IM 26auxpa 71 Internal

26
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Installation
Engine type on DUBAY DRYDOCK 71
W26
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Engine number PAAE120770-PAAE120771
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This manual is intended for the personal use of engine operators and
should always be at their disposal. The content of this manual shall neither
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be copied nor communicated to a third person.

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Wärtsilä Italia S.p.A.

Bagnoli della Rosandra, 334
34018 San Dorligo della Valle
Trieste - ITALY
Tel +39 040 319 5000
Fax (Service) +39 040 319 5674
Fax (Spare parts) +39 040 319 5237
Telex 460274/5 GMI
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© Copyright by Wärtsilä Corporation

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All rights reserved. No part of this publication may be reproduced or copied in any
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form or by any means (electronic, mechanical, graphic, photocopying, recording,

taping or other information retrieval systems) without the prior written permission
of the copyright owner.
THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE

INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE
AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED
TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA, AND THE DESIGN
OF THE SUBJECT-PRODUCT IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS
AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS
PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL
ERRORS OR OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM
THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT
FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT HOLDER
SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL
CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY,
SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION
CONTAINED HEREIN.
Contact Informations WÄRTSILÄ
Service Department
Wärtsilä Italia S.p.A., Business Unit Service
Trieste − ITALY
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24h Phone
Nights and weekends, please call mobile phone for service engineer or spare parts
+39 335 784 1217
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DIRECT DIAL NUMBERS
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SALES SUPPORT TECHNICAL SERVICE

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Fax: +39 040 319 5216 Fax: +39 040 319 5767
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North, Central and East Europe Wärtsilä 64 engines

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Phone: +39 040 319 5071 Phone: +39 040 319 5080
Americas Wärtsilä 38B engines

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Phone: +39 040 319 5072 Phone: +39 040 319 5081
Middle East and South Asia Wärtsilä 26 engines

Phone: +39 040 319 5073 Phone: +39 040 319 5082
Southern Europe and Africa Sulzer Z engines

Phone: +39 040 319 5074 Phone: +39 040 319 5083
Italy GMT engines

Phone: +39 040 319 5075 Phone: +39 040 319 5084
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WÄRTSILÄ Contact Informations
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The list of Wärtsilä Network companies is available at

www.wartsila.com web site.
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The Wärtsilä Engine Documentation
General
The Engine documentation has been split up in five binders:
- Instruction Manual
- Spare Parts Catalogue
- Service Bulletins
- Record Book of engine Parameters
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- Sub-suppliers Manual
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The users of the documentation are assumed to be trained operating and maintenance personnel, with an
understanding of the construction and use of the engine.
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Contents
The content of the binders is as follows:
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Instruction Manual
• General Description of the engine
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• Description of main engine parts

• Main Data
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• Description of the various gas-, fluid- and control systems

• Operation directives
• Maintenance schedule, -tools and -instructions
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Spare Parts Catalogue

• Spare Parts Catalogue (of the engine)
Service Bulletins
• Division with separate tabs for filing standard forms and all commercial and technical, product
related after sales documents which are mailed customer specific.
Record Book of Engine Parameters

• Engine Test protocol
• Statement of Compliance EIAPP – Technical file
• Record forms
• General Installation documents
Sub-suppliers Manual
• Documentation as received from Sub-suppliers if not incorporated in another way in the engine
documentation.
Wärtsilä Italia S.p.A. Bagnoli della Rosandra, 334 Telephone: +39 040 319 5000
Service 34018 S. Dorligo della Valle Telefax: +39 040 319 5647
Trieste, Italy Telex: 460274/5 GMI
Wärtsilä Italia Services - Trieste Training Centre
Mechanical training solutions

Trieste Training Centre offers a wide variety of courses for both Wärtsilä personnel and
customers. The program covers basic, advanced and fully tailor-made courses, based
on the customer requirements, in addition to Wärtsilä product courses.
Trieste Training Centre offers well appointed classrooms equipped with all modern
teaching and training aids; a training workshop and state-of-the-art electronical laboratories
are available for hands-on sessions.
We have the know-how and practical experience to target your learning objectives
according to your needs and expectations.
MECHANICAL TRAINING FACILITIES

4 classrooms, up to 80 seats
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Workshop area (about 900 sqm)
• Wärtsilä W26 V and in-line configuration
on • Wärtsilä W38B conventional and CR

• Wärtsilä W46 in-line configuration
• Main components for Wärtsilä W64
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• Sulzer Z40/48 and Sulzer ZA40S
• GMT 230 in-line and V configuration
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• Complete sets of specific engine tools.

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STANDARD WÄRTSILÄ ENGINE COMMON RAIL SYSTEMS

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TRAINING PROGRAMME 5 days / 40 hrs training TRAINING PROGRAMME 5 days / 40 hrs training
Engine Design and Function Based on a W38B training course

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Understand design and function of main components.

Teorethical knowledge of how the maintenance operations. Short Presentation of W38B
Function of built-on Engine Systems Differences between W38B conventional
Description of function and maintenance for all built-on auxiliary systems. and W38B Common Rail engines.
Presentation Common Rail System and Direct Water Injection.
Fuel Injection Equipment
Understand the function and maintenance principles of the fuel injection Fuel Pump
equipment: Fuel pump, Fuel injector, Timing. Fuel injector
Start, Stop and Operation
Accumulator
What to observe when starting and stopping the engine. Checks before start,
limitation indicators to comply with. Start and Safety valve
Description of Starting distributor, Starting valve, Engine stop systems.
Direct Water Injection
Automation
Description of engine instrumentation and electrification. Common Rail Piping
Speed measuring system.
Common Rail hydraulic Control System
Evaluation of Engine Operating Data
Daily recording and follow up of operating data. Evaluating principles based Wecs 7500
on test values, site conditions and load.
CR engine operation
Fluids
Lubricating oil quality, requirements and analysis, water quality, requirements
and treatment.
Engine Maintenance Schedule
Preventive maintenance schedule for the engine, principles and purposes
of each measurement.
Component Condition Evaluation
Diagnose the running conditions through the inspection of the main
components: Bearings, Pistons, Cylinder liners, Valves.
Maintenance Operations, Hands-On Training
Familiarize with overhaul of Wärtsilä engines.
Safe and practical performance of maintenance. Operating and safety
procedures, dismantling and mounting operations.
Spare Part Documentation
Basic information regarding the structure of Wärtsilä technical documentation,
configuration structure, drawings, material number and spare part codes.
More technical details as well as information regarding logistics and the course calender at: wit.service_training@wartsila.com
Wärtsilä Italia Services - Trieste Training Centre
Engine automation and control training solutions

GOVERNORS MONITREND AND FAKS
SIMULATORS & FACILITIES 1 day / 8 hrs training to be added
2 days / 16 hrs training to a WECS Training Course
• Control System Test Bench (for
Introduction MoniTrend
Governors, Actuators, Control Unit)
Principles of engine governing. System Description.
• Shaller Oil Mist Detector Test Bench Governor way of working. Interface to the WECS.
• WECS2000 Simulator Theoretical and practical introduction. Modify the setup file.
• WECS7000 Simulator Dismantling a Governor * Creating an archive.
Procedures and Tools.
• WECS7500 Simulator Practical exercises.
Check and evaluation of the parts.
• UNIC C1 Simulator FAKS
Procedures for remounting the Governor.
Bench test for a Governor * Main functions.
• UNIC C2 Simulator Configuration and set up.
Governor and auxiliaries.
Testbench way of working. Measurements filling.
Rules for Governor startup. Practical exercises.
Troubleshooting.
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Summary
Summary of the main topics.
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Course evaluation.
End of course - Training Certificates.
* Note: The type of the Governor used for the course

should be UG-8, UG-40D, UG-40L, UG-40TC, PG-
EG, PGA-58 and PGA-EG.
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CONTROL SYSTEMS WECS 2000 WECS 7000 UNIC C2
1 day / 8 hrs training 2 days / 16 hrs training 2 days / 16 hrs training 3 days / 24 hrs training
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Introduction WECS 2000 introduction WECS 7000 introduction · UNIC introduction

Principle of the governor. WECS 2000 Overview. Introduction training material. Introduction training material.
Electronic Governing. History and Features. Control Systems. Control Systems.
PID Tutorial. Main Functions. History and Features. History and Features.
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Option 1: Woodward Main Components. Main Functions. Main Functions.

Woodward 723 and actuator. Safety System. Main Components. Main Components.
Handheld Programmer and Handheld PC WECS 2000 on Specific Engine Type. LDU functionalities. LDU functionalities.
simulator. Analysis Relay Module functionalities. ESM-10 functionalities.
er
DDE Communication with windows, Engine Specific Configuration Analysis. WECS 7000 analysis UNIC C2
servlink, etc. (Demonstration). WECS Cabinet Wiring Diagram. Engine Specific Configuration Analysis. Engine Specific Configuration Analysis.
Watch Window Standard/Professional Distributed Units Wiring Diagram. Safety system. Safety system.
(Demonstration). Codelist Modbus. WECS Documents. UNIC Documents.
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Trendtool (Demonstration). Engine Specific Documentation and Cabinet Drawings. Cabinet Drawings.
In
Woodward Hands on: Instructions. Wiring Diagram. Wiring Diagram.

Speed control. Modbus/Profibus list. Modbus/Profibus list.
Troubleshooting. Training system configuration analysis
Upload/Download Tuneables. CONWECS demonstration. Training system configuration analysis. Training system configuration analysis.
Woodward files management. How to … WECSPLORER demonstration. WECSPLORER demonstration.
Basic actuator maintenance. Maintenance and troubleshooting How to … How to...
Option 2: Viking WECS 2000 standard and suggested tools.
Principle of the control system. DCU/MCU system software management. Maintenance and troubleshooting. Maintenance and troubleshooting
Electronic Governing. LDU configuration. UNIC standard and suggested tools.
PID Tutorial. Checklist with and without power supply. WECS7000 standard and suggested tools software management.
Regolateurs Europa Viking25. Check the safety system. software management. Check the safety system.
Viking HMI. Summary LDU configuration. Summary
Viking Vision (Demonstration). Summary of the main topics. Check the safety system. Summary of the main topics.
Viking25 Hands on: Course evaluation. Summary Course evaluation.
Speed control. End of course - Training Certificates. Summary of the main topics. End of course - Training Certificates.
Troubleshooting.
Adjustment of tuneables.
Summary
Summary of the main topics.
Course evaluation. UNIC C1 and speed controller
End of course - Training Certificates. WECS 7500 also available. option also available.
Wärtsilä Italia Services

Trieste Training Centre
Bagnoli della Rosandra, 334 Tel. + 39 040 319 56 57 Fully tailor-made courses
34018, San Dorligo della Valle Fax + 39 040 319 52 82 and programmes
Trieste, Italy wit.service_training@wartsila.com can be delivered upon request
More technical details as well as information regarding logistics and the course calender at: wit.service_training@wartsila.com
Manual
TABLE OF CONTENTS Wärtsilä 26 Auxpac
0.0. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 1

0.0.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 2
0.0.2. Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 3
0.0.3. General rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 7
0.1. Risk Reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 1

0.1.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 2
0.1.2. General identified hazards, hazardous situations or events . . . . . . . . . . 0.1 – 4
0.1.2.1. Hazards that may be due to moving parts . . . . . . . . . . . . . . . . 0.1 – 4
0.1.2.2. Hazards that may be due to incorrect operating conditions . . 0.1 – 4
0.1.2.3. Hazards that may be due to incorrect operating conditions . . 0.1 – 4
0.1.2.4. Hazards that may be due to electricity or incorrect
connections of electricity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 5
0.1.2.5. Other hazards and hazardous situations where it’s especially
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important to use personal safety equipment . . . . . . . . . . . . . . 0.1 – 6
0.1.3. Electro Static Discharge (ESD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 7
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0.1.4. Welding precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 8
0.1.5. Environmental Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 11
0.1.5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 11
0.1.5.2. Fuel oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 12
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0.1.5.3. Natural gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 13
0.1.5.4. Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 13
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0.1.5.5. Cooling water additives, nitrite based . . . . . . . . . . . . . . . . . . . . 0.1 – 14

0.1.5.6. Fly ashes and exhaust gas dust contaminated components . 0.1 – 16
0.1.5.7. Lead in bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 17
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0.1.5.8. Fluoride rubber products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 17

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0.2. Fuel, lubricating oil, cooling water . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 1

0.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 2
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0.2.1.1. HFO engines running on distillate uels* . . . . . . . . . . . . . . . . . . 0.2 – 2

0.2.2. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 3
0.2.2.1. Residual fuel oil quality* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 3
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0.2.2.2. Crude oil quality* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 5

0.2.2.3. Distillate fuel oil quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 6
0.2.2.4. Fuel oil quality before engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 9
0.2.2.5. Fuel conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 10
0.2.2.6. Avoiding difficulties during operation on HFO* . . . . . . . . . . . . . 0.2 – 14
0.2.2.7. Comments on fuel characteristics . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 15
0.2.3. Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 18
0.2.3.1. Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 19
0.2.3.2. Influences on the lubricating oil condition . . . . . . . . . . . . . . . . . 0.2 – 21
0.2.3.3. Testing of main lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 21
0.2.3.4. Condemning limits main lubricating oil . . . . . . . . . . . . . . . . . . . 0.2 – 23
0.2.3.5. Comments on lubricating oil characteristics . . . . . . . . . . . . . . . 0.2 – 24
0.2.3.6. Recommendations for refreshing lubricating oil . . . . . . . . . . . . 0.2 – 26
0.2.4. Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 27
0.2.4.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 27
0.2.4.2. Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 29
0.2.4.3. Qualities of cooling water additives . . . . . . . . . . . . . . . . . . . . . . 0.2 – 30
0.2.4.4. Cooling water control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 31
1.0. Main Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 1

1.0.1. Engine Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 2
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Manual
Wärtsilä 26 Auxpac TABLE OF CONTENTS
1.0.2. Engine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 3

1.0.3. Operating Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 4
1.0.4. General engine design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 4
1.0.5. General generator design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 7
1.1. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 1

1.1.1. Internal fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 2
1.1.2. Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 3
1.1.3. Draining of fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 6
1.2. Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 1

1.2.1. Internal lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 2
1.2.1.1. Oil flow through engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 3
1.2.2. Components of internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 12
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1.2.2.1. Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 12
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1.2.2.2. Lubricating oil module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 17
1.2.2.3. Centrifugal filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 26
1.2.2.4. Lubricating oil sampling valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 29
1.2.3. Crankcase breathing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 30
e
us
1.3. Starting Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 1

1.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 2
1.3.2. Start stop system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 3
1.3.3. Compressed air starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 5
al
1.3.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 5

1.3.3.2. Description of compressed air starter motor basic operation 1.3 – 6
rn
1.3.4. Operating instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 7

1.3.4.1. Commissioning and operation . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 7
te
1.3.5. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 8

1.3.5.1. Complete overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 8
1.3.5.2. Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 8
In
1.3.6. Trouble shooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 9
1.4. Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 1

1.4.1. Internal cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 2
1.4.1.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 2
1.4.1.2. Description HT cooling water system . . . . . . . . . . . . . . . . . . . . 1.4 – 3
1.4.1.3. Description LT cooling water system . . . . . . . . . . . . . . . . . . . . . 1.4 – 6
1.4.1.4. Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 7
1.4.1.5. Flexible pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 8
1.4.2. Maintenance cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 9
1.4.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 9
1.4.2.2. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 9
1.4.2.3. Cooling water venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 10
1.5. Charge Air and Exhaust Gas System . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 1

1.5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 2
1.5.2. Quality of suction air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 2
1.5.3. Internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 3
1.5.4. Charge air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 4
1.5.4.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 4
xx– 2
Manual
1.5.4.2. Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 5

1.5.4.3. Condensate draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 7
1.5.4.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 8
1.5.5. Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 10
1.5.5.1. Exhaust gas manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 10
1.5.5.2. Multiduct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 11
1.5.5.3. Compensators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 13
1.5.5.4. Insulation box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 14
1.5.5.5. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 15
1.5.5.6. Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 15
1.5.6. Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 16
1.5.6.1. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 16
1.5.6.2. Turbocharger cleaning devices . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 16
1.5.6.3. Compressor side cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 17
1.5.6.4. Turbine side cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 18
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1.6. Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 1
1.6.1.
1.6.2.
on
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.6.2.1. Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.6 –
1.6 –
1.6 –
2
3
3
e
1.6.2.2. Booster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 4
1.6.3. Fuel control mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 5
us
1.6.3.1. Load indication HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 6

1.6.3.2. Checking linkage between actuator and common fuel
control shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 7
1.6.3.3. Checking linkage between fuel rack and common fuel
al
control shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 8

1.6.3.4. Stop mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 9
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1.6.3.5. Checking actuator stop position . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 10

1.6.3.6. Removing the actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 10
te
1.6.3.7. Mounting of the actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 11

1.6.4. Governing system maintenance and trouble shooting . . . . . . . . . . . . . . . 1.6 – 11
In
1.7. Automation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 1

1.7.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 2
1.7.1.1. System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 3
1.7.2. Local Control Panel (LCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 4
1.7.3. Module MCM–10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 8
1.7.3.1. Speed controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 9
1.7.3.2. Timing rack control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 9
1.7.4. Engine Safety Modules (ESM–10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 10
1.7.4.1. General Features of ESM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 10
1.7.4.2. ESM–10 power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 11
1.7.4.3. Speed measuring and speed switches . . . . . . . . . . . . . . . . . . . 1.7– 12
1.7.4.4. Turbocharger speed measuring . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 13
1.7.4.5. Stop and shutdown signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 13
1.7.4.6. Shutdown reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 16
1.7.5. Power supply and module PDM–10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 17
1.7.6. Functionality of the MCM–10 (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 20
1.7.6.1. Speed controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 20
1.7.6.2. Timing rack control (if separate timing rack onengine) . . . . . . 1.7– 22
1.8. Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 1

1.8.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 2
xx– 3
Manual
1.8.2. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 3

1.8.3. Routine maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 4
1.8.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 4
1.8.3.2. Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 4
1.8.3.3. Air filters (air cooled generator) . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 5
1.8.3.4. Insulation testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 5
1.8.3.5. Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 7
1.8.4. Non routine maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 8
1.8.4.1. Dissassembly of the generator . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 8
1.8.4.2. Replacement of ball bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 11
2.3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 1

2.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 2
2.3.2. Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 3
ly
2.3.2.1. Preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 3
2.3.2.2. Preparations before the start . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 3
on
2.3.2.3. Generator preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3.2.4. Local start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3.2.5. Remote or automatic start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3.2.6. Start after a normal stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3 – 4
2.3 – 5
2.3 – 6
2.3 – 7
e
2.3.2.7. Start after overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 8
us
2.3.2.8. Emergency start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 10

2.3.3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 11
2.3.3.1. Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 13
2.3.3.2. Loading performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 14
al
2.3.3.3. Maintenance points during operations . . . . . . . . . . . . . . . . . . . . 2.3 – 16

2.3.3.4. Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 17
rn
2.3.3.5. Measurement of cylinder pressure . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 19

2.3.3.6. Running–in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 20
te
2.3.4. Frequency setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 21

2.3.4.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 21
In
2.3.4.2. Rated Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 21

2.3.4.3. Adjusting the frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 21
2.3.4.4. Frequency drop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 21
2.3.5. Voltage setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 21
2.3.6. Load application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 22
2.3.6.1. Pre heated generating set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 22
2.3.6.2. Cold generating set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 22
2.3.6.3. Unloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 23
2.3.6.4. Low load operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 23
2.3.6.5. Load sharing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 23
2.3.6.6. Operating problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 26
2.3.6.7. Emergency operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 37
2.3.7. Engine stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 38
2.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 1

2.4.1. Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 2
2.4.1.1. Safety aspects and rules for inspection and maintenance . . . 2.4 – 2
2.4.1.2. Maintenance schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 4
2.4.2. Maintenance Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 17
2.4.2.1. Miscellaneous tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 25
2.4.2.2. Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 31
xx– 4
Manual
2.4.2.3. Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 34

2.4.2.4. Exhaust gas and charge air system . . . . . . . . . . . . . . . . . . . . . 2.4 – 35
2.4.2.5. Engine block with main bearings . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 36
2.4.2.6. Crankshaft, connecting rod, piston and liner . . . . . . . . . . . . . . 2.4 – 41
2.4.2.7. Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 51
2.4.2.8. Camshaft and valve drive mechanism . . . . . . . . . . . . . . . . . . . 2.4 – 61
2.4.2.9. Injection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 67
2.4.3. Background information of hydraulic tools and torque spanners . . . . . . 2.4 – 73
2.4.3.1. Pneumatic driven hydraulic pump unit . . . . . . . . . . . . . . . . . . . 2.4 – 74
2.4.3.2. Hydraulic jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 77
2.4.3.3. Hydraulic extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 78
2.4.3.4. H.P. hose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 79
2.4.3.5. H.P. quick–release coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 80
2.4.3.6. Hand–operated hydraulic pump . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 81
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2.4.3.7. Safety instructions for hydraulic tools . . . . . . . . . . . . . . . . . . . . 2.4 – 82
2.4.3.8. Loosening of hydraulically tightened connection . . . . . . . . . . . 2.4 – 83
on
2.4.3.9. Tightening of hydraulically tightened connection . . . . . . . . . . . 2.4 – 85
2.4.3.10. Use of torque spanner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 88
2.4.4. Tightening torque and jack pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 91
2.4.4.1. Lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . 2.4 – 91
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2.4.4.2. Cooling water system components . . . . . . . . . . . . . . . . . . . . . . 2.4 – 93
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2.4.4.3. Control system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 95

2.4.4.4. Engine block with bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 96
2.4.4.5. Crankshaft, connecting rod, piston . . . . . . . . . . . . . . . . . . . . . . 2.4 – 97
2.4.4.6. Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 102
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2.4.4.7. Camshaft and valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 105

2.4.4.8. Injection system components . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 108
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2.4.4.9. General table of tightening torques for not specified

bolt connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 112
2.4.5. Adjustments and Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 115
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2.4.5.1. Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 115

2.4.5.2. Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 116
In
2.4.6. Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 126
2.5. Engine Block with Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 1

2.5.1. Engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 2
2.5.2. Main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 3
2.5.2.1. Removing of main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 3
2.5.2.2. Inspection of main bearings and journals . . . . . . . . . . . . . . . . . 2.5 – 9
2.5.2.3. Main bearing assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 9
2.5.3. Crankshaft axial locating bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 16
2.5.3.1. Removing of the ’0’–bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 17
2.5.3.2. Inspection of ‘0’ bearing, axial thrust rings and thrust collars
on crankshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 18
2.5.3.3. ’0’–bearing assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 18
2.5.4. Camshaft bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 19
2.5.4.1. Inspection of camshaft bearing bush . . . . . . . . . . . . . . . . . . . . . 2.5 – 19
2.5.4.2. Removing camshaft bearing bushes
and axial bearing bushes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 20
2.5.4.3. Mounting camshaft bearing bush . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 22
2.5.4.4. Mounting camshaft axial bearing bush . . . . . . . . . . . . . . . . . . . 2.5 – 22
2.5.5. Replacing cylinder head studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 24
2.5.6. Crankcase safety valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 25
xx– 5
Manual
2.6. Crankshaft, Connecting Rod, Piston and Liner . . . . . . . . . . . . . 2.6 – 1

2.6.1. Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 2
2.6.1.1. Crankshaft deflections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 2
2.6.1.2. Measurement axial clearance thrust bearing . . . . . . . . . . . . . . 2.6 – 4
2.6.2. Driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 5
2.6.2.1. Removing big end bearing shells without removing driving unit 2.6 – 8
2.6.2.2. Removing driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 9
2.6.2.3. Disassembling driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 15
2.6.2.4. Inspection and maintenance of piston and connecting rod . . 2.6 – 17
2.6.2.5. Assembling connecting rod and piston . . . . . . . . . . . . . . . . . . . 2.6 – 18
2.6.2.6. Mounting connecting rod with piston into cylinder liner . . . . . 2.6 – 21
2.6.2.7. Mounting driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 22
2.6.3. Vibration damper crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 29
2.6.3.1. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 29
2.6.3.2. Liquid sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 30
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2.6.4. Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 32
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2.7. Cylinder Head with Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 1
2.7.1. Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.7.1.1. Maintenance of cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.7 – 2
2.7 – 3
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2.7.1.2. Removing the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 4
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2.7.1.3. Mounting cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 8

