1.

This Manual contains data and instructions for operation and

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

in this Manual before

any steps are taken.

at all maintenance
work.
check that all systems concerned are
drained or the pressure released. After dismantling, immediately cover
holes for lubricating oil, fuel oil and air with tape, plugs, clean cloth or
the like.
provided
with an identification mark stating cylinder or bearing number, mark
the new part with the same number on the same spot. Every exchange
should be entered in the engine log and the reason should be clearly
stated.
 check that all screws and nuts are tightened
and locked, if necessary.
are fully functional and in
place.

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

WV00519331

Main bearings. The flywheel bearing is No. 0, the first standard

main bearing is No. 1, the second No. 2 etc.
 The thrust bearing rails are located at the flywheel bearing. The
outer rails close to the flywheel are marked with 00 and the inner
rails with 0.
The camshaft bearings are designated as the main bearings, the
thrust bearing bushes being designated 00 (outer) and 0.
Camshaft gear bearings. The bearings located on the flywheel side
are designated 00 and the inner bearings 0.
Upper and lower bearings shells. In bearings where both the
shells are identical, the upper one is marked with UP .

3200528935

Details located at the operating side

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

3200538935

Example: On a VASA 12V32 engine, the fuel timing is read to 17° for
cylinder A2 when the flywheel is in the position shown in the above
figure.
Read the engine manual including this appendix before installing,
operating or servicing the engine and/or related equipment.
Failure to follow the instructions can cause personal injury, loss of life
and/or property damage.
Proper personal safety equipment, e.g. gloves, hard hat, safety glasses
and ear protection must be used in all circumstances. Missing, imper-
fect or defective safety equipment might cause serious personal injury
or loss of life.
This appendix contains listed general identified hazards, hazardous
situations or events, which are to be noticed during normal operation
and maintenance work.
1)
Warning light when turning device engaged.
2)
Suction air to be taken from gas free space.
3)
Require proper ventilation of engine room/plant.
4)
Require proper ventilation and/or gas detector in the engine.

00A.1.1.1
Running engine without covers, coming in contact with moving
parts,
Touching pump parts during unintentional start of el. driven
pump motor,
Charger starts to rotate due to draft if not locked during mainte-
nance,
Somebody sticks his hand into the compressor housing when the
silencer is removed and engine running,
Unexpected movement of valve or fuel rack(s) due to broken wire
or soft / hardware failure in the control system,
Unexpected movement of components,
Turning device engaged during maintenance work,
Turning device not engaged e.g. Turning device removed for
overhaul, during maintenance work could cause rotating crank-
shaft,
Mechanical breakage (of e.g. speed sensor) due to erratic actuator
assembly to engine or electrical connections.

00A.1.1.2

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

Overspeeding due to air-oil mist mixture in the charge air,
Malfunction of crankcase ventilation,
Oil mist detector will trip if water is present in lubricating oil,
Crankcase explosion if oil mist is mixed with fresh air during
inspection after an oil mist shut down,
 Crankcase safety explosion valves will open if there is a crankcase
explosion.
00A.1.1.3

Fuel or gas pipe will burst and spray fuel / gas,

Leakage of:
fuel in joints on low and/or high pressure side,
lube oil,
high pressure water on DWI engines,
HT water,
charge air,
exhaust gas,
pressurised air from air container, main manifold or pipes,
high pressure gas and sealing oil on GD engines,
Fire or explosion due to leakage on fuel line,
Fire due to oil or fuel / gas leakage,
Explosion or fire if flammable gas/vapour is leaking into the
insulation box,
Inhalation of exhaust gases or fuel gases due to leakage,
Failure of pneumatic stop,
Ejected components due to:
breakdown of hydraulic tool,
breakdown of hydraulic bolt,
breakdown of turbocharger,
high firing pressures,
major failure,
Ejection of:
pressurised liquids and gases from the block and pipings,
high pressure fluid due to breakdown of hydraulic tool,
gas due to high firing pressures,
pressurised gases from high pressure gas system,
high pressure fluid due to breakdown of HP sealing oil pipe,
high pressure air during maintenance of oil mist detector main air
supply piping,
cooling water or fuel/lube oil if sensor is loosened while the circuit
is pressurised,
springs during maintenance work,
Oil spray if running without covers,
Ejection of fuel injector if not fastened and
turning device engaged and turned.
engine turning due to closed generator breaker/coupling
00A.1.1.4

Fire or sparks due to damage or short circuit in electrical equip-

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

00A.1.1.5

Slip, trip and fall,

Water additives and treatment products (see appendix 02A, sec-
tion 02A.4),
Touching the insulation box, turbo-charger, pipes exhaust mani-
fold or (other) unprotected parts without protection during engine
operation,
Dropping parts during maintenance work,
Starting maintenance work too early i.e. causing risk when han-
dling hot components,
Neglecting use of cranes and/or lifting tools,
Not using proper tools during e.g. maintenance work,
Contact with fuel oil or oily parts during maintenance work (see
appendix 02A),
Noise level,
Touching or removing Turbocharger insulation,
Preloaded fixation springs during check / replacement of sensor.
Main principles:
Prevent uncontrolled current loops
Prevent radiation
Prevent sparkles flying around
If convenient, disconnect all global signals like power supply, data
communication etc.

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

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

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

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

Sparkles are commonly flying around from the welding arc. Few
materials withstand the heat from these sparkles. Therefore all cabi-
nets and terminal boxes should be kept closed during the welding.
Sensors, actuators, cables and other equipment out on the engine must
be protected by means of proper protection.
Sparkles can also be a problem after they have cooled down, i.e. causing
short circuits, sealing problems etc.

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

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

The following precautions must be paid attention to before welding in

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

The following precautions must be paid attention to before welding in

the vicinity of a WECS 2000 control system:
Open all terminal fuses (F1- FX) in the cabinet.
Close the covers of the cabinet and all the distributed units.
Deactivate the system by disconnecting all external connectors
(X1...X6).
If convenient, protect cables, sensors and other equipment from
sparkles with a proper metal sheet.

The following precautions must be paid attention to before welding in

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

The following precautions must be paid attention to before welding in

the vicinity of a WECS 7000 or 8000 control system:
Deactive the system by disconnecting all external connectors
(X1...X6).
If the welding point is close to (approximately within a radius of
2 m) an electronic module disconnect all connectors of the unit.
If an electronic module is connected through a CIB (Connection
Interface Box) then open the CIB cover and disconnect all connec-
tors of the unit and close cover again.
Close the covers of the cabinet
If engine equipped with harness: Disconnect the interconnections
between the harnesses and the cabinet.
If convenient, protect harnesses, cables, sensors and other equip-
ment from sparkles with a proper metal sheet.
Cylinder bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320 mm
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 mm
Piston displacement per cylinder . . . . . . . . . . . . . . . . . . . . . . 28.15 l

Normally the engine rotates clockwise.

Apply to normal operation at nominal speed.
(x)
Depending on speed and installation.
(xx)
Alarm limit for main engine = idling pressure - 0.3 bar.
(xxx)
For engines without load dependent cooling water system the
values for 0 - 30% load are not applicable. Under 30% load the
lubricating oil and water temperatures fall a little.
(xxxx)
Stop or load reduction.

Reference conditions according to ISO 3046-1 (2002):

Air pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 kPa (1.0 bar)
Ambient temperature . . . . . . . . . . . . . . . . . . . . . . . . . . 298 K (25°C)
Relative air humidity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 %
Cooling water temperature of charge air cooler . . . . . 298 K (25°C)

In case the engine power can be utilized under more difficult conditions
than those mentioned above, it will be stated in the sales documents.
Otherwise, the engine manufacturer can give advice about the correct
output reduction. As a guideline additional reduction may be calculated
as follows:

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

value in the sales documents.
= 1 % for every 100 m level difference above stated value in the sales
documents.
= 0.4 % for every °C the cooling water of the charge air cooler exceeds
the stated value in the sales documents.
The engine is a turbocharged intercooled 4-stroke diesel engine with
direct fuel injection.
The engine block is cast in one piece. The crankshaft is mounted in
the engine block in an underslung way. The main bearing cap is
supported by two hydraulically tensioned main bearing screws and two
horizontal side screws.
The charge air receiver is cast into the engine block as well as the
cooling water header. The crankcase covers, made of light metal, seal
against the engine block by means of rubber sealings.
The lubricating oil sump is welded.
The cylinder liners are designed with high collars and drilled cooling
holes. The cooling effect is optimized to give the correct temperature of
the inner surface.
The liner is provided with an anti-polishing ring in the upper part of
the bore to eliminate the risk of bore polishing.
The main bearings are fully interchangeable trimetal or bimetal
bearings which can be removed by lowering the main bearing cap. A
hydraulic jack is provided for every main bearing to lower and lift the
main bearing cap.
The crankshaft is forged in one piece and is balanced by counter-
weights as required.
The connecting rods in the Wärtsilä Vasa 32 Low NOX engines are
of forged alloy steel and machined with round sections. All connecting
rod studs are hydraulically tightened. The gudgeon pin bearing is of
tri-metal type.
In older engines the connecting rods are drop forged. The big end is
split and the mating faces are serrated. The small end bearing is
stepped to achieve large bearing surfaces. The big end bearings are
fully interchangeable trimetal or bimetal bearings.
The piston ring set in the Wärtsilä Vasa 32 Low NOX engines consist
of two chromium-plated compression rings and one spring loaded oil
scraper ring with chromium-plated edges.
In the older engines the piston ring set consists of three chrome-plated
compression rings and one chrome-plated, spring-loaded oil scraper
rings.
The pistons are fitted with a Wärtsilä patented skirt lubricating
system. The top ring grooves are hardened. Cooling oil enters the
cooling space through the connecting rod. The cooling spaces are
designed to give an optimal shaker effect.
The cylinder head, made of special cast iron, is fixed by four hyd-
raulically tensioned screws. The head is of the double deck design and
cooling water is forced from the periphery towards the centre giving
efficient cooling in important areas.
The inlet valves are stellited and the stems are chromium-plated.
The valve seat rings are made of a special cast iron alloy and are
changeable.
The exhaust valves, also with stellited seats and chromium-plated
stems, seal against the directly cooled valve seat rings. For some
applications Nimonic valves are used.
The seat rings, made of a corrosion and pitting resistant material, are
changeable.
The camshafts are made up from one-cylinder pieces with integrated
cams. The bearing journals are separate pieces and thus it is possible
to remove a camshaft piece sideways.
The injection pumps have integrated roller followers and can nor-
mally be changed without any adjustment. The pumps and piping are
located in a closed space which is heat insulated for heavy fuel running.
The turbochargers are normally located at the free end of the engine
but, at request, can also be located at the driving end.
On a V-engine there are two chargers, one for each bank.
The charge air coolers are made as removable inserts, on the
V-engines two identical ones.
The lubricating oil system includes a gear pump, oil filter, cooler
with thermostat valve (not in V-engine), centrifugal bypass filter and
an electrically driven prelubricating pump. The oil sump is dimen-
sioned for the entire oil volume needed, and all cylinder numbers can
be run in wet sump configuration. Dry sump running is also possible.
The starting system. The air supply into the cylinders is controlled
by the starting air distributor run by the camshaft. The four-cylinder
engine can alt. be provided with an air driven starting motor.
3201519045
3201529045
The WÄRTSILÄ® medium-speed diesel engines are designed to oper-
ate on heavy fuel (residual fuel) with a maximum viscosity of 55 cSt at
100 °C (approx. 730 cSt at 50 °C, approx. 7200 Redwood No.1 seconds
at 100 °F) and will operate satisfactorily on blended (intermediate)
fuels of lower viscosity, as well as on distillate fuel. Avoid the use of
fuels having a lower/higher viscosity than values found in the table
below, as such fuels may cause fuel injection pump plunger or fuel
nozzle needle seizure.

The maximum limits of fuel characteristics for a certain engine are

stated in the documentation delivered with the engine.
Blended fuels (residuals and distillate) with a viscosity between
approx. 4 and 7 cSt at 100 °C (12 and 30 cSt at 50 °C, 75 and 200 Redwood
No.1 seconds at 100 °F) containing between 30 and 60 % distillate
should, however, be avoided due to the risk of precipitation of heavy
components in the blend, with filter clogging and large amount of
centrifuge sludge as a consequence.
When difficulties with filter clogging are experienced, fuel incompatibility
can be tested by the ASTM D4740-93 or ISO 10307-1/93 (LFO) or ISO
10307-2/A/93 (HFO) test methods.
02.1.2.1
Heavy fuel (residuals, and mixtures of residuals and distillate) must
be purified in an efficient centrifuge before entering the day tank. The
fuel is to be heated before centrifuging.
Recommended temperatures, depending on the fuel viscosity, are
stated in the diagram, chapter 02, Fig 02-1.
Be sure that the correct gravity disc is used. Never exceed the flow
rates recommended for the centrifuge for the grade of fuel in use. The
lower the flow rate the better the efficiency.

