut and the nozzle.
Check the nozzle tip for wear and corrosion.
Replace the nozzle if corrosion is found.
Check the nozzle opening pressure NOP, spray uniformity and seat tightness.
Measure and regord the dimension ”A”.
If the test results are good, clean and reinstall the fuel injector without further dismantling.
If the test results are not good, dismantle nozzle and nozzle holder.
Replace the O-rings.

Components: 01 Counter nut, 02 Adjusting screw, 03 Spring, 04 Short push rod, 05 Long push
rod, 06 Nozzle nut, 07 Nozzle, 08 Reduction nipple, 09 Solenoid pins, 10 Cable, 11 Screw.
NOTE!
Do not put the injector in the washing machine when the nozzle is dismantled or if the pilot
port is open and not properly sealed!
Check the nozzle’s condition.

Nozzle is free from signs of cavitation.
Spray holes of the nozzle are open.
Cooling oil passage is free and clean.
Check the nozzle needle movement.

The needle movement can vary as follows:
Needle is completely free.
Needle moves freely within the normal lifting range.
Needle is sticking.
Remove the needle from the nozzle.

Clean and examine the components.
Do not use steel wire brushes or hard tools.
Use a chemical carbon dissolving solution to clean the components carefully.
Clean the nozzle orifices with needles provided for this purpose.
Check the seat surfaces, sliding surfaces (needle shaft), and the sealing faces that are in
contact with the nozzle holder and the nozzle tip.
If these surfaces are damaged, replace the nozzle.
Grinding and lapping of nozzle and nozzle holder are prohibited.
After cleaning, rinse the components to remove the carbon residue and dirt particles.
Immerse the components in clean fuel oil or special oil for injection systems.
Insert the needle in the nozzle.

Components: 01 Counter nu, 02 Adjusting screw, 03 Spring, 04 Short push rod, 05 Long push
rod, 06 Nozzle nut, 07 Nozzle, 08 Reduction nipple, 09 Solenoid pins, 10 Cable, 11 Screw.
Turn the fuel injector body to horizontal position.

Loosen and remove the counter nut and the adjusting screw
Remove the spring and the push rod.
Clean and check all the parts carefully.
Check the nozzle holder’s sealing surface.
Lapping the sealing surface is not allowed. If the sealing surface is in bad condition,
contact Wärtsilä.
Check the holder bottom surface for nozzle needle indentation.
Check the resistance of the pilot solenoid cable.
Replace pilot cable if any damages are noticed or if the resistance of the cable is outside the
specified interval.
Check the nozzle needle lift.
Assemble nozzle holder and nozzle.
Tighten the nozzle nut to the stated torque.
Test the injector
Renew the complete injection valve if necessary.
Concerns tri fuel injection valves of type VVO-G071C used in WÄRTSILÄ® 50DF engines.
The pilot push rod can move freely when the nozzle has been removed and there is a risk that it
will slide out of the injection valve when turned into an upright position.
Keep the injection valve in a horizontal position when the nozzle has been removed in order to
minimize the risk that the pilot push rod slides out.
NOTE!
Do not try to re-install the pilot push rod.
In case the pilot push rod has fallen out, the injection valve must be sent to a Wärtsilä workshop for
overhaul, contact your nearest Wärtsilä Services office for coordination.

Components:, 08 Reduction nipple, 09 Solenoid pins, 10 Cable, 11 Screw, 12 Solenoid valve pins
Pilot cable replacement

Replace the cable with a new one if any damages are noticed or if the measured resistance
of the cable is outside the specified interval 0,4 -1,2 Ω.
The resistance between any pin and the connector body should show infinity.
When replacing the pilot cable, the upper and lower valve body must be separated.
Open the three screws (11) at the top of the injector valve.
Open the pilot fuel cable reduction nipple (08) at the top of the injector body before
separating the upper and lower injection bodies.
Move the injection bodies carefully and pay attention to the pilot injector cable. When the
distance between the upper and lower injection bodies is sufficient, pull the pilot fuel cable off
from the solenoid pins (09).
Remove the pilot fuel cable.
Measure the resistance directly from the solenoid valve pins.
Send the injector to the engine manufacturer for refurbishment if the resistance is out of the
0,4 -1,2 Ω range.

Components: 01 Connection piece for main fuel, 02 Testing device, 03 Test pressure pump.
Spare part sets
Sealing set
Testing and inspection of new injection valves or new nozzle

A new injection valve must be washed with clean fuel oil or similar to remove preservation oil
before the injection valve is mounted.
Flush, test and, if needed, readjust a new injection valve to the stated needle opening
pressure before mounting it in the engine.

Normally during the nozzle check the opening pressure is readjusted back to nominal. Eventually
the fuel valve spring will be more compressed and loaded, which in worst cases may result in
spring failure.
The opening pressure is normally checked with a hand pump testing device where the pressure
increase is very slow compared to the conditions in the engine.
In a running engine, the pressure increase in the nozzle is fast and fuel has no time to squeeze into
the clearance between the needle and the nozzle seats. The effective sealing diameter remains
almost unchanged. The real opening pressure is therefore not dropped due to seat wear (3) and
does not need any opening pressure readjustment.

Nozzle spray hole test
This test is to verify that the nozzle spray holes are open.
Check the needle opening pressure NOP and record it and “A” if not recorder earlier.
Increase pressure by pumping slowly.
Adjust the opening pressure to 50 bar.
Inject 10-15 times to check the flow from the nozzle spray pattern.
All holes must be open and produce an evenly- distributed spray pattern.
If some spray holes are clogged they must be opened.
Open the spray holes with the tools for this purpose.
If the nozzle fails the test, open and clean the nozzle once.
Replace the nozzle if it fails the second test
The nozzle must be rejected if it is not possible to open the spray holes.
Some spill fuel may appear from the nozzle holder because of the leakage along the side of
the needle. A small amount can be considered normal. Check that the connection piece is
tightened and the nozzle holder sealing surface is in good condition.

Check the nozzle tightness
Adjust needle opening pressure (NOP) first.
Or turn the adjusting screw to recording value “A”, (used nozzle)
Increase the pressure slowly up to 300 bars.
Check that the nozzle is completely tight.
No drops are allowed within five seconds.
Replace the nozzle if it fails the second test.
Some spill fuel may appear from the nozzle holder because of the leakage along the side of
the needle. A small amount can be considered normal. Check that the connection piece is
tightened and the nozzle holder sealing surface is in good condition.

Components: 04 Connection piece for pilot fuel, 05 Testing device, 06 Hydraulic pump, 07
Solenoid tester.
Pilot fuel side testing

Lubricate the connecting surface with Molykote G-N plus paste when assembling the
connection piece.
Connect the pilot fuel side connection piece to the injection valve.
Tighten to torque 50 Nm, do not over tighten.
Connect the hydraulic hose to the hydraulic pump and to the pilot connection piece.
Connect the solenoid tester to the pilot fuel side cable of the fuel injector.
Adjust the settings of the solenoid tester to:
Pulse interval 1-2 s
Pulse length 3-4 ms
Pulse current 7-10 A
Raise the pressure to 600 bar with the pump and check the nozzle tip seat tightness.
The solenoid tester can be used in two ways:
1 shot mode: the solenoid tester sends one impulse to the injector.
Impulse mode: the solenoid tester sends impulses in selected intervals to the injector.
When impulse mode is selected, the pump pressure must be continuously maintained with
the hand operated pump.
Inspect that fuel is sprayed from all pilot nozzle holes.
Replace the nozzle if it fails the second test.
NOTE!
The pilot side of the fuel injector is of a common rail type and electrically controlled. At the moment it is
only possible to inspect functionality of the pilot side and visually inspect fuel spray of the pilot drillings.
The pilot side opening pressure cannot be adjusted.

Components: 01 Test rig, 02 Power supply unit, 03 Complete valve holder, 04 Trust piece and ring

CAUTION!
Disconnect the automation system according to the procedures mentioned in instruction
manual, before any welding are performed on the engine. Welding voltage may
otherwise cause Serious damage to the control system.
NOTE!
The maintenance procedures of instrumentation and automation systems are to be done only
when the engine is in Stop Mode!
CAUTION!
To avoid system failure, shock or possible fire, disconnect the power supply to the system
before applying a conductive lubricant. Also ensure that the connectors are kept isolated.
Improper handling of the connectors may result in shorting, arcing, or shock.
CAUTION!
Take especial care when handling the silver containing, chemical. This product is very
conductive and will cause short circuit or/and earth fault if wrongly applied. Must be placed
directly on the contact surface and in very small amounts

Components: 01 Measuring unit, 02 Cable, 03 Transducer, 04 Cable holder, I Operating side
II Rear side (as seen from flywheel end)
Only the crankcase cover for the cylinder being measured should be opened and it should
be closed immediately after measuring.
It is recommended to switch off any forced ventilation close to the engine.

Components: 01 Screw, 02 Flywheel, 03 Coupling.

A, Radial indicator position
B, Axial indicator position
1, 2, Indicator position
Diameter d, Radial position of indicator B

Components: 01 Engine , 02 Engine foot, 03 Resilient element, 04 Screws, 05 Round nut,
06 Foundation, 07 Adjusting piece.

Components: 03 Positioner; 031 Pilot valve in positioner, 032 Cam, 033 Level, 034
Adjusting Screw, 035 Adjusting screw.
Connections: A Control air from external system, B Connections to and from actuator ,
C Control air from I/P converter.
Spare part sets:
Pilot valve
Spare part kit
Evacuation diaphragm, complete
Diaphragm
Arm complete
Shaft complete
Check the function of air throttle valve and actuator

1. Check of wear of the waste gate system.
Check for wear of the key connection between the actuator and the
positioner.
Check for possible wear inside actuator by moving the shaft.
2. Change of positioner pilot valve.

Pay attention to the pilot valve stem and the lever (13), remove the pilot valve
carefully.
Replace the positioner pilot valve.
Adjust the wastegate positioner.
Calibrate the wastegate I/P converter.
Check the function of the valve by following the positioners movement when
the engine is re-started and runs on load.

Components: 14 Level, 33 Pressure reducing valve, 34 Gauge, 45 Spindle, 47 Level, 70
Limit switch.

Components: 01 Pressure sensor, 02 Temperature sensor, 03 Level switch, 04 Pressure
control valve, 05 Pressure difference indicator, 06 Safety valve, 07 Fuel feed pump,
08 Pressure regulating valve, 09 Safety valve, 10 Deaeration tank, 11 Circulating pump, 12
Safety valve, 13 Pressure regulating valve, 14 Valve, 15 Valve, 16 Valve, 17 Pilot fuel filter,
18 Pilot fuel pump.
Connections: 101 Fuel oil inlet, 102 Fuel oil outlet, 103 Clean fuel oil leakage.

Repair kit
Repair kit for air filter.

Components: 01 Connection piece, 02 Main delivery valve, 03 Constant pressure
valve,10 Sealing ring, 11 Erosion plug, 20 Pump element, 21 Plunger, 22 Control
sleeve, 23 Fuel rack.
Spare part sets

Sealing set for pump overhaul
Overhaul of injection pump

Disassemble the pump
Wash the parts in absolutely clean diesel oil and lubricate these with engine oil.
Pay special attention to the grooves and bores for leak fuel and lubricating oil.
Inspect element cylinder and plunger, connection piece with delivery and constant
pressure valves and other parts condition.
Replace worn component, sealing rings and erosion plug.
Reassemble
Mount injection pump
Check the injection pump timing
Adjust injection pump
WARNING!
Never use copper seal rings on injection pumps.
A deformed seal ring may cause hazardous fuel spray and fire.
NOTE!
The element cylinder and plunger, connection piece parts are matched and they must be
kept together during the overhaul.

Components: 01 Screw, 02 Piston, 03 Shaft seal, 04 Stop cylinder, 05 Shim, 06 Screw, 07
Locking screw.
Overhaul of overspeed trip device cylinder on injection pump

Check for wear.
Check the tightness of the piston.
Replace worn components.
Replace sealings and seals.
Lubricate the sealings and piston.
Check that the piston does not stick.
Check a stop position after remounting of the pump.
If a no fuel position is not obtained:
Check the control air pressure.
Check for air leaks.
Check tripping speed.

Components: 01 Screw, 02 Piston, 03 Shaft seal, 04 Stop cylinder, 05 Shim, 06 Screw.
Assembling control sleeve

Move the fuel rack to a position where two marks (A) can be seen.
One of the control sleeve teeth is chamfered (B) and this tooth must slide into the tooth
space between the marks on the fuel rack.
When assembling plunger
Note the mark (C),. The marked plunger vane must slide into the marked groove on the fuel
rack side of the control sleeve (D). It corresponds to the marks on the fuel rack (A) and the
chamfered tooth (B) of the control sleeve.

Components: 01 Guide block, 02 Adjusting screw, 03 Securing plate, 04 Injection tappet.
Checking the fuel injection pump adjustment

Turn the crankshaft to a position 22 before TDC at ignition.
Set the fuel rack to 35 mm position.
Turn the crankshaft to the normal running direction of the engine and read and record the
full pressure from the pressure gauge (A), when the plunger is closing the spill port (B)
completely.
If the gauge doesn't work properly make sure that the throttle points (C) of the timing tool
are clear end open.
Turn the engine against the normal running direction until the pressure in pressure gauge
(A) falls down to zero.
Turn the crankshaft slowly to the normal running direction of the engine. Preferably by hand
from the turning gear. Keep on turning until the pressure in the pressure gauge starts to rise.
Stop turning when the pressure has increased to half of the measured full pressure. Record
the pressure and the position of the flywheel. E.g. if full measured pressure was 4 bar, the
timing should be checked at 2 bar.
Compare the measured values to the correct values given in the "settings"- table of the test
records. The deviation to those readings should be max 0,5 crank angle. The deviation
between the different cylinders in one engine should not exceed 1,0 crank angle. If larger
deviations are noted the injection pump lifter must be adjusted.

Components: 01 Sleeve, 02 Adjusting screw.
Adjusting fuel injection pump

Remove the pump.
Fasten the pump base using suitable sleeves under the nuts.
Measure the distance (X ± 0,05 mm) between the adjusting screw and the pump base upper
surface when cylinder is turned to a position where delivery stroke should start. (See setting
table in test records).
Use figure Adjusting of tappet position to determine the correction needed for the adjusting
screw to achieve the right timing.
Open the locking screws and adjust the distance X to the correct position; lock the screws
again to stated torque before the final checking of distance X. Note the correct positioning of
the securing plate.
Open the nuts and remove the sleeves.
Fit the fuel pump.
Check again the injection pump timing.

To determine the correction needed for the adjusting screw.
Example:
According to measurements the delivery stroke starts 15.5° before TDC instead of 16.8° given on
the setting table.
The change of injection timing has to be +1.3° and from figure you can read that dimension X has
to be 1,04 mm smaller.

Components: 01 Cartridge group, 02 Gas inlet casing, 03 Nozzle ring, 04 Gas outlet casing, 05
Turbine diffuser, 06 Foot, 07 Compressor casing, external part, 08 Compressor casing, internal
part, 09 Wall insert, 10 Diffuser.

Components: 01 Lever, 02 Hand wheel valve, 03 filling hole, 04 Drain hole, 05 Gauge glass, 06
Lubricating nipple.

01 Bearing bush
02 Acceptable wear when some overlay metal
is visible in gap X
03 Unacceptable wear

Spare part sets
Sealing set for cylinder head replacement
Sealing set for cylinder head overhaul
Sealing set for starting valve
Overhaul of cylinder head

Dismantle and clean the underside,
Dismantle, clean and check condition of inlet and exhaust valves and ports.
Inspect cooling spaces and clean, if the deposits are thicker than 1 mm.
If cylinder head cooling waters paces are dirty, check also the cooling water spaces in liners
and engine block and clean them all, if the deposits are thicker than 1mm.
Grind the valves and seat rings.
Dismantle, inspect and clean the valve rotators.
Check rocker arms.
Pressure test cylinder head water side.
Replace the O-rings in the valve guides.
Replace the O-rings at bottom of cylinder head screws at every overhaul.
Replace the knocking sensors by new ones.
Fill cylinder head screw pocket with engine oil.
Check the starting valves. Renew parts if necessary.
Check the safety valve.

Tools:
Honing equipment
Replacement components:
Anti-polishing ring
Inspect the cylinder liners

Always hone the cylinder liner when new piston rings are mounted.
Normally a light honing is sufficient.
If the honing is done when the cylinder liner is on its place in the engine block, the
crankshaft under the cylinder liner concerned must be covered by plastic film.
Honing rests must be prevented from falling into the oil sump of the engine.
1. Measure the cylinder liner diameter using measurement record.

2. Replace liner if wear limits are exceeded.
3. Hone the liners.
Only ceramic hones with a coarseness of 80 and 400 should be used.
The pitch angle of the honing lines in the cross hatch pattern should be about 30°.
For cooling, a honing oil is preferred but a light fuel oil may also be used.
When honing the liner fitted to the engine the used honing oil must be directed from
the engine with e.g. a tarpaulin or similar.
The honing time depends on the condition of the bore surface. Usually only a few
minutes' honing is required.
4. After honing, clean bore carefully.
5. Check the deposits of the cooling bores. If the deposits are thicker than 1mm, clean
bores.
6. Check the cylinder liner diameter.
7. Renew the anti-polishing ring after piston mounting.

Inspecting pistons
Check a deposit layers thickness in the cooling spaces.
Clean all the parts and all spaces carefully.
Inspect combustion space of piston crown for corrosion and/or burning marks.
Inspect running surface of piston skirt for wear marks and/or scoring/seizure marks.
Clean lubricating oil nozzles.
Check that plugs of gudgeon pin are properly fitted.
Cleaning
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
phosphate/graphite overlay may be damaged.
Visual inspection
The combustion space of piston crown must be checked for corrosion and/or burning marks.
Inspect running surface for wear marks and/or scoring/seizure marks.
Excessive wear marks and/or scoring/seizure marks on the running surface may require replacement of the
skirt.
Check a deposit layers thickness in the cooling spaces.
Deposits in the cooling oil space thicker than 0.3 mm is an indication of contaminated lubricating oil.
Such extensive deposit layers can cause overheating of the piston crown.
Assembling of pistons
If the inspections are resulting in a conclusion that a piston can be reused the same pair of crown and skirt
must be assembled together again.

Inspection of the pistons, piston rings
Clean all the parts carefully.
Check the height of the piston ring grooves.
Measure piston rings.
Inspect combustion space of piston crown for corrosion and/or burning marks.
Inspect running surface of piston skirt for wear marks and/or scoring/seizure marks.
Check that plugs of gudgeon pin are properly fitted.
Replace complete set of piston rings. Note the running-in programme.
Cleaning
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 similarshould preferably be used to facilitate cleaning of the piston crown.
When using chemical cleaning agents, take care not to clean piston skirt with such agents because the
phosphate/graphite overlay may be damaged.
Visual inspection
The combustion space of piston crown must be checked for corrosion and/or burning marks.
Inspect running surface for wear marks and/or scoring/seizure marks.
Excessive wear marks and/or scoring/seizure marks on the running surface may require replacement of the
skirt.
Measurement
Check the height of the piston ring grooves, use measuring records.
Measure piston rings, use measuring records.
Assembling of pistons
If the inspections are resulting in a conclusion that a piston can be reused the same pair of crown and skirt must
be assembled together again.

Components: 01 Crankshaft gear, 02 Bigger intermediate gear, 03 Smaller intermediate gear, 04
Camshaft gear.

Inspect main bearings.
1. Dismantle side screws and main bearing nuts.

2. Lower the main bearing cap by hydraulic jack.
3. Remove the lower bearing shell.
4. Insert the turning tool into the main bearing journal radial oil hole.
5. Turn the crankshaft carefully until the bearing shell has turned 180° and can be removed. Remove turning
tool.
Clean the bearing shells and check for wear, scoring and other damages.
The main bearing journals should be inspected for surface finish. Damaged journals, i.e. rough
surface, scratches, marks of shocks etc., must be polished.
No scraping or other damage of bearing shells, caps and saddles is allowed. Burrs should be locally
removed, only.
NOTE!
Every second main bearing should be in place at the same time to
support the crankshaft.
WARNING!
Never re-install a tri-metal bearing with the nickel barrier exposed in
any part of the bearing shell..
NOTE!
It is highly recommended to always renew a bearing shell that has
been removed.
WARNING!
Mark the new bearings with the bearing numbers.

Inspect main bearings.
1. Dismantle side screws and main bearing nuts.

2. Lower the main bearing cap by hydraulic jack.
3. Remove the lower bearing shell and the lower thrust washers.
4. Insert the turning tool into the bearing journal radial oil hole to remove the upper bearing shells,
5. Turn the crankshaft carefully until the bearing shell and the washers have turned 180° and can be
removed. Remove turning tool.
6. Check the bearing in the same way as the main bearings.
7. The thrust washers on the same side have to be changed in pairs
NOTE!
Every second main bearing should be in place at the same time to
support the crankshaft.
WARNING!
Never re-install a tri-metal bearing with the nickel barrier exposed in
any part of the bearing shell..
NOTE!
It is highly recommended to always renew a bearing shell that has
been removed.
WARNING!
Mark the new bearings with the bearing numbers.

Check thrust bearing axial clearance
Lubricate the bearings by running the pre lubricating pump for a few minutes.
Apply a measure gauge, for instance, against the plane end surface of the flywheel.
Move the crankshaft by a suitable lever in either direction until contact is established with
the thrust bearing.
Set the measure gauge at zero.
Move the crankshaft in the opposite direction, and read the axial clearance from the
measure gauge.

