Service Buletin ZV 4048

Technical Information Date Designation
Diesel Bulletin 7. 7. 76 Z-1
Distribution to all the owners of Z type engines

Subject: Instructions for running on heavy oil
These instructions were primarily written for installations with marine engines. They are,
however, as far as applicable, also valid for stationary plants. For the fuel specification please
refer to the instruction book.
The terms "heavy fuel oil" and "heavy oil" as used in the following imply the residues obtained
from the processing of crude oil and mixtures of such residues with lighter distillates.
1. Treatment of heavy fuel oils

Heavy oils are generally contaminated by solid particles, salts and water. If a diesel engine is run
on "dirty" heavy oil, the solid particles may cause excessive wear and or seizing up of those
components that come into direct contact with the fuel oil. In addition heavy cylinder liner and
piston ring wear may result.
Any salts containing sodium (e.g. as in sea water) are detrimental to engine parts coming into
contact with hot combustion products. Because at least part of the salts will be dissolved in the
water, it is essential to extract the water as completely as possible. Furthermore, water may
cause the fuel in the mixing tank to foam.
Correct treatment of the heavy oil prior to injection is therefore of great importance and we
strongly recommend the use of centrifuges, preferably purifiers and clarifiers connected in
series for this purpose.
The purifying effect of the centrifuge is dependent on the product of the flow rate and the
(kinematic) viscosity of the oil at the centrifuging temperature. The purifying effect will be
satisfactory if this product is small, and vice versa. Hence, it is expedient to reduce the
viscosity of the medium to be purified as far as possible by heating. Nevertheless, there is a
limit to such heating as the water content of the fuel must be extracted in the liquid phase as the
centrifuge cannot separate the water vapour. A temperature of abt. 85° C is therefore regarded
as the most favourable separation temperature irrespective of the medium's viscosity.
Higher grades of heavy fuel oil are still very viscous at 85°C end the flow rate has to be
correspondingly reduced in relation to the nominal capacity of the centrifuge. Separation should
basically be effected at the lowest possible flow rate to achievefull advantage from the cleaning
process.
Please refer to the service instructions issued by the centrifuge manufacturer for information
concerning the operation and maintenance. Special care must be taken in selecting the correct
gravity disk for the purifier. Frequent sludging of the purifier bowl is also extremely important.
2. Running the engine on heavy oil

If the oil is too viscous, extremely high pressures will be reached in the injection system which,
under certain circumstances, may damage the fuel pump and camshaft components. At the
same time, the atomisation of the fuel oil will be impaired and lead to incomplete combustion.
______
Interrelationship temperature-viscosity
The viscosity of oil can be effectively reduced by heating. The attached graph 027-20 shows
the relationship between viscosity and temperature for various grades of fuel oil.
__ ___ ___________________________ ____ ________ ____ __

Recommend viscosity at fuel injection pump inlet
The graph 027-20 shows the fuel oil temperature required in order to obtain the desired
viscosity at fuel injection pump inlet. This temperature will be designated as the "required
preheating temperature" in the following paragraphs.
The heating of the fuel oil may be controlled by means of a viscosimeter or thermostat.
The preheated heavy oil is supplied to the fuel injection pumps via the booster pump 15 under
pressure in order to rule out the possibility of irregular operation caused by partial evaporation
of the fuel in the fuel pump itself. The pressure is to be set by way of the constant pressure
valve 26 and n o t via the safety valve of the booster pump.
3. Description of the equipment used for the treatment of heavy fuel oil
(see schematic layout)
The booster pump 15, which delivers more fuel than is consumed by the engine, draws the fuel
from the mixing tank 13. The surplus fuel, i.e. fuel not consumed by the engine, also flows back
into this mixing tank, where it is able to give off any vapour that may have been separated out.
For this reason, the mixing tank is provided with a vent pipe which leads to the vapour trap 14.
From the heavy oil day tank 7 only the amount of fuel actually required for the engine flows
into the mixing tank. The contents of the heavy oil tank can be preheated to a certain extent, if
necessary, with the heating arrangement fitted. Official safety regulations however limit the
temperature of the fuel in the heavy oil tanks. To ensure a constant supply of fuel through the
oil lines and the flow meter 12, the heavy oil day tank must be arranged above the mixing tank
13 at a sufficiently high enough level. To rule out the possibility of heavy oil entering the
diesel oil day tank 9, the latter should be located at a height above the heavy oil tank or
protected by means of a non-return valve.
Only the fuel circulating through the engine is to be brought to the required preheating
temperature. This is effected with the aid of the endheater 16. The heating arrangement of the
mixing tank 13 and the fuel return pipe 24 is only to be used, if necessary, during warming up
of the fuel in this circuit but not during normal operation.
4. Service and operating instructions

The engine can be started up and manoeuvred on either diesel or heavy oil. If heavy oil is used,
sufficient energy (e.g. steam) m u s t be available for preheating.
If the required preheating temperature cannot be reached, the engine m u s t be started on

diesel oil and only changed over to heavy oil when sufficient preheating energy is available
and when the fuel injection pumps have been warmed through. In such a case the engine
must be changed back to diesel oil again in due time before stopping for long periods.
When running for a longer period below 25 % of nominal power, it is advisable to change
over to diesel oil.
For installations using a fuel with properties exceding the recommended values of the
"Quality requirements for the heavy oil" we recommend changing over to diesel oil for
starting, manoeuvring and running at lower power.
If, however, it is planned to carry out work on the fuel system during the next stop, we in any
case strongly recommend changing over to diesel oil operation beforehand in order to flush
out the system.
The day tanks for heavy oil and diesel oil (7 & 9), together with the mixing tank 13 must be
drained off periodically.
_____________ ___________ ______ ________
Preparations prior to starting up on heavy fuel oil
Before the engine is started up, the heating arrangement of the endheater 16, filter 17, fuel pipes 19
and 24 as well as the fuel valve cooling water tank must be switched on and the systems heated up
to their required operating temperature. The booster pump 15 is used in order to circulate the oil in
the mixing tank 13 through the endheater 16, filter 17 feed pipe 19, fuel pump 20, fuel return pipe
24 with constant pressure valve 26 and back to the mixing tank 13 again. If, however, the system is
provided with the prewarming bypass 27 - shown as a dashed line in the schematic layout -
between the endheater 16 and fuel return pipe 24, circulation may initially be effected via this
bypass 27 for a short period.
Normal running on heavy fule oil
The temperature of the fuel oil must be kept at the required preheating temperature during
continous operation. In addition the fuel valve cooling water must be kept at the specified
temperature all the time, particularly also if the en-tine is run at reduced power.
___ __________________ ____ ____

Manoeuvring on heavy fuel oil
Normal manoeuvring on heavy fuel is possible, but care must be taken that the required preheating
temperature is maintained at all times. The fuel valve cooling water must be kept at the specified
temperature.
Stopping under stand-by conditions when running on heavy fuel oil
The booster pump 15 should be left running such that the preheated fuel circulates through all the
fuel injection pumps 20 and back into the mixing tank 13 again. The fuel valve cooling water
must be kept at the specified temperature.
Changing over from diesel to heavy fuel oil operation

Before changing over from diesel to heavy fuel oil operation it is necessary to heat the diesel oil
in the circuit - mixing tank 13 - endheater 16 - fuel injection pump 20 - to about 85 C.
The system must be heated through s 1 o w 1 y as an abrupt increase in temperature may cause
the fuel injection pump plungers to stick and possibly seize. It is therefore advisable to heat o n 1
y the fuel pipes 19 and 24, filter 17 and the mixing tank 13 to begin with, and only to use the
preheater 16 if a temperature of 85 C cannot be reached.
If the endheater 16 is regulated by a viscosimeter this must be bypassed when preheating diesel
oil. The fuel temperature must then be regulated by hand with due care to avoid any abrupt
increases.
The engine must be kept running on preheated diesel oil until the fuel injection pumps 20 feel
warm to the hand. If this ithe case, change over from diesel to heavy fuel oil can be effected by
means of the 3-way valve 11.
After change over the fuel temperature is brought up to the "required preheating temperature" for
the heavy oil. If the temperature is regulated by a viscosimeter, the latter can be switched in
again after changeover has been effected. The heating arrangement for the filter 17 and the fuel
pipes 19 and 24 should be kept in operation at least until the "required preheating temperature"
has been attained - read off by way of the thermometer 18.
During changeover and until the "required preheating temperature" has been attained, it is
advisable not to exceed 75 % of the nominal power.
__ __ _ ___
Changing over from heavy fuel oil to diesel oil
To change over from heavy fuel oil to diesel oil, the 3-way valve 11 is to be changed over slowly.
The heavy oil and diesel oil will then mix in the mixing tank. The viscosity of the circulating
mixture for a given temperature will correspondingly drop as the proportion of diesel oil increases.
The temperature in the fuel circuit should only be gradually reduced after changing over to diesel
oil. Abrupt reduction of the temperature may cause the fuel injection pump plungers to stick and
possibly seize.
027 - 20
VISCOSITY-TEMPERATURE
Key to schematic layout of recommended treatment
plant for heavy fuel oil
A (brown) = dirty heavy oil
B (red) = purified heavy oil
C (yellow) = diesel oil
D (blue) = steam (or other heating arrangement)

E = insulated fuel pipes with heating
1 Fuel storage tank (bunker tank)

2 Transfer pump
3 Settling tank
4 Circulating pump on separator
5 Preheater
6 Separator
7 Heavy oil day tank
9 Diesel oil day tank
11 3-way valve
12 Flow meter
13 Mixing tank
14 Vapour trap
15 Booster pump
16 Endheater
17 Filter
18 Thermometer
19 Fuel pump feed pipe
20 Fuel injection pump
21 High-pressure fuel pipe
22 Fuel injector
23 Engine
24 Fuel return pipe
25 Pressure gauge
26 Constant pressure valve
27 Prewarming by-pass
-
ZL/ZV40 0357-Fig.1 1-107 110.947
Technical Information Diesel
Bulletin Designation
Date
8 .9. 78
Z-2
Distribution: to all the owners of Z type engines
Subject: Reconditioning of inlet and outlet valves by approved firms.-
The operational life of a valve depends normally on the condition of its seating surface. This is
influenced among other things by the way the engine is operated, the fuel and lubricating oil used and
the state of the charging system. In order to maintain the operational ret/ability of the engine therefore,
the valve must be overhauled after a certain time according to the Instruction Book. Depending on its
condition, the seating surface will have to be either relapped, reground or remachined. Thereby the
original thickness of the special coating is reduced. When its thickness is reduced to 0,7mm, the
special coating of the seating surface becomes too thin and the particular valve must be replaced.
Enclosure Z-2/1 shows a cross section of the seating surface.
Such replaced valves may be sent for reconditioning provided the actual valve body is still in good
condition. After inspecting the valve body, the stem is rechromed and the special coating of the
seating surface is renewed and then machined to the original dimension. Renewing the special
coating is a specialized operation which can be performed satisfactorily only by approved firms
disposing of the necessary equipment and know-how.
To accomodate our customers and minimize the time taken to return reconditioned valves, and
exchange system is being set up .
You will send in used valves directly to one of these specialized firms, i.e. not via Sulzer, stating the
following particulars:
-Z 40 valves for reconditioning

-Name of ship or installation
-Engine number and maker
Order for the corresponding number of exchange valves with exact instructions for delivery.
You will receive the exchange valves direct ex stock from the specialized firm, who will also
invoice you for them. For valves which can no longer be reconditioned, a new valve will be
supplied at the appropriate price after obtaining your assent.
Adresses of firms now able to supply Z 40/48 valves on an exchange basis (the list will be
extended)
Nova-Werke AG
Vogelsangstrasses 24
CH-8307 Effretikon Telephone 052/32 12 21
Switzerland Telex 7 62 39
Abt. Maschinenbau
Diesel After-Sales Service
Service Bulletin Z - 3.1

20.03.90
Technical Information to all the Owners of Sulzer ZL (Reprinted 02.08.94)
(Supersedes Bulletin
40 and ZV 40 Type Diesel Engines Z-3 dated 24.04.1981)
Inspection and
Service Intervals
Contents
-Based on service experience, the section

"Inspection and Service Intervals" of the Service
Instruction / Maintenance Manual of ZL and ZV
40 type engines have been revised.
-Please check whether your Service Instructions /

Maintenance Manual is up to date. If not we would ask
you to replace the respective sheets with those
attached to this Service Bulletin. The sheets marked Z
40 are valid for both ZL 40 and ZV 40 engines. The
green sheets refer to engines which are predominantly
operated on heavy fuel oil.
g y Z40/48
0030 2 u go eavy ue o Z40/48
0030-3 Running on heavy fuel oil Z40/48
0030-5 Running on heavy fuel oil Z40/48
g
g
0030--3 Running on marine diesel oil Z40 /48
g
0030-5 Running on marine diesel oil Z40/48
g
Service Bulletin −4.3
Z−
29.08.97
Technical Information to all the Owners (Supersedes Bulletin
of Sulzer Z40 Type Diesel Engines Z-4.2 d. 31.08.90)
Tightening Instructions
Contents: Page
− INTRODUCTION 1
− 1. TIGHTENING SEQUENCE FOR 1

BOTTOM END BEARINGS
− 2. MECHANICALLY TIGHTENED 2
BOTTOM END BEARINGS
− 3. HYDRAULICALLY TIGHTENED 2
BOTTOM END BEARINGS
ENCLOSURES:
COMPREHENSIVE TIGHTENING
INSTRUCTIONS
Wärtsilä NSD Switzerland Ltd PO Box 414 Tel. +41 52 262 49 22

Wärtsilä NSD Schweiz AG CH-8401 Winterthur Fax +41 52 212 49 17
Wärtsilä NSD Suisse SA Switzerland Tlx 896 659 NSDL CH
INTRODUCTION
This Service Bulletin contains the updated tightening instructions for Z40 engines.
In addition it describes the tightening procedure for connecting rod bottom end bearings with the aim to
emphasize the tightening sequence and the tightening values .
For the detailed procedures including tools and tool numbers please refer to the Maintenance Manual
group 3302.
1. TIGHTENING SEQUENCE FOR BOTTOM END BEARINGS
The engine design allows removal of the connecting rod bearing shells without pulling out the
corresponding piston. If necessary, even the bearing covers can be left inside the engine.
But whenever the long studs (1) are loosened, the short studs (2) between the connecting rod
shaft and the upper bearing half have to be slackened as well.
After a crankpin bearing has been opened, the following sequence has to be strictly adhered to when re-
tightening the bearing:
The long studs (1) must only be tightened whilst the short studs (2) are loosened.
WARNING:
If the long studs (1) are tightened with the connecting rod correctly fastened to the upper bearing
half, a misalignment between both bottom end bearing halves and shells respectively can occur.
This circumstance may lead to bearing problems.
The long studs (1) must only be tightened whilst the short studs (2) are loosened.
−1−
2. MECHANICALLY TIGHTENED BOTTOM END BEARINGS
- Thread and contact surface between lower bearing

half and stud head to be coated with Molykote
paste G-n.
- Screw in the studs by hand; their heads must land

on the bearing cover.
- Pre-tighten the four studs with a torque of:
600 +500 Nm
- Check the gap between the two bearing halves

with a 0.03 mm feeler gauge: no gap is allowed.
- Then tighten the studs with an angle of:
50°
- Secure the bearing studs by means of the locking
arrangement.
Important: The maximum admissible length of the bolts amounts to 341mm.
3. HYDRAULICALLY TIGHTENED BOTTOM END BEARINGS
3.1 Loosening
- Clean seating surfaces for the pre-tensioning jacks.
- Mount pre-tensioning jacks crosswise on two studs lying opposite to each other, till the jack cylinders
are fully seated on the bottom end bearing body.
- Connect pre-tensioning jacks to pump by HP hoses.
- Open vent/pressure release valve on the pump, then screw pistons of the pre-tensioning jack in, till
they come to rest in the cylinders of the jacks.
- Turn now the complete pre-tensioning jacks back until a gap of about 2 - 3 mm exists . If the gap is
too small then the jacks cannot be loosened after pressure has been released, with too large a cap
the lift of the jack may not be sufficient to stretch the studs.
- Raise a pressure of about 650 bar (perhaps a few bar above this) on the pump and loosen both nuts
of the studs by about 4 - 5 hole spaces.
- Release pressure to 0, remove the pre-tensioning jacks, then repeat the same procedure on the
remaining studs.
−2−
3.2 Tightening
- In order to ensure a correct seating of all bearing

components, mount the pre-tensioning jacks crosswise
on two opposite studs and connect them to the hydraulic
hand pump. Raise first a pressure of 650 bar and keep
this pressure for a short period of time. Following this
lower the pressure to 200 bar and keep this pressure
constant, till nuts have been tightened to their seatings.
- Release pressure to 0 then mount the jacks onto the two

studs not yet pre-tensioned. Tighten these equally in
accordance with the above described process, whereby
these studs also have to be pre-tightened first to 650 bar
and this pressure kept for a short period. Following this
lower the pressure again to 200 bar and tighten nuts till
seated.
- In this condition, i.e. all four studs pre-tensioned with 200

bar, no gap may remain between the two bearing body
halves. If there is a gap, the tightening procedure has to
be repeated.
- Release pressure to 40 bar and measure protrusion 'X' of

piston on both pre-tensioning jacks and make a note of it.
- Raise a pressure of 650 bar on both jacks, keep this

pressure constant and tighten the nuts until they are fully
seated (check nut seating by feeler gauge).
- Release pressure to 40 bar and measure protrusion 'X1',

and record it.
- The difference 'X1' - 'X' is the elongation which should

amount to:
0.79 mm for 992 type bottom

0.82 - 0.96 mm for 583 thin shell end bearings
- Release the pressure to 0 and re-mount both jacks on

the studs previously pre-tensioned to 200 bar. Raise
again the pressure to 200 bar and tighten nuts till fully
seated.
- Release pressure to 40 bar and measure protrusion 'X' of

piston on both pre-tensioning jacks and make a note of it.
- Raise pressure to 650 bar tighten nuts till fully seated

(check seating, by feeler gauge).
- Release pressure to 40 bar and measure protrusion 'X1'

on both jacks.
- The difference 'X1' - 'X' is the elongation which should

amount to the values given above.
−3−
- In case of substantial deviation the pre-tensioning procedure must be repeated on all four studs.
- After completion of the pre-tensioning, release pressure to 0 and remove the pre-tensioning jacks
(see respective instructions). Close open connections by dust caps, then store pre-tensioning jacks
and hydraulic hand pump with hoses in a clean dry space.
Important: The maximum admissible length of the bolts amounts to

433 mm for 992 type bottom end bearings
473 mm for 583 thin shell
4. TIGHTENING OF THE STUDS BETWEEN CONNECTING ROD AND BOTTOM END BEARING
The following tightening instructions are valid for the short

studs between the connecting rod and the bottom end
bearing, regardless of their type.
- Thread and contact surfaces between connecting rod

and stud to be coated with Molykote paste G-n.
- Screw in the studs by hand; their heads must land on the

connecting rod.
- Pre-tighten the four studs with a torque of:
120 +200 Nm
- Then tighten the studs with an angle of:
50°
- Secure the studs by means of the locking arrangement.
Important: The maximum admissible length of the bolts amounts to 226mm.
ENCLOSURES:
Tightening Instructions for ZL40 engines Z-4.3/1-2
Tightening Instructions for ZV40 engines Z-4.3/3-4
Tightening values for normal connections Z-4.3/5
−4−
ZL 40 Engines
for bolts to be tightened in one step
Description
bar Nm mm
1201/1 Main bearing thrust bolts M80 x 6 - 650 - -
1202/1 Crankshaft locating bearing: - horizontal bolts (11) M30 M - 740 1) -

1)
- vertical bolts (12) M39 x 3 M - 1230 -
1901/1 Tie rods - K 650 - 1.20
2701/1 Cylinder head studs M56 K 650 - 1.32
2705/1 Studs for rocker arm housing M30 O - 540 1) -
2716/1 Fuel stud (15) M27 x 1.5 O - 290 -
2716/1 Cap nut for fuel high-pressure pipe M24 x 1 O - 170 -