2.7.2. Adjusting valve clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 14
2.7.3. Valves and valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 16
2.7.3.1. Removing of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 17
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2.7.3.2. Check and reconditioning of valve disc and valve seat . . . . . 2.7 – 19
2.7.3.3. Valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 20
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2.7.3.4. Valve guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 23

2.7.3.5. Assembling of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 24
2.7.4. Valve rotators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 25
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2.7.4.1. Inlet valve–, exhaust valve rotator . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 25

2.7.5. Injector sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 27
In
2.7.5.1. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 27

2.7.5.2. Extracting injector sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 28
2.7.5.3. Mounting injector sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 29
2.7.6. Indicator cock and Safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 30
2.8. Camshaft and Valve Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 1

2.8.1. Camshaft driving gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 2
2.8.1.1. Crankshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 4
2.8.1.2. Camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 5
2.8.2. Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 9
2.8.2.1. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 9
2.8.2.2. Removing camshaft section and journal . . . . . . . . . . . . . . . . . . 2.8 – 9
2.8.2.3. Mounting camshaft section and journal . . . . . . . . . . . . . . . . . . . 2.8 – 12
2.8.3. Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 14
2.8.3.1. Removing valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 15
2.8.3.2. Inspection of valve lifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 16
2.8.3.3. Mounting valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 17
2.8.4. Actuator drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 18
2.9. Injection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 1

2.9.1. High Pressure (HP) fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 2
xx– 6
Manual
2.9.1.1. Removing HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 3

2.9.1.2. HP fuel pump disassembling . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 4
2.9.1.3. HP fuel pump maintenance and inspection . . . . . . . . . . . . . . . 2.9 – 6
2.9.1.4. Assembling the HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 7
2.9.1.5. HP fuel pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 8
2.9.1.6. HP fuel pump mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 9
2.9.2. Fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 11
2.9.2.1. Removing fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 12
2.9.2.2. Mounting fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 14
2.9.2.3. Renewal sealing set push rod . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 15
2.9.2.4. Inspection of fuel pump push rod . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 17
2.9.2.5. Inspection of fuel pump tappet . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 18
2.9.3. Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 19
2.9.3.1. Fuel injector maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 20
ly
2.9.3.2. Fuel injector removing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 20
2.9.3.3. Fuel injector overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 22
on
2.9.3.4. Fuel injector mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 25
2.9.4. HP fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 26
2.9.4.1. Removing HP fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 26
2.9.4.2. Mounting HP fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 27
e
2.9.5. Testing of fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 28
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3.1. Annex A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 – 1

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3.2. Annex B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2 – 1

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In
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Manual
Wärtsilä 26 Auxpac LIST OF FIGURES
Fig. 0.0 – 1 Engine definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 3

Fig. 0.0 – 2 Example of reading the flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 5
Fig. 0.0 – 3 Designation of main bearings / camshaft bearings . . . . . . . . . . . . . . . . . 0.0 – 6
Fig. 0.2 – 1 Viscosity conversion diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 10
Fig. 0.2 – 2 Viscosity temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 11
Fig. 0.2 – 3 Nomogram for deriving CCAI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 16
Fig. 0.2 – 1 Engine wet sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 26
Fig. 1.0 – 2 Engine cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 6
Fig. 1.0 – 2 Brushless synchronous generator (example) . . . . . . . . . . . . . . . . . . . . . 1.0 – 8
Fig. 1.1 – 1 Fuel filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 3
Fig. 1.1 – 2 Fuel filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 4
Fig. 1.1 – 3 Fuel filter selector valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 5
Fig. 1.1 – 4 Draining the engine fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 6
Fig. 1.2 – 1 General overview oil flow through engine . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 4
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Fig. 1.2 – 2 Oil flow main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 5
Fig. 1.2 – 3 Oil flow connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 6
on
Fig. 1.2 – 4 Gudgeon pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 6
Fig. 1.2 – 5 Oil flow piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 7
Fig. 1.2 – 6 Oil flow gear drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 8
Fig. 1.2 – 7 Oil flow to turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 9
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Fig. 1.2 – 8 Oil flow through camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 10
us
Fig. 1.2 – 9 Oil flow HP fuel pump drive and valve drive . . . . . . . . . . . . . . . . . . . . . . 1.2 – 10
Fig. 1.2 – 10 Oil flow cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 11
Fig. 1.2 – 11 Lubricating oil for actuator drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 11
Fig. 1.2 – 12 Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 12
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Fig. 1.2 – 13 Derrick for free end side mounted pumps . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 13
Fig. 1.2 – 14 Lubricating oil pump, cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 14
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Fig. 1.2 – 15 Lubricating oil pump, cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 15

Fig. 1.2 – 16 Pressure control and safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 16
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Fig. 1.2 – 17 Lubricating oil module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 17

Fig. 1.2 – 18 Lubricating oil unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 18
In
Fig. 1.2 – 19 Thermostatic valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 20

Fig. 1.2 – 20 Oil flow in temperature control valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 21
Fig. 1.2 – 21 Automatic back–flushing filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 22
Fig. 1.2 – 22 Centrifugal filter on engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 26
Fig. 1.2 – 23 Centrifugal filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 27
Fig. 1.2 – 24 Location of lubricating oil sampling valve . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 29
Fig. 1.2 – 25 Crankcase breather and vent pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 30
Fig. 1.3 – 1 Start system diagram ( principle working ) . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 3
Fig. 1.3 – 2 Pneumatic stop system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 4
Fig. 1.3 – 3 Air starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 6
Fig. 1.4 – 1 Interconnection into cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 3
Fig. 1.4 – 2 Location of cooling water thermostatic valves . . . . . . . . . . . . . . . . . . . . . 1.4 – 4
Fig. 1.4 – 3 Inlet and outlet of the charge air cooler and lubricating oil cooler. . . . . 1.4 – 6
Fig. 1.4 – 4 Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 7
Fig. 1.4 – 5 Cooling water venting locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 10
Fig. 1.5 – 1 Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 5
Fig. 1.5 – 2 Cooler stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 6
Fig. 1.5 – 3 Exhaust gas manifold configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 10
Fig. 1.5 – 4 Multiduct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 11
Fig. 1.5 – 5 Sealing multiduct / cylinder head / cylinder block . . . . . . . . . . . . . . . . . . 1.5 – 12
Fig. 1.5 – 6 Gas flow through compensators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 13
xx– 8
Manual
LIST OF FIGURES Wärtsilä 26 Auxpac
Fig. 1.5 – 7 Insulation box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 14

Fig. 1.5 – 8 Compressor cleaning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 17
Fig. 1.5 – 9 Turbine cleaning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 19
Fig. 1.6 – 1 Fuel control mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 5
Fig. 1.6 – 2 Fuel pump rack position transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 6
Fig. 1.6 – 3 Linkage actuator / common control shaft . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 7
Fig. 1.6 – 4 Pre–clearance levers to HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 8
Fig. 1.6 – 5 Stop device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 9
Fig. 1.6 – 6 Stop mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 10
Fig. 1.7 – 1 UNIC–C1 system overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 2
Fig. 1.7 – 2 Local control panel (WIP–10, WIP–20, WCB–10) . . . . . . . . . . . . . . . . . 1.7– 4
Fig. 1.7 – 3 MCM–10 module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 8
Fig. 1.7 – 4 ESM front view with connector numbering . . . . . . . . . . . . . . . . . . . . . . . 1.7– 10
Fig. 1.7 – 5 ESM–10 internal power supply principle . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 11
ly
Fig. 1.7 – 6 Power supply and distribution principle . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 17
Fig. 1.7 – 7 PDM–10 module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 18
on
Fig. 1.6 – 1 Brushless synchronous generator (example) . . . . . . . . . . . . . . . . . . . . . 1.8 – 2
Fig. 1.6 – 2 Air cooled standard general layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 3
Fig. 1.6 – 3 Disassemble (shaft) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 9
Fig. 1.6 – 4 Disassemble (rotor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 9
e
Fig. 1.6 – 5 Shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 10
us
Fig. 1.6 – 6 Removing shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 10

Fig. 1.6 – 7 Free space around generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 11
Fig. 2.3 – 1 Local control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 5
Fig. 2.3 – 2 Start solenoid valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 10
al
Fig. 2.3 – 3 Gradual load increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 14

Fig. 2.3 – 4 Maximum sudden power increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 15
rn
Fig. 2.3 – 5 Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 17

Fig. 2.3 – 6 Running–in diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 20
te
Fig. 2.3 – 7 Load application on a cold generating set . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 22

Fig. 2.3 – 8 4% speed droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 24
In
Fig. 2.3 – 9 Local stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 38

Fig. 2.3 – 10 Manual stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 39
Fig. 2.4 – 1 Diagram pneumatically driven hydraulic pump unit . . . . . . . . . . . . . . . . 2.4 – 75
Fig. 2.4 – 2 Pneumatic driven hydraulic pump unit . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 77
Fig. 2.4 – 3 Cross section hydraulic jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 78
Fig. 2.4 – 4 Hydraulic extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 78
Fig. 2.4 – 5 Graphic relation pressure / force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 79
Fig. 2.4 – 6 H.P. hose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 79
Fig. 2.4 – 7 H.P. quick–release coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 80
Fig. 2.4 – 8 Dust caps H.P. quick–release coupling . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 81
Fig. 2.4 – 9 Hand operated hydraulic pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 81
Fig. 2.4 – 10 Visual checking procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 87
Fig. 2.4 – 11 Torque spanner – multiplier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 89
Fig. 2.4 – 12 Torque spanner – extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 90
Fig. 2.4 – 13 Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 91
Fig. 2.4 – 14 Lubricating oil fixing screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 92
Fig. 2.4 – 15 Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 93
Fig. 2.4 – 16 Thermostat casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 94
Fig. 2.4 – 17 Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 95
Fig. 2.4 – 18 Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 96
Fig. 2.4 – 19 Vibration damper with PTO–shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 97
xx– 9
Manual
Fig. 2.4 – 20 Vibration damper without PTO–shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 98

Fig. 2.4 – 21 Crankshaft gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 99
Fig. 2.4 – 22 Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 100
Fig. 2.4 – 23 Big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 101
Fig. 2.4 – 24 Multiduct connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 102
Fig. 2.4 – 25 Tappet casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 102
Fig. 2.4 – 26 Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 103
Fig. 2.4 – 27 Rocker arm mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 104
Fig. 2.4 – 28 Intermediate gear shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 105
Fig. 2.4 – 29 Camshaft / camshaft gearwheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 106
Fig. 2.4 – 30 Actuator drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 107
Fig. 2.4 – 31 Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 108
Fig. 2.4 – 32 Fuel injector, HP fuel line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 109
ly
Fig. 2.4 – 34 HP fuel pump drive and tappet housing . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 111
Fig. 2.4 – 35 Gear wheel train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 117
on
Fig. 2.4 – 36 Valve stem and valve burn–off area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 121
Fig. 2.4 – 37 Inlet valve and valve seat in cylinder head . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 121
Fig. 2.4 – 38 Exhaust valve and valve seat in cylinder head . . . . . . . . . . . . . . . . . . . . 2.4 – 121
Fig. 2.4 – 39 Driving gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 122
e
Fig. 2.4 – 40 Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 123
us

Fig. 2.4 – 42 Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 125
Fig. 2.4 – 43 fuel pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 125
Fig. 2.4 – 44 Engine components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 126
al
Fig. 2.4 – 45 Main parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 127

Fig. 2.5 – 1 Engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 2
rn
Fig. 2.5 – 2 Position bearing temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 4

Fig. 2.5 – 3 Positioning jack on side stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 5
te
Fig. 2.5 – 4 Lifting tool for main bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 6

Fig. 2.5 – 5 Lifting tool for main bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 7
In
Fig. 2.5 – 6 Bearing shell driver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 8

Fig. 2.5 – 7 Inserting main bearing shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 9
Fig. 2.5 – 8 Driving main bearing shell into position . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 10
Fig. 2.5 – 9 Apply new O–ring with silicon grease . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 11
Fig. 2.5 – 10 Measuring stud elongation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 13
Fig. 2.5 – 11 Crankshaft axial locating bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 16
Fig. 2.5 – 12 Camshaft assembly with bearing bushes . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 19
Fig. 2.5 – 13 Extracting camshaft bearing bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 20
Fig. 2.5 – 14 Extracting camshaft axial bearing bush . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 21
Fig. 2.5 – 15 Holding bearing bushes during mounting . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 23
Fig. 2.5 – 16 Replacing cylinder head stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 24
Fig. 2.5 – 17 Crankcase safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 26
Fig. 2.6 – 1 Taking crankshaft deflection readings . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 3
Fig. 2.6 – 2 Measuring crankshaft axial clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 4
Fig. 2.6 – 3 Connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 5
Fig. 2.6 – 4 Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 6
Fig. 2.6 – 5 Driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 7
Fig. 2.6 – 6 Piston support for big end bearing inspection . . . . . . . . . . . . . . . . . . . . . 2.6 – 8
Fig. 2.6 – 7 Removing anti bore polishing ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 9
Fig. 2.6 – 8 Hydraulic tool for connecting rod studs . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 10
Fig. 2.6 – 9 Lowering big end bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 11
xx– 10
Manual
LIST OF FIGURES Wärtsilä 26 Auxpac
Fig. 2.6 – 10 Lifting driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 12

Fig. 2.6 – 11 Protecting crank pin journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 13
Fig. 2.6 – 12 Extracting driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 14
Fig. 2.6 – 13 Support driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 15
Fig. 2.6 – 14 Removing gudgeon pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 16
Fig. 2.6 – 15 Clockwise rotating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 18
Fig. 2.6 – 16 Counter clockwise rotating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 19
Fig. 2.6 – 17 Application piston ring pliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 20
Fig. 2.6 – 18 Cylinder liner diameter control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 21
Fig. 2.6 – 19 Cylinder liner, mounting / manipulator . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 22
Fig. 2.6 – 20 Lowering driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 23
Fig. 2.6 – 21 Support ring cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 24
Fig. 2.6 – 22 Securing cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 25
Fig. 2.6 – 23 Measuring stud elongation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 28
ly
Fig. 2.6 – 24 Liquid sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 30
Fig. 2.6 – 25 Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 32
on
Fig. 2.7 – 1 Cross section cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 2
Fig. 2.7 – 2 Tilting frame cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 3
Fig. 2.7 – 3 Disconnecting pipes from cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 4
Fig. 2.7 – 4 Cylinder head with 4 jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 5
e
Fig. 2.7 – 5 Lifting cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 6
us
Fig. 2.7 – 6 Securing cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 7

Fig. 2.7 – 7 Cylinder liner cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 7
Fig. 2.7 – 8 Cylinder head build–on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 8
Fig. 2.7 – 9 Stud elongation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 10
al
Fig. 2.7 – 10 Cylinder head with 2 jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 11

Fig. 2.7 – 11 Valve clearance adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 15
rn
Fig. 2.7 – 12 Valves and valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 16

Fig. 2.7 – 13 Valve spring removing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 17
te
Fig. 2.7 – 14 Designation of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 18

Fig. 2.7 – 15 Blueing test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 19
In
Fig. 2.7 – 16 Removing valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 20

Fig. 2.7 – 17 Mounting valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 22
Fig. 2.7 – 18 Extracting valve stem guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 23
Fig. 2.7 – 19 Valve stem guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 24
Fig. 2.7 – 20 Inlet valve rotator / exhaust valve rotator . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 26
Fig. 2.7 – 21 Removing/mounting of valve spring washer . . . . . . . . . . . . . . . . . . . . . . 2.7 – 26
Fig. 2.7 – 22 Grinding of seal cylinder head with injector . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 27
Fig. 2.7 – 23 Extracting injector sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 28
Fig. 2.7 – 24 Mounting new injector sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 29
Fig. 2.7 – 25 Indicator cock / safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 30
Fig. 2.8 – 1 Gearwheel drive camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 2
Fig. 2.8 – 2 Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 3
Fig. 2.8 – 3 Crankshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 4
Fig. 2.8 – 4 Removing camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 6
Fig. 2.8 – 5 Camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 6
Fig. 2.8 – 6 End journal camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 7
Fig. 2.8 – 7 Tappet assembly inlet / exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 9
Fig. 2.8 – 8 Camshaft section and journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 10
Fig. 2.8 – 9 Separating camshaft section from journal . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 10
Fig. 2.8 – 10 Tool for camshaft section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 11
Fig. 2.8 – 11 Sliding out camshaft journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 11
xx– 11
Manual
Fig. 2.8 – 12 Tappet assembly and valve lifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 14

Fig. 2.8 – 13 Valve lifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 15
Fig. 2.8 – 14 Valve lifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 16
Fig. 2.9 – 1 HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 2
Fig. 2.9 – 2 Fuel rack connection to common fuel control rod . . . . . . . . . . . . . . . . . . 2.9 – 3
Fig. 2.9 – 3 Disassembling HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 4
Fig. 2.9 – 4 HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 5
Fig. 2.9 – 5 Removing barrel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 6
Fig. 2.9 – 6 HP fuel pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 9
Fig. 2.9 – 7 Fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 10
Fig. 2.9 – 10 Lifting fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 13
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Fig. 2.9 – 12 Mounting push rod seal set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 16
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Fig. 2.9 – 13 Depth gauge for push rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 17
Fig. 2.9 – 14 Assembling tool fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 18
Fig. 2.9 – 15 Cylinder head with injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 19
Fig. 2.9 – 16 Fuel injector in cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 20
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Fig. 2.9 – 17 Extracting fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 21
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Fig. 2.9 – 19 Tools for loosening / tightening sleeve nut . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 23
Fig. 2.9 – 20 Separating injector tip from sleeve nut . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 23
Fig. 2.9 – 21 HP fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 26
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Fig. 2.9 – 22 Testing device fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 28

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xx– 12
Manual
General Wärtsilä 26 Auxpac
0.0. General
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0.0 – 1
Manual
Wärtsilä 26 Auxpac
General
0.0.1. Introduction
The purpose of this manual is to give the user a guide for operation and
maintenance of the engine. This manual has been prepared using the
manufacturer’s best knowledge and experience. The manual is part of
the documentation supplied with the engine.
Basic general knowledge has not been entered. Consequently, it is
assumed that the engine operation and maintenance staff is well
informed of the care of diesel engines.
It is imaginable that, before starting or during performing particular
jobs, you have questions to which the manual gives no answer. In this
case do not take any unnecessary risks and contact the Service
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department of Wärtsilä Corporation or your local Wärtsilä Service
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Office.
Wärtsilä Corporation reserves the right to minor alterations and
improvements due to engine development without the obligation to
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enter the corresponding changes in this manual.
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The operation and/or maintenance work described in this manual must

only be carried out by trained technicians specialised in diesel engines.
Make sure, everyone who works with the engine has this manual
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available and understands the contents.

Ensure, all equipment and tools for maintenance are in good order.
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Use only genuine parts to ensure the best efficiency, reliability and life
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time of the engine and its components.

Modifications as to the settings may only be made after written approval
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from Wärtsilä Corporation. Altering settings may effect the warranty.

During the warranty period of the engine the owner is obliged to follow
strictly the instructions for operation and maintenance outlined in this
manual.
The customer will be solely responsible in the following cases, among
other things:
– For failure caused by neglecting to consult the engine
documentation, resulting in malfunction of the engine, short life
time of components, personal injury or damage to property or
environment.
– For wrong treatment or mal operation, also when the circumstances
are not described in the engine documentation.
– For any consequence resulting from incorrect translation or
interpretation of the original engine documentation supplied with
the engine.
0.0 – 2
Manual
0.0.2. Terminology
The most important terms used in this manual are defined as

follows, see also Fig 00−1:
Operating side. The longitudinal side of the engine where the
operating devices are located (start and stop, instrument panel,
actuator).
Rear side. The longitudinal side of the engine opposite the operating
side.
Driving end. The end of the engine where the flywheel is located.
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Free end. The end opposite the driving end.
Designation of cylinders. According to ISO 1204 and DIN 6265
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the designation of cylinders begins at the driving end. , see figure below.
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RELATED TO
ISO 1204
Fig. 0.0 – 1 Engine definitions
0.0 – 3
Manual
General
Top dead centre (TDC)

The top turning point of the piston in the cylinder. TDC for every
cylinder is marked on the gradation of the flywheel.
In a complete diesel process on a four cycle engine the piston reaches
TDC twice:
TDC at scavenging
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 partly open and scavenging takes place.
If the crankshaft is turned back and forth in this TDC area, both
exhaust and inlet valves tend to open, a fact that indicates the piston is
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near top position which is called TDC at scavenging.
TDC at firing
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The second time is at the end of the compression stroke and before the
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working stroke starts. Slightly before this TDC the fuel injection takes
place and this TDC can therefore be defined as TDC at firing. In this
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case, all valves are closed and do not move if the crankshaft is turned.
The roller of the fuel pump tappet is on the lifting side of the fuel cam.
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Bottom dead centre (BDC)

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The bottom turning point of the piston in the cylinder.

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0.0 – 4
Manual
Marks on the flywheel

The circumference of the flywheel is divided into sections of 5°, starting
at TDC of cylinder 1. TDC for every following cylinder is individually
indicated. Where two TDC’s are indicated at the same mark, one
cylinder is in TDC at firing and the other in TDC at scavenging. See also
the firing order in chapter 1.0.
The indicator (1) is provided with a scale per degree, starting at 5°
before TDC till 5° after TDC.
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Fig. 0.0 – 2 Example of reading the flywheel
0.0 – 5
Manual
General
Designation of bearings
Main bearings
The crankshaft locating bearing is No. 0, the first standard main
bearing is No. 1, the second No. 2 etc. The crankshaft locating bearing
outer ring close to the flywheel is marked with 00 and the inner ring
with 0.
Camshaft bearing
Camshaft bearings are designated in the same sequence as the main
bearings.
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Intermediate gear wheel bearings
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Bearings located at flywheel side are designated 00 and the inner
bearings 0.
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7 6 5 4 3 2 1 0
Fig. 0.0 – 3 Designation of main bearings / camshaft bearings
0.0 – 6
Manual
0.0.3. General rules
Read the corresponding item carefully in this Manual and safety

information in Operator s manual before any steps are taken.
Keep an engine log book for every generating set.
Observe the utmost cleanliness and order at all maintenance work.
Before dismantling, check that all systems concerned are

drained or the pressure released. After dismantling, immediately
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cover holes for lubricating oil, fuel oil and air with tape,
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plugs, clean cloth or the like.
When replacing a worn−out or damaged part provided with an

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identification mark stating cylinder or bearing number, mark the new part
with the same number on the same spot. Every exchange should be
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entered in the engine log and the reason should be clearly stated.
After reassembling, check that all screws and nuts are

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tightened and locked, if necessary.