System components: 01 Gas admission valve, 02 Safety filter, 03 Bellow , 04 Gas nozzle
05 O-ring, 06 Protecting box.
Replace the main gas admission valves

Check that the gas supply valves are closed, the gas ventilation valve is in open position
and gas pressure is drained out from the gas lines.
Dismantle flexible pipe connection.
Disconnect the cable of admission valve and remove the gas admission valve.
Replace the main gas admission valve with new one.
Replace O-rings with new ones.
Clean the main gas admission valve filter insert

Clean the main gas admission valve filter insert.
Replace if needed.
Replace O-ring with new ones.
Test the gas system for leak.

See instruction of 2000 operating hours.

Components: 01 Check valve A1, 02 Check valve A2, 03 Check valve B, 04 Check valve D1,
05 Check valve D2, 06 Check valve C, 07 Stroke limit screw, 08 Stroke limit screw.
Pipe connections: A Oil outlet 1, B Oil outlet 2, C Oil outlet 3, D Oil inlet from governor, E
Air connection.

Components: 01 Intermediate gear wheel, 03 Shaft with helical gear, 04 Vertical shaft, 05
Cover plate, 06 O-ring, 07 Bearing bush, 08 Gear for governor/actuator drive shaft, 09
Lubricating oil nozzle, 10 Connection sleeve.

Components: 01 Friction ring pair, 02 Clamping ring, 03 Screw.
Spare part sets

Sealing set

Components: 01 Clamping ring, outer, 02 Clamping ring, inner, 03 Screw, 04 Pressure
regulating valve.
Spare part parts

Pressure regulating valve
Service kits
Repair kit
Valve kit

Components: 01 Element assembly, 03 Retaining ring, 04 O-ring, 05 Stem, 06 Sleeve, 07 O-
ring, 08 O-ring, 09 Seat, 10 Manual override, 11 Locking nut, 12 Thermal element.
Spare part sets

Sealing set

Components: 01 Hollow piston, 02 Throttle valve, 03 Sealing ring, 04 Housing, 05 Valve
assembly.
Connections: A Starting air inlet, B Starting air outlet, C Control air for slow turning, D Control air
for starting, E Air vent.
Spare part sets

Spare part and Sealing set.

Components: 01 Piston (main starting)02 Valve disc, 03 Valve shaft, 04 O-ring, 05 Spring,
06 Piston (slow turning), 07 Bush, 08 Screw with pin, 09 Nut, 10 Sealing ring, 11 Flange,
12 O-ring, 13 Screw, 14 Venting valve, 15 Screw, 16 Screw.

Components: 01 Inlet valve, 02 Exhaust valve, 03 Valve rotator, 04 Valve spring, outer,
05 Valve spring, inner, 06 Inlet seat ring, 07 Exhaust seat ring, 08 Valve guide, 09 O-ring,
10 Valve cotter.

Inspect camshaft bearings
Measuring bearing bushing

1. Remove camshaft piece.
2. Remove camshaft bearing journal.
3. Measure inner diameter of bearing bush.
Measure four diameters in a position 45° from each other. The average diameter to be
compared with wear limit. The wear limit is stated in chapter clearance and wear limits.
If the wear limit for one camshaft bearing bush is reached, all camshaft bearing bushes
should be replaced.
Use measurement record.
Visual inspection of bearing bushing

Visual inspection can be performed when camshaft piece of bearing concerned is moved
toward the free end of the engine.
Check the uncovered part of the bearing bushing by means of a mirror.
See maintenance instructions.

Components: 01 End cover, 02 End cover, lower half, 03 End cover, upper half, 04 O-ring,
05 V-ring, 06 Crankshaft.

Components: 01 Camshaft drive gear wheel, 02 Coupling, 03 Guiding pin, 04 Screw.

Components: 01 Bigger intermediate gear wheel, 02 Smaller intermediate gear wheel
03 Intermediate gear bearing, 04 Thrust bearing.

Components: 01 Housing, 02 Screw plug, 03 Bush, 04 Spring, 05 Slide, 06 Starting cam.

Part, measuring point:
1 Valve tappet diameter
2 Guide diameter
3 Diameter clearance
4 Roller pin bore in the tappet

5 Bearing bush bore diameter
Bearing clearance
6 tappet-tappet pin
7 bearing bush-tappet pin
12 Roller bore diameter

13 Bearing bush outer diameter
14 Diameter clearance
8 Bearing journal diameter

9 Rocker arm bearing diameter, in situ
Bearing clearance
10 Yoke pin diameter

11 Yoke bore diameter
Diameter clearance

Components: 01 Inner part, 02 Spring pack, 03 Spacers, 04 Clamping ring, 05 Side plate.

Components: 01Leaf spring, 02 Intermediate piece, 03 Clamping ring, 04 Side plate, 05 Side
plate, 06 Inner star, A Oil chamber, B Oil chamber.

Abrasive wear
Abrasive wear occurs when material is removed by contact with hard particles.
There are two different types of abrasive wear. The particles either may be present at the
surface of a second material (two-body wear) or may exist as loose particles between two
surfaces (three-body wear).
Abrasive wear can be measured as loss of mass.
Typical components: Valves (sealing surfaces), injection pump elements and bearings.

Erosion
Erosion is related to wear caused by small particles in high velocity of a media.
Typical components: Turbocharger (nozzle rings) and piston crowns.
Piston crowns is a component that is under constant exposure of media that contains small
particles. If fuel sprays reach the crown, erosion can occur.
The figure shows an incomplete burning due to bad ignition quality (fuel quality, bad condition
of fuel equipment, long total ignition delay).

Adhesive wear
Adhesive wear occurs when two solid surfaces slide over one another under pressure.
Surface projections are plastically deformed and welded together by the high local pressure.
As sliding continues, these bonds are broken, producing cavities on the surface, projections
on the second surface, and frequently tiny, abrasive particles, all of which contribute to future
wear of surfaces.
Adhesive wear is also known as scaling, seizing, scuffing or pitting.

Scuffing
Scuffing is normally related to piston rings. Scuffing is a kind of micro- seizure of the piston
rings.
There is always some oil between the ring and the liner, but when scuffing appears the oil film
has been too thin or partially missing.

Pitting
Pitting is an adhesive wear that is caused by point-sized contact of two components having
local overpressure on the component surfaces.
Typical components: gear wheel cogs and valve rotator disk plate.
Contact between gear cogs should be rolling if not will cause pitting holes. This due to oil that
stays between contact surfaces and then it’s pressurised, which causes material to peel off.
Pitting can also be seen in valve rotator disk plate (see figure). This causes that the ball is not
moving properly. The ball, which is effected by pitting, may have taken the whole force of the
valve springs.

Fretting wear
Fretting wear is the repeated cyclical rubbing between two surfaces over a period of time,
which will remove material from one or both surfaces in contact.
It occurs typically in bearings, although most bearings have their surfaces hardened to resist
the problem.
Another problem occurs when cracks in either surface are created, known as fretting fatigue.
It is the more serious of the two phenomena because it can lead to catastrophic failure of the
bearing.
An associated problem occurs when the small particles removed by wear are oxidized in air.
The oxides are usually harder than the underlying metal, so wear accelerates as the harder
particles abrade the metal surfaces further. Fretting corrosion acts in the same way, especially
when water is present.
Typical components: bearing back side, piston top and piston skirt.

Caviatation damage
Cavitation damage occurs when the steam bubbles collapse and high velocity liquid jets forms
and impact the walls.
Steam bubbles start to form when the pressure in a liquid locally drops due to:
rapid volume change (bearings),
mass forces in the liquid (connecting rod),
disturbances in the flow (small holes, bends).
Typical components: bearings and fuel pump plungers.

Cavitation marks on the plunger helix
The plunger is acceptable, if the cavitation marks are more than 1 mm away from the edge of
the helix.
Cavitation marks reaching the edge of the helix will cause a change in injection volume (in this
case the element must be changed).

Surface fatigue
Surface fatigue is a process by which the surface of a material is weakened by cyclic loading,
which is one type of general material fatigue.
Weakness in metals occurs when repeated high surface pressure is applied on a surface. It
can lead to cracks in surface and loose of surface material.
Typical components: bearing tappet rollers, cams and gear wheels.

Three types of corrosion:
1. Galvanic corrosion
Typical components: cylinder heads, engine block.
2. Cold corrosion
Temperature below 150 °C and fuel with high sulphur content.
Typical components: valve guides, cylinder liners.
3. Hot corrosion
Temperature over 450 °C.
Typical components: exhaust gas valves, piston top.
Pour savaging and thermal over load, fuel with high sulphur vanadium and sodium content.

Galvanic corrosion on cooling water quality
The position of the curve peak on the x-axis (= dangerous condition for corrosion) is not stable,
but varies depending on temperature, pH, chlorides and sulphates contents, etc. in the cooling
water.

Cold corrosion on cylinder liner
Cold corrosion appears normally under the antipolishing ring, at the point where the top
compression ring is turning.
If mineral oil is used the liner temperature should not exceed 200 °C.
In case the liner temperature exceeds 200 °C synthetic oils should be used.

Temperature deviations of piston and cylinder liner
The temperatures in the top-land area of piston and cylinder liner are of utmost importance
when estimating the margins for increase of coolant temperature and engine load.
The temperature drops passing from the upper part to the lower in the cylinder liner.

Piston cooling gallery deposit thickness
Cooling gallery condition has big influence on hot corrosion. 0,5 mm deposit layer on cooling
gallery makes top surface temperature 100 °C higher.

Deposit formation mechanism in piston
There is no correlation between the deposit formation in the piston ring groove area and the
piston cooling gallery.
Deposit formation mechanism in piston ring groove area and in piston cooling gallery are
independent from each other.
It is possible to find different combinations of deposit formation stages on the same piston.
Therefore, it is recommended to open the piston every time it is removed in order to inspect
the cooling gallery.

Charge air cooler
The charge air cooler must be cleaned latest when the pressure drop (∆P) over the cooler is
1,5 x ∆P of a new cooler.
Example: If ∆P of a new cooler is 400 mmWG

→ Clean when ∆P is 600 mmWG

Damage on inlet valve sealing surface
If exhaust gas re-circulation appears, the risk to this kind of cracking increases.
Then sulphur in exhaust gases together with water in receiver can corrode the inlet seat ring.

Engines
EVALUATION OF ENGINE OPERATING DATA
© Wärtsilä
An important parameter for an engine is the power rating figure, which is usually stated as
kW per cylinder at a given rotational speed

Derating of engine output is one way to ensure safe engine operation in difficult conditions
Derating means lowering the engine load to avoid overload situations

Warm ambient conditions usually cause increased thermal load
High engine load increases mechanical loading of the components
It’s also possible to optimize the fuel consumption by derating

Three K-factors
KTC :
The reason for derating due to ambient air pressure and suction air temperature (before
the turbocharger) is to prevent the turbocharger from overspeeding.
KKNOCK :
The reason for derating due to charge air receiver temperature and methane number is to
avoid knocking.
KGAS :
The reason for derating due lower heating value and gas feed pressure is that if not
enough gas is supplied to the cylinder the engine can not run rated output. The required
gas feed pressure is depending on the lower heating value of the gas.
The service output (adjusted output for all site conditions) is calculated from the lowest value
of these derating factors.

P = T N 2π
Where:
P = power output (W)
T = torque (Nm)
N = number of revolutions per second

This temperature level is determined by the turbine efficiency, i.e. it will tell something
about the condition of the turbine
Higher back pressure in the external exhaust pipe system will increase the exhaust
temperature after turbocharger.
This will also reduce the efficiency of the turbine and less air will enter the engine

The main idea is to prevent crankcase explosions, but also to protect the engine against
bigger mechanical damage
This alarm comes often too late in medium speed engines.
In case of a main or big end bearing overheating, the crankshaft is already damaged
before the engine is stopped by the oil mist detector.

1 © Wärtsilä 22.4.2016 0-000R04CBA101B001L_01en / Turku Training Centre
Engines
FUEL, LUBRICATING OIL AND COOLING WATER

REQUIREMENTS AND TREATMENT
© Wärtsilä
Crude oil
Complex naturally occurring fluid mixture of petroleum hydrocarbons.
Yellow to black in colour.
Contains also small amounts of oxygen, nitrogen, sulphur derivatives and other impurities.
Was formed by the action of heat, pressure and bacteria on ancient plant and animal remains.
Found in layers of porous rock, like limestone or sandstone capped by an impervious layer of shale or
clay that traps the oil.
A typical reservoir contains gas, oil and water.
Varies in appearance and hydrocarbon composition depending on the locality where it occurs.
Some crude oils are naphthenic, some paraffinic, some asphaltic.
Is refined to yield petroleum products.

Crude oil
Crude oil reserves
Three conditions must be present for oil reserves to form:
A source rock rich in hydrocarbon material buried deep enough for subterranean heat to cook it
into oil.
A porous and permeable reserves rock for it to accumulate in
A cap rock (seal) or other mechanism that prevents it from escaping to the surface.
Fluids are normally found as a three-layer cake with a layer of water below the oil layer and a layer of
gas above it.
Different layers vary in size between reservoirs.
Because most hydrocarbons are lighter than rock or water, those often migrate upward through adjacent
rock layers until either reaching the surface or becoming trapped within porous rocks (known as
reserves) by impermeable rocks above.
The process is influenced by underground water flows causing oil to migrate hundreds of
kilometres horizontally or even short distances downward before becoming trapped in a reservoir.
When hydrocarbons are concentrated in a trap an oil field forms.
The liquid oil can be extracted by drilling and pumping.
The reactions that produce oil and natural gas are often modelled as first order breakdown reactions.
Hydrocarbons are broken down to oil and natural gas by a set of parallel reactions.
Oil eventually breaks down to natural gas by another set of reactions.
The latter set is regularly used in petrochemical plants and oil refineries.

Crude oil
Crude oil price
From the mid-1980s to September 2003 the inflation adjusted price of a barrel of crude oil on NYMEX
was generally under $25/barrel.
During the year 2003 the price rose above $30.
Reached to $60 by August 11 2005 and rose above $146 in June 2008.
Prices near $95–105 per barrel (2007 U.S. dollars) are equal to the previous all time inflation adjusted
record of 1980.
This had been clearly exceeded by the first quarter of 2008.
In terms of the crude price U.S. records suggest that equivalent prices were last seen in the 1860s.
In terms of refined petroleum products similar prices in real terms have not been seen since the 1920s.
Sustained high prices contribute to fears of an economic recession similar to that of the early 1980s.

Crude oil
Typical refinery configuration
An oil refinery is an industrial process plant where crude oil is processed and refined into more useful
petroleum products such as gasoline, diesel fuel, asphalt base, heating oil, kerosene, and liquefied
petroleum gas.
Oil refineries are typically large sprawling industrial complexes with extensive piping running throughout
carrying streams of fluids between large chemical processing units.
Raw or unprocessed crude oil is normally not useful in the form it comes in out of the ground.
Although Wärtsilä has a Power Plant solution for Crude oil Power Plants.
The oil needs to be separated into parts and refined before use in fuels and lubricants.
Also before some of the by-products could be used in petrochemical processes to form materials
such as plastics, detergents, solvents, elastomers and fibres such as nylon and polyesters.
Oil refineries are large scale plants processing from about a hundred thousand to several hundred
thousand barrels of crude oil per day.
Because of the high capacity many of the units are operated continuously at steady state or
approximately steady state for long periods of time (months to years).
This high capacity also makes process optimization and advanced process control very desirable.

Fuel classifications
Six fuel classes
In the United States Fuel oil is classified into six classes, ASTM D396-10.
Numbered 1 through 6 according to its boiling point, composition and purpose.
The boiling point ranging from 175 to 600 °C and carbon chain length 20 to 70 atoms of the fuel
increases with fuel oil number.
Viscosity also increases with number and the heaviest oil has to be heated to get it to flow.
Price usually decreases as the fuel number increases.
In the United Kingdom the classes comprise 6 commonly used fuels using alphabetical designations
from Class C1 (kerosene) to Class H (heavy fuel oil).
This British Standard specifies requirements for eight classes of petroleum fuels for engines and
boilers used in agricultural, domesticand industrial applications.
The characteristics of these oils are specified in British Standard BS2869:1998
Updated on BS2869:2010.
Part 1: Specification for automotive diesel fuel (class A1);
Part 2: Specification for fuel oil for agricultural and industrial engines and burners (classes
A2, C1, C2, D, E, F, G and H).
Different type of classification is used in the maritime field.

Grades No. 1 S5000 and No. 1 S500 are middle distillates intended for use in burners of the vaporizing
type in which the oil is converted to a vapor by contact with a heated surface or by radiation.
The low sulfur grade S500 may be specified by federal, state, or local regulations and can result in
reduced deposits on ferrous heat exchanger surfaces compared to Grade No. 1 S5000 when burned
under similar conditions.
Grades No. 2 S5000 and No. 2 S500 are middle distillates somewhat heavier than grades No. 1 S5000
and No. 1 S500. They are intended for use in atomizing type burners which spray the oil into a
combustion chamber where the tiny droplets burn while in suspension. These grades of oil are used in
most domestic burners.
The low sulfur grade S500 may be specified by federal, state, or local regulations and can result in
reduced deposits on ferrous heat exchanger surfaces compared to Grade No. 2 S5000 when burned
under similar conditions.
Grade No. 4 (Light) is a heavy distillate fuel or distillate/residual fuel blend meeting the specification
viscosity range. It is intended for use both in pressure-atomizing commercial-industrial burners not
requiring higher cost distillates and in burners equipped to atomize oils of higher viscosity.
Grade No. 4 is usually a heavy distillate/residual fuel blend but can be a heavy distillate fuel meeting the
specification viscosity range. It is intended for use in burners equipped with devices that atomize oils of
higher viscosity than domestic burners can handle.
Grade No. 5 (Light) is residual fuel of intermediate viscosity for burners capable of handling fuel more
viscous than grade No. 4 without preheating. Preheating may be necessary in some types of equipment
for burning and in colder climates for handling.
Grade No. 5 (Heavy) is a residual fuel more viscous than Grade No. 5 (Light) and is intended for use in
similar service. Preheating may be necessary in some types of equipment for burning and in colder
climates for handling.
Grade No. 6, sometimes referred to as Bunker C, is a high-viscosity oil used mostly in commercial and
industrial heating. It requires preheating in the storage tank to permit pumping, and additional preheating
at the burner to permitatomizing.

Bunker fuel
Bunker fuel is technically any type of fuel oil used aboard ships.
The name comes from the containers on ships and in ports that it is stored in; in the days of steam they
were coal bunkers but now they are bunker-fuel tanks.
The Australian Customs and the Australian Tax Office defines a bunker fuel as the fuel that
powers the engine of a ship or aircraft.
Bunker fuel types:
Bunker A is No. 2 fuel oil
Bunker B is No. 4 or No. 5
Bunker C is No. 6
Since No. 6 is the most common, "bunker fuel" is often used as a synonym for No. 6.
No. 5 fuel oil is also called navy special fuel oil or just navy special.
No. 6 or 5 are also called furnace fuel oil (FFO).
The high viscosity requires heating usually by a reticulated low pressure steam system
before the oil can be pumped from a bunker tank.

ISO 8217:2010
The specification standard for Marine Fuel quality for Diesel Engines, ISO 8217:2012.
Newest revision released on August 2012.
ISO 8217 defines four distillate grades.
DMX: A fuel which is suitable for use at ambient temperatures down to -15 °C without
heating the fuel. Especially in merchant marine applications its use is restricted to
lifeboat engines and certain emergency equipment due to reduced flash point, but
the low flash point not meeting the SOLAS requirement can also prevent the use in other
marine and power plant applications unless the fuel system is built according to special
requirements allowing the use. Also the low viscosity (min. 1,400 mm²/s) can prevent the
use in Wärtsilä ® engines unless a fuel can be cooled down enough to meet the
injection viscosity limit.
DMA: A high quality distillate, generally designated MGO (Marine Gas Oil) in the marine
field.
DMZ: A high quality distillate, generally designated MGO (Marine Gas Oil) in the
marine field. An alternative fuel grade for engines requiring a higher fuel viscosity than
specified for DMA grade fuel.
DMB: A general purpose fuel which may contain trace amounts of residual fuel and is
intended for engines not specifically designed to burn residual fuels. It is generally
designated MDO (Marine Diesel Oil) in the marine field.
ISO 8217 defines six residual grades.
Under ISO 8217:2012 the number of residual fuel grades has been reduced from ten to six
from the old standard ISO 8217:2005.

Maritime
In the maritime field following type of classification is used for fuel oils:
MGO (Marine gasoil) is roughly equivalent to No. 2 fuel oil made from distillate only.
MDO (Marine diesel oil) can contain a small amount of heavy fuel.
IFO (Intermediate fuel oil) is a blend of gasoil and heavy fuel oil with less gasoil than in marine
diesel oil.
HFO (Heavy fuel oil) is pure or nearly pure residual oil, roughly equivalent to No. 6 fuel oil.
Marine diesel oil contains some heavy fuel oil, unlike regular diesels. Also, marine fuel oils sometimes
contain waste products such as used motor oil.

Maritime
Standards and classification
Marine fuels were traditionally classified after its kinematic viscosity.
This is a mostly valid criteria for the quality of the oil as long as the oil is made only from
atmospheric distillation.
Today, almost all marine fuels are based on fractions from other more advanced refinery
processes and the viscosity itself says little about the quality as fuel.
CCAI and CII are two indices which describe the ignition quality. CCAI is used for residual fuels and CII
for distillate fuels. Also CN (Cetane Number) and CI (Cetane Index) are used for evaluating distillate
fuels’ ignition properties. CI even more commonly than CII.
The density is also an important parameter for fuel oils since marine fuels are purified before use to
remove water and dirt from the oil.
The first British standard for fuel oil came in 1982.
The latest standard is ISO 8217 from 2012. The ISO standard describe four qualities of distillate
fuels and 6 qualities of residual fuels.
Over the years the standards have become stricter on environmentally important parameters
such as sulphur content.