M27 x 1.5 O - 170 -
2716/1 Screws for delivery valve M8 O - 28 -
2722/1 Fuel injection valve: - Nozzle cap nut (13) M55 x 2 M - 590 1) -
- Nut (17) fastening fuel valve to cyl. head M16 O - 80
2723/1 Starting air valve : Nut (7) on valve spindle M20 O - 290 -
3101/2 Crankshaft: - Flywheel coupling bolts M39 x 3 M 45 2060 -

- Locating bearing shaft coupling bolts M39 x 3 M 45 2060 0.32
- Torsional vibration damper coupling bolts M39 x 3 M - 2060 1) -
3101/3 Hydraulically tightenedcrankshaft counterweights M42 x 3 K 650 - 0.79
3401/2 Piston:
- Cooling insert bolts (15) (previous type Allen screw) M12 O - 60 -
- Bolts for connecting the piston skirt to the piston crown M22 O - 320 -
4101/1 Mounting bolts (5,5a) for the camshaft drive intermediate wheel M20 O - 350 -
bearing journals
4201/1 Camshaft coupling bolts (only for multi-piece camshaft) M20 O - 320 -
4201/1 Camshaft bearing bolts M30 M - 740 -
4401/1 Valve actuating gear housing bolts (23) M20 O - 290 -
5501/1 Fuel injection pump cover bolts: - old design M10 O - 35 -

- reinforced design M12 O - 60 -
5501/1 Bolts for mounting the fuel injector pimps on the engine M20 O - 290 -
- Item numbers in (): Identify the bolts on the related work cards
- Lubricant : M = MOLYKOTE paste G-n/O = oil
K = no additional lubrication (anti-corrosion oil may remain on the threads)
1)
When the power multiplier (tool No. 9408.19) is used, the force required is reduced by a factor of 3.5
Z−4.3/1
ZL 40 Engines
for bolts to be tightened in two steps
first step second step
Description
bar Nm bar Nm ∠° mm
2723/1 Starting air valve: Nut fastening the M16 O - 20 1) - 170 - -
valve to cylinder head
3101/3 Mechanically tightened M39 x 3 M - 120 - - 120 -
crankshaft counterweights
3302/2 Connecting rod: bolts between M39 x 3 M - 120 - - 50 -
connecting rod shaft and bearing
3302/3 Mechanically tightened M39 x 3 M - 600 +500 - - 50 -
connecting rod bearing bolts
3302/4 Hydraulically tightened M39 x 3 K - - -
type 992 200 650 0.79
type 583 thin shell 200 650 082-0.96
3401/2 Piston: bolts (15) for cooling insert M12 O - 12 +05 - - 60 -
(present standard hexagon type
bolt)
5105/1 Governor drive bolts (8, 12, 13) M16 O - 50 - 250 - 0.23
Engine driven pumps

7101/1 Lubricating oil pump shaft (7) M30 M - 50 - - - 1.3±0.053)
7102/1 Fuel oil booster pump shaft (39) M16 O - 20 - - - 0.45±0.05
3)
7103/1 Cylinder cooling and raw water M42 x 3 K 100 - 650 - - 1.54
pump shafts
7105/1 Fuel injector cooling water pump M20 O - - - 290 - 0.66
shaft
1)
After the nuts have been pre-tensioned, slacken themoff again and check the clearance (see sheet 2723/1)
2)
Values indicated in this column act as control dimension except 3)
3)
Tightening dimension
4)
Tightening angle: This angle is to be taken as the angle through which the nut or bolt has to be turned to tighten it after having
first been tightened to a specific starting point
Z−4.3/2
ZV 40 Engines
for bolts to be tightened in one step
Description
bar Nm mm
1201/1 Main bearing thrust bolts M80 x 6 - 650 - -
1202/1 Crankshaft locating bearing: - horizontal bolts (11) M30 M - 740 1) -

1)
- vertical bolts (12) M39 x 3 M - 1230 -
1901/1 Tie rods - K 650 - 1.20
2701/1 Cylinder head studs M56 K 650 - 1.32
2705/1 Studs for rocker arm housing M30 O - 540 1) -
2716/1 Fuel stud (15) M27 x 1.5 O - 290 -
2716/1 Cap nut for fuel high-pressure pipe M24 x 1 O - 170 -

M27 x 1.5 O - 170 -
2716/1 Screws for delivery valve M8 O - 28 -
2722/1 Fuel injection valve: - Nozzle cap nut (13) M55 x 2 M - 590 1) -
- Nut (17) fastening fuel valve to cyl. head M16 O - 80
2723/1 Starting air valve : Nut (7) on valve spindle M20 O - 290 -
3101/2 Crankshaft: - Flywheel coupling bolts M39 x 3 M 45 2060 -

- Locating bearing shaft coupling bolts M39 x 3 M 45 2060 0.32
- Torsional vibration damper coupling bolts M39 x 3 M - 2060 1) -
3101/3 Hydraulically tightenedcrankshaft counterweights M42 x 3 K 650 - 0.79
3401/2 Piston:
- Cooling insert bolts (15) (previous type Allen screw) M12 O - 60 -
- Bolts for connecting the piston skirt to the piston crown M22 O - 320 -
4101/1 Mounting bolts (5,5a) for the camshaft drive intermediate wheel M20 O - 350 -
bearing journals
4201/1 Camshaft coupling bolts (only for multi-piece camshaft) M20 O - 320 -
4201/1 Camshaft bearing bolts M30 M - 740 -
4401/1 Valve actuating gear housing bolts (23) M20 O - 290 -
5501/1 Fuel injection pump cover bolts: - old design M10 O - 35 -

- reinforced design M12 O - 60 -
5501/1 Bolts for mounting the fuel injector pimps on the engine M20 O - 290 -
1)
When the power multiplier (tool No. 9408.19) is used, the force required is reduced by a factor of 3.5
Z−4.3/3
ZV 40 Engines
for bolts to be tightened in two steps
first step second step
Description
bar Nm bar Nm ∠° mm
2723/1 Starting air valve: Nut fastening the M16 O - 20 1) - 170 - -
valve to cylinder head
3101/3 Mechanically tightened M39 x 3 M - 120 - - 120 -
crankshaft counterweights
3302/2 Connecting rod: bolts between M39 x 3 M - 120 - - 50 -
connecting rod shaft and bearing
3302/3 Mechanically tightened M39 x 3 M - 600 +500 - - 50 -
3302/4 Hydraulically tightened M39 x 3 K - - -
type 992 200 650 0.79
type 583 thin shell 200 650 082-0.96
3401/2 Piston: bolts (15) for cooling insert M12 O - 12 +05 - - 60 -
(present standard hexagon type
bolt)
5105/1 Governor drive bolts (8, 12, 13) M16 O - 50 - 250 - 0.23
Engine driven pumps

7101/1 Lubricating oil pump shaft (7) M30 M - 50 - - - 1.3±0.053)
7102/1 Fuel oil booster pump shaft (39) M16 O - 20 - - - 0.45±0.05
3)
7103/1 Cylinder cooling and raw water M42 x 3 K 100 - 650 - - 1.54
pump shafts
7105/1 Fuel injector cooling water pump M20 O - - - 290 - 0.66
shaft
1)
After the nuts have been pre-tensioned, slacken them off again and check the clearance (see sheet 2723/1)
2)
Values indicated in this column act as control dimension except 3)
3)
Tightening dimension
4)
Tightening angle: This angle is to be taken as the angle through which the nut or bolt has to be turned to tighten it after having
first been tightened to a specific starting point
Z−4.3/4
TIGHTENING VALUES FOR NORMAL CONNECTIONS
This table is valid for remaining connections not mentions in group 0355
+ 10%
Thread Tightening Torque Nm 0%
M8 20
M10 40
M12 70
M14 110
M16 170
M18 250
M20 350
M22 450
M24 600
M27 900
M30 1200
Valid for 8.8 quality screws and studs (or equivalent); thread lubricated with oil.
Z−4.3/5
Designation
Technical Information Date
Diesel Bulletin Z-5
28.1.1982
Distribution: to all the owners of Z type engines
Subject: Instructions for running on heavy fuel oil
Supersedes Diesel Bulletin Z

-1
These instructions were written primarily for installations with marine engines. However, as far as
applicable, they are also valid for stationary plants. For the fuel quality requirements, please refer to
the instruction book.
The heavy fuel oils available on the market are mostly mixtures of the residues of crude oil refining
mixture to the desired value.
with light distillates. The latter are used to bring the viscosity of the
1. Treatment of heavy fuel oils
Heavy fuel oils are usually contaminated by solid particles, salts and water. If a diesel engine is run
on "dirty" fuel oil, the solid particles may cause excessive wear and/ or seizing up of the
components that come into direct contact with the fuel oil. In addition, it may give rise to heavy
cylinder liner and piston ring wear.
Salts with a sodium content (e.g. as in sea water) are detrimental to engine parts that come into
contact with hot combustion products. Since at least part of the salts will be dissolved in the
water, it is essential to extract the water as completely as possible. Furthermore, water may
cause the fuel in the mixing tank to foam.
Correct treatment of the heavy fuel oil prior to injection is therefore of great importance and we
strongly recommend the use of centrifuges, preferably purifiers and clarifiers connected in series
for this purpose.
The separating effect of a specific centrifuge is dependent on the product of the flow rate and the
viscosity of the oil at the centrifuging temperature. The effect will be better if this product is
small. Hence, it is expedient to reduce the viscosity of the medium to be cleaned as far as
possible by heating. Nevertheless (with the centrifuges available today), there is a limit of
approximately 98 C to such heating because the water content of the fuel has to be extracted in
the liquid phase.
For separation temperature depending on the medium's viscosity
- please see the instructions of
the centrifuge manufacturer.
Additionally, for higher grades of heavy fuel oil, the recommended flow rate is reduced in
relation to the nominal capacity of the centrifuge (see manufacturer's instructions)
Basically, separation should be effected at the lowest possible flow rate in order to gain full
advantage of the cleaning process. The flow rate and temperature in front of the centrifuge are
to be kept constant during separation.
Special care is to be taken when selecting the correct gravity disc for the purifier (depending on
the medium's density) and the back pressure after the centrifuge- see manufacturer's
instructions. In any case, the largest possible gravity disc with stable operation (no water seal
breakage) is to be selected for purification.
Frequent desludging of the separator bowl is also extremely important.
2. Running the engine on heavy fuel oil
If the oil is too viscous, extremely high pressures will be attained in the injection system
which, under certain circumstances, may damage the fuel pump and camshaft components. At
the same time, the atomization of the fuel oil will be impaired and lead to incomplete
combustion.
Interrelationship temperature-viscosity
The viscosity of oil can be effectively reduced by heating. The attached graph 0357 shows a typical
relationship between viscosity and temperature for various grades of fuel oil.
Recommended viscosity at fuel injection pump inlet
The graph 0357 shows the fuel oil temperature required in order to obtain the desired viscosity
at the fuel injection pump inlet. This temperature will be referred as the "required preheating
temperature" in the following paragraphs.
Heating of the fuel oil may be controlled by means of a viscosimeter or thermostat.

The preheated heavy fuel oil is supplied to the fuel injection pumps via the booster pump 15
under pressure, in order to rule out the possibility of irregular operation due to partial
evaporation of the fuel in the fuel pump itself. The pressure is to be set by way of the constant
pressure valve 26 and n o t via the safety valve of the booster pump.
3. Description of the equipment used for the treatment of heavy fuel oil
(see schematic layout)
The booster pump 15, which delivers more fuel than is consumed by the engine, draws the fuel
from the mixing tank 13. The surplus fuel, i.e. fuel not consumed by the engine, also flows
back into this mixing tank, where it is able to give off any vapour that may have been
separated out. For this reason, the mixing tank is provided with a vent pipe which leads to the
vapour trap 14.
It is only the amount of fuel actually required for the engine that flows from the heavy fuel oil day
tank into the mixing tank. If necessary, the contents of the heavy fuel oil tank can be preheated to a
certain extent with the fitted heating arrangement. Official safety regulations, however, limit the
temperature of the fuel in the tanks.
To ensure constant supply of fuel through the oil lines and the flow meter 12, the heavy fuel oil day
tank must be arranged at a sufficiently high enough level over the mixing tank 13. To rule out the
possibility of heavy fuel oil entering the diesel oil day tank 9, the latter should be located at a height
above the heavy fuel oil tank or protected by means of a non -return valve.
Only the fuel circulating through the engine is to be brought to the required preheating
temperature. This is effected with the aid of the endheater 16. The heating arrangement of the
mixing tank 13 and the fuel return pipe 24 are only to be used, if necessary, when warming up the
fuel in this circuit, but not during normal operation.
4. Service and operating instructions
The engine can be started up and manoeuvred on either diesel or heavy fuel oil. If heavy fuel oil
is used, sufficient energy m u s t be available for preheating.
If the required preheating temperature cannot be reached, the engine m u s t be started on diesel
oil and only changed over to heavy fuel oil when sufficient preheating energy is available and
when the fuel injection pumps have been warmed through. In such a case, the engine must be
changed back to diesel oil again in due time before it is stopped for a long period.
When running for a longer period below 25 % of nominal power, it is advisable to change
over to diesel oil, unless the scavenge air can be heated to about 50°C.
After operation at low power, the power is to be increased slowly.
For installations using a fuel with properties close to the limit values of the "Quality requirements
for the heavy fuel oil", we recommend changeover to diesel oil for starting, manoeuvring and
running at lower power.
If, however, it is planned to carry out work on the fuel system during the next stop, we definitely
recommend changing over to diesel oil operation beforehand in order to flush out the system.
The day tanks for heavy fuel oil and diesel oil (7 & 9), together with the mixing tank 13, must
be drained off periodically.
Preparations prior to starting up on heavy fuel oil

_ ___ ___________ _________________ ___________________
Before the engine is started up, the heating arrangement of the endheater 16, filter 17, fuel pipes 19
and 24, as well as the fuel valve cooling water tank, must be switched on and the systems heated up
to their required operating temperature. The booster pump 15 is used to circulate the oil in the
mixing tank 13 through the endheater 16, filter 17 feed pipe 19, fuel pump 20, fuel return pipe 24
with constant pressure valve 26 and back to the mixing tank 13 again. If, however, the system is
provided with the prewarming bypass 27- shown as a dashed line in the schematic layout -
between the endheater 16 and fuel return pipe 24, circulation may be effected to begin with via this
bypass 27 for a short period.
Normal running on heavy fuel oil
The temperature of the fuel oil must be kept at the required preheating temperature during
continous operation. In addition, the fuel valve cooling water must be kept at the specified
temperature all the time, particularly if the engine is run at reduced power.
Manoeuvring on heavy fuel oil
Normal manoeuvring on heavy fuel oil is possible, but care must be taken that the required
preheating temperature is maintained at all times. The fuel valve cooling water has to be kept at
the specified temperature.
Stopping under stand-by conditions when running on heavy fuel oil
The booster pump 15 should be left running so that the preheated fuel circulates through all the
fuel injection pumps 20 and back into the mixing tank 13 again. The fuel valve cooling water
must be kept at the specified temperature.
Changing over from diesel to heavy fuel oil operation
Before changing over from diesel to heavy fuel oil operation, it is necessary to heat the diesel oil in
the circuit - mixing tank 13- endheater 16 - fuel injection pump 20 to about 85°C.
The system must be heated through s 1 o w 1 y (temperature rise max. 3 C/min) because a sudden
increase in temperature may cause the fuel injection pump plungers to stick and possibly seize. It
is therefore advisable to heat o n 1 y the fuel pipes 19 and 24, filter 17 and the mixing tank 13 to
begin with, and to use the endheater 16 only if a temperature of 85°C cannot be reached.
If the endheater 16 is regulated by a viscosimeter this must be bypassed when preheating diesel
oil. The fuel temperature is then to be regulated by hand with due care to avoid any sudden
increases.
The engine must be kept running on preheated diesel oil until the fuel injection pumps 20 feel
warm to the hand. If this is the case, changeover from diesel to heavy fuel oil can be effected by
means of the 3-way valve 11.
After changeover, the fuel temperature is brought to the "required preheating temperature" for the
heavy fuel oil. If the temperature is regulated by a viscosimeter, the latter can be switched in again
after changeover has been effected. The heating arrangement for the filter 17 and the fuel pipes 19
and 24 should be kept in operation at least until the "required preheating temperature" has been
attained - read off by way of the thermometer 18.
During changeover and until the "required preheating temperature" has been attained, it is
advisable not to exceed 75 % of the nominal power.
Changing over from heavy fuel oil to diesel

oil________________________________________
Change over from heavy fuel oil to diesel oil is effected by means of the-way
3 valve 11. The heavy
fuel oil and diesel oil will then mix in the mixing tank. The viscosity of the circulating mixture for a
given temperature will drop correspondingly as the proportion of diesel oil increases. The
temperature in the fuel circuit should only be reduced gradually after changing over to diesel oil.
Sudden reduction of the temperature may cause the fuel injection pump plungers to stick and
possibly seize.
0357 0357
Viscosity- Temperature Diagram
{Typical values of petroleum fuel oils)
Example:
To obtain the recommended viscosity before fuel inject/on pumps a
fuel oil of 150mm2/s (cSt) at 50°C must be heated to the following
temperatures:
for slow speed engines 108 to 120°C for
medium and high speed engines 117 to 132°C
E1- 107. 125.236

0357-21 1980
Key to schematic layout of recommended treatment plant for heavy fuel oil
A (brown) di rty heavy fuel oi 1
B (red) purified heavy fuel oil
C (yellow) diesel oil
D (blue) heating arrangement
E insulated fuel pipes with heating
1 Fuel storage tank

2 Transfer pump
3 Settling tank
4 Feed pump for separator
5 Preheater
6 Separator
7 Heavy fuel oil day tank
9 Diesel oil day tank
11 3-way valve
12 Flow meter
13 Mixing tank
14 Vapour trap
15 Booster pump
16 Endheater
17 Filter
18 Thermometer
19 Fuel pump feed pipe
20 Fuel injection pump
21 High-pressure fuel pipe
22 Fuel injector
23 Engine
24 Fuel return pipe
25 Pressure gauge
26 Constant pressure valve
27 Prewarming by-pass
Z−
29.08.97
of Sulzer Z 40 Type Diesel Engines Z-6.2 d. 31.07.92)
Assessment of Main and

Connecting Rod bearings
Contents: Page
− INTRODUCTION 1
− 1. GENERAL REMARKS 1
− 2. BEARING TYPES 2
− 3. ALUMINIUM BEARING NO. 212 3
− 4. BEARING NO. 336 4

'RILLENLAGER'
− 5. GENERAL REPLACEMENT 7
CRITERIA
− 6. SPHERICAL TOP END BRONZE 7

BEARING NO. 328
− 7. SAFETY CHECK AFTER 8

FITTING A BEARING

INTRODUCTION
The purpose of this bulletin is to lay down the assessment criteria which may be used as a guide when a
decision has to be made regarding further use or replacement of a bearing, on the occasion of a
periodical inspection.
1. GENERAL REMARKS
The running layer of a bearing is subject to corrosive and abrasive wear. Bearings are thus to be
regarded as wear and tear components which require replacement from time to time, depending on the
actual operating conditions.
On the basis of experience gained so far, a service life of 24000 - 36000 hours is expected, depending
on load factor and optimum operating conditions.
1.1 Prerequisites for Satisfactory Operation and Service Life
- Adequate prelubrication before starting and optimum bearing lubrication during operation.
- Reliable lube oil treatment including continuous separation, especially when operating on
intermediate or heavy fuel oils (Please refer to our Service Bulletin Z-9.3).
- Proper maintenance of tube oil filters, including the indicator filter.
- Clean working conditions inside the engine and sufficient periods of flushing prior to starting-up after
overhauls (Please refer to Service Bulletin Z-7.1).
- Immediate closing of the lube oil holes in the crank pins when the connecting rod bearings are
opened.
- Regular draining and cleaning of tanks.
It should be recalled that particles of dirt do not always embed themselves completely in the running
layer and may therefore scratch a journal or a pin as well as the bearing and thus cause wear. An
increased amount of dirt or a sudden yield of the same inthe tube oil can then lead to local overheating.
In turn this may result in damage to the bearing and journal/pin.
1.2 Bearings Fit for Further Service
Bearing shells which are fit for further use should always be refitted in the same original position, in the
same bearing saddle or connecting rod so that it runs again on the same journal or crank pin as before.
Pins and journals must fulfill the criteria as laid clown in Service Bulletin Z-8.2.
−1−
1.3 Bearings with Damage
The criteria for assessment mentioned on the following pages applies to bearing shells with good
appearance. Damaged bearing shells are to be replaced, as a matter of principle. In such cases the
cause of the damage must be established and remedied. It is not sufficient just to replace the damaged
bearing(s).
1.4 Signs of Impurities
A bearing shell that exhibits a few scratches but otherwise complies with the given criteria for re-use can
be refitted. However, the source of the dirt having caused the scratches should be traced and eliminated.
In case of doubt, a bearing should be exchanged. After all, the price of a bearing shell is
negligible in comparison with the cost of the consequential damage it might cause.
1.5 Inspection Intervals
Generally speaking, a bearing should not be taken out too frequently or without a reason, as it will always
have to bed-in afresh, using up a part of its expected lifetime.
However, all bearings should be checked within four years at random at yearly intervals, as well as
according to the rules of the Classification Society or other institutions.
2. BEARING TYPES
Bearing Running Layer No.