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0.0 – 7
Manual
General
–o–o–o–o–o–
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0.0 – 8
Manual
0.1. Risk Reduction
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0.1 – 1
Manual
General
0.1.1. General
Read the instruction manual including this section before installing,
operating or servicing the engine and/or related equipment.
Failure to follow the instructions can cause personal injury, loss of life
and/orproperty damage.
Proper personal safety equipment include proper work clothing, e.g.

overalls, gloves, hard hat, safety glasses and ear protection must be used
in all circumstances.
Missing, imperfect or defective safety equipment might cause serious
personal injury or loss of life.
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This section contains listed general identified hazards, hazardous
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situations or events, which are to be noticed during normal operation
and maintenance work.
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0.1 – 2
Manual
Identified hazard, hazardous Chapter of engine manual

situation
it ti or eventt
2.3 2.4 2.5 2.6 2.7 2.8 2.9 1.1 1.2 1.3 1.4 1.5 1.6 1.7
Dropping parts during maintenance work x x x x x x x x x x x x x
Turning device engaged during maintenance x x x x x x x

work
Crankcase safety expl.valves will open if x x x

crankcase explosion
Noise level x x x x x x x x x x x x x x
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Running engine without covers
In case of major failure, risk of ejected parts

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

work if power not disconnected
x x x x x
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Electrical hazard if grounding of electrical

equipment incorrect
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Ejection of components / high pressure gas x x x x x x x

due to firing pressures
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Risk of ejected parts due to break down of x x

turbocharger
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Overspeed or explosion due to air−gas x x x

mixture in the charge air
Ejection of fuel injector if not fastened and x x x

turning device engaged.
Fire or explosion due to leakage on fuel / gas x x x x x x

line or lube oil system
Inhalation of exhaust gases due to leakage x x
Inhalation of exhaust gas dust x x x x x
Explosion of fire if flammable gas or vapor is x x

leakinginto the insulation box
Touching of moving parts x x x x x x x x x x x x x
High pressure hoses, risk of oil spray x x x x x x x x x x x x
0.1 – 3
Manual
General
0.1.2. General identified hazards, hazardous

situations or events
0.1.2.1. Hazards that may be due to moving
parts
Running engine without covers, coming in contact with moving
parts
Touching pump parts during unintentional start of el. driven pump
motor
Charger starts to rotate due to draft if not locked during
maintenance
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Somebody sticks his hand into the compressor housing when the
silencer is removed and engine running
on
Unexpected movement of valve or fuel rack(s) due to broken wire or
soft / hardware failure in the control system
Unexpected movement of components
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Turning device engaged during maintenance work,
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Turning device not engaged e.g. Turning device removed for

overhaul, during maintenance work could cause rotating crankshaft
Mechanical breakage (of e.g. speed sensor) due to erratic actuator
assembly to engine or electrical connections.
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0.1.2.2. Hazards that may be due to incorrect

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operating conditions
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Overspeed or explosion due to air−gas mixture in the charge air

Overspeeding due to air−oil mist mixture in the charge air
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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.
0.1.2.3. Hazards that may be due to incorrect

operating conditions
Fuel or gas pipe will burst and spray fuel / gas
Leakage of:
– 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,
0.1 – 4
Manual
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,
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– high pressure fluid due to breakdown of hydraulic tool,
– high firing pressures,
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– gas due to high firing pressures,
– pressurised gases from high pressure gas system
– high pressure fluid due to breakdown of HP sealing oil pipe,
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– high pressure air during maintenance of oil mist detector main
air supply piping,
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– cooling water or fuel/lube oil if sensor is loosened while the

circuit is pressurised,
– springs during maintenance work,
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Oil spray if running without covers,

Ejection of fuel injector if not fastened and
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– turning device engaged and turned,

– engine turning due to closed generator breaker/coupling.
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0.1.2.4. Hazards that may be due to electricity

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or incorrect connections of electricity

Fire or sparks due to damage or short circuit in electrical
equipment,
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,
0.1 – 5
Manual
General
− 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.
0.1.2.5. Other hazards and hazardous

situations where it’s especially important
to use personal safety equipment
Slip, trip and fall,

Water additives and treatment products (see appendix 02A, section
[02A.4]),
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Touching the insulation box, turbo−charger, pipes exhaust manifold
or (other) unprotected parts without protection during engine
operation,
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Dropping parts during maintenance work,
Starting maintenance work too early i.e. causing risk when handling
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hot components,
Neglecting use of cranes and/or lifting tools,
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Not using proper tools during e.g. maintenance work,

Contact with fuel oil or oily parts during maintenance work (see
appendix [02A]),
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Noise level,
Touching or removing Turbocharger insulation,
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Preloaded fixation springs during check / replacement of sensor.

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0.1 – 6
Manual
0.1.3. Electro Static Discharge (ESD)

Note! ESD, the invisible threat!
The components of modern printed circuit boards are sensitive to
electrostatic discharge (ESD). Damages due to electrostatic discharge
can cause immediate failures of a printed circuit board, or can cause a
problem since the components start deteriorating. Pay always attention
to ESD protection, just because the ESD damage is usually invisible.
Handle printed circuit boards, EPROMs and SRAM always carefully.
The static electricity is generally created when two materials are rubbed
against each other. This causes unbalanced electricity in the objects (or
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persons) and they become charged with a static electricity. On the other
hand, conducting materials in the environment usually have a balanced
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electrical situation. A discharge current is created when a charged
person touches a conducting object. Even when you move around you
are continuously charged and discharged, but normally that causes no
damage. Those discharge currents, however, easily damage the thin
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layers in integrated circuits.
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The following precautions can widely reduce the risk of failures and
malfunctions due to ESD:
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Always keep the board in its protection bag/box during

transportation and storage. Remove it from the bag just shortly
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before the installation.

Make sure your body always has the same potential as the table
frame, the board, the rail, or the junction box where you are going
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to install the printed circuit board. This can be done with the help
of a special ground−terminal with wristband, but also by simply
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touching the object with one hand and inserting the printed circuit
board with the other hand.
Avoid touching the connector pins!
Use the protective bag under and between the boards while placing
them on a table.
Do not pass the board straight into the hands of another person
except if is in a protective bag. It is also possible to place the board
on a non−conducting table and let the other person pick it up from
there.
Clear the installation site from all the construction or the package
material before the installation. Keep the environment tidy.
Before inserting the board into its frame or enclosure, check the
frame or the enclosure is clean. Check the connector pins are clean
and straight so that the board can be easily inserted into its frame.
Do not place the board on a conducting surface such as a metallic
table. If the board has been placed on a conducting table, place one
hand on the table and lift the board with the other one.
Handle damaged boards as functional ones, because the damage
grade is usually unknown.
0.1 – 7
Manual
General
0.1.4. Welding precautions
Introduction
This is an instruction concerning the treatment and the protection of
the engine mounted electrical equipment when an arc welding is
performed in the vicinity. Before start welding, it is important to read
welding safety instructions and that the welder is instructed on its safe
use by a qualified teacher or welder.
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Hazards and precautions:
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Electrical shock can kill
− Insulate welder from workpiece and ground using dry insulation:
rubber mat or dry wood.
− Wear dry, hole−free gloves. (Change as necessary to keep dry.)
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− Do not touch electrically ˆhot˜ parts or electrode with bare skin
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or wet clothing.
− If wet area and welder cannot be insulated from workpiece with
dry insulation, use a semiautomatic, constant−voltage welder or
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stick welder with voltage reducing device.

−Keep electrode holder and cable insulation in good condition. Do
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not use if insulation is damaged or missing.

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Fumes and gases can be dangerous

− Use ventilation or exhaust to keep air breathing zone clear,
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comfortable.
− Use helmet and positioning of head to minimize fume in breathing
zone.
− Read warnings on electrode container and material safety data
sheet (MSDS) for electrode.
− Provide additional ventilation/exhaust where special ventilation
requirements exist.
− Use special care when welding in a confined area.
− Do not weld unless ventilation is adequate.
Welding sparks can cause fire or explosion

− Do not weld on containers which have held combustible materials.
Check before welding.
− Remove flammable materials from welding area or shield from
sparks, heat.
− Keep a fire watch in area during and after welding.
− Keep a fire extinguisher in the welding area.
− Wear fire retardant clothing and hat. Use earplugs when welding
overhead.
0.1 – 8
Manual
Arc rays can burn eyes and skin

− Select a filter lens which is comfortable for you while welding.
− Always use helmet when welding.
− Provide non−flammable shielding to protect others.
− Wear clothing which protects skin while welding
Confined space
− Carefully evaluate adequacy of ventilation especially where
electrode requires special ventilation or where gas may displace
breathing air.
− If basic electric shock precautions cannot be followed to insulate
welder from work and electrode, use semiautomatic, constant
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voltage equipment with cold electrode or stick welder with voltage
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reducing device.
− Provide welder helper and method of welder retrieval from
outside enclosure.
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General work area hazards
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− Keep cables, materials, tools neatly organized.

− Connect work cable as close as possible to area where welding is
being performed. Do not allow alternate circuits through scaffold
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cables, hoist chains, or ground leads.

− Use only double insulated or properly grounded equipment.
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− Always disconnect power to equipment before servicing.

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Gas cylinders
− Never touch cylinder with the electrode.
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− Keep cylinder upright and chained to support.
Main principles
Prevent uncontrolled current loops while welding
The 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 highest 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 must always
be as short as possible and without any electronic component in the
return loop path. Pay attention to the connectivity of the return
connection clamp, a bad contact might also cause sparkles and
radiations.
Radiations prevention
The welding current and the arc are emitting a wide spectrum of
0.1 – 9
Manual
General
electromagnetic radiations. Those might cause damages on sensitive

electronic equipment; in order to avoid those damages all cabinets
and terminal boxes must be kept closed while welding. Sensitive
equipment can also be protected by means of shieldings with
conductive metal plates, avoid also the welding apparatus cables go
in parallel with wires and cables of the control system since the high
welding currents are going to easily induce secondary currents in
conductive materials.
Damages prevention due to sparkles

Sparkles are commonly flying around from the welding arc. Few
materials withstand the heat from these sparkles, therefore all
cabinets and terminal boxes should be kept closed during the
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welding. Sensors, actuators, cables and additional equipments on
the engine must be properly protected. Sparkles can also be a
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problem after they have cooled down, i.e. while causing short
circuits, sealing problems etc.
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If it is convenient, disconnect all global signals like power supply,
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data communication etc.
Precaution checklists
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Basic ECU (Despemes/Spemos) checklist

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The following precautions must be paid attention to before welding

in the vicinity of a basic ECU system:
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− close the cover of the cabinet;

− deactive the system by disconnecting all external connectors
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(X1...X4);
− if convenient, protect cables, sensors and other equipment from
sparkles with a proper metal sheet.
WECS 2000 checklist

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);
WECS 3000 checklist

in the vicinity of a WECS 3000 control system:
(X1...X5);
0.1 – 10
Manual
− do not connect the welding apparatus return line to the

aluminium 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;
sparkles with proper metal sheet.
WECS 7000/8000 checklist

in the vicinity of a WECS 7000 or 8000 control system:
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(X1...X6);
− if the welding point is close to (approximately within a radius of
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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
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connectors of the unit and close cover again;
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− 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
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equipment from sparkles with a proper metal sheet.

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UNIC Precautions checklist

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in the vicinity of a UNIC control system:
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− deactivate the system by disconnecting all external connectors

from the PDM−10 or PDM−20 (X11, X12) and from the external
interface connectors (XM#);
− if the welding point is close to (approximately within a radius of
2 m) an electronic module (IOM−10, MCM−10, CCM−20 etc.)
disconnect all connectors of the unit;
− close the covers of the cabinet and all the distributed units.
0.1.5. Environmental Hazards

0.1.5.1. General
Fuel oils, lubricating oils and cooling water additives are
environmentally 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.
0.1 – 11
Manual
General
0.1.5.2. Fuel oils

Prolonged or repetitive contact with the skin may cause irritation and
increase the risk of skin cancer (polyaromatic hydrocarbons, etc.).
Fumes, like hydrogen sulphide or light hydrocarbons, that are irritating
for eyes and respiratory organs may be released during
loading/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.
Handling
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− Isolate from ignition sources, like sparks from static electricity for
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example.
− Avoid breathing evaporated fumes (may contain hydrogen
sulphide, etc.) during pumping and opening of storage tanks for
example. Use gas mask if necessary.
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− The handling and storage temperatures must not exceed the flash
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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
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ground.
− Methane may during long−term storage be formed in tanks, due
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to bacterial activities. Risk of explosions during unloading or

storage tank opening for example.
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− 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
In
disposed of according to directives issued by the local or national

environmental authorities. Collection, regeneration and burning
should be handled by authorized disposal plants.
Personal protection equipment

− Respiratory organs protection: Oil mist: Use respirator,
combined particle and gas filter. Evaporated fumes (hydrogen
sulphide, 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.
First aid measures

− Inhalation of fumes: Move victim to fresh air, keep warm and
lying still. Give oxygen or mouth to mouth resuscitation as
0.1 – 12
Manual
needed. Seek medical advice after significant exposures.

Inhalation 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.
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Note! Complete safety data sheets for the specific products used at your
installation should be available from the fuel oil delivering company.
0.1.5.3. Natural gas

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Natural gas is non−toxic and will not harm anyone breathing in the low
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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
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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
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exhaust system.
If a gas explosion occurs, it is important to protect people, equipment
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and environment from damages. Damages are caused by shock wave

and burning effect of the expanding and partly burning gases. Damages
In
can be avoided by preventing pressure build up in equipment and

guiding the released pressure to an open area.
0.1.5.4. Lubricating oils

Fresh lubricating oils normally present no particular toxic hazard, but
all lubricants should always be handled with great care. Used
lubricating 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.
Handling
− Ensure adequate ventilation if there is a risk of release of vapours,
mists or aerosols. Do not breathe vapours, fumes or mist.
− Keep away from flammable materials and oxidants.
− Keep away from food and drinks. Do not eat, drink or smoke while
handling.
0.1 – 13
Manual
General
− Use only containers, piping, etc. which are resistant to

hydrocarbons. 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.
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− Hand protection: Impermeable and hydrocarbon resistant
gloves (nitrile rubber for example).
− Eye protection: Wear goggles if splash risk exists.
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− Skin and body protection: Wear facial screen and covering
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clothing as required. Use safety footwear when handling barrels.

Wear protecting clothes if hot product is handled.
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First aid measures

− Inhalation of fumes: Move victim to fresh air, keep warm and
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lying still.
− Skin contact: Wash immediately with plenty of water and soap
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or cleaning agent. Do not use solvents (the oil is spread and may
be absorbed into the skin). Remove contaminated clothing. Seek
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− 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.
installation should be available from the lubricating oil
manufacturer or your local dealer.
0.1.5.5. Cooling water additives, nitrite based

The products are toxic if swallowed. Concentrated product may cause
serious toxic symptoms, pain giddiness and headache. Significant
intake results in greyish/blue discoloration of the skin and mucus
membranes and a decreasing blood pressure. Skin and eye contact of the
0.1 – 14
Manual
undiluted product can produce intense irritation. Diluted solutions may

be moderately irritating.
Handling
− Avoid contact with skin and eyes.
− Keep away from food and drinks. Do not eat, drink or smoke while
handling.
− Keep in well ventilated place with access to safety shower and eye
shower. Soak liquid spills in absorbent material and collect solids
in a container. Wash floor with water as spillage may be slippery.
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Contact appropriate authorities in case of bigger spills.
− Bulk material can be land dumped at an appropriate site in
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accordance with local regulations.
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− Respiratory protection: Not normally required. Avoid
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exposure to product mists.

− Hands protection: Rubber gloves should be worn (PVC or
natural rubber for example).
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− Eye protection: Eye goggles should be worn.

− Skin and body protection: Use protective clothing and take
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care to minimize splashing. Use safety footwear when handling

barrels.
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In
First aid measures

− Inhalation: In the event of over exposure to spray mists move
victim to fresh air, keep warm and lying still. If effects persists,
seek medical advice.
− Skin contact: Wash immediately with plenty of water and soap.
Remove contaminated clothing. If irritation persists, seek
medical advice.
− Eye contact: Rinse immediately with plenty of clean water and
seek medical advice. If possible, keep rinsing until eye specialist
has been reached.
− Ingestion: Rinse mouth with water. Drink milk, fruit juice or
water. Do not induce vomiting without medical advice.
Immediately seek medical advice. Do not give anything to drink
to an unconscious person.
installation should be available from the cooling water additive
manufacturer or local representative.
0.1 – 15
Manual
General
0.1.5.6. Fly ashes and exhaust gas dust

contaminated components
When handling the fly ashes, exhaust gas dusts and when working
inside the exhaust gas system or when handling any component
contaminated with exhaust gas dust, at least the following minimum
precautions and safety procedures must be applied:
Note! Inhaling, eye contacts, skin contacts and swallowing of fly ashes
and dusts must be avoided.
Employees must be required to study the safety instructions before they
start to overhaul the exhaust gas system or engine components that
have been in contact with exhaust gases.
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Note! Spreading and spillage of the fly ashes and dusts to the
environment must be avoided.
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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
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handling as well as during normal operation of the system, dust
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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
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according to the local regulations and legislation.

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− Respiratory organs protection: Toxi particles: Use P3 filter
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respirator or for work inside the SCR or other places in the exhaust
gas system, where the dust concentration is high, a respiration mask
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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.
First aid measures

− Inhalation of ashes: Move victim to fresh air, keep warm and
lying still. Give oxygen or mouth to mouth resuscitation as
needed. Seek medical advice after significant exposures.
− Skin contact: Hot ash on the skin should be cooled immediately
with plenty of cold water. Wash immediately with plenty of water
and soap. Do not use solvents, the ash is spread and may be
0.1 – 16
Manual
absorbed into the skin. Remove contaminated clothing. Seek

− 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.
0.1.5.7. Lead in bearings

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

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Handling instructions − normal sealing applications

In normal sealing applications the use of fluoride rubber products does
not cause any health hazards. The handling of products, e.g. installation
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and service, can be made without any risk provided that normal
industrial hygiene is applied.
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Handling instructions in case of overheated seats and valve

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blow−by
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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.
Use of fluoride rubber products at temperature above 275

°C (527 °F)
Fluoride rubber can be used in most applications (up to 275 °C) without
any substantial degradation or health hazard. Use of or test of fluoride
rubber at temperatures above 275 °C must be avoided. If the material,
in spite of above recommendations, is exposed to higher temperatures,
or in case of an accident, there is a risk that the temperature will rise
out of control.
0.1 – 17
Manual
General
Special conditions
Grinding dust: Dust and particles which originates from grinding
or abrasion (wear) of fluoride rubber can cause the formation of toxic
degradation products when burned (incinerated). Smoking must
therefore be prohibited in areas where there is fluoride rubber dust
and particles present.
Fire: In case of a fire, burning fluoride rubber can cause the
formation of toxic and corrosive degradation products (e.g.
hydrofluoric acid, carbonyl 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.
Decontamination: Operators handling the remains of burnt
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fluoride rubber must wear impenetrable acid−proof gloves to
protect the skin from the high corrosive remains of burnt fluoride
on
rubber. Appropriate glove materials are neoprene or PVC. All liquid
state remains must be considered to be extremely corrosive.
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− Hand protection: impenetrable acidproof gloves (neoprene or

PVC).
− Inhalation protection: breathing mask.
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First aid measures

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− Inhaling: Move the patient from the danger zone. Make sure that
he blows his nose. Consult medical personnel.
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− Eye contact: Rinse immediately with water. Contact medical

personnel.
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− Skin contact: Rinse immediately with water, put a 2%−solution

of calcium gluconate gel on the exposed skin. If calcium
gluconategel is not available, continue to rinse with water.
Contact medical personnel.
0.1 – 18
Manual
0.2. Fuel, lubricating oil, cooling water
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0.2 – 1
Manual
General
0.2.1. General
Selection of the most economical fuel for diesel engines depends on

several variables such as engine requirements, operating conditions,
fuel quality, availability, and costs. Engines vary widely in the grade of
fuel required for satisfactory operations. In general high speed engines
require a more refined fuel than low speed types.
High cetane number light distillate fuels are more expensive than low
cetane heavier−type fuels. For any class of fuel, careful control of
uniformity generally carries a price premium because of the operating
limitations imposed on the refiner.
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Engine operation under some fuels, resulting in excessive maintenance,
is obviously uneconomical regardless of fuel cost. The engine
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manufacturer’s recommendation is the logical starting point for
selecting the fuel of an engine. These recommendations may
subsequently be tempered to obtain additional economies in view of
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experience and the local fuel situation. Such steps, however, should be
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taken carefully.
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0.2.1.1. HFO engines running on distillate

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fuels*
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Note! (*) This section must be taken into account only for HFO engines.
The engine is designed for continuous operation on heavy fuel. For limited
periods it is possible to operate the engine on distillate fuel without
modification. Engines designed for continuous or prolonged operation on
distillate fuels corresponding to ISO 8217 :1996(E), ISO−F−DMA &
DMB are adapted to such fuel features and consequentely require no
modification.
For continuous operation on distillate fuel corresponding to ISO 8217:
1996, F−DMC, no specific modifications are needed on the engine. See
also section 0.2.2.3.
Engines can be started and stopped on heavy fuel oil by providing the engine
and the fuel system are preheated to operating temperature.
It is only recommended to change over from HFO to distillate fuel
operation when it is necessary to fill or flush the fuel oil system.
0.2 – 2
Manual
0.2.2. Fuel
0.2.2.1. Residual fuel oil quality*

The fuel specification HFO 2" is based on the ISO 8217 :1966 (E)
standard and covers the fuel categories ISO−F−RMA10 − RMK55.
Additionally the engine manufacturer has specified an alternative fuel
HFO 1" with a tighter specification. By using a fuel meeting this
specification longer overhaul intervals of the specific engine
components are reached.
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Note! The residual fuels are further in this manual indicated as Heavy Fuel
Oil (HFO).
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Property Unit Limit Limit Test method
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HFO 1 HFO 2 reference

Viscosity at: 100°C cSt max. 55 55 ISO 3104
Density
y at: 15°C kg/m3 max. 991 991 ISO 3675 or
al
kg/m3 max. 10101) 10101) ISO 12185

CCAI 2)4) max. 8502) 8702) ISO 8217
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Water % volume max. 0.5 0.5 ISO 3733

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Water before engine % volume max. 0.3 0.3 ISO 3733

ISO 8754 or
Sulphur 5) % mass max. 1.5 4.5
In
ISO 14596
Ash % mass max. 0.05 0.15 ISO 6245
ISO 14597 or
Vanadium 3) mg/kg max. 100 6003) IP 501 or
IP 470
Sodium 3)4) mg/kg max. 50 503) ISO 10478
Sodium before engine 4) mg/kg max. 30 30 ISO 10478
Aluminium + Silicon mg/kg max. 30 80 ISO 10478
Aluminium + Silicon before mg/kg max. 15 15 ISO 10478 or
engine 4) IP 501 or
IP 470
Conradson Carbon residue % mass max. 15 22 ISO 10370
Asphaltenes 4) % mass max. 8 14 ASTM D 3279
Flash point (PMCC) °C min. 60 60 ISO 2719
Pour point °C max. 30 30 ISO 3016
Total sediment, potential % mass max. 0.10 0.10 ISO 10307−2
0.2 – 3
Manual
General
Bunker quality
The residual fuel oil quality as bunkered must be within the following
specification:
1)Maximum of 1010 kg/m3 at 15°C, by providing the fuel treatment

system can remove water and solids.
2) Straight run residues show CCAI values in the 770 to 840 range and are
very good ignitors. Cracked residues delivered as bunkers may vary from
840 to − in exceptional cases − above 900 CCAI. Most bunkers remain in
the max. 850 to 870 range at the moment.
3) Sodium contributes to hot corrosion on exhaust valves when combined
with high sulphur and vanadium contents. Sodium also strongly
ly
contributes to fouling of the exhaust gas turbine blading at high loads.
The aggressiveness of the fuel depends on its proportions of sodium and
on
vanadium, but also on the total amount of ash. Hot corrosion and
deposit formation are, however, also influenced by other ash
constituents. It is therefore difficoult to set strict limits only based on
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the sodium and vanadium content of the fuel. Also a fuel with lower
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sodium and vanadium contents than that specified above can cause hot
corrosion on engine components.
4) Additional properties specified by the engine manufacturer which are
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not included in the ISO specification or differ fromthe ISO specification.

5)A sulphur limit of 1.5 % m/m will apply in SOx emission controlled
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areas designated by International Maritime Organization.