Fuel types
Status of fuel
Wärtsilä has a portfolio of powerful reciprocating engines with versatile fuelling from natural gas to crude
oil with power, efficiency and emission rates superior to other technologies.
Diesel and gas engines have replaced traditional solutions in power generation and mechanical drives
especially within the power range of 1-20 MW.

Fuel properties
Viscosity
Not a measure of fuel quality.
Determines the complexity of the fuel heating and treatment system.
Fuel has to be heated to correct temperature and viscosity at the point of injection.
GO viscosity
1.4 – 6 cSt @ 40 °C, typically 2 – 6 cSt at 40 °C
MDO viscosity
2 – 11 cSt @ 40 °C, typically 6 - 9 cSt at 40 °C
HFO viscosity
30 – 700 cSt @ 50 °C, typically 150 – 500 cSt at 50 °C
Correct injection viscosity for GO & LFO depends on injection pump design.
In Wärtsilä engines typically min. 1.8 – 2.8 cSt.
Too low viscosity leads to cavitations and excessive fuel leakage as well as to un-optimized
combustion process.
Correct injection viscosity for HFO in Wärtsilä engines is 16 – 24 cSt.

Fuel properties
Viscosity
Fuel oil viscosity-temperature diagram
To obtain temperature for known intermediate viscosities draw a line from the known viscosity/
temperature point in parallel to nearest viscosity/ temperature line in the diagram.
The storage tank temperatures shall be at least 10 °C higher than the pour point for the stored heavy
fuel oil.
Some fuels have totally different characteristics so the viscosity diagram cannot always be applied.
Example 1
A fuel oil with viscosity of 380 cSt (A) at 50 °C (B) or 80 cSt at 80 °C (C) must be preheated to
113 – 127 °C (D-E) before the fuel oil injection pumps, to 98 °C (F) at the separating and to
minimum 40 °C (G) in the storage tanks. Fuel oil cannot be pumped below 36 °C (H).
Example 2
Known viscosity 60 cSt at 50 °C (K). The following can be red along the dotted line: Viscosity at
80 °C 20 cSt, temperatures at fuel pumps 74 – 87 °C, separating temperature 85 °C, minimum
storage tank temperature 28 °C.

Fuel properties
Density
Depends on crude oil origin and used refining process.
Influences on fuel separation.
Today’s fuel separators can cope with fuels having density of max. 1010 kg/m 3 at 15 °C.
With fuels with lower density separation efficiency is better.
Separator gravity disc in older separator models has to be chosen according to fuel density.
Typical GO & MDO density: 840 – 870 kg/m3 at 15 °C.
Typical HFO density: 950 – 990 kg/m 3 at 15 °C.
From the commercial point of view this is an essential parameter because residual fuel is ordered by
weight but supplied by volume.
If the actual value is less than that stated where will be a shortfall in the quantity of product
supplied

Fuel properties
Ignition properties
CCAI
Calculated Carbon Aromaticity Index developed by Shell is a rough tool and depends on fuel density
and viscosity.
Is an index of the ignition quality of residual fuel oil.
Heavy fuels with poor ignition properties can cause trouble at start and low load operation especially if
the engine is not sufficiently preheated.
Poor ignition quality can also result long ignition delay and fast pressure increase in cylinders.
Today’s modern engines are not so sensitive for this property.
Typical values in HFO’s: 820 – 860.
The lower the value is the better the ignition quality.
Fuels with a CCAI higher than 880 can often be problematic or even unusable in a diesel engine.
Not very applicable for LFO.
Formula for CCAI:
Which is equivalent to:

⎛ t + 273 ⎞
CCAI = D − 140,7 log(log(V + 0,85)) − 80,6 − 210 ln⎜ ⎟
⎝ 323 ⎠
⎛ t + 273 ⎞
CCAI = D − 140,7 log(log(V + 0,85)) − 80,6 − 483,5 log⎜ ⎟
Where:
⎝ 323 ⎠
D= density at 15 °C (kg/m 3)
V= viscosity (cSt)
t = viscosity temperature (°C)

Fuel properties
Ignition properties
Cetane number/ Cetane index
Cetane number or CN is a measurement of the combustion quality of diesel fuel during compression
ignition.
Cetane number of a fuel is defined as the percentage by volume of normal cetane in a mixture of normal
cetane and alpha-methyl naphthalene which has the same ignition characteristics (ignition delay) as the
test fuel when combustion is carried out in a standard engine under specified operating conditions.
Cetane number is actually a measure of a fuel's ignition delay.
The time period between the start of injection and start of combustion (ignition) of the fuel.
In a particular diesel engine higher cetane fuels will have shorter ignition delay periods than lower
cetane fuels.
Cetane Index is calculated from fuel density and fuel distillation curve results.
In 10, 50 and 90 % distillation temperatures.
Results of both tests can be used when estimating the ignition properties of distillate fuels.
Typical values 40 – 55.
Cetane number requirements depend mainly on engine design, size, speed of operation and load
variations.

Fuel properties
Energy content
Several terms used, e.g.
Lower heating value
The lower heating value (also known as net calorific value, net CV, or LHV) of a fuel is
defined as the amount of heat released by combusting a specified quantity (initially at 25 °C
or another reference state) and returning the temperature of the combustion products to
150 °C.
Net specific energy
Net heat of combustion
The net heat of combustion (∆Hc0) is the total energy released as heat when a compound
undergoes complete combustion with oxygen. The chemical reaction is typically a
hydrocarbon reacting with oxygen to form carbon dioxide, water and heat.
Lower heating value
Measured in the unit of MJ/kg.
Corrected typically to 42.7 MJ/kg.
In some cases MJ/mol and MJ/m 3 are used.
Is either calculated by using the formula included in the ISO 8217 fuel standard or is analyzed by using
a bomb calorimeter.
Typical LHV in GO & MDO: 42.3 – 43.1 MJ/kg.
Typical LHV in HFO: 38.9 – 41.6 MJ/kg.

Fuel properties
Water content
Water content (moisture content) is the quantity of water contained in fuel.
Several origins for water are possible.
Water can be either fresh water or sea water.
Fresh and well emulsified water mainly decreases energy content of fuel and leads thus to increased
fuel consumption.
Sea water contains chloride which causes corrosion of fuel handling system and injection equipment.
Efficient separator performance is very important in order to remove water from fuel.
Typical water content in GO & MDO: 0.05 – 0.2 % mass.
Typical water content in HFO: 0.1 – 0.4 % mass.

Fuel properties
Flash point
The flash point of a flammable liquid is the lowest temperature at which it can form an ignitable mixture
in air.
At this temperature the vapour may cease to burn when the source of ignition is removed.
A flash point is defined to minimise fire risk during normal storage and handling.
No influence on combustion process.
Fuel with low flash point is a safety risk.
Can be dangerous to handle.
Special explosion proof equipment can be used.
Goes many times in hand with high vapour pressure being able to cause cavitation and gas pockets in
fuel treatment system.
Higher fuel pressure can be used.
Insurance companies typically require fuel flash point to be min. 60 °C.
If fire takes place in engine room compensations may not be paid if a fuel with flash point less
than 60 °C has been used.
Typical flash point values 60 – 120 °C.

Fuel properties
Pour point
Measuring the pour point of crude oils
Two pour points can be derived which can give an approximate temperature window depending on its
thermal history.
Within this temperature range the sample may appear liquid or solid.
This peculiarity happens because wax crystals form more readily when it has been heated within
the past 24 hrs and contributes to the lower pour point.
Normally utilized test method.
The upper pour point is measured by pouring the test sample directly into a test jar.
The sample is then cooled and then inspected for pour point as per the usual pour point method.
The lower pour point is measured by first pouring the sample into a stainless steel pressure vessel.
The vessel is then screwed tight and heated to above 100 °C in an oil bath.
After a specified time, the vessel is removed and cooled for a short while.
The sample is then poured into a test jar and immediately closed with a cork carrying the
thermometer.
The sample is then cooled and then inspected for pour point as per the usual pour point method.

Fuel properties
Cloud point
Cold point refers to the temperature below which wax in diesel (biowax in biodiesels) form a cloudy
appearance.
The presence of solidified waxes thickens the oil and clogs fuel filters and injectors in engines.
The wax also accumulates on cold surfaces (e.g. pipeline or heat exchanger fouling) and forms an
emulsion with water.
Cloud point indicates the tendency of the oil to plug filters, small orifices and injection valves (e.g.
injection nozzles) in engines at cold operating temperatures.
In crude or heavy oils cloud point is synonymous with Wax appearance temperature (WAT) and Wax
precipitation temperature (WPT).
Has to be at least 10 °C lower than fuel injection temperature.
Cold filter plugging point (CFPP)

Cold filter plugging point is the highest temperature at which a given volume of fuel fails to pass through
a standardized filtration device in a specified time when cooled under certain conditions.
Presented in multiples of 1 °C.
This test gives an estimate for the lowest temperature that a fuel will give trouble free flow in certain fuel
systems.
Important in cold temperate countries.
Is an indicator of the tendency of the fuel to plug filters, small orifices and injection valves (e.g. injection
nozzles) in engines at cold operating temperatures.
Has to be at least 10 °C lower than fuel injection temperature.

Fuel properties
Sediment content
Indicates the amount of impurities in fuel including sand, rust, etc.
Several analysis methods are available.
Total sediment existent (TSE), inorganic fraction
Total sediment accelerated (TSA), organic fraction
Total sediment potential (TSP), organic fraction
TSA & TSP are also referred as Total sediment aged
At the moment TSE is used typically for distillate fuels and TSP & TSA for heavy fuels.
Total sediment potential (TSP) tells also something about fuel stability.
If TSP / TSA is higher than TSE, risk of sediment and sludge formation as well as filter clogging
increases.
TSP / TSA can also be used for a check of compatibility of two different fuels.
Typical TSP values: 0.01 – 0.03 % mass.

Fuel properties
Carbon residue
High Carbon residue may lead to deposit formation in the combustion chamber and in the exhaust
system, especially at low load operation.
Several methods for analysis exists: e.g. Conradson carbon residue, Ramsbottom carbon residue, Micro
carbon residue.
Deposit formation on the injection nozzle tips will disturb fuel atomization and deform fuel sprays and
leading to locally increased thermal load.
Deposits in the exhaust gas system and turbocharger will disturb gas exchange and increase the
thermal load.
Deposits in the piston ring area will hinder the movement of piston rings causing increased blow-by of
combustion gases to crankcase and leading to excessive contamination of lubricating oil.
Typically carbon residue in HFO is 8 – 17 % mass.
However in some areas it can be as high as 20 % m/m.

Fuel properties
Asphaltenes
Asphaltenes are agglomerated and clustered aromatic compounds with high molecular weight (MW)
and carbon / hydrogen (C/H) ratio.
Asphaltenes as well may lead to deposit formation in the combustion chamber and in the exhaust
system, especially at low load operation.
Deposit formation on the injection nozzle tips will disturb fuel atomization and deform fuel sprays and
leading to locally increased thermal load.
Deposits in the exhaust gas system and turbocharger will disturb gas exchange and increase the
thermal load.
Deposits in the piston ring area will hinder the movement of piston rings causing increased blow-by of
combustion gases to crankcase and leading to excessive contamination of lubricating oil.
Unstable fuel: asphaltenes can precipitate from fuel and cause filter blocking and excessive sludge
formation in fuel separator and tanks.
Typically asphaltene content in HFO is 4 – 12 % mass

Fuel properties
Vanadium + Sodium
Vanadium originates from crude oil.
Sodium originates from crude oil or from sea water as contaminant.
Oxides of V & Na are formed during combustion and those are further mixed or reacting with other ash
constituents like Ni & Ca as well as with sulphur.
Depending on the melting temperature of the compound in question and engine component
temperatures ash compounds are attaching to component surfaces causing fouling, hot corrosion and
even material loss as well as increased thermal load of the engine.
Efficient separator performance is very important in order to remove water bound Na originating from
sea water from fuel.
Typical V content in HFO: 40 – 250 mg/kg.
Typical Na content in HFO: 15 – 50 mg/kg.

Ash in fuels
Ash composition of crude oil
Residual fuels
Residual fuels have more ash-forming constituents than any other as those are concentrated from the
residue of crude oil refining processes.
Vanadium and other materials such as silicon, aluminium, nickel, sodium and iron are the main
contributing components.
Typically the ash value is in the range 0.03 – 0.07 % m/m.
Less than 1% of residual fuels contain an ash level greater than 0.1 %

Fuel properties
Ash forming reactions
Excessive ash levels are invariably caused by the inclusion of some waste material in the fuel which will
increase the tendency for engine fouling.
Attention should be paid to water washing when operating on a high ash fuel. Water washing is
however not a commonly used method. It has been tried, but not always with good success.
Ash-modifying fuel additives can also assist cleanliness of the exhaust system.
High ash levels may be associated with waste lubricating oil in the fuel.

Ash in fuels
High temperature corrosion
High temperature corrosion by sulphates
Two types of sulphate-induced hot corrosion are generally distinguished.
Type 1 takes place above the melting point of sodium sulphate.
It occurs below the melting point of sodium sulphate but in the presence of small amounts of SO3.
In Type 2 the protective oxide scale is dissolved by the molten salt.
Sulphur is released from the salt and diffuses into the metal substrate forming discrete grey/blue
coloured aluminium or chromium sulphides so that after the salt layer has been removed the steel
cannot rebuilt a new protective oxide layer.
The same kind of attack has been observed for potassium and magnesium sulphate.
High temperature corrosion by vanadium

In practise all heavy fuels contain vanadium, from small traces up to several hundreds of mg/kg.
The vanadium is oxidized to different vanadates.
Molten vanadates present as deposits on metal can flux oxide scales.
Furthermore the presence of vanadium accelerates the diffusion of oxygen through the fused salt
layer to the metal substrate.
High temperature corrosion by lead

Lead can form a low melting slag capable of fluxing protective oxide scales.

Ash in fuels
Deposit formation on turbocharger nozzle ring
Combustion of heavy fuel oil in diesel engines causes deposit formation to the turbine blades and nozzle
rings of the turbochargers.
The deposits on the turbine components are caused by the following products of combustion:
Soot
Molten ash
Cinders
Incompletely burned fuel
Sodium and vanadium and also other ash constituents present in fuel.
It is advantageous to use fuels with a low content of ash, sulphur, sodium and vanadium.

Ash in fuels
Measures to obtain correct engine operation with high ash fuels
Efficient fuel separation:
Water washing to remove Na
Fuel additives (e.g. magnesium oxide, higher ash melting point).
Lower valve/ seat temperature:
Seat cooling, charge air cooling (cleaning)
Increased scavenging (turbocharger, valve timing, cam profiles)
High thermal conductivity of valve material, valve rotation
Higher corrosion resistance:
Material
Hard facing
Surface treatment
Mechanical cleaning of sealing surface:
Valve rotating device
Increased closing speed, spring force
Valve geometry, seat angle
Efficient turbocharger cleaning:
Water washing
Dry cleaning
Fuel quality follow-up:
Max. limits for Na, V

Fuel properties
Reid vapour pressure
Used for crude oil analysis.
Pressure of a confined vapour in equilibrium with its liquid at a specified temperature.
Is a measure of fuel’s volatility.
Has an influence on required fuel pressure in fuel treatment system.
The higher value the more volatile the sample and the more readily it will evaporate.
Vapour pressure provides a single value that reflects the combined effect of the individual vapour
pressure of the different fuel fractions in accordance with their mole ratios.
Possible for two wholly different products to exhibit the same vapour pressure at the same
temperature -provided the cumulative pressures exerted by the fractions are the same.
Reid vapour pressure is important in the prediction of fuel performance.

Fuel properties
Acid number
Acid number is an indication of acidity and alkalinity of fuel.
Is the weight in mg of the amount of acid (HCl) or base (KOH) to neutralize one gram of fuel.
There are standard methods for determining the acid number, such as ASTM D 974 and DIN 51558 (for
mineral oils, biodiesel), or specifically for Biodiesel using the European Standard EN 14104 and ASTM
D664 are both widely utilised worldwide.
Acid number (mg KOH/g oil) for biodiesel should to be lower than 0.50 mgKOH/g in both EN
14214 and ASTM D6751 standard fuels.
This is since the FFA produced may corrode automotive parts and these limits protect vehicle
engines and fuel tanks.
Several different methods exist:
Acid number
Total acid number
All acid constituents have to be neutralized
Strong acid number
Titration to pH of 4
Neutralization number

Fuel properties
Stability/ Compatibility
The stability of a residual fuel may be defined as the ability of the fuel to remain in an unchanged
condition despite circumstances that may tend to cause change.
It is the resistance of an oil to breakdown.
Compatibility is similar in that it is the tendency of fuels to produce deposits when moved.

Fuel properties
Stability/ Compatibility
In the event of a limited stability reserve of a fuel it is likely that filter blockage will occur.
With respect to stability less than 1 % of fuels exceed the ISO specification limit of 0.10 % m/m.
Once the fuel has chemically broken down usually there is no way of satisfactorily reversing the
process.
If instability is severe there is little that can be done to improve matters.

Distillate fuel operation
Low flash point:
Safety aspect:
Insurance companies can refuse to pay compensation for the damages, e.g. if a fire in an
engine room occurs and a fuel with the flash point of < 60 °C has been used.
Low viscosity:
Leakage in the injection system will lead to increased fuel consumption as well as to delayed and
incomplete combustion.
Strong leakage is a safety risk especially when engine is running with common rail technology
and the fuel pressures are higher.
Compatibility:
Poor compatibility with heavy fuel can lead to:
Clogging of fuel filters
Increased sludge amount
Sticking of fuel injection pumps.
Deposit formation on the engine components
Compatibility should always be checked before two unknown fuels are mixed with each other.

Heavy fuel oil (HFO)
Low sulphur heavy fuel (LSHFO)
Distillate fuel oil (LFO, MGO, MDO)
Low sulphur distillate fuel oil (LSLFO / LSMGO / LSMDO)
Ultra low sulphur distillate fuel (ULSD)

Use of low sulphur fuels
Status at the moment
ISO 8217:2012
The new specification standard of Marine Fuel quality for Diesel Engines was released on Aug.
2012.

Notes
RMG 500 is included also in the new ISO specification, i.e. Not a special BP product.
RMG 500 = RMG specification except viscosity maximum of 500 cSt at 50°C
RMK 500 = RMK specification except viscosity maximum of 500 cSt at 50°C
RME 180 (SECA) RME 180 does not as such fulfil SECA requirements. It can be both a “normal”
sulphur or low sulphur product.
RMG 380 (SECA) RMG 380 does not as such fulfil SECA requirements. It can be both a “normal”
sulphur or low sulphur product.
NB: (SECA) = The fuel grade nominated has a maximum sulphur level in accordance with the
International Maritime Organisation, Emission Control Areas
* Where more than one test method is listed, the first method is the reference method.

Emission standards
Marine
Wärtsilä’s minimum development standard for Wärtsilä engines for marine use is that these
engines comply with the requirements of the International Maritime Organization (IMO).
Wärtsilä has developed, and is developing, NOX reducing technologies that comply with even
more stringent national or regional legislation expected in the future.
European Union
The European Union is also active in imposing legislation related to NOX and SO2 emissions
in certain sensitive sea areas and inland waterways.
EU Directive 2005/33/EC
Amending EU Directive 1999/32/EC.
Max. sulphur content of marine fuels used by inland waterway vessels and ships at berth
in EU ports and in SOX Emission Control Areas and passenger ships operating on
regular services to or from EU ports.
US Environmental Protection Agency

The US Environmental Protection Agency (EPA) issued new legislation concerning air
emission legislation for US coastal shipping in early 2003.
Existing legislation already covers engines from 2,5 litres/ cylinder upwards.
This new legislation covers C3 category engines, i.e. new marine compression-ignition
engines at or above 30 litres/cylinder, and the limit on NOX emissions is the same as the
IMO’s limit.

Emission standards
Marine
MARPOL 73/78
The International Convention for the Prevention of Pollution from Ships (MARPOL) is the main
international convention covering prevention of pollution of the marine environment by ships
from operational or accidental causes.
It is a combination of two treaties adopted in 1973 and 1978 respectively and updated by
amendments through the years.
The original MARPOL convention was signed on 17 February 1973 but did not come into
force.
The current convention is a combination of 1973 convention and the 1978 Protocol. It entered
into force on 2 October 1983.
As at 31 December 2005, 136 countries, representing 98 % of the world's shipping tonnage,
are parties to the convention.
Cruise ships flagged under countries that are signatories to MARPOL are subject to its
requirements, regardless of where they sail, and member nations are responsible for vessels
registered under their respective nationalities.

Emission standards
Marine
IMO NOX Tier I – III
Tier I
Ships constructed on or after 1.1.2000.
Diesel engines > 130 kW.
Tier II
Diesel engines > 130 kW.
Tier III
Tier III applies in designated areas, Tier II outside.
Guideline for designation of such areas to be developed by IMO.
Applicable to ships with main propulsion engines > 30 litres/cyl.
Diesel engines > 600 kW (or 130 kW at the discretion of a Party of Annex VI)

SOx emission regulations
EU Directive 2005/33/EC
Proposal for amendment of directive has adopted on July 2011
Amending EU Directive 1999/32/EC.
Max. sulphur content of marine fuels used by inland waterway vessels and ships at berth in EU
ports 0.1 % m/m.
Max. sulphur content of marine fuels used in SOX Emission Control Areas and passenger ships
operating on regular services to or from EU ports 1.5 % m/m.
Also applicable to all vessels entering EU port from a destination outside of EU.
FGD (scrubber) is allowed
Covers all “DM” class distillates.
Marpol 73/78, Annex VI

Revised on July 2010
Max. sulphur content at international and territorial waters 4.5 % m/m.
Max. sulphur content in SOX Emission Control Areas (SECA), which are Baltic sea, North sea and
English channel is 1.5 % m/m prior to 1 July and 1.00 % m/m 1 July 2010, except if the vessel is
equipped with an approved after-treatment exhaust gas cleaning system or any other
technological method that is verifiable to limit SOX emissions to max. 6.0 g/kWh.
Came into force on 19 May 2005 and (as of 30 November 2006) 37 countries had become party
to it representing over 72 % of the world's tonnage.
Annex VI also sets limits on emissions of nitrogen oxides (NOx) from diesel engines.