Bearing 328 212 336 332 or 333 314 or 315 303
Top End ●
Bottom End ● ❍ x x
Main ● ❍ x x
● Present Standard
❍ Superseded. Any existing bearings in the engine as well as in stock can be used up.
x Superseded. Not allowed to be used anymore.
You will find the above running layer no. stamped on the side of the shell as encircled below (among
other markings).
−2−
3. ALUMINIUM BEARING NO. 212
3.1 Composition
3.2 Replacement Criteria
A bearing shell must be replaced if itexhibits:
- damaged or rough running surface
- several scratches
- several grooves and bedded-in foreign particles

(some combustion products can be tolerated)
- wear and dimension 'L' beyond the admissible limits (see table below)
Main Bearing Shells Big End Bearing Shells
Wear Limit d0 - d1 = max. 0.07 mm d2 - d3 = max. 0.10 mm
Dimension L ZL 40 min. 350.5 mm min. 351 mm
(Shell expanded) ZV 40 min. 370.5 mm min. 345.5 mm*
Additional Check Shell have to clamp in big

end bore
*) Valid for engines equipped with 583 thin shell type big ends.
−3−
4. BEARING NO. 336 - 'RILLENLAGER'
4.1 Composition
- Depth of the grooves: A few 1/100 mm

- Grooves cut as thread
- Shape and dimension of the grooves may vary, depending on manufacturer
4.2 Structure of the Bearing
Area of the running surface in the new state:
The above percentage figures are approximate. The shape and dimensions of the grooves may vary,
depending on the bearing manufacturer.
−4−
First signs of running surface wear appear on the electroplated overlay. The overlay in the groove is
worn down by a few 1/1000mm. As wear increases, the difference between the aluminium alloy webs
and the overlay remains more or less the same, at approximately 0.005mm.
For precise evaluation of the degree of wear on the running surface, a magnifying glass
(minimum magnification 5x) and good light is necessary.
Under the magnifying glass, the overlay appears as a dark area, and the aluminium alloy web as a light
area.
The ratio between the width of the aluminium alloy web compared with the groove width as well as the
size of the worn surface, are the most important criteria for evaluating the degree of wear of the bearing,
When evaluating the condition of the grooves, the running surface in the area subject to the lowest load
(condition of groove generally as new) should be used as a point of comparison.
In order to prevent bearing seizure and serious damage which may result, a bearing shell of
otherwise good outward appearance must be replaced if one or more of the following conditions
apply at the time of inspection.
4.4 General Wear of Bearing
Replacement: If the bearing is worn in the area subjected to max. loading to such an extent that the
width of the AI webs has increased by 75% or more (does not apply for sections where,
after completion of running-in, wear occurred because of deviations in shape or
alignment).
4.5 General Overlay Condition
Replacement: If the overlay is missing from the grooves in an area exceeding 30% of the total running
surface.
−5−
4.6 General Web Condition
Replacement:
If more than 10% of the AI webs in the areas without overlay
in the grooves are worn to such an extent that the width of
the AI web has increased by 75%.
4.7 Webs at Bearing Edges
Replacement: If the webs are worn completely flat in an area more than 8 mm wide at one or both
edges.
4.8 Overlay at Bearing Edges
Replacement: If overlay is missing from the grooves at one or both edges in excess of 15% of the full
width of the running surface.
−6−
5. GENERAL REPLACEMENT CRITERIA
Bearing shells showing cavitation marks on the

running surface, such as dull areas or areas
appearing like 'orange peel', can be further used as
long as the area concerned is moderate (see sketch
on the right) and no material break-out is visible.
A re-check of such bearing shells at the next

overhaul is recommended.
Beside the running surface, the shell back and the

contact zone between the two bearing shells should
be inspected as well. Bearing shells with severely
fretted backs exhibiting either material build-up or
removal must be replaced by new ones.
6. SPHERICAL TOP END BRONZE BEARING NO. 328
6.1 Composition
A particular feature of the rotating piston serving Z 40 engines is the upper connecting rod bearing which
is designed as a spherical shell bearing.
The upper end of the connecting rod has the shape of a ball head and is contained within an upper
spherical shell and a lower spherical shell ring (two-part).
The running layer of the spherical shell bearing depends on the manufacturer.
The dimension of the ball head is determined by the rotating mechanism of the piston and as such is
ample for an upper connecting rod bearing. From experience already gained we anticipate a service life
of 48000 to 60000 hours.
Bearing design with nickel dam comprises:
- a running-in layer or running-in overlay made of

tin
- a running layer of PbSnCu
- a nickel dam
- an inter layer of lead bronze
−7−
Bearing design without nickel dam comprises:
- a running-in layer or running-in overlay made of

lead indium
- a running layer of lead bronze.
The low loads, resulting from the dimension of the ball head, together with the symmetrical load
distribution with no edge pressures, which is characteristic of the spherical bearing, facilitate a good
seating. In view of this, different criteria are used for the assessment of these spherical bearings
compared with those applied to traditional bearings.
A spherical-bearing shell can be further used if:
- the lead bronze running layer is intact
- the permissible bearing clearance has not been exceeded or is not falling short of its minimum
regardless of
- a worn running-in overlay (lead bronze appears as reddish brown marks)
- some scratches or scoring of the overlay (also when they penetrate into the bronze layer).
On spherical top end bearings with integrated nickel dam, the shape and degree of exposure of the latter
is an essential criterion for the assessment of the condition of wear:
- If the nickel dam is visible coherent of over 30 % of the contact zone (diameter between about 80 and
200mm on the upper bearing shell), the running-in capability of the spherical shell bearing is not
sufficient and the shell must be replaced.
Important:
The two lower bearing halves are marked together and must only be replaced as a unit. If the upper
bearing shell has to be replaced due to wear, the corresponding lower bearing shell ring has to be
renewed as well.
7. SAFETY CHECK AFTER FITTING A BEARING
New bearings or those being refitted after an inspection are to be checked after restarting the engine for
abnormal temperatures caused by local overheating (not valid for spherical bearings):
- Run the engine for about 5 minutes up to nominal/service speed, no load.
- Stop and check the bearings concerned by hand for abnormal temperatures.
−8−
W&RTSILiiNSD CORPORATION
Service Bulletin Z-7.1

31 .I 0.97
Z-7 d. 19.0735)
of Sulzer Z 40 Type Diesel Engines
Flushing Instructions
Contents: Page
-INTRODUCTION 1
- 1. FLUSHING THE ANCILLARY 1

SYSTEMS
-2. FLUSHING THE INTERNAL 4

LUBRICATING OIL SYSTEM OF
THE ENGINE
Wktsill NSD Switzerland Ltd PO Box 414 Tel. +41 52 262 49 22

Wlrtsill NSD Schweiz AG CH-8401 Winterthur Fax+41522124917
Wlrtsill NSD Suisse SA Switzerland Tlx 896 659 NSDL CH
W~,IITSIL,hNSD
Co((pMu\TIoN
INTRODUCTION
The following instructions serve to protect the engine and bearings and to ensure their future
operational reliability. Experience has shown that the expense is worthwhile when one
considers how high the cost of a possible consequential breakdown could be.
This Service Bulletin is divided in two parts. The first part deals with the flushing instructions
for the ancillary systems which are to be applied whenever dirt has penetrated into the
pipework systems as for example on new installations, after modifications etc.
The second part is focussed on flushing the internal lubricating oil system of the engine. It has
to be followed if the lubricating oil system in the engine is contaminated for example after
in-situ grinding of crankpins and/or journals, major overhauls etc.
1. FLUSHING THE ANCILLARY SYSTEMS
1.1 General
- Newly installed pipework, coolers, filters, valves etc. must be absolutely free of swarf,
rust, weld spatter, scale, dirt etc. immediately before final fitting.
- All dirt, residue or any contaminating material must be removed from the respective
tanks before the particular system is charged with lubricating oil, fuel or air. Fibrous
cleaning rags liable to become frayed should not be used for this purpose.
1.2 Lubricating Oil System

(see enclosure Z-7.1/1)
Preparations
- Flushing oil: Normal circulating oil or preferably a SAE 10 class multi-purpose oil should
be heated above the normal working temperature, i.e. up to 60-8O”C, since the flushing
effect considerably improves at an increased temperature level (heating may be carried
out by means of the separator lube oil preheater or additional preheating equipment).
- It is of upmost importance that the lubricating oil system is free of any contaminants such
as for example welding residues, metal particles etc. Therefore the inserts of the indicator
filter, located in front of the engine inlet, must be replaced by fine-filter inserts
(disposable paper cartridges; aorade of filtration: 0.01 to O.OlSmm). They are normally
obtained directly from the filter manufacturer.
Please consider the delivery times of such paper cartridges, i.e they have to be ordered
early enough or to be kept in stock!
If such filter inserts are not available, a suitable fine filter is to be fitted additionally
downstream of the indicator filter. Required grade of filtration: 0.01 to 0.01.5mm.
In this case the regular filter inserts of the indicator filter have to be removed while
flushing.
4/l
240
- The piece of pipe located just in front of the engine is to be disconnected from the engine
inlet and the lubricating oil routed by means of a hose directly into the crankcase
(by-passing of the engine-side lubricating oil lines and hence the bearings should prevent
contamination of these parts by the installation-side system).
- To facilitate a check on the cleanliness of the system, it is advisable to fit a piece of linen
cloth to the end of the hose (linen bag with adequate surface area).
- Disconnect the charge-pipe to the cylinder lubricating pumps. The lube oil of this
charge-line is also to be routed directly to the crankcase.
- On installations equipped with engine driven oil pumps and prelubricating oil pumps
having a low delivery capacity, an additional flushing oil pump is to be fitted, whose
delivery capacity corresponds to about that of the main lube oil pump.
- The lube oil connections on the engine side are to be blanked off during the flushing
phase.
Flushing the System
- Separator and separator preheater should be in operation.
- Make sure that oil flows through both filter chambers during flushing and that the
admissible pressure drop across the fine-filter is not exceeded.
‘- For the first few hours of flushing, the automatic filter (8) is to be by-passed.
- All valves in the lube oil system are to be fully open.
- Start the lube oil pump with its safety valve fully open, and gradually close same. If a
standby pump is fitted it should be operated alternately with the main pump. Both pumps
should not be operated at the same time due to the danger of overloading a filter insert.
- Periodically check the filters in the system, replace the cartridge inserts and clean the
magnetic inserts as necessary.
- The flushing operation should last at least 6 hours per period and must be repeated until
residues are no longer found in the filters or the linen cloth remains absolutely clean. At
the same time all the coolers, control valves, filter chambers, by-pass lines etc. have to be
flushed through systematically. To flush the oil cooler, the oil has to be heated up to a
temperature where the cooler circuit is fully open and the by-pass line is fully closed. (If
this is not possible, another way has to be found such as for example manual operation of
the temperature regulating valve).
- All the pipework, in particular the pipes between the filters and engine connection, is to
be tapped at regular intervals during the flushing operation in order to release any
possible contaminants. Any blind flanges at the end of the oil supply line(s) must be
opened in order to remove any residues at the pipe end(s).
- Remove hose and reconnect pipe to engine inlet.
- Flush through the engine for a period of at least 6 hours.
- Keep the SCAMATIC filter in operation while flushing through the engine.
- During this phase the engine should be turned over from time to time with the turning
gear.
- Check oil flow from bearings, piston cooling, spray nozzles etc.
- After completion of the flushing process remove all filter inserts, including those of the
automatic filters and any magnetic inserts, clean and check accordingly. Paper cartridges
are to be replaced by the regular ones. Verify also the clean state of the filter housing.
412
W&RTSILki NSD
1.3 Fuel System
- Dismantle the pipe connections at engine inlet and outlet and short-circuit on the
installation side. Blank off the engine side pipe connections during the flushing
operation.
Caution: Take care of any fuel leakages!
- Flushing of the entire fuel system (heavy fuel oil and diesel oil system) with diesel oil.
Start up feeder and booster pumps; stand-by pumps, where installed, have to be operated
alternately.
- For the first period of flushing, the automatic filter is to be by-passed.
- Clean the system filters periodically. The flushing operation has to last for at least 6 hours.
- Flushing should be carried out until residues are no longer found in the filters. At the
same time, all the system components such as valves, flowmeter, mixing tank,
viscosimeter, by-pass lines, filter chambers etc. are to be flushed through systematically.
- On engines with an engine driven booster pump the flushing of the fuel system has to be
carried out with an additionally installed fuel circulating pump.
- Once the flushing operation has been completed, connect up the pipework at the engine
inlet and outlet. Remove all filter inserts, including those of the automatic filters, clean
and check accordingly.
- Flush the system once more through the engine for a short period of time.
1.4 Starting and Control Air System
- Disconnect starting and control air lines from the engine connections.
- Blank off the engine inlet as well as other openings to prevent the ingress of dirt.
- Blow through the starting air system with starting air under service pressure by opening
the main shut off valve generously.
- Blow through the control air system with control air under service pressure.
- Refit all connections.
Caution: When blowing through the starting air system, fix the pipework and secure
blow-out openings to guard against possible accidents.
Protect eyes and ears!
413
2. FLUSHING THE INTERNAL LUBRICATING OIL SYSTEM OF THE ENGINE
2.1 General
The following instructions apply whenever the internal lubricating oil system of the engine is
contaminated and needs to be blushed, as for example after in-situ grinding of crank pins
and/or journals, major overhauls etc. It is assumed that prior to flushing the internal
lubricating oil system of the engine the external one is working properly i. e. oil not
contaminated, filters in good condition, separators in operation.
The paragraphs below describe the procedure in order to flush the oilways to the main
bearings and the crankshaft itself. Depending on the reason why the internal oil system needs
to be flushed, removal of additional components such as for example the crankshaft thrust
bearing, camshaft bearings etc. might be considered necessary.
The oil should be heated above the normal working temperature, i.e. up to 60-80°C since the
flushing effect considerably improves at an increased temperature level (heating may be
carried out be means of the separator lube oil preheater or additional preheating
equipment).
Periodically check the filters in the system, replace or clean the inserts as necessary.
2.2 Flushing the Engine Housing
To flush the oil inlet pipe and the oilways up to the main bearings proceed as follows:
- Plug all open oilways in the crankshaft with plastic plugs (only necessary if the crankshaft
is not contaminated and does not need to be flushed afterwards).
- Remove all main bearings except a few, equally distributed in the engine, to support the
crankshaft.
- Blank off the oil supply lines to the fitted bearings by inserting a shim between the engine
housing and the branches of the lube oil main inlet pipe leading to the main bearings
concerned.
- Flush for at least 6 hours
- Repeat the whole procedure but with the main bearings fitted which have been removed
before and vice versa.
- Reconnect all oil supply lines to the main bearings.
2.3 Flushing the crankshaft
- Engine inlet pipe and oilways to the main bearings have to be clean.
- All main bearings to be fitted, all pistons and bottom end bearings to be removed.
- Flush for at least 6 hours through the crankshaft.
- After re-fitting bottom end bearings and pistons, flush once more through the engine for a
short period of time.
Important: Check oil flow on pistons, bearings and valves prior to start the engine.
414
WARTSIL&NSD
-TKN
LUBRICATING OIL SYSTEM
‘y-t+-+-+
F----- .-/I
lf y12
t
1
f
I \
f
lf
L-E-!!
r
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1 Main engine 7 Indicator filter 12 Fine filter

2 Oil sump tank 8 Automatic filter 13 Cylinder lubricator
3 Suction filters 9 Flushing oil filter 14 SCAMATIC filter
4 Oil pump (one stand-by) 10 Separator 15 Cyl. lube oil service tank
5 Temp. regulating valve 11 Preheater 16 Linen bags fitted to pipe
6 Lube oil cooler
Z-7.11 1
W&RTSIL& NSD
CORPORATION
Service Bulletin Z-8.2

29.08.97
of Sulzer 2 40 Type Diesel Engines Z-8.1 d. 13.12.91)
Undersized Bearings and

Reconditioning of Crankshafts
Contents: Page
-INTRODUCTION 1
- 1. BEARING UNDERSIZES AND 1

THRUST RING OVERSIZES
-2. ASSESSMENT CRITERIA 1

FOR CRANKSHAFT
-3. RECONDITIONING 2
ENCLOSURES
W8rtsilB NSD Switzerland Ltd PO Box 414 Tel. +41 52 262 49 22

WBrtsill NSD Schweiz AG CH-8401 Winterthur Fax+41522124917
WBrtsil~ NSD Suisse SA Swtzerland Tlx 696 659 NSDL CH
W~R.TSIL& NSD
INTRODUCTION
The purpose of this Service Bulletin is to specify the standard undersizes for the main and
bottom end bearings as well as the oversizes for the thrust rings.
It also contains the assessment criteria for the crankshaft journals and pins as well as their
reconditioning.
1. BEARING UNDERSIZES AND THRUST RING OVERSIZES
Bearing undersizes for main and bottom end bearings (Standard):

0.4 - 0.8 - 1.2 - 2.0 -3.0 - 4.0 - 5.0 - 8.0” mm (referred to the diameter)
*Re-calculation of torsional vibrations could be required. Please contact the engine builder
beforehand.
Thrust ring oversizes: (Standard):
0.8 - 2.0 - 4,0 mm
For collar tolerances after remachining please refer to the respective table in the
Maintenance Manual.
2. ASSESSMENT CRITERIA FOR CRANKSHAFT
As a consequence of operation under unfavourable conditions, for example with

contaminated lubricating oil, wear of crankshaft journals or pins can occur. Should one of the
following wear limits be reached, remachining to the next standard undersize of the
respective journal or pin is recommended.
2.1. Measuring Points
6
If all measurements are within the limits but there is still doubt about the actual general state
of the surface, checking with blue should be carried out as described in paragraph 3.1.
-l-
WiiriTSIL& NSD
2.2. Wear Limits (referred to diameter)
Journal (mm) Crank Pin (mm)

0 Circularity max. 0.050 0.080
,
,G’ Cylindricity max. 0.030 0.030
// Parallelism max. 0.030 0.030
/’ Circular Run-out max. 0.025 0.030
Diameter max. 0.100 0.150
For details about the above mentioned geometrical tolerances, please refer to enclosure
Z-5.214.
3. RECONDITIONING
Remachining of an individual journal or crank pin should be carried out according to

enclosures Z-8.2/1 (in-line engines) or Z-S.2/2 (V-engines).
A journal or a crank pin with a roughened surface, but with dimensions still within the limits
should be polished. Polishing should not be carried out by hand with emery or polishin;
paper.
However, reconditioning of crankshafts should only be carried out by specialized firms.
3.1 QUALITY OF A REMACHINED PIN OR JOURNAL
The quality of a pin or journal after machining has to meet following requirements:
- Geometrical tolerances in accordance with enclosure Z-8.2/1 (in-line engines) or
Z-8.2/2 (V-engines)
- A blueing check has to be carried out on the remachined surface. Blueing Shells: Min.
width equivalent to journal or crank pin dimensions respectively. Min. length equivalent
to 115 of journal or crank pin circumference.
Required contact area: Min. 35% equally distributed over width and circumference
(please refer to enclosures Z-8.2/3 and 4).
- Free of hairline cracks: Journal or crank pin to be tested by means of magnetic particle
crack detection method.
- Free of martensite: The microstructure is to be tested for white edged areas of martensite
structure with replicas or macro etching with 5% nitric acid in alcohol (Nital) applied to
the pin after polishing.
- Maximum admissible hardness of remaining local hardspots: 400HB.
However such local hardspots are not tolerated around the fillets and the bores for
lubrication.
4. FLUSHING
After remachining, the lubricating oil system has to be flushed according to our Service
Bulletin “Flushing Instructions”.
-2-
In-line Engines
WA!lTSILii NSD
cw
N5
Lz!
* When the bearing covers, except this one of the

remachined journal, are mounted and tightened correctly.
A ** On the whole circumference. f3
c-c
/ 22d
1 /
for the whole fillets N5

d
- When remachining a journal and/or crank pin diameter, the dimension ‘a’ of the fillet (originally 2 mm, see detail
A) resp. the radius ‘R’ must be adapted in such a way that a radial fillet of 0.5 mm in relation to the journal or
crank pin surface results again.
- After remachining the transitions between running surface and lubricating oil holes (see section C-C) have to
be rounded off with a radius R=8 mm and polished (N6).
- After final machining, journals, crank pins and fillets must be checked for cracks by means of a magnetic particle
crack test (afterwards demagnetizing) or the dye penetrant method.
Undersize (mm) 0.4 0.8 1.2 2.0 3.0 4.0 5.0

Undersized Journals ‘D’ and Crank pins ‘d’ 329.6 329.2 328.8 328.0 327.0 326.0 325.0
Diameter tolerances for all undersize’d journals and crank pins: 0

-0.06
Z-8.2/ 1
4lQ V-Engines
W&RTSIL& NSD
c-nay
1
-
I new 180
*
I 160 \
272
280
/
When the bearing covers, except this one of the

160
remachined journal, are mounted and tightened correctly.