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Lubricating oil, foreign substances or chemical waste, hazardous to the

safety of the installation or detrimental to the performance of engines,
In
should not be contained in the fuel.
The limits above concerning the HFO 2" also correspond to the
demands of:
− BS MA 100: 1996, RMH55 and RMK 55
− CIMAC 1990, Class H55 and K55
− ISO 8217 :1996(E), ISO−F−RMH 55 & RMK 55
Note! For fuel oil quality before engine see section 0.2.2.4.
0.2 – 4
Manual
0.2.2.2. Crude oil quality*

Bunker quality
The crude oil quality as bunkered must be within the following
specification:
Property Unit Limit Test method refer-

ence
Viscosity before inj. pumps cSt min. 2.0
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Viscosity before inj. pumps cSt max. 24.0
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Viscosity at: 100°C cSt max. 55 ISO 3104
Viscosity at: 50°C cSt max. 700 ISO 3104
Viscosity at: 100°F Redwood No. 1 sec. max. 7200 ISO 3104
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Density at: 15°C kg/m3 max. 991 ISO 3675 or 12185
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1010.01)
CCAI max. 870 ISO 8217
Sulphur % mass max. 5.0 ISO 8754
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Ash % mass max. 0.05 ISO 6245

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Vanadium mg/kg max. 300 ISO 14597

Sodium mg/kg max. 50 ISO 10478
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Aluminium + Silicon mg/kg max. 30 ISO 10478

Conradson Carbon residue % mass max. 22 ISO 10730
In
Asphaltenes % mass max. 14 ASTM D 3279

Reid vapour pres. at 37.8°C kPa max. 65 ASTM D 323
Pour point °C max. 30 ISO 3016
Total sediment, potential % mass max. 0.10 ISO 10307−2
Hydrogen sulphide mg/kg max. 5.0 IP 399
1)Maximum of 1010 kg/m3 at 15°C, by providing the fuel treatment

system can remove water and solids.

safety of the installation or detrimental to the performance of engines,
should not be contained in the fuel.
Note! For fuel oil quality before engine see section 0.2.2.4.
0.2 – 5
Manual
General
0.2.2.3. Distillate fuel oil quality
Distillate fuels
The fuel specification is based on the ISO 8217:1996 (E) standard and
covers the fuel categories ISO−F−DMX, DMA. DMB and DMC.
The distillate grades mentioned above can be described as follows:
− DMX is a fuel which is suitable for use at ambient temperatures
down to −15°C without heating the fuel. In merchant marine
applications, its use is restricted to lifeboat engines and certain
emergency equipment due to reduced flash point. This type of fuel
is not further specified in this chapter.
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Note! No W38B engines is supposed to run for any period on DMX fuels.
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− DMA is a high quality distillate, generally designed as MGO (Marine
Gas Oil) in the marine field.
− DMB is a general purpose fuel which may contain trace amounts of
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residual fuel and is intended for engines not specifically designed to
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burn residual fuels. It is generally designed as MDO (Marine Diesel

Oil) in the marine field.
− DMC is a fuel which can contain a significant proportion of residual
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fuel. Consequently it is unsuitable for installations where engine or

fuel treatment plants is not designed for the use of residual fuels.
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Note! The distillate fuels are further in this manual indicated as Light Fuel
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Oil (LFO).
In
0.2 – 6
Manual
Bunker quality
The distillate fuel oil quality as bunkered must be in the following
specification based on ISO 8217: 1996(E) ISO−F−DMA, DMB and DMC:
Property Unit DMA DMB DMC1) Test meth. ref.

Viscosity before injection cSt min 2.0 2.0 2.0 ISO 3104
pump 2)
Viscosity at 40°C cSt max 6.0 11.0 14.0 ISO 3104
Viscosity before injection cSt max 24.0 24.0 24.0 ISO 3104
pump 2)
Density at 15°C kg/m3 max 890 900 920 ISO 3675 or
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12185
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Cetane number min. 40 35 − ISO 5165 or 4264
Water % vol. max − 0.3 0.3 ISO 3733
Sulphur % mass max 1.5 2.0 2.0 ISO 8574
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Ash % mass max 0.01 0.01 0.05 ISO 6245
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Vanadium mg/kg max − − 100 ISO 14597

Sodium before engine mg/kg max − − 30 ISO 10478
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Aluminium + Silicon mg/kg max − − 25 ISO 10478

Aluminium + Silicon before mg/kg max − − 15 ISO 10478
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engine
Carbon residue (10% vol % mass max 0.3 − − ISO 10370
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dist. bottoms, micro method)

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Carbon residue (micro % mass max − 0.3 2.5 ISO 10370

method)
Flash point (PMCC) 2) °C min. 60 60 60 ISO 2719
Pour point °C max −6 / 0 6/0 6/0 ISO 3016
Sediment % mass max − 0.07 − ISO 3735
Total sediment potential % mass max − − 0.10 ISO 10307−1
1) The use of ISO−F−DMC category fuel is allowed provided that the

fuel treatment system is equipped with a fuel centrifuge.

installation or detrimental to the performance of the engines, should
not be contained in the fuel.
Some distillate fuel oils may contain wax particles which solidify at
temperatures below 50 oC and may clog the fuel filter. It is advised to
0.2 – 7
Manual
General
install a heater in the supply line to the fuel filter. In case of a clogged
filter the heater can be switched on to overcome the problem.
Note! For fuel oil quality before engine, in detail, see section 0.2.2.4.
Note! For fuel oils out of the specifications as stated in this paragraph,
contact Wärtsilä Corporation.
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0.2 – 8
Manual
0.2.2.4. Fuel oil quality before engine
Requirement before engine

All fuel oil supplied to the engine must be properly conditioned and fulfil
the following requirements:
Property Unit Value
Fuel condition before injection pumps:

For pressure, temperature (LFO / HFO) and viscosity
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(LFO / HFO) see section 1.0.3.
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The HFO must be purified in an efficient centrifuge
system. Furthermore, the fuel should pass through an
automatic filter before entering the engine.
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Automatic backflush filter; fineness 90% / abs. [µm] 10 / 25
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Safety filter; fineness 90% / abs. [µm] 25 / 37

Water / volume 1) % max. 0.3
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Sodium 1) mg/kg max. 30

Aluminium + Silicon 1) mg/kg max. 15
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Quantity of clean leak fuel (at 100% load) % 2) ca. 0.4

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Fuel flow / fuel consumption ratio (at 100% load) min. 4 : 1

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2) % of Specific Fuel Oil Consumption
0.2 – 9
Manual
General
0.2.2.5. Fuel conditioning
World wide different viscosity units are used. Fig. 0.2 – 1 shows a
diagram to convert the viscosity from one unit to another.
The unit [mm2/s] is equal to [cSt].
[mm2/s]
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Fig. 0.2 – 1 Viscosity conversion diagram
Conversion from various viscosity units to [mm2/s] can be made in the

diagram, fig. 0.2 – 1 . The diagram should be used only for conversion of
viscosities at the same temperature. The same temperature should then
be used when entering the viscosity / temperature point into the diagram
of fig. 0.2 – 2 .
0.2 – 10
Manual
Fuel oil viscosity and temperature

Proper atomisation of fuel in the combustion chamber of the engine
requires for each fuel a specific viscosity. Controlled heating to obtain
the corresponding temperatures is required. These temperatures can be
determined from the diagram in fig. 0.2 – 2 . The diagram shows:
− The viscosity−temperature lines for a number of viscosity grades.
For residual fuels (ISO RM..) the viscosity is specified at 100°C .
For distillate fuels (ISO DM..) the viscosity is specified at 40°C .
The line for 35 mm2/s at 100°C fuel for instance is the one running
through points H and E.
Other viscosities fuel lines run parallel.
[mm2/s]
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5000
Residual fuel Approx. pumping limit
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2000
RM−55 (Max. 55mm2/s at 100°C)
H RM−45 (Max. 45mm2/s at 100°C)
1000
G RM−35 (Max. 35mm2/s at 100°C)
600
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RM−25 (Max. 25mm2/s at 100°C)
400
RM−15 (Max. 15mm2/s at 100°C)
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A
300
Distillate fuel RM−10 (Max. 10mm2/s at 100°C)
200
Centrifuging
temperature
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Minimum storage
100 temperature
80
C Viscosity range
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60 residual fuels
50 before HP fuel
pumps
40
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F
30 B
25
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D
20
16 E
14
12
10
9
8
7
DMC (Max. 14 mm2/s at 40°C)
6
DMB (Max. 11 mm2/s at 40°C) Max. temperature
5 DMA (Max. 6,0 mm2/s at 40°C) before HP fuel pumps
DMX (Max. 5,5 mm2/s at 40°C)

4
−10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 [°C]
Fig. 0.2 – 2 Viscosity temperature diagram
0.2 – 11
Manual
General
− The (horizontal) line at 1000 mm2/s above which pumping is

difficult.
− The line with sharp bends through point G, which shows the
minimum storage temperature for all viscosity classes. For higher
viscosity class fuels a higher storage viscosity is accepted to limit the
heating demand.
− The line with sharp bends through point F, shows the required
centrifuging temperature. For viscosity classes higher than 40
mm2/s at 50°C a higher centrifuging viscosity than 14 mm2/s is
accepted to save heating power. Finally the line turns vertical at 97°C
because boiling of the sealing and operating water in the centrifuge
must be avoided. With further increase of viscosity the throughput
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through the centrifuge must be reduced for maintaining the
required degree of purification.
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− The maximum temperature before the HP fuel pumps is 130 °C for
fuels of the highest viscosity.
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Example:
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RM35 a fuel with a viscosity of 380 mm2/s at 50°C (point A) or 35 mm2/s

at 100°C (point B):
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− At 80°C (point C) the estimate viscosity is 77 mm 2/s.

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− Is pumpable above 37°C (point H).

− Minimum storage temperature is 41°C (point G). It is advised to keep
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the fuel about 10°C above this temperature.

− Centrifuging temperature is 97°C (point F).
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− Heating temperature before entering the engine for proper

atomisation with a viscosity between the 24 and 16 mm 2/s, is
maximum 127°C and minimum 112°C.
0.2 – 12
Manual
Purification
Heavy fuel (residuals, and mixtures of residuals, distillate and DMC)
must be purified in an efficient working centrifuge before entering the
day tank. The fuel should be heated before centrifuging.
Recommended temperatures, depending on the fuel viscosity, are stated
in the diagram, see fig. 0.2 – 2 .
Sufficient heating capacity is needed to make centrifuging at
recommended levels possible. The temperature must be controlled on
±2°C before centrifuge when centrifuging high viscosity fuels with
densities approaching or exceeding 0.991 g/ml at 15°C.
Be sure the correct gravity disc is used. Never exceed the flow rates
recommended for the centrifuge for the grade of fuel in use. The lower
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the flow rate the better the purification efficiency.
Viscosity at 100°C
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Recommended centrifuge flow rate
mm2/s − 10 15 25 35 45 55
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Viscosity at 50°C mm2/s 12 40 80 180 380 500 730
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Centrifuge flow
% of rated capacity 100 60 40 30 25 20 15
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Sufficient separating capacity is required. The best and most

disturbance−free results are obtained with purifier and clarifier in
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series. Alternatively the main and stand−by separators may run in

parallel, but this makes heavier demands on correct gravity disc choice
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and constant flow and temperature control to achieve optimum results.

Flow rate through the centrifuges should not exceed the maximum fuel
consumption of the engine by more than 10 %.
In case pure distillate fuel is used, centrifuging is still recommended as
fuel may be contaminated during transport and in storage tanks. The
full rated capacity of the centrifuge may be used provided the viscosity
is less than 12 mm2/s at centrifuging temperature.
0.2 – 13
Manual
General
0.2.2.6. Avoiding difficulties during operation

on HFO*
The engine is designed for burning HFO. In order to avoid difficulties

mind the following points:
1 At all loads the charge air temperature should be kept at design

temperature by controlling the LT cooling water temperature.
2 Fuel injection temperature with regard to HFO. For requirements
see "Fuel viscosity / temperature in the engine". Poor fuel quality will
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adversely influence wear, engine component life time and maintenance
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intervals.
3 Clean the turbocharger turbine side frequently straight from the
beginning. Fuels with high vanadium and sodium contents in
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unfavourable ratio’s may lead to rapid contamination of the turbine and
higher gas temperatures. In such cases more frequently cleaning is
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necessary.
4 Limit low load operation as much as operating conditions permit if
fuel is known or suspected to have higher sulphur content above 2 %,
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carbon content " carbon residue" above 15 % and/or asphaltene content

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above 8 %.
5 Avoid unstable and incompatible fuels (precipitation of heavy
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components in the fuel) by avoiding blending of fuels unless the fuels

are known to be compatible. Store fuels from different deliveries in
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separate tanks.
If stability and compatibility problems occur never add distillate fuel as
this will probably increase precipitation. A fuel additive with highly
powerful dispersing characteristics can be of help until a new fuel
delivery takes place.
6 Some of the difficulties may occur on heavy fuels blended from
cracked residuals, see section 0.2.2.7.
0.2 – 14
Manual
0.2.2.7. Comments on fuel characteristics
1 Viscosity determines the complexity of the fuel heating and

handling system, which should be considered when estimating
installation economy. The standard engine fuel system is designed for
fuels up to the viscosity class 55.
2 When the density exceeds 0.991 g/ml at 15°C water, and to some
extent solid matter, can no longer be removed with certainty by a
centrifuge. Centrifuging systems claiming to clean fuel oils with
densities up to 1.010 g/ml at 15°C are on the market. If such systems of
the so called controlled discharge design are installed, fuels with
densities up to 1.010 g/ml at 15°C may be used.
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Note! High density fuels with low viscosity may have low ignition
quality.
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3 Higher sulphur content increases the risk for corrosion and wear,
particularly at low loads, and may contribute to high−temperature
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deposit formation. The lubricating oil specification must be matched to

such qualities.
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4 High ash content causes abrasive wear, and may cause high
temperature corrosion and contributes to formation of deposits. The
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most harmful ash constituents are the vanadium−sodium

combinations.
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5 High vanadium content causes high temperature corrosion on hot

parts like exhaust valves, particularly in combination with high sodium
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content. The corrosion accelerates with increased temperatures

(increased engine output).
6 Sodium (Na)contributes to hot corrosion on hot parts like exhaust
valves in combination with high vanadium (V) content. Sodium also
contributes strongly to fouling of the turbine blading of the
turbocharger at high exhaust gas temperature. The permissable
content of Na of the cleaned fuel should be below 30 ppm.
7 High "carbon residue" may cause deposit formation in combustion
chamber and exhaust system, particularly at low engine output.
8 High content of asphaltenes may contribute to deposit formation in
the combustion chamber and exhaust systems (at low loads).
Asphaltenes may under certain circumstances precipitate from the fuel
and will block filters and/or cause deposits in the fuel system.
Precipitating asphaltenes may also cause excessive centrifuge sludge.
9 Heavy fuels may contain up to 1 % water at delivery. Water can
originate from the installation bunker tanks. To avoid difficulties in the
engine fuel injection system water must be removed.
0.2 – 15
Manual
General
10 Reduced ignition and combustion quality can be caused by using

HFO from modern refinery processes compared with "traditional"
heavy fuels. HFO from modern refinery processes may approach at least
some of the limits of fuel characteristics.
Ignition quality is not defined nor limited in marine residual fuel
standards. The same applies to ISO−F−DMC marine distillate fuel.
The ignition quality of these fuels cannot for a variety of reasons be
determined by methods used for pure distillates, i.e. Diesel Index,
Cetane Index and Cetane Number.
Low ignition quality may cause trouble during starting and at low load
operation, especially at too low charge air temperature. This may result
in long ignition delay and as a consequence, in high firing pressure rise
ratio. The combustion will be more noisy in this case, known as "Diesel
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knock", i.e. hard, high pitch combustion noise. Diesel knock increases
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mechanical load on components surrounding the combustion space,
increases thermal load, increases lube oil consumption and increases
lube oil contamination. Basically a low viscosity, in combination with a
high density, will result in a low ignition quality and is expressed in a
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CCAI value.
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mm2/s at 50 oC kg/m3 at 15 oC
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Fig. 0.2 – 3 Nomogram for deriving CCAI
0.2 – 16
Manual
What do the CCAI values mean?

Straight run residues show CCAI values (Calculated Carbon Aromaticy
Index) in the 770 to 840 range and are very good igniters. Cracked
residues delivered as bunkers may range from 840 to, in exceptional
cases, above 900.
Normal diesel engines should accept CCAI values up to 850 with no
difficulties. CCAI values between 850 and 870 may cause difficulties
under unfavourable conditions such as low charge air temperatures,
insufficient preheating of the engine at the start, malfunctioning of fuel
injection system (in particular, badly maintained nozzles).
CCAI values above 870 are not advised.
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Note! Although low ignition quality produces long ignition delay,
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advancing the ignition timing makes things only worse; fuel is
injected at a lower compression temperature and this will
produce even longer ignition delay.
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11 Aluminum + Silicon. Fuels may contain highly abrasive particles

composed of aluminium and silicon oxides known as "catalytic fines"
from certain refining processes. If not removed by efficient fuel
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treatment, wear of high pressure fuel pumps, nozzles and cylinder

liners can be expected in a few hours.
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0.2 – 17
Manual
General
0.2.3. Lubricants
Lubricating oil should feature a number of physical and chemical

qualities required for reliable diesel engine operation. Apart from
lubricating bearings, cylinder liners, gears, valve mechanism etc.,
cooling is an important function. The main engine lubricating oil must
also be able to neutralize combustion products on engine parts and to
keep these products well dispersed.
Under normal operation the engine lubricating oil is exposed to high
pressures and temperatures. The oil is often finely divided as a spray or
mist, intimately mixed with air and subjected to catalytic effects of
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various contaminators. Contact with air results in oxidation and the
production of gums, resins and acids.
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Other major contaminators are products of combustion, such as soot,
ash and (partially) unburnt fuel mixed with the lubricating oil on the
cylinder wall. High sulphur content of the fuel may also accelerate the
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rate of oil deterioration.
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Some of the contaminators can be removed by purification or filtering.

Other contaminators eventually will accumulate to the point where the
oil must be discarded. To determine the condition of the oil regular
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sampling and testing is necessary. The samples should therefore be sent

to a qualified laboratory for a detailed analysis regarding the oil
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condition.
The oil manufacturer remains responsible for the quality of the oil
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under operating conditions. It is the responsibility of the operator

together with the advise of the oil supplier and no–go criteria given by
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Wärtsilä Corporation, to determine whether or not the oil should be

refreshed.
0.2 – 18
Manual
0.2.3.1. Requirements
0.2.3.1.1. Main lubricating oil

Main lubricating oil for the engine must be of an approved brand
according to the following specifications:
Viscosity class : SAE 40
Viscosity index (VI) : Min.95
Alkalinity (BN) : The required lube oil alkalinity is tied to the
fuel specified for the engine, which is shown in the table below.
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Category Fuel standard Lube oil BN [mg KOH/g]
ISO 8217: 1996(E)
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Required Recommended
A DMX, DMA 10 − 30 10 − 25
B DMB 15 −30 15 − 22
C DMC, RMA10 − RMK55 30 −55 50 − 55
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D Crude oil (CRO) 30 30
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Remarks
Category A and B: If the recommended lube oil BN is not available also
an approved lube oil with a BN 30 can be used.
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Category C: The recommended lube oil BN is especially valid for engines

with a wet oil sump using fuel with a sulphur content above 2.0 % mass.
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If experience shows that the lube oil BN equilibrium remains at an

acceptable level (fuel with very low sulphur content) lube oil with a BN
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40 can be used. Lube oil with a BN 30 is only recommended in special

cases, such as installations equipped with a SCR catalyst.
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Category D: Lube oil with a BN 30 is a recommended alternative.

Additives
The oil should contain additives that ensures good oxidation stability,
corrosion protection, load carrying capacity, neutralisation of acid
combustion and oxidation residues and should prevent deposit
formation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming
tendency and stability, according to the ASTM D 892−92 test method:
Sequence I, II and III : 100/0 ml
Base oils
Only the use of virgin base oils is allowed, i.e. recycled or re−refined
base oils are not allowed.
Approved lubricating oils
For a list with approved lubricating oils, please contact Wärtsilä.
Lubricating oils that are not approved have to be tested according to the
engine manufacturer’s procedures.
0.2 – 19
Manual
General
Engine lubricating oil system requirements

Lubricating oil, supplied to the engine, must be conditioned:
– centrifugal separated on water and dirt
– filtered
– controlled to the correct temperature.
Water content max. % vol 0.3
Fineness automatic back−flushingfilter:
fine filter 30 µm Absolute mesh size
safety filter 100 µm Absolute mesh size
The suction height of the main lubricating
oil pump (including pressure losses in the
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pipes and suction filter): max. m 4
Before any operation the lubricating oil
0.2.3.1.2. Other lubricants

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should be at least at preheated condition: min. °C 40
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Lubricating oil for turning gear

Synthetic−gear oil, viscosity 400−500 cST/40°C = ISO VG 460.
For approved lubricating oils, please contact Wärtsilä.
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Actuator
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Generally use a 20W−40 multigrade oil. See the sub–suppliers manual.

Oil for hydraulic tools
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These tools require an oxidation resistant oil with a viscosity of about

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45 mm2/s at 40 C. The following oil specifications meets the

requirements:
ISO hydraulic oil type HM
DIN 51525 hydraulic oil type HL–P
DIN 51585 corrosion test with steel, corrosion degree 0
DIN 51759 corrosion test with copper, corrosion degree 1
ASTM D 665 corrosion test approved.
0.2 – 20
Manual
0.2.3.2. Influences on the lubricating oil

condition
When the engine is in operation under "extreme" conditions the
operator should check the oil condition more frequently.
The following engine conditions are "extreme" :
During the running–in period of an engine when a relative large
quantity of metal wear products are formed entering the lubricating
oil.
After replacement of liners and piston rings. The engine running–in
process will introduce larger quantities of blow–by gas existing in
combustion products (sulphur dioxide, water and CO2) and liner and
piston ring wear products.
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Strong fluctuations in engine load create more blow–by.
A bad fuel combustion process caused by bad condition of injectors
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and/or fuel pumps and insufficient scavenging air pressure.
A fuel oil quality with a CCAI > 850.
Frequent engine overhaul introduces a relative high percentage of
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dirt into the crankcase.
Postponed engine maintenance introduces the possibility of water
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and fuel oil entering the lubricating oil. Piston and liner wear
increase the quantity of blow–by gas.
Frequently cold starting.
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High sulphur content in fuel (> 3% ) causing fast BN depletion.

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0.2.3.3. Testing of main lubricating oil

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It is the duty of the operator to monitor the behaviour of the lubricating

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oil carefully and regularly in order to ensure the oil remains in a good
condition. This is particularly necessary when a new engine is put into
operation or when a change is made in brand of oil in an engine already
in operation or when oil is taken from a batch with different
composition. However it is not advised to mix different types of
lubricating oil and in such a case always consult the lubricating oil
supplier. During testing the quality of lubricating oil the instructions of
the oil supplier have to be observed. It is advised with a new engine or
after a major overhaul to take samples of the lubricating oil at intervals
of 250 operating hours and send it to a qualified laboratory.
On the basis of the results it is possible to determine suitable intervals.
0.2 – 21
Manual
General
Recommendations for sampling

Samples should be drawn from the sampling valve which is
specifically fitted for this purpose.
Ensure the total quantity of oil in circulation is approximately the
same prior to drawing each sample.
Draw samples only when the engine is running and the oil is at
normal operating temperature.
Before filling the sampling container open the sampling cock and
drain some oil to make sure that it is flushed and hot oil is flowing
slowly from the outlet point.
Draw oil samples directly into clean, dry containers of one litre
capacity.
Draw a sample during a period of about ten minutes.
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Shake the sample thoroughly before pouring into the sample bottle
provided for this purpose; the bottle should not be filled over 90% of
its content.
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Information required for oil analysis
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1 Name of vessel or plant
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2 Owners
3 Date of sampling
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4 Date and place sample handed in

5 Oil brand, product name, nominal viscosity
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6 Hours lubricating oil in service

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7 Running hours of the engine.