Switch-over of fuel quality during voyage
Switch-over from one fuel quality to another is possible but takes considerable time depending on the
fuel amount being present in the fuel system between the fuel pipe valves and the engine.
Compatibility of the two fuels must be known.
Modifications in the fuel system may be needed e.g. amount of storage tanks, settling tanks and service
tanks.
Leakage amount of fuel increases when switching from residual fuel to distillate fuel.
The high fuel system temperature up to 150 °C meeting the cold (< 50 °C) distillate fuel when switching
over will increase the risk of gas formation which can result in cavitation damages to fuel injection
pumps and injection nozzles.
In addition a temporary power loss may take place
When switching over from distillate fuel to residual fuel the low temperature being present in the fuel
system will increase the risk of fuel injection equipment seizure and overloading due to viscosity
increase and clearance adaptation.

The fuel system needs to be suitable to avoid too low viscosities of the LFO in EU ports, also in warm
conditions, even if the system has been designed for HFO.
Heat is introduced into the system from the diesel engines and possibly from fuel separators and
adjacent tanks. In some cases a fuel cooler may be required.
It may be prudent to review the fuel system thermal balance if and when larger amounts of LFO are
beginning to be consumed in a continuous operating mode. This applies especially if LFO operation is
foreseen also for the main engine in SECAs.

Summary
As indicated earlier, certain risks are associated with switching the fuel quality during voyage.
The risks can be reduced by an optimised transfer procedure where the thermal shocks are minimised
and where the fuel system design is purposely built for treatment and handling of two different fuel
qualities.
Incompatibility risk of two residual fuels is typically much smaller than incompatibility risk of a residual
fuel and a distillate fuel.
If possible due to existing fuel sulphur content limits, Wärtsilä recommends thus rather a switch of a
“normal” residual fuel to a low sulphur residual fuel than from a residual fuel to a distillate fuel.
In this way the incompatibility risk and the risk of thermal shocks in the fuel system are
significantly reduced.
The best alternative is anyway to use only one fuel quality from pier to pier.
Meaning that the engine is started, operated and stopped with the same fuel quality.

Fuel additives
Ashless additives
Homogenisers and dispersants
The spectrum of fuel additives is very wide.
Only few manufacturers have some R&D available. Most of the manufacturers/ agents are just selling
simple hydrocarbons without any facts available.
Wärtsilä has an opinion that continuous use of fuel additives is not needed or is beneficial.
Optimized combustion process, good condition of fuel injection equipment, acceptable fuel quality Æ
No measurable improvements could have been proven out.
If a customer has a problem e.g. with a poor quality fuel batch or if the combustion process is
deteriorated/ FIE is worn a specific fuel additive may be used as a temporary solution.
Wärtsilä is focusing on development of engine combustion process and Service is offering services so
that the customers’ engines will remain in good condition Æ
Good engine performance without continuous use of fuel additives.
No objection to use at own risk.
Wärtsilä does not cover any damages caused by the additive.
Wärtsilä recommendation is not to use during the warranty period.
No benefits but no harms either have been seen during testing in Vaasa Engine Laboratory.
Additional engine testing may be considered in the future.

Fuel additives
Pre-combustion additives:
Solve sludge particles, give better atomisation, disperse water.
Compounds used: methyl-iso-buthylketon, N-buthylalcohol alkyl nitrate, aminic compounds, etc.
Combustion additives:
Improve fuel consumption, lower THC, CO and soot emissions.
Compounds: iron picrate (double catalytic effect), tri-nitrophenol.
Post-combustion additives:
Less deposits on valves, exhaust channels and turbocharger.
Higher melting point of the ash formed.
Reduction of hot corrosion.
Compounds used: vanadium inhibitors of which Mg based products are the most commonly used.

Fuel additives
Ash containing additives
Combustion catalysts, deposit modifiers
Wärtsilä has so far not permitted the use of ash containing additives.
Engine tests have been carried out in the Vaasa Engine Laboratory and at the Nejapa power plant in
Salvador equipped with Wärtsilä Vasa 32LN engines.
The test at the Nejapa (3600 hours with a Wärtsilä Vasa 18V32LN engine showed that contrary to
the indicated theory, no improvements could be seen. The difference of the test engine and the
reference engine condition was only marginal.
A 200-hour test in the W 6L46 engine carried out in the Vaasa Engine Laboratory did not result in
benefits in fuel consumption and deposit formation. (Mg based fuel additive).
Another engine test in Vaasa Engine Laboratory indicated slightly less hot corrosion, softer
deposit layers in turbocharger, but increased particle amount in the exhaust gas (Mg based fuel
additive).
Experience has shown that Mg based additives can act in a different way when comparing the results
with each other.
Additional engine testing may be considered in the future.

Fuel conditioners
Applications
Sludge reduction
Equipment is installed before fuel separator.
Heavy fuel is allowed contain sea water (1.0 % V/V) with salt (NaCl).
Fuel conditioners emulsify water.
Emulsified water and sodium can not be removed in fuel separator.
High sodium content increases the risk of fouling (exhaust gas system, turbocharger, combustion
chamber) and hot corrosion (piston top, exhaust valves) of engine components.
Water as such reduces the energy content of fuel.
“Cat fines” are hydrophilic and if fuel contains water, due to emulsification “cat fines” can not be
separated out.
If “cat fines” can not be separated, high Al+Si content causes rapid wear of injection pumps and
fuel nozzles as well as of cylinder liners and piston rings.
Wärtsilä has an opinion that the equipment must not be installed before fuel separator and can definitely
not replace fuel separator.

Fuel conditioners
Applications
Combustion improvement
Equipment is installed to the “hot” side of fuel treatment system after fuel heater.
CI application is indicated to influence on the fuel droplet size resulting re-agglomeration of asphaltenes
leading to improved combustion.
The contents of soot, particulates and NOX are indicated to be lower.
Fouling of turbocharger, piston tops, fuel injection nozzles and boiler walls is indicated to be reduced.
This application is considered to be safe from engine operation point of view.

Fuel-Water Emulsions (FWE), Water-in-oil
Results
Reasonable water-to-fuel ratio is max. 0.25.
With standard injection nozzles SFOC equal or slightly worse compared to “dry” fuel.
With bigger size injection nozzles SFOC was equal or slightly lower but NOX emissions increased
in some tests.
Reduction of NOX takes place as indicated but as much as expected:
0.34 – 0.78% NOX per 1 % of water.
Reduction is FSN value (smoke), especially at low engine loads.
CO2 emissions equal.
THC emissions slightly higher with FWE.
CO emissions lower with FWE .
Particulate emissions lower at low engine loads with FWE.
Higher fuel injection temperature is needed with FWE compared to “dry” fuel in order to keep viscosity
the same.
About 1 °C per 1 % of added water
Equipment is installed to the “cold” side of fuel treatment system after service tank and feeder pumps.
FWE is indicated to improve combustion process.
The contents of soot, particulates and NOX are indicated to be lower, (estimation: 1 % water Æ 1 %
reduction in NOX).
SIT and MEC units have been tested in the Vaasa Engine Laboratory.

1 © Wärtsilä 22.4.2016 0-000R05CBA201C001L_03en / Turku Training Centre
The major difficulty in the use of natural gas is transportation and storage because of its low
density. The most important type of gas storage is in underground reservoirs which can be
made from previous gas or oil wells, salt domes or in tanks as liquefied natural gas. There
are three principal types: depleted gas reservoirs, aquifer reservoirs and salt cavern
reservoirs. The gas is stored during periods of low demand and extracted during periods of
higher demand. Underground Gas Storages (UGS) can be filled or extracted with various
compression solutions by mechanical gas compression drives.
Depleted gas reservoirs are the most prominent and common form of underground storage.
They are the reservoir formations of natural gas fields that have produced all their
economically recoverable gas.
Aquifer reservoir are underground, porous and permeable rock formations that act as natural
water reservoirs.
Underground salt formations can be modified for natural gas storing by the process of cavern
leaching. Salt caverns allow very little of the injected natural gas to escape from storage
unless specifically extracted.
Other solutions are storages, processing plants, transportation units and terminals, etc. for
liquefied natural gas (LNG) and compressed natural gas (CNG). Also pipelines can store gas
temporarily in the pipeline system itself through a line packing process. Gas can be stored
above ground in a gas holder largely for balancing but not long-term storage.

Wärtsilä has a portfolio of powerful reciprocating engines with versatile fuelling from
natural gas to crude oil with power, efficiency and emission rates superior to other
technologies.
Diesel and gas engines have replaced traditional solutions in power generation and
mechanical drives especially within the power range of 1-20 MW.

Fossil natural gas can be "associated" which can found in oil fields or "non-associated" which
is isolated in natural gas fields.
Natural gas can also be found in coal beds as coalbed methane (CBM) which basically is
methane adsorbed into the solid matrix of the coal. It is also called as “sweet gas” because of
its lack of hydrogen sulphide. CBM is distinct from a typical sandstone or other conventional
gas reservoir as the methane is stored within the coal by a process called adsorption. The
methane is in a near-liquid state lining the inside of pores within the coal.
Sour gas is natural gas containing significant amounts of hydrogen sulphide (H2S). Natural
gas is usually considered sour if there are more than 5.7 milligrams of H2S per cubic meter of
natural gas, which is equivalent to approximately 4 ppm by volume.
Shale gas is natural gas produced from shale. Because shales ordinarily have insufficient
permeability to allow significant fluid flow to a well bore most shales are not commercial
sources of natural gas. Shale gas is one of a number of “unconventional” sources of natural
gas.

Liquefied natural gas or LNG is natural gas that has been converted temporarily to liquid
form for ease of storage or transport. Liquefied natural gas takes up about 1/600th the
volume of natural gas in the gaseous state.
Compressed Natural Gas (CNG) is made by compressing natural gas to less than 1% of its
volume at standard atmospheric pressure. It is stored and distributed in hard containers at a
normal pressure of 200–220 bar.
Methane is also an asphyxiant and may displace oxygen in an enclosed space. High amount
of methane in breathing air can cause oxygen-deficient (asphyxiating) atmosphere if the
oxygen level decreases below 19,5 % by displacement.
Methane is an important greenhouse gas with a global warming potential of 25 kg CO2 over a
100-year period. This means that a methane emission will have 25 times the impact on
temperature of a carbon dioxide emission of the same mass over the following 100 years.

Natural gas properties vary according to its composition.
Natural gas is a combustible, non-odorous, colourless and tasteless gas, and therefore
difficult to detect. To make it sensible, it is normally scented (aromatization) with
tetrahydrothiophene (THT, C4H8S)
Using this additive, natural gas can be detected by smell already at as low concentrations as
0.05 – 0.2 vol.-%.
The density of natural gas is around 0.75 – 0.85 g/cm3. Thus, it is lighter than air and tends
to rise in closed, draughtless space.
Natural gas requires certain concentration to be ignited or burned. At 0°C the concentration
has to be 5 – 15 vol.-%, lower or higher concentrations do not ignite or burn. At a higher
temperature this area is slightly enlarged and at 500°C it is 3 – 20 vol.-%. Previous values
apply to if gas is mixed with air. If oxygen only is present instead of air, the limit is 5 – 60 vol.-
% at 0°C.
The auto-ignition temperature for natural gas is around 600°C. At this temperature natural
gas will self-ignite and burn independent of concentration as long as any oxygen is present.
Complete burning of natural gas yields carbon dioxide (CO2) and water (H2O). If there is not
enough air, carbon monoxide (CO) will build up.

Methane Number is a scale for evaluation of the knock resistance of the fuel. A higher
number means better knock resistance. If the components of the fuel gas are known, the
methane number can be calculated. Heavier hydrocarbons as ethane, propane and butane
will lower the methane number. If the methane number does not match the requirements, the
engine should be derated according to special instructions.

The knock resistance of gaseous fuel is often evaluated by methane number.
Methane, which has high knock resistance, is given the index 100. Hydrogen, which has low
knock resistance, is given the index 0. If a certain gas mixture has a methane number of 70,
its knock resistance is equivalent to that of a gas mixture of 70 % methane and 30
% hydrogen.

1 © Wärtsilä 22.4.2016 W50DF-000R05CBA202C002L_01en / Turku Training Centre
The Wärtsilä 50DF engine is designed and developed for continuous operation on natural
gas, without reduction in the rated output, on gas qualities according to the following
specification:
a) The required gas feed pressure is depending on the LHV, see document ” Derating due to
gas feed pressure and lower heating value ( LHV).
b) Values for volume (m3N) are given at 0 °C and 101.3 kPa.
c) Engine output is depending on the methane number, see document “Derating due to
methane number and charge air receiver temperature (KKNOCK)”. Methane number (MN)
can be assigned to any gaseous fuel indicating the percentage by volume of methane in
blend with hydrogen that exactly matches the knock intensity of the unknown gas mixture
under specified operating conditions in a knock testing engine. The methane number
(MN) gives a scale for evaluation of the resistance to knock of gaseous fuels.
The MN is calculated by Wärtsilä.
If the concentration of the heavier hydrocarbons (C4+) exceeds 1.0 % v/v, WIO / Product
Engineering is to be contacted for further evaluation.
d) If the hydrogen (H2) content of gas is higher than 3.0 % V/V, it has to be considered case
by case.
e) In the specified operating conditions (temperature and pressure) dew point of natural gas
has to be low enough in order to prevent any formation of condensate.

Derating due to gas feed pressure and lower heating value ( KGAS )
Derating of output for NOX = 500 mg/m3N and charge air temperature 45 °C.
NOTE 1) ! The above given values for gas feed pressure are at engine inlet (before the gas
filter, which are mounted on the engine).
NOTE 2) ! No compensation (uprating) of the engine output is allowed, neither for gas feed
pressure higher than required in the graph above nor lower heating value above 36 MJ/m3N .
NOTE 3) ! Values given in m3N are at 0 °C and 101.3 kPa.
NOTE 4) ! If the gas pressure is lower than required, a pressure booster unit can be installed
before the gas regulating unit to ensure adequate gas pressure. If pressure arise is not
possible the engine output has to be adjusted according to above.

Derating due to Methane number and Charge air temperature ( KKNOCK)
Derating of output for NOX = 500 mg/m3N at 5 % O2 ,dry (1.2g/kWh)
CALC. FORMULAS FOR DIFFERENT COMPRESSION RATIOS:
CR 11.5: if MN ≥ 80 and tbax <45 ⇒ KKNOCK = 1

If MN < 80 and/or tbax > 45 ⇒ KKNOCK = 1- 0.01*(80-MN) - (1- (1 +0.01*(45-tbax)))
CR 12.0: if MN ≥ 90 and tbax < 45 ⇒ KKNOCK = 1

If MN < 90 and/or tbax > 45 ⇒ KKNOCK = 1- 0.01*(90-MN) - (1- (1 +0.01*(45-tbax)))
NOTE 1) ! Compensating a low methane number gas by lowering the receiver temperature
below 45 °C is not allowed.
NOTE 2) ! Compensating a higher charge air temperature than 45 oC by a high methane

number gas is not allowed.
NOTE 3) ! The dew point shall be calculated for the specific site conditions. The minimum
charge air temperature shall be above the dew point, otherwise condensation will occur in
NOTE 4) ! The charge air temperature is approximately 5 °C higher than the charge air
coolant temperature at rated load.
NOTE 5) ! Glycol usage in cooling water according to document “Use of glycol in cooling
water for wärtsilä 4-stroke engines”.

Dangerous situations with natural gas are caused by gas leakage and its consequences.
These include gas fires and explosions as well as inhalation of natural gas or carbon
monoxide, which forms in cases where natural gas is burning without a sufficient oxygen
supply.

Natural gas in itself is not poisonous. With high concentrations it displaces air and may
therefore cause suffocation. Inhaling small amounts and concentrations of natural gas
does not pose any danger. Higher concentrations will cause sleepiness, headache and
drowsiness. In even higher concentrations, it causes suffocation.
Normally natural gas has been odourised to facilitate its detection in case of leak. The
odorant has a repulsive smell and it can be detected readily when the concentration of
the gas is well below the ignition limit. However, there is no way to tell the concentration
by the smell.
First aid for natural gas exposure depends on the symptoms. Slight breathing difficulties
normally disappear when moving the person to fresh air. Serious breathing difficulties or
unconsciousness will call for revival actions and medical attention.

Generally, most of the deaths associated with natural gas accidents are caused by
carbon monoxide, CO. Carbon monoxide is a gas which is formed when natural gas is
burning without sufficient amount of oxygen (incomplete burning). Carbon monoxide
often forms during gas fires.
Carbon monoxide is a highly poisonous, odourless and tasteless gas, which is slightly
lighter than air. Its relative density is 0.967. This makes it a very dangerous gas: It is very
difficult to observe without proper measurement equipment and it tends to be at the level
of relief.

Carbon monoxide’s poisonous effect is based on that it very effectively replaces oxygen
in blood circulation. Carbon monoxide quickly binds with haemoglobin with an affinity 200
to 250 times greater than that of oxygen to form COHb. This happens already in very low
Concentrations and severe symptoms are quickly developed.
The first symptom of carbon monoxide poisoning is a cheerful, happy feeling and
headache. At this point, it is very important to realise the symptoms and leave the area
immediately.
If the exposure to carbon monoxide continues, the person will soon loose the ability to
control his/her muscles, effectively paralysing him/ her and soon followed by
unconsciousness. At this point, the person will need aid to get out from the area. Further
exposure quickly leads to death.
First aid for symptoms, like breathing difficulties and headache, caused by carbon
monoxide is moving the patient to fresh air. Unconsciousness requires proper revival
actions and immediate medical attention.

1 © Wärtsilä 22.4.2016 DF-000R05CBA203A001L_03en / Turku Training Centre
The American Petroleum Institute (API) has categorized base oils into five categories (API 1509, Appendix E). The
first three groups are refined from petroleum crude oil. Group IV base oils are full synthetic (polyalphaolefin) oils.
Group V is for all other base oils not included in Groups I through IV. Before all the additives are added to the
mixture, lubricating oils begin as one or more of these five API groups.
Group I
Group I base stocks are composed of fractionally distilled paraffinic mineral oil stock which is further refined with
solvent extraction processes. This improves certain properties such as oxidation resistans and removes wax, which
improves the VI.
Group II
Group II base stock is composed of fractionally distilled paraffinic mineral oil stock that has been solvent dewaxed
and hydrocracked to further refine and purify the oil.
Since all the hydrocarbon molecules of these oils are saturated, Group II base oils have better antioxidation
properties. They also have a clearer color and cost more in comparison to Group I base oils.
Group III
Similar characteristics to Group II base stocks, Group III base stocks have higher viscosity indexes. Some Group III
base stocks with VHVI are sometimes referred to as Group III+. Group III base stocks are produced by a wide
range of processes, such as further hydrocracking of Group II base stocks, or by chemically modifying slack wax,
which is the end-product of the dewaxing process, which improves the VI. Some Group III+ oils are created by
highly processing oil into what have been called "Severely Hydrocracked" “ChemicalIy Modified," or “Semi-
Synthetic.”
Group IV
This group is reserved for one type of synthetic oil made up of a class of molecules called PADs (polyalphaolefins).
Contrary to popular misconception, the molecules which make up PAD and many other synthetic oils originate in
crude oil. In the case of PAOs, they are created by polymerizing olefin molecules obtained from the cracking of wax
molecules. In many cases these wax molecules are a by-broduct of mineral oil dewaxing processes. They have a
much broader temperature range and are great for use in extreme cold conditions and high heat applications.
Group V
Group V base oils are classified as all other base oils, including silicone, phosphate ester, polyalkylene glycol
(PAG), polyolester, biolubes, etc. These base oils are at times mixed with other base stocks to enhance the oil’s
properties. An example would be a PAO-based compressor oil that is mixed with a polyolester. Esters are common
Group V base oils used in different lubricant formulations to improve the properties of the existing base oil. Ester
oils can take more abuse at higher temperatures and will provide superior detergency compared to a PAO
synthetic base oil, which in turn increases the hours of use.

From crude oil a various number of different products including lubricating oils are refined.
Lubricating oils are normally manufactured in separate blending plants. Paraffinic crude oils are
used to achieve good base oil and finished lubricating oil quality.
The base oils are mixed to achieve the right viscosity class and different additives are added to
adjust the desired properties of the final product.
In natural gas engine lube oils additive content is about 10%, in LFO engine oils 15% and in HFO
engine oils 25%.
There are a few companies which are developing and marketing lube oil additives. Some oil
companies are using commercial additive packages manufactured by additive companies and
some oil companies are buying additive components only and developing the final products by
themselves.

Depending on the nature of movement, different kind of lubrication types can be identified.
Hydrodynamic lubrication
This kind of lubrication is common for rotating shafts which are supported by plain bearings or
sleeve type bearings. Lube oil can be brought in to the bearing by different means. In a diesel
engine the most common way is to feed the lube oil under pressure in to the bearing.
The oil film is formed by the rotating motion of the shaft. This kind of movement is “pulling
along” the oil film and distributing it nicely on the bearing surface. The oil film thickness is a
function of load, rpm of the shaft and the viscosity of the lube oil.
Hydrostatic lubrication
This kind of lubrication is typical for example in the valve mechanism of a diesel engine. The
oil film is formed by the oil pressure which squeezes the oil in to a narrow gap between the
lubricated surfaces. The oil film thickness depends on load, oil pressure and oil viscosity.
Boundary lubrication
This type of lubrication is reserved for heavily loaded engine components which have a rolling
contact with each other. Typical places in a diesel engine are gearwheel transmissions. The
oil film is extremely thin and lubrication is based on special EP additives in the oil.
Metal to metal contact

This type of lubrication is no kind of lubrication. When the oil film fails to keep the metal
surfaces away from each other, this is what happens. The result of this metal to metal contact
is extremely high wear rates on the components –even seizure of parts is possible.