** On the whole circumference.
)
172
180 io.2
0-0
whole fillets NY
- When remachining a journal and/or crank pin diameter, the dimension ‘a’ of the fillet (originally 2 mm, see detail
A) must be adapted in such a way that a radial fillet of 0.5 mm in relation to the journal or crank-pin surface results
again.
- After remachining the transitions between running surface and lubricating oil holes (see sections B-5 and C-C)
have to be rounded off with a radius R=lO mm and polished (N6).
- After final machinino, iournals, crank pins and fillets must be checked for cracks by means of a magnetic particle
crack test (afterwards demagnetizing) or the dye penetrant method.
Undersize (mm) 0.4 0.8 1.2 2.0 3.0 4.0 5.0
Undersized Journals ‘D’ 349.6 349.2 348.8 348.0 347.0 346.0 345.0
Undersized Crank pins ‘d’ 329.6 329.2 .3?8.a ._328.0 __ .-327.0.-.

....326.0
_ 325.0
0
Diameter tolerances for all undersized journals and crank pins:
-0.06
Z-8.2/2
WARTSLh NSD
c-
CONTACT AREA OF PIN
Adequate contact pattern but

pronounced chatter marks,
pin must be remachined!
Chatter rnarks
Note the transition from the

lubricating hole to the
running surface. This contact
pattern is unacceptable and
the transition area must be
remachined!
z-a.21 3
WARTSIL& NSD
CCWOb!AllON
Good surface appearance

around the lubricating hoie.
GEOMETRICAL TOLERANCES
Symbols and Examples of indication and interpretation

toleranced I
\I
characteristics indication on the drawing Tolerance zone
It
Gi
cross-section shall be contained
0 Circularity {=I @
between two co-planar
concentric circles 0.1 apart.
I I &zJg ’ t *\
- -2 The considered surface shall
/“J Cylindricity 3; -$Q,j be contained between two
-;- -5 - coaxial cylinders 0.1 apart.
0
Parallelism The toleranced axis shall be

// of a line (axis) contained in a cylindrical zone of
wrth reference to diameter 0.02, parallel to the
a datum line datum axis A (datum line).
p-T7irGq The radial run-out shall not be

Circular
greater than 0.1 in any plane of
f Run-out
measurement duringonerevolution
radial aboutthedatumaxisA-0. 1
Z-8.2/ 4
Z−
29.08.97
of Sulzer Z 40 Type Diesel Engines Z-9.2 d. 28.09.93)
Lubricating Oil Treatment

and Requirements
Contents: Page
− 1. GENERAL REMARKS 1
− 2. HANDLING OF SEPARATORS 1
AND FILTERS
− 3. LUBRICATING OIL SYSTEM 1

1. GENERAL REMARKS
The burning of fuel oils of inferior quality increases the formation of combustion by-products which gain
access to the crankcase and thus contaminate the lubricating oil. It is a matter of fact that the expected
lifetime of the lubricated components of an engine depends to a great extent on the appropriate
lubricating oil treatment.
Effective cleaning of the lubricating oil, however, is only possible when the necessary equipment
(centrifugal separator, filters etc.) of proper quality and sufficient capacity is available.
To maintain the lubricating oil in good condition over a long working period, it is necessary that the
lubricating oil is continuously cleaned by a centrifugal separator, working in by-pass as clarifier or purifier
according to the recommendations of the separator manufacturer.
2. HANDLING OF SEPARATORS AND FILTERS
To obtain optimum cleaning when operating the separator in the purifier mode, special attention must be
given to the following parameters:
- correct gravity disc
- correct and constant flow
- correct and constant temperature
☞ Oil suppliers recommend to treat the lubricating oil in the centrifuge at a temperature of
between 85° - 95°C at a throughput of 20% of its rated capacity to improve the cleaning
effect.
The water content after treatment must be less than 0.2%. Please refer to enclosures Z-9.3/1 and 2.
Depending on the dirt accumulation, the separators and filters are to be cleaned at shorter or longer
intervals.
Even self-cleaning separators have to be opened for routine cleaning and inspection of the sludge space.
For the intervals between manual cleaning of the bowl, please refer to the recommendations of the
separator manufacturer.
Usually, the sieves or candles of the filter inserts cannot be cleaned properly just by immersing them in
diesel oil. In fact, cleaning in diesel oil is no longer recommended . Cleaning agents as well as
cleaning procedures of specialized firms in general show better results and should be used instead. The
cleaning agent, however, must not attack the filter material. The filter manufacturer will advise you on
the most suitable agent to use.
Care should be taken not to damage filter components during cleaning as well as to avoid dirt entering
from the "dirty" oil side to the "clean" oil side.
The re-use of damaged components has often resulted in consequently damage to bearings and
crankshafts.
If the filter inserts (sieves or candles) or any other filter components are damaged, they are to be
replaced by products of equivalent quality and design.
3. LUBRICATING OIL SYSTEM
The enclosed diagram (enclosure Z-9.3/6) shows a system for by-pass separation of the lubricating oil,
with an indicator filter (item 9) and an automatic filter (item 7) in the main circuit. The separator should
be dimensioned in such a way, that at 20% of its rated capacity the complete lubricating oil charge is
treated at least four times a day.
−1−
The capacity of the separator supply pump (item 10 on enclosures Z-9.3/6) must be equal to 20% of the
purifier's rated capacity. This pump should be a separate, electrically driven pump and not be built onto
the purifier, its suction pipe should be kept as short as possible and the suction velocity should be at
least 0.8 m/s.
The filters are to be located as close as possible to the engine and should be positioned in such a way
that they are readily accessible for inspection and maintenance.
For filter specifications, please refer to enclosures Z-9.3/4 and 5.
3.1 Cleaning of the Automatic Filter
The centrifugal separator should normally have removed the bulk of contaminants in the lubricating oil.
However, filters still have to be installed as near as possible to the engine inlet as final protection.
Service experience with trunk-piston engines running on heavy fuel oil has shown that the installation of
just a duplex filter before the engine is no longer sufficient to meet today's demand of less maintenance;
the frequency of the cleaning of filter inserts being far too high. The proper cleaning of the filter inserts,
which depends on the kind of contaminants, can only be achieved with difficulty. An automatic back-
flushing filter must therefore be provided.
Note: Automatic filters also need regular inspection and manual cleaning.
The back-flushing sequence must be continuous or released by an adjustable time relay. A release of the
back-flushing sequence as a function of the differential pressure only is not sufficient. Depending on the
degree of contamination, the type of dirt and the properties of the lubricating oil, there is a risk that the
deposit of contaminants on the filter mesh over a long period of time may not be entirely removed by
back-flushing alone. This will result, sooner or later, in clogging up.
3.2 Cleaning of the Indicator Filter
Under normal conditions this filter should remain clean over a very long period. The clean chamber
should always be filled up with oil and vented. Manual cleaning of dirty filter elements must be carried
out at the earliest opportunity. At the same time the filter housing should be drained completely and any
sludge removed.
3.3 SCAMATIC Filter and Lubricating Oil Fine Filter
The SCAMATIC filter (item 23 on encl. Z-9.3/6) must be cleaned and inspected twice a year.
A fine filter with a mesh size of 0.025 mm (item 13 on encl. Z-9.3/6) is fitted downstream of the
lubricating oil separator and is used as a monitoring element. Any dirt or water entering this filter, due to
malfunction or incorrect setting of the separator, will set off the differential pressure alarm, at max.
0.5 bar.
ENCLOSURES:
Lubricating oil requirements Z-9.3/1 to Z-9.3/2
Lubricating oil list Z-9.3/3
Lubricating oil filter specifications Z-9.3/4 to Z-9.3/5
Lubricating oil system layout Z-9.3/6
−2−
LUBRICATING OIL REQUIREMENTS
FOR Z40/ZA40/ZA40S TYPE ENGINES
General
For application in Z-type engines an alkaline trunk-piston engine oil with good detergent and dispersant
properties, designed to give good performance in medium speed marine diesel engines operating with
residual fuel must be selected. Although there are no standard test methods in general use for this type
of oil, reference is sometimes made to API classifications, US Army Mil-specifications or the obsolete
Caterpillar ratings to indicate the performance level of such an engine lubricating oil. A minimum
performance level equivalent to API CD is required for all applications.
Lubricating oil requirements
Highly refined paraffinic or mixed-based mineral oils with good thermal and oxidative stability have
proven satisfactory in service as base stocks for the engine oil.
For guidance only, some characteristics of fresh engine oils on the market are indicated below:
kinematic viscosity at 40°C 120-180 cSt

viscosity index 80-100
SAE viscosity grade 40
flash point (PMCC) >210°C
pour point -15°C
Note:
The 'Base Number' or 'BN' was formerly known as 'Total Base Number' or 'TBN'. Only the name has
changed, values remain identical.
The alkalinity of the lubricating oil, expressed as Base Number BN, is to be selected in accordance with
the type of fuel used:
Distillate grade fuel(MGO, MDO)

sulphur content of fuel up to 1% 1-2%
BN recommended 15-20 up to 30
Residual type fuel (HFO, MFO, IF-, IFO-)

sulphur content of fuel 1-3% >3-5%
BN recommended 30 40
If the sulphur content of the fuel is higher than 3%, a lubricating oil with a BN of 40 is recommended.
Lubricating oil treatment
With operation on residual fuel, the lubricating oil must be continuously cleaned in a centrifugal
separator, working in by-pass as a purifier. The lubricating oil entering the separator should have a
temperature of 85 to 95°C, with a throughput adjusted to 20% of the rated capacity. It is good practice to
commence the centrifuging about 4 hours before starting and continue for about 2-4 hours after shutting
down the diesel engine.
Used oil testing
Under normal operating conditions, it is recommended to take samples while the oil is still hot about
every 3000 running hours, or 2 to 3 times a year. From an analysis of a sample, representative of the
actual condition of the oil in use, it is possible to comment on the condition of the oil and to confirm if it is
fit for further use. It is often advisable to use the services generally offered by the oil suppliers for this
purpose and follow their instructions for obtaining samples.
Preferably, the used oil tests should cover the following characteristics:
- Viscosity - total insolubles
- flash point - water contamination
- BN - nature of water
Z−9.3/1
LUBRICATING OIL REQUIREMENTS
FOR Z40/ZA40/ZA40S TYPE ENGINES
Contamination by fuel and wear metal content might also be included. The significance of such analysis
results can best be assessed if they are considered as a whole and in relation to the past analytical
history of the lubricating oil.
In the course of time, even the best quality lubricating oil tends to change its properties due to ageing,
oxidation and contamination caused by the working conditions in such a way that a change of the oil
charge must be considered. However, it is not possible to give a fixed interval for this purpose since this
is influenced by the operating conditions and the efficiency of the oil treatment.
For general guidance, numbers for some used oil characteristics are indicated further below which can
be regarded as attention limits. A rather sudden change of one or the other of these parameters can
indicate abnormal operating conditions or faults in the system. In such a case it would be of little help just
to change the oil without investigating the cause. Correct sampling, of course, is most important to be
able to draw conclusions from the oil analysis. Care must be taken to ensure that the sample is
representative of the complete oil charge in use, and that the sample is not contaminated after being
drawn. Samples should also be completely labelled. For further detail, reference is also made to the
relevant sections of the engine maintenance manual.
Attention limits
The numbers indicated below are given for general guidance. As pointed out before, their significance
can best be assessed if they are considered as a whole and in relation to each other. Normally, the oil fill
is still fit for further use if the parameters are within the limits indicated:
- chance of viscosity between -20/+30% of initial value
- flash point (PMCC) above 190°C
- total insolubles below 2.5%
- water content max. 0.2%
- BN about 60% of initial value
If one of these limits is reached, remedial action must be considered to bring the oil charge back to
normal condition. Beside renewal of the complete or partial oil charge, this might also be achieved by
intensified treatment in the centrifugal separator, for example through decreasing the intervals between
the discharge cycles, or special treatment in a renovating tank. It is also recommended to seek advice
from the oil supplier.
Other lubricating oil requirements
Turbocharger
For the selection and the maintenance of the lubricating oil, the requirements of the turbocharger builder,
as outlined in his instruction book, must be observed.
As a general guidance for selection, a premium turbine oil with good resistance to thermal and oxidative
degradation and with good antifoaming properties is considered most suitable. Normally, a viscosity of
between 68 and 78 cSt at 40°C is recommended, corresponding to the ISO VG 68 viscosity grade.
Hydraulic Governor
For use in the hydraulic governor, a rust and oxidation inhibited mineral oil with a viscosity of about 25 to
60 cSt at operating temperature (practical range between 60 and 90°C) is recommended. In general, the
same oil as used in the turbocharger or in the crankcase of the diesel engine will also be satisfactory for
use in the governor. It is important to keep the oil clean and it is recommended to change the oil fill
about once a year.
Turning year
Oil type recommended: EP (extreme pressure) gear oil. FZG gear machine method IP 334/90, load
stage pass 12; viscosity grade ISO VG 220.
Wärtsilä NSD lubricating oil list

To assist the engine operator in selecting lubricants. oils of the major oil suppliers generally available are
listed on the following table. These oils have proven satisfactory in service. If further advice is needed,
please contact Wärtsilä NSD Switzerland Ltd, Winterthur.
Z−9.3/2
LUBRICATING OILS FOR Z40/ZA40/ZA40S ENGINES
Oil Marine diesel oil Heavy fuel oil Heavy fuel oil service Turbocharger
service service
Supplier Sulphur content of fuel Sulphur content of fuel Sulphur content of fuel Governor
up to 1% 1-3% >3-5%
Agip Cladium 120 SAE40 Cladium 300 SAE40 Cladium 400 SAE40 OTE 68
BP Energol DL-MP40 Energol IC-HF304 Energol IC-HF404 Energol THB 68

EnergoI DS3-154
Caltex Delo 1000 Marine Delo 3000 Marine Delo 3400 Marine Regal R&O 68
SAE40 SAE40 SAE 40
Castrol Marine MLC40 TLX 304 TLX 404 PerfectoT68
Chevron Delo 1000 Marine 40 Delo 3000 Marine 40 Delo 3400 Marine 40 Turbine Oil
GST 68
Elf Disola M 4015 Aurelia 4030 Aurelia XT 4040 Turbine T68
Exxon Exxmar 12TP 40 Exxmar 30TP 40 Exxmar 40TP 40 Tro-Mar

Esso
Fina Caprano 412 Stellano 430 Stellano 440 Turbine 0il
Medium
Mobil Mobilgard 412 Mobilgard 424 Mobilgard 442 DTE Oil

Mobligard ADL40 Heavy Medium
Shell Gadinia Oil 40 Argina T Oil 40 Argina X Oil 40 Turbo OiI T78
Texaco Taro XD 40 Taro DP 40 Taro XL 40 Regal Oil R&O 68
The products listed above were selected in cooperation with the various oil suppliers and are considered
suitable lubricants of their respective product lines for the application indicated. However, Wärtsilä NSD
Switzerland Ltd. does not take any liability as to the quality of the supplied lubricating oil or its
performance in actual service.
In addition to the oils shown on this list, there are other brands which might be suitable for the use in
Sulzer diesel engines. Information concerning such brands may be obtained on request from Wärtsilä
NSD Switzerland Ltd., Winterthur.
The hydraulic governor usually can also be lubricated with the same oil as used in the crankcase.
Z−9.3/3
LUBRICATING OIL FILTER
AUTOMATIC FILTER
Automatic self-cleaning filter, with differential pressure indicator including alarm contacts. This filter
operates in conjunction with an indicator filter fitted downstream (see next page). The design,
arrangement and operational safety of the filter must comply with the requirements of the classification
societies and the responsible authorities.
Cleaning: Fully automatic system. Flushing oil to pass through a flushing oil
treatment unit before returning to engine system. The filter chamber
not in use should always be filled with oil and vented.
Flow medium: Medium speed diesel engine oil, 120 - 180 cSt at 40°C SAE viscosity
grade 40.
Flow rate: Depends on the installed pumping capacity and is to be specified by

the customer.
Service pressure: max. 10 bar, pulsating (pressure before filter).
Test pressure: According to classification societies requirements.
Service temperature: Up to 60°C.
Mesh size of main filter: max. 0.04mm (sphere passing mesh).
Main filter sieve material: Stainless steel.
Permitted pressure drops: With clean filter = max. 0.3 bar 120 cSt
With dirty filter = 0.8 bar
Alarm contact = 0.8 bar
Max. press. drop = 8.0 bar
(Filter element min. bursting pressure with cold oil).
Z−9.3/4
LUBRICATING OIL FILTER
INDICATOR FILTER
As shown in the diagram shown below, the indicator filter should be close to the engine downstream of
the self-cleaning automatic filter. The indicator filter is a full-flow duplex filter equipped with a differential
pressure indicator as well as an alarm contact. The design arrangement and operational safety of the
filter must comply with the requirements of the classification societies and the responsible authorities.
Cleaning: Manual change-over to clean chamber. The dirty chamber must be

capable of being serviced without interrupting engine operation. The
filter chamber not in use should always be filled with oil and vented. A
magnet is required before the filter.
Flow medium: Medium speed diesel engine oil, 120 - 180 cSt at 40°C SAE viscosity
grade 40.
Flow rate: Depends on the installed pumping capacity and is to be specified by

the customer.
Service pressure: max. 10 bar (pressure before filter).
Test pressure: According to classification societies requirements.
Service temperature: Up to 60°C.
Mesh size of main filter: 0.06mm (sphere passing mesh).
Main filter sieve material: Stainless steel.
Permitted pressure drops: With clean filter = max. 0.3 bar 120 cSt
With dirty filter = 0.8 bar
Alarm contact = 0.8 bar
Max. press. drop = 8.0 bar
(Filter element min. bursting pressure with cold oil).
Z−9.3/5
LUBRICATING OIL SYSTEM
(Engines with cylinder lubricators)
1. Main engine 10. Separator supply pump 18. Water alarm detector
2. Oil drain tank 11. Pre-heater 19. Lub. oil storage tank
3. Lub. oil suction filter 12. Separator 20. Lub. oil renovating tank
4. Lub. oil pump (one stand-by) 13. Lub. oil fine filter 21. Dirty lub. oil tank
5. Autom. regulating valve 14. Cylinder Lube oil 22. Crankcase vent
6. Lub. oil cooler daily service tank 23. SCAMATIC filter
7. Lub. oil automatic filter 15. Cylinder lubricators (engine delivery)
8. Flushing oil filter 16. Low level alarm I
9. Lub. oil indicator filter 17. Low level alarm Il
Z−9.3/6
Service Bulletin Z- 10
1 4.07.88
Technical Information to all the Owners of 2nd Edition
(Reprinted 02.08.94)
Sulzer ZL 40 and ZV 40 Type Diesel Engines
Fuel Injection Nozzle