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

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

02.1.2.2
See diagram, Fig 02-1. Keep the fuel temperature about 10 °C above the
minimum storage temperature indicated in the diagram in order to
minimize the risk of wax formation, and the temperature after the final
heater 5 - 10 °C above the recommended temperature before injection
pumps to compensate for heat losses between heater and engine.
 3202529238

Example: A fuel oil with a viscosity of 380 cSt (A) at 50 °C (B) or 80 cSt
at 80 °C (C) must be preheated to 112 - 126 °C (D-E) before the fuel
injection pumps, to 97 °C (F) at the centrifuge and to minimum 40 °C
(G) in storage tanks. The fuel oil may not be pumpable below 36 °C (H).
To obtain temperatures for intermediate viscosities, draw a line from
the known viscosity/temperature point in parallel to the nearest viscos-
ity/temperature line in diagram.
Example: Known viscosity 60 cSt at 50 °C (K). The following can be
read along the dotted line: Viscosity at 80 °C = 20 cSt, temperature at
fuel injection pumps 74 - 86°C, centrifuging temperature 86 °C, mini-
mum storage tank temperature 28 °C.
Conversion from various current and obsolete viscosity units to centi-
stokes can be made in the diagram, Fig 02-2. The diagram should be
used only for conversion of viscosities at the same temperature. The
same temperatures should then be used when entering the visco-
sity/temperature point into the diagram, Fig 02-1.
 3202538935

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

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

02.1.2.3
An automatic viscosity controller, or a viscosimeter, at least, should be
installed in order to keep the correct viscosity of the fuel before the fuel
enters the engine fuel system.
The diesel engines WÄRTSILÄ® Vasa 32 & 32LN, WÄRTSILÄ® 20,
WÄRTSILÄ® 32 and WÄRTSILÄ® 46 are designed and developed
for continuous operation, without reduction of the rated output, on
fuels with the following properties:

The limits above also correspond to the demands:

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

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

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

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

is not a measure of the fuel quality, but determines the

complexity of the fuel heating and handling system, as a heavy fuel oil has
to be heated to reach a viscosity of 16 - 24 cSt at the point of injection. At
low viscosities, the flow past the plunger in the injection pump in-
creases. This leads to a decrease in the amount of injected fuel, which
in bad cases might make it impossible to reach full engine output.
The standard engine fuel system is laid out for max. 55 cSt at 100 °C
fuel (approx. 730 cSt at 50 °C, approx. 7200 Redwood No.1 seconds at
100 °F).
influences mainly on the fuel separation. Separators can
remove water and to some extent solid particles from fuels having
densities of up to 991 kg/m3 at 15 °C. There are also separators on the
market that can clean fuel with densities of up to 1010 kg/m3 at 15 °C.
The separator capability must be checked before purchasing a fuel with
a very high density, as a bad separation will lead to abnormal wear due
to unremoved particles and water. The separator disc must be chosen
according to the fuel density.
 Heavy fuels may have very low ignition quality. This
may cause trouble at start and low load operation, particularly if the
engine is not sufficiently preheated. Low ignition quality may also
result in a long ignition delay and can cause a fast pressure rise and
very high maximum pressures. This increases the mechanical load and
can even damage engine components such as e.g. piston rings and
bearings severely. Deposits on the piston top, on the exhaust valves, in
the exhaust system, and on the turbine nozzle ring and turbine blades
can also be expected. The turbocharger fouling will lead to decreased
turbocharger efficiency, and increased thermal load.
A symptom of low ignition quality is diesel knock, i.e. hard, high
pitched combustion noise. The effects of diesel knocking are increased
mechanical load on components surrounding the combustion space,
increased thermal load, as well as increased lubricating oil consump-
tion and contamination.

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

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

= density ( kg/m3 at 15 °C)

= kinematic viscosity ( cSt at 50 °C)

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

nomogram, see Fig 02-3.
Straight run fuels show CCAI values in the 770 - 840 range, and are
very good igniters. Cracked residues may run from 840 to over 900,
while most bunkers remain in the 840 to 870 range at present.
 The CCAI is not an exact tool for judging fuel ignition properties.
Following rough guidelines can however be given:
Engines running at constant speed and load over 50 % can without
difficulty use fuels with CCAI-values of up to 870.
Engines running at variable speed and load can without difficulty
run on fuels with CCAI-values up to 860.
To avoid difficulties with poor ignition quality fuels the following
should be noted:
Sufficient preheating of the engine before start.
Proper function of the inverse cooling system.
Proper function of the injection system, especially the injection
nozzle condition must be good.

3202599716
 of heavy fuel oils varies widely. Water may come
from several different sources, it can either be fresh or salt. It can also
originate from e.g. condensation in the installation s bunker tanks.
If the water is sweet and very well emulsified in the fuel, the
effective energy content of the fuel decreases with increasing
water content, leading to an increase in fuel consumption.
If the fuel is contaminated with sea water, the chlorine in the salt
will cause corrosion of the fuel handling system, including the
injection equipment. The effects of sodium, that also originates
from salt, are described more in detail below.
To avoid difficulties in the engine fuel injection system the water
content must be reduced to a max. of 0.3 % prior to the engine.
in the fuel may cause cold corrosion and corrosive wear,
especially at low loads. Sulphur also contributes to deposit formation
in the exhaust system, normally together with vanadium and/or so-
dium in the form of sulphates. The deposits can also cause high
temperature corrosion, as described below.
may be detrimental in several ways. Different ash
components can cause different problems:
oxides originate from the refining process,
and can cause severe abrasive wear mainly of the injection pumps
and nozzles, but also of cylinder liners and piston rings. An
efficient fuel separation is a must for minimising wear.
Oxides of , mainly sodium vanadyl
vanadates, are formed during the combustion, and mix or react
with oxides and vanadates of other ash components, e.g. nickel,
calcium, silicon and sulphur. The sticking temperature of the
mixture may be such, that a deposit is formed on a valve, in the
exhaust gas system, or in the turbo-charger. This deposit is highly
corrosive in the molten state, destroying the protective oxide layer
on e.g. an exhaust valve, and leading to hot corrosion and a burned
valve. Deposits and hot corrosion in the turbocharger, especially
on the nozzle ring and turbine blades will cause a decreased
turbocharger efficiency. The gas exchange will be disturbed, less
air flows through the engine, and thus the thermal load on the
engine increases. The deposit formation increases at increased
temperatures and engine outputs.
To avoid the above mentioned problems when running on high ash
fuels, it is important to:
Have an efficient fuel separation.
Clean the turbocharger regularly with water, see section 15.3.
Have a strict quality control of the bunkered fuel, i.e. to see that
the amounts of ash and dangerous ash constituents stay low.
Maintain clean air filters and charge air coolers by regular clean-
ing based on pressure drop monitoring.
may lead to deposit formation in the
combustion chamber and in the exhaust system, especially at low loads.
 Deposit formation on injection nozzle tips will disturb the fuel
atomisation and deform the fuel sprays, decreasing the combus-
tion process efficiency, and even leading to locally increased
thermal loads.
Deposits in the piston ring grooves and on the rings will hinder
the movement of the rings, causing a.o. increased blow-by of
combustion gases down to the crank case, which in turn increases
the fouling of the lubricating oil.
Deposits in the exhaust gas system and in the turbocharger will
disturb the gas exchange and increase the thermal load.
may contribute to deposit formation in the
combustion chamber and in the exhaust system, especially at low loads.
Asphaltenes are complex, highly aromatic compounds with a high
molecular weight, that usually contain sulphur, nitrogen and oxygen,
as well as metals like vanadium, nickel, and iron (see Ash above). A
high asphaltene content indicates that a fuel may be difficult to ignite
and that it burns slowly.
If the fuel is unstable, the asphaltenes may precipitate from the fuel
and block filters and/or cause deposits in the fuel system, as well as
excessive centrifuge sludge.
(high vapour pressure) is often seen especially for
crude oils.
The low flash point will not influence the combustion, but the fuel can
be dangerous to handle and store. This is especially the case if the pour
point is high, and the fuel has to be heated due to this. Special explosion
proof equipment and separators can be used in extreme cases.
A high vapour pressure (low flash point) can also give cavitation and
gas pockets in the fuel pipes. These can be avoided by using an elevated
pressure in the fuel handling system.
It is to be noted that some insurance companies demand the use of
fuels having a flash point higher than 60 °C.
tells below which temperature the fuel does not flow,
and determines how easy it will be to handle the fuel. The whole fuel
handling system, including tanks and pipes, must be heated to a
temperature at least 10 - 15 °C above the pour point.
tells something about the fuels stability. If
the TSP is high, the danger of sediment and sludge formation in tanks
and fuel handling systems increases, as well as the probability for filter
clogging.
TSP can also be used as a check for the compatibility of two different
fuels: The two fuels are mixed, and if the TSP for the mix remains low,
the fuels are compatible.

Poor fuel quality will influence on wear, engine part lifetime and
maintenance intervals adversely.
 In order to obtain maximum operating economy it is recommendable:

as much as operating condi-

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

To avoid stability and incompatibility problems (precipitation of heavy

components in the fuel), avoid, if possible, blending of fuels from
different bunker stations, unless the fuels are known to be compatible.
If stability and compatibility problems occur, never add distillate fuel,
as this will probably increase precipitation. A fuel additive with a
highly powerful dispersing characteristics can be of help until a new
fuel delivery takes place.
The characteristics of heavy fuels blended from residuals from mod-
ern refinery processes like catalytic cracking and visbreaking may
approach at least some of the limits of fuel characteristics given in the
chapter 02., sect. 02.1.3.
Compared with traditional heavy fuels blended from straight run
residuals, the modern heavy fuels may have reduced ignition and
combustion quality.
Fuels blended from catalytic cracking residuals may contain very
abrasive catalytic fines (silicon and aluminium oxides) which, if al-
lowed to enter the injection system, may wear down injection pumps
and nozzles in a few hours.
Some of the difficulties that may occur when operating on heavy fuels
blended from cracked residuals can be avoided by:
Sufficient centrifuging capacity. The best and most disturbance-
free results are obtained with the purifier and clarifier in series.
Alternatively the main and stand-by separators may be run in
parallel, but this makes heavier demands on correct gravity disc
choice and constant flow and temperature control to achieve
optimum results. Flow rate through the centrifuges should not
exceed the maximum fuel consumption by more than 10 %.
Sufficient heating capacity to keep centrifuging and injection
temperatures at recommended levels. It is important that the
 temperature fluctuations are as low as possible ( 2 °C before
centrifuge) when centrifuging high viscosity fuels with densities
approaching or exceeding 991 kg/m3 at 15 °C.
Sufficient preheating of the engine and the fuel systems before
starting the engine.
Keeping fuel injection equipment and the inverse cooling system
in good condition.
See also section 02.2.7., Handling of oil samples.

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

also the use of SAE 30 class lubricating oil is allowed.
Min.95
The required lubricating oil alkalinity is tied to the fuel
specified for the engine.

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

operating on heavy fuel. This recommendation is valid especially for
engines having wet lubricating oil sump and using heavy fuel with
sulphur contents above 2.0 % mass. BN 40 lubricants can be used when
operating on heavy fuel as well if experience shows that the lubricating
oil BN equilibrium remains at an acceptable level.
BN 30 lubricants are recommended to be used only in special cases,
such as installations equipped with an SCR catalyst. Lower BN prod-
ucts eventually have a positive influence on cleanliness of the SCR
catalyst. With BN 30 oils lubricating oil change intervals may be rather
short, but lower total operating costs may be achieved because of better
plant availability provided that the maintenance intervals of the SCR
catalyst can be increased.
BN 30 oils are also a recommended alternative when operating on
crude oil. Though crude oils many times have low sulphur content, they
can contain other acid compounds and thus an adequate alkali reserve
is important.
The oils should contain additives that give good oxidation
stability, corrosion protection, load carrying capacity, neutralization of
acid combustion and oxidation residues, and should prevent deposit
formation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
Fresh lubricating oil should meet the follow-
ing limits for foaming tendency and stability (according to the ASTM
D 892-92 test method):
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
In this test a certain amount of air is blown through the lubricating oil
sample. The first number in the results is the foam volume after a
blowing period of 5 minutes and should be less than or equal to 100 ml.
The second number is the foam volume after a settling period of 10
minutes and should always be 0 ml.
Sequences I and III are performed at a temperature of 24 °C and
sequence II at a temperature of 93.5 °C.

Lubricating oil is an integrated engine component and thus the

quality of it is upmost important. All lubricating oils, which have
been approved for use in WÄRTSILÄ ® Vasa 32, WÄRTSILÄ® Vasa
32LN, WÄRTSILÄ® 20, WÄRTSILÄ® 32 and WÄRTSILÄ® 46 en-
gine types, have gone through an approval test according to the
engine manufacturer s procedure.
The use of approved lubricating oil qualities during the warranty
period is mandatory and is also strongly recommended after the
warranty period.
The list of approved lubricating oils can be found in the end of this
chapter.
 is recommended in order to separate
water and insolubles from the oil. Water must not be added when
centrifuging ( washing ). The oil should be pre-heated to 80 - 95 °C.
Many oil manufacturers recommend a separation temperature of
90 - 95 °C for an effective separation. Please check with the supplier
of your lubricating oil what the optimal temperature is. Use the
highest recommended temperature. For efficient centrifuging, use
only about 20 % of the rated flow capacity of the separator. For
optimum conditions the centrifuge should be capable of passing the
entire oil quantity in circulation 4 - 5 times every 24 hour at 20 % of
rated flow. Gravity disc should be chosen acc. to oil density at
separation temperature. Follow the operation instructions given by
the separator manufacturer for optimal performance of the separator.

it is advisable to take samples of the

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

Should not decrease by more than 20 % and not rise by more

than 25% above the guidance value at 100 °C.
Should not decrease by more than 25 % and not rise by more than
45% above the guidance value at 40 °C.
Should not fall by more than 50 °C below the guidance
value. Min. permissible flash point 190 °C (open cup) and 170 °C (closed
cup) . At 150 °C risk of crankcase explosion.
 Should not exceed 0.3 %. A value higher than 0.3% can
not be accepted for longer periods, but measures must be taken; either
centrifuging or oil change.