Figure
Viscosities can be related horizontally only.
Viscosities based on 96 VI single grade oils.
ISO are specified at 40°C.
AGMA are specified at 40°C.
SAE 75W, 80W, 85W and 5W & 10W specified at low temperature. Equivalent viscosities for
100 & 210°F are shown.
SAE 90 to 250 and 20 to 50 specified at 100°C.
The higher the viscosity, the thicker the oil film will be in the bearings.
The friction caused by the lube oil will also increase when viscosity is increased and this will raise
the fuel oil consumption.
For transmission oils another SAE-scale is used and for hydraulic oils, compressor oils and
turbocharger oils ISO VG-standard is used. For comparison between different viscosity
standards, see the chart:

The engine manufacturers give a recommendation for minimum VI of the engine lube oil.

Lube oil preheating and cooling with thermostatic control will ensure safe operation.

Because the deposits on pistons are formed differently, the external condition of a piston has little
or no correlation to the internal condition of the oil cooling galleries. Therefore, the piston must be
opened and inspected at every piston overhaul.

The corrosion protection is based on the alkalinity of the lube oil. Acidic combustion residues
enters the crankcase through blow-by between piston and cylinder liner. These residues and
possibly partly burned fuel have to be neutralized by the lube oil before it causes any corrosion
damage on engine components. Alkaline additives are added in to the lube oil, which provide the
needed alkalinity reserve.
Base Number (BN) is the measurement of a lubricant's reserve alkalinity, which aids in the
control of acids formed during the combustion process. The higher a lube oil's BN, the more
effective it is in suspending wear-causing contaminants and reducing the corrosive effects of
acids over an extended period of time.

In service calcium content can remain stable or decrease in some extent depending on lube oil
composition (part of reacted calcium, CaSO4 can remove in lube oil centrifuging process).

Depending on the design of the fuel injection system, it is possible to get fuel in to the lube oil of
the engine. When the injection pump elements are leaking fuel and this leakage finds a passage
down to the oil sump, the unwanted mixing takes place. The presence of fuel oil in the lube oil
has a negative influence on the properties of the lube oil.

To trace whether the fuel contamination is raw fuel or combustion residues is difficult, but oil
companies and other research groups have developed systems to detect raw fuel contamination.
The investigations made by oil companies have clearly shown that residual fuel, either
combustion residues or raw fuel, is the major reason for black sludge problems in a heavy fuel
engine.

Fuel contamination
Black sludge in the cold parts of the engine, hard carbon deposits in the hot parts of the
engine and blocked filters and separators are all clear evidence of this problem. Black sludge
become a more common issue in 90’s when the anti-polishing ring was introduced resulting in
low lubricating oil consumption. However, after developing new oil formulations having better
compatibility with heavy fuel, engine cleanliness is nowadays much better.
The first reason, low lubricating oil consumption is easy to understand. When the consumption is
low, less new fresh oil is added. This means that fuel content in the lubricating oil is enriched and
at the same time the additives are not refreshed. This can / will lead sooner or later to a situation
where the detergents cannot “hold” the asphalt particles in the solution and they drop to form
black sludge.
On the other hand, black sludge does not occur as badly with all fuels and also some differences
between different oils can exist.

Fuel and lubricating oil compatibility
On the other hand, the naphthenic, medium viscosity index (MVI) oils have higher volatility and
inferior oxidation stability in a high temperature environment than high viscosity index (HVI)
paraffinic base oils.
It is possible that an engine operates on one fuel delivery without problems for 4000–6000
running hours. Then suddenly with a new fuel delivery, black sludge problems occur. This is
something that has also been verified in laboratory tests. Some fuels and lubricants are not
compatible with each other.
All major oil companies have recognised this problem and are trying to find new additive
packages that have better compatibility with heavy fuels.

The use of sulphonate detergents has stopped in four-stroke diesel engine oils. Instead, phenate,
salicylate and carboxylate detergents offering much better fuel compatibility are nowadays
commonly used.

The most frequent task in lube oil maintenance is the check of the oil level in the oil sump.
Centrifuging of the system oil is mandatory on heavy fuel operation and can also be
recommended on distillate fuel operation 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
90 - 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 (valid only for older type
separators). 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. if
used, 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 separator should run always when the engine is running.
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 advised:
- Continuous running of the separator( s) when the engine(s) is running, 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.

Taking lubricating oil samples. On the basis of the results it is possible to determine suitable
intervals between oil changes.
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.
Compensate for oil consumption with regular top-up. Measure and record the quantity
added. Attention to the lubricating oil consumption may give valuable information about the
engine condition. A continuous increase may indicate that piston rings, pistons and cylinder
liners are getting worn, and a sudden increase motivates pulling the pistons, if no other
reason is found.

Change of lubricating oil
Guidance values (if existing) for oil change intervals

are to be found in instruction manual. Intervals between changes are influenced by system size
(oil volume), operating conditions, fuel quality, centrifuging efficiency and total oil consumption.
1. Empty oil system while oil is still hot. Be sure that oil filters and coolers are also emptied.
2. Clean oil spaces, including filters and camshaft compartment. Insert new filter cartridges.
3. Fill a small quantity of new oil in the oil sump and circulate with the pre-lubricating
pump. Drain!
4. Fill required quantity of oil in the system.
5. Oil sampling
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.
Note: Normally oil supplier is not allowed to send the analysis reports of customers
Efficient centrifuging and large systems (dry sump operation) generally allow for long intervals
between changes. It is recommended to follow up that the BN value of the lubricating oil keeps
within engine manufacturer's limits during the whole oil change interval.
Note: If an equilibrium in the system will be achieved, lube oil volume does not influence on
final BN level, only a time when an equilibrium is achieved, is influenced.

Change of lubricating oil brand
Change-over procedure:
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 shall always be agreed between the oil
company and customer.
Top-up with another lubricating oil brand than being filled to the system is not allowed, except if
the both two lubricating oils originate from the same manufacturer and are based on same base
oils and additive technology. Otherwise the lubricating oil system has to be drained and then
filled with another brand by following the procedure described here below.

Acid stress:
Acid stress is related to the sulphur content of the fuel. If the additive in the lube oil cannot
neutralize the products of combustion, then acidic attack can occur on cylinder liners, piston
rings and grooves. The resulting wear reduces components life and reliability. The presence
of acid stress is easily noticed from depletion of the oil BN, which shortens the oil life.
Thermal stress:
Thermal stress is caused by exposure of the oil to high temperatures. This leads to breakdown
of the oil molecules and oxidation, which in turn fosters sludge and lacquer formation in the
cooler areas of the engine. In addition, thermal stress can cause deposits in piston rings
grooves and on the internal sur-face of the piston crown. Deposit in ring grooves lead to a
decrease in the pressure build-up behind the ring, causing a reduction in the sealing pressure
of the ring against the liner. Deposit on the internal surface of the piston crown can lead to
overheating of the crown as the heat transfer is reduced.
Piston undercrown deposits reduce the life of the crown. Ring groove deposits shorten the life
of liner and piston rings and reduce reliability, and an increase in the viscosity of the oil
shortens its life.
Asphaltene Stress: (Operation on heavy fuel)

Asphaltenes will enter the engine lubricant through two routes, blowby and the fuel injector
pumps/pump drive. The asphaltenes through the blowby route will be burnt or partially burnt
fuel whilst those by the fuel pump route will be in raw fuel.
Fuel contains asphaltenes (very large hydrocarbon molecules), which become mixed with the
lubricant. Fuel contamination of the lubrication system is virtually impossible to prevent,
especially in trunk piston engines. As the asphatenes do not dissolve in the lubricant, they
settle out in the form of sludge in the crankcase and cam case, and can also lead to frequent
clogging of the oil filter. Fuel pump sticking can also be attributed to the precipitation of
asphaltenes from the lubricant if the latter cannot cope with asphaltenes stress.

In order to prevent corrosion, scale deposits or other deposits in closed water systems, the
water must be correctly treated with additives.
The recommended dosage can be found in the instruction manual or it can be asked from the
inhibitor manufacturer.

1. Sea water
Sea water will cause severe corrosion and leads to deposit formation even if supplied to the
system in small amounts.
2. Rain water
Rain water has a high oxygen and carbon dioxide content leading to corrosion.
3. Fresh water generated by a reverse osmosis plant onboard
Fresh water generated by a reverse osmosis plant onboard often has a high chloride content
(higher than the permitted 80 mg/l) causing corrosion. However, if chloride content can be
reduced to acceptable level of less than 80 mg/l, RO is an acceptable method for treating of
cooling water.

The pH value expresses the alkalinity or acidity of water
It indicates the concentration of hydrogen [H+] ions
The pH value is the negative value of the Briggs’ logarithm, -log[H+]
[H+] = 10-7 => pH = -log[10 -7] = 7

Typically hardness in water is present as calcium [Ca] and magnesium [Mg] salts, like
bicarbonates [HCO3]2
Too high hardness leads to scale formation, for instance to:
cooler
engine components
water pump surfaces
Calcium and Magnesium salts in small amounts protect component surfaces against
corrosion.
In distilled water almost no hardness is present.

Conductivity describes the presence of dissolved ions in water.
Treated water has much higher conductivity than raw water, mainly due to presence of sodium
in one form or another.
Each cooling water additive has its specific conductivity.
The conductivity is measured typically as mS/m (old unit µS/cm).
1 mS/m = 10 µS/cm
The conductivity is one of the main parameters affecting the corrosion rate once a corrosion
gets started.
The higher the conductivity the higher the corrosion rate.
Dissolved solids are typically present in water as ions. These ions increase the conductivity of
the water and will then increase the rate of corrosion. However, if a cooling treated with
Additive A results in a higher conductivity than Additive B, it doesn’t mean that Additive A will
cause higher corrosion rate. I.e. one has to make a difference between the conductivity
caused by additive salts itself vs. other dissolved solids entering water from different origins.

Nitrite is the most commonly used cooling water additive type at the moment, though many
coolants are mixtures of nitrite and borate.
Borate is used mainly as a buffer chemical adjusting the pH. Thus from product performance
point of view the nitrite and nitrite + borate based products could be classed to same category.
Nitrite based cooling water additives are 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.

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.
The position of the curve peak on the x-axis (= dangerous condition for corrosion) is not
stable, but varies depending on temperature, pH, chlorides and sulphates contents, etc. in the
cooling water.
Instructions of right dosage / concentration of active corrosion inhibitors

Always follow the given instructions of right dosage and concentration
The concentration of especially nitrite technology based inhibitors is decreasing during the
service of engines
Æ It is recommended to start the dosage of active corrosion inhibitors from the upper level of
the indicated range.

Molybdate
Introduced in 1980’s
Not toxic, but as a metal, Molybdenum can be considered at least harmful, if leaked to waterway
Safer to handle than nitrite
Anodic inhibitor
Concentration remains more stable than with nitrite
Regular checking of molybdate content however important
In case of too low molybdate content, the risk of corrosion increases
More expensive than nitrite
Molybdate based products have not received big sales volumes
This additive chemistry is no more preferred because serious crevice corrosion cases with the
molybdate based cooling water additive have been experienced
In locations, where water can evaporate, molybdate can form deposit layers, and behind those
layers crevice corrosion has been recorded

Important issues
As additives, use products from well-known and reliable suppliers with vast distribution nets.
In an emergency, if compounded additives are not available, treat the cooling water with
sodium nitrite (NaNO2) in portions of 5 kg/m3; to obtain a pH value of 9, add caustic soda
(NaOH), if necessary.
WARNING!
Sodium nitrite is toxic.

Advantages and disadvantages of the most common cooling water additives
Summary of the most common cooling water additives
Additive Advantages Disadvantages
– good efficiency, if dosage is
– suitable as additive except in air cooled heat
controlled carefully
Sodium exchangers with large soft solder surfaces
– small active quantities, 0,5%
nitrite – toxic
by mass
– risk of spot corrosion when too low concentration
– cheap
Nitrite – no increased risk of – tendency to attack zinc coverings and soft solderings
+ corrosion at over doses – toxic: lethal dosage 3 – 4 g solid nitrite
borate – innocuous for the skin – risk of spot corrosion when too low concentration
– not active when water velocity exceeds 2 m/s

– commercial products very expansive
Sodium – not toxic
– increased risk of corrosion when too low
silicate – harmless to handle
concentration: spot corrosion
– limited suitability
– more expansive than toxic additives

– increased risk of corrosion, if insufficiently dosed
Sodium – not toxic
– can cause deposit formation (molybdates can collect
molybdate – harmless to handle
to ferrous sulphates)
– can cause crevice corrosion
Organic and
– more expansive than sodium nitrite and molybdate
inorganic based additives
– not toxic
synergistic
– big active quantities by mass
based

If, against Wärtsilä 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 become too high). To compensate for leakage or other loss, add
treated water.

All validated cooling water additives are compatible with glycol
In marine applications glycol is used very seldom
In power plant applications the use is more common
If cooling water additives and glycol are used together, precipitation of additive components
can take place in case of overdosing

Ready-to-use mixtures containing both glycol and corrosion inhibitors are not allowed, since
those are normally designed to be used as strong 30% / 70% … 50% / 50% mixtures.
However, in Wärtsilä engines normally a much lower glycol amount is adequate to protect the
cooling water system against freezing.
The amount of glycol in closed cooling water system shall always be minimized since heat
transfer of water containing glycol has deteriorated significantly.
The engine may therefore be subject to additional output derating when using glycol in the
cooling water.

4-stroke diesel engines and DF engines in back-up fuel operation
The maximum LT-circuit glycol content is 50%.
For glycol content below 20% no derating is needed.
For LT-circuit glycol content above 20% an offset is applied to the K2-derating factor (derating
from charge air coolant temperature). This offset is applied to compensate for the increased
charge air cooler pinch point when using glycol. The degree of offset is greater for engines
with 1-stage CAC, due to a higher sensitivity to glycol.

Excel formula, K2 as function of glycol %:
K2 (% glycol) = MIN(1;(Tref+273-(IF(G%>20;(1/3)*(G%-20);0)))/(Tcacw+273))
where
Tcacw = actual CA cooling water temp [°C]
G% = glycol percentage [%]

Recommended maximum HT-circuit glycol content is 20%. If HT-circuit glycol content above
20% is required, the first option must always be to arrange the cooling circuits so that the
whole HT-circuit can be kept inside the heated engine room, cooled with an intermediate
cooler by a secondary circuit (e.g. LT-circuit). With this arrangement the use of glycol in the
HT-circuit can be avoided altogether.
In exceptional cases where the engine room is subject to sub-zero temperatures a maximum
HT-circuit glycol content of 50% is permitted. In case of HT-circuit glycol content above 20%
and 2-stage charge air cooler, both stages of the charge air cooler must be included as part of
the LT-circuit.
Check LO cooler capacity when using glycol in the cooling water.

PT = Wärtsilä PowerTech
R&D = Wärtsilä Research and Development
CW = Cooling water

Improves the engine’s cooling system performance by improving the quality of the coolant:
Adjusts pH, alkalinity and hardness
Controls scaling
Restricts bacterial growth
Removes sludge
Prevents corrosion in engine components such as cylinder heads, engine block, cylinder
liners, charge air coolers...
Reduces costs of corrosion-related engine repairs, such as machining of seat pockets
Environmentally friendly technology

Cooling water treatment without adding chemical additives to water
Provides non-abrasive, non-toxic, self-regulating cooling fluid treatment
Uses a mineral filter, which includes only chemicals classified as non-hazardous
Enables engine operation at design values, reducing NOx emissions
Economical maintenance of the unit

Consumables limited to the filter material

Fuel sampling
Frequent sampling of fuel is strongly recommended.
Fuel samples are taken normally:
From bunkered fuel.
From separated/ filtered fuel.
Avoid sampling from “stagnant” fuel or point with small flow.
Avoid sampling after treatment when engine is stopped.
Use clean 1 litre sample bottles.
Rinse the sampling line properly before taking the actual sample.
Don’t take samples from tank bottom drain valves, since those will contain excessive amounts of water,
sediment and “cat fines”.
When taking a fuel sample write down:
Sampling point
Fuel quality
Engine hours
Sampling date
Name of the installation
Type and serial number of the engine

Fuel analysis
Fuel analysis with Test Kits
The major players on the area of Test Kits are:
Kittiwake
Martechnic GmbH
Use of Test Kits at site conditions is recommended.
Important to note that this activity does not fully replace laboratory analysis.
Accuracy is limited.
Properties which can be analyzed:
Viscosity
Density
CCAI
Water
Flash point
Pour point
Compatibility

Fuel analysis
Fuel and lubricating oil Viscometer FG-K1-200-KW by Kittiwake
The Heated Viscometer can be used in 3 ways:
Unheated with automatic viscosity correction to 40 °C for lube oils.
Heated to 50 °C for viscosity measurement of residual fuel oils.
Heated to 40 °C for viscosity measurement of distillate fuels and lubricating oils.
Features:
Measuring ranges for viscosity:
20 – 810 cSt at 50°C (ISO Fuel Grades RMA 10 to RMA 55)
20 – 810 cSt at 40°C (Lubricating Oils SAE5 through SAE50)
Calculations: Viscosity at 15 °C or 40 °C (heated), Viscosity at 40 °C (unheated, corrected to 40
°C), Viscosity at 100 °C (calculated), Calculated Aromaticity index (CCAI), Density correlation
from 50 °C to 15 °C in vacuo, Variable viscosity Index (for unheated mode).
Measuring time: Heating from 25 °C 10 min. Viscosity at 40 °C unheated 3 min. Repeat test
maximum 30 seconds.
Accuracy: Typically within ± 3 % (20 – 450 cSt)
Correlation: IP71
Power: 110/240 VAC (user selected)
Size: 250 x 130 x 90 mm
Weight: 10 kg
Source: Kittiwake

Fuel analysis
Density Meter FG-K1-300-KW by Kittiwake
The Density meter uses Hydrometers to measure the density of marine fuels corrected to kg/m 3 at 15 °C
.
With this information and the viscosity of the fuel, the Density Meter can determine:
Mass of fuel delivered
Calorific value
Anticipated combustion performance (CCAI)
Features:
Measuring range for density: 800 – 1010 kg/m 3 @ 15 °C (ISO 8217 Fuel Grades DMA to RML 55)
Calculations: Density at 15 °C in vacuo, centiPoise to centiStokes
Measuring time: Heating from 15 °C 10 min, Repeat test maximum 30 seconds.
Accuracy: Typically within ± 0.1 % (800-1010 kg/m³)
Correlation: ASTM D1298 IP160
Power: 110/240 VAC (auto selected)
Size: 180 x 230 x 100 mm
Weight: 2.2 kg
Source: Kittiwake

Fuel analysis
Water in Oil Electronic Cell FG-K25195-KW by Kittiwake
The Water in Oil Cell works in conjunction with a highly accurate electronic console which is available
with optional software that allows the data to be downloaded from the console to a PC in comma
delimited text format.
This means that the data stream is separated by commas and is in a standard ASCII format that
is readable by standard spreadsheet and data base applications such as Microsoft Excel and
Access.
Features:
Measuring ranges:
0 – 2.5 % Standard Cell (blue painted)
0 - 6000 ppm Low Gain Cell (unpainted IP386)
0 - 3000 ppm High Gain Cell
Calculations: Density at 15 °C in vacuo, centiPoise to centiStokes
Measuring time: 3 min (Standard and Low Gain Cell), 7 min (High Gain Cell)
Accuracy:
Typically within ± 0.1 % Standard Cell
Typically within ± 100 ppm Low Gain Cell
Correlation: ATSM D4928 IP386
Power: 110/240 VAC
Source: Kittiwake

Fuel analysis
Wärtsilä fuel and lubricating oil laboratory
Wärtsilä provides the fuel and lube oil test kits for quick testing.
The results of the most important fuel oil and lubricating oil parameters can be obtained within minutes.
The fuel and lubricating oil laboratory set offers a comprehensive solution for:
Sampling fuel oil during delivery.
Testing the fuel oil before use.
Sampling the lubricating oil during use.
Testing the lubricating oil contamination and degradation.
Training maintenance staff on using the equipment and interpreting the results.
The laboratory set is delivered in a practical cabinet housing all the test equipment. Most of the
equipment is electronic. The electronic units have been fully tested to ensure accurate results.
Wärtsilä offers five different packages:
Fuel and Lubricating Oil Laboratory set, electronic set.
Fuel and Lubricating Oil Laboratory set, electronic and manual set.
Lubricating Oil Laboratory set for Gas Engines.
Lubricating Oil Laboratory set for Diesel Engines.
Fuel and Lubricating Oil Laboratory set for Two-stroke Engines.

Crude oil as fuel
Fuel Ignition Analyzer
The equipment is called FIA-100/3.
Developed by a Norwegian company Fueltech AS.
Improvements to previous model:
Improved heat insulation.
Automated analysis cycle:
Adjustment of correct temperature and pressure in the combustion chamber.
Heating of the sample to correct injection temperature.
Software is improved and calculates also heat release.