8 Engine model, manufacturer and serial number
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9 Position in lubrication oil system from which drawn

10 Type of fuel oil used including sulphur content
11 Date previous sample from same source drawn
12 Quantity of lubricating oil in system and top up
13 Any special reasons for analysis being required if non–routine
samples
Unacceptable sampling
An unsatisfactory sample will be the result if oil is drawn from areas of
stagnation or where little flow is occurring. These places are:
Sumps
Auxiliary / smaller pipelines
Purifier suction lines or discharge lines
Drain plugs of filters, coolers etc.
Samples drawn from those points will not be representative for the bulk
of oil in active circulation.
0.2 – 22
Manual
0.2.3.4. Condemning limits main lubricating oil
Condemning limits for used main lubrication oil system

When estimating the condition of used lubricating oil the following
properties along with the corresponding limit values must be noted. If
the limits are exceeded measures must be taken.
Compare the condition also with guidance values for fresh lubricating
oil of the brand used.
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Condemning limits for used lubricating oil
Property
Viscosity
Unit
cSt at 40 °C
on Limit Test method
max. 25% decrease ASTM D 445
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max. 45% increase
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Viscosity cSt at 100 °C max. 20% decrease ASTM D 445

max. 25% decrease
Water vol−% max. 0.30 ASTM D 95 or
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ASTM D 1744
Base Number mg KOH/g min. 20 for HFO ASTM D 2896
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operation
max. 50% depletion
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for LFO operation

Insolubles w−% in n−Pentane max. 2.0 ASTM D 893b
In
Flash Point, PMCC °C min. 170 ASTM D 93

Flash Point, COC °C min. 190 ASTM D 92
0.2 – 23
Manual
General
0.2.3.5. Comments on lubricating oil

characteristics
1 Centrifuging of the system oil is required in order to separate water

and insolubles from the oil. Do not supply water during purifying. The
oil should be preheated till 80–90°C. Many oil manufacturers
recommend a separation temperature of 85–95°C for an effective
separation. Please check with the supplier of your lubricating oil for the
optimal temperature. Select the highest recommended temperature.
For efficient centrifuging, use not more than 20% of the rated flow
capacity of the separator. For optimum conditions, the centrifuge should
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be capable of passing the entire oil quantity in circulation 4–5 times
every 24 hour at 20% of rated flow. The gravity disc should be selected
Note!
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according to the oil density at separation temperature.
Defects on “self–cleaning“ separators can, under certain

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circumstances, quickly increase the water content of the oil
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2 Flash point
At 150C a serious risk of a crankcase explosion exists.
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3 Water content
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Lubricating oil with a high water content must be purified or discarded.

4 Choose BN according to our recommendations.
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A too low BN value increases the risk of corrosion and contamination

of the engine components.
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5 Insolubles
The quantity of insolubles allowed depends on various factors. The oil
supplier’ s recommendations should be closely followed.
1.5% Insolubles in n–Pentane call for action, however, it can be said that
changes in the analyses usually give a better basis for estimation than
the absolute values.
Rapid and big changes of insolubles may indicate abnormal operation
of the engine or system.
6 Sudden increase of wear metals indicates that there is abnormal
wear. Immediate actions should be taken to find the cause. If necessary
contact the oil supplier and/or the engine manufacturer
0.2 – 24
Manual
7 Measure and record the quantity added for compensation of the oil
consumption. Attention to lubricating oil consumption may give
valuable information about the engine condition. A continuous increase
may indicate wear of piston rings, pistons and cylinder liners. A sudden
increase demands inspection of pistons if no other reason is found.
8 Intervals between changes are influenced by system content (oil
volume), operating conditions, fuel oil quality, centrifuging efficiency and
total oil consumption. Efficient centrifuging in combination with large
systems (dry sump operation) generally allow longer intervals between
changes.
9 Daily top up of the circulating tank/wet sump will extend the life
time of the lubricating oil.
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0.2 – 25
Manual
General
0.2.3.6. Recommendations for refreshing

lubricating oil
Note! Utmost cleanliness should be observed during lubricating oil

treatment. Dirt, metal particles, rags etc. may cause serious bearing
damage. After disconnecting pipes or components from the system
cover all openings with gaskets and or tape. Avoid dirt and water
entering the lubricating oil during transport and storage.
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Fig. 0.2 – 1 Engine wet sump
1 Drain the oil system when the oil is hot. The lubricating oil of the
internal engine system, collected in the engine wet sump, has to be drained
0.2 – 26
Manual
through the connections (1).

For draining of the lubricating oil module see chapter 1.2.2.2.
Be sure external pipes are also emptied.
2 Clean oil spaces including camshaft and filter compartments.
3 Check filter candles of the automatic back−flushing filter and
renew filter candles if necessary, see section 1.2.2.2.3.
4 Check the oil level with the oil dipstick (2), if available.
5 Supply the required quantity of oil into the system.
6 The oil interval can efficiently be predicted by plotting the analyses
taken at regular intervals.
Copies of the lubrication oil analysis should be kept on archive for at
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least 12,000 running hours of the engine.
0.2.4. Cooling water

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0.2.4.1. General
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To prevent formation of scale and to maintain the highly efficient and

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uniform heat transfer rate through the engine liners and cylinder
heads, only soft, treated water (cooling water), should be used.
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Furthermore, water should be free of corrosive properties. A competent

water chemist specialised in closed cooling water circuits or
In
manufacturer of water treatment chemicals should be consulted for

recommendations.
Cooling water = Make−up water + additives.

Make–up water has to meet certain requirements. Water that normally
fulfils these requirements, in order of preference :
− Demineralized water.
− Reverse osmosis water.
− Distillate, (provided the quality is good, little corrosion products,
salts etc.).
− Softened and decarbonated water.
− Softened water.
Cooling water must be treated with an additive in order to prevent

corrosion, scale or other deposits in closed circulating water systems.
0.2 – 27
Manual
General
Example of water that normally NOT fulfils these requirements:

− Rainwater has a high oxygen and carbon dioxide content; great risk
of corrosion.
− Drinking water in many places is practically too hard and may
contain considerable quantities of chlorides.
− Sea water will cause severe corrosion and deposit formation, even if
supplied to the system in small amounts.
Note! The better the water quality the less additive has to be supplied.
Make–up water must be checked before adding the additive. For
requirements see section 0.2.4.2.
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0.2 – 28
Manual
0.2.4.2. Requirements
Make–up water must be checked before adding the additive.

For make−up water quality see table.
Make−up water quality

Free of any foreign particles, air, gases and within the following
specification:
Property Unit
Chloride (Cl) [mg/l] max. 80
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Sulphate content (S) [mg/l] max. 150
pH
Hardness on [−] min.
[° dH] max.
6.5
10
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Engine cooling water system

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Cooling − cooling water loss through evaporation should be

water supply compensated by make−up water.
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− cooling water loss through leakages or otherwise

should be compensated by adding fully treated
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water.
Cooling Cooling water to be drained may be re−used provided
In
water re−use that it is collected in a clean tank.

Property Unit
Temperatures and pressure See operating data
Preheating:
− Temperature of HT cooling
water system before starting. [°C] min. 60
Note! Re−use of cooling water provided that the quality is beyond any
doubt is highly recommended instead of new. Used cooling water
contains very little oxygen, is environmentally more friendly and
needs less correction.
Not re−usable cooling water should be drained and disposed of in
an ecologically safe way.
0.2 – 29
Manual
General
0.2.4.3. Qualities of cooling water additives
General
Use of approved cooling water additives during the warranty period is
mandatory and is also strongly recommended after the warranty period.
Start always with the maximum concentration of additives due to the
fact that the concentration of active corrosion inhibitors drops in time.
Approved cooling water additives

For approved cooling water additives and systems please contact
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Wärtsilä Corporation.
Recommended
Coolant based on
Nitrite − borate
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− Not to be used with soldered surfaces,
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aluminium and zinc.
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− Toxic.
Limited suitable (see restrictions when mentioned):
Coolant based on
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Nitrite (sole) − In combination with borate (pH control)

nitrite performs better.
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− Not to be used with soldered surfaces,

aluminium and zinc.
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− Toxic.
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Silicate − Harmless to handle.

− Can protect steel as well as copper and
aluminium.
− Not so efficient.
Molybdate − Harmless to handle.
− Can form undesirable deposits.
Organic − May contain phosphonates, polymers
(like polycarboxylic acid) and azoles (for
instance tolytriazole).
Not advised
Chromate, Phosphate, Borate (sole) and Zinc.
The use of glycol is not recommended. If however glycol is used an
additional de−rating has to be applied. See section de−rating, NO TAG
0.2 – 30
Manual
0.2.4.4. Cooling water control
Check the cooling water quality according the maintenance schedule.

Most suppliers of cooling water additives can provide a test kit for
measuring the active corrosion inhibitors.
Note! With most additives correct dosing is very important. Under dosing of
additives causes spot corrosion while overdoses may cause
deposits.
Request the supplier of the treatment product for instructions,

procedures, dosage and concentration based on the applicable make
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−up water.
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1 Follow thoroughly the instructions of the supplier.
2 Record results of tests in the engine log book.
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0.2 – 31
Manual
General
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0.2 – 32
Manual
Main Data Wärtsilä 26 Auxpac
1.0. Main Data
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1.0 – 1
Manual
Main Data
1.0.1. Engine Information
Cylinder bore 260 mm

Stroke 320 mm
Swept volume 17 l/cyl
Number of valves 2 inlet and exhaust valves
Cylinders configuration 6, 8 and 9 in line
Direction of rotation Clockwise
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Firing Order
Engine Type
6L26 on
Clockwise
1−4−2−6−3−5
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8L26 1−3−2−5−8−6−7−4
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9L26 1−7−4−2−8−6−3−9−5
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The Wärtsilä 26 diesel engine is a 4–stroke, medium speed,

turbocharged and intercooled engine with direct fuel injection.
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1.0 – 2
Manual
1.0.2. Engine Performance
Engine performance
rpm 900 1000
Engine speed
r/s 15 16.7
Max. continuous cylinder output kW/cyl 325 340
Mean piston speed m/s 9.60 10.67
Brake mean effective pressure bar 25.5 24
Max. firing pressure bar 210 210
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Charge air pressure, absolute bar 3.2 3.1
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ISO 3046−1:1995(E) Substitute reference conditions
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Ambient air pressure mbar 1000
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Site altitude above sea level m 0

Suction air temperature oC 45
Charge air coolant temperature oC 38
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Total exhaust gas back pressure mbar 30

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Note! The full output of the engine is available at the ISO substitute
reference conditions. No compensation (uprating) is allowed for
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operating conditions better than the ISO substitute reference

conditions.
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Note! Fuel limiter is set at 110 % for governing purposes only.
1.0 – 3
Manual
Main Data
1.0.3. Operating Data

Operating Data Conditions
Max. Nom. Min.
Fuel condition before injection pumps:
− Pressure bar 7 − 6
− Viscosity (HFO) cSt − 16−24 −
− Viscosity (LFO) 1) cSt − − 2
− Temperature (HFO) oC 130 − −
− Temperature (LFO) oC 50 − −
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Lube oil condition:
− Temperature before engine
− Pressure before engine on oC
bar
−
−
63
4.5
−
−
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HT cooling water condition:
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− Temperature before engine oC − 73 −

− Temperature after engine oC − 93 −
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− Pressure before engine bar 5 3.4−4.4 2) −

LT cooling water condition:
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− Temperature before engine oC 38 − −

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− Temperature after engine oC − − 44

− Pressure before engine bar 5 3.4−4.4 2) −
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HT and LT cooling water static pressure:

− At inlet cooling water pump bar 0.8 − 0.3
Charge air temperature in air receiver oC − 50−55 −
Starting air pressure (min. pres. at 20 oC) bar 12 10 7
Firing pressure bar 190 − −
1)The temperature of the fuel shall be adjusted such that the minimum
viscosity before the engine is well above 2 cSt.
2) −static pressure to be added.
1.0.4. General engine design

The engine is a turbocharged intercooled 4−stroke diesel engine with
direct fuel injection. The engine is designed and specified for continous
operation on heavy fuel oil (HFO), but can run on light fuel oil (MDF)
without alterations. The maximum limits of fuel characteristics for a
1.0 – 4
Manual
certain engine are stated in the documentation delivered with the

generating set.
The engine block is cast in one piece. The main bearings are underlung.
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 of wet type. Cooling is optimised to give the
correct temperature of the inner surface. To eliminate the risk of bore
polishing, the liner is provided with an antipolishing ring.
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The main bearings are fully interchangeable bimetal bearings which
can be removed by removing the main bearing cap.
as required.
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The crankshaft is forged in one piece and is balanced by counterweights
The connecting rods are drop forged. The big end is split and the mating
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faces are serrated. The small end bearing is stepped to achieve large
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bearing surfaces. The big end bearings are fully interchangeable

bimetal bearings.
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1.0 – 5
Manual
Main Data
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Fig. 1.0 − 2 Engine cross section

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The pistons are of composite type with forged steel or casted skirt and
a forged crown screwed together. It is fitted with a Wärtsilä patented
skirt lubricating system. The top ring grooves are hardened. Cooling oil
enters the cooling space through the connecting rod.
The piston ring set consists of two chrome−plated compression rings
and one chrome−plated, spring−loaded oil scraper rings.
The cylinder head, made of special cast iron, is fixed by four
hydraulically tensioned screws. The head is of the double deck design
and cooling water is forced from the periphery towards the centre giving
efficient cooling in important areas.
The inlet valves are stellited and the stems are chromiumplated. The
valve seat rings are made of a special cast iron alloy and are changeable.
The exhaust valves, are either stellited or with nimonic seats and
chromium−plated stems and seal against the directly cooled valve seat
rings.
The seat rings, made of a corrosion and pitting resistant material, are
changeable.
1.0 – 6
Manual
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 be
changed without any adjustment. The pumps and piping are located in
a closed space which is heat insulated for heavy fuel running. The
element can be changed without removing the pump housing.
The turbocharger is located at the free end of the engine.
The charge air cooler consists of a removable insert.
The lubricating oil system includes a gear pump, oil filter, cooler with
thermostat valve, centrifugal by−pass filter and an electrically driven
prelubricating pump.
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The oil sump is dimensioned for the entire oil volume needed, and all
cylinder numbers can be delivered in wet sump configuration.
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The starting system. The engine is provided with an air driven starting
device of turbine type. The air starter acts directly on the flywheel.
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1.0.5. General generator design
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Auxpac rating table

900 RPM/60Hz 1000 RPM/50Hz
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Type Output [kWe] Type Output [kWe]

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1800W6L26 1800 1950W6L26 1950

2100W8L26 2100 2250W8L26 2250
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2400W8L26 2400 2550W9L26 2550

2700W9L26 2700 2850W9L26 2850
The generator is air− or water−cooled(optional), brushless, constant−

voltage synchronous generator and is of the self−excited type with an
electronic voltage regulator integrated in the excitation system.
The generator is provided with one deep−groove ball bearings,
cylindrical roller bearings or sleeve bearings depending on installation.
The air−cooled generator is internally cooled with shaft−mounted fan.
The fan provided at the drive−end draws cooling air axially through the
machine.
Brushless synchronous generators consists of the main machine and
the exciter. The main machine field winding is powered from the exciter
rotor winding via a rotating, three−phase bridge−connected rectifier
set.
The synchronous generator incorporates an exciter supplying a
three−phase current which is converted into DC and then fed to the
1.0 – 7
Manual
Main Data
rotor winding of the main machine. The exciting current for the exciter
is supplied by the main machine via the built−in excitation unit with
electronic regulator.
More detailed information can be found in the manual of the
manufacturer.
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Fig. 1.0 − 2 Brushless synchronous generator (example)
1.0 – 8
Manual
Fuel System Wärtsilä 26 Auxpac
1.1. Fuel System
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1.1 – 1
Manual
Fuel System
1.1.1. Internal fuel system
General
The fuel system on the engine consists of a Low Pressure and a High
Pressure part. Both parts are basically situated inside the Hot Box.
– The Low Pressure part consists of an indicator filter, HP fuel pump
brackets with supply and return lines and leak−off lines.
The HP fuel pump brackets are described in chapter 2.9., "Injection
system".
– The High Pressure part consists of the High Pressure (HP) fuel
pumps, fuel injectors and High Pressure fuel lines.
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These components are described in chapter 2.9., "Injection system".
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The Internal Fuel System" diagram is provided in Annex A − Internal
systems/Pipe arrangement , of this Instruction Manual.
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Note! For maintenance background information , safety aspects, tools,

intervals, tolerances, inspection, tightening torque and procedures
see chapter 2.4
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1.1 – 2 .
Manual
1.1.2. Filter
The engine mounted duplex filter (1) contains in each compartment a

disposable filter cartridge. The contamination level of the filters is
indicated by a differential pressure indicator (2).
1
2
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Fig. 1.1 – 1 Fuel filter
By means of the three−way valve (5), see fig. 1.1 – 3 , the fuel flow can
be guided to one side or the other, or to both sides in parallel. The
direction of the flow appears from the mark on the filter housing, see fig.
1.1 – 2 .
At normal operation, one side of the filter is used. In the fig. 1.1 – 2 ,
B or C shows the valve in these positions.
When changing cartridges during operation this side can be closed. In
the fig. 1.1 – 2 , B shows the position of the valve when the right side
of the filter is closed.
The fuel flows through a strainer core (11) and a cartridge (3), see fig.
1.1 – 3 , made of special paper material, filtering off particles larger
than 10 µm.
1.1 – 3
Manual
Fuel System
Fig. 1.1 – 2 Fuel filter
Checking pressure drop over filter
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Check pressure drop over fuel oil filters.
If pressure drop is too high renew filter cartridges.
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Note! Frequently changing of filter cartridges is in general the result of
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excessive dirt or water in the fuel oil.

Check if external system is working properly, e.g. filters and
separators.
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Fuel filter cartridge exchange (see fig. 1.1 – 3 )

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1 Shut off the filter side to be serviced by lifing up the lock knob (6)
and turning the three−way valve (5) to the correct position.
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2 Open the air venting screw (1) to depressurize the bowl to service
and, afterwards, open the drain plug (4) on the bottom of the filter bowl
on side to be serviced. Let the fuel oil flow out to the drip sump. Drain
the drip sump.
3 Open the filter bowl (2) by turning the fastening ring (13) and
supporting the bowl by hand. Let down the bowl with cartridge and turn
to the side when lifting away.
4 Remove the cartridge (3) and put it in a waste container. Paper
cartridges cannot be cleaned. Always keep a sufficient quantity of
cartridges in stock.
5 Clean and rinse the bowl (2) and strainer core (11) carefully with
gas oil. Check the condition of the seals, change them to new ones if
necessary.
6 Fit the new cartridge (3) and the cleaned strainer core into place in
the bowl. Check that all seals are intact and in position.
7 Fasten the bowl (2) back into place by turning the fastening ring
(13) to closed position. Fasten the drain plug (4).
1.1 – 4 .
Manual
8 If possible, fill the filter with clean fuel oil before changing over to the
working position. If the filter cannot be filled, change over very slowly to
avoid quick pressure drop.
9 Close the air vent screw (1) after the air has exited. Check the
tightness of the filter housing when pressure is on.
10 Repeat the same procedure with the other side of the filter.
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Fig. 1.1 – 3 Fuel filter selector valve

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1.1 – 5
Manual
Fuel System
1.1.3. Draining of fuel system

As the fuel quantity in the supply and discharge line is relatively large, it is
preferred to purge the fuel lines into a waste tank before commencing any
maintenance to this system and components.
The system, operating on HFO, should be drained when engine and fuel are
still hot.
1 Close the supply to the engine fuel system.

2 Remove the plugs (4) of the filter housing see fig. 1.1 – 3 .
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3 Open vent screws (1) see fig. 1.1 – 3 .
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Open plug (9) of the end cover (8), see fig. 1.1 – 4 .
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Fig. 1.1 – 4 Draining the engine fuel system
1.1 – 6 .
Manual
Lubricating Oil System Wärtsilä 26 Auxpax
1.2. Lubricating Oil System
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1.2 – 1
Manual
Lubricating Oil System
1.2.1. Internal lubricating oil system

The lubricating oil system of the engine is integrated in the engine
construction. Most components are connected to the engine without
external piping.
Built–on are:
– Lubricating oil pump with pressure control valve and non return
valve.
– Prelubricating oil pump.
– Lubricating oil module with cooler, filter and thermostatic valves.
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– Centrifugal filter(s)
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– Sampling valve
– Crankcase air breather
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The Internal Lube Oil System" diagram is provided in Annex A −
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Internal systems/Pipe arrangement , of this Instruction Manual.

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Note! For maintenance background information , safety aspects, tools,

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see chapter 2.4
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1.2 – 2
Manual
1.2.1.1. Oil flow through engine

The lubricating oil is taken from the sump at (1) by the engine driven
pump (2) and during start−up by pre−lubricating pump (2.1). The oil
is forced to the lubricating oil module at (3) where it is cooled, regulated
to the correct temperature and filtered by an automatic back−flushing
filter. After the module the oil is discharged at (4) from there the oil flow
is split up into the following directions. See fig. 1.2 – 1 .
Inlet manifold (5) integrated in the sump supplies lubricating oil to:
– crankshaft main bearings
– connecting rod bearings
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– pistons
–
– on
gear wheel of pump drives at the free end (not visible).
vibration damper (only cooling).
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Inlet (6), integrated in the engine block supplies lubricating oil to:
– camshaft bearings (7)
– gearwheel drive camshaft (8)
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– tappets for in− and exhaust valves

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– fuel pump supports with fuel pump drive

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– cylinder heads: valve lifting gear and injector cooling

– actuator drive (9)
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– turbocharger bearings (11)
1.2 – 3
Manual
11 9 7
6 8
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Fig. 1.2 – 1 General overview oil flow through engine
1.2 – 4
Manual
1.2.1.1.1. Oil flow main bearings, connecting rod

and pistons
Oil flow main bearing

Lubricating oil in the manifold (5) enters the main bearings through
oversized drillings for side studs (12) and main bearing cap studs (13),
see fig. 1.2 – 2 . The oil flows into groove (14) of the engine block. The
upper main bearing shell is over a part of the circumference provided of
large size holes from where the oil flows to the main bearing and the
crankshaft main bearing journal.
14
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12
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Fig. 1.2 – 2 Oil flow main bearing

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Oil flow connecting rod

Via a "cross-over" (15) in the crankshaft the oil flows from the main
bearing journal to the crankpin journal and big end bearings.
Via large size holes the oil flows into a circumferential groove (16), see
fig. 1.2 – 3 , in the bearing cap and partly in the upper part of the
connecting rod big end. The oil is conducted through a vertical drilling
in the connecting rod up to the gudgeon pin bearing (17).
1.2 – 5
Manual
17
16
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Fig. 1.2 – 3 Oil flow connecting rod
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Oil flow piston

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Through holes in the middle of gudgeon pin the oil enters a distribution
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space and leaves through holes at both outer ends. See fig. 1.2 – 4 .
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Fig. 1.2 – 4 Gudgeon pin
1.2 – 6
Manual
Oil is discharged into 4 vertical drillings in the piston skirt (20), see fig.
1.2 – 5 . At the end of the vertical drillings the lubricating oil flow is restricted
by orifices (19) to control the quantity of oil for piston crown cooling.
Four spray holes take care of lubrication of liner, piston skirt and piston
rings during engine operation. The flows are restricted by orifices (18).
The excess of lubricating oil on the liner is scraped off by a scraper ring
and drained via a groove, below the scraper ring, through holes in piston
skirt down into the crank case.
After passing the restrictions in top of the piston skirt the lubricating
oil enters the outer space (21) of the piston crown. The outer space is
separated from the center space by a rim in which two horizontal
grooves at certain height. Due to these grooves the outer crown space
is always partly filled with oil.
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During the up and down stroke of the piston the lubricating oil is shaken
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and increased in speed, intensively cooling the piston crown. The
displaced oil flows to the center section (22) of the piston crown. A
second shaker action takes place cooling the center of the crown. After
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cooling down the piston the lubricating oil flows to the engine sump.
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22
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21
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19
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18
20
Fig. 1.2 – 5 Oil flow piston
1.2 – 7
Manual
1.2.1.1.2. Oil flow gear drive
Part of the lubricating oil flow to the camshaft is branched for

lubrication of the intermediate gearing and intermediate bearings, see
fig. 1.2 – 6 .
Both gearwheels are provided with 4 radial holes for lubrication of the
gearwheel teeth. The outer end of the radial holes are provided with
orifices
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Fig. 1.2 – 6 Oil flow gear drive
1.2 – 8
Manual
1.2.1.1.3. Oil flow turbocharger
The turbocharger is lubricated by the main lubricating oil system,

supplied through the turbocharger bracket at (23) and drained to the
engine sump.
A sensor (25) detects the prelubrication of the turbocharger before

engine start. See fig. 1.2 – 7 .
25 23
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Fig. 1.2 – 7 Oil flow to turbocharger
1.2 – 9
Manual
1.2.1.1.4. Oil flow engine top side
Lubricating oil enters at (26) the hollow camshaft (27) and is conducted
to all camshaft bearings, see fig. 1.2 – 8 .
Each of the camshaft bearings give way to fill a "common rail" (28)
integrated in the engine block, see fig. 1.2 – 8 and 1.2 – 9 .
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27
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Fig. 1.2 – 8 Oil flow through camshaft

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From this common rail the lubricating oil is supplied to the HP fuel pump
tappet (29) and to the inlet− and exhaust valve drive tappets (30).
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To provide cylinder head components with oil, a lubricating oil pipe is

mounted between connection (31), see fig. 1.2 – 9 and connection (32),
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see fig. 1.2 – 10 .