Fuel category A and B:

The minimum allowable BN value of a used oil is 50 % of the
nominal value of a new oil.
Fuel categories C and D:
The minimum allowable value of used oil is BN 20.
The quantity allowed depends on various factors. The oil
supplier s recommendations should be followed. However, an n-Pentane
insoluble value above 1.5 % calls for attention. A value higher than 2 %
cannot be accepted for longer periods.
In general it can be said that the changes in the analyses give a better
basis of estimation than the absolute values.
Fast and great changes may indicate abnormal operation of the
engine or of a system.
by adding max. 10 % new oil at a
time. Adding larger quantities can disturb the balance of the used oil
causing, for example, precipitation of insolubles. Measure and record
the quantity added.
Attention to the lubricating oil consumption may give valuable infor-
mation about the engine condition.
A continuous increase may indicate that piston rings, pistons and
cylinder liners are getting worn, and a sudden increase motivates
pulling the pistons, if no other reason is found.
are to be found in chapter
04. Intervals between changes are influenced by system size (oil volume),
operating conditions, fuel quality, centrifuging efficiency and total oil
consumption. Efficient centrifuging and large systems (dry sump opera-
tion) generally allow for long intervals between changes. It is recom-
mended to follow up that the BN value of the lubricating oil keeps within
engine manufacturer s limits during the whole oil change interval.

while oil is still hot. Be sure that oil filters and

coolers are also emptied.
including filters and camshaft compartment. In-
sert new filter cartridges.
in the oil sump and circulate with the
pre-lubricating pump. Drain!
in the system, see chapter 01, section
01.1.
Oil samples taken at regular intervals analyzed by the oil supplier,
and the analysis results plotted as a function of operating hours is an
efficient way of predicting oil change intervals.
Send or ask the oil supplier to send copies of oil analyses to the engine
manufacturer who will then assist in the evaluation.
In order to minimise the risk of lubricating oil foaming, deposit forma-
tion, blocking of lubricating oil filters, damage of engine components,
etc., the following procedure should be followed when lubricating oil
brand is changed from one to another:
If possible, change the lubricating oil brand in connection with an
engine (piston) overhaul
Drain old lubricating oil from the lubricating oil system
Clean the lubricating oil system in case of an excessive amount of
deposits on the surfaces of engine components, like crankcase,
camshaft compartment, etc.
Fill the lubricating oil system with fresh lubricating oil

If the procedure described above is not followed, responsibility of

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

See the Instruction Book for the governor, attached. An oil of viscosity
class SAE 30 or SAE 40 is suitable, and the same oil can be used as
in the engine. Turbocharger oil can also be used in the governor. In
low ambient conditions it may be necessary to use multigrade oil (e.g.
SAE 5W-40) to get a good control during start-up. Oil change interval,
see maintenance schedule chapter 04.
Condensed water, high temperature or leaking drive shaft seal may
cause the oil to deteriorate, or internal surfaces of the governor to collect
deposits. If the reason cannot be clarified and rectified, a shorter oil
change interval or change of oil type should be considered.
The governor should be flushed with the oil in use or gasoil if heavy
contamination of the oil is evident.
Examples of suitable lubricating oils for governor can be found from
the end of this chapter, where the lists of approved lubricating oils for
an engine and turbocharger are available.
If the system is equipped with a start booster, then this should
also be emptied when changing oil.
In installations whereby the actuator is equipped with a filter, it
has to be cleaned when changing oil.
Depending on the governor type, oil should be separately emptied
from the power cylinder. This is done by removing the plug in the
bottom of the power cylinder.
Some governors are equipped with a magnetic oil plug, this plug
should be cleaned in connection with an oil change.
Please note that different types of turbochargers can be used for the
engine. The lubricating system is different for the different turbo-
charger. One type of chargers has a common lubricating oil system with
the engine, see chapter 15, while the other type of chargers has an
internal lubricating system for the bearings, see chapter 15. See the
Instruction Book for the turbocharger, attached.

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

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

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

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

When taking fuel oil or lubricating oil samples the importance of proper
sampling can not be over-emphasised. The accuracy of the analysis
results is significantly dependent on proper sampling and the results
will only be as good as the quality of the sample.
Use clean sample containers holding approximately 1 litre. Clean
sample containers and accessories (IATA carton boxes for transporta-
tion, ready made address labels, etc.) are available for example from
Wärtsilä local network office. Rinse the sampling line properly before
taking the actual sample. Preferably also rinse the sample bottles with
the oil a couple of times before taking the sample, especially if "un-
known" sample bottles need to be used. Close the bottles tightly using
the screw caps provided. Seal all bottles and record all the separate
seal numbers carefully. Put the bottles to be sent for analysing in
Ziploc plastic bags to prevent any spillage. Gently squeeze the Ziploc
bag to minimise any air content prior to sealing.
The background information for the fuel oil/lubricating sample is as
important as the sample itself. Oil samples with no background infor-
mation are of very limited value. The following data are essential to
note when taking the sample:
Installation name
Engine type and number
Engine operating hours
Lubricating oil brand/fuel oil type
Lubricating oil operating hours
Where in the system the lubricating oil/fuel oil sample was taken
Sampling date and seal number of the separate samples if seals
are available
Reason for taking and analysing the sample
Contact information: Name (of the person who took the sample),
telephone, fax, e-mail, etc.
Use for example the ready made "Oil Analyse Application" form, see
Instruction Manual attachments .
Observe personal safety precautions when taking and handling fuel oil
and lubricating oil samples. Avoid breathing oil fumes and mist, use
respirator if necessary. Use strong, heat and hydrocarbon resistant
gloves (nitrile rubber for example). Wear eye goggles if splash risk exists.
Wear facial screen and protecting clothes if hot product is handled.

02.2.7.1
Lubricating oil samples should be taken with the engine in operation
immediately after the lubricating oil filter on the engine. Always take
lubricating oil samples before adding fresh oil to the system.

02.2.7.2
Fuel oil samples can be drawn from different places in the fuel oil
system. Fuel samples as bunkered or before the engine (after fuel
oil separation and filtration) are perhaps the most common sample
types. From the engines point of view the most important fuel oil
sample is naturally the one which enters the engine, i.e. taken after
fuel oil separation and filtration. But if for example fuel oil separator
efficiency needs to be checked samples should be taken just before and
after the separator. It is not advisable to take samples from tank bottom
drain valves, since these will probably contain high levels of water and
sediment and thus the samples will not be representative of the bulk
phase.

Place the bottle with the Ziploc bag inside the IATA carton box and
fold the box according to the assembly instructions given on the box.
Enclose a copy of the "Bunker Receipt", if available, before closing the
last flap on the IATA carton.
 Check the DNVPS Air Courier Directory and use appropriate label
for the IATA carton box to ensure that the sample is forwarded to the
nearest DNVPS laboratory. Complete the courier dispatch instructions
on the side of the IATA carton. Fill in the DNVPS universal account
number (950 500 010) to prevent rejection from the courier company
(DHL). Complete the Proforma Invoice Form and tape it to the outside
of the IATA carton.
Call the air courier directly at the number as indicated in the Air
Courier Directory and request urgent pick-up, if necessary. When the
courier arrives you will need to complete an Airway Bill.
It is recommendable to handle the dispatching of the fuel oil and
lubricating oil samples at site. The results will be achieved faster when
the dispatching is handled at site and additionally it is illegal to carry
fuel oil samples as personal luggage on normal aeroplanes.
Support with interpretation of the analysis results and advice on
possible corrective actions is available from Wärtsilä, if needed.
In order to prevent corrosion, scale deposits or other deposits in closed
circulating water systems, the water must be treated with additives.
Before treatment, the water must be limpid and meet the specifica-
tion found in the end of this chapter. Further, the use of an approved
cooling water additive or treatment system is mandatory.

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

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

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

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

cooling water with sodium nitrite (NaNO2) in portions of 5 kg/m3. To
obtain a pH value of 9, add caustic soda (NaOH), if necessary.
 3202602002

Nitrite based cooling water additives are so called anodic inhibitors and
require proper dosing and maintenance in order to serve as intended.
The nitrite of the additive is as such a salt and it will increase the
conductivity of the water. The conductivity is on the other hand one of
the main parameters affecting the corrosion rate once a corrosion
process gets started, the higher the conductivity the higher the corro-
sion rate.
If the conditions (nitrite level, chlorides, pH, etc.) in the systems are
such that the nitrite based additive is no longer able to protect the
entire surface of the system there may occur a rapid, local corrosion in
the areas that are not protected. The corrosion rate at the attacked
areas will even be much greater than it would be with no additive at
all present in the system, see schematic graph of the corrosion rate as
a function of the nitrite dosage in Fig 02-4. Observe that the position
of the curve peak on the x-axis (= dangerous condition for corrosion) is
not stable, but will shift depending on temperature, pH, chlorides &
sulphates contents, etc. in the cooling water.
The table below shows shows examples of the most common cooling
water additive types.
When changing the additive or when entering an additive into a system
where untreated water has been used, the complete system must be cleaned
(chemically) and rinsed before fresh treated water is poured into the system.
If, against our recommendations, an emulsion oil has been used, the
complete system must be absolutely cleaned of oil and greasy deposits.
Evaporated water should be compensated by untreated water; if
treated water is used the content of additives may gradually become
too high. To compensate for leakage or other losses, add treated water.
In connection with maintenance work calling for drainage of the
water system, take care of and reuse the treated water.
The list of approved cooling water additives and treatment systems
can be found in the end of this chapter.

Most suppliers will provide a test kit for the concentration control.
Additionally a frequent laboratory analysis of cooling water at 3 months
interval is recommended to ensure safe engine operation.

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

Fresh water to be used, see also section 02.3.1.

The water must not be contaminated by oil, grease, surfactants or
similar impurities. These kind of impurities may cause blocking of the
filters or other malfunctions in the direct water injection system.
Water quality used for Combustion Air Saturation System (CASS) has
to fulfill the following requirements:

In order to achieve a safe operation of the CASS system and the engine,
water produced with a fresh water generator / distiller has to be used.
The water must not be contaminated by oil, grease, surfactants or
similar impurities. These kind of impurities may cause blocking of the
filters or other malfunctions in the CASS-system.
Fuel oils, lubricating oils and cooling water additives are environmen-
tally hazardous. Take great care when handling these products or
systems containing these products. Detailed information and handling
instructions can be found in the text below.

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

Isolate from ignition sources, like sparks from static electricity for
example.
Avoid breathing evaporated fumes (may contain hydrogen sul-
phide, etc.) during pumping and opening of storage tanks for
example. Use gas mask if necessary.
The handling and storage temperatures must not exceed the flash
point of the product. Should be stored in tanks or containers
designed for flammable fluids.
Must not be let into the sewage system, water systems or onto the
ground.
Methane may during long-term storage be formed in tanks, due
to bacterial activities. Risk of explosions during unloading or
storage tank opening for example.
Cloths, paper or any other absorbent material used to soak up
spills are fire hazards. Do not allow these to accumulate.
Waste that contains the product is hazardous and has to be
disposed of according to directives issued by the local or national
environmental authorities. Collection, regeneration and burning
should be handled by authorized disposal plants.
Respiratory organs protection: Oil mist: Use respirator, com-
bined particle and gas filter. Evaporated fumes (hydrogen sul-
phide, etc.): Use respirator, inorganic gas filter.
Hands protection: Strong, heat and hydrocarbon resistant
gloves (nitrile rubber for example).
Eye protection: Wear goggles if splash risk exists.
Skin and body protection: Wear facial screen and covering
clothing as required. Use safety footwear when handling barrels.
Wear protecting clothes if hot product is handled.

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

lying still. Give oxygen or mouth to mouth resuscitation as
needed. Seek medical advice after significant exposures. Inhala-
tion of oil mist: Seek medical advice.
Skin contact: Hot oil on the skin should be cooled immediately
with plenty of cold water. Wash immediately with plenty of water
and soap. Do not use solvents, the oil is spread and may be
absorbed into the skin. Remove contaminated clothing. Seek
medical advice if irritation develops.
Eye contact: Rinse immediately with plenty of water, for at least
15 minutes and seek medical advice. If possible, keep rinsing until
eye specialist has been reached.
Ingestion: Rinse mouth with water. Do not induce vomiting, in
order not to risk aspiration into respiratory organs. Seek medical
advice.
Natural gas is non-toxic and will not harm anyone breathing in the low
concentrations near minor fuel leaks. Heavy concentrations, however,
can cause drowsiness and eventual suffocation.
In a gas engine installation, gas may cause danger situations in some
cases. The most serious situations are caused by gas leaks into the
engine room, gas fires and gas explosions caused by unburned gas in
the exhaust system.
If a gas explosion occurs, it is important to protect people, equipment
and environment from damages. Damages are caused by shock wave
and burning effect of the expanding and partly burning gases. Damages
can be avoided by preventing pressure build up in equipment and
guiding the released pressure to an open area.
Read the Gas Safety Manual that can be found at the end of chap-
ter 03 for gas engine installations.

Fresh lubricating oils normally present no particular toxic hazard, but

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

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

mists or aerosols. Do not breathe vapours, fumes or mist.
Keep away from flammable materials and oxidants.
Keep away from food and drinks. Do not eat, drink or smoke while
handling.
Use only containers, piping, etc. which are resistant to hydrocar-
bons. Open the containers in well ventilated surroundings.
Immediately take off all contaminated clothing.
Empty packaging may contain flammable or potentially explosive
vapours.
Cloths, paper or any other absorbent material used to recover
spills are fire hazards. Do not allow these to accumulate. Keep
waste products in closed containers.
Waste that contains the product is hazardous and has to be
disposed of according to directives issued by the local or national
environmental authorities. Collection, regeneration and burning
should be handled by authorized disposal plants.
 Hand protection: Impermeable and hydrocarbon resistant
gloves (nitrile rubber for example).
Eye protection: Wear goggles if splash risk exists.
Skin and body protection: Wear facial screen and covering
clothing as required. Use safety footwear when handling barrels.
Wear protecting clothes if hot product is handled.

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

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

The products are toxic if swallowed. Concentrated product may cause

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

Avoid contact with skin and eyes.