Fuel Ignition Analyzer
Electrical data
Electrical connection: 220-240 V
50Hz - 1600 W max consumption
Circulation bath
External heater/cooler
Computer connection
Standard Windows PC, Serial port connection
Automatic operation
Built-in diagnostic system to ensure instrument integrity

Light fuel oil and heavy fuel oil specifications are based on the ISO 8217:2012(E)
standard with some internal modifications.
In addition to the limit values stated in the tables included hereafter, it has to be taken into
account concerning both specified fuel qualities (Light fuel oil, Heavy fuel oil) that:
The fuel shall not contain any additive at the concentration used in the fuel, or any
added substance or chemical waste that jeopardizes the safety of installation or
adversely affects the performance of the machinery or is harmful to personnel or
contributes overall to additional air pollution.
For maximum fuel temperature before the engine, see the Installation Manual.

Additionally, the engine manufacturer has specified the fuel specification “HFO 1”. This tighter
specification is an alternative and by using a fuel fulfilling this specification, longer overhaul
intervals of specific engine components are guaranteed (See the Engine Manual of a specific
engine type).
Depending on the design, some engines need modifications in order to be able to run on HFO.
HFO is accepted only for back-up fuel system. Use of HFO as pilot fuel is not allowed, but a fuel
quality fulfilling the LFO specification included in Light fuel oil chapter has to be used.

Frequent sampling of used lubricating oil is strongly recommended.
In order to have a representative sample:
Draw always at a point in the direct supply to the engine.
Take always from the same point.
Avoid sampling from “stagnant” oil or point with small flow.
Avoid sampling when engine is stopped.
Follow trends of lubricating oil properties rather than make decisions on the basis of one absolute
analysis value.

Sampling of lubricating oil
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.
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 transportation, ready made address labels, etc.) are available for example from
Wärtsilä local network office. Rinse the sampling line properly before taking the actual sample.
Preferably also rinse the sample bottles with the oil a couple of times before taking the sample,
especially if "unknown" sample bottles need to be used.
Close the bottles tightly using the screw caps provided. Seal all bottles and record all the separate seal
numbers carefully.
Put the bottles to be sent for analysing in "Ziploc" plastic bags to prevent any spillage. Gently squeeze
the "Ziploc" bag to minimise any air content prior to sealing.

Use for example the ready made "Oil Analyse Application" form, see Instruction
Manual attachments.
WARNING!
Observe personal safety precautions when taking and handling fuel oil and lubricating
oilsamples. 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.

These are not any exact condemning limits. It is very difficult to give common limits for all engine types
together. The values are for guidance to give some ideas to engine operators. Look at trends rather
that individual analysis results.

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.

The BN value of the lubricant falls in use as the alkalinity is needed to neutralize the
acids formed during combustion.
The rate of BN depletion depends on the following factors.

Fuel sulphur content
Lubricating system capacity
Lubrication oil consumption
The BN will drop over an initial engine operating period. It will then stabilize at a
normal operating level provided that an equilbrium in conditions will be achieved.
The minimum acceptable BN value is dependent on several factors.

Engine type
Fuel quality and sulfur level
BN value of new lubricating oil
When determining whether the minimum allowable BN has been reached, it is

essential to refer to the operating manual for the engine in question. The following
table may be used as a guide for minimum BN values of the used lubricant. BN in the
used oil shall not be allowed to fall below 20, in HFO-operation.

One of the biggest problems in modern medium speed diesel engines is the rapid
depletion of the lube oil BN-value. The fuel qualities are getting worse and the lube oil
consumption of the engine has been decreasing. These two together with small oil
sump volumes are giving big problems in the BN-depletion rates. Given the worst
conditions, lube oil interval in certain engines is down to 1500 hours.
This caused complaints from the engine operators, because such short oil change
intervals are increasing the workload of already stressed engine room staff. Also
handling, storing and destructing larger quantities of used lube oil creates additional
costs.
Several solutions were investigated to improve the situation and the best seems to be
the use of higher BN lubricants. The oil companies have successfully developed lube
oil which have higher BN-values and they are freely available today. The price of this
kind on high BN lube oil is slightly higher than the price of standard lube oil, but still
the savings are greater than the additional cost.

The additive concentration may decrease quite rapidly, especially in the beginning after the
initial dosing of a new or thoroughly cleaned system.
When the properties of the cooling water are found to be stabilized the analysis interval may,
under normal conditions, gradually be prolonged.

The iron levels may be higher in new systems, then it should gradually decrease to the
1)
typical levels
2) Constantly/rapidly increasing nitrate (NO3) levels, especially in combination with
simultaneously decreasing nitrite (NO2) levels indicates presence of possible
bacterial/microbial activity in the systems
3) A total hardness of 10 °dH ↔ 178 mg/l (as CaCO3) and Mg = 4,3 mg/l ↔ 1 °dH and Ca =
7,1 mg/l ↔ 1 °dH.

Engines
FUEL INJECTION EQUIPMENT
© Wärtsilä
A connection piece is mounted to each cylinder head connecting the one per cylinder rail pipes.
From the connection piece the fuel is fed through a connection pipe to the injection valve.
The injection valve is a two-needle type combined pilot and main diesel fuel injection valve,
where the pilot injection is electronically controlled.
Pilot fuel is filtered by duplex filter before pilot fuel pump.

Pilot fuel common rail pipes are connected with metallic sealing cone into connection pieces. The
double wall injection pipes are delivered complete with connection nuts assembled.

The built-in pressure regulating unit is electrically controlled by the engine control
system. On the feed line a valve group with a filter regulates the inlet pressure to the pump. A
safety valve is mounted on the high pressure line.
The pump shaft is equipped with two roller bearings. The pump elements slide on ceramic slide
rings, one ring per two elements. The fuel oil functions as lubricating media. The pump is
equipped with an indication hole for shaft sealing leakage.

D1 1st groove in level of cylinder head surface when pipe correctly inserted
D2 Injection valve can be safely removed when pipe is pulled until 2nd groove in level of cylinder head
surface.

The filter is a duplex filter. By means of the three-way valve (15) the fuel flow can be guided to one side or
the other, or to both sides in parallel. The direction of the flow appears from the mark on the filter housing.
At normal operation, one or both sides of the filter can be used. When changing cartridges during operation
one side can be closed. The fuel flows through a strainer core (11) and a cartridge (3) made of special
paper material for filtering off small particles.

The tappet movement follows the cam profile and transfers the movement through adjusting
screw and pump tappet to the injection pump.
The inner part of mechanism is lubricated by engine oil.

The injection tappets movement follows the cam profile and thus transfers the movement to the
injection pump.
The injection tappet is equipped with adjusting screw and securing plate.

The pressurised fuel circulates via low pressure chamber of the pump and feeds fuel to pump element. The
excessive fuel oil is led back into low pressure circulation.
The injection pump pressurises fuel be injected to cylinders.
It has a regulating mechanism (fuel rack and regulating sleeve) for increasing or decreasing the fuel feed
quantity according to the engine load and speed. The injection pump is controlled by the governor/actuator.
The pump plunger, pushed up by the camshaft via the tappet roller and pulled back by the spring acting on
it, reciprocate in the element on a pre-determined stroke to pressurise fuel.

Function principle of injection pump is described in the figure.
According to the engine load, the amount of fuel injected is increased or reduced by turning the plunger a
certain angle. This change the helix position where the ports are closed on the upstroke and hence
increasing or reducing the effective stroke. When the fuel rack moves, the regulating sleeve in mesh with
the fuel rack turns. Since the regulating sleeve acts on the plunger, the plunger turns with the regulating
sleeve, thus the effective stroke changes and the injected fuel amount increases or decreases.

The main delivery valve functions as a delivery valve to control the fuel flow to the injectors and as a non-
return valve to avoid high pressure peaks from the injection pipes entering the pump chamber. The valve
closes immediately when pressure starts to decrease in the pump chamber.
Constant pressure valve stabilizes the pressure pulsation in the injection pipes. Cavitations can be avoided
and hydraulic stability is improved. When the main delivery valve is closed, pressure relief in the high
pressure line continues through the constant pressure valve. The rapid relief of the pressure in the injection
valve is necessary to ensure rapid closing of the nozzle and to prevent dribble into the combustion
chamber.
With constant pressure valve is overtook more exact timing for injection.
The constant pressure valve closes when the residual pressure in the high pressure line drops to designed
value.
When the engine is stopped, this valve is designed to leak the pressure, thereby ensuring fuel dos not
remain inside the HP line.

The main delivery valve functions as a delivery valve to control the fuel flow to the injectors and as a non-
return valve to avoid high pressure peaks from the injection pipes entering the pump chamber. The valve
closes immediately when pressure starts to decrease in the pump chamber.
Constant pressure valve stabilizes the pressure pulsation in the injection pipes. Cavitations can be avoided
and hydraulic stability is improved. When the main delivery valve is closed, pressure relief in the high
pressure line continues through the constant pressure valve. The rapid relief of the pressure in the injection
valve is necessary to ensure rapid closing of the nozzle and to prevent dribble into the combustion
chamber.
With constant pressure valve is overtook more exact timing for injection.
The constant pressure valve closes when the residual pressure in the high pressure line drops to designed
value.
When the engine is stopped, this valve is designed to leak the pressure, thereby ensuring fuel dos not
remain inside the HP line.

Emergency stop cylinder pushes the fuel rack of the fuel amount plungers to the zero position
using control air pressure when the electronic over speed control is activated or (depending on
the installation) when an automatic shut-down system is activated.

Connection piece is connected into the side of the nozzle holder, and the injection pipe with
conical connection and seals with plain metallic surfaces.
The double wall injection pipes are delivered complete with connection nuts and tightening flange
assembled.
D1 1st groove in level of cylinder head surface when pipe correctly inserted
D2 Injection valve can be safely removed when pipe is pulled until 2nd groove in level of
cylinder head surface

The nozzles receive high pressure main and pilot fuel through the injection lines and inject this
fuel into the combustion chamber as a very fine spray.

Pilot valve
The pilot fuel pressure acts on both the pilot needle pressure step (opening force) and through an
orifice on the pilot piston (closing force). The solenoid valve opens a drain port from the pilot
cylinder and thus eliminates the pressure acting on the piston, and the fuel pressure acting on the
needle forces the needle upwards. The drained fuel is led through borings to the clean fuel
leakage system of the engine. A spring acting on the push rod keeps the pilot needle closed in
event of loss of pilot fuel pressure.

Pilot valve
Opening of needle:
If solenoid is energized, armature moves upwards and opens throttle 1. Throttle diameter 1 is
bigger than throttle diameter 2, so pressure in HP-space 2 and 3 will decrease. So needle in
nozzle element will open, because of force surplus at pressure step of needle in nozzle element.
Pressure in HP-space 1 is nearly constant. Throttle 3 is closed by valve plate.
Closing of needle in nozzle element:

If solenoid is de-energized, armature moves downwards, forced by a spring in the solenoid, and
closes throttle 1. Fuel fills up HP-space 2. Because of force surplus valve plate is forced to move
downwards and so throttle 3 is opened. That’s why HP-space 3 can be filled much quicker. So
the needle can be closed much faster.

Engines
ENGINE CONTROL, INSTRUMENTATION

AND AUTOMATION SYSTEMS
© Wärtsilä
1 © Wärtsilä 22.4.2016 0-000R07CB0720C001L_01en / Turku Training Centre
Resistance temperature detectors (RTD)
Resistance Temperature Detectors (RTD): The electrical resistance of many metals changes
with temperature; metals for which resistance increases with temperature are used in RTDs.
Temperature can therefore be determined from the change in the electrical resistance of the
metal wire according to the effect of temperature on resistance, RT = RT0 (1+αT).

Pt100 is the common abbreviation for the most common type of resistance temperature
sensor used in industry.

Sensor has a specified resistance of 100.00 ohms at 0°C and is made of Platinum which has
an accurately defined resistance vs. temperature characteristic.
Because accurate tables of resistance vs. temperature are available it is common practice to
calibrate instruments using precision decade boxes from table values.

Pt100 sensors were originally made with platinum wire wound on a ceramic former but are
now made more cheaply by depositing a platinum film onto a ceramic substrate.
Typical accuracies are 0.2%, 0.1% and 0.05% of value at 0°C. The higher the accuracy the
higher the price.
Note that there are two error characteristics, an offset error (ie. how far out it is at 0°C) and a
span or gain error (ie. how the resistance change with temperature agrees with the
theoretical figure). The gain error depends on the offset error and the impurities in the
platinum.
These sensors are also made in 200, 500, and 1000 ohms values.
Although the sensors are sold loose, it is usual to buy them made up into stainless steel
probes for insertion into processes.

Thermocouples are the most commonly used temperature sensors. Thermocouple sensors
depend on the phenomenon that when two dissimilar metals are joined at each end and the
two resulting junctions are maintained at different temperatures a voltage is developed
between them (thermoelectric voltage).
There are a dozen of so standard types of thermocouple, each of which complements the
others in terms of the measuring signal, temperature range and tolerance to different
environments. The following are the primary standardized thermocouples:
Thermocouple types
Type MATERIAL RANGE °C Continuous OUTPUT µV/°C
B PtRh6%/PtRh30% 100~1600 6
E Chromel/Constantan 0~1000 56
J Iron/Constantan 0~700 52
K Chromel/Alumel 0~1100 40
N Nicrosil/Nisil 0~1100 38
R Platinum/PtRh13% 0~1600 10
S Platinum/PtRh10% 0~1600 10
T Copper/Constantan -185~300 38
Tungsten/TungstenRh5%
Note! Wärtsilä standard

NOTE!
All types of thermocouple are subjected to varying degrees of wear and ageing depending on
the environments in which they are used. It is therefore essential that all types of sensor
should be regularly inspected.
When the junctions of two dissimilar metals are at different temperatures, an electromotive
force (emf) is developed. The cold junction, referred to as the reference, is maintained at a
known temperature, and the measuring junction is located where the temperature is to be
determined. The temperature difference can be determined from the measured emf. The
relationship between temperature difference and emf has been determined for several
commonly used combinations of metals; the mildly nonlinear relationships are available in
tabular form along with polynomial equations relating emf to temperature (Omega, 1995).
A thermocouple is formed any time two dissimilar metals touch each other. When the
temperature of this junction is different to the temperature of other parts of the metals an
EMF is generated. Fortunately for a lot of people working with metals this EMF is very small
(usually measured in µV/°C) so there is not much chance of receiving an electric shock but it
is sufficient to cause corrosion problems.

This property is used in industry to measure temperatures, especially if these temperatures
cannot be measured by other techniques.
The two metals are usually formed into wires and welded together, however crimping,
soldering or even just twisting the wires together gives results. There is no theoretical limit to
the wire diameter and thermocouples can be made in just about any size required.
Any two metals can be used in theory but in practice we need something which is robust,
stable, has a large enough signal to use, and is affordable. The most popular thermocouples
are listed later.
Over the years the EMF output of each standard thermocouples has been plotted and tables
are available for calibration purposes. To calibrate a thermocouple instrument it is only
necessary to inject a millivolt signal to match the tables.

The cylinder liner temperature is measured with two sensors. Alarm, power reduction or
shutdown is generated if the values exceed specified limits. The updating frequency is 1 Hz.
It is recommended to have trend diagrams of the cylinder liner temperatures in the external
system.

Alarm, power reduction or shutdown is generated if the values exceed specified limits. The
updating frequency is 1 Hz.
It is recommended to have trend diagrams of the main bearing temperatures in the external
system.

Alarm, power reduction or shutdown is generated if the values exceed specified limits. The
updating frequency is 1 Hz.
It is recommended to have trend diagrams of the exhaust gas temperatures in the external
system.
In gas engines the exhaust gas temperature measuring is used in cylinder balancing control.
NOTE!
The measuring point may vary between engine types.

The proportional measuring temperature mechanical deformation is then transferred to the
pointer of the analogical display.
The engine can be equipped by a series of optional analogical thermometers, located close
to the related measuring points.

Pressure transmitter
A pressure sensor is a standardized pressure measurement package consisting of three
basic components: a pressure sensor, its power supply, and a signal
conditioner/retransmitter that converts the transducer signal into a standardized output. The
process pressure usually acting upon a metallic separating diaphragm of the sensor is
transmitted to a resistance bridge usually made of a special quartz crystal.
When pressure force or acceleration is applied to the quartz crystal a charge is developed
across the crystal that is proportional to the force applied. The change in the output voltage
of the bridge is proportional to the pressure and can be measured directly. The electric signal
generated by the crystal decays rapidly.
The accessory shut-off valve, between sensor and the process, allows blocking process fluid
while removing or performing maintenance. A second valve is often added for one of two
reasons: draining of condensate in vapour service (such as steam), or, for higher accuracy
applications, to allow calibration against an external pressure source.

Pressure switches serve to energize or de-energize electrical circuits as a function of
whether the process pressure is normal or abnormal. The process pressure acting upon the
metallic separating diaphragm of the sensor is transmitted to a resistance bridge via a fluid. A
differential amplifier creates a standard signal from the pressure proportional change in
output voltage of the bridge. A comparator with an adjustable hysteresis compares this signal
with the pre-set switch point.

Cylinder pressure sensor
Cylinder pressure is used for closed loop cylinder pressure control:
cylinder balancing
over pressure protection
knock control
missfiring detection
Pressure sensor is located in the combustion chamber and mounted to same level with
cylinder head flame face.

High pressure sensors are mainly used for fuel rail pressures and control oil circuits.
Very good overpressure resistance, ideal for nominal pressures up to 2000 bar.
A special connection plug/adapter is available for the sensors, admitting sensor removal
without turning the sensor body itself. Thus the sensor cable doesn’t have to be
disconnected.

Mechanical gauges measure pressure by making use of the mechanical deformation of tubes
or diaphragms when exposed to a difference in pressure. Typically, one side of the element
is exposed to atmospheric conditions and the instrument measures the mechanical
deformation that occurs when an unknown pressure is exposed to the other side.
An accessory shut-off valve, between sensor and the process, allows blocking process fluid
while removing or performing maintenance. Two common reasons for gauge failure are pipe
vibration and water condensation, which in colder climates can freeze and damage the
gauge housing.

The displacement transducer operates according to the principle of the differential choke, i.e.
an inductive half bridge. It consists of two coils which are encapsulated in a stainless steel
cylinder. A mu-metal plunger core causes opposing changes of inductance when it is
displaced through the centre of a coils (for speed measurement) or of a cam (for fuel rack
control). These changes are converted by the integral electronic circuit into a signal
proportional to the displacement.
The sensors are made of a metal case incorporating the measuring sensor sealed in plastic.

Proximity Probes or Proximity Switches are active devices usually used where slow rpm or a
large air gap is required. This is necessary due to the large run out of the monitored gear and
the slow speeds of large engines or turning gears on turbines. These have a slower surface
speed which a MPU (magnetic pick-up) cannot detect.
Mechanical gauges measure pressure by making use of the mechanical deformation of tubes
or diaphragms when exposed to a difference in pressure. Typically, one side of the element
is exposed to atmospheric conditions and the instrument measures the mechanical
deformation that occurs when an unknown pressure is exposed to the other side.
An accessory shut-off valve, between sensor and the process, allows blocking process fluid
while removing or performing maintenance. Two common reasons for gauge failure are pipe
vibration and water condensation, which in colder climates can freeze and damage the
gauge housing.

Magnetic Pick-Up’s
Single pole, alternating current, electric generator.
Single magnet, attached to a pole piece which is wrapped with multiple layers of copper
wire.
The ferrous gear teeth and the magnet creates a path for the magnetic lines of force.
Making and breaking of the Flux Lines induces an alternating voltage into the coil around
the pole piece.
Each pulse is represented by a gear tooth passing by the Magnetic Pick-up.
The Impedance of a Magnetic Pick-up is approximately 220 ohms.

The displacement transducer operates according to the principle of the differential choke, i.e.
an inductive half bridge. It consists of two coils which are encapsulated in a stainless steel
cylinder.
A mu-metal plunger core causes opposing changes of inductance when it is displaced

through the centre of a coils (for speed measurement) or of a cam (for fuel rack control).
These changes are converted by the integral electronic circuit into a signal proportional to the
displacement.
The transducers are completely sealed to ensure positive protection against vibration, chock,
humidity, oil and corrosive matter.

Level switches are designed to monitor oil, water and similar liquids in the engine.
They operate on the principle of electrical capacitance changes arising when an electrode
surrounded by air is immersed in a liquid medium.
This capacitance change causes the electrical circuit at the sensor electrode to oscillate
(approx. 600 kHz); the resultant signal is processed in the digital control unit. The output
signal at the short-circuit proof transistor output is delayed in order to prevent false indication
when the liquid is temporarily below or above the set limit.

During normal conditions the air/fuel mixture on gas engines ignites and burns in a controlled
manner. However during special, unwanted conditions, the air/fuel mixture can self-ignite in
an uncontrolled manner creating pressure and temperature peaks in the cylinder
(=”cylinder knock”).
Operation
On account of its inertia, a mass exerts compressive forces on the piezoceramic element in
the same rhythm as the vibrations causing them. As a result of these forces, charge transfer
occurs within the ceramic element and a voltage is generated between the upper and lower
sides of the ceramic element. This voltage is tapped via contact washers, often filtered and
integrated, and is available for use as a measurement signal.

Big end bearing monitoring is carried out with one wireless temperature sensor with a
stationary antenna per bearing and one or more signal processing units per engine.

Processing unit generates a radar pulse which is transmitted to the wireless sensor via the
stationary antenna. When the wireless sensor passes the stationary antenna the radar pulse
reflected back to the unit. The shape and characteristic of the received signal is then used to
uniquely determine the temperature of sensor.
Information is communicated to UNIC or to the alarm and monitoring system, (4-20mA /

sensor, RS485 Modbus or CAN).
Unit has two adjustable potential free contacts for safety functions.