Specification
Contents:
FUEL INJECTION NOZZLE

EXECU TIONS
FUEL INJECTION NOZZLE

DESIGNATION
PISTON CROWN TYPES

FUEL INJECTION NOZZLE SPECIFICATIONS
This Bulletin is intended to inform you about the so far applied fuel injection nozzles resp.
specifications on ZL and ZV40 type engines.
Fuel Injection Nozzles Executions
Features:
-Shrunk-on cooling - Soldered ring
jacket - Needle double conical
- Electrolytically rounded-off
i h l d
Fuel Injection Nozzle Designation
Piston Crown Types
Remarks: I ) When ordering fuel injection nozzles please quote code number, spray
angle, number of spray holes and hole diameter.
2) Prolonged time for delivery possible. (only a few engines equipped

with this version of injection nozzle and piston crown)
Service Bulletin Z - 11
11.11.88
Technical Information to all the Owners of Sulzer Z (Reprinted 02.08.94)
40 and ZA 40 Type Diesel Engines
Crankcase Condition
Monitoring
Contents:
-1. INTRODUCTION
-2. OIL MIST DETECTORS
-3. MAIN BEARING

TEMPERATURE MONITORING
-4 CRANKCASE PRESSU RE
-5. VENTING OF THE CRANKCASE

CRANKCASE CONDITION MONITORING
1. INTRODUCTION
The more and more increasing use of microelectronics has also been applied to the
crankcase monitoring equipment.
With instruments of today's generation a better and faster monitoring of the situation and
thus a quicker reaction is made possible.
Especially for the crankcase, an immediate reaction is required to avoid possible
damages of great consequences.
Therefore, it is recommendable to provide the monitoring system with such modern
equipment.
2. OIL MIST DETECTORS
2.1 GRAVINER Oil Mist Detector (see encl Z-1 l/1)
The Graviner Mark 4 oil mist detector has been replaced by the new execution Mark 5.
With both types the oil mist concentration is measured at each crank compartment, but
with the new execution Mark 5, oil mist is continuously drawn - in, which allows a
prompter reaction of the monitor.
Furthermore, with this type the oil mist is led back to the crankcase and prevents the oil
mist from entering the engine room.
2.2 SCHALLER Oil Mist Detector (see encl. Z-11/1)

The crankcase monitoring device Visatron VN 114S has been superseded by the new
VN 215 type.
With the VN 215, oil mist is continuously drawn-in from each crank compartment,
whereas with the previous VN 114S the oil mist concentration is only measured at the
crankcase venting system.
2.3 Connecting of the Monitoring System (see encl. Z-11/2)

-An alarm by the oil mist detector should induce a shut down to the engine.
-Intakes to be arranged with a constant inclination.
-Each suction position must be equipped with an internal pipe bend.
A retrofit to the today's oil mist detector generation is possible on all engine types. For
respective inquiries please contact New Sulzer Diesel Ltd. Winterthur.
3. MAIN BEARING TEMPERATURE MONITORING (see encl. Z-11/2)
For some time now the main bearing temperature monitoring is an optional feature
of the Z type engines.
Should an owner request so later on, feelers for the main bearing temperature moni
toring system may be installed without great expenditure on all engine types which
are already provided with the respective bores.
There exist two types of such feelers, namely based on thermal stresses and on resis
tance measurement (Pt 1()0) respectively. Thus a connection to all common alarm
systems is guaranteed.
Such alarm systems should be able to monitor deviations from average values,
exceeding maximum temperatures and eventually tendencies.
3.1 Earlier Engines
The installation of feelers is also possible to engines of initial design. It has to be

realised that this may call for rather high expenditures since all bearing covers (ZV
engines) resp. the crankshaft (ZL engines; rather complicated) will have to be removed
for drilling the corresponding bores. For further information regarding the fitting of
such feelers please contact New Sulzer Diesel Ltd. Winterthur.
4. CRANKCASE PRESSURE
With a correctly working venting device, the pressure in the crankcase gives an indica
tion for the condition of the piston rings.
With newly run-in piston rings the pressure is the lowest wereas during operation
same is slowly increasing.
A sudden pressure rise points to blow-by of gases through the piston ring package(s)
To monitor the crankcase pressure we propose to install a simple U - tube manome
ter which is to be equipped with a suitable alarm transmitter.
5. VENTING OF THE CRANKCASE (see encl. Z-11/3)
The crankcase vent was modified in two steps since the initial valve flaps, especially
on marine engines, tended to jam due to accumulation of oil, condensate etc.
A typical phenomenon was an oil leakage at the locating bearing, caused by the
increased pressure in the crankcase.
It has to be noted that the latter may also happen due to blow-by of piston rings.
Enclosures: as mentioned
GRAVINER Oil Mist Detector
Previous execution Present execution

Mark 4 Mark 5
SCHALLER Oil Mist Detector
Previous execution Present execution

VN 114S VN 215
Piping System for Oil Mist Monitoring
Main Bearing Temperature Monitoring

Initial design Modified initial design
Present design New intermediate piece with improved oil drain
All engine types may be equipped

with the present design (a resp.
modification to the venting pipe A has to
be carried out)
Service Bulletin Z-12

Technical Information to all the Owners of Sulzer ZL
40 and ZV 40 Tome Diesel Engines 22.06.92
Cylinder Cover and Valves
Contents:
Introduction
1. Advanced Development
and Modifications
2. Maintenance
3. Repairs
4. Tools
Enclosures: as mentioned in the text

INTRODUCTION
During the last few years further development has taken place on the cylinder cover as well as on
its components.
This Service Bulletin informs you about modifications, retrofit and reconditioning possibilities of
existing executions.
Furthermore, we would like to indicate possible repairs of damage due to corrosion, leakage etc.
Please take note of code numbers or type designation for all modifications and retrofits. All such
parts may always be ordered via one of the New Sulzer Diesel / Sulzer organizations or their
representatives.
1. ADVANCED DEVELOPMENTS AND MODIFICATIONS
1.1 Starting Air Svstem
Contamination and leakages in the starting air system can impair the starting behaviour of
the engine.
To optimize the starting of the engine we recommend to apply the following modifications:
1.1.1 Automatic Starting Air Stop Valve (see encl. Z-12/1)

The reduction of the valve seat diameter allows a quick opening even if the valve does
not run smoothly.
The valve disc of the spindle K 43511 is to be machined from the original 0 D = 106mm to
the new 0 D = 94mm.
New valve seats K 43517 (as spare parts) have to be ordered; please mark additionally the
new seat 0 D.
The non-return valve K 43515 has been reinforced.
With the new shape, the mechanical strength is considerably increased. In case of
need. same can easily be replaced.
1.1.2 Starting Valve in Cylinder Cover
To achieve optimum starting behaviour, we also altered the piston diameter ratio. The
existing housing is to be machined from the present 0 E = 45mm to the new 0 E = 50mm
(see encl. Z- 12/2).
For this modification it is necessary to order new pistons K 27404 with two new piston
rings K 27410 (0 E = 50mm).
1.1.3 Valve Seats K 27108 (see encl. Z-12/2)

For some time now, inlet and exhaust valve seats are executed as two-piece type only.
With this measure, the exhaust valve seats are protected from "low temperature corrosion"
attack if engines are run on HFO with a high sulphur content.
Any old one-piece seat type still on stock must now be scrapped.
According to today's standard, nothing but "Viton" O-rings K 27122 are allowed to be
fitted.
The seats are to be assembled with "Loctite 648".
The grinding of the seats is explained under paragraph 2 1
1.2 Inlet and Exhaust Valves
Summary of Valves Actually Applied
Contrary to the original philosophy, Z type engines are nowadays equipped with different
valves on the inlet and outlet side. Especially for heavy fuel oil operation, so-called
"Nimonic" valves are used for the exhaust. The previous uniform valves can further be
applied and used-up b u t o n l y when taking the criteria into consideration. as noted
under paragraph 1.2.3
Summary Table for Inlet and Exhaust Valves
This table refers only to engines for marine and power plant application (see encl.
Z-12/3).
For stand-by engines in nuclear power stations the engine builder has to be di
rectly contacted for the respective inlet and exhaust valve execution (see encl.
7. - 12/3)
1.2.1 Retrofit of Exhaust Valves to the Actual Standard
On enclosure Z-12/4 you will see a comparison of the previous and actual execu
tion.
It is always possible to convert engines from the former to today's standard.
The lower seating surface of the valve spring package has to be turned out to a diameter of
123mm.
On original cylinder covers the seating surface has to be turned or ground, enabling an easy
fitting of the "Rotocap"(please refer to detail "A" on encl. Z-12/4).
1.2.2 Inlet Valve K 27500

(see enclosure Z-12/5)
Actually, inlet valves of the type 782.200 "Colmonoy" are applied on engines running on
HFO as well as on MDO
As already mentioned, it is possible to use up the previous valve type 738.200 "Stellite" (the
former inlet and exhaust valves),under s t r i c t o b s e r v at i o n o f p a r a g r a p h
1.2.3 !
Please note that the conical clamping ring halves K 27503 are machined as a pair and
marked. THESE MUST NEVER BE MIXED-UP (possible shaft fretting and danger of
cracking)!
1.2.3 Criteria for the Using-up of Valve Type 738.200 as Inlet Valve
The minimum height of 9mm (valve body thickness after grinding, see as well section 2
720/2 of Maintenance Manual) ha s to he ogserved!
THE AUSTENITIC BASE MATERIAL MAY TEND TO BECOME BRITTLE UNDER

THERMAL OVERLOAD AND AFTER CERTAIN RUNNING HOURS. AN
INDICATION FOR THIS TENDENCY IS WHEN A VALVE BECOMES MAGNETIC (
CAN EASILY BE CHECKED ON THE MUSHROOM BY MEANS OF A MAGNET).
IF THE MAGNET SHOULD HOLD, THE RESPECTIVE VALVE HAS TO BE
REPLACED DUE TO THE RISK OF A FRACTURE LATER IN SERVICE !
Check the upper shaft end in the region of the turned groove to the conical clamping ring
half for fretting, corrosion and possible cracks.
1.2.4 Spring Cage K 28042
Due to isolated fractures of spring cages, these have been reinforced some time
ago.
A retrofit is recommended and is easy to carry out (see encl. Z-12/6).
1.3 Summary of the Most Important Cylinder Cover O-Rings and their Quality
Quality O-ring material: According to NSD specification.
2. MAINTENANCE
2.1 Grinding of Valves and Valve Seats
Exhaust valves and valve seats should generally be ground whenever a cylinder cover is
overhauled (refer to Maintenance Manual, group 2701). Inlet valves tend to wear slightly
concave. Provided, otherwise, they are not showing impressions, pittings or corrosion
marks, inlet valves and seats do not require to be re-ground every time. However, concave
valves have always to be fitted to the same (convex) valve seat.
To reach the required precision, grinding machines of the manufacturers "Hunger" and
"Chris- Marine" are suitable. Their products are specially adapted for this purpose.
"CHRIS-MARINE"
For Valves Seats: Type MSD-F with grinding wheel 18/1373
Addresses: L. Hunger Chris-Marine

Grafelingerstr. 146 Stenyxengatan 3
D-8000 Muenchen 70 S-21376 Malmoe
With regard to the tolerances for grinding valves and valve seats please refer to encl.
Z-12/7.
2.2 Criteria for the Replacement of Valves and Valve Seats
Refer to enclosure Z-12/7.
2.3 Valve Clearances (in mm)
Original Today
Inlet valves, all types 0.7 +0.1/-0 0.6 +0.1/-0
Exhaust valves, type 738.200 1.2 +0.1/-0 1.2 +0.1/-0
Exhaust valves. type "Nimonic" 0.8 +0.1/-0
2.4 Exnected Overhaul Intervals for Valves and Valve Seats
HFO-operation 8000 - 12000 furs.

MDO-operation 12000 - 16000 furs.
3. REPAIRS
3.1 Bore and Seating Surface of the Starting Air Valve

It might be possible that the seating surface can not properly be reconditioned by
means of lapping due to blow-through marks, caused by dirt indentation or due to
re-use or not regular exchange of the soft iron gasket K 27419 (introduced since
some time, formerly a copper type).
In this case a repair bush can be fitted (see encl. Z-12/9).
Such repair rings may be ordered through the New Sulzer Diesel Organization.
3.2 Soft Iron Gasket K 21407 between cylinder cover and cylinder liner)
Incorrect or insufficient tightening, specified is 650bar, or the re-use of soft iron rings may
lead to blow-through.
In such a case it might become necessary to lap or to re-turn the seating surfaces of the
cylinder cover and/or the cylinder liner.
The maximum admissible material removal on each seating surface is 1mm
As soon as more than 1.5mm (on cylinder liner and cover together) has to be removed, a
special soft iron gasket K 21407 of 2mm thickness must be fitted.
The normal 1mm thick soft iron gasket, as well the 2mm thick one has to be replaced,
whenever a cylinder cover is fitted, i.e. used gaskets must n o t be refitted.
3.3 Insert Bush for Fuel Iniection Valve K 27107
On cylinder covers with high running hours it may happen that the insert bush
K 27107 begins to leak. This can be observed at the sight glass of the fuel leakage pipe
(water flow).
This calls for a replacement of the bush together with the "Viton" O-ring at the top.
With regard to the installation of such a repair bush please refer to enclosure Z-12/9.
3.4 Repair Bush for Valve Seat
We have learned that the cooling water treatment is very often not considered as important
as is actually necessary (see Service Instructions, section 0356-11) and consequently
corrosion attack has been noted.
A region for such attack is the bore of the valve seat.
If the corrosion is too far advanced, the "Viton" O-ring of the valve seat does not seal any
more and water may enter the combustion space (corrosion, water hammering etc.).
To prevent such incidents it is advisable to provide leaking cylinder covers with repair
bushes (see encl. Z-12/9).
4 TOOLS
4.1 Pump for Pretensioning Jacks
With today's usual short berthing, it is recommended to apply pneumatically driven

hydraulic pumps enabling a quicker and more easy handling.
Such pumps can be ordered via New Sulzer Diesel representatives.
4.2 Hydraulic Pretensioning Jack for Cvlinder Cover

Jacks of the previous design (the simple execution with just one O-ring as packing) may tend
to leak. These jacks can, however be modified on board or in any workshop (see encl.
Z-12/10). Adaptation of the piston and cylinder as well as the manufacture of repair rings
can be carried out independently.
Automatic Starting Air Stop Valve
Modification to spindle, code K 43511
Non-return valve, K 43515

Starting Valve
modified K 27402
Inlet and Exhaust Valve Seats

Summary Table for Inlet and Exhaust Valves
1) This valve type is no longer recommended as exhaust valve (see nor:` 1 2 3)
2) Before further use please refer to pare. 1.2.3
3) Possible alternative: yes

4) Initial designation 571.200 with SULZER TYPE clamping ring
Exhaust Valves
Present standard Previous execution
Please note: The original exhaust valve fully corresponded to the inlet valve design.
Inlet Valves
Present standard Previous execution

Spring Cages of Rocker Arms
Previous execution Present standard

Valves. Valve Seats, Tolerances, Regrinding
Remachining tolerances
Required contact surface
Note: Never lap valve and valve seat together ! Risk of incorrect
contact areas, possible scoring and fretting mainly for
Nimonic valves.
Replacement Criteria for Valves and Valve Seats
Nimonic exhaust valves may be

reground down to level F.
Valve plate corrosion is tolerable at

the centre up to 5mm and at the edge
up to lmm.
Armoured inlet valves type Colmonoy may

be ground down to a minimum height of
9mm.
Hard coated Stellite valves may be ground down

to a minimum height of 9mm. Valve plate
corrosion: see Nimonic valve. Magnetic valve
plates: see pare. 1.2.3
On Stellite type valves: fretting

corrosion and/or cracks in the area of
the clamping rings.
The edge of D . 129 +0/-0.5 may be

machined down by max. 1,5mm.
Diameter D gets bigger with every
grinding. Therefore, the valve seat
should be remachined from time to time
according to this sketch.
Repairs Starting Valve Bore. Insert Bush for Fuel Valve. Valve Seat Bore
Modified insert bush for

fuel injection valve.
The original insert bush was not
equipped with a O-ring. The bore in the
area of the O- ring (enlarged dia.) has to
be remachined and the resulting edges
must be rounded- off.
Repair bush for valve seat

Cylinder cover to be remachined.
Material of the bush: X 40 Cr Si Mo
10 Z or X 45 Cr Si 93
Pretensioning Jacks for Cylinder Cover
Present pretensioning jack

The previous type was equipped just
with O-rings instead of rubber with
sliding rings.