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31
28
30
29 30
Fig. 1.2 – 9 Oil flow HP fuel pump drive and valve drive
1.2 – 10
Manual
Part of the oil is used for cooling the nozzle tip of the fuel injector (33),
see fig. 1.2 – 10 . The lubricated components are; rocker arms and shaft
(34); pivots for push rod (35) and bridge piece (36); valve rotators (37);
valves (38) and valve guides (39).
34
35 36
37
32
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38
33
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Fig. 1.2 – 10 Oil flow cylinder head

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1.2.1.1.5. Oil flow actuator drive

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Part of the lubricating oil from oil supply line (40) is supplied to the
actuator drive (41), see fig. 1.2 – 11 .
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41
40
Fig. 1.2 – 11 Lubricating oil for actuator drive
1.2 – 11
Manual
1.2.2. Components of internal system
1.2.2.1. Lubricating oil pump
The engine driven lubricating oil pump (1) is of sufficient capacity to

maintain the nominal lubricating oil pressure at engine operating
conditions. During start-up the engine driven lubricating oil pump has
to be supported by a prelubricating oil pump till minimum engine rpm
is obtained.
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The pump is of the gear type. In the house of the pump a combined
pressure regulating/safety valve (2) is integrated. Six identical sleeve
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bearings are used. No outside lubrication is required. The cover is sealed
by a glue compound.
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Fig. 1.2 – 12 Lubricating oil pump
1.2 – 12
Manual
Removing pump from engine

1 Remove pipe sections connected to the lubricating oil pump.
2 Install tool 9612ZT939 on the four cylinder head studs at the free
end of the engine , see fig. 1.2 – 13 . Thread in the four sleeves is similar
to the cylinder head stud thread. With the help of this lifting tool the
lubricating oil pump (6) can be lifted.
9612ZT939
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Fig. 1.2 – 13 Derrick for free end side mounted pumps

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3 Remove all socket screw type(4) and stud type(3), see fig.1.2−13.
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4 Lift lubricating oil pump from engine by tool 9612ZT939 and sling,
see fig. 1.2 – 13 .
Dismantling pump
5 Remove and inspect pressure regulating valve (2), see fig.1.2−13 .
6 Pull off the gear wheel (1) without using any tool. If the gear wheel
does not come loose, a few strokes with a non−recoiling hammer will
help. (The friction ring elements come loose together with the gear
wheel.)
Using an extractor will only damage the shaft (axial scratches).
1.2 – 13
Manual
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Fig. 1.2 – 14 Lubricating oil pump, cross section
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Pump inspection and assembling

1 Check all parts for wear (see chapter 2.4.5.2) and replace worn
parts
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2 Remove worn bearings from the bearing sites by driving them out
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with a suitable mandrel.

3 Mount new bearings (freezing is recommended) so that the
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bearings are three (3) mm below the sleeve and housing level, see Fig
1.2−15. Be careful so that bearing lubrication grooves (5) slide into the
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right position according to Fig 1.2−15.

4 Check the bearing diameter after mounting. Check the gear wheel
axial clearance (see chapter 2.4.5.2).
Note! Reinstall the friction ring elements exactly as situated in

Fig 1.2−16. The friction ring elements should fall easily in place
and must not jam.
Mounting pump on engine

1 Clean all details carefully before assembling
2 Before installing the gear wheel, all contact surfaces should be
cleaned and oiled.
3 Reinstall the friction ring elements (2).
4 Reinstall the pressure plate (4).
5 Tighten the screws a little and check that the gear wheel is in the
right position.
1.2 – 14
Manual
6 Tighten the screws to torque according to chapter 2.4.4.

7 If the gear wheel (1) has been changed, check the backlash by
removing the cover.
Note! The sleeves (7,8), see Fig 1.2−15. must be pressed by the cover
the last 5mm of assembly, after applying the sealant to the
housing.
8 Mount the pump covers.
9 Mount the pipes.
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Fig. 1.2 – 15 Lubricating oil pump, cross section

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1.2 – 15
Manual
1.2.2.1.1. Pressure regulating valve and safety valve
The pressure regulating valve, is integrated in the lubricating oil pump

house and regulates the oil pressure before the engine by returning the
surplus oil direct from the pressure side of the pump to the crankcase.
A pipe is connected to the engine distributing channel, where the
pressure is kept constant if the engine is running at constant speed.
This pressure actuates the regulating piston (3) and the spring (4) is
tensioned to balance this force at the required pressure. Thus the
pressure is kept constant in the distributing channel, irrespective of the
pressure in the pressure side of the pump and of the pressure drop in
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the system. By tensioning the spring a higher oil pressure is obtained
(if too low).
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If, for some reason, the pressure should increase strongly in the
pressure pipe, e.g. due to clogged system, the ball (1) will open and admit
oil to pass to the regulating piston (3). This serves as a safety valve.
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Fig. 1.2 – 16 Pressure control and safety valve
Maintenance
1 Dismantle all moving parts. Check them for wear and replace worn
or damaged parts by new ones.
2 Clean the valve carefully..
3 Check that no details are jamming while reassembling and with the
oil pump cover mounted to the pump housing.
1.2 – 16
Manual
1.2.2.2. Lubricating oil module

The lubricating oil module is mounted on the non operating side of the
engine and consists of the oil cooler (1), thermostatic valves (2) and the
automatic back−flushing oil filter (3). See fig. 1.2 – 17 . The centrifugal
filter is installed on the engine as a part of the filter system.
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Fig. 1.2 – 17 Lubricating oil module
1.2 – 17
Manual
1.2.2.2.1. Lubricating oil cooler

The cooler (1), see fig. 1.2 – 18 , is of the brazed plate type. The plate
cooler consists of a number of heat transfer plates brazed together into
one unit with no seals.
General maintenance
1 Clean and test the cooler by hydraulic pressure at intervals according
to chapter 2.4.1 or if the lubricating oil temperature tends to rise
abnormally.
2 Water side can be cleaned by removing the cooler from the engine.
3 Always when cleaning, check for corrosion and test by hydraulic
pressure.
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Note! If water leakage to the lubricating oil is suspected the heat
exchanger must be pressure tested and/or changed
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Fig. 1.2 – 18 Lubricating oil unit.
Disassembling of cooler
1 Open the drain valve and drain the oil module
Note! Be careful when removing the plate heat exchanger! Despite the
draining there will always be left a small amount of lube oil and
water.
2 Drain the water side as much as necessary
3 Loosen the plate heat exchanger fastening screws and remove the
plate heat exchanger from the oil module.
1.2 – 18
Manual
Assembling of cooler
1 Check cleanliness and scratches on all sealing surfaces.
2 Mount the o−rings on the oil module, use new o−rings.
3 Mount the plate heat exchanger on the oil module.
4 Tighten the plate heat exchanger fastening screws
Cleaning of oil side

Fouling of the oil side is normally insignificant. On the other hand,
possible fouling will influence the cooler efficiency very strongly.
Due to the design, the heat exchanger cannot be cleaned mechanically
from the inside. Slight fouling can be removed by blowing steam
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through the oil connection of the heat exchanger.
If the amount of dirt is considerable, use chemical cleaning solutions
available on the market:
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Alkaline degreasing agents:
Suitable for normal degreasing, however, not effective for heavy
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greases, sludge and oil coke. Requires high temperature. Always pour
degreasing agent slowly into hot water, never the contrary. Rinse
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carefully with water after treatment.

Hydrocarbon solvents:
Include the whole range from light petroleum solutions to chlorinated
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hydrocarbons, e.g. thrichlorethylene. These products should be handled

with care as they are often extremely volatile, toxic and/or narcotic.
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Solvent emulsions:
Heavy fouling, e.g. oil coke, can often be dissolved only by using these
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solutions. Several brands are available on the market.

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Note! Follow the manufacturer’s instructions to achieve the best results.
Cleaning of water side

The cleaning should be carried out so that it does not damage the
natural protective layer on the heat exchanger.
If the deposit in the plates is hard, e.g. calcium carbonate, it can be
removed chemically by using commercial agents. After this treatment
the heat exchanger should be rinsed and, if necessary, treated with a
solution neutralizing the residual washing agents. Otherwise, follow
the manufacturer’s instructions.
1.2 – 19
Manual
1.2.2.2.2. Thermostatic valves
The lubricating oil temperature is controlled by thermostatic valves (2)

to maintain the temperature at engine inlet, see fig. 1.2−18
Thermostatic valves
The oil system is provided with a fixed thermostatic valve fitted in the
lube oil module. Fig. 1.2 – 19 shows the inner parts related to the
thermostatic valve of the oil module (1): cover (2), drain plug (3), screw
(4), holder (5), O−ring (6).
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3 5
2 6
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Fig. 1.2 – 19 Thermostatic valve

The fig. 1.2−21 shows the valve in a closed position (right). When the
temperature exceeds the nominal value, the contents of the elements
expands and forces the valve unit towards the seat, thus passing part of
the oil through the cooler. This movement continues until the right
temperature of the mixed oil is obtained. If the cooler becomes dirty, the
temperature will rise a few degrees, which is quite normal, because the
valve needs a certain temperature rise for a certain opening to increase
the oil flow through the cooler
1.2 – 20
Manual
Maintenance
Normally, no service is required. Too low or a too high an oil
temperature may depend on a defective thermostat. However in most
cases, it is usually a dirty cooler, if too high a temperature.
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Fig. 1.2 – 20 Oil flow in temperature control valve

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1 Drain the oil module.

2 Remove the thermostatic element by removing the cover (2) and
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the holder of element(5). Use screws (M8) for extracting the holder of
element.
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3 Check the element by heating it slowly in water. Check at which

temperatures the element starts opening and is fully open. The values
can be found on the thermostatic element or in chapter 1.0; the lower
value for the lube oil temperature is the opening temperature, the
higher for the fully open valve.
4 Change the defective element. Check O−rings and change, if
necessary. Apply sealing compound to the sealing faces between the
cover (2) and the oil module.
Warning! Elements exposed to a temperature of more than 10°C above the

nominal working range will be damaged and should be renewed.
Trouble shooting
In the event the cooling system does not operate near to the operating
temperature see section 2.3.6.6.1. for help to find the problem.Eind
linkZ12.18
1.2 – 21
Manual
1.2.2.2.3. Automatic back−flushing filter
General
The filter is full flow filter, i.e. the whole oil flow passes through the
filter.
The arrows in Fig. 1.2−22 show the flow through the filters. At first, the
oil flows through the inlet flange and turbine (1) to the bottom end of
the filter candles (2); a partial stream of about 50 % is passed through
the central connection tube (3) to the top end of the filter candles. This
means that the oil flows through the filter candles at both ends from
inside outwards and most of the dirt particles are retained in the inside
of the candles. The oil filtered in this way now passes through the
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protective filter (4) to the filter outlet.
Begin link on
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1. Turbine
2. Filter candle 12
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3. Central connection tube 14

4. Protective filter 15
5. Gear unit
10
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6. Gear
7. Flushing arm bottom
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8. Flushing bush
2
9. Screw plug
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10. Cover plate 4

3
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11. Overflow valve

Oil outlet
12. Screw plug
11
13. Flushing shaft
14. Cover
13
15. Flushing arm top
16. Nozzle
6
8
7
Oil inlet
9 1 16 5
Back flushing oil
14
Fig. 1.2 – 21 Automatic back−flushing filter
1.2 – 22
Manual
The flow energy drives the turbine (1) installed in the inlet flange. The
high speed of the turbine is reduced by the worm gear unit (5) and gear
(6) to the lower speed required for turning the flushing arm (7).
The individual filter candles are now connected successively to the
atmosphere by means of continuosly rotating flushing arm (7), the
flushing bush (8) and nozzle (16).
The unfiltered oil passes through the optimally designed bores of the top
cover plate (10) into the individual filter candles from above. The
resultant turbulent stream in the longitudial direction of the filter
candles (cross−flow back flushing) and the counter flow back−flushing
through the filter candles result in a particularly effective and lasting
back−flushing action.
The lower pressure in the interior of the filter candles during the
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back−flushing operation (connected with the centrifugal filter) and the
higher pressure (operating pressure) outside the filter candles produce
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a counter−flow though the mesh from the clean filter side through the
dirty filter side to the centrifugal filter.
Should for any reason the filter candles (first filter stage) no longer be
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adequately cleaned, the overflow valves (11) are opened at a differential
pressure of 2 bar upwards and the oil is only filtered through the
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protective filter (4) (second filter stage).

However, before this situation arises, the installed differential pressure
indicator emits a differential pressure warning (first contact). The
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cause must now be localised and remedied.

If this warning is not heeded, an alarm is emitted by the second contact
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of the differential pressure indicator.

The filter may only be operated in this emergency condition for a short
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time (opened overflow valves and differential pressure warning).

Prolonged operation in this mode can result in damage to downstream
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components.
The overflow valves are closed under normal operating conditions, even
during start−up at lower fluid temperatures.
Maintenance
Even with automatic filters inspections and maintenance must be
performed at regular intervals.
It is extremely important to remember that in spite of constant
back−flushing the mesh may become clogged over the course of time,
depending on the quality of the fluid.
In order to maintain trouble−free operation, the following aspects are
to be observed during maintenance:
1 Check filter and connections for leaks.

2 Conduct visual inspection of all filter candles once a year.
Note! Should a higher differential pressure occur beforehand, all the filter
candles (2) and the protective filter (4) must be checked and, if
necessary, cleaned or the candles are to be replaced by new ones.
1.2 – 23
Manual
A highly contaminated protective filter is a sign of prolonged operation

with defective or clogged filter candles and thus (from a differential
pressure of 2 bar upwards) opened overflow valves.
It is imperative to check these components.
3 Check the ease of movement of the worm gear unit (5), the turbine
(1) including gear (6) with flushing arm (7) and (15).
To this end the cover or the screw plug must be removed. Now check the
ease of movement with a suitable spanner (on the hexagon of the worm
gear unit).
4 Replace the O−rings as and when required. It is advisable to
replace all static seals during an overhaul and when opened.
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Filter candle inspection and cleaning
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1 Drain the filter , open the screw plug (12) then open the screw plug
(9). Do not refill the system with drained oil because it is very dirty.
2 Remove the cover (14) by opening the nuts.
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3 Pull the entire filter element including flushing arm (7), (8) and
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gear (6) out of the housing.

Note! Make sure that the exposed gear (6) is not damaged.
4 Remove the flushing arm top (15)
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5 Remove the upper cover plate (10). by opening the screws.

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6 The filter candles (2) and protective filter (4) can now be removed.
7 Place the filter candles and the protective filter in a suitable cleaner
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or diesel oil, max. soaking time 24 hours.

8 After immersing clean them from the outside inwards using high
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pressure.
It must be ensured that the filter candles are cleaned at a pressure of
max. 60 bar and at a minimum distance of cleaning nozzle of 20 cm.
Otherwise, damage to the mesh is possible.
9 Clean the parts and check the overflow valves. Replace worn parts
if necessary.
10 Mount the protective filter (4) and the cover plate (10). Note the
position of the guiding pin.
11 Before the filter candles are installed, they must be visually
inspected and damaged candles replaced with new ones.
Note! Defective filter candles must not be used again.

12 Mount the filter candles in position by chamfered end towards the
flushing arm.
Before installation of the entire filter element, the ease of motion of the
flushing facility must be checked.
The flushing arm (7) must not grind against the bottom filter plate (16).
1.2 – 24
Manual
13 Push the entire filter element into the housing. By slightly turning
the flushing shaft (13), the gear (6) is forced into the drive pinion of the
gear unit (5).
Re−assemble the filter in the reverse sequence to that described above.
1.2.2.2.4. Trouble shooting

automatic back−flushing filter
Sources of faults and their remedy

Reasons
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Cause of fault: ∆p rises
and remedy
1.
2.
− Viscosity too high
− High volume of dirt on− Wait for normal operating conditions
− Check by−pass treatment unit for
functioning
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3. − Filter candles clogged − Clean candles
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4. − Flushing volume too low − Check flow control device in outlet and
sludge discharge line for clogging
5. − Shaft end does not turn − Turbine jammed
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− Remove parts jammed between turbine

and wall
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− Gear unit defective

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− Check for ease of movement

(see section ”Maintenance”)
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Replace gear unit if necessary

− Flushing arm (41) jammed, Remove any
foreign matter
− Operating pressure < 2 bar
− Run for prolonged period at higher pres-
sure 5−6 bar and thus eliminate the block-
age
− Oil quantity too low / Increase oil quantity
1.2 – 25
Manual
1.2.2.3. Centrifugal filter
The centrifugal filter is mounted on the engine as a part of the engine

filter system.
The centrifugal filter starts working when the engine runs and
lubricating oil feed valve (1) is open for supply from the back−flushing
filter at (2) and for supply to the centrifugal drive at (3), see fig. 1.2 – 22 .
The valve is open with the lever in the vertical position ("ON").
For maintenance of the filter, switch the lever of valve (1) to horizontal
position ("SERVICE" position), to close the oil supply (3) to the
centrifugal drive and to connect the oil supply from the back−flushing
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filter at (2) directly to drain hole (12) to the engine sump. See fig.
1.2 – 23 .
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Fig. 1.2 – 22 Centrifugal filter on engine
1.2 – 26
Manual
Operation
The filter comprises a housing (4) in which a dynamically balanced rotor
assembly (5) with a hardened steel spindle (6) rotates. The rotor
comprises a cleaning chamber(7) and an outlet chamber (8). The oil flow
at connection (2) from the back−flushing filter enters at the inner side
of the spindle (6) and flows to the cleaning chamber (7). The oil then
passes from the cleaning chamber to the outlet chamber (8) with outlet
holes (9) at the lower part of the rotor.
The oil flow to the drive tubes (10) direct from the lubricating oil pump
drives a pelton turbine wheel (11) which is connected to the spindle. By
the high speed of the rotor the oil inside the cleaning chamber (7) is
subjected to a high centrifugal force. The dirt particles will form a
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deposit of heavy sludge on the paper on the wall of the rotor assembly.
The clean oil from the outlet holes (9) and the oil from the turbine wheel
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drive returns via drain hole (12) of the filter housing back to the engine
oil sump.
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7 14
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16
9
8
10 9
4 15
11
13
12
Fig. 1.2 – 23 Centrifugal filter
1.2 – 27
Manual
Centrifugal filter cleaning

1 Close the oil supply to the centrifugal filter by switching the lever
of valve (1) to the horizontal position, see fig. 1.2 – 22 .
2 Wait a few minutes to be sure that the centrifuge has come to a
complete stop and to allow the oil to drain to the sump
3 Remove the cover clamp (13) and carefully remove cover (14)), see
fig. 1.2 – 23 .
4 Loosen the three screws (15) and remove the safety ring (16)
5 Remove the rotor assembly (5) carefully from the filter housing.
Note! The rotor assembly should be removed with care in order not to
damage the lower bearing, Pelton wheel and jet pipes.
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6 Hold the rotor body and remove the rotor cover nut (17). Remove
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the rotor cover from the rotor bottom.
7 Clean the parts of the rotor assembly and the filter housing (4).
Ensure that all rotor components are thoroughly cleaned and free from
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dirt deposits.
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Note! For easy removal of dirt in the rotor unit use a paper insert.
For the part number of the insert see the parts catalogue.
If the filter has reached the maximum dirt deposit layer thickness of
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25mm within the recommended cleaning interval (weekly), it is

necessary to clean the filter more frequently.
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8 Clean the jet pipe outlets (10) of the rotor drive with compressed air.
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9 Examine the lower bearing in the filter housing and the ball
bearing in the filter cover (14) to ensure they are free from damage or
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excessive wear. Examine the O-rings for damage. Renew if necessary.

10 Fit a new paper insert into the rotor body and reassemble the rotor
in opposite order. Use silicone grease for the O−rings.
11 Tighten nut (17) with a torque of 20 Nm(or hand tight +1/3 of a turn).
12 Replace the rotor assembly ensuring spindle (6) slides smoothly
into the lower bearing and the Pelton wheel and jet pipe assembly are
not damaged.
13 Check if the rotor unit (5) rotates easily.
14 Replace the safety ring (16) and tighten the three screws (15).
15 Slide the filter cover (14) together with the ball bearing onto spindle (6)
and down onto the locating ring of the filter housing. Fit the clamp (13) and
tighten the cover to the housing. (Torque of the clamp bolts is 6−8 Nm)
16 Open the oil supply to the filter by switching the lever of valve (1)
to the vertical position, see fig. 1.2 – 22 .
17 Check during running of the engine for leaks and check if the rotor
is rotating.
1.2 – 28
Manual
1.2.2.4. Lubricating oil sampling valve
Fig. 1.2 – 24 shows the position of the lubricating oil sampling valve (1)
on the engine. Take the lubricating oil samples according the
instructions in section 0.2.3.3.
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Fig. 1.2 – 24 Location of lubricating oil sampling valve
1.2 – 29
Manual
1.2.3. Crankcase breathing system
The function of the crankcase breather is to avoid overpressure in the

crankcase caused by blow−by of the piston rings and/or bad functioning
turbocharger sealing rings.
The crankcase breather system has consists of a vent pipe (1), mounted
by a flange on the engine block, at the same engine end of turbocharger
see fig. 1.2 – 25 .
Any crankcase over pressure is released via the vent pipe (1); the gas
passes trough the perforated plate (2) at the bottom of the vent pipe.
Inspect proper functioning of the system periodically during engine
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operation. The free end of the vent pipe should be covered by an anti
flame gauze. Clean this gauze periodically to avoid crankcase over
pressure.
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Fig. 1.2 – 25 Crankcase breather and vent pipe
Note! Excessive smoke from crankcase breather might indicate that a hot
spot is vaporizing lubricating oil and may lead to a crankcase
explosion.
1.2 – 30
Manual
Starting Air System Wärtsilä 26 Auxpac
1.3. Starting Air System
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1.3 – 1
Manual
Starting Air System
1.3.1. General
The start of an engine requires a large amount of air under high

pressure for a relatively brief period. To meet this demand it is necessary
to provide a system for compressed air stored in vessels until needed.
The starting air system should consist of an air compressor driven by
an electric motor, air vessel(s), pressure gauge, relief valve, piping to the
engine and a compressed air supply valve located near the engine.
Normally, the minimum compressor capacity should be sufficient to
replenish the starting air for the largest unit in one hour after such
supply has been reduced to the minimum pressure necessary to start the
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engine.
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The total air vessel volume depends on the air storage pressure, the
number of starts required before recharging the vessels, the number of
engines in the installation and the starting air requirements for the
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largest engine.
At least two vessels should be available in each installation to insure
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that starting air pressure is always available even if a vessel is out of

service for any reason.
The compressed air system should be free of condensation and the most
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effective way to prevent condensation occurring in a compressed air line

is to ensure that the air has a dew–point below the temperature to which
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any part of the system will be exposed for an appreciable period of time.
This can be achieved by appropriated components. Water in compressed
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air systems can give rise to one or several of the following indirect costs:
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– water damage to instrumentation and compressed air starter motor.