The wireless temperature sensor is mounted in the moving part with the tip close to the
bearing that is to be measured. The signal processing unit generates a low energy, high
frequency radar pulse, which is transmitted to the wireless sensor via the stationary antenna.
When the wireless sensor passes the stationary antenna the radar pulse is reflected back to
the signal-processing unit via the stationary antenna. The shape and characteristics of the
received signal is then used to uniquely determine the temperature of the sensor. This
information is then communicated to the alarm and monitoring system.

1 © Wärtsilä 22.4.2016 0-000R07CB0720B001L_01en / Turku Training Centre
Introduction
Nobody should ever alter instrument calibration. Many instruments such as voltmeters,
kilowatt meters, ammeters, and pyrometers have external calibration devices. Job-related
pressures or faulty education may induce a person to adjust the calibration of an
instrument, but the knowing operator or journeyman will not do such a thing without
having the means and knowledge to recalibrate the instrument properly and accurately.
Altering the calibrated setting of an instrument without a legitimate and comparisonable

measure is quite unethical and grossly misleading. Such a practice can result in
considerable damage to engines, generators, switchgear or transmission equipment. If
an instrument is suspected of giving an inaccurate reading, it must be reported, tested
and recalibrated if necessary. Such work must be carried out by a suitably qualified
journeyman in a properly equipped instrument repair shop.
If the calibration of an instrument is altered improperly or without authority, it is quite

probable that nobody other than the person making the alteration will know what has
happened. Thus, any subsequent reading made from that particular instrument will be
incorrect. When that is realized, all of the other alterable instruments in the plant will be
regarded with mistrust. Proper tuning and adjustment of the engine generator and
switchgear equipment will be impossible until the whole instrumentation package has
been thoroughly and expensively checked out.
Each plant should have a set of test gauges and adapters so that the true pressures can
be verified. These test instruments must not be allowed to get into general service,
because they are very costly compared with ordinary good-quality gauges.

The pressure transducer is disconnected from the pressure measurement by the shut-off
valve. The pressure calibration device is then connected to the plug for test pressure.
The requested pressure is set with the help of the calibration device.

Shut-down mechanism includes emergency stop devices: Emergency stop button (02), the
stop lever (01), on the exterior side of the end cover.
The emergency stop button (03) and stop button behind the cabinet.
Control devices directly act on the solenoid valve of the control air system. Thus the fuel
injection is cut.

The control shafts mechanically connect the injection pump control racks to the
actuator of governing system.
The movement from the control shaft, to the injection pump fuel racks, is
transferred trough the control shaft lever (03) and then to the fuel rack lever (04).
The torsion spring (05) enables the control shaft and, consequently, the other
fuel rack to be moved to a stop position. In the same way the other torsion spring
enables the control shaft to be moved towards fuel-on position.
l

The actuator (01) is used to control the engine speed and thus enable the
engine to respond to changing load requirements.
Inside the support of the governor drive(02) there are some gears that transfer
the motion of the camshaft (engine speed) to the governor.
The spring-loaded rod (06), levers and link bars (03) connected to the actuator
are part of the governing arrangement; they are the prime movers of the control
shaft assembly.
The booster servomotor (05) supplies pressurized oil to the actuator at the
moment the engine is started.

The actuator(01) control the engine speed, which varies according to injection
pump control rack (05) position.
The control rack moves accordingly the levers and spring loaded rod (06)
connected to the actuator. The actuator controls the quantity injection pumps.

The actuator controls engine speed by regulating the amount of fuel supplied to
the prime mover. Speed control can be isochronous (the governor maintains a
constant steady state speed, within the capacity of the unit, regardless of load),
or with droop (speed decreases as load increases).

Tandem boosters have two cylinders and tree oil outlets: one is unrestricted,
and two are restricted by an adjustable needle valve. Outlet 1 (unrestricted) is
connected directly to the governor's oil pressure system. Outlet 2 (restricted)
can be used to pressurize the speed setting servo, which compresses the
speeder spring of PGA governors equipped with any shutdown feature. Outlet 3
(restricted) can be connected to a point directly under the power piston and
needle valve enables controlling the rate at which the power piston moves.
A tandem booster servomotor supplies pressurized oil to mechanical-hydraulic

governors at the instant starting air reaches the engine. This instant oil pressure
eliminates the time required for the rotary gear pump in the governor to build up
enough oil pressure to move the linkage. This produces a faster start, which
conserves starting air.

First phase of operation
When compressed air enters the booster,

the piston moves up, forcing oil through the outlets to the pressurized oil system of
the governor.
The power piston of the governor moves to increase fuel.
The check valves in the oil inlet prevents oil from flowing from the booster back to
the sump in the governor.

Second phase of operation
When starting air is removed, the booster is vented to atmosphere through the
starting-air valve in the air line the booster. Spring force returns the booster's
pistons to the original position. Oil stops flowing out of the booster.
Reduced pressure in the booster causes sump oil to flow back into the booster. The
booster is ready to start again.
Check valves in the oil outlets prevent oil from flowing back through the oil outlets
into the booster.

A mechanical over speed trip device provides a stop function for the speed
governor by which the engine can be stopped remotely. The mechanical over
speed trip device’s function bases on the centrifugal forces developed by the
engine which actuates the lever moving forcing the shaft to stop position. It can
be also tripped by manually.

The trip mechanism is fastened to the camshaft end. Increasing engine speed
causes increasing centrifugal force on the trip mechanism and exceeds the force
of the spring at the set trip speed. Function moves the weight outwards forcing
the hasp to turn which releases the spindle from the working spring’s dominating
spring force. Function also releases the lever which activates the pneumatic
valve causing air pressure flowing to cylinder providing the piston to move as
quickly as possible.

The actuator is driven by a separate drive unit, which, in turn, is driven by the
camshaft through intermediate gear (01) and helical gears (02) and (08).
The actuator is fastened to governor drive and connected to the vertical drive
shaft through a serrated connection sleeve (10).

Starting and slow turning 3/2 solenoid valves controls function of main starting
valve with slow turning. Control air circuit is different as the starting air supply
and flows through the air container. The valves are electronically controlled but
manually operation is possible through a button over the valves.
Slow turning engine function is automatically activated when the engine has
been
stopped for more than 30 minutes: the engine makes a pair of revolutions before
starting function is activated.

The pneumatic cylinders are controlled by two of 3/2 way control valves (01) (
02)
connected to the air container, which is situated end cover casting. The valves
are electronically controlled but manually operation is possible through a button
over the valves.

The pneumatic stop cylinders are electronically controlled by the stop button.
When 3/2 control valves are activated, let the air flow through the air block to the
pneumatic stop cylinders on the injection pumps.
.

The external booster for actuator (starting booster) increases the oil pressure inside
the actuator during the start, which speeds up the start and conserves starting
air.
The booster unit is positioned lower than the actuator to prevent the air from getting
trapped in the booster and the oil lines.

The blocking valves are situated on turning device, and are part of it. The valves
are connected to the main starting valve with slow turning and starting air control
circuits.
The blocking valves prevent slow turning and starting of the engine in case the
turning device is engaged to flywheel.

The working air is directly supplied to gas venting valve.
The control air to gas venting valve is supplied
directly to solenoid valve, situated at the valve actuator.
Solenoid valve controls the movement of open and closed position of the valve.

The working air is directly supplied to Waste gate valve.
The control air signal to positioner of waste gate valve is supplied from the I/P
converter. The control signal controls the movement of the valve between closed
valve and fully open valve.

Oil mist detection system protects the engine against serious damages
originating from main bearing shells or piston components (eg. bearing shells,
gudgeon pin) overheating.
The atmosphere of the crankcase is continuously drawn out by means of a
labyrinth cup and directed through an optical opacity measuring track. In this
measuring track the opacity of the drawn crankcase atmosphere is determined
by means of infrared light.

1 © Wärtsilä 22.4.2016 W50DF-L00R07CB0726D001L_02en / Turku Training Centre
Abbreviations
CAC Charge Air Cooler

LOC Lubricating Oil Cooler
TC Turbo Charger
HT High Temperature
LT Low Temperature

1 © Wärtsilä 22.4.2016 W50DF-000R07CB0803D001L_01en / Turku Training Centre
System architecture of UNIC C3 for EFIC engines
Gas engine with integrated engine management system for all engine related monitoring
& control (waste-gate, by-pass, thermostats, torsional vibration monitoring, T/C-cleaning
etc).
Management system with electronic combustion control, EFIC.
Complete fuel injection / combustion control.
Integrated speed / load governing.
Integrated data acquisition & processing - including alarm, load reduction, safety
handling etc.
Bus link(s) and reduced hardwired interface to plant systems.
Complete local monitoring & diagnostic features, independent of plant systems.

The engine control system is designed to:
Achieve the highest possible reliability, with modules components, e.g. sensors,
designed specifically for the on-engine environment,
Reduce cabling on and around the engine, with a clear point of interconnection and a
standardized interface, and
Provide high performance with optimized and pre-tested controls.

The Local Control Panel (LCP) is located on the front side of the engine. The
cabinet itself is resiliently mounted by means of rubber-type vibration dampers.
This cabinet is the operator’s local interface when performing starts & stops at
the engine, and when viewing engine measurements.
System components
Display unit (01), graphic display with number of information pages.
Display unit (02), combined meter for engine and turbocharger speed, and hour
counter. Bar graph type meter for lubricating oil pressure and HT cooling water
temperature.
The control panel (03) includes buttons and switches for local control of the
engine.
Emergency stop button (04).
Switch for speed/load control (05). Normal if the speed/load control is handled
from bridge/engine control room. Emergency when communication with
bridge/engine control room is down and speed/load control is handled from local
control panel on engine.
Switch for increase/decrease engine speed (06) when speed/load control is
handled from local control panel on engine.

The LDU is connected to the main control module over the CAN bus, over which it
receives all data to be displayed. The graphic display has a number of different pages
(menus), and integrated key buttons for activation of these pages.
Typical information showed on the LDU pages is:

General system layout
Logical name of sensor
Readings
Abnormal values (inverted)
Bar graphs
Various status information (modes etc.)

The WIP-1x is a display unit which comprises a number of system independent
measurements. These measurements and readings constitute the most important local
information on the engine.

Main controller/speed governor (MCM)
Handles all strategic control functions (such as start/stop sequencing and speed control)
of the engine.
The MCM is a versatile, configurable microprocessor based control- and data
acquisition module. It has a variety of analogue and digital measuring channels, as well
as a number of analogue and binary outputs.
Controller also contains modules e.g.:
Sensor monitoring and alarm generation
Overall engine management
Diagnostics
Safety in general
Speed measurement
Torsional vibration monitoring
Interface for 3rd party CANopen devices

Engine safety module (ESM)
The ESM is an electronic control unit especially developed for the purpose of
fundamental safety and speed measuring functions on Wärtsilä 4-stroke engines. The
functionality covers all present engine applications and the unit is a basic building block
for future system development.
The ESM module is largely redundant, based on multiple microcontrollers and Field-
programmable gate array (FPGA) logic and built to meet the stringest safety
requirements. The module is designed to be used both in a stand-alone fashion as well
as in combination with UNIC, the embedded engine management system.

Input/Output module (IOM-10)
The I/O unit is used for data acquisition of analogue/binary/frequency signals, but also
for control, such as waste-gate control, by-pass control and LT/HT-water thermostat
valve control.
The module itself contains diagnostic features on internal system integrity as well as
advanced I/O checks based on signal processing, like open/short circuit detection and
sensor diagnostics.

Cylinder control module (CCM-20)
The module processes locally functions related to fuel injection control and cylinder-
specific measurements. The cylinder control module handles the injection control of 1-3
cylinders and can be used as backup-controller up to 3 other cylinders. The module
calculates the relevant injection duration and injection timing based on references sent
over CAN from the main control module.
This is a versatile, configurable microprocessor based control- and data acquisition
module. It has a number of analogue measuring channels, as well as analogue signal-
and drive outputs. It communicates over CAN with other modules.
Module features:
Diagnostics
Safety
Position and speed measurement
Torsional vibration monitoring
Ignition control in SG engines (driving WCD)
CR pressure control
Speed governor in limp mode

The amount of pilot fuel injected is electronically controlled by the cylinder controller
modules, which are actuating high-energy solenoid valves integrated in the pilot fuel
injectors.

The gas admission valve is an electrically actuated valve for in-manifold (port) fuel
admission. The valve is designed for use on four-cycle, turbocharged, natural gas or
dual-fuel engines.

PWM control
The reason for using a higher current level (“pull-in current”) at the beginning of the
injection, is to ensure a very fast and cycle-to-cycle consistent opening of the valve. The
lower current (“hold-in current”) is switched on as soon as the valve has opened, and
this lower current (and energy) level will reduce the heat development in the cylinder
control module drive circuitry and the solenoid valve.

Power distribution module (PDM-20)
Purpose of the module is used to distribute the power supply to all electronic equipment
on the engine. The module handles filtering of the power supplies, protection against
over-voltage and voltage transients and monitoring of earth faults. PDM is supplied with
two supplies which are redundant.

Power distribution module (PDM-20)
Internal connections of power module
LED indications are provided for the input supply voltages, for the fuses and for earth
fault monitoring.
Input voltages are monitored and if the supply voltage drops below 18VDC, the PDM
alarm output is activated. The LED indication corresponding to the input with the low
voltage is then turned off.
Each fuse has an individual (green) LED. The LED will turn off if the fuse has blown.
An earth fault is indicated with LED indications, positive line failure and negative line
failure separately. The earth fault detection alarm level is adjustable between 3 k – 300
k with a 10-step rotational switch. The earth fault detection can also be turned off with
this switch. A time delay for the activation of the earth fault is selectable between 0 –128
seconds with a 9-step rotational switch.
The PDM has the following failure outputs:

1 x potential free output for general failure
1 x potential free output for earth fault
The failure outputs are open when active, meaning that total power failure also will
result in an alarm.

Cabling and Wärtsilä Terminal Box (WTB)
Electronic modules which are distributed on the engine, are mounted in specially
designed Wärtsilä terminal boxes.
These enclosures are used to facilitate all interconnections on the engine, i.e. they are
acting as an interface between the control modules and their peripheral devices.

Waste-gate control
On gas engines the waste-gate is used for control i.e. air/fuel ratio control. When the
engine’s generator breaker is closed, the charge air reference is taken from an engine
speed and engine load dependent 16x8 reference table. This derived reference is
compensated for receiver pressure and air humidity.
The charge air pressure control is based on a PID-controller, which compares the
measured pressure with the derived pressure reference. If the charge air pressure
sensor fails, the system will switch to average exhaust gas temp control. In this case the
reference is taken from an engine speed and engine load dependent 8x8 reference
table offseted by a manual offset and a speed dependent vector.

Waste-gate control
On diesel engines the waste-gate valve is used to limit the maximum charge air
pressure on high engine load
The charge air pressure control is based on a PID-controller, which compares the
measured pressure with the derived pressure reference. If the charge air pressure
sensor fails, the system will switch to average exhaust gas temp control. In this case the
reference is taken from an engine speed and engine load dependent 8x8 reference
table offseted by a manual offset and a speed dependent vector.

Air by-pass valve control
The air by-pass valve is used to improve performance at low engine speed/load.
The by-pass valve is controlled between open and closed according to the charge air
pressure and the engine speed. The charge air pressure must be over a pre-defined
limit before the by-pass valve is opened to prevent air/exhaust flow in the wrong
direction. After this the engine speed must be inside a pre-defined window and an upper
charge air limit to be controlled open.
A configurable hysteresis is used to avoid constant by-pass transitions. The change of
the air by-pass control output from low to high and vice versa is also delayed with
delays.

Gas feed system
The gas supplied to the engine passes at first an external compact gas ramp (CGR).
This unit consists of a particle filter, temperature/pressure sensors, a pressure
regulating valves, safety (shutoff) valves and ventilation valves.
Correct fuel gas flow is adjusted by controlling the fuel gas pressure and duration of the
main gas valves at the engine. Gas pressure is controlled by UNIC based on charge air
pressure. The fuel gas pressure is always higher than the charge air pressure.
The engine control system gives a 4…20 mA control signal that corresponds to the
position of the control valves.
During engine start & stop, the sequenced control of the safety and ventilation valves is
communicated between UNIC and the engine-external system. This communication
also includes a valve leakage test, performed at same time with the exhaust gas
ventilation when engine is stopped. The test is valid for x hours thus the starting process
is faster.

Cylinder control and measurements
An even gas admission duration setting for all gas admission valves will not result in
exactly the same gas quantity in all cylinders, due to the geometry of the engine and
due to some variations in the gas valve performance and charge air pressure and
temperature. The cylinder balancing control will provide compensation for this slight
disparity.

Cylinder control and measurements
The cylinder peak pressure is measured in every cycle from the pressure measuring
signal. The peak pressures are controlled by Pmax control.
From same measurement value the pressure waves are separated and from these
values the cylinder knocking level is concluded. This level is controlled by knock control.
The same measurement value is used as well in the cylinder output balancing control.
With this function the cylinder peak pressures between cylinders are attended to keep at
the same level.
One cylinder wise pressure sensor fail is enough to switchover from the closed loop
control to adaptive light knock control/exhaust gas temperature control.
The engine derate when the closed loop control switches off, thus when running with
adaptive light knock control/exhaust gas temperature control it is not possible to get full
power out from the engine.
Switchover back to closed loop control from the adaptive light knock control/exhaust gas
temperature control does not happen automatically. Engine stop and resetting all fail
signals is mandatory. After these the engine can be started with closed loop control.

Pmax control
While running with cylinder pressure based closed loop control the exhaust temperature
balancing and the adaptive light knock balancing is replaced by a Pmax based
balancing.
If in cylinder pressure based control occur a problem the system switches to
exhaust/knock balancing control regardless of the engine load. One cylinder pressure
sensor fail is enough for switch. This will cause automatic load reduction.
The switch back from exhaust/knock balancing control to cylinder pressure based
control is not possible without shutting down the engine.

Both sensors are measuring knocking simultaneously. The accelerometers are used as
protection if a cylinder pressure sensor fails.

Knock control
Until a cylinder pressure sensor fails the cylinder pressure based knock measurement is
the primary source. The accelerometer based knock measurement is used as backup.
This means that the accelerometer based knock is constantly measured, but the
knock control strategy is based on the knock readings from the cylinder pressure
sensor. If heavy knock is detected by the accelerometers the safety precautions
are still valid.
If a cylinder pressure sensor fails the system switches over to the adaptive light knock
control based on the knock values from the accelerometers. If heavy knock is detected
by the cylinder pressure sensor based knock also here the safety precautions are still
valid (if the sensor is OK).

Cylinder output balancing
The cylinder output balancing is trying to keep the cylinder wise Pmax value (average of
10cycles) within x bar of the engine Pmax average value (all cylinders 10 cycle
average).
The allowed deviation is load dependent and is divided into “small cylinder balancing”
and “large cylinder balancing”. The “small cylinder balancing” adjusts the MFI duration
offsets for small deviations. The “large cylinder balancing” adjusts for more than 40 bar
deviations, e.g. acts as a wake-up function.
No balancing is made for a certain cylinder if the cylinder is close to knocking (average
knock value for 10 latest cycles above the “Limit for setting engine into no-knock state”).

Exhaust gas balancing
The cylinder control module compares cylinder’s exhaust gas temperature with the
average exhaust gas temperature of the entire engine, and adjusts the opening duration
of the individual gas valve with an offset in order to minimise the deviation.
There are limitations for the maximum adjustment in order to prevent that possible
component failures cause a too rich or too lean gas/air mixture.

Adaptive light knock control
Light knock in any cylinder will immediately result a ignition timing retarding in that
specific cylinder. When the situation normalises in the cylinder ignition timing will slowly
be restored to the original setting. This process is continuous and keeps the cylinders
slightly out of knocking conditions.
In case the ignition timing change have been done several times inside given time
window without permanent result to keep cylinder out of light knocking, slight permanent
reduction of gas injection is done for that cylinder. If light knock control is deactivated
this setup will be stored to memory. Stored setup is restored in case light knock control
is reactivated. In order to maintain the same engine load level, the speed/load controller
will automatically increase the gas admission into other cylinders.

If the engine has been started to operate in backup operating mode, it is not possible to
perform a transfer to gas operating mode, because the pilot injector check was not
performed during the start sequence, or has been disabled during engine operation.
A transfer from diesel- to gas mode is only possible, after the reason for the trip has
been cleared and a reset performed.
Transfers
Manually by the operator from
The UCP
The PMS
The WOIS, admin level
Automatically from the PMS
From diesel operating mode to gas operating mode
Load < 80%
~ 2 minutes
≥ 30 minutes MDO operation after HFO usage
From gas operating mode to diesel operating mode
Within 1 second
Fuel Trips
A safety action
Automatically by WECS8000
At any load
Gas trips requires trip-reset, to return to gas operating mode
Pilot trips requires trip-reset and restart of the engine, to return to gas operating
mode or diesel operating mode
Restart required since a combustion check is needed to ensure that the pilot
injection works properly
Trips can be reseted, after the fault has been checked and corrected, from the
46 © Wärtsilä engine, UCP orW50DF-000R07CB0803D001L_01en
22.4.2016 from WOIS / Turku Training Centre
Transfers
The UCP
The PMS
The WOIS, admin level
Load < 80%
~ 2 minutes
≥ 30 minutes MDO operation after HFO usage
Within 1 second

The actual transfer from liquid fuel to gas is consuming a certain time, while the trip from
gas to liquid fuel is instant. There is a configurable overlap of the both fuel types during
the trip, to allow the fuel rack to move towards desired position.
When transfer from liquid fuel to gas fuel the load should be in scale 30-80%, i.e. the
liquid fuel actuator adjusts the control shaft so that the engine is in under 80% load.
The trip from gas fuel to liquid fuel can be done in any load.