Technical Information to all the Owners of 05.08.93
Sulzer z 40 / ZA 40 / ZA 40S Type Engines
Ring for Rotating Piston
Contents:
INTRODUCTION
1. ORIGINAL RING FOR

ROTATING PISTON FOR
Z 40 AND ZA 40 ENGINES
2. NEW RING DESIGN FOR

ZA 40S TYPE ENGINES
INTRODUCTION
For the latest Z-type engines, the ZA 40S, the ring for the rotating piston (KS 34027) was
designed in such a way, that it can be used to substitute Ring S 34027 on the ZA 40 or ring K
34123 on the Z 40 type engine.
We would like to take this opportunity of showing you the differences between the two ring
designs in order to clear up any confusion as to whether or not they may be used on your
engine.
1. ORIGINAL RING FOR ROTATING PISTON FOR Z 40 AND ZA 40 ENGINES
The rings originally fitted to the Z 40 (K 34123) and to the ZA 40 engines (S 34027) as
shown on Figure 1 must n e v e r be used on a ZA 40S type engine as this could lead to
serious damage to the ring and as a consequence also to the engine
As you can see on the illustration below, the rings have two distinct differences which make
them easily identifiable.
2. NEW RING DESIGN FOR ZA 40S TYPE ENGINES

(can also be used for Z 40 and ZA 40 type engines)
The ring as shown on Figure 2 was designed for the ZA 40S type engine (KS 34027), but it
can also he used for Z 40 and ZA 4() engines
In order to avoid a ring according to Figure 1 being fitted to a ZA 40S piston, we highly
recommend to check, as soon as possible, the type of all the spare rings kept in stock. Any
ring which cannot be used in your engine must be taken off the vessel or from the store of
your plant.
Z-14
Service Bulletin 03.12.93
Technical Information to all the Owners of Sulzer

Z 40 Type Engines
Piston, Top Piston Rings and

Scraper Rings, Cylinder Liner and
Insulation
Contents:
INTRODUTION
1. PISTON CROWN, PISTON
AND SCRAPER RINGS
2. CYLINDER LINER AND

INSULATION
3.. REMOVAL OF WEAR
RIDGE ON CYLINDER
LINERS
4. PE-HONING OF
CYLINDER LINERS
5. O-RINGS OF
CYLINDER LINERS
6. TOOL FOR REMOVAL
OF CYLINDER LINERS
7. CYLINDER BLOCK
CORROSION
INTRODUCTION
This service bulletin deals with various modifications and further developments on pistons and
cylinder liners.
To achieve prolonged overhaul intervals we introduced some new materials and new
manufacturing methods.
Spare parts manufactured according to the latest material specifications and manufacturing
standards suitable for your engine may be purchased from New Sulzer Diesel France S.A.,
Mantes or from New Sulzer Diesel After Sales Service or their Representatives.
1. PISTON CROWN, PISTON AND SCRAPER RINGS
1.1. Piston Upper Part (Piston Crown) and Cooling Insert, Screw Fitting
The waisted bolt K 34127 (shown below) was modified a few years ago. It is no longer necessary
to lock the new bolts and also the original bolt does not have to be secured any more.
Waisted Bolt K 34127
Tightening procedure (thread lubricated with oil only).
First stage
Final stage 60° tightening angle
Today only bolts of the new design will be delivered and it is advisable that you dispose of spare
bolts of the original design still in your stock.
Piston Crown and Cooling Insert
The material of the O-ring K 34144 has been changed to "VITON". O-rings made from the
previously used materials "Nitrile" and "Silicon" are to be removed from your stock.
1.2. Checks on Piston Upper Parts and Cooling Inserts
On the occasion of a piston overhaul or when fitting new parts certain points are to be especially
observed.
The cooling space of the piston and the rotating mechanism are to be checked every 24000 to
30000 hours. Furthermore the contact surfaces of the piston crown with the cooling insert are to
be checked for any fretting corrosion.
Further control measures are listed on enclosure Z-14/1.
1.3. Piston Rings and Piston Ring Grooves

Due to the fact that mainly the top piston ring groove is subject to higher wear we developed
piston rings with chromium plated flanks.
Since the application of such piston rings the groove rechroming intervals of piston crowns could
be considerably extended.
When applying chromium plated rings with chromium plated flanks which are now standard
equipment, one must make absolutely sure that the piston ring grooves of the piston crowns are
within the tolerances as shown in the Maintenance Manual under the heading "Clearances".
Should the clearances be out of tolerance or when the grooves have reached the upper wear limit,
we recommend to have them chromium plated by a reputable manufacturer/repairer which is
familiar with today's technology and manufacturing methods. On the other hand a replacement of
the piston crown has to be envisaged.
The nearest office of the New Sulzer Diesel After Sales Service Organization will be glad to
advise you of a reputable firm in your area where reliable chrome plating of piston ring grooves
can be carried out.
Piston Rings
1.4. Oil Scraper Rings

For various types of Z-Type engines, different types of oil scraper rings are applied. For the Z 40
type engines, an oil scraper ring of type 240 is specified (or alternatively, type 579 with
chromium plated lips, as for the ZA 40S engines, can be used). For your information please refer
to sketch below.
Please verify your stocks accordingly, as only above oil scraper ring types are in future to be used
on Z 40 type engines.
Oil Scraper Rings for Z 40 Type Engines
2. CYLINDER LINER AND INSULATION
Initially the cylinder liners were produced with the casting in sand technology with 44 cooling
bores.
With the following measures the running behaviour could periodically be improved and the wear
figures reduced.
2.1. History of the Cylinder Liner Development
1978/79: The liners were introduced with 36 cooling bores. Due to increased running surface
temperature the liner wear could be reduced.
The liners were nitrided and thus the piston ring wear reduced.
1979/80: The cooling bores of the cylinder liners for HFO engines were equipped with
insulating tubes. By this measure the running surface temperature was optimized
with regard to the avoidance of cold temperature corrosion when running on HFO
with higher sulphur contents.
1981/82: All cylinder liners for new engines were equipped with insulating tubes in the
cooling bores.
1989/90: The centrifugal casting method for cylinder liners was developed (standard for ZA
40 and ZA 40 S type engines); this led to reduced liner wear.
2.2. Cylinder Liner Insulation

Installations of former executions of cylinder liners (HFO and MDO) which are not yet equipped
with insulating tubes should be adapted at the earliest opportunity to conform with today's
standard (see paragraph 2.1).
During overhaul work on cylinder liners it can easily be checked whether they are equipped with
insulating tubes or not.
Inspect the cooling bores from the bottom of the dismantled liner where the spring dowels should
be visible or try to insert a twist drill of 0 11,5 mm from the bottom into the cooling bores.
Should such a tool enter more than 20 - 50 mm into the cooling bores it would mean that no
insulating tubes are fitted.
Please take into consideration that spare liners are to be insulated as well.
To achieve optimum running conditions insulating tubes of 160mm length are to be fitted into
the cylinder liner cooling bores (see sketch on enclosure Z-14 / 2).
We recommend fitting insulating tubes of 160mm length to the cooling bores wherever a
cylinder liner has to be removed (but is still good for further use) or for any replacement.
We also strongly recommend fitting 160mm long insulating tubes as soon as ovalisation of the
cylinder liner at measuring point "A" can be noted (please refer to Maintenance Manual, section
2105).
New cylinder liners are equipped with insulating tubes when leaving the factory. However, all
deliveries are to be checked for completeness on receipt.
Complaints are to be addressed to the supplier if the insulating tubes are missing.
2.3. Checking of Insulating Tubes
We also recommend to check the condition of the insulating tubes at every cylinder liner
withdrawal.
Should any blistering on the inside wall of the insulating tubes be observed, the insulating tubes
should be replaced in order to avoid any obstruction to the cylinder cooling water flow. Since the
lower spring dowel pin has to be removed before the tube can be extracted we recommend to
replace the upper and lower spring dowel pins at the same time.
2.4. Replacing the Insulating Tubes
To replace the insulating tubes the cylinder liners have to be withdrawn from
the engine. Then proceed as follows:
The centre-pin inside the extraction tool is pulled back

out of the pincer-type end of the tool.
The extraction tool is then inserted into the cooling
bore through the lower spring dowel pin.
Once the outside edges of the tool's end have fully
passed the lower spring dowel pin, the centre-pin is
pushed forward.
By means of the striker-piece the spring dowel pin is
hammered out.
The old insulation tube can best be removed with the
aid of a screw tap to which a steel handle is welded on
to the tap's shaft end. The tap should have a slightly
larger diameter than the inside diameter of the tubes.
The tube can be pulled out after the tap has been
forced into the tube by a few turns.
The new tubes are pushed into the cooling bores with
the fitting tool until the tool's end is in contact with the
upper end of the cooling bore.
The fitting tool is then used to insert the lower spring
dowel pin. The pin has reached the correct position, if
the end of the fitting tool has reached the upper end of
the cooling bore
For your information we would like to draw your attention to the sketch below, which shows you
the special extraction tool (A) and the fitting tool (B) for the spring dowel pins.
REMARK: It is of utmost importance to purchase spare parts from reputable manufacturers applying
current material! design and manufacturing technology
Genuine spare parts for ZA 40S engines, the necessary insulating material as well as the special tools for
removing and fitting of the insulating tubes are available from:
New Sulzer Diesel France S.A., Mantes, Telephone: 01-34 78 88 00 / Telefax: 01-34 78 88 05 or New
Sulzer Diesel France Sales Service, Winterthur and any their Representatives.
2.5. Running-in of Cylinder Liners after their Insulation

Should an engine subsequently be equipped with insulating tubes, the same running-in procedure is to be
adopted as after a normal overhaul (please refer to Service Instructions, section 0360).
3. REMOVAL OF WEAR RIDGE ON CYLINDER LINERS
With reference to the Maintenance Manual (section 2105) we would like to give you further information
about the importance of removing the wear ridge on the cylinder liner running surface at the Top Dead
Centre of the top piston ring.
When fitting a new piston ring set to pistons which will have to run together with already used cylinder
liners or when complete pistons have to be installed to liners already in use etc., we strongly recommend
to remove such wear ridges with an appropriate tool.
For your information on how to remove the wear ridge please refer to the sketch below.
Removal of Cylinder Liner Wear Ridge

By this measure the following targets will he achiever!
o Prevention of any damage / injury of the cylinder liner running surface due to using
handgrinders.
o No knocking of a newly fitted top piston ring against the wear ridge.
o The running-in of new top piston rings in used cylinder liners is ensured without running
into problems
3.1. Remachining of the Wear Ridge
In the region of TDC of the piston ring a ridge will become evident in the course of time due to
liner wear.
During the time of overhaul, the wear ridge has to be checked and, if necessary, removed with
the aid of a special milling tool shown in the sketch below.
Please note:
If milling work is carried out with the liner remaining installed in the engine, the utmost care
must be taken to protect the crankshaft, i.e. to prevent milling dust from entering into
lubricating bores. After finishing such jobs the utmost care must be taken that a l l milling
residues are removed from the crankcase!
In the event that there is no milling tool available on board, such a special milling tool (Code No.
9421.09) can be ordered through the New Sulzer Diesel After Sales Service or their
Representatives.
4. RE-HONING OF CYLINDER LINERS
Normally a re-honing of the running surface of the cylinder liners by some strokes is sufficient at
the time of a piston overhaul (single scratches caused by foreign particles can be tolerated).
However, scoring stripes if any, should be removed by honing (limiting diameter at measuring
points A and B to be considered for reuse).
Required surface roughness after honing:Ra = 0.8 - 2.0 um or 32 - 80 uinch. Preferably, the
lower figures should be achieved.
Grain size of honing blocks: 60
4.1. Ovality of the Cylinder Liners

Cylinder liners which consequently become slightly oval with increasing running hours can be
used until the ovality at measuring point "A" has reached the maximum admissible value of 0,50
mm (see Maintenance Manual, section 2105).
5. O-RINGS OF CYLINDER LINERS
Following extensive field tests on ZA 40S

engines, only one O-ring will in future be applied
at the middle and lower part of the cylinder liner.
As can be seen on the sketch, the lower O-ring (K
21405) as well as the lower O- ring (K 21406) can
be omitted on the Z 40 engines, if you intend to
do so. However, this is only possible if the
relevant sealing surfaces at the grooves and
engine frame are in v e r y g o o d condition.
Please note: The remaining O-ring m u s t a I w a

y s be fitted in the upper groove and the lower
groove will remain free.
Make sure that the O-rings are made from

"VITON" according to New Sulzer Diesel quality
as well as material standards and specifications.
The correct O-rings can always be obtained from the

New Sulzer Diesel After Sales Organization or any
of their Representatives.
6. TOOL FOR REMOVAL OF CYLINDER LINERS
We have developed a hydraulic tool for easier removal of liners. Please refer to the enclosed
pages 2105/2b, 1979 and 2105/2b, 1982 (Variant "A") of the Maintenance Manual. The
configuration shown applies also to in-line engines.
7. CYLINDER BLOCK CORROSION
We learned in the past, that there is not always enough attention paid to the cooling water
treatment (please refer to Service Instructions, page 0356 - 11) and we found the cooling water
systems on several occasions to be in rather bad condition. As a consequence water was leaking
from the water space to the air space (charge air receiver) and thus corrosion occurred on the
collar between the two spaces.
In case of damage to the cylinder block in this area, it is possible to repair the affected zones with
"Plastic Steel" such as "Belzona Molecular" or similar products. After the repair with the filling
material the collar must be ground back to its original shape with emery paper.
Should a repair with "Plastic Steel" not be possible or not be desired, the problem may be
solved by installing a repair bush, however, we recommend to contact the engine builder
before such a repair is effected.
Checks on Piston Upper Part and Cooling Insert (see Para 1.2.)
Z-1 4 1 1
Z 40 Type Engines
Cviinder Liner Insulation
Z-14/2
2105 /2b
VARIA NT 'A'
2105/2b ZV40/48

Technical Information to all the Owners of
25.07.95
Sulzer ZL 40 and ZV 40 Tome Diesel Engines
Guidelines for the Assessment and

Replacement of Connecting Rod
Big Ends and Shafts with Fretting
Contents:
INTRODUCTION
-1. GENERAL RULES ON

REPLACEMENT AND
INSPECTION INTERVALS
-2. CRITERIA FOR PE-USING

OR SCRAPPING
CONNECTING ROD BIG ENDS
-3. CRITERIA FOR PE-USING

OR SCRAPPING
CONNECTING ROD SHAFTS
- 4. INTRODUCTION OF THE
NEW STANDARD
CONNECTING ROD BlG END
INTRODUCTION
The mechanically tightened connecting rod big end Type 067 originally applied was superseded
by the hydraulically tightened Type 992 in the late 1980's.
Previous Tome Connecting Rod Big Ends
In addition to changing from mechanical to hydraulic tightening of the connecting rod big end
bolts, the big end bearing body itself was strengthened.
It has been observed that in some cases fretting can occur in some areas of the bores and on the
mating surfaces of the Z 40 big end. However, it should be remembered that relative movement
and thus signs of fretting in a running component can never be completely eliminated. This
relative movement depends upon specific surface pressure which in turn means careful and
correct tightening of the bolts and studs in question.
One should assess whether or not the fretting is harmful and if it could cause unsafe running
conditions. The following guidelines are designed to help in assessing the situation and give
details of necessary measures to be taken and inform you about types of connecting rod big
ends
However, based on overall service experience over the past years with Z 40 type engines the
more rigid connecting rod big end Type 583 is now introduced for the Z 40 type engines to
minimize fretting and to improve the service life and the safety margin especially for engines
running with a nominal speed of 600 rev/rein installed in Dower stations.
New Hydraulically Tightened

Connecting Rod Big End
Type 583
New Bearing Shell
Thickness: b = 7,5 mm
1. GENERAL RULES ON REPLACEMENT AND INSPECTION
Rule 1: Only one type of big end is to be used in an individual engine.
Rule 2: When applying the new standard connecting rod big end Type 583 on an engine
which was previously equipped with big end Type 067 or Type 992, the torsional
vibration calculation must be checked.
2. CRITERIA FOR RE-USING OR SCRAPPING CONNECTING ROD BIG ENDS

Reasons for no longer being able to use connecting rod big ends are:
—The occurrence of severe fretting on the mating surfaces and in the bearing bore with signs
of cracks.
—Ovalisation of the big end bearing bore above an acceptable limit.
2.1. Fretting
Fretting can be observed:
D. In the Bore Of the Connecting Rod Big End
2.1.1. Measures to be taken if Fretting Corrosion is Observed on the Mating Surfaces (A,
B) and on the Bearing Shell Back (C)
Compared with zone D, zones A, B and C are subject to lower stresses, are under compressive
pretension and are, therefore, less critical regarding the occurrence of fretting.
In the case of more severe fretting with a build-up of material on one part and removal of
material from its mating piece, the following is necessary:
o Removal of locally built-up material by means of an oilstone.
Grinding away of large areas offsetting (destruction of the mating surface geometry) and /
or scraping away offreffing (creation of notches) are strictly forbidden.
o Checking for cracks by means of the Magnaflux crack detection testing method (please refer
to the attached instruction 4-107.188.623).
Parts with indications of cracks must be exchanged and scrapped.
Bearing shells with severely fretted backs exhibiting either material build-up or removal
must be replaced by new ones.
2.1.2. Measures to be taken if Fretting Corrosion is Observed in the Bore of the
Compared with zones A, B and C, zone D is more highly stressed and is not subject to
compressive pretension from tightened bolts.
In the case of cracks in the fretting zones, slow propagation of such cracks with heavy
subsequent damage cannot be ruled out.
The following measures are necessary:
o Removal of locally built-up material by means of an oilstone.
Grinding away of large areas offreffing (destruction of the mating surface geometry) and /
or scraping away of freffing (creation of notches) are strictly forbidden.
to the attached instruction 4-107.188.623).
Parts with indications of cracks or micro cracks must be immediately exchanged and
scrapped.
Various tests have shown that the cracks cannot be completely removed by remachining the
mating surfaces and the bore.
2.2. Dimensional Check for Ovality and to be taken
The bore dimension of the connecting rod big end in new and tightened condition is:
350 H6 + +0.036/-0 (with the big end properly tightened to the connecting rod)
Please note that the dimensional check is carried out with the big end properly tightened but
without the bearing shell in place and without the connecting rod. Measurements are taken in
a vertical direction "d" and in the horizontal directions "a" and "b" (please refer to the upper
sketch in paragraph 2.2.1.).
E: A vertical and horizontal dimension of minimum 349.92 mm is acceptable for refitting.
This gives a minimum bearing clearance of 0.10 mm in the engine.
F: If the vertical and the horizontal dimension is less than 349.82 mm then the big end must
be exchanged.( For E and F please also refer to the upper sketch in paragraph 2.2.1.)
G: If the measurement is between the two values given above, the big end would normally be
exchanged (For G please also refer to the upper sketch in paragraph 2.2.1.)
If an exchange is not possible, for example due to insufficient time or lack of replacements,
then a second possibility of refitting exists.
In this case the actual fitted bearing clearance must be established:
The big end should be assembled and correctly tightened with the intended bearing shells in
place but without the connecting rod. The resulting vertical dimension ''d1'' and the horizontal
dimensions "c" and "d" must be 0.15 mm greater than the diameter of the corresponding
crankpin (please refer to the lower sketch in paragraph 2.2.1.).
Subsequent tightening of the connecting rod to the big end will reduce the vertical clearance to
an extent that the minimum allowable vertical bearing clearance of 0.10 mm for refitting is still
maintained.
2.2.1. Summary
3. CRITERIA FOR RITERIA OR SCAPPING CONNECTING ROD
Reasons for no longer being able to use connecting rod shafts are:
o The occurrence of severe fretting on the mating surface of the shaft foot.
o - In some isolated cases - the occurrence of cracks in the material between the 0 41 mm holes
for the bolts and the 0 16.5 mm holes for the big end locating pins.
3.1. Fretting
The following photograph shows a characteristic fretting pattern on the shaft foot.
3.1.1. Measures to be taken if Fretting Corrosion is observed on the Mating Surface of

the Connecting Rod Shaft Foot
Fretting in the connecting rod shaft foot zone is less critical compared with the occurrence of
fretting in the connecting rod big end bore, due to the fact that the fretting zone is under
compressive pretension.
In the case of more severe fretting with a build up of material on one part and removal of
material from its mating piece, the following is necessary:
o Removal of locally built-up material by means of an oilstone. Grinding away of large areas
offretting (destruction of the mating surface geometry) and / or scraping away of fretting (creation of
notches) are strictly forbidden.
to the attached instruction 4 - 107.188.623).
Parts with indications of cracks can be remachined according to the sketch on the next page.
If after remaching of the mating surface, crack indications still exist, the part must be exchanged and
scrapped.
Removal of Fretting Corrosion on Connecting Rod Shaft
4. INTRODUCTION OF THE NEW STANDARD CONNECTING ROD BIG

4.1. Measures for Engines in Service
Engines with a nominal speed of 600 rev/min
The mechanically tightened big end Type 067 or the hydraulically tightened big end Type 992
must be checked every 12000 running hours and replaced by the new big end Type 583 after
36000 - 48000 running hours. Mixing of new Type 583 and other big end types within an
engine is n o t p e r m i t t e d . When changing to new standard big ends Type 583, the
torsional vibration calculation must be checked!
Engines with a nominal speed of 560 rev/min
The connecting rod big ends must be checked during overhaul for fretting corrosion and
possible cracks in the fretting zones. The first inspection should be made after approximately
24'000 running hours and repeated thereafter every 12'000 running hours.
oCrack-free big ends can be used again in the engine(after proceeding according to paragraph
2) ends with cracks must be exchanged; in individual cases by the same type as already
o Big
installed in the rest of engine.
In cases of more frequent cracks in big ends within one engine they must be replaced by the
new big ends Type 583, whereby in this instance all big ends within one engine must be
exchanged. When changing the whole engine to the new standard big end Type 583
becomes necessary, the torsional vibration calculation must be checked!
Engines with a nominal speed of 530 rev/min or below
The connecting rod big ends are to be checked during overhaul for fretting corrosion and
possible cracks in the fretting zones. The first inspection should be made between 50'000 and
60'000 running hours and repeated thereafter every 24'000 running hours.
o Crack-free big ends can be used again in the engine (after proceeding according to paragraph
2).
o Big ends with cracks must be exchanged; in individual cases by the same type as already
installed in the rest of engine.
In cases of more frequent cracks in big ends within one engine they must be replaced by the
new type big end Type 583, whereby in this instance all big ends within one engine must
be exchanged. When changing the whole engine to the new standard big end Type 583
becomes necessary, the torsional vibration calculation must be checked!
The new standard big end Type 583 is available from:

New Sulzer Diesel After Sales Service or through their Representative
1. Validity
The following technique is valid for the magnetic particle testing of lower connecting rod bearing
heads of Z40 engines. The presence of possible cracks in the "fretting zone" of the bearing bore are to
be traced and identified
2. Testing Equipment (Example only, equivalent equipment may be used).