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

Respiratory protection: Not normally required. Avoid expo-

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

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

victim to fresh air, keep warm and lying still. If effects persists,
seek medical advice.
Skin contact: Wash immediately with plenty of water and soap.
Remove contaminated clothing. If irritation persists, seek medical
advice.
Eye contact: Rinse immediately with plenty of clean water and
seek medical advice. If possible, keep rinsing until eye specialist
has been reached.
Ingestion: Rinse mouth with water. Drink milk, fruit juice or
water. Do not induce vomiting without medical advice. Immedi-
ately seek medical advice. Do not give anything to drink to an
unconscious person.
When handling the fly ashes, exhaust gas dusts and when working
inside the exhaust gas system or when handling any component
contaminated with exhaust gas dust, at least the following minimum
precautions and safety procedures must be applied:

Employees must be required to study the safety instructions before

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

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

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

rator or for work inside the SCR or other places in the exhaust gas
system, where the dust concentration is high, a respiration mask
with fresh filtered compressed air supply is recommended.
Hands protection: Gloves.
Eye protection: Wear goggles.
Skin and body protection: Wear covering clothing.
Also when machining or cleaning engine components that have been
in contact with exhaust gases, proper protection according to the above
must be used.
Consideration must also be given to whether the ventilation is
suitable for collecting dust from the machining and cleaning of the
components.
 Inhalation of ashes: Move victim to fresh air, keep warm and lying
still. Give oxygen or mouth to mouth resuscitation as needed. Seek
medical advice after significant exposures.
Skin contact: Hot ash on the skin should be cooled immediately
with plenty of cold water. Wash immediately with plenty of water
and soap. Do not use solvents, the ash is spread and may be
absorbed into the skin. Remove contaminated clothing. Seek
medical advice if irritation develops.
Eye contact: Rinse immediately with plenty of water, for at least
15 minutes and seek medical advice. If possible, keep rinsing until
eye specialist has been reached.
Ingestion: Rinse mouth with water. Do not induce vomiting, in
order not to risk aspiration into respiratory organs. Seek medical
advice.

Lead has valuable lubricating properties and therefore it is incorpo-

rated into many bearing alloys.
The bearings in Wärtsilä engines consists of lead and are therefore a
toxic hazardous waste. Lead containing bearings that are not used
anymore must be wasted according to local waste disposal plant
instructions.
In normal sealing applications the use of fluoride rubber products does
not cause any health hazards. The handling of products, e.g. installa-
tion and service, can be made without any risk provided that normal
industrial hygiene is applied.

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

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

02A.8.2.1

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

02A.8.3.1
Dust and particles which originates from grinding or abrasion (wear)
of fluoride rubber can cause the formation of toxic degradation products
when burned (incinerated). Smoking must therefore be prohibited in
areas where there is fluoride rubber dust and particles present.

02A.8.3.2
In case of a fire, burning fluoride rubber can cause the formation of
toxic and corrosive degradation products (e.g. hydrofluoric acid, car-
bonyl fluoride, carbon monoxide and carbon fluoride fragments of low
molecular weight).
Burning (incineration) of fluoride rubber is allowed only when using
approved incinerators equipped with gas emission reduction systems.
02A.8.3.3
Operators handling the remains of burnt fluoride rubber must wear
impenetrable acid-proof gloves to protect the skin from the high corro-
sive remains of burnt fluoride rubber. Appropriate glove materials are
neoprene or PVC. All liquid state remains must be considered to be
extremely corrosive.

Hand protection: impenetrable acidproof gloves (neoprene or

PVC).
Inhalation protection: breathing mask.

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

=
Turning is performed by means of an electrically driven turning device
built on the engine.

The turning device consists of an electric motor which drives the

turning gear through a gear drive and a worm gear. There is a control
box available, including a cable, which allows the turning to be accom-
plished from any position near the engine. The turning speed is about
4.8 RPM.
The engaging and disengaging of the turning gear is made by the lever
(1). The turning gear is spring-loaded outwards in order to prevent it from
meshing with the flywheel when out of operation.
The turning device is provided with a start blocking valve which
prevents starting in case the turning gear is meshing. See chapter 21,
section 21.1.
For careful adjustment of the crankshaft position there is a hand
wheel (2) with which it is possible to perform manual turning.

3203548935
As additional equipment the engine can be provided with a system for
slow turning of the engine before starting, see chapter 21., section 21.7.

Before starting the engine, check that:

the lubricating oil level is correct
the fuel system is in running order (correct preheating, correct
pressure, sufficient precirculation to heat the fuel injection
pumps)
both cooling water system circuits, LT and HT water circuit, are
in running order (correct pressures, circulating water preheated
and pre-circulated sufficiently to heat the engine)
the oil level in the governor and turbocharger(s) is correct
the starting air pressure exceeds 15 bar (normally, 10 bar is still
sufficient to start the engine)
the starting air system is drained of condensate
the drain pipe of the air cooler casing is open, no leakage.

All covers and protecting shields are to be mounted before starting the
engine. Covers should be removed occasionally only for measurements
and checks, and they must be immediately mounted again.

to obtain a lubricating oil

pressure, about 0.5 bar.
and drain
condensate via the blow-off valve. Close the blow-off valve when there
is no more condensate.
by using the turning
device or run the engine on starting air for some revolutions keeping the
stop lever in stop position and the indicator valves open. In doing
so the risk of waterlocks is eliminated.
from the flywheel.
open the start-
ing air valve, shut the blow-off valve when there is no more condensate.
 until the engine starts firing. If the engine
does not start after 2 - 3 s the reason should be checked.
that the pressure and tempera-
ture values are normal.

See installation specific instructions.

Idle the engine 1

min before stopping. The pre-heating pump to be started. Engines
with separate cooling water pump: 1 min idling will be enough,
but the water pump should run for some 5 min more.
by moving the stop lever into stop position. The
time of slowing down offers a good opportunity to detect possible
disturbing sounds.

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

Move the stop lever into STOP position.

If the engine is to be stopped for a lengthy time, close the
indicator valves. It is also advisable to cover the exhaust pipe opening.
The lubricating oil system on a stopped engine should be filled with
oil every second day by priming the engine. At the same time, turn the
crankshaft into a new position. This reduces the risk of corrosion on
journals and bearings when the engine is exposed to vibrations.
Blow the engine with open indicator valves and start the engine once
a week to check that everything is in order.
If an alarm limit is reached and an alarm is activated, the engine situation
is already serious. All necessary countermeasures must be taken to remove
this emergency condition and return to normal operating conditions. As
the abnormal operating situation may cause damages to the engine, all
efforts must be put into returning to the normal operating situation instead
of just waiting for an automatic shut down of the engine.

and, at the
same time, the load of the engine. All temperatures are more or less
dependent on the load, and the lubricating oil, cooling water and raw
water pressures (built-on pumps) are dependent on the speed. There-
fore, always compare the values read with those at corresponding load
and speed in the Acceptance Test Records and curves. Guidance
values are stated in chapter 01.
The charge air temperature should, in principle, be as low as possible
at loads higher than 60 %, however, not so low that condensation
occurs, see Fig 03-2.
At loads lower than 40 % it is favourable to have a charge air
temperature as high as possible.
When
the pressure drop over the filters increases, the pressure in the system
of the engine decreases. Very low pressure (less than 0.5 bar) before
the injection pumps reduces engine performance and may cause un-
even load distribution between the cylinders (risk of breakdown!). Too
high of a pressure drop may also result in deformation of filter car-
tridges (risk of injection pump seizure).
over the lubricating oil
filters. Too large of a pressure drop indicates clogged filter cartridges,
which results in reduced oil filtration when the by-pass valve is open.
Reduced oil filtration results in increased wear. Vent filters and, if no
improvement, change the cartridges.
in the oil sump/oil tank. Estimate the ap-
pearance and consistency of the oil. A simple control of the water
content: A drop of oil on a hot surface (about 150°C), e.g. a hot-plate. If
the drop keeps quiet , it does not contain water; if it frizzles it
contains water. Compensate for oil consumption by adding max. 10 %
fresh oil at a time.
(de-aerating) of the engine cooling water
system. Check that the leakage from the telltale hole of the cooling
water pump and the raw water pump is normal (slight).
from the draining pipes and
from the telltale hole of the fuel feed pump.
 of the air coolers are open.
of the oil coolers and the cooling
water coolers are open.
of the turbocharger by injecting
water. See the instruction manual of the turbocharger.
of water and sediments, if any, and
drain the starting air receiver of water.

3203528930

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

humidity is 80 % the water content in the air can be read from the
diagram (0.029 kg water/kg dry air). If the air manifold pressure
(receiver pressure) under these conditions is 2.5 bar, i.e. absolute air
pressure in the air manifold is abt. 3.5 bar (ambient pressure + air
manifold pressure), the dew point will be 55°C ( from diag.). If the air
temperature in the air manifold is only 45°C, the air can only contain
0.018 kg/kg (from diag.). The difference, 0.011 kg/kg (0.029-0.018) will
appear as condensed water.
To avoid malfunction of the engine a regulary maintenance work must
be done, see chapter 04.

and the running hours in the engine

log:
lubricating oil sampling (record also operating time of oil). Lubric-
ating oil analyses without statement of operating time is of limited
value ( go - no go only)
lubricating oil changes
cleaning of centrifugal lubricating oil filters
change of lubricating and fuel oil filter cartridges
change of parts in connection with maintenance according to
chapter 04.

or control arrangement that can

replace an experienced engineer s observations. LOOK at and LIS-
TEN to the engine!
is one of the most danger-
ous things that can occur in a diesel engine. If gas blow-by is suspected
(e.g. because of a sudden increase of the lubricating oil consumption)
check the crankcase pressure. If the pressure exceeds 30 mm H2O,
check the crankcase venting system, if in order, pull the pistons!
the load of the engine, the
exhaust temperatures and all other operation parameters should be
entered into Operation Data Record WV98V091GB.
The value to be used for firing pressure is the average peak pressure
(pav).The pressure has to be measured as an average (mean) value
(pav) of at least 32 cycles.
 of rated output should be lim-
ited to maximum 100 hours continuously when operating on heavy fuel
by loading the engine above 70 % of the rated load for one hour before
continuing the low load operation or stopping the engine.
Idling (i.e. main engine declutched, generator set disconnected)
should be limited as much as possible. Warming-up of the engine for
more than 3 - 5 minutes before loading, as well as idling more than 3
minutes before stopping is unnecessary and should be avoided.

the lubricating oil level

the cooling water level in the expansion tank
the raw water supply to heat exchangers
the fuel oil level in the day tank (troublesome and time consuming
job to vent the fuel system if the feed pump has sucked air!)
the starting air pressure min. 15 bar
that the parts of the fuel control shaft system and the injection
pump racks move freely. Otherwise risk of overspeed.
in section 03.2.1. Point 3 grows more impor-
tant the longer the engine has been stopped.
check that the starting air distributing pipe is not
heated at any cylinder (leakage from the starting valve).

between the speed governor, over-

speed trip and injection pumps is set correctly (especially the injection
pump rack position) and does not jam, that all connections are properly
locked and the injection pump racks move freely in the pumps.
being in max. position and
the stop lever in work position, release the overspeed trip manually.
Check that all injection pump racks move to a value less than 5 mm.
camshaft or its driving mechanism have
been touched, check the injection timing.
for leakage, especially:
the lower part of the cylinder liners
the oil cooler
 the charge air cooler
If the camshaft or its
driving mechanism have been touched, check the valve timing of one
cylinder, at least (on each cylinder bank in a V-engine). Guidance
values, see chapter 06.
if it was opened.
Vent the lubricating oil filters. Check
that lubricating oil appears from all bearings and lubricating nozzles, from
the piston cooling oil outlet and from the valve mechanism. Check that
there is no leakage from the pipe connections inside or outside the engine.

untensioned or unlocked
screws or nuts (those which are to be locked), worn-out self-locking
nuts, may cause total breakdown.
Well cleaned oil spaces (oil sump and camshaft spaces) save the oil
pump and oil filter.
in section 03.1 and 03.5 when starting.

listen carefully for possible jarring sounds. If

anything is suspected, stop the engine immediately, otherwise stop the
engine after 5 minutes idling at normal speed. Check at least the
temperatures of the main and big end bearing and of all other bearings
which have been opened. If everything is in order, restart.
of gas, water, fuel or lubricat-
ing oil. Especially observe the fuel lines, injection pumps and injection
valves. Watch the quantities emerging from the leak oil pipes!

at any cylinder (leaky starting valve). May cause explosion!

the following instructions are especially im-
portant:
Check pressure and temperature gauges
Check the automatic alarm and stop devices
Check the pressure drop over the fuel filter and lubricating oil
filter
Check the oil level in the oil sump/oil tank. Estimate the condition
of the oil
 Check the ventilation (de-aerating) of the engine cooling water
system
Check the quantity of leak fuel
Check the telltale holes of the coolers
Check the content of additives in the cooling water
Check the cylinder pressures
Listen for jarring sounds
Check the crankcase pressure
Check the starting air pipes
Vent the filters.

The running-in of a new engine must be performed according to

programme in Fig 03-3. It is also recommended that running-in proce-
dure is performed after following maintenance jobs.

follow programme in Fig 03-3 as closely as

possible. If the programme cannot be followed, do not load the
engine fully for at least 10 h.

The important thing is to vary the load several times. The ring groove
will have a different tilting angle at each load stage, and consequently
the piston ring a different contact line to the cylinder liner.
The running-in may be performed either on distillate or heavy fuel,
using the normal lubricating oil specified for the engine.
 3203569701

The turning device needs no other maintenance than change of the gear
box lubricating oil once during the first year of operation. Approved
lubricating oils, see section 02.2.6. After that, the oil should be changed
according to chapter 04. Check also that the vent hole (3), Fig 03-1 is
open.
preferably when warm, through the drain hole (4).
with clean, thinly fluid oil.
(according to the table in section 02.2.6)
through the filling hole (5) until the oil level reaches the level gauge
glass (6). Utmost cleanliness should be observed.
and drive the turning device a few revolu-
tions.
and fill, if necessary.
The maintenance necessary for the engine is mainly dependt on the
operating conditions. The periods stated in this schedule are guidance
values only, but must not be exceeded during the guarantee period.
When using diesel oil or intermediate fuels of comparatively good
quality as fuel oil it may be possible to lengthen the stated maintenance
intervals considerably depending on the engine load. See also the
instruction books of the turbocharger and the governor, separate
instructions for additional equipment and chapter 03.
carefully read the corresponding
item in this Manual.
in chapter 00A.
in chapter 02A.
observe the utmost cleanliness and
order.
check that all systems concerned are
drained or the pressure released. After dismantling, immediately
cover holes for lubricating oil, fuel oil and air with tape, plugs, clean
cloth or the like.
provided
with an identification mark stating cylinder or bearing number, mark
the new part with the same number on the same spot. Every exchange
should be entered in the engine log and the reason should be clearly
stated.
at
maintenance work. Note! The O-rings in the cooling water system
must not be lubricated with oil based lubricants, use soap or similar.
check that all screws and nuts are tightened
and locked, if necessary.
There are two different types of applications defined:
Average load is above 75 % of nominal engine output.
Average load is below 75 % of nominal engine output.