– rusting of pipework which will lead to leaking traps, joints and
solenoids etc.
– clogging of hygroscopic materials.
1.3 – 2
Manual
1.3.2. Start stop system

Engine start process
The engine is started by compressed air for driving the compressed air
starter motor(s) ( max. 12 bar and min. 7 bar), see fig. 1.3 – 1 .
On a signal to start the engine:
– Start solenoid valve (01) is activated electrically,
– Admitting throttled air to rotate the starter motor slowly while
connecting the bendix ’L’ to the gear ring on the flywheel.
– after the bendix is engaged, valve ’F’ opens the air supply to switch
valve ’H’ into open position, supplying full air pessure to the starter
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motor ’K’.
– the starter motor ’K’ starts to rotate the engine.
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– At the moment the engine fires, solenoid valve (01) is de–energized,
valve ’F’ is depressurized and the main starting valve ’H’ is closed.
The air supply to the compressed air starter motor stops.
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’K’
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’L’
’F’
’H’
Starting Air
Fig. 1.3 – 1 Start system diagram ( principle working )

The Internal Start/Stop Air System" diagram is provided in Annex A
− Internal systems/Pipe arrangement , of this Instruction Manual.
Emergency engine start

The start solenoid valve is provided with an emergency start push
button. For the emergency start procedure see section 2.3.2.8.
Warning! Be aware that all safety devices are overruled if the engine is started
by using the emergency start push button.
1.3 – 3
Manual
Starting Air System
Engine stop
When the engine has to be stopped by the operator or by the protecting
system, solenoids (1) is activated admitting air (30 bar) to the stop
cylinders (5) mounted on the HP fuel pump racks, see fig. 1.6 – 5 and
1.3 – 2 .
Air bottle (4) contains sufficient control air to stop the engine in case of
too low control air pressure in the main supply line.
For the control and safety system, see chapter 1.6.
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Fig. 1.3 – 2 Pneumatic stop system
1.3 – 4
Manual
1.3.3. Compressed air starter motor
1.3.3.1. General
The Wärtsilä 26B2 diesel engines are started with an air starter
operating at a nominal pressure of maximum 10 bar. The air starter
drives a pinion that turns the gear mounted on the flywheel. The air
motor is of the turbine type, inertia engaged.
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The Wärtsilä 26B2 starts when the master starting valve is opened
electrically or manually. The pinion of the air starter moves forward due
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to a bendix on the driving shaft and its own inertia; then it softly
engages the turning gear and it gives full torque only when the
engage−phase is completed. When the pinion has reached its most
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outward position, the main slave valve opens and the full airflow
accelerates the diesel engine.
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At 125 rpm the master starter valve closes, the pinion is drawn back by
the toothed ring and it is pushed to its original position by the driving
force of the diesel engine.
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As a precaution the engine can not be started when the turning gear is
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engaged.
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1.3 – 5
Manual
Starting Air System
1.3.3.2. Description of compressed air starter

motor basic operation
Pressurized air is admitted to the starter by opening of the manual or

relay valve. The air expands through the turbine, which produces shaft
rotation and torque. The acceleration of the drive assembly causes the
pinion to advance and engage the ring gear of the engine.
The starter motor torque causes the engine to accelerate. This
acceleration causes the pinion to be disengaged from the ring gear. The
fuel and ignition systems now fire the engine. Closing the relay valve
stops the starter.
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The operator may decrease starter life by the continual operation of the
starter after the engine has started. Upon a successful engine start, turn
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the air off to the starter immediately. Minimizing the time the starter
is operating unloaded (i.e. the engine is running) will maximize starter
life. If a start is aborted, a restart may be attempted after the engine and
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the starter has come to rest.
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Fig. 1.3 – 3 Air starter motor
1.3 – 6
Manual
1.3.4. Operating instructions
1.3.4.1. Commissioning and operation
– Check the air vessels are charged and the flow valve is open.
– Test for air leaks.
– Purge the starting air vessels and starting air lines from water. Be
sure the starting air is always absolutely dry and clean.
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– In case of a manual start, operate the push button valve for very
short periods only.
–
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Check the compressed air starter motor stops automatically once the
engine is running.
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1.3 – 7
Manual
Starting Air System
1.3.5. Maintenance
1.3.5.1. Complete overhaul
For overhaul send the complete compressed air starter motor to

Wärtsilä Corporation or the nearest Wärtsilä Service Office.
1.3.5.2. Storage
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When leaving our works, the compressed air starter motor contains anti
corrosion oil to protect the inner parts. In spite of this, we must
recommend storage in a dry place.
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1.3 – 8
Manual
1.3.6. Trouble shooting
Action
Solution
1. Engine cranks too quickly.Starter
does not run; small air flow from
exhaust.
a) Relay valve not fully open. a) Repair or replace relay valve.
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b) Nozzle blockage. b) Remove blockage or obstruction from
nozzles
2. Engine cranks too quickly.Starter

does not run; normal air flow from
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exhaust.
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a) Broken turbine rotor. a) Replace all damaged parts.

b) Broken gear train. b) Repair or replace geartrain
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c) Damaged starter drive. c) Repair or replace starter drive.

3. Engine cranks too quickly.
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a) Inlet air pressure too low. a) Increase air pressure in 0.6 Bar
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increments; DO NOT EXCEED

OPERATING LIMIT.
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b) Inlet supply piping too small b) Supply piping must be a minimum of 1.5”
diameter.
c) Pressure regulator orifice too small Increase orifice size or replace pressure
regulator.
d) Inlet supply line valve (ball, gate, relay, d) Install larger valve.
plug) too small.
e) In line lubricator installed in supply line. e) Remove lubricator.
f) Y−Strainer in supply line clogged f) Clean strainer.
g) IExcessive back pressure; exhaust g) Clean exhaust piping or increase size to

restricted at least the minimum diameter
recommended.
h) Damaged turbine nozzle. h) Replace turbine nozzle.
1.3 – 9
Manual
Starting Air System
Action
Solution
i) IBroken started drive. i) Repair or replace starter drive.
j) IWrong rotation starter. j) Replace with starter or proper rotation.
k) Wrong size starter. k) Check the Application Guide for the

correct starter.
4. Engine cranks too quickly.
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a) Inlet air pressure too high. a) Decrease air pressure in 0.6 Bar incre-
ments.
OR
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If there is a manual shut−off valve in the
supply line, partially close it.
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OR
Install a restriction orifice in the inlet supply
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line.
b) Wrong size starter. b) Check the Application Guide for the cor-
rect starter.
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1.3 – 10
Manual
Cooling Water System Wärtsilä 26 Auxpac
1.4. Cooling Water System
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1.4 – 1
Manual
Cooling Water System
1.4.1. Internal cooling water system
1.4.1.1. General
A closed circuit cooling water system divided into a high temperature

circuit (HT) anda low temperature circuit (LT) cools the engine.
– The HT cooling water circuit cools the cylinders. Two direct acting
thermostatic valves on the engine control the outlet temperature of
the circuit.
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– The LT cooling water circuit cools the charge air cooler and the
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lubricating oil circuit. Two direct acting thermostatic valves
mounted on the engine, control the outlet temperature of the circuit.
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The circuits on the engine can be either separate or combined, thanks
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to differences in the thermostat casing.

To prevent high temperatures in the HT, caused by local trapped air,
continuous de−aeration lines are attached to the multi−duct on each
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cylinder head. For the same reason multi−ducts, oil−cooler, charge air
cooler & thermostat casing (LT side & HT side) should be de−aerated
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each time the water system is filled up again.

The HT−circuit contains the following equipment:
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– Engine driven circulating water pump

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– Two thermostatic valves

– Two HT adjustable orifices
The LT−circuit contains the following equipment:

– Engine driven circulating water pump
– Lubricating oil cooler.
– Charge air cooler.
– Two thermostatic valves.
– Two LT adjustable orifices .
The Internal Cooling Water System" diagram is provided in Annex A

− Internal systems/Pipe arrangement , of this Instruction Manual.
Note! For maintenance background information, safety aspects, tools,

see chapter 2.4.
1.4 – 2
Manual
1.4.1.2. Description HT cooling water system

At the suction side of the HT cooling water pump water returning from
the engine and water from the external cooler is mixed in the
thermostatic block. The cooling water at the correct temperature is
forced in to the cooling water inlet channel of the engine.
Flow from cylinder liner to cylinder head

The cooling water flows with a relatively low speed from the inlet channel
(4) at the bottom of the liners upwards almost to the top of the liners. At
the exhaust side, a recess in the engine block makes it possible to pass the
rim around the liner. Next cooling water flows with increased speed from
one side to the other resulting in better cooling of the liner top side.
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After circulating around the liner top side, cooling water is collected at
camshaft side in a vertical drilling in top of the engine block. An
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interconnecting pipe (11) conducts the cooling water into the cylinder
head bottom side, see fig. 1.4 – 1 .
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Fig. 1.4 – 1 Interconnection into cylinder head
1.4 – 3
Manual
Cylinder head
The cooling water is forced over the cylinder head bottoms and along the
injector sleeves. A part of the cooling water is forced around both the
exhaust valve seats. In a common space in the cylinder head, cooling water
is cooling the exhaust gas ductings. Cooling water is collected at top of the
cylinder head at exhaust gas side into the multiduct (12). After the
multiduct water goes to the outlet channel (5A and 5B), see fig. 1.4 – 1 .
Thermostatic valves
Relative cold water, returning from the external cooler, is mixed with
hot water from the engine outlet by thermostatic valves to the correct
temperature for the engine inlet. The bracket turbocharger
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accommodates the thermostatic valve HT (1) and LT (2). Be careful
when elements of different liquid systems are become mixed up for
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instance during testing on working range. See fig. 1.4 – 2 .
1 HT themostatic valve
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1 To external cooler
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From engine
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To by−pass
2 LT thermostatic valve
To external cooler
34
To by−pass From engine
Fig. 1.4 – 2 Location of cooling water thermostatic valves
1.4 – 4
Manual
Operation
Cooling systems will usually operate at or slightly below or above
nominal temperature.
Any system operating at a deviation of 6°C or more from nominal is
probably malfunctioning. The cause should be located and corrected
immediately.
Trouble shooting
In the event the cooling system does not operate near to the operating
temperature see section 2.3.6.6.1. for help to find the problem.
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1.4.1.2.1. Maintenance thermostatic valves
Check periodically according the maintenance intervals the correct
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working range of the elements.
Removal / mounting of thermostatic valves

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1 Drain the cooling water system.
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2 Remove thermostat housing and thermostatic valve

3 Check the element by heating it slowly in water while measuring
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the water temperature. Check at which temperature the valve starts to

open. The nominal temperature range is mentioned on the elements.
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Note! Be careful not to mix the thermostatic valves of different liquid

systems due to the fact that each system has its own working range.
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4 Renew element if damaged or out of range.

5 Renew O−rings (3) and (4), see fig. 1.4 – 2
6 Fill the cooling water system and check for leaks .
Warning! Elements exposed to a temperature of more than 10°C above the

nominal working range will be damaged and should be renewed.
1.4 – 5
Manual
1.4.1.3. Description LT cooling water system

At the suction side of the LT cooling water pump water returning from
the engine and water returning from the external cooler is mixed in the
thermostatic block. The cooling water at the correct temperature is
forced in to the cooling water inlet channel of the engine and is
conducted (1) in to charge air cooler (see also chapter 1.5.).
After cooling, the cooling water leaves at (2), is conducted via the cooling
water inlet (3) and outlet (4) of the lubricating oil cooler (see also
chapter 1.2.) and further via the thermostatic block to the external
cooler or the suction side of the cooling water pump.
See fig. 1.4 – 3
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Turbocharger
Free end
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Turbocharger
Driving end
12 3 4
Fig. 1.4 – 3 Inlet and outlet of the charge air cooler and lubricating
oil cooler.
1.4 – 6
Manual
1.4.1.4. Cooling water pump
The water pump is a centrifugal pump and is driven by the gear

mechanism at the free end of the engine.
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Fig. 1.4 – 4 Cooling water pump
1.4 – 7
Manual
1.4.1.5. Flexible pipe connections
Some pipe connections are made flexible by the application of a

"metal–grip–coupling". To apply the "metal–grip–coupling" the pipe
ends should be well in line and lateral within 1% of the pipe diameter.
Fitting instructions
1 Remove sharp edges and burrs.
2 Clean pipe where coupling mounts. Eliminate such as scratches,
cracks, remove rust, paint and other coatings,
3
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Mark half width of coupling symmetrically on both pipe ends.
4 Slide coupling over pipe end. Do not rotate coupling if teeth are in
contact with the pipe.
5
6
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Push pipes together and make sure they are in line.
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Position coupling such that marks are visible on both sides.
7
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Tighten bolt with a torque wrench.
Note! Torque indicated on coupling is valid for radially rigid pipes.

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Couplings can be used several times! No dirt under sealing lips!

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Disassembling of coupling
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Loosen screw. Casing must eventually be spread and grip ring with
screw driver released from anchoring on pipe. Do not rotate coupling as
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long as teeth are in contact with the pipe. Grease bolt before new
assembly.
1.4 – 8
Manual
1.4.2. Maintenance cooling water system
1.4.2.1. General
Normally, no reason for maintenance of the cooling water systems exists

unless the temperatures tend to rise without clear reason. A deviation
in cooling water temperature can be caused by malfunctioning of one of
the cooling water thermostats. Normally, all inspections and cleaning
of cooling water system components should be carried out at planned
intervals.
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If the risk of freezing occurs, drain all water by opening the plugs of the
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highest and lowest points in the external system. Collect drained water
for re–use.
If an emulsion oil has been used the entire system must be cleaned from
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oil deposits. Changing brand and type of additives requires cleaning by
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flushing of the entire system.

Compensate leakage or spillage by treated water.
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1.4.2.2. Cleaning
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In completely closed systems fouling will be minimal if cooling water is

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treated according instructions in section 0.2.4.

Depending on the cooling water quality and the efficiency of the
treatment, cooling water spaces may or may not foul over the length of
time. Deposits on cylinder liners, cylinder heads and cooler stacks
should be removed to avoid disturbance in heat transfer to the cooling
water with thermal overload as consequence.
Necessity of cleaning should be investigated, especially during the first
year of operation. This may be executed during a cylinder liner
inspection on fouling and deposits on the liner and block. Deposits can
quite vary in structure and consistency and can in principle
mechanically and/or chemically be removed.
1.4 – 9
Manual
1.4.2.3. Cooling water venting

To keep the quantity of air in the cooling water low, the water surface in
the make–up tank and expansion tank must be free of turbulence.
Permanent venting pipes are to end below the water level. Check
periodically the tank level. Air also tends to enter the cooling water
through a defective shaft seal of the cooling water pump when the suction
pressure is below zero.
Continuous venting points of the HT cooling water system are located
on the multiducts (1). With the ball valve (2) the system can be vented
manually, see fig. 1.4 – 5 .
The venting plugs of the LT cooling water system are located on the
charge air cooler and the lube oil cooler and are mend to de−aerate while
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filling up the HT and LT cooling water systems, see chapter 1.5 and 1.2.
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The the ball valve (3) is connected to the expansion tank. Due to
overpressure in the system a positive flow exists to the expansion tank.
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Fig. 1.4 – 5 Cooling water venting locations
1.4 – 10
Manual
Charge Air and Exhaust Gas System Wärtsilä 26 Auxpac
1.5. Charge Air and Exhaust Gas System
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1.5 − 1
Manual
Charge Air and Exhaust Gas System
1.5.1. General
The term "charge air" or "supercharging" refers to the practice of filling
the cylinder, with air at a pressure substantially higher than
atmospheric pressure to support the combustion of the fuel, plus a
sufficient excess to control internal combustion and exhaust gas
temperatures.
Supercharging is realised by a turbo charging system consisting of
centrifugal compressor(s) each driven by an exhaust gas turbine.
Turbochargers utilise energy in the exhaust gasses and improve the
engine efficiency. The speed of turbochargers has no fixed ratio to the
engine speed but will vary with the load.
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1.5.2.
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Quality of suction air filtration
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The highest allowable concentration of dust and harmful components
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at the turbocharger inlet, after filtration, is given in the table below.
Property Unit
[mg/m3n]
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Dust concentration (particles > 5 µm) 3.0

Chlorides (Cl) 1.5 [mg/m3n]
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Hydrogen Sulphide (H2S) 375 [µg/m3n]

Sulphur dioxide (SO2) 1.25 [mg/m3n]
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Ammonia (NH3) 94 [µg/m3n]

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Note! m3n is given at 0°C and 1013 mbar.

Measurements are to be performed during a 24−hour period and the
highest 1−hour average is to be compared with the above mentioned
boundary values.
Weather conditions such as wind speed, wind direction, ambient
temperature and air humidity may vary considerable during one year.
Therefore a one−day measurement may not reflect the most critical
situation.
A detailed investigation concerning filtration has to be done in
installations where the air includes components that are known to be
caustic, corrosive or toxic.
1.5 − 2
Manual
1.5.3. Internal system
Components of the internal system built–on the engine are:

– Air intake filter with silencer on the turbocharger.
– Turbocharger
– Singole stage charge air cooler
– Turbine cleaning device
– Compressor cleaning device
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The Internal Charge Air Exhaust Gas System" diagram is provided in
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Annex A − Internal systems/Pipe arrangement, of this Instruction
Manual.
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1.5 − 3
Manual
1.5.4. Charge air system
1.5.4.1. General
If the engine takes combustion air from the engine room, all combustion
air should than first be supplied into the engine room. The design of
engine room ventilation, special in the vicinity of the charge air intake
filters, can highly influence the good performance of the engine
combustion process. Full air supply to the air intake filter under arctic
conditions may create too low combustion gas temperature, and
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ambient air further heated in the engine room under tropical conditions
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will raise the exhaust gas temperatures in the engine far too much. For
good engine operation the following should be taken into consideration:
– Engine room ventilation should be such that water, foam, sand, dust
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exhaust smoke etc. can’t enter the engine room.
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– Avoid heating of fresh combustion air by striking hot engine room

machinery.
– In case the engine room temperature raises over 45°C the engine
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room ventilation ducting should be directed even nearer to the

turbocharger inlet filter to avoid further heating of the fresh air. If
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such situation cannot be arranged, derating of the engine load

should be considered to avoid thermal overloading the engine.
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– Avoid discharge of generator cooling air to the turbocharger intake.

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– For restrictions on suction air temperatures, see chapter 2.3.
It is recommended to have separate ventilators for combustion air and

ventilating system provided. Air supply fans must be dimensioned to
obtain a slight over pressure in the engine room, but must not exceed
1 mbar.
Note! For maintenance background information, safety aspects,

intervals, tolerances, inspections, tools and torque spanner
instructions, see chapter 2.4.
1.5 − 4
Manual
1.5.4.2. Charge air cooler
To maintain the required charged air temperature at higher engine load

the charge air has to be cooled.
The temperature at the compressor discharge side at full load is
approximately 200°C. To cool the charged air after the compressor the
air passes a single stage charge air cooler (1) in which the compressed
air is cooled by water. See fig. 1.5 – 1 .
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Turbocharger
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Free end
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Turbocharger
Driving end
Fig. 1.5 – 1 Charge air cooler
1.5 − 5
Manual
1.5.4.2.1. Cooler stack

The cooler stack (1) together with the air inlet casing (2) and air outlet
casing (3) are one unit. At the bottom side the cooler is provided with
drain holes for condensate, which are combined in one condensate
drain pipe (9). See fig. 1.5 – 2 .
The bottom manifold contains the HT cooling water supply and return
connections and the drain plugs (8).
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8 9 8
Fig. 1.5 – 2 Cooler stack
1.5 − 6
Manual
1.5.4.2.2. Operation
To prevent the cooling water from freezing when the engine is not in
operation the temperature in the engine room should be kept at a
minimum temperature of + 5 °C. When the temperature is below 5 °C
precautions have to be taken by means of anti freeze additives. In this
case it must be realized that this affects the heat balance.
A rising air temperature accompanied by a fall in air pressure indicates
the fin plates around the tubes are becoming contaminated. A rising air
temperature with water pressure difference over the cooler indicates
contamination inside the tubes by scale or dirt. In either case cleaning
of the cooler stack is required.
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1.5.4.3. Condensate draining
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Check daily, during operation of the engine, if the condensate drain
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pipes located on the housing of the charge air cooler and charge air
receiver are open. Under normal operating conditions only compressed
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air should escape from these holes and possible some condensate.
If excessive water escapes from the condensate drain pipes this can be
caused by:
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− Condensate due to high air humidity.

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Condensate can be formed at the outside of the tubes of the air cooler
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and is carried together with the air into the combustion chambers of the
cylinders.
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The quantity of condensate depends on the suction air temperature,

humidity, charge air pressure and charge air temperature. There will
always be some condensate on the pipes of the charge air cooler.
Do not reduce the cooling water flow.
Excessive water (condensate) in the combustion chambers can cause
corrosion on liners, piston rings and pistons and cold corrosion on fuel
injector nozzles.
− Charge air cooler stack has one or more leaking tubes.
This should be confirmed by a lowering of the level of the expansion
tank. Check the kind of water (treated water or not) Continuously
water leaking when the engine is out of operation may indicate a
leaking cooler stack.
Inspection of the cooler stack on short notice is required.
Note! Condensate drain points have the function to inform the operator on
the presence of water in the charge air receiver.
Condensate drain points are not designed to drain large quantities
of water and should always be open.
1.5 − 7
Manual
1.5.4.4. Maintenance
Clean the cooler at intervals according to chapter 2.4. or, if at full load,
the charge air temperature cannot be maintained.
1.5.4.4.1. Cleaning
General
Cleaning of the water and air side of the charge air cooler is required to
restore thermal cooler performance. Cleaning can be done either
mechanical, hydraulic or chemical. Several international companies
supply equipment and chemicals for cleaning of heat exchangers.
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Cleaning intervals vary with the mode of operation, cooling water and
intake air quality, etc.
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During cleaning the cooler should internally be inspected on scaling and
corrosion.
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Scale increases the risk of pitting corrosion and scale coming loose
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blocks the tubes leading to erosion.

Always check for erosion after cleaning.
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Cleaning water side

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Remove the water covers from the stack and inspect the tubes
internally. When deposits are soft, which will occur in most of the
installations, use special nylon brushes connected to a rod. The type of
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brush must be selected in accordance with the finned tube. Replace

gaskets or O–rings.
In
Cleaning air side

Remove the cooler stack. To clean the fins of the tubes, immerse the
stack in a chemical bath containing a degreasing solvent. Raising and
lowering the stack in the solution or bringing the solution into
movement by means of a steam jet or air, will accelerate the cleaning
process. Direct after the cleaning is completed the cooler is to be flushed
by applying a powerful water jet
Note! When using chemicals take the necessary precaution and follow the
instructions provided by the manufacturer of the chemicals.
Hydraulic cleaning
Hydraulic cleaning has to be carried out with the cooler stack removed
using a high pressure spray gun with a special nozzle to remove dirt
deposits inside the tubes. For the outside of the tubes a nozzle with a
diameter of 3 mm is recommend. Attack the cooling tubes with the water
yet vertical this means parallel to the fins. A suitable distance to avoid
damage is 2 meter.
1.5 − 8
Manual
Note! When using a high pressure water cleaning device take care not to
damage the fins. Damaged fins will result in an decreased capacity
of the cooler stack.
1.5.4.4.2. Repairs
Leaking tubes
Tube leaks can be caused by corrosion, erosion or improper operation
of the cooler. A leaking tube cannot be removed, they are roller expanded
into tube plates.
Leaking tubes may be sealed by turned hardwood plugs or rubber plugs
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on both sides. Up till 10 tubes per system may be sealed. Fit a new cooler
stack or send the cooler stack for repair if more than 10 tubes are
leaking.
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Hydro test cooler with the specified test pressure which is stated on the
name plate fitted on the cooler side wall or casing.
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Leaking seal
All seals are either O–rings, soft metal rings, gaskets or liquid gasket.
If necessary disassemble the cooler as far as needed. Remove dirt and
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corrosion residues and restore the surfaces in good shape again. Mount
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new seals.
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1.5 − 9
Manual
1.5.5. Exhaust gas system
1.5.5.1. Exhaust gas manifold
The exhaust gas manifold is assembled of manifold sections (2)

interconnected by compensators (3). Branches of the manifold sections
are rigid mounted via the multiduct (1) to the cylinder heads and
cylinder block, see fig. 1.5 – 3 .
The manifold is connected to the turbocharger.
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The exhaust gas manifold requires under normal operation conditions
no maintenance. A periodical inspection to connections and to the
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condition of the compensators is sufficient.
The manifold can be inspected after removal of one or more panels from
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the insulation box.
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Fig. 1.5 – 3 Exhaust gas manifold configuration
1.5 − 10
Manual
1.5.5.2. Multiduct
The multiduct is a casting to conduct HT water, charge air (5) and

exhaust gases (1), see fig. 1.5 – 4 . The exhaust channel (1), as part of the
multiduct, is cooled by the HT cooling water, entering at (2) and leaving
at (3). On top of the multiduct is a vent connection (4) for the HT cooling
water. After the cylinder head is removed, the multiduct remains in
place supporting the exhaust gas manifold.
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Fig. 1.5 – 4 Multiduct

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1.5 − 11
Manual
Multiduct connection
Each multiduct (1) is connected to the engine block by 6 bolts (2) with
distance bushes (3) and sealed with a gasket (4) and (9), see fig. 1.5 – 5 .
5 1
8
2 3
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Fig. 1.5 – 5 Sealing multiduct / cylinder head / cylinder block
The connection of the multiduct and exhaust gas manifold (5) is face to
face; there is no gasket.
The sealing between multiduct and cylinder head for exhaust gas,
charge air and HT water is by means of gasket (6). This gasket is kept
in the correct position during assembling with the aid of clips (7). The
gasket needs to be replaced every time the cylinder head is disconnected.
Tighten the bolts (8) according to the torque setting mentioned in
section 2.4.4. Tightening the multiduct bolts requires the application of
a torque spanner 9622ZT215 with extension 9612ZT332.
1.5 − 12
Manual
1.5.5.3. Compensators
Compensators in the exhaust gas manifold enable thermal expansion of

the manifold. Make sure that, whenever the compensators have to be
replaced, the arrow on the compensators corresponds to the gas flow
direction. See fig. 1.5 – 6 . There is no gasket between compensators and
exhaust manifold, it is a face to face connection.
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Gas flow
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Fig. 1.5 – 6 Gas flow through compensators

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Note! When reinstalling a compensator check if flanges of the exhaust

manifolds are in line and parallel. Maximum deviation 1mm.
1.5.5.3.1. ’V’ Clamp installation instructions
1 Ensure flanges and sealing surfaces are clean.