The engine speed is measured, based on the signal from two speed sensors. Both speed
sensors are connected directly to the main control module (MCM-11), where the speed
calculation is carried out in.
For injection timing processing, the cylinder control modules (CCM-20) need accurate
information about the engine speed and engine angular position. Therefore the engine
speed- and phase signals are connected to each cylinder control module, for this
calculation. These signals are hard-wired to each module, i.e. not transferred as data over
CAN.
For redundancy reasons two speed sensors and two phase sensors are connected to
each cylinder control module.

As UNIC must detect the accurate engine angular position, one missing hole is arranged
in both speed sensing hole-peripheries on the flywheel, i.e. the pulse train will contain one
missing pulse for each engine revolution. The angular locations of the missing holes are
such, that the end-edge (= positive electrical flank) of the hole coming after the missing
hole, is accurately at TDC (Top Dead Centre) of cylinder (A)1. The speed sensors use
separate holes, but the holes are “in parallel”, thus the phase difference between the two
signals is negligible. The number of holes is 120 minus the missing one, i.e. 120 – 1.

The sensing gap for these engine speed sensors has to be 2,0 mm ± 0,5 mm. The speed
signal pulse train from the two speed sensors is shown in in picture. This signal is
connected to all cylinder control modules, as well as to the main control module. The main
control module however, has no use of the TDC information, only the speed level.

As the engines controlled by UNIC are 4-stroke engines, the crankshaft and thereby
flywheel will make two revolutions for one complete engine cycle. To detect which TDC
marker signal (missing pulse) belongs to the working phase of cylinder A(1), also engine
phase detection is needed. Two phase sensors are provided of redundancy reasons.
These sensors are mounted at the driving end of the camshaft of the engine. These
sensors are PNP-type proximity switches.
The phase sensors are detecting the “phase” of the engine by means of detecting the
position of a “half-moon” disc, attached to the driving end of the camshaft. This disc is
mounted in such a way, that a positive edge (signal going high) will occur 180° BTDC of
cyl. (A)1, and will remain high until 180° ATDC for the same cylinder. Based on whether
the phase signal is high (24 VDC) or low (0 VDC) when the missing pulse comes, UNIC
can exclude the false missing pulse. Only the missing transition coming while the phase
signal is high, is in UNIC defined as true.

For injection timing processing, the cylinder control modules (CCM-20) need accurate
information about the engine speed and engine angular position. Therefore the engine
speed- and phase signals are connected to each cylinder control module, for this
calculation. These signals are hard-wired to each module, i.e. not transferred as data over
CAN.
For redundancy reasons two speed sensors and two phase sensors are connected to
each cylinder control module.

In the main control module the speed information communicated over the CAN network is
not based on the speed pickup information. In the cylinder control module the accurate
information from the speed pickups is missing and therefore can not provide information
for timing of the injections.
Normal speed measurement and normal injection timing is restored if the speed sensor
failure is only temporary. When switching back to normal speed calculation and normal
injection timing the position of the flywheel need to be known.
In case the virtual flywheel is activated thus the engine speed is calculated from the phase
sensors at the camshaft. If there is some discrepancy between the length of the phase
high and the phase low signals, i.e. the phase high signal does not correspond exactly to
360 crank angle degrees, it is however certain that the rotational angle between two
consecutive positive phase flanks of the phase signal corresponds to exactly 720 CA
degrees (Crank Angle).

Main controller/speed governor (MCM-11)
Handles all strategic control functions (such as start/stop sequencing and speed control)
of the engine.
The MCM-11 is a versatile, configurable microprocessor based control- and data
acquisition module. It has a variety of analogue and digital measuring channels, as well as
a number of analogue and binary outputs.
Speed controller
The main task of the MCM module is acting as the speed/load controller for the engine.
The speed controller functionality is fully embedded in the module, and optimised to suit
Wärtsilä power plant engines as well as ship genset- and main engine applications.
Speed controller parameters are verified and if necessary changed at the test run facilities
at the engine maker.

Main controller/speed governor (MCM-11)
Speed control, general
In the speed control algorithm the speed reference is compared with the measured engine
speed. The difference between these signals constitutes the input to a PID-controller.
The regulation output of the MCM controller will accordingly change, to sustain the
reference level. This PID controller output is the global MFI (Main Fuel Injection) demand
signal, which then is transformed into cylinder-specific injection signals in the CCM’s.
Dynamics
The PID-controller uses different sets of dynamic parameters for operation under
acceleration, under no-load conditions and under loading conditions, to obtain optimal
stability at all times. The PID settings are speed dependent for start acceleration and for
open circuit breaker/clutch conditions, and load/speed dependent when the engine is
loaded.
Limiters
Three fuel limiters are available:
A start fuel limiter is active during the engine start, up to a rotational speed level of 20 rpm
below rated speed.
A charge air pressure limiter (8-point map) is used to reduce overfuelling and black smoke
at load steps at low engine load levels.
A load dependent fuel limiter is used to set an envelope of the max. fuelling at various
engine loads.

Engine safety module (ESM)
The ESM is an electronic control unit especially developed for the purpose of fundamental
safety and speed measuring functions on Wärtsilä 4-stroke engines. The functionality
covers all present engine applications and the unit is a basic building block for future
system development.
The ESM module is largely redundant, based on multiple microcontrollers and Field-
programmable gate array (FPGA) logic and built to meet the stringest safety
requirements. The module is designed to be used both in a stand-alone fashion as well as
in combination with UNIC, the embedded engine management system.

Used for what?
Speed switch 1 - engine running information.
Speed switch 2-4 – e.g. AVR activation.

Used for what?
e.g. clutch-in permission.

Engines
ENGINE START, STOP AND OPERATION
© Wärtsilä
Transfers
The LCP (Local Control Panel)
The PMS (Power Management System)
The WOIS, admin level (Wärtsilä Operator’s Interface System)
Happens instantly
Enabled below certain load
Gas ramp leak test will be performed before transfer
If the engine is operated on HFO, operate 30 minutes on LFO before gas
request.
Fuel Trips
Safety actions
Automatically performed by engine control system
May take place at any load
When the fault has been checked and corrected, the trips can be reset from the
engine LCP or WOIS.
Gas trip
Requires trip-reset to return to gas operating mode
Pilot trip
Requires trip-reset and restart of the engine to return to gas operating mode
or
diesel operating mode
The restart is required because a combustion check is needed to ensure
that the pilot injection works properly

Starting the engine with gas is normally blocked in the control system.
Installation-specific exceptions may have been made of this rule for special reasons.

Before the start command is executed after pushing the start button, engine PLC performs:
Gas system tightness check (Gas leak test)
(Takes place, if the time from last stop exceeds the preset time that the tightness
check is valid.)
After the start command is received the engine control system performs:
Start system activation
Slow turning
Every failed slow turning must be handled seriously as it may mean water in
cylinder. First try to turn the engine with turning gear and then blow the engine
having the engine mode selector switch in “Blow” position.
Engine ventilation (gas pipes on engine filled with gas, air removed)
NOTE!
Re-start of the engine is possible after the ventilation sequence of the exhaust system is
finished. The exhaust system is equipped with automatic ventilation and it will stay open for
about 5 minutes after stop. During this time the start will be blocked.

This will depend on the control and monitoring system that has been installed. Refer to the
operating instructions for the automatic control system.

Main features of UNIC C3:
Complete safety
Complete local monitoring
Speed/load control
Complete engine control
Alarm handling
Full diagnostics & integrated test routines
Bus interface
EFIC (CR & gas), including cylinder balancing
It depends on the installation, which of these features have been activated.

Other features will be found in PLC.
Start solenoid will be active for 10 s or until the engine has reached the pre-set speed.
Start failure is activated if the engine has not reached 300 rpm in 20 seconds.
The start failure will be automatically reset after another 10 seconds. During this time the
start is blocked.
All parameters are adjustable.

Note, that all start block signals are not shown on ESM. Some start blocks are generated by
MCM and only displayed on LDU or WOIS control panel.
ESM = Engine safety module

MCM = Main control module
LDU = Local display unit
WOIS = Wärtsilä operator's interface system

1. Start command
Gas leak test. If the engine is started in gas operating mode, the gas regulating unit
is tested for leaks by the engine external system.
2. Slow turning
(Slow turning function is activated if the engine has been stopped for at least 30
minutes. The engine turns two revolutions in max. two minutes.)
3. Engine start
Engine ventilated (rotated without any fuel admitted)
4. At separately pre-adjusted engine speeds:
the pilot fuel injection enabled
pilot fuel pump activated (if electric driven)
pilot fuel pressure control activated
starting air disengaged
5. Pilot combustion check finished
Gas admission started
Gas pressure checked.
Engine speed raised to nominal
6. Start fuel limitation switched to Run fuel limitation
“Engine ready to synchronize”-signal activated

System components
02 Flame arrester
12 Air container
14 Pneumatic stop cylinder
26 Stop valve
28 Bursting disc
37 Mechanical overspeed trip device
38 Closing valve

System components
12 Air container
Connections
301 Starting air inlet
302 Control air inlet

System components
02 Flame arrester
12 Air container
28 Bursting disc
Connections

System components
02 Flame arrester
12 Air container
28 Bursting disc
Connections

Automatic stop:
The stopping initiative comes from the automatic system due to an abnormal engine
condition or exceeding of safety limit
Emergency stop:
The emergency stop button is pressed
The emergency stop initiative comes from the automation system due to a seriously
abnormal engine condition or exceeding of safety limit
(E.g. overspeed, overload. Refer to safety documentation)
Can be local or remote

Keeping the oil flowing after stop ensures that heat is removed evenly from the engine and
turbocharger and lubrication is maintained to the turbocharger bearings.

Keeping the oil flowing after stop ensures that heat is removed evenly from the engine and
turbocharger and lubrication is maintained to the turbocharger bearings.

If the system is not in emergency mode, a shutdown request will cause the engine mode
change to shutdown mode.
The shutdown control task will perform the following sequence of actions in order to stop the
engine:
The stop relay in the MCM will be activated. The gas ramp will then close the gas supply
to the engine.
The inlet gas pressure control will be disabled.
The gas injection will be switched off.
In case of a normal stop caused by the operator, the mode controller will change to stop
mode.
If the shutdown was caused by an abnormal engine condition the engine will remain in
shutdown mode until the cause has been removed and the system is reset.

1. Stop request
2. Engine load 0%
Circuit braker opens
3. Entering to shutdown mode

Fuel/gas demand to zero
4. Pilot system disabled

When the engine speed goes under this set point, the pilot system is disabled.
5. Stop mode activated

In case of a normal stop caused by the operator, the mode controller will change to stop
mode.
A Unloading time
Depending on installation specific settings
B Idling before stopping

Depending on installation specific settings
After stop:
Ventilation of exhaust system
Gas system tightness check

An emergency stop request can be activated from one of the emergency stop pushbuttons or
from the automation system.
An emergency stop request makes the engine mode controller change to emergency mode.
The emergency control task will perform the following sequence of actions:
The stop relay in the MCM will be activated. The gas ramp will then close the gas supply
to the engine.
Inlet gas pressure control and gas injection system will be de-activated.
Power to the drivers for the gas injection valves will be switched off.
When the engine speed is 0 rpm and the system is reset the drivers are powered again.
To go to stop mode the cause of the emergency request has to be removed and the system
has to be reset by the operator.

Turning the crankshaft into a new position reduces the risk of corrosion on journals and
bearings when the engine is exposed to vibrations. This also ensures the bearings and valves
remain free to move.

When the pressure drop over the filters increases, the gas feed pressure to the engine may
become too low and the output of the engine must be decreased.
Too high of a pressure drop may also result in deformation of filter cartridges.

Pressure drop over lubricating oil filter
Too large pressure drop indicates clogged candles, which results in reduced oil filtration
when the by-pass valve is open. Reduced oil filtration results in increased wear.
Clean or change filter candles if high pressure drop is indicated.

Condensation in charge air coolers
Example:
If the ambient air temperature is 35 °C and the relative humidity (f) is 80 %, the water
content in the air can be read from the diagram: (0,029 kg water/kg dry air).
If the charge air manifold pressure (receiver pressure) under these conditions is 2,5 bar,
i.e. absolute air pressure (P) in the manifold is about 3,5 bar (ambient + charge air
manifold pressure), the dew point will be 55 °C (from diagram).
If the charge air temperature in the air manifold is only 45 °C, the air can only contain
0,018 kg water/kg dry air (from diagram).
The difference, 0,011 kg/kg (0,029-0,018) will appear as condensed water.

The Wärtsilä Automated Turbocharger Wash unit is a fully-automated cleaning system which
eliminates the need for manual timing of the cleaning sequence, and the manual opening
and closing of valves.
Depending on the installation, the whole cleaning sequence is controlled from

the control panel of the operator’s interface system (WOIS) or
a touch screen mounted on the cleaning system control unit

During the normal operation a small charge air blow is led to the turbine water cleaning
system through air pipeline from the engine and connection on the Automatic TC Wash unit.
The blow keeps the pipes clean from flue gases.
One valve unit needed for each engine.

Test kit
Test interval during the setting stage: One week.
The additive concentration may decrease quite rapidly, especially short after the
initial dosing of a new or thoroughly cleaned system.
Test interval after the setting stage: 2-4 weeks.
When the properties of the cooling water are found to be stabilized the analysis
interval may, under normal conditions, gradually be prolonged.

To ensure safe engine operation, frequent oil analysis at 500 – 1000 operating hours
intervals are recommended also after the first year of operation.
Change lubricating oil if the oil analysis results are not within the limits set by the engine
manufacturer.
Regardless of the analysis results, the oil should be changed in connection with every
piston overhaul, or every fourth year (every sixth year if the engine is in operation less
than 100 hours per year), whichever comes first.

Running-in programme after renewing piston rings, pistons or cylinder liners and after
honing cylinder liners
01 Stop. Check big end bearing temperatures.

02 End of running-in programme. The engine may be put to normal mode.

Engines
OPERATION SUPPORT TOOLS
© Wärtsilä
The Spare Parts Catalogue is individually collated and specific for the installation and
engine number(s) stated in the flyleaf of this catalogue.
When compiling this Spare Parts Catalogue the demands for interchangeability
as well as former experiences of adaptability have been considered. Simple
components are normally supplied as complete units. However, details exposed to
wear may be supplied separately.
The customer will get information about prospective modifications and changes in the
specifications when needed through the Service Bulletins. When modifications are
made into the engine by the customer, the nearest Wärtsilä Service Office must
always be informed about the changes in order to update the spare parts database etc.,
see section 5, Updating of the Spare Parts Catalogue.
Regarding spare parts for some of the sub suppliers components, e.g. governor, we
refer to lists in the special instructions enclosed the documentation set. Tools needed
for repair or maintenance of the engine and special equipment are to be found in the
Instruction Manual for this engine.
Concerning the terminology used, see installation specific Instruction Manual.

Wärtsilä is continuously developing the products and reserves all rights to make
technical changes and modifications without any notification in advance.

A section can contain one or several pages, which are numbered 1, 2, 3 etc. The section number
is located on the right side of the headline. A section number is build up of a three digit main
group number and a two to four digit running number, e.g. 100-0002.
For a specific engine the section numbers will not be consecutive.
NOTE!
The format and location of the section number, page number and edition may vary in older
sections between different engine types due to modification of the layout and content.

The upper part of the page is used for the illustration showing a detailed picture of the parts and
the lower part of the page is used for the list of spare parts in the illustration.
The spare parts section can consist of single parts, assembly units and spare parts kits and/ or
sealing sets. If spare parts kits and/ or sealing sets are available, they are normally enclosed as
the last page in a section, please note that normally the parts within these are not sold
separately.
NOTE!
The Remarks/ Notes on the spare parts page indicate if the Part No. can be ordered separately
or is included in a spare parts kit only.
The part numbers can appear on three different levels. The following, indented sub level
indicates that the spare parts is included in the previous part number of higher level. In other
words, when there is a frame (15) around a group of parts, it indicates that all the parts with the
part number inside the frame (Sub level) can be ordered by a single part number (Highest level).
This number will point to the frame, see figure on page 4.
Alternative constructions (e.g. older version) may be described in the same section marked with
“Alternative design”.

Some sections include references to other sections, e.g. See Section 181- (to which the section
in question is related) where connected parts or assemblies can be found.
The development process may bring improvements causing modifications and changes to the
engine. If the validity of the assembly units as spare parts does not change there is not
necessarily any need for a new spare parts section.
If the number of the pages of a section is uneven, the last page is blank (left hand page). It
includes e.g. the following text “This page is intentionally left blank”.

9. Illustration and enframed sketch The upper part of the page is reserved for the illustration
showing a detailed picture of the parts. An enframed sketch in the upper right corner shows the
position of the
illustration in relation to the entire engine or the system.
The illustrations are shown with part numbers indicating the position of each part. On the
following page within the same section, there is normally an exploded view of the same parts or
additional information regarding the section.

1. Qty = Quantity
NOTE!
The number of pieces only indicates the necessary quantity for the shown
assembly, not for the entire engine.
Total quantity of a certain part is sometimes given in a table at the end of the section.
NOTE!
These numbers do not represent the quantity delivered as the quantity must be
specified when placing an order.
Thin pipes (Ø 10 mm or thinner) and most of the electric cables may all be found
under the same part number. This is due to the fact that these are delivered unbounded
as metric goods. Even in these cases the quantity is “pcs” in the Spare Parts Catalogue. We
recommend you to mention the length in meters when ordering. The quantity information can be
missing in some sections.
2. Part No. = Part Number

The Part Numbers are normally in ascending order. The Part Number alone is not sufficient when
ordering spare parts. In addition the engine number and the engine type must be related to the
order.
14. Wt. = Weight

The weight information can be found in the part list only, if this information has been available
and for parts with a weight exceeding 0.1kg (100g). The weight information is missing in older
sections.

When ordering special equipment or some other part not included in this catalogue or in the
Instruction Manual, please give the manufacturer’s type designation and the serial number of the
part. In case such an indication is missing, the part should be described as clearly as possible or,
preferably, a sketch should accompany the order.
Addresses as well as our telephone numbers are given on the appendix called “Any time” at the
beginning of this catalogue and in our website www.wartsila.com.

Engines
PROPERTIES & CONCLUSIONS
© Wärtsilä
Engines
ATTACHMENTS
© Wärtsilä
1 © Wärtsilä 22.4.2016 0-000R02NC0605B001L_02en / Turku Training Centre
All displayed measurements are read through Modbus TCP from the UNIC C2/C3 systems
(analogue signals on UNIC C1).
The ATW panel PLC provides one (1) digital output common alarm signal to the ship’s alarm
system.

MCR = Micro Carbon Residue

Before: readings at normal output before washing
After: readings after at least 1 hour at normal output


Engine W50DF Operation Advanced

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Engine W50DF Operation Advanced

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ENGINE W50DF OPERATION ADVANCED

Wärtsilä Land & Sea Academy

Manual type Hand-out

Engine W50DF Operation Advanced

Tri-F, TCFE, UNIC C3, SP

Wärtsilä Finland Oy, Services

 Fuel, lubricating oil and cooling water requirements and treatment

00.5.1 Use of symbols v2

00.5.2 General identified hazards v2

Identified hazard, hazardous situation Concerned Protection and Notes

Identified general hazards for gas installations are:

00.5.3 Hazards due to moving parts v1

00.5.4 Hazards due to incorrect operating conditions v1

● Overspeed or explosion due to air-gas mixture in the charge air

00.5.5 Hazards due to leakage, breakdown or improper

● A fuel pipe bursting and spraying fuel.

00.5.6 Electrical hazards v2

● Fire or sparks due to damage or short circuit in electrical equipment

00.5.7 Other hazards v2

● Slipping, tripping or falling

00.6.1.1 Welding hazards and precautions v2

General work area hazards and precautions

Precautions against electrical shock

● Wear dry hole-free gloves. Change when necessary to keep dry.

Precautions against fumes and gases

Precautions against arc rays

● Select a filter lens which is comfortable for you while welding.

Precautions when welding in confined spaces

00.6.2 Protecting equipment when welding v2

The main principles for protecting equipment when welding are:

00.6.2.1 Preventing uncontrolled current loops v1

00.6.2.2 Radiation protection v2

00.6.2.3 Prevention of damage due to welding splatter v2

00.6.3 Welding precautions for engine control system v3

00.6.3.1 UNIC precautions checklist v3

1 Deactivate the system.

00.7.1 Fuel oils v3

00.7.1.1 Safety precautions for fuel oil handling v1

00.7.1.2 Personal protection equipment for fuel oils v4

Hand protection ● Strong, heat and hydrocarbon resistant gloves (nitrile

00.7.1.3 First aid measures for fuel oil accidents v3

Inhalation of Move the victim to fresh air.

Ingestion Rinse the mouth with water.

00.7.2 Natural gas v1

00.7.3 Lubricating oils v2

00.7.3.1 Safety precautions for handling lubricating oil v1

When handling lubrication oils:

00.7.3.2 Personal protection equipment for lubricating oils v3

Eye protection Wear goggles if splash risk exists.

00.7.3.3 First aid measures for accidents with lubricating oil v3

Inhalation of fumes Move the victim to fresh air.

00.7.4 Cooling water additives, nitrite-based v2

00.7.4.1 Safety precautions for handling cooling water additives v1

● Avoid contact with skin and eyes.

00.7.4.2 Personal protection equipment for cooling water additives v2

Respiratory protection Normally no protection is required.

Eye protection Wear eye goggles.

00.7.4.3 First aid measures for accidents with cooling water

Skin contact Wash immediately with plenty of water and soap.

Ingestion Rinse the mouth with water.

00.7.5 Fly ashes and exhaust gas dust v2

00.7.5.2 Personal protection equipment for fly ashes and exhaust

Respiratory organ Use P3 filter respirator against toxic particles.

Hand protection Use gloves.

Fuel, lubricating oil and cooling water requirements and treatment