Four types of fuel are defined:

HFO 1 Heavy fuel oil of normal quality.
HFO 2 Heavy fuel oil of below normal standard quality.
DO Diesel oil or light fuel oil (LFO).
NG Natural gas.
The position numbers in the tables below refer to the corresponding
figures A to K, which are located in the engine according to Fig 07-1.
Always tighten to stated torque shown in the tables. A loosen screw
connection might cause serious damages/human injury. Threads and
contact faces of nuts and screw heads should be oiled with lubricating
oil unless otherwise stated. Note that locking fluids are used in certain
cases.

3207558935
3207840338
3207859018
3207588935
3207169914
3207598935
3207209951
3207229901
32071000337
3207899901
3207219952
3207240008
3207879519
32071010337

3207260251
3207179901

3207648935
 3207658935

We recommend the use of torque measuring tools also when tightening

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

When using locking fluid (Loctite), clean parts carefully in degreasing

fluid and let then dry completely before applying locking fluid.
 3207979544

x) Pos. 7 see installation instructions.

The stud bolts are tightened to the casting at the following torques:

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

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

The hydraulic tool set consists of a high pressure hand pump with an
integrated oil container, hoses fitted with quick-coupling s and non-re-
turn valves, cylinders and a pressure gauge mounted on the hand pump
but not connected to the pressure side of the pump.
The components are coupled in series with the pressure gauge being
the last component thus securing that every cylinder is fed with the
correct pressure.
The non-return valves in the hoses are integrated with the quick-cou-
pling s and are opened by the pins located in the centre of the male and
female parts. If these pins get worn the coupling must be replaced
because of the risk of blocking.
In the high pressure hydraulic tool set it is recommended to use
a special hydraulic oil or in any case an oil with a viscosity of about
2°E at 20°C.
During the filling of the container of the high pressure pump it is
recommendable to couple the set according to scheme B, Fig 07-20.
Before filling, open the release valve (2) and empty the cylinders
(4) by pressing the piston and cylinder together. After that, drain
the oil and re-fill through the filling plug (1).
After filling, vent the system by pressing in, with a finger, the
centre pin of the female part of the last quick-coupling, the
coupling being disconnected from the pressure gauge. Keep on
pumping until airfree oil emerges from the coupling.
 Check the pressure gauge of the hydraulic tool set regularly. For
this purpose a comparison pressure gauge is delivered. This
pressure gauge can be connected to the plug hole (7), the outlet
hose of the pump being connected direct to the pressure gauges.

according to
Fig 07-20 A. Screw on cylinders by hand.
according to
scheme Fig 07-20 B. Open the release valve (2) and screw cylinders in
clockwise direction to expel possible oil.
in counter-clockwise direction about half a
revolution (180°), otherwise the nut is locked by the cylinder and
impossible to loosen.
to the stated
value.
in counter-clockwise direction about half a revolu-
tion with the pin.

by hand.

3207528935

Check that the threads and contact surfaces are clean and free from
particles.
 Screw on cylin-
ders by hand.
Check that
the release valve is open and screw the cylinders in clockwise direction
to expel possible oil.
to the stated
value.
in a clockwise direction until in close contact with
the face. Use the pin intended for this purpose and tighten the nut as
much as possible without breaking the pin. Keep the pressure constant
at the stated value.

To ensure that the nut will be properly tightened, the pressure should be
raised in two steps. Pump the pressure to 300 bar and screw the nut in a
clockwise direction until in close contact with the face. Increase the
pressure further to the stated pressure, and screw the nut until in close
contact with the face again. This time the nut should move just a limited
angle but approximately the same angle for all nuts of the same kind.

3207889520
For some power demanding operations a hydraulic extractor cylinder
is used. In connection with this cylinder, the hydraulic high pressure
hand pump is utilized, coupling scheme acc. to Fig 07-22.

3207538935

According to the design of the cylinder, the outer cylinder (1) must not
be loaded, but the force is created between the surfaces A and B.
The piston is prevented from running out of the cylinder by an
expansion ring (2). The strength of this ring is limited, and it is
recommended to be careful when operating at the end of the stroke.
The effective area of the piston is 14.42 cm2 which gives the following
relation between pressure and force.
 3207548935

A special low pressure pump (150 bar) is delivered for main bearing
cap hydraulic jack in the crankcase. Normal engine oil, which is used
in the engine lubricating system (sump) must be used in this pump
because the drain oil from the tools is led to the sump of the engine.
Chapter 09 is reserved for specific installation data.
Depending on installation, the specific installation data can also be
found from separate binder, Attachments .

All test reports and certificates are collected in series 8 Quality records.
The specific installation data can be found from binder 7A 02 01.
The cast iron engine block is cast in one piece. The jacket water
distributing pipes and the charge air receiver are integrated in the
engine block. The main bearing caps, which support the underslung
crankshaft, are clamped by hydraulically tensioned screws, two from
below and two horizontally. The bearing shells are axially guided by
lugs to provide correct assembly.
A combined flywheel/thrust bearing is located at the driving end. The
flywheel bearing shells are of the same type as the main bearings. The
four thrust washers guide the crankshaft axially.
The camshaft bearing bushes are fitted in housings directly machined
in the engine block.
The cylinder liners, made of special cast iron, have cooling bores in
the upper flange. At the upper part the liners are sealed against the
block metallically, and at the lower part by two O-rings.
To eliminate the risk of bore polishing, the liner is provided with an
anti-polishing ring at the upper part.
The crankcase covers, as well as other covers, tighten against the
engine block by rubber sealings and four screws each. On one side of
the engine the crankcase covers are equipped with safety valves which
relieve the over pressure in case of a crankcase explosion. One cover
incorporates the oil filling hole. The crankcase is furthermore provided
with a vent pipe including a non-return valve. This pipe should be
conducted away from the engine room.
The light, welded oil sump is attached to the engine block from below
and is sealed by an O-ring. Suction pipes to the lube oil pump and
separator as well as the main distributing pipe for lube oil are incorpo-
rated in the oil sump.
From the main distributing pipe the lube oil is led up to the main
bearing through a hydraulic jack, by means of which the bearing cap
can be lowered and lifted, e.g. when inspecting the bearings.

on each side of the bearing,

on both sides of the engine.
 in ques-
tion and on both adjacent bearings, Fig 10-1 (A).
3V86B46 into position on the side
screw. One or two nuts can be loosened simultaneously.
and proceed with open-
ing of the side screw nuts (A).
on the bearing
in question as shown in Fig 10-1 (B).

3210589645
 3V86B39 into position and insert the
pins 4V86B02.
by using the tool
3V86B52 and proceed with opening of the main bearing nuts (B).

1V86A18 to the
hydraulic jack, the supplying hose set to the side marked DOWN,
see Fig 10-2.
to be low-
ered. Use the stud tool 4V80D12.
by pumping oil pressure to the
hydraulic jack by the hydraulic pump.

4V85B12 (in-line engine) or 4V85B16

(V-engine) into the main bearing journal radial oil hole.
carefully until the bearing shell has
turned 180° and can be removed.

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

time to support the crankshaft.

3210528932
Clean the bearing shells and check for wear, scoring and other dam-
ages.
can be used until the overlay is partially worn off.
When the under-laying nickel-barrier or the lining material is exposed
in any area, the bearing must be replaced.

Wear is settled by measuring the thickness of

the lower bearing shells. For this purpose a ball anvil micrometer can
be used. The wear limit in section 06.2 must be applied. If the thickness
of lower bearing shells have not reached the wear limit and the
difference in thickness of all lower bearing shells is max. 0.03 mm, the
shells can be used again.

The main bearing journals should be inspected for surface finish.

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

the cap and the journal very

carefully.
from the journal oil holes and
lubricate the journal with clean engine oil.
back side and end faces of the
upper bearing shell with clean lubricating oil.
 in the slot between the
journal and the bearing bore, with the lug guiding in the oil groove,
and push it by hand as far as possible (recommended 2/3 of its
length).
4V85B12 (in-line engine) or 4V85B16
(V-engine) into the main bearing journal radial oil hole and turn the
crankshaft carefully until the bearing shell has turned into posi-
tion. Take care that the bearing shell lug slides into the oil groove
without being damaged.

of the lower bearing shell with

clean lubricating oil and place it in the bearing cap.
1V86A18 to the
hydraulic jack, the supplying hose set to the side marked UP, see
Fig 10-2.
by pumping oil pressure to the hy-
draulic jack with the hydraulic pump.
(the threads towards
the bearing cap) and tighten the screws to the bottom or use the stud
tool 4V80D12.

on the side
screws on the rear side on an in-line engine, or B-bank on an
V-engine. One or two nuts can be tightened simultaneously, Fig
10-1 (A2).

by the pin 4V86B11 when the hydraulic pres-

sure is 200 bar.
on the bearing
cap screws and insert the pins 4V86B02, see Fig 10-1 (B).
by using the tool
3V86B52 and proceed with tightening of the main bearing screws
(B).
on the side
screws on the rear side on an in-line engine, or B-bank on an
V-engine, straight side of the bearing cap! One or two nuts can be
tightened simultaneously, Fig 10-1 (A2).
and proceed with tight-
ening of side screw nut (A2). Tighten to full, stated pressure.
 on the oppo-
site manoeuvering side screws. One or two nuts can be tightened
simultaneously, Fig 10-1 (A1).
and proceed with tight-
ening of side screw nuts (A1). Tighten to full stated pressure.

next to the flywheel end,

on both sides of the engine. On 4R32, remove the divided end cover
inside the flywheel.
of the side screws on the flywheel/thrust bear-
ing and the adjacent main bearing, Fig 10-1 (A).
on the side
screw. Two nuts can be loosened simultaneously.

3V86B78 and proceed with open-

ing of the side screw nuts (A).
as
shown in Fig 10-1 (B).
and insert the
pins 4V86B11.
3V86B78. If necessary, use the
lifting tool 3V86B52. Proceed with opening of bearing screws (B).

1V86A18 to the
hydraulic jack, the supplying hose set to the side marked DOWN,
see Fig 10-2.

Use the stud tool 4V80D12.

by pumping oil pressure to the hy-
draulic jack with the hydraulic pump.
To
remove the thrust washer next to the driving end, an M6 screw can
be fitted to each end of the washer, see Fig 10-3.
3V85B15 into the bearing journal ra-
dial oil hole.
until the bearing shell and the
washers have turned 180° and can be removed.
 in the same way as the main bearings,
section 10.2.2. The thrust washers on the same side have to be
changed in pairs.

3210568935

very
carefully.
from the bearing journal radial
oil holes and lubricate the journal with clean engine oil.
back side and both ends of the
upper bearing shell with clean lubricating oil and place the end of
the bearing shell in the slot between the journal and the bearing
bore. The axial location of the shell is to be secured by keeping the
bearing shell end recesses at level with the axial faces in the engine
block, see Fig 10-3.
by hand as far as possible (recommended 2/3 of
its length).
3V85B15 into the bearing journal radial
oil hole and turn the crankshaft carefully until the bearing shell has
turned into position.
 of the upper
thrust washers and push the washers into position by hand. To
facilitate the mounting of the washer, the crankshaft can be axially
displaced in each direction.
of the lower thrust washers
and push them into position on the guiding pins in the bearing cap.
For mounting the thrust washer next to the driving end an M6 screw
can be fitted to each end of the washer, see Fig 10-3.
of the lower bearing shell with
clean lubricating oil and place the shell in bearing cap. The axial
location of the shell is to be secured by keeping the bearing shell end
recesses at level with the axial faces in the cap, see Fig 10-3.
1V86A18 to the
hydraulic jack, the supplying hose set to the side marked UP, see
Fig 10-2.
by pumping oil pressure to the hydraulic
jack with the hydraulic pump.
into the threads of the bearing cap by
hand.
to the bottom or by using the stud tool
4V80D12.

on the rear side of the en-

gine as shown in Fig 10-1 (A).
on the fly-
wheel/thrust bearing screws and insert the pins 4V86B11, see Fig
10-1 (B).
3V86B78. If necessary, use the
lifting tool 3V86B52. Proceed with tightening of the bearing screw
nuts (B).
on the side screw.
Two nuts can be tightened simultaneously.
and proceed with tight-
ening of side screw nuts (A).
When the camshaft bearing journal has been removed, the inner
diameter of the bearing bush can be measured at site, by using a ball
anvil micrometer screw. The wear limit is stated in chapter 06, section
06.2 If the wear limit for one camshaft bearing bush is reached, all
camshaft bearing bushes should be replaced. For visual inspection of
the camshaft bearing bush, proceed as follows:
adjacent to the bearing con-
cerned.
from the starting air distributor, see
chapter 14, Fig 14-2.
and remove
the rocker arm brackets, see Fig 14-1, pos. 1, on the cylinders where
the camshaft is to be moved according to step 5, below.

towards the driving end of the engine seen from the bearing
concerned.
located towards the free end of
the engine max. 25 mm in the direction of the free end by using a
suitable lever.
by means of
a mirror. All camshaft bearing bushes towards the free end of the
engine, seen from the bearing concerned, can be checked when the
camshaft is in this position.
 injection pump, guide block and
camshaft piece from the two cylinders adjacent to the bearing
concerned. If it is the question of an end bearing, the respective
camshaft end piece has to be removed.