2 Place compensator in position and ensure that the flanges assemble
freely.
3 Fit the clamp ’V’ sections (1) over the flange profiles. See fig. 1.5 – 6 .
4 Engage the T−bolts through the trunnions and locate the nuts on
the T−bolts.
5 Over−tighten the nuts evenly to 20 Nm, keeping the gaps equal on
each side of the clamp, then slacken them off half a turn.
Next tighten them to the recommended 9−12 Nm.
1.5 − 13
Manual
1.5.5.4. Insulation box
The insulation box (1), enclosing the exhaust gas manifold, is rigid
mounted to the multiducts (2), see fig. 1.5 – 7 .
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Fig. 1.5 – 7 Insulation box
Warning! The heat insulating box is not designed to carry weight.
The heat insulating material, as part of the panels, is at the inside

cladded with stainless steel sheeting. This sheeting should not be
painted as part of the heat insulation exist in the reflection of heat
radiation.
1.5 − 14
Manual
Well designed and installed exhaust gas systems require little

maintenance and can be limited to long term visual periodical
inspections consisting of:
– Inspection of all the connections in the exhaust gas manifold.
– Inspection of all rigid and flexible mountings between exhaust gas
system and the engine room structure. Special attention should be
paid to the support of the ducting after the turbocharger. (Load on
the turbocharger is not allowed).
– Inspection of the exhaust ducting insulation and cladding between
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turbocharger and uptake.
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1.5.5.6. Operations
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1 Check the working of water separating pockets and drainage

system of the external exhaust system.
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2 The exhaust gas back pressure should not exceed the maximum
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mentioned, see section 1.0.2.

3 Check the good working of the sliding supports of the ducting after
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the turbocharger.
4 Check during operation of the engine the entire exhaust gas system
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on gas leakage’s.
1.5 − 15
Manual
1.5.6. Turbocharger
The turbocharger consists of a single stage axial−flow turbine and a

centrifugal air compressor connected by a single rotor shaft supported
on inboard bearings.
The inboard bearings are lubricated and cooled by the engine
lubricating oil system.
The turbocharger is equipped with a cleaning device for the compressor
side and the turbine side.
The rotor shaft rpm. is measured by a speed transmitter system
installed at the compressor side and described in the sub−suppliers
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manual of the turbo charger.
1.5.6.1. Maintenance on
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Maintain the turbocharger according instructions of the turbocharger

manufacturer. It is recommended to make use of the service network of
Wärtsilä Corporation.
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Use high temperature resistant grease on exhaust bolt connections.

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1.5.6.2. Turbocharger cleaning devices

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The diesel engine efficiency is highly related to the efficiency of the

turbocharger. The turbocharger efficiency is directly influenced by the
degree of fouling of the compressor wheel, diffuser ring, nozzle ring and
turbine wheel. Regularly cleaning is essential during engine operation.
The cleaning is not effective when the water cleaning is not carried out
on regularly schedule. See maintenance schedule section 2.4.1.
The following factors may influence the degree of fouling e.g.:
– Environment.
– Fuel quality.
– Load pattern.
– Bad combustion.
1.5 − 16
Manual
1.5.6.3. Compressor side cleaning
The compressor should be cleaned by water injection during the engine

operation. The cleaning process will have good results as long as the
deposit formation has not gone too far.
In this method of cleaning the water is not acting as a solvent but
instead removes the deposits mechanically by the impact of the water
droplets. Use clean water without additives.
Daily cleaning of the compressor prevents or delays excessive build−up
of dirt. In case a very thick hardened crust of dirt is formed, the
compressor has to be dismantled for cleaning.
The cleaning system is provided with a water container (1). During
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cleaning the container is pressurised by the charge air via line (2) by
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which water is forced to the compressor inlet via line (3).
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4 3 1 2
Fig. 1.5 – 8 Compressor cleaning device
1.5 − 17
Manual
Cleaning procedure
Water injection is to be executed when the engine is running at normal
operating conditions and with a load >70% .
Record the charge air pressure, exhaust gas temperatures and the
turbocharger speed to ascertain the efficiency of cleaning.
1 Fill container (1) with clean water (0.4 liter), see fig. 1.5 – 8 .
2 By opening valve (4), charged air enters the container via pipe (2).
The water content is forced to the compressor wheel inlet via pipe (3).
3 The complete water volume should be injected in 4 – 10 sec. The
success of cleaning can be evaluated by comparing engine exhaust gas
temperatures before and after cleaning. If unsuccessfully, the cleaning
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process should be repeated earliest after an interval of 10 minutes.
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4 On completion of the cleaning process the engine should at least run
another 5 minutes under load.
1.5.6.4. Turbine side cleaning

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Depending on the fuel quality and installation the interval for turbine
cleaning procedure is between 24...250 hours and has to be carried out
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at reduced engine load.

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Note! Regular cleaning of the turbine during operation prevents or retards

excessive formation of deposits.
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Use only clean, fresh water with no additives or solvents. The fresh
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water supply is connected to nozzles mounted to the exhaust manifold

before the turbocharger inlet. Fresh water is injected through these
nozzles. The diameter of the nozzle holes control the quantity of water
that will be injected in a certain time.
An arrow on the nozzle indicates the flow direction of the fresh water
and should have the same direction as the exhaust gas flow to prevent
carbon deposits in the inside of the injector and to ensure good cleaning
of the turbine.
1.5 − 18
Manual
The external water connection is realized by a flexible hose at

connection (1). Every time the cleaning process of the turbocharger is
completed, the hose should be disconnected to avoid water uncontrolled
entering the exhaust manifold.
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Fig. 1.5 – 9 Turbine cleaning device
1.5 − 19
Manual
Cleaning procedure turbine side

The cleaning of one turbine requires:
– Clean water free of sand, chemicals etc,
– Water pressure during the cleaning process between 3.5...6 bar.
– Water quantity 25 l/min.
Before starting the turbine cleaning procedure, take engine readings at
an engine load to use for comparisons with previous readings.
The cleaning is successful if the efficiency of the turbocharger is
increased. This can be established by recording engine logs, such as
charge air pressure, turbocharger speed, exhaust gas temperature
before and after turbocharger before and after cleaning. Normally the
values of the above mentioned logs will be lower after a successful
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cleaning procedure.
Prior to the turbine cleaning process, reduce the engine load till a stable
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exhaust gas temperature at turbine inlet is reached between the 400C
and 450C this will take approximately 15 minutes.
1 Connect the water supply to connection (1) and check if the water
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pressure at this connection is at least 3.5 bar. See fig. 1.5 – 9 .
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2 Open the valve (2) for water supply pipe (3) to the nozzles.
3 Inject water during 30 seconds.
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4 Close water supply to the nozzles by means of valve (2).

5 Repeat points 2 and 3 with an interval of three minutes until water
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has been injected three times.

This completes the turbine cleaning process.
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6 After completion of the cleaning process close the water supply

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valve and disconnect the water supply hose.

7 Continue to run at least 10 minutes at the reduced load before
increasing the engine output.
Note! Never stop the engine within 20 minutes after completion of the
cleaning process to dry the exhaust gas system.
1.5 − 20
Manual
Control System Wärtsilä 26 Auxpac
1.6. Control System
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1.6 – 1
Manual
Control System
1.6.1. General
The engine is equipped with a control system which comprises the

following functions:
– starting of the engine
– slow turning of the engine
– stopping of the engine
– emergency stop of the engine
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– controlling the engine speed / load
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– measuring of the engine and turbocharger speed
These functions are automatically carried out by the control air and
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mechanical control systems during starting, running, reducing load and
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stopping engine modes. The engine is also equipped with hand

controlled safety devices for all the emergency operations.
Control of the rotating speed of an engine is accomplished by varying
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the rate of fuel admission in the engine cylinders. The duty to which the
engine is applied usually determines the degree of accuracy required in
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engine speed control. An actuator is used to control the engine speed

and thus enables the engine to respond to changing load requirements.
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The control system is constituted by a series of mechanical and

pneumatic control devices and it is assisted by the conventional
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automation system (See Chapter 1.7 Automation System).

The engine is continuously under the control of a monitoring system
constituted of a series of sensors and switches, that transfer all the
necessary information to the control devices.

intervals, tolerances, inspections, and torque spanner instructions,
see chapter 2.4.
1.6 – 2
Manual
1.6.2. Speed control system
1.6.2.1. Actuator
Many governing problems are the result of improper selection or

improper treatment of oil used in the actuator. The actuator should be
serviced on a routine schedule according to the maintenance schedule
of section 2.4.1.2..
When changing oil types flush the hydraulic system before oil change.
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Do not mix different types of oil. Most actuators with sumps do not have
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filters, therefore, add only clean oil. If water enters change the oil
immediately. Clean oil is of most importance in hydraulic governing
system.
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Consult the sub−suppliers manual for oil quality and viscosity selection
as well for acceptable operating temperatures.
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Maintain the oil level in the actuator between the limits on the sight
glass and do not overfill. During a refill keep the oil level low and add
more oil during running of the engine if needed. Oil in bad condition
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causes approximately 50% of all governing troubles.

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When during engine operation one of the following circumstances are

observed the engine should be stopped, the oil changed and the reason
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for the oil deterioration be examined:

– The oil looks different from new.
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– The oil feels dirty or fumes bad.

– There is water or dirt in the oil.
– The viscosity of the oil has changed; increased or decreased.
– Actuator parts are damaged or bad.
– The actuator has run at a higher temperature than recommended for
the oil being used.
– Governing operating temperatures have changed.
– The oil in operation has a wrong viscosity range.
For specific actuator information consult the sub–suppliers manual.
1.6 – 3
Manual
Control System
1.6.2.2. Booster
The booster activated by air the moment the engine is started, boosts
the oil pressure in the actuator accumulator. This makes fast response
of the actuator power piston and fuel rack possible at initial start of the
engine.
The booster supplies pressurized oil to mechanical–hydraulic actuators
and electro–hydraulic actuators instantaneous the starting air fills the
starting air header on the engine. This instant oil pressure eliminates
the time required for gear pump in the actuator to build up enough oil
pressure to move the linkage. This produces a faster start, conserving
starting air.
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The booster is positioned lower than the actuator to prevent trapped air
in booster and oil lines.
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When the booster is inactive, the piston is held at one end of a cylinder
by a spring. The cylinder is filled with oil supplied from a line from the
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actuator’s sump.
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When the booster is activeted, engine starting air at the bottom side of
the piston pressurises the oil which is forced through ports and piping
into the oil system of the actuator.
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Check valves control the oil to flow in only one way.

This avoids the returning of booster oil during the starting process.
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1.6 – 4
Manual
1.6.3. Fuel control mechanism
The movement of the power output shaft of the actuator is transferred

to the common fuel control shaft (1) through a link. The common fuel
control shaft is supported to the engine block by bearings (2) and (3),
see fig. 1.6 – 1 .
Rotation of the common fuel control shaft is transferred through lever
(4) to the HP fuel pump racks.
Torsion springs enable the common fuel control shaft to be moved to
zero position in case one of the fuel racks will jam.
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Warning! Special attention should be paid to the function of the fuel linkage
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mechanism as a defect to this mechanism may result in a disastrous
over speeding of the engine, unstable engine operation or an engine
unable to take load.
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1 2 3
Fig. 1.6 – 1 Fuel control mechanism
1.6 – 5
Manual
Control System
1.6.3.1. Load indication HP fuel pump
Rotation of the common fuel control shaft is transferred through cam

(6) to the HP fuel pump rack position switch sensor (5). The sensor is
used to relief the engine over loads. See fig. 1.6 – 2 .
5
6
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Fig. 1.6 – 2 Fuel pump rack position transmitter
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1.6 – 6
Manual
1.6.3.2. Checking linkage between actuator

and common fuel control shaft
1 Place the HP fuel pump racks on mid position (22mm) by moving

lever (6) of the common fuel control shaft (4), see fig. 1.6 – 3 .
If necessary adjust the HP fuel pump racks to the average position. See
section 1.6.3.3.
2 Check if the angles between the levers (1) and (6) with rod (5) are
about 90 °.
3 Check if the power output shaft (3) indicates ’ 5 ’ on the load
indicator (7) (scale 0–10).
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4 If necessary adjust the length of rod (5) and secure all lockings on
levers etc.
5
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Place the HP fuel pump racks on position 0 mm by moving lever (6).
6 Check if the power output shaft (3) indicates between ’ 0 and 0.5 ’
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on the load indicator scale (7).
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5
2
6
4
Fig. 1.6 – 3 Linkage actuator / common control shaft
1.6 – 7
Manual
Control System
1.6.3.3. Checking linkage between fuel rack

and common fuel control shaft
1 Adjust spring loaded levers (7) with set screws (8) at a

pre− clearence of 5 mm, see fig. 1.6 – 4 .
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5 mm
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Fig. 1.6 – 4 Pre−clearance levers to HP fuel pump

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2
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Place actuator lever in mid position.

3 Record all HP fuel pump rack positions and calculate the average
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position. With set screws (8) all HP fuel pump rack readings should be
adjusted at the average value calculated.
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Note! The maximum deviation between fuel rack positions is 0.5 mm.
4 Check and if necessary adjust the linkage between the actuator and
the common fuel control shaft. See section 1.6.3.2.
5 Secure all lockings on levers etc.
1.6 – 8
Manual
1.6.3.4. Stop mechanism
1.6.3.4.1. Manual stop
Move stop lever (6) from normal operating position ’A’ into stop position
’B’. Check if pin (7) locks the stop lever see fig. 1.6 – 6 .
1.6.3.4.2. Local stop
Push stop button (2) on the engine mounted local control panel, see fig.
2.3 – 1 . The stop signal activates solenoid (7), see fig. 1.6 – 5 , and air
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is admitted to the stop cylinders (5) mounted to the fuel racks of the HP
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fuel pumps. The air pressure in the stop cylinders will be released after
solenoid (7) is deactivated.
1.6.3.4.3. Remote stop

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Push stop button in the control room. The stop signal deactivates the
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actuator controller, activates solenoid (7) (see local stop) and if present
the stop solenoid in the actuator.
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1.6.3.4.4. Checking stop mechanism

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Check of stop cylinder adjustment (limit position) and start blocking

sensor (8). See fig. 1.6 – 6 .
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1 Place stop lever (6) in operating position ’A’ see fig. 1.6 – 6 .
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2 Place actuator in maximum position (fuel pump racks in full

position).
3 Push stop button (2) on the engine mounted local control panel, see
fig. 2.3 – 1 , to move all stop cylinder pistons to zero position.
4 Check all fuel racks are moved into "zero" fuel position.
5 Check the distance ’X’ between the sensor tip and stop lever.
’X’ must be between 1 and 1.5 mm. See fig. 1.6 – 6 .
03 air filter and water separator

04 air receiver
05 stop cylinder
07 solenoid
10 non–return valve
302 control air
Fig. 1.6 – 5 Stop device
1.6 – 9
Manual
Control System
1.6.3.5. Checking actuator stop position

6 Place lever (6) in stop position ’B’ see fig. 1.6 – 6 .
7 Check if the power output shaft (3) indicates between ’ 0 and 0.5 ’
on the load indicator (7) (scale 0–10), see fig. 1.6 – 3 .
8 Check all HP fuel pump racks are now in the ’no fuel position’.
Position zero mm.
9 Release stop lever by pulling locking pin (7).
’A’ ’B’
’X’
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Fig. 1.6 – 6 Stop mechanism

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1.6.3.6. Removing the actuator

1 Make a clear match mark on lever (1) and power shaft (3) for
refitting the power shaft lever (1), see fig. 1.6 – 3 .
2 Remove lever (1) and disconnect electrical connections of actuator.
3 Drain actuator oil by opening the drain plug
4 Remove pipe connections to booster.
5 Remove bolts (2) and lift actuator from engine.
Note! The actuator should not rest on its drive shaft.
1.6 – 10
Manual
1.6.3.7. Mounting of the actuator

6 Clean the joint faces of the actuator drive and engine block.
Check the condition of the serrated power shaft (3) of the actuator. See
fig. 1.6 – 3 .
7 During assembling use Loctite 5910 or similar as gasket.
8 Be careful not to damage the serrated drive sleeve when lifting the
actuator into position.
9 Fasten bolts (2), booster pipe connections and electrical
connections. See fig. 1.6 – 3 .
10 Mount power shaft lever (1) according to the match mark on the
power shaft (3).
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11 Check the position of the actuator in relation with the HP fuel
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pump rack position, see section 1.6.3.2.
1.6.4. Governing system maintenance and

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trouble shooting
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Maintenance of the actuator is limited and should mainly exist of:

– periodically renewal and level control of the lubrication oil
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– observation to proper working of the actuator

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– observation to proper connections of the linkage mechanism
Trouble shooting
Fluctuations in engine speed or load are usual ascribed to an improper
working of the actuator however before exchanging or doing any
inspection of the actuator check the following:
1 Check engine load is not beyond maximum load.
2 Check if the fuel supply to the fuel pumps is at operating pressure
and no vapour locks exist.
3 Check cylinder firing pressures and proper working of injectors.
4 Check adjustment of external setting devices of the actuator.
5 Check adjustment and linkage between actuator and fuel pumps.
1.6 – 11
Manual
Control System
6 Check actuator drive for any misalignment or excessive backlash.

7 Check level and quality of actuator lube oil. Replace lube oil and
flush lube oil system if in doubt.
8 Check actuator oil pressure at test port of the actuator.
Booster maintenance
1 Check if the sump of the actuator is filled with oil till the correct
level.
2 Check the starting air supply is connected to the appropriate
booster air inlet. Use the inlet with the built–in orifice if a slower fuel
rack move is required.
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3 When all air and oil connections are secured, purge air from booster
and oil lines by cycling air to the booster from a independent air supply
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without cranking the engine. Add oil to the actuator as needed. Failure
to purge air completely may result in a sluggish governing system
response.
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Fuel control mechanism maintenance

1 The fuel control mechanism should be operated with minimal
friction.
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Bearings in linkages and on the common fuel control shaft require no

lubrication and should not be in contact with degreasing agents.
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Pivoting point should be lubricated periodically with engine oil.

2 Keep all parts of the fuel control system clean and well preserved
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against rust.
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3 Clearances of all connections should be minimal. Total backlash

should not exceed 0.5 mm at the HP fuel pump rack position.
4 Check regularly the adjustment of the mechanism and actuators
stop position.
Stop device maintenance

1 Check and inspect filter/water separator.
2 Check control air pressure.
3 Check for air leaks.
4 Check stop cylinder parts for wear (piston, cylinder and sealing
rings) and replace if necessary.
1.6 – 12
Manual
Automation System Wärtsilä 26 Auxpac
1.7. Automation System
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1.7– 1
Manual
Automation System
1.7.1. Introduction
The UNIC−C1 automation system is an embedded engine management
system. The system has a modular design, and some parts and functions
are optional in the C1 configuration. The system is specifically designed
for the demanding environment on engines, thus special attention has
been paid to temperatureand vibration endurance in the design. This
rugged design allows the system to be directly mounted on the engine,
which will givea very compact design without components to be
mounted in dispersed external cabinets or panels, and allows the engine
to be delivered fully tested from factory. The number of in and outputs
is determined to optimally suit this application, and the galvanic signal
isolation is also made to match these needs.
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The system is a combination of the traditional approach of
point−to−point wiring of sensor signals to an external alarm system,
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and a modern system handling fundamental engine safety, and speed
control.
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Fig. 1.7 – 1 UNIC−C1 system overview
1.7– 2
Manual
1.7.1.1. System overview

The UNIC−C1 is a modular system, which consisting of the
following major parts:
– LCP − Local Control Panel. Contains push buttons for local engine
control, as well as two graphical displays (WIP−10 & WIP−20) for
local reading of the most important parameters. Most sensors on
UNIC−C1 engines (see installation specific diagrams for details) are
connected directly to the external system for remote alarm & safety
handling. Sensor signals used for local indication are also wired to
the LCP.
– MCM−10 − Main Control Module. Handles all the speed/load
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control functions of the engine. This module is an optional part of the
system in case of mechanical governor.
–
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ESM−10 − Engine Safety Module. Handles fundamental engine
safety, and is the interface to the shutdown devices and local
instruments. Constitutes also the major signal interface to the
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external systems.
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– PDM−10 − Power Distribution Module. Distributes, filters and

handles fusing of the module supply voltage (24 VDC).
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The system is handling the following major tasks and functions:

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– Provides a local interface to the operator, including a local

display indicating, a hour−counter and a local control panel.
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– Interfaces & converts all alarm sensor− and control signals

to the external systems
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– Handles the fundamental engine safety incl. hardwired

shutdowns for overspeed (redundant), lube oil pressure, cooling
water temperature and external shutdowns.
– A high performance electronic speed/load controller (optional).
1.7– 3
Manual
Automation System
1.7.2. Local Control Panel (LCP)

The Local Control Panel (LCP) is located on the operating side of the
engine’s resiliently mounted electrical cabinet. This is the operators
local interface when performing starts & stops at the engine and when
viewing engine measurements.
The LCP consists of the following parts:
At the next pages, there is a description of these parts.
– WIP−10: standard instrument unit (engine speed, LO−pressure,
HT−temperature etc.)
– WIP−20: optional instrument unit (basically a substitute for the manometer
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stand)
Controls: local start, stop, shutdown reset, emergency stop and mode
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–
selectors’ switches
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5 6
4 7
3 8
2 9
1 10
TCI TCO
MODE START STOP RESET EXH TEMP
Fig. 1.7 – 2 Local control panel (WIP−10, WIP−20, WCB−10)
1.7– 4
Manual
The LCP features are:
On WIP−10
" Engine speed,
" Lubricating oil pressure
" HT temperature
" Turbo charger speed
" Running hour counter
" WIP−10 alarm circuits
On WIP−10 there is a triangle symbol with a !−sign inside. The light
for this symbol indicates a failure either in the PDM−10, MCM−10,
ESM−10 or WIP−20. Also a binary output Engine control system
minor alarm will activate in this situation.
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The same symbol will light in case of a major failure (due to MCM−10
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module failure, dual power supply failure to the MCM−10 or the
actuator driver, actuator major failure and dual speed sensor failure),
but in this case the signal goes to the ESM−10 module that starts the
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procedure to perform the engine shutdown.
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On WIP−20
" Fuel oil pressure
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" Starting air pressure

" Resolution: 30 LED’s
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" Control air pressure

" HT water pressure
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" LT water pressure

" Charge air pressure
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" Exhaust gas temperature bank A and bank B

" WIP−20 Alarm output.
The LCP also incorporates the following control switches:

" Start
" "Ready for start" indication: built−in LED
" Stop
" Shutdown reset
" Shutdown indication: built−in LED
" Emergency stop
" Engine mode (Blow−Blocked−Local−Remote)
" Exhaust gas temperature bank A and bank B
" Spare LED
Normal values are represented with green colour in the bar graphs left
of the measurement value, while abnormal values will create an alarm
in the external alarm and monitoring system, as the same sensor signals
as