- Yoke magnet with adjustable hinged legs Make: Parker
Research, Model Contour Probe E1. Supply: 220 V 50 Hz
Owner: Sulzer Bros. Ltd., Winterthur, Dept. 1513
-Ultraviolet lamp with transformer, Model B-1OOA
E1. Supply: 220 V 50 Hz
3. Testing Agent
Flourescent magnetic particles suspended in carrier fluid (petrol Brand - Magnaglo 14HF from
Magnaflux Ltd.
4. Preparations
4.1 Set the switch of the yoke magnet on the grip below the cable to position AC (alternating
current).
4.2 Adjust the hinged legs of the yoke magnet, one flat against the upper part of the bearing bore and
the other in the middle, see page 4. IMPORTANT: The contact surfaces must rest fully against
the workpiece.
4.3 Thoroughly clean the zones to be checked and especially degrease the contact surfaces of the
magnet's hinged legs.
4.4 Switch on the UV lamp at least 5 minutes before use. Handle with care, these lamps are very
sensitive to shock.
5. Testing
5.1 Put the yoke magnet in the testing position and check that the contact surfaces are resting fully
against the workpiece. If necessary improve the adjustment of the hinged legs.
Z40 Engines Instructions for the magnetic particle testing of

the connecting rod bearing bore
4- 107. 188. 623

5.2 Switch on the yoke magnet by pressing the button on the upper part of
the handle. The magnet must now be firmly fixed to the testpiece.
5. 3 Shake the magnetic particle testing fluid well and spray the whole area between the hinged
legs of the yoke magnet liberally. (The yoke magnet should remain switched on). The spray
nozzle should not be held too close to the workpiece, a minimum distance of about 20 cm is
to be maintained
5.4 Leave the yoke magnet switched on for a further 30 seconds.
5.5 Switch off the yoke magnet and remove it from the workpiece
5.6 Search the test area thoroughly by lighting up the surface of the workpiece with the UV lamp at
a distance of approximately 30 cm. Cracks or accumulations of small fissures should now
appear as visible, illuminated lines, see page 4
Note: Zones in which possible cracks can normally be anticipated are shown in the sketch.
Checking of this testing position is concluded with thorough searching.
5.7 If cracks are present they should be marked on the testing surface with an oil resistant
felt-tipped pen.
5.8 Move the yoke magnet approximately 30 cm to a new test position and repeat the procedure
according to 5.1 to 5.7. Eight positions of each half of the bearing head are to be checked
according to the sequence shown on page 4.
Note: Checking is to be carried out exactly as described in points 5.1 to 5.7.
5 9 Finally wipe off the testing fluid with a dry cloth.
6. Records
The results of the testing {cracks with details of positions and length) are to be recorded in a
separate protocol, if necessary with sketches. If no cracks are found then this should also be
recorded in writing.
Z40 Engines
4-107 .188.623
7. Important Information
7.1 The flourescent particles in the detecting fluid adhere badly to defective areas. It should therefore
be ensured that "overhead" testing is never carried out. Best results are obtained if the fluid in
the testing area runs together i.e. between the hinged legs of the yoke magnet.
7.2 The yoke magnet must not become too hot during testing. Testing should be interrupted if the
magnet becomes excessively warm.
7.3 Replace the UV lamp immediately in the support of the transformer when not in use. A special
device for this purpose is fitted to the carrying handle of the transformer.
7.4 The lamp can switch off automatically if it becomes too hot or if affected by a strong magnetic
field (lamp too close to the magnet). In this case switch off the lamp and wait until it has
completely cooled down. A hot lamp should never be switched off and immediately switched
on again.
.
7.5 The UV light beam should never be pointed towards the skin or eyes as burns can occur if the
filter is defect.
Z40 Engines
4-107 188 623

MAGNETIC PARTICLE CRACK DETECTION TESTING
LEFT HAND SIDE RIGHT HAND SIDE
Z40 Engines
4- 107.188. 623

Technical Information to all the Owners of 31 05 96
Sulzer ZL 40 and ZV 40 Type Diesel Engines
New Spindle Design for

Fuel Pressure Retaining Valve
K 87085
Contents:
-INTRODU CTION
-1. PRESENT VALVE SPINDLE

DESIGN WITH I OCKING PL ATE
-2. RESTORATION OF THE

VALVE SETTING AFTER
MODI FICATION
INTRODUCTION
The fuel pressure retaining valve (K 87085) fitted in the fuel oil return pipe, which is situated on
the free end of the engine, was originally equipped with the spindle assembly (K 87088/ 87093)
as shown below.
On this arrangement the valve spindle can be accidentally screwed out and hot heavy fuel oil at
booster pump pressure can gush out from the valve. This can cause grievous burns to the human
body and in addition cause a fire hazard in the engine room.
In order to eliminate any risk of incidents due to wrong manipulations on this pressure retaining
valve, a different spindle assembly with a locking plate was introduced.
1. PRESENT VALVE SPINDLE DESIGN WITH LOCKING PLATE

If the previous type pressure retaining valves are still in use, we strongly recommend to replace
their spindle assembly with the presently valid spindle design (KS 87092/ 87096) with locking
plate
The new equipment is fully interchangeable with the previous types and can be obtained from:
New Sulzer Diesel After Sales Service or through any of their Representatives.
Alternative 2
2. RESTORATION OF THE VALVE SETTING . AFTER MODIFICATION
With removal of the valve spindle assembly, the actual setting of the valve is lost. To ensure that
the modified valve is adjusted as the previous one, the length of the spindle inserted into the
valve body (distance "x" on the figures below) must be the same. On single engine installations
the modified valve can also be readjusted by restoring the same fuel pressure on the engine as
before the modification.

Technical Information to all Owners of Sulzer Z 30.01 .97
40 Type Diesel Engines
Alphabetical Index of Topics of Service Bulletins

Z 40 TYPE ENGINE
Alphabetical Index of Titles and Subtitles in Service Bulletins
A:
ABB-Turbochargers Type VTR 4 ZAS-17
Introduction of Advanced Types of
Bearings and Centrifuges
Advanced Developments and Modifications Z- 12
Alphabetical Index of Topics of Z-17
Service Bulletins
Assessment and Replacement of Connecting Z-15
Rod Big Ends and Shafts with Fretting
(Guidelines for the ..)
Assessment Criteria for Crankshaft Z-8.1
Assessment of Main and Connecting Z - 6.2
Rod Bearings
B:
Bearings and Centrifuges for VTR 4 ZAS- 17
Turbochargers 1/95 (Introduction of
Advanced Types of ..)
Bearing Undersizes Z-8.1
Bearings (Composition of ) Z - 6.2
Bearings (Running-in of ) Z - 6.2
Bearing Replacement (Criteria for ) Z - 6.2
Bearing Temperature Monitoring (Main) Z-11
Bottom End Bearing Bolts Z - 4.2
C:
Centrifuges for VTR ..4 Turbochargers 1/95 ZAS- 17
(Introduction of Advanced Types of
Bearings and ..)
Characteristics of Marine Fuels Found G-3.1
on the Market Place
Composition of Bearings Z - 6.2
Connecting Rod Bearings (Assessment of Z - 6.2
Main and ..)
Connecting Rod Big Ends
(Criteria for Re-using or Scrapping ) Z- 15
Connecting Rod Shafts
(Criteria for Re-using or Scrapping ) Z- 15
Corrosion (Cylinder Block ) Z-14
Crankcase Condition Monitoring Z-11
Crankcase Pressure Z-11
Crankcase (Venting of the ) Z-11
C: (to continue on next page)

C: (continue)
Crankshaft (Assessment Criteria for ) Z-8.1
Crankshaft (Reconditioning of ) Z-8.1
Criteria for Bearing Replacement Z-6.2
Criteria for Re-using or Scrapping Z- 15
Connecting Rod Big Ends
Criteria for Re-using or Scrapping Z- 15
Connecting Rod Shafts
Cylinder Block Corrosion Z-14
Cylinder Cover and Valves Z- 12
Cylinder Liner and Insulation Z-14
Cylinder Liners (O-Rings of ) Z-14
Cylinder Liners (Ra-honing of ) Z-14
Cylinder Liners (Removal of Wear Ridge on ..) Z-14
D:
Designation (of Service Bulletins) G-5
Detachable Handwheel for Indicator Valve 4S- 1
on 4-Stroke Engines
Diesel Engine Fuels G-3.1
E:
Expected Inspection and Overhaul Intervals Z-3.1
Expected Service Life of Engine Components Z-3.1
F:
Flushing (after remachining of crankshaft) Z-8.1
Flushing Instructions Z-7
Flushing the System (Lubricating Oil) Z-7
Fuel Injection Nozzle Designations Z- 10
Fuel Injection Nozzle Executions Z-10
Fuel Injection Nozzle Specifications Z-10
Fuel Oil Treatment, Requirements, Today's G-3.1
Cleaning Units and their Possibilities
Fuel Pressure Retaining Valve K 87085 Z-16
(New Design
for..)
Fuel System (Flushing) Z-7
G:
General Remarks (on Lubricating Oil Z-9.2
Treatment and Requirements)
General Remarks (on Main and Connecting Z-6.2
Rod Bearings)
General Rules on Replacement and Z-15
Inspection Intervals
Geometrical Tolerances Z-8.1
(for machining of crankshafts)
Graviner Oil Mist Detector Z-11
New Valve Seat and New Relief Valve Designs
Guidelines for the Assessment and Z- 15
Replacement of Connecting Rod Big Ends
and Shafts with Fretting
H:
Handling of Separators and Filters (Lube Oil) Z-9.2
Heavy Fuel Oils (HFO) G-3.1
Heavy Fuel Oil Treatment with G-3.1
Centrifugal Separators
I:
Indicator Filter (Lubricating Oil Filter ) Z-9.2
Indicator Valves with Detachable Handwheel 4S-1
for 4-Stroke Engines
Inspection Intervals (of Bearings) Z-6.2
Inspection Intervals (General Rules on Z-15
Replacement and ..)
Inspection and Service Intervals Z-3.1
Insulation (Cylinder Liner and ) Z-14
Introduction of Advanced Types of Bearings ZAS-17
and Centrifuges for VTR ..4
Turbochargers 1/95
Introduction of Advanced Types of Bearings ZAS-17
for VTR ..4 Turbochargers 2/95
Introduction of the New Standard Z-15
L:
Lubricating Oil Filter, Indicator Filter Z-9.2
Lubricating Oil Filter, Main Filter Z-9.2
Lubricating Oil Requirements for Trunk-Piston Z-9.2
Diesel Engines Z 40, ZA 40 and ZA 40S
Lubricating Oil System Z-9.2
Lubricating Oil System (Flushing) Z-7
Lubricating Oils for Sulzer Medium Speed Z-9.2
Diesel Engines Z 40, ZA 40 and ZA 40S
Lubricating Oil Treatment and Requirements Z-9.2
M:
Main and Connecting Rod Bearings Z-6.2
(Assessment of )
Main Bearing Temperature Monitoring Z-11
Main Filter (Lubricating Oil Filter ) Z-9.2
Maintenance (Valves and Valve Seats) Z-12
Maintenance Schedule (running on HFO) Z-3.1
Maintenance Schedule (running on MDO) Z-3.1
Modifications of Existing Indicator Valves 4S- 1
N:
New Heading (of Service Bulletins) G-5
New Piston Ring Fitting Tool ZAS- 19
New Ring Design for ZA 40S Type Engines Z-13
New Spindle Design for Fuel Pressure Z-16
Retaining valve K 87085
New Standard Connecting Rod Big End Z-15
(Introduction of the )
NSD Training Courses for Customers in G-6
Winterthur or at Site
0:
Oil Mist Detectors Z-11
O-Rings of Cylinder Liners Z-14
Original Ring for Rotating Piston for Z 40 Z-13
and ZA 40 Engines (only)
P:
Piston Crown Types Z-10
Piston Crown, Piston and Scraper Rings Z-14
Piston and Scraper Rings (Piston Crown, ) Z-14
Piston, Top Piston Rings and Scraper Rings, Z-14
Cylinder Liner and Insulation
Quality of HFO Treatment
P: (to continue on next page)
P: (continue)
Possibilities for Supervising the G-3.1
Purpose of Service Bulletins G-5
R
Reconditioning of Crankshaft Z-8.1
Re-honing of Cylinder Liners Z-14
Removal of Cylinder Liners (Tool for ) Z-14
Removal of Wear Ridge on Cylinder Liners Z- 14
Repairs (Bore and Seating Surface of the Z- 12
Starting Air Valve)
Replacing the Insulating Tubes Z-14
Ring for Rotating Piston Z-13
Running-in of Bearings Z-6.2
S:
Schaller Oil Mist Detector Z-1 1
Scraper Rings (Piston Crown, Piston and .) Z- 14
Separators and Filters (Handling of ) Z-9.2
Starting Air System (Blowing Through) Z-7
T:
The New Heading of Service Bulletins, G-5
their Designation and Purpose
Thrust Ring Oversizes Z-8.1
Tightening Instructions Z-4.2
Tool for Removal of Cylinder Liners Z- 14
Tools (Hydraulic Pump and Jacks) Z-12
Training Courses for Customers at NSD G-6
in Winterthur or at Site
Types and Application Area of Bearings Z-6.2
U:
Undersized Bearings and Reconditioning Z-8.1
of Crankshafts
V:
Valves and Valve Seats (Maintenance ) Z- 12
Venting of the Crankcase Z- 11
Viscosity - Temperature - Diagram G-3.1
W:
Wear Ridge on Cylinder Liners (Removal of ..) Z-14
WATSILiiNSD
Service Bulletin Z-1 8.1

19.09.97
of Sulzer Z 40 Type Diesel Engines z-1 a d. 04.04.97)
ABB Type VTK.4 Turbochargers

After Sales Service Information
Contents: Page
-INTRODUCTION
- 1. CONTENTS OF SERVICE 1
INFORMATION
-ENCLOSURES:
INFORMATION l/95
INFORMATION 2/95
INFORMATION l/97
LUBRICATING OIL LIST
WIrtsill NSD Switzerland Ltd PO Box414 Tel. +41 52 262 49 22

WBrtsili NSD Schweiz AG CH-6401 Winterthur Fax +41 52 212 49 17
WIrtsill NSD Suisse SA Switzerland Tlx 896 659 NSDL CH
WARTSILii NSD
INTRODUCTION
ABB Turbo Systems Ltd. has introduced a publication, which will be issued at irregular
intervals, containing important information in accordance with the needs of their customers.
The publication is called: After Sales Service Information
The aim of these leaflets is mainly to directly inform the users of ABB turbochargers about
important changes in design and/or material.
We pass on this information to the customers of Wtirtsilfi NSD Switzerland Ltd. acting as the
emissary only with the aim of directing the news to our customers which have the
turbochargers in question installed on their Sulzer-type engines.
May we therefore suggest that if you seek further information and / or services regarding
maintenance of ABB turbochargers, you contact your nearest ABB - Service Station or ABB
firbo Systems Ltd. in CH-5401 Baden, Switzerland directly.
This Service Bulletin has been prepared to the best knowledge and ability of its authors. However,
Wtirtsilii NSD Switzerland Ltd. has to rely on the input data furnished by ABB Turbo Systems Ltd.
WtirtsilIi NSD Switzerland Ltd. cannot warrant the correctness of this data. Neither Wiirtsilii NSD
Switzerland Ltd. nor their employees assume any liability - under any legal aspect whatever - in
connection with this Service Bulletin, its contents, or modijications to it or in connection with its
use, including possible negligence.
Further, claims relating to any damage whatsoever or claims of other nature such as e.g. demands
for additional spares supplies, service or others are not being considered.
1. CONTENTS OF SERVICE INFORMATION
Turbocharger
No. Title
Type(s)
Introduction of advanced types of bearings and
l/95 VTR 454
centrifuges for VlR..4 turbochargers
Introduction of advanced types of bearings for
2195 VTR 354
VTR..4 turbochargers
l/97 VTR 3541454 Oil discoloration in service
VTR 354/454 Lubricating oil list
1 /I
After Sales Service Information 1195
VTR454
VTR564
VTR714
INTRODUCTION OF ADVANCED TYPES OF BEARINGS AND CENTRIFUGES

FOR VTR..4 TURBOCHARGERS
1994 the VTR..4P type turbochargers were introduced on the market. For these
turbochargers the bearings and their lubrication were redesigned in order to carry
the increased loads without reducing the life of the bearings. In addition, on turbine
end, a new centrifuge provides an optimum oil flow into the roller bearing.
In order to let the market profit from this kind of developements and to standardise
as much as possible it has been decided to introduce these components also on the
after sales market.
BEARINGS:
The new ball and roller bearings are developed in cooperation with and
manufactured by FAG Aircraft / Super Precision Bearing GmbH.
LA34 spare bearing for compressor end (part number 32100):

Ball bearings in tandem arrangement, ground to carry equal loads on both bearings
under high axial load. Light alloy cages with circumferentially elongated pockets.
outer bearing inner bearing

(4-pint brg.) (shoulder brg.)
(CE) centrifuge -
bearing designation on inner ring A
For a transition period LA34 bearings might be supplied/fitted that are marked ‘FAG
Switzerland’ (the outer bearing carries on the inner ring the lettering FAG5198..DA*)
but are 100% checked by FAG AERO, Germany, and thus in accordance with their
extremely high quality standards.
.’
NOTICE:
Stocks of LA1 8 and LA1 4 spare bearings may be used up for VTR..4-1 l/-32.
Paw 2 AfterSalesSerufceInformation 1195
VTR454
VTR564
VTR714
TAO4 spare bearing for turbine end (part number 34100):
Roller bearing with small and short rollers to reduce the mass and the risk of
skidding, to allow wider cage guiding surfaces and improved lubricating conditions of
the cage. A high strength steel cage reduces wear and the risk of cracking in case of
e.g. high unbalance of the rotor. The newly shaped cage catches the oil and
provides perfect oil supply into the bearing. This type of bearing can only be used if
also a new type centrifuge is installed!
NOTICE: Stocks of TA1 1 spare bearings may be used up for VTR..4-q l/-32.
previous: NEW:
TAO4 bearing
(TE) centrifuge (TE) centrifuge
New CENTRIFUGE for turbine end (part number 34150):

Imperatively to be used in connection with TAO4 bearings! Compared with the
previous type the oil spray bores terminate right in front of the bearing and at a
smaller diameter to supply the oil directly under the oil catcher of the TAO4 bearing
cage (see sketch above).
The new centrifuge can be used also in connection with the previous type of turbine
end bearing TA1 1.
previous: NEW:
NOTICE:
Wherever a turbocharger is outfitted with above bearings ABB Turbo Systems’
should be informed in order to update the data bank and ensure correct supply of
spares in future.
After Sales Service Information 2195
VTR184
VTR214
VTR254
VTR304
VTR354
INTRODUCTION OF ADVANCED TYPES OF BEARINGS

FOR VTR..4 TURBOCHARGERS
1994 the VTR..4P type turbochargers were introduced on the market. For these
turbochargers the bearings and their lubrication were redesigned in order to carry
the increased loads without reducing the life of the bearings.
In order to let the market profit from this kind of developements and to standardise
as much as possible it has been decided to introduce these components also on the
after sales market.
BEARINGS:
The new ball and roller bearings are developed in cooperation with and
manufactured by FAG Aircraft I Super Precision Bearing GmbH.
LA34 spare bearing for compressor end (part number 32100):