834010 according to Fig 10-

4. Notice the difference in tool assembly for the bearing next to the
free end of the engine. When it is a question of an end bearing, insert
the guide sleeve 834011, the thicker part being directed towards the
middle of the engine.
834050 by tensioning the pull screw
836010.
2V86A36 to the
hydraulic tool.
to withdraw the bearing
bush. The pressure must not exceed the value stated in
chapter 07, Fig 07-16. If the bearing bush does not move when this
pressure is achieved, a light knock on the end flange 834012 can be
necessary.
disconnect the hoses of the hydraulic
tool and dismantle the removing device.

3210629801
 with clean engine oil
on the outer surface and put it on the guide sleeve 834011. The notch
on the bearing bush side should be positioned downwards, i.e. the
oil groove upwards.
834010 according to Fig 10-5.
Notice the difference in tool assembly for the bearing next to the free
end of the engine. When it is a question of an end bearing, insert
the guide sleeve 834011, the thinner part being directed towards
the middle of the engine.
834050 by tensioning the pull screw
836010 lightly.
2V86A36 to the
hydraulic tool.
to mount the bearing
bush. The pressure must not exceed the value stated in
chapter 07, Fig 07-16.
disconnect the hoses of the hydraulic
tool and dismantle the mounting device.
and in-
sert the camshaft bearing journal.
guide blocks, injection pumps and
camshaft covers.

3210639801
Always hone the cylinder liner when new piston rings are mounted.
Normally a light honing is sufficient. If the honing is done when the
cylinder liner is on its place in the engine block, the crankshaft
under the cylinder liner concerned must be covered by plastic film.
Honing rests must be prevented from falling into the oil sump of the
engine. For the honing process the following instructions are pre-
scribed:
The honing is to be carried out by means of Plateau honing .
Only ceramic hones with a coarseness of 80 and 400 should be
used. The hones with a coarseness of 80 should be used for about
20 strokes or until the polished areas in the cylinder liner are over
scraping. The hones with a coarseness of 400 should be used for
about 30 strokes to give the correct surface finish.
The pitch angle of the honing lines in the cross hatch pattern
should be about 30°, which is achieved by combining for example
40 strokes/min with a rotational speed of 100 RPM.
As coolant a honing oil is preferred, but a light fuel oil 2-15 cSt
could also be used.
After honing, the liner bore must be carefully cleaned by using a
suitable brush, water (preferably hot) and soap or cleaning fluid,
alternatively, light fuel oil. Then dry with a cloth and lubricate
with engine oil for corrosion protection.
The honing equipment is delivered with the engine.
use form No.
3210V014 or form No. 3210V020 (LN-engines).

The water side of the cylinder liner can be cleaned of deposits with a
wire brush. The cooling bores in the collar can be cleaned by boring
with a suitable drill (ø 9.5 - 10 mm).

and remove the cylinder head

and piston with connecting rod.
and remove the holder (1).
32.83G02 and the hydraulic
tool 3V83E61 according to Fig 10-6.
by tensioning the nut of the pull
screw 4V83G45 lightly.
 of the hydraulic pump 2V86A36 to the
hydraulic tool.
to withdraw the cylinder
liner. The pressure must not exceed the value stated in chap-
ter 07, Fig 07-16.
disconnect the hoses of the hydraulic
tool and remove it.
intended for this pur-
pose to lift the cylinder liner, see Fig 10-6.

of the engine block

and cylinder liner are clean and intact.
(Perfect Seal
No. 4, Loctite Permatex 1372 or similar) on the upper sealing surface
between engine block and cylinder liner. Note! Silicone sealant
should not be used.
of the cylinder liner are clean,
and insert new O-rings.
with grease
and assemble the lifting device, see Fig 10-6.
of the engine block.
When the lowest O-ring touches the engine block, align the liner so that
the mark (3, in Fig 10-6) on the liner is directed towards the driving
end of the engine, on the V-engine B-bank towards the free end of
the engine. Lower further and press liner into position by hand.
especially at
the level of the guiding surfaces.
(1) and tighten the screw (2) to the stated
torque.
anti-polishing
ring and cylinder head, and refill the cooling water.
from the crankcase side while circu-
lating cooling water. If there is an engine driven cooling water
pump, apply 3 bar static pressure.
 3210548930

according to section 13.2.

32.13T01 (834053) according
to Fig 10-7.
section 10.4.2.
 3210609908

with clean engine oil

on the outer surface and put it on the guide sleeve 4V83E80 or
3V83E0134. Note the bearing bush position. Mount the oil groove
according to section 13.2.2.
32.13T01 (834053) according
to Fig 10-8.
section 10.4.3.

3210619908
The cylinder heads are cast of special quality grey iron. Each head
includes two inlet valves, two exhaust valves, a centrally located
injection valve, a starting valve (on V-engine B-bank, a dummy), a
safety valve and an indicator valve.

Remove the cooling water discharge

pipe (2).
the cover over the injection
pump and the insulating panel over the exhaust gas connection to
the cylinder head.
and
air pipe. Loosen the oil pipe and pilot starting air pipe.

3212519701
 Protect the connections of the in-
jection pipe, oil pipe and exhaust pipes.
Put on the
distance sleeves and hydraulic cylinders and proceed with opening
of cylinder head nuts.

with a piece of plywood or some-

thing similar and apply the caps to protect the screw threads.

and put a new cylinder head gas-

ket and new O-rings for the circulating water jacket, charge air,
starting air and push rod protecting pipe.

to the cylinder head.

When lowering the head, take care
that the starting air connection pipe and push rod protecting pipes
slide into the seal rings without force.

screw on the hydraulic cylinders

and proceed with tightening of cylinder head nuts. See section 07.3.
to the cylinder head screws.
charge air pipe, oil pipe and pilot
starting air pipe. Fit the discharge pipe. Put on the exhaust pipe
insulating piece.

and injection pump cover.

Turn
the crankshaft two revolutions, when the indicator cocks are open.

are dealt with in chapter 21.

When refitting the starting valves, the outer cylindrical surfaces
should be lubricated with engine oil or a special lubricant.
are dealt with in chapter 16.
When refitting, the injection valves should only be lubricated with
engine oil.
 should be lubricated with high temperature lubri-
cant before refitting. A leaky valve should be replaced by a new one.
. The inside construction of the valve is such that the
pressure in the cylinder tightens it. Consequently the force needed to
close the valve is relatively low. The valve has a left-handed screw and
is opened and closed respectively as follows, Fig 12-2.
Instructions for operation in some cases:
the indicator valves should be
closed using only so weak a force that the sealing surfaces go
together. The pressure of the cylinder will push them tightly to-
gether.
the indicator valves should be
opened only half a turn. Then the tightening caused by a tempera-
ture decrease cannot have an effect.
for measuring the cylin-
der pressure, tightening to open position by force must be avoided.
after measuring the cylin-
der pressure, only a weak torque is needed. A so called finger torque
is usually enough.
(up to 1000°C) to the valve
stem threads when you feel that it is not moving easily.

3212558932
 for the cylinder concerned.
(2) of the adjusting screws on the
rocker arm as well as on the yoke (4), and turn the adjusting screws
in counter-clockwise direction to provide ample clearance.
by
pressing down the adjustable end. Screw down the adjusting screw
(3) until it touches the valve end and note the position of the spanner
(pos. a). Now press down the fixed end. Keep on screwing down while
the yoke tilts, until the guide clearance is on the other side and the
fixed end of the yoke starts lifting from the valve stem. Note the
position of the spanner (b).

3212539501

counter-clockwise to the middle posi-

tion between and , i.e. , and lock the counter nut of the
adjusting screw.
corresponding to the valve clearance be-
tween the surface of the yoke and the shoe at the rocker arm. Tighten
the adjusting screw (1) until the feeler gauge can be moved to and fro
only with slight force. Hold the adjusting screw and tighten the counter
nut. Check that the clearance has not changed while tightening.
 according to Fig 12-4.

and compress the valve

springs 15 - 20 mm.
with a soft piece of wood,
plastic hammer or similar, whereby the valve cotters come loose and
can be removed.
of the pump slightly so that the valve
springs are unloaded slowly.

or mark them so they can be

re-installed into the same guide if they are in good condition.

3212548932

seats, ducts and guides as well as the under-

side of the head.
 according to Fig 12-
5. The measure should be more than 8 mm (nominal 9 mm) and
measure should be less than 2 mm. If the measures exceed these
limits the valve must be replaced.

3212568932

is recom-
mended to be done by grinding or by machining. If there is only
slight pitting, lapping is adequate. Valve and seat ring grinding, see
section 12.3.4.
has to
be done by grinding or by machining. If the sealing faces are bright or
if there is a coherent sealing face, grinding is not necessary. Valve and
seat ring grinding, see section 12.3.4.

If the clea-
rance is too large, measure the stem and guide, and change the worn
part; the valve guide can be pressed out. Check the bore in the
cylinder head. When refitting, cooling in with liquid air is recom-
mended, but pressing in with oil lubrication can also be accepted.
After fitting in, check the guide bore and calibrate, if necessary.
If there are slight pits on the sealing faces they can be lapped by hand:
to the valve.
to the sealing sur-
face of the valve; No.1 for coarse lapping, No.3 for fine lapping.
towards the seat with the nut
speeder. Lift the valve from the seat at intervals while lapping.
because
the sealing faces have hardened during operation and are valuable.
It is not necessary to grind off all pits.
carefully after lapping.

The seat angle of the inlet valve is

20° with a tolerance of +0.25° - +0.50° to achieve contact to the seat ring
at the inner edge of the valve. Minimum allowable edge thickness is
8.5 mm; after that, the valve must be replaced by a new one.
The seat angle of the exhaust
valve is 30° with a tolerance of 0° - -0.25° to achieve contact to the seat
ring at the periphery of the valve. Minimum allowable edge thickness
is 8 mm; after that, the valve must be replaced by a new one.
The seat angle of the inlet valve
seat ring is 20° with a tolerance of 0° - +0.25°. The seat can be ground
until the outer seat diameter is 109 mm; after that, the ring must
be replaced by a new one.
The seat angle of the exhaust
valve seat ring is 30° with a tolerance of 0 - +0.25°. The seat can be
ground until the outer diameter is 108 mm; after that, the ring must
be replaced by a new one.
 and weld it to the seat by
means of electric beam welding. Preferably the valve disc should be
machined to a diameter 95 mm to get a better welding.
but be careful not to damage the
valve guide.

in the cylinder head, see section

06.2.
by freezing in with liquid nitro-
gen of -190°C, the cylinder head temperature being min. 20°C, or by
pressing in with a guided arbor.
of the sealing face in relation to the
valve guide, and if it exceeds 0.1 mm, the seat surface must be
ground in a seat grinding machine.

with a grit 400 or finer emery cloth.

see section
06.2 in the instruction manual.
to 100°C by means of either steam
heating, e.g. put the cylinder head into a closed box, or a gas burner.

to -10 - -15°C prior to fitting. Note that a

temperature lower than -15°C may damage the O-rings at mount-
ing.
on the O-rings and in the cylin-
der head bores. The water-soap solution should be neutral (pH about
7) and a mixture ratio of 1:2.
 on the cooled valve seat.
by using one of following meth-
ods:
Put the seat rings into a guiding bush and press in the seat with
a guided arbor. A special tool (846050) is also available. This tool
can be ordered from the engine manufacturer.
Insert the seat ring by using an exhaust valve. Knock on the valve
until the seat ring is correctly seated.

in relation to the
valve guide, and if it exceeds 0.1 mm, the seat surface should be
ground in a seat grinding machine.
with a test
pressure 8 - 10 bar if possible.

for cracks, corrosion or wear marks,

and if any, replace the springs by new ones.
in the valve guides.
with engine oil.
and check for free movement.
and spring discs or rotators. Compress the
springs with the tool set (834000). Put in the valve cotters and
unload the springs. Check that the valve cotters fit properly.

It is recommended to measure the Pf by using an electronic tester.The

Pf Maximum firing pressure has to be measured as an average of at
least 32 cycles. Operation and adjustments of the amplifier, see the
tester manual.
A tool can be used for control of cylinder and valve tightness.
Note! Should be done immediately after engine stop.
(all valves closed) for the cylinder con-
cerned.

(848020, Wärtsilä 20), (800064, Wärtsilä 32),

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

ignition coil and the spark plug ex-

tension and other necessary components. See section 12.2.
mount the distance sleeve 3V84H85
(848052) with seal ring and tighten to the stated torque.
to the
distance sleeve.
(848020) to the cylinder head. Continue with
section 12.A.1.4.

with neccessary pipes. See section 12.2.

3V84H85 (848052) and
2V84H97 (848061) with necessary seals.
to the
distance sleeves.
(848020) to the cylinder head. Continue with
section 12.A.1.4.
 321260200142

(= normal
working air pressure). Open the valve on the tool and record the pressure.
Measure the time in seconds it takes for the
pressure dropping to 0.5 bar.
If the pressure from the beginning was 6 bar and it takes more
than 10 sec. for the pressure to drop to 0.5 bar, the result is
acceptable.
If the pressure drops directly to 0 bar, it is possible that one or
more valves are sticking or the valve(s) are burnt.
A sticking valve can be found from the immobility of the valve
when the engine is turned.
A burnt valve can normally be seen from the exhaust tempera-
ture. If the valve clearance is zero that would also cause an direct
pressure drop.
Carbon particles trapped between the valve and the seat when
the engine is stopped could also prevent the valve to close properly
thus causing a direct pressure drop. If that is suspected, the
engine should be run for a few minutes and after that a new check
of the same cylinder.
If a blow-by between the cylinder liner and piston is suspected e.g.
from fast fouling of filters or high crankcase pressure, it is best to
take readings of the complete engine and make a comparison.
For example: From a six cyl. engine you get a serial: 12, 17, 15,
4, 19 and 18 seconds.
This shows that cyl.no.4 is the one to be suspected for a blow-by.
The test can be verified by listening for leaking sounds inside
crankcase during testing.
If the time is limited to overhaul only one piston, it is recom-
mended to dismantle the worst measured blow-by piston for
inspection. The result of inspection gives a hint of general engine
condition.
When re-testing the cylinder after an overhaul a rapid pressure
drop can be observed. The reason for this is because the running
in of piston rings is not yet performed.

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

the air valve is open.
The turbochargers are of the axial turbine type. The insert type charge
air cooler is mounted in a housing, which also serves as a bracket for
the turbocharger. The housing is normally fitted to the free end of the
engine. V-engines have two identical cooler inserts in a common
housing.
The turbocharger is connected to the engine lubricating oil system.
The charge air outlet is connected to the air duct (2) with metal
bellows (1). The exhaust pipes from the engine are also connected to
the charger with metal bellows. (The exhaust pipe after the turbo-
charger should be arranged according to the installation instructions.)
The turbocharger is equipped with cleaning devices for cleaning both
the compressor and the turbine by water injection.
Materials of the tubes and water boxes of the air cooler depend on the
cooling medium used.

3215980349
Normal overhauls can be carried out without removing the turbo-
charger from the engine. When dismantling, remove the protecting
covers. Loosen the exhaust inlet and outlet pipes.
When reassembling change the seals. High temperature resistant
lubricants are used for exhaust pipe screws.
Maintenance of the turbocharger is carried out according to section
15.3 and to the instructions of the turbocharger manufacturer. It is
recommended to use the service organisation of the engine manufac-
turer or the turbocharger manufacturer.

Instructions for water cleaning of the turbine does not concern 34SG
engines.
As practical experiences show, the dirt deposits on the turbine side
can be reduced by periodic cleaning (washing) during operation. The
overhaul periods can be extended. Dirty turbines cause higher tem-
peratures of the exhaust gas and higher stresses of the bearings due to
imbalances. Usually though, washing of the turbine side is necessary
only when running on heavy fuel.
During long periods of operation, periodic water cleaning prevents
the build-up of significant deposits on the turbine blades and nozzle
blades. This cleaning method does not work on very dirty turbines
which have not been washed regularly.
If the normal water cleaning of the turbine does not lower the exhaust
gas temperature, hard deposits have probably built up on the nozzle
ring and the turbine blades in the turbocharger, and they have to be
cleaned mechanically. For that purpose, the rotor and the nozzle ring
have to be removed from the turbocharger.
When washing with water, the water must be injected into the
exhaust system with the engine running at reduced output (see 15.3.2,
step 2). The disadvantages of occasionally reducing the output is not
significant compared with the advantages of cleaning.
The necessary water flow is basically dependent upon the volume of
gas and its temperature. Additives or solvents must not be used in the
cleaning water. The use of salt water is prohibited.
The turbocharger gas inlets are provided with an inlet valve (1), one
for each bank. The valves are connected to a quick-coupling (2).
The water washing of the turbine should be done as described in
section 15.3.2. The water flow is adjusted by a flow meter (4) to the
recommended value, see table below.
Cleaning should take place regularly according to chapter 04. Mainte-
nance Schedule. Depending on the results obtained, the washing
interval can be increased or reduced.

3215999915
 cylinder exhaust gas tempera-
tures, turbocharger speed, at nominal load for later use to assess
efficiency of the cleaning.

Step 2 is only for diesel engines.

corresponding to an exhaust gas tem-
perature after cylinder 340°C at nominal speed or in marine main
engine installations with a fixed propeller, reduce the speed to be-
tween 400 and 600 RPM. Run the engine for ten minutes on this load
before the washing is started.

Step 3 is only for DF engines.

to 20-25% in diesel mode. Run the en-
gine in diesel mode for ten minutes on this load before the washing
is started. Maximum allowed exhaust gas temperature after
cylinder is 340°C!

(1), and check that they are not clogged.

(5) slowly and increase the water flow until the

correct flow is reached according to the table shown above.
Interval between injec-
tions is 60 seconds.
according to the
step 6. above.
the engine must run for
five minutes before the load is increased.
and disconnect the hose to ensure that no water
can enter exhaust pipes after washing.
 at higher output and, as
soon as possible, repeat the readings taken in step 1 above at same
load for comparative purposes.

run the engine for 10 to 20 min. more after the turbocharger has
been cleaned by water. Doing so it is ensured that all the parts in
the exhaust system are completely dry.

The compressor can be cleaned by injecting water during operation .

The method is efficient provided that contamination is not too far
advanced. If the deposit is very heavy and hard, the compressor must
be dismantled and cleaned mechanically.
The injected water does not act as a solvent, the cleaning effect is
achieved by the physical impact of the drops on the deposit. It is
therefore advisable to use clean water containing no additivities either
in the form of solvents or softening agents, which could be precipitated
in the compressor and form deposits.
Regular cleaning of the compressor prevents or delays the formation
of deposit, but it does not eliminate the need of normal overhauls, for
which the turbocharger has to be dismantled.
The water must be injected while the engine is running and at the
highest possible load, i.e. at a high compressor speed. See also turbo-
charger instruction manual, section 3.4.

Cleaning should take place regularly according to chapter 04. Main-

tenance Schedule. Depending on the results obtained, the interval
between two washings can be increased or reduced.

cylinder exhaust gas tempera-

tures, charger speed. These for later use to assess efficiency of the
cleaning.
see Fig 15-3.

towards the spring and hold it for

about 10 seconds until all the water has been injected.
for comparative
purposes. The success of injection can be recognized by the change
in charge air pressure and in the exhaust gas temperature.
run the engine for 5 minutes more after the compressor has been
cleaned with water. Doing so it is ensured that all the parts in the
compressor side are completely dry.

3215050245

In case of a serious breakdown of the turbocharger, a blanking device

or a rotor locking device can be fitted according to the instructions in
the turbocharger manual, section 3.1.
When the engine is in an emergency situation like this, it can be able
to operate temporarily at 20% output (DF engines, only in diesel mode).
The thermal overload is a limiting factor on the diesel engine. There-
fore, the exhaust gas temperatures must be carefully watched during
operation with a locked rotor.
The exhaust gas temperature after the cylinders must not exceed
500°C.
 through a small hole/
pipe (6), Fig 15-1, at the bottom of the cooler housing, after the
insert, and at the opposite end plate of the air manifold. Examine
regularly that the pipe is open by checking the air flow when
running.

the cooler should be either completely filled or

completely empty, as a half-filled cooler increases the risk of corro-
sion. If there is a risk that the water level in the system goes down
when the engine is stopped, drain the cooler completely. Open the
air vent screw (3), Fig 15-1, to avoid vacuum when draining.
at intervals according to
chapter 04., if the pressure difference over the air side of the cooler
is too high or if the receiver temperature cannot be held within
stipulated values at full load.
check for corrosion.

Cleaning of the air side should be done early enough to avoid accumu-
lations of soot and oil on the fins. This may form a hard crust that is
difficult to remove, as well as a deposition of other crack products that
form a sulphuric acid (Compound with condensate) when left on the
fins and tubes for some time.
Generally an increase of pressure drop ( p) over the air side of the
cooler with 100 mmH2O compared to a new/clean cooler means that
the cooler needs cleaning. The pressure drop should be measured at
100 % load or at least always at the same high load level. See Fig 15-1
for connections.
Cleaning of the water and air side heat exchange surfaces is imperative
for a long and trouble free operation of the engine and must be done at
regular intervals.
 see Fig 15-1.

and the support pin (11).

on an in-line engine, withdraw

the cooler until the thread or the hole (7) for the lifting tool is visible.
On the V-engine, withdraw the cooler about 300 mm and fit the tool
32.84G02. Screw on the tool by using four of the air cooler fastening
screws. Then, withdraw the cooler completely towards the tool stop.
If necessary, use screws in the two threaded extractor holes in the
flange to loosen the cooler.
and lift off the cooler.

by immersing it in a chemical
cleaning bath for at least 24 hours. Recommend cleaning detergents,
see section 15.5.6 We recommend that cleaning tank should be
equipped with perforated pipes on the bottom for the best cleaning
effect, see Fig 15-4. During cleaning steam or pressurised air should
be connected to the pipes to get a good circulation.
When cleaning is completed, the cooler should be flushed thor-
oughly with water.

by detaching the headers (4) and (5) from

the cooler and immersing the tube bundle into a chemical cleaning
bath for at least 24 hours. Upon completion, follow the instruction
given for the air side.
before reassembling the headers.
 the cooler before
mounting it on the engine.

and tighten the screws (10)

by hand.

and tighten the flange (14) and

support screws (8) by hand. (Loctite 242 or 243 can be put on the
screws to prevent loosening).

to specified torque, see

chapter 07.1.
to specfied torque, see chapter
07.1.

and check the tightness when starting up.

3215869701
The instructions and handling guidelines provided by the manufac-
turer of the detergent in question should always be observed when
using the chemical.

When an air cooler is due for cleaning Wärtsilä recommend using the
cleaning method together with the latest type of Wärtsilä Biodegrad-
able cleaning concentrate, Wärtsilä Combi Degreaser, product number
C51003.
This Wärtsilä Combi Degreaser concentrate is environmentally
friendly and not harmful for health, not fire hazardous, does not affect
O-rings or gaskets and is not corrosive.
For inquiries and price quotation for the product, contact your nearest
Wärtsilä office or Wärtsilä Finland, Service department.

15.5.7.1
The cleaning effect is based on the cleaning liquid, Wärtsilä Combi
Degreaser, in combination with the flow of the liquid, transporting the
dirt out of the cooler.
The work procedure for cleaning the air cooler, airside according to
the procedure is as follows:
see section 15.5.3,
step 1 and 2.
with a filterscreen in the bottom (replaceable filter pad).
on the cooler s air outlet side.
Wärtsilä Combi De-
greaser, mixing ratio 1:4 (WCD/water).
for best clean-
ing effect.
to
the cover and a suction hose from the tank.
depending on degree of
fouling.
(it should not exceed 3 for best cleaning
result).

This new procedure can be combined with ultrasonic equipment if

available.

3215040244
Cleaning with ultrasonic equipment will loosen the deposits but it has
to be combined with an efficient flushing to remove the deposits from
the cooler. It is also important that the correct settings, temperature
and detergent is used, according to manufacturer s instruction, when
cleaning with ultrasonic cleaning.
Normally, a wet sump system is used, but also dry sump systems can
be used.
The engine is provided with a lubricating oil pump (10) directly driven
by the pump gear at the free end of the crankshaft. In some installations
there is a separately driven stand-by pump in parallel. The pump sucks
oil from the engine oil sump and forces it through the lubricating oil
cooler (1) equipped with a thermostat valve (3) regulating the oil
temperature, through the lubricating oil main filters (4) to the main
distributing pipe (5) in the oil sump, through the hydraulic jacks (in
this respect acting as ordinary pipes) to the main bearings and through
bores in the connecting rods to the gudgeon pins (6) and piston cooling
spaces. Oil is led through separate pipes to other lubricating points like
camshaft bearings (7), injection pump tappets and valves, rocker arm
bearings (8) and valve mechanism gear wheel bearings and to oil
nozzles for lubricating and cooling. Part of the oil flows through a
centrifugal filter back to the oil sump. The oil sump is provided with a
level switch connected to the automatic alarm system.
The V-engine is not equipped with a built-on oil cooler nor a filter.
The dry sump system differs from the wet sump system only in that
the oil flows freely from the oil sump to a separate tank, and the pump
sucks the oil from this tank. (There is also the possibility to mount a
second oil pump directly driven by the engine for draining the oil sump
to a separate oil tank.)
The electrically driven prelubricating pump is a screw type pump
equipped with an overflow valve. The pump is used for:
filling of the diesel engine lubricating oil system before starting,
e.g. when the engine has been out of operation for a long time,
continuous prelubrication of a stopped diesel engine through
which heavy fuel is circulating,
continuous prelubrication of stopped diesel engine(s) in a multi-
engine installation always when one of the engines is running,
providing additional capacity to the direct driven lubricating oil
pump in certain installations where the diesel engine speed drops
below a certain value (the pump should start and stop automat-
ically on signals from the speed measuring system).
In V-engines which have no built-on lubricating oil pump, the prelu-
brication should be arranged by means of an external pump.
The pressure in the distributing pipe (5) is regulated by a pressure
control valve (11) on the pump. The pressure can be adjusted by means
of a set screw (Fig 18-2, pos. 17) on the control valve. It is very important
to keep the correct pressure in order to provide efficient lubrication of
bearings and cooling of pistons. Normally, the pressure stays constant
after having been adjusted to the correct value.
The pressure can rise above the nominal value when starting with cold
oil but will return to the normal value when the oil is heated. A pressure
gauge (9) on the instrument panel indicates the lubricating oil pressure
before the engine (in the engine distributing pipe). The system includes
three pressure switches for low lubricating oil pressure (2), two con-
nected to the automatic alarm system and one for lower pressure to the
automatic stop system (see chapter 23.).
The temperature can be checked from thermometers (14) before and
after the oil cooler (chapter 01., section 01.2). A temperature switch for
high lubricating oil temperature is connected to the automatic alarm
system (see chapter 23).
The speed governor have its own oil system. Depending on the
turbocharger type, it can be lubricated by an own oil system or by the
engine oil system. See separate instruction books.
The oil filling opening (12) is located at the free end, and an oil dipstick
(13) is located at the middle of the engine.
Connections for a separator are provided on the oil sump at the free
end of the engine.
For taking oil sample a valve (15) is available after oil filter.