Ball bearings in tandem arrangement, ground to carry equal loads on both bearings
under high axial load. Light alloy cages with circumferentially elongated pockets.
inner bearing
(shoulder brg.)
oil slinger
bearing designation on inner ring
For a transition period bearings might be supplied/fitted that are marked ‘FAG
Switzerland’ (the outer bearing carries on the inner ring the lettering FAG5198..DA*)
but are 100% checked by FAG AERO, Germany, and thus in accordance with their
extremely high quality standards. .’
NOTICE:
Stocks of LA1 8 and LA1 4 spare bearings may be used up for VlR..4-11 I-32.
page 2 Sales Setice Information
After 2195 ]
VTRI 84
VTR214
VTR254
VTR304
VTR354
TAO4 spare bearing for turbine end (part number 34100):

Roller bearing with small and short rollers to reduce the mass and the risk of
skidding, to allow wider cage guiding surfaces and improved lubricating conditions of
the cage. A high strength steel cage reduces wear and the risk of cracking in case of
e.g. high unbalance of the rotor. The newly shaped cage catches the oil and
provides perfect oil supply into the bearing.
NOTICE: Stocks of TA1 1 spare bearings may be used up for VTR..4-111-32.
previous: NEW:
TA1 1 bearing TAO4 bearing

1
oil slinger oil slinger
OIL SLINGER (part numbers 32180 / 34180):

In connection with the above bearings no replacement of the oil slingers (CE or TE)
is necessary: Their recently slightly changed geometry doesn’t influence the
lubricating condition of the bearings, they are fully compatible.
NOTICE:
Wherever a turbocharger is outfitted with above bearings ABB Turbo Systems
should be informed in order to update the data bank and ensure correct supply of
spares in future.
.’
A IRIR ABB - Turbochargers
PWDIB
After Sales Service
Information
VTR l84...714 l/97

with ball and roller bearings and internal lubrication
OIL DISCOLORATION IN SERVICE
General;
A color change / darkening of lubricating oil often worries the operator.
This mainfy concerns the compressor end (CE) of the turbocharger (T/C).
On CE’the oil temperature depends upon the engine load (T/C speed), the
specification of the T/C i.e. the axial load on to the bearing, unbalance of the rotor
(radial load) and the ambient temperature conditions.
A color change results from normal interactions between the antioxidants which
form highly colored antioxidant intermediants under some selvice conditions.
The lubricating ability normally is not affected by such discoloration ranging
from red, dark purple, dark brown to nearly black.
Please contact your oil supplier for detailed information.
The grade of discoloration differs with the lube oil brand and with the oil temperature.
Over the operating time every oil brand has a different rate of darkening. This is
also connected to the ageing process: at the end of life the oil forms more and
more insoluble components, acidity and viscosity rise and, when certain limits are
exceeded, the oil has to be replaced.
Please ask your local ABB representative for the latest list of approved
lubricants for ABB VTFL.4 turbochargers.
Observed auicker oil discoloration,

it may have the following causes:
l the oil brand was changed, especially from a mineral oil to a synthetic oil.
l some synthetics have the tendency to darken quicker than mineral based turbine
oils. Synthetic oils will then run for e.g. a couple of thousand hours in black
condition but with unchanged very good lubricating ability! Then the dark colour
can not be used as indicator of possible damage or a necessary oil replacement.
l the CE lube oil temperature has risen e.g. when a tropic area was reached
during ship’s operation.
l a different bearing design was installed e.g. when LA34 was replaced by lA70:
LA70 bearings may lead to 5...10 deg higher lube oil temperature on CE.
l operating conditions have deteriorated e.g. due to sudden severe unbalance,
or, due to damaged components.This can be found out easily by comparison if
a similar operated second T/C is installed where the oil shows a clearly diffe-
rent, lower rate of darkening.
In case of SusDected damaae,

please check as follows:
l Change the oil, watch out for metal particles in the drained oil and observe:
if the fresh oil turns black within an unusually short period, e.g. 5...20 ho;rs, this
is a clear sign of a mechanical defect within the T/C.
After Sales Service Information 1197 Date: 97-06-25
ABB Turbo Systems Ltd CH- 5401 Baden, Switzerland Page 1 of 1

ABB Turbo Systems Ltd
COde
A66 Turboiader Vorschrift fiir Aufstellung und Unterhalt
VTR..4 - 4 - 010
ABB Turbochargers ltlStl’UCtiOn for installation and maintenance
ABB Turbocompresseurs
Instruction pour i’installation et I’entretien
Zuselassene Schmieriile fiir VTR..4 Turbolader mit WIlzlaaern

VI-R 184 .._ 714
Approved lubricatino oils for VlR..4 turbocharqers with rollinq-contact bearinqs

VTR 184 .._ 714
Huiles lubrifiantes autoriskes pour les turbocomoresseurs VTFL.4 avec paliers B roulement
VTR 184 r.. 714
Inhalt: Contents: Sommaire:
1. Ollisten 1. Oil lists 1. Listes d’huiles
1. &listen 1. Oil lists 1. Listes d’huils
3ie nachfolgenden &listen werden laufend er- The following lists are continually updated. Les listes d’huiles suivantes sont complktties
#nzL Es sind Prod&e. welche die in der The products fulfil1 the requirements en permanence. II s’agit de produits qui
Jorschrift Mr Aufstellung und Unterhalt described in the installation and maintenance satisfont aux exigences d&rites dans
~R.44009 beschriebenen Anforderungen instructions, VTR..44W9. I’instnrction pour I’installation et I’entretien
:rfGl!en. The specified oil change intervals may need VTR..4+009.
le nach Anwendungsfall (vgl. Vorschrift firr to be reduced, depending on application cir- Les intervalles de vidange d’huile indiquks
iufstellung und Unterhalt VfR..4-4-009) cumstances (see installation and main- doivent etre rbduits en fonction du cas
ntissen die angegebenen Olwechsel- tenance instructions, VTR..44009). d’utilisation (cf. instruction pour I’installation
ntervalle verktirzt werden. et I’entretien VlR..4-4-009).
.’
‘repred: We resew all rights m the document and in lhe Number of pages: Page numtsr:
7-0623 I Halter Mod. - information eontauwd therein. Reproduction. use Or
3 1
disclosuretothirdpanie~withouteq)rel*dulnorriy;S
,hecked: Ir;ew edition
rtricttyforbidden.
Ccpyriqnr ASS Tub Systems Ltd 1997
eleased: HZTL 90617
VA J$
Liste 1 List 1 Liste 1
Mineralijle (BasisSle mit engem Schnitt) Mineral oils (base oils with narrow cut) Huiles mindrales (huiles de base B
fijr dlwechselintervalle von max
Lieferant Produkt
Supplier Product
Foumisseur Produit
AGIP OTE 68
ENERGOL THEi 68
BP TURBINOL 68
BARTRAN 68
REGAL OIL R&O 68
RAND0 OIL 68
CALTEX
RAND0 OIL HD 68
RAND0 OIL HDZ 68
PERFECT0 T 68
HYSPIN AWS 68
CASTROL
HYSPIN AWH 68
HYSPIN AWH - M68
TURf3lNE OIL GST 68
CHEVRON
MECHANISM LPS 68
L
COSMO TURBINE SUPER 68

TURBINE T 68
TURBELF SA 68
ELF
VlSGA 68
H-YDRELF DS 68
TRO-MAR T 68 I TERESSO 68
WON / ESSO
NUT0 H 68
I lNDkN ‘lL ‘OR’.

SERVOPRIME 76
SERVOPRESS 68
SERVOSYSTEM HLP 68
KUWAlT VAN GOGH 68
DTE OIL HEAVY MEDIUM
MOBIL DTE16M
RARUS 427 (nicht I not I pas de US-Version)
TELEX-E68
REPSOL MAREK - B
ARIES 68
SCHAEFFER MICRON MOLY HTC IS0 VG68
TURBO OIL T 68
SHELL TURBO OIL T 78
TELLUS OIL 68
YOUKONG LIMITED 1SUPERMAR TURBINE
Mod.- Number otpages: Page

number:
3 2
New
eddion
fiZTL90617
,
CCC%
ABB Turbolader
Vorschrif-t fiir .Aufstellun,o und Unterhait
itlStrUCtiOn
ABB Turbochargers
for installation and maintenance
VTR.4 - 4 - 010
Instruction pour I’installation et I’entretien
Huiles minerales et synthetiques

speciales pour des intervalles de
Lieferant Produkt
Supplier Product
Foumisseur Produit
Spezielle Miner&/e / Special mineral or/s //-/u//es minerales s@ciales
BP 1ENERGOL RC 68
VALVOLINE 1COMPRESSOR OIL 62
Spezielle reibungsame, synthetische O/e

Special low-friction, synthetic oils
Huiles synth&iques spkides d faible friction
SHFI I I MADREIA AP 66 4
b Pourpoint under -40°C
Synthetische Schmierole Mr ijlwechsel- Synthetic lubricating oils for oil change Huiles lubrifiantes synthetiques pour
intervalle von max. 5’000 h. intervals not exceeding 5,000 hours
4 Pourpoint tiefer - 40 ‘C 4 Pourpoint under -40’32 4 Point d’Ccoulement infkieur B - 40 “C

.’
We reserve all righls f 11)s cXcumenl a”0 VI l”e } NumbE,; ~oayy-ibec 1

information Ccnlalned Olerein. ReprOdUCllOn. USB Of
d~wlosuretothirdpan~esunhoul ez~xess aulhorily is
~rricrtfhbiaaen.
Copyright ABB Tuho Systems Lid 1997
ABB Turbo Svstems Ltd
Csle
ABB Turboiader
Vorschrift fiir Xufstellung und Unterhslt
ABEi Turbochargers Instruction for installation and maintenance V-i-R..4 - 4 - 010
Instruction pour l’installation et l’entretien
Liste 2
Spezielle Mineralijle und synthetische Special mineral oils and synthetic oils Huiles minGtales et synthetiques
speciales pour des intervalles de
Lieferant Produ kt
Supplier Product
Foumisseur Produit
Spezielle Miner-a/die/ Special mrnefal 01/s//-b/es mm&ales s&crales
BP 1ENERGOL RC 68
VALVOLINE ) COMPRESSOR OIL 62
Spezielie reibungsanne, synthefrsche O/e

Special low-friction, synthetic oils
Huiles synth&iques sp&i>les d fable fiiciion
SHELL ) MADRELA AP 68 4
4 Pourpoint under -4OOC 4 Point d’koulement infkieur 2 - 40 ‘C
Synthetische Schmieriiie fijr &vechsei- Synthetic lubricating oils for oil change Huiles lubrifiantes synthetiques pour
intervalle von max. 5’000 h. intervals not exceeding 5,000 hours
I4 Pourpoint tiefer - 40 ‘C 4 Pourpoint under -40°C 4 Point d’kcoulement inferieur 5 - 48.“C
PrepdWd: We reseme al :q’s in 1”s dccumenl and in the Number o! pages: Pagenumber:
97-06-23/ nailer Mod. - 1n:omatKxl
ccnmnedLnerem.
Re~rcducl!on“58 or
3 3
dr~~,o~ur~tolh,rdgar.,esu,thol;r~qressauthority~s
Checked: New edrtton
sart!y!oh~dden.
Copyngr;: ABa TWZO Syswms i!d 1397
Release? HZ-l-L 90617
cZVA
vV&W3rsi NSD
c- 240
Service Bulletin
z-1 9
TecfWcal Information to all the Owners 3-l .-I 0.97
of Sulzer Z 40 Type Diesel Engines
ABB Type VTR.,Q/1.Turbochargers

Wet Cleaning of Turbine Side
Contents:
Page
-INTRODUCTION
-1. GENERAL 1
-2. WATER QUANTITY
1'
-3. WASHING PROCEDURE 2
av3Criii hSD SwIzzLerlana L:3

PO 50x 414 ~- -rs7;.Y~T~zy~
\fJ%ili NSD..sc~~woti AG. .-
Cli-8401 wlnrermoi
Wirdl15 NSD Sdsie Si 3=3XWT-52212~9-1?’
SMz5nand
-I% 896 e59 NSOL CH
._ . .
--. _~ -- -. . . -
. ..-. -_ -- .I ___
W&RTSil.i& NSD
INTRODUCTION
This Service Bulletin contains instructions for an efficient wet cleaning of VTR..O/I
turbochargers.
1. GENERAL
-
The cleaning interval depends on the operating conditions. Regular wet cleaning; is
recommended, at first every 100-200 running hours (e.g. once a week). Depending on
the visible contamination observed during turbocharger overhaul, the cleaning interval
should be adapted accordingly (48-500 hours).
Too frequent cleaning produces an unnecessary load on the turbine components,
Turbines which have not been regularly cleaned from the very beginning, have first to be
‘.
cleaned manually by an approved .@I3 Service Station.
. ---I.:‘. _.
Only cIean fresh water without dete&e&-or solvents is to be used for wet cleaning.
-
It should be noted that the engine is not to be shut down immediately after wet cleaning.
The exhaust pipework including the inner housing surfaces of the turbocharger must be
dried out as soon as possible ti order to counteract accelerated corrosion.
-
Fve recommend that both turbochargers of a V-engine are cleaned simultaneously in
order to avoid possible turbocharger surging.
_ -
During turbinewasning, arim&ased amount of water can exit from tne drti connection
of the exhaust pipework after turbocharger.
-
If an SCR (Selective CatalyticReduction) is fitted, the ammonia orurea injectionmust be
stopped before the turbine is washed. After cleaning, the injection should only be
restarted once the exhaust temperature before cleaning has been reached again
-
The water washing piping on the turbocharger has to be modified in such a way, that both
branches leading to the spray nozzles can be shut off individually by ball cocks (please
i. .
refer to enclosure Z-19/l).
3
e, WATER QUANTITY
On each turbine inlet a water spray nozzle is fitted (please refer to enclosure Z-19/1). The
opening diameter of these nozzles mnst be 4 mm. With a water pressure of3-4 bar, measured
in hont of the ball cocks on the engine, andwith a nozzle diameter of 4 mm the injected water
quantity amounts to 24-30 l/min, which is suEicient for an efficient washing process.
On installations where the waterpressure is only2 - 3 bar, the diameter of the spray hole in the
water injection nozzles has to be increased by 0.5 mm in order to achieve the required water
quantity. The minimum permissible water pressure is 2 bar.
__.-- . ~~~~-~ ~~ 1 , -
2/l
3. WASHING PROCEDURE
- The engine load prior to turbine washing should be adjusted so that the charge air
pressure is a minimum of 0.3 bar and the elihaust gas temperature before turbine a
maximum of 430” C. An e,xhaust gas temperature before turbine of 400-430’ C should be
aimed for (wait for the exhaust gas temperature to stabilise). Xf the load has to be
significantly reduced prior to cleaning, wait for 5-10 minutes before injecting the water in
order to avoid thermal shock loading of the turbine components.
- Open the drain connection on the gas outlet casing and check that it is not blocked. A
discharge of exhaust gas must be observed.
- Attach the water supply line to the water washing pipe by means of the quick release
coupling on the gas inlet side.
- Open the water supply from the installation and, simultaneously, both ball cocks on the
engine. Inject water for 5 to 10 minutes,
- On no account must the charge & prejsuie f&FeIow 0.2 bar during turbine cleaning (so
that the labyrinth on the turbine side has sufficient sealing air) or the exhaust gas
temperature before turbine increase above 500°C , otherwise the engine load is to be
adjusted accordingly. To check that enough water is being injected, note whether the
exhaust gas temperature after turbine drops to 50-100 C. A discharge of water from the
l
drain connection of the gas outlet casing is possible.

In cases of emergency (e.g. ship’s safety), the engine load can be increased immediately
during the washing procedure. However, the water supply is to be shut off i~eclha~e~y&y,
..- ~. -~-
means~of~ the:ballrcoclcx-~7 - -T- -----
- Shut the water suppiy valve and the ball cocks on the engine.
- Remove the water connection by means of the quick release coupling.
- The ball cocks may only be opened or closed when the water supply is connected,
othetise the seals and glands will be damaged by hot exhaust gas.
- The engine load should be increased slowly after turbine washing.
- On no account must the engine be shut downimmediately afterturbine washing. It should
be operated for at least 15 minutes with temperature after turbine of Z 300-C in order to
dry out the complete exhaust gas installation.
- CIose the drain connection of the gas outiet casing.
. ~_~._.-..----
~- ~---- ---- .~ ._-

_ ..-
. gqgi~;~:..~
original piping with
~~ane needle valve modified piping with
2 detail: smav nouje

turbine casing
spray nozzles
water washing pipe
shut-off cocks
quick release coupling
4 Shut-off valve
-
-e
needle valve to b e replaced by 2 ball cocks

Service Buletin ZV 4048

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Technical Information Date Designation

Diesel Bulletin 7. 7. 76 Z-1

Distribution to all the owners of Z type engines

1. Treatment of heavy fuel oils

2. Running the engine on heavy oil

__ ___ ___________________________ ____ ________ ____ __

4. Service and operating instructions

If the required preheating temperature cannot be reached, the engine m u s t be started on

Normal running on heavy fule oil

___ __________________ ____ ____

Stopping under stand-by conditions when running on heavy fuel oil

Changing over from diesel to heavy fuel oil operation

A (brown) = dirty heavy oil

B (red) = purified heavy oil

C (yellow) = diesel oil

D (blue) = steam (or other heating arrangement)

1 Fuel storage tank (bunker tank)

Subject: Reconditioning of inlet and outlet valves by approved firms.-

-Z 40 valves for reconditioning

Service Bulletin Z - 3.1

-Based on service experience, the section

-Please check whether your Service Instructions /

− 1. TIGHTENING SEQUENCE FOR 1

Wärtsilä NSD Switzerland Ltd PO Box 414 Tel. +41 52 262 49 22

1. TIGHTENING SEQUENCE FOR BOTTOM END BEARINGS

- Thread and contact surface between lower bearing

- Screw in the studs by hand; their heads must land

- Pre-tighten the four studs with a torque of:

- Check the gap between the two bearing halves

- Then tighten the studs with an angle of:

Important: The maximum admissible length of the bolts amounts to 341mm.

3. HYDRAULICALLY TIGHTENED BOTTOM END BEARINGS

- Clean seating surfaces for the pre-tensioning jacks.

- Connect pre-tensioning jacks to pump by HP hoses.

- In order to ensure a correct seating of all bearing

- Release pressure to 0 then mount the jacks onto the two

- In this condition, i.e. all four studs pre-tensioned with 200

- Release pressure to 40 bar and measure protrusion 'X' of

- Raise a pressure of 650 bar on both jacks, keep this

- Release pressure to 40 bar and measure protrusion 'X1',

- The difference 'X1' - 'X' is the elongation which should

0.79 mm for 992 type bottom

- Release the pressure to 0 and re-mount both jacks on

- Release pressure to 40 bar and measure protrusion 'X' of

- Raise pressure to 650 bar tighten nuts till fully seated

- Release pressure to 40 bar and measure protrusion 'X1'

- The difference 'X1' - 'X' is the elongation which should

Important: The maximum admissible length of the bolts amounts to

The following tightening instructions are valid for the short

- Thread and contact surfaces between connecting rod

- Screw in the studs by hand; their heads must land on the

- Pre-tighten the four studs with a torque of:

- Then tighten the studs with an angle of:

Important: The maximum admissible length of the bolts amounts to 226mm.

Tightening Instructions for ZL40 engines Z-4.3/1-2

Tightening Instructions for ZV40 engines Z-4.3/3-4

Tightening values for normal connections Z-4.3/5

1201/1 Main bearing thrust bolts M80 x 6 - 650 - -

1202/1 Crankshaft locating bearing: - horizontal bolts (11) M30 M - 740 1) -

_ _____________________

_ ____________