Use only high quality oils approved by the engine manufacturer

according to chapter 02., section 02.2.
Always keep a sufficient quantity of oil in the system. The oil dipstick
indicates the maximum and minimum limits between which the oil
level may vary. Keep the oil level near the max. mark and never allow
the level to go below the min. mark. The limits apply to the oil level in
a running engine. Add max. 10 % new oil at a time (see chapter 02.,
section 02.2). One side of the dipstick is graduated in centimeters. This
scale can be used when checking the lubricating oil consumption.
Change oil regularly at intervals determined by experience from the
installation concerned, see chapter 04. and 02., section 02.2.3.While the
oil is still warm, drain the oil system, also the oil cooler and filter. Clean
the crankcase and the oil sump with proper rags (not cotton waste).
Clean the main filter and the centrifugal filter. Change cartridges in
the main filter unless they have been changed recently.
Centrifuging of the oil is recommended, especially when using heavy
fuels, see chapter 02., section 02.2.3.
 3218629701

The pump is of the gear type, equipped with a built-on, combined

pressure regulating/safety valve. Four and six cylinder engines have
pumps with two pump gears each, according to Fig 18-2. The pumps of
8- to 18-cylinder engines have three pump gears each, and the two-fold
pressure and suction spaces are connected by ducts in the pump cover,
where the pressure control/safety valve is also located. Identical bronze
bearings are used. No outside lubrication is required. The cover is
sealed by an O-ring.

3218529045

according to sec-
tion 18.4.
and remove the pressure plate (3), ac-
cording to Fig 18-2.
 without using any tool. If the gear
wheel does not come loose, a few strokes with a non-recoiling
hammer will help. (The conical ring elements come loose together
with the gear wheel.)

by using two of the fastening

screws (1) in the two threaded holes located in the cover.

(chapter 06., section 06.2) and re-

place worn parts.
from the housing by driving them out
with a suitable mandrel, from the cover by machining.
(freezing is recommended) so that the
bearings are three (3) mm below the cover and housing level (meas-
ure = 3 mm), Fig 18-2 A. Be careful so that bearing lubrication
grooves (5) slide into the right position according to Fig 18-2 C.
after mounting. Check the gear
wheel axial clearance (see chapter 06., section 06.2).

Check that the

O-ring in the cover is intact and in position.
all contact surfaces should
be cleaned and oiled.
(20).

and check that the gear wheel is in

the right position.
according to chapter 07.
 check the backlash
after mounting the pump on the engine.

3218589045

The pressure regulating valve is mounted on the lubricating oil pump and
regulates the oil pressure before the engine by returning the surplus oil
direct from the pressure side of the pump to the suction side.
The pipe (10), Fig 18-2, is connected to the engine distributing pipe,
where the pressure is kept constant in engines running at constant speed.
This pressure actuates the servo piston (9) and the force is transferred to
the regulating piston (14) through the pin (6). The spring (16) is tensioned
to balance this force at the required pressure. Thus the pressure is kept
constant in the distributing pipe, irrespective of the pressure in the
pressure side of the pump and of the pressure drop in the system. By
tensioning the spring (16) a higher oil pressure is obtained.
In engines which are running at varying speeds, the valve is arranged
to give a pressure depending on the speed, according to operating
pressures recommended at various speeds (chapter 01).
If, for some reason, the pressure should increase strongly in the
pressure pipe, e.g. due to clogged system, the ball (12) will open and
allow oil to pass to the servo piston (9), which will open the regulating
piston (14) by means of the pin (6).
 The valve serves as a safety valve.

Check them for wear and replace

worn or damaged parts by new ones.
Check that the draining bore (13)
is open.

(especially
if some details have been replaced by new ones).

The plate cooler consists of a number of heat transfer plates, arranged

so that every other passage between the plates is accessible for one of
the two liquids. A double gasket has a channel to the atmosphere
between the gasket parts and prevents leakage between the media.
Each plate cooler is marked with the compression measure and
the specification number of the plate pack.
A damaged plate can easily be replaced by an identical spare plate.
Two adjoining plates can be removed without being replaced. The
capacity of the cooler will usually be slightly reduced. The plate pack
length (A) will be reduced by the assembly length of two plates (2 2.6 mm).

at intervals according to chapter

04. or if the lubricating oil temperature tends to rise abnormally.
and test by hy-
draulic pressure.
 make sure that all plates are assem-
bled in correct order. Change gaskets when necessary.

3218639045
 wait until it has cooled to about 40°C.

according to Fig 18-4.

in turn diagonally as shown in Fig 18-4.

Normally the plates can be cleaned by a soft brush and water.

Solid deposits can be cleaned with a soft brush and 4 % nitrite acid.
Max. temperature 60°C.

(surfaces in contact with media) of

the heat exchanger are clean.
See that they are
undamaged, cleaned and smeared with a thin film of lubricating
paste.
are in good condition.
and mount the nuts.
in turn, diagonally as shown in Fig 18-4.

Measure A should be checked near

the bolts. Max deviation: 2 mm. Max tightening torque: 900 Nm.
 must be even so that the measure A is kept
within +0.5 mm. Should the cooler tend to leak, the compression
may be A - 0.5 mm.
with max.
tightening torque:
check the number of the plates and measure A
check that the nuts run easily. If not, clean, lubricate or change
them.

The figure shows the valve in a closed position (left). When the
temperature exceeds the nominal value, the contents of the elements
(9) expand and force the valve unit (10) towards the seat (11), thus
passing part of the oil through the cooler. This movement continues
until the right temperature of the mixed oil is obtained. As the cooler
becomes dirtier, the temperature will rise a few degrees, which is quite
normal, because the valve needs a certain temperature rise for a certain
opening to increase the oil flow through the cooler.

3218648932
Normally, no service is required. Too low an oil temperature depends
on a defective thermostat. Too high a temperature may depend on
defective thermostat, although, in most cases, it depends on dirty
cooler.
Remove the elements by unscrewing the pipe after the valve and
opening the cover.
Check the element by heating it slowly in water. Check at which
temperatures the element starts opening and is fully open. The correct
values can be found in chapter 01.; the lower value for lube oil tempera-
ture is the opening temperature, the higher for the fully open valve.
Change the defective element. Check O-rings and change, if neces-
sary.

The in-line engines are provided with built-on filters (Fig 18-6) as
follows:
4R32 1 pc of filter with 3 cartridges on each side
6R32 2 pcs of filters with 2 cartridges on each side
8R32 2 pcs of filters with 2 respectively 3 cartridges on each side
9R32 2 pcs of filters with 3 cartridges on each side
The V-engines can be provided with filters according to Fig 18-7. In
that case, 12V32 has a filter consisting of three filter units connected
together. 16V32 and 18V32 have four filter units connected together.
The filters are full-flow filters, i.e. the whole oil flow passes through
the filter(s). Normally, all filter units should be in operation to provide
maximal filtration. When changing a cartridge during operation, one
filter half can occasionally be closed.
For the in-line engine, the flow direction appears from the mark on
the three-way valve cock (9). In Fig 18-6 C the valve is shown in normal
operating position (each side in operation).
When changing cartridges during operation one side can occasionally
be closed, e.g. by closing the right side according to Fig 18-6 D.
For the V-engine, the pin (12) on the cock (9) shows the direction of
the filter unit which is closed according to the table in Fig 18-7.
The position of the valve ( position ), which filter units are in opera-
tion ( open ) and which one is closed ( closed ) are stated in the table.
The black field states the position of the pin (12). Position B indicates
normal operation with all filter units in service. Note that for 12V32
the filter unit 4 is missing.
The arrows in the figures show the flow through the filters. At first,
the oil flows through a cartridge (2), made of special paper, with a
nominal fineness of 15 m, then through a cartridge (3) consisting of a
plated wire gauze around a perforated case. The wire gauze insert, with
a mesh of 63 m, serves as a safety filter in case of failure or by-passing
of the paper insert.
The filters are provided with by-pass valves (7) over the paper
cartridges. The valves open when the pressure drop exceeds 2 - 3 bar.

The filter is provided with a combined visual indicator/electrical

switch connected to the automatic alarm system, which indicates high
pressure drop over the filter.

3218549045
 3218559045

Careful maintenance of the filter reduces engine wear. Change car-

tridges regularly (see chapter 04.) and, if the pressure drop indicator
gives alarm, as soon as possible.
As the useful life of the cartridge is, to a great extent, dependent on
the fuel quality, load, lubricating oil quality, centrifuging and care of
centrifugal filter, experience from the installation concerned will give
the most suitable intervals between changes of cartridges.
Change of cartridges and cleaning should, if possible, be done during
stoppages. By closing one of the filter halves, the cartridge can, how-
ever, be changed during operation. As the load on the other cartridges
(especially in 4R32) will increase, the change of cartridges should be
carried out as fast as possible.

Open the air vent screw (1) and afterwards the

drain plug (8), and discharge oil through the plug (8). Do not refill
the system with drained oil because it is very dirty.

and wire gauze inserts (3).

On V-engine filters, open the nut (13).
in gas oil and check that they are
intact.
carefully with gas oil.
Paper cartridges cannot be
cleaned. Always keep a sufficient quantity of cartridges in stock.
especially
gaskets against the cartridge ends (6).

when remounting
the wire gauze inserts and paper cartridges.

Normally, no regular maintenance is required for the by-passs valve

(7), but if malfunction is suspected, the by-pass valve should be cleaned.
which is holding the by-pass valve slide. On
V-engines, remove the insert cover, unscrew the nuts and lift off the
flange to have access to the by-pass valve slide.
and wash it with clean diesel oil. If neces-
sary, the slide can be brushed with a brass wire brush.
 with a tube brush.
and check that it moves easily in the bore.

A by-pass filter of the centrifugal type is provided as a complement to

the main filter. For V-engines two identical filters are used.
The filter comprises a housing (7) containing a hardened steel spindle
(2) on which a dynamical balanced rotor unit (3) is free to rotate. Oil
flows through the housing, up the central spindle into the rotor.
The rotor comprises two compartments, a cleaning chamber and a
driving chamber. Oil flows from the central tube (4) into the upper part
of the rotor, where it is subject to a high centrifugal force. The dirt is
deposited on the walls of the rotor in the form of heavy sludge.
The oil then passes from the cleaning compartment into the driving
compartment formed by the stand-tube (13) and the lower part of the
rotor, which carries two driving nozzles (6). The passage of the clean
oil through the nozzles provides a driving torque to the rotor and the
oil returns through the filter housing to the engine oil sump.

It is very important to clean the filter regularly (chapter 04.) as it

collects considerable quantities of dirt. A clean centrifugal filter un-
loads the main filter, which gives longer lifetime for the paper car-
tridges.
If it is found that the filter has collected the maximum quantity of
dirt (corresponds to an 18 mm thick layer) at the recommended clean-
ing intervals, it should be cleaned more frequently.
Clean the filter as follows, the engine running, by closing the valve
on the oil delivery pipe to the filter:
on the filter cover clamp (14), unscrew the
cover nut (1) and lift off the filter body cover (8).
from the spindle (2) and drain
oil from the nozzles before removing the rotor from the filter body.
Hold the rotor body and unscrew the rotor cover jacking nut (9), then
separate the rotor cover from the rotor body.
and stand tube (13).
 from the inside of the rotor cover and body by
means of a wooden spatula or a suitably shaped piece of wood.

for example in gas oil.

with brass wire and compressed air.
Examine the top and bottom bearings in the tube assembly to ensure
that they are free from damage of excessive wear. Examine the
O-ring (15) for damage. Renew, if necessary.

3218608932

align the location pins and

tighten the rotor cover jacking nut (9), tightening torque = 100 Nm.
 to ensure that they are free from
damage or excessive wear. Examine the O-ring (16) for damage.
Renew, if necessary.
checking that the rotor as-
sembly is free to rotate, then replace the filter body cover. Tighten
the cover nut and secure the filter cover clamp.

The pump is of the screw type, driven by an electric motor. The pump
is provided with an adjustable pressure control valve (15), Fig 18-9.
The pressure should be limited to the min. value, about 2 bar, by
unscrewing the adjusting screw (14) to the end position in order to
prevent the electric motor from being overloaded when running with
very cold oil.
The mechanical type shaft seal consists of two plane sealing surfaces
facing each other one of them (8) rotating with the shaft and the
other one (6) being stationary.

See the manual of the manufacturer. Normally, no regular mainte-

nance is required. After three to six years the shaft seal may have to
be replaced due to ageing. Oil leaking out of the opening (5) indicates
that the shaft seal is defective and has to be changed.
Take care not to damage the sealing ring faces. A slight scratch may
disturb the sealing function. The rotating coal ring (8) is very fragile.
Avoid touching sealing faces with fingers.

and withdraw the

pump.
off the shaft.
together with the drive screw (2)
and the shaft seal. Place the front plate on two rods, the shaft journal
turned upwards.
 Give the shaft jour-
nal a few blows with a plastic hammer until the screw is disengaged
from the ball bearing. Take care not to damage the screw by
dropping it on the work bench.

the drive screw (2). Pressing

force may be relatively strong due to the rubber bellows.
with the O-ring out of the
front plate by using a mandrel.
from the front plate, remove
first the locking ring.

The reassembly is performed in the reversed order.

in the front plate, the protective
washer turned outwards. Lock with the locking ring.
Insert the stationary sealing ring (6) in the
front plate. Take care not to damage the sealing faces and that the
ring enters the pin (11).
carefully and enter the sealing unit
(13) without the coal ring on to the shaft. Take care that the rubber
bellows are pressed against the seal spring, supporting washer.
Keep the seal in this position for a moment to enable the bellows to
fix. A drop of lubricating oil on the drive screw shaft will facilitate
reassembly.
the smaller sealing face up-
wards and the grooves matching the marks.
over the drive screw shaft journal.
against its shoulder on the
drive screw. Use a suitable sleeve matching the bearing inner ring.

and screw the set in the pump hous-

ing. Do not forget the O-ring (12) which seals between the pump
housing and the front plate. Fill the ball bearing with grease.
on the pump shaft and fasten the
pump to the bracket. Check that the clearance between the coupling
halves is 2 mm.
check that it rotates in the right direction by switching on a few
times.

3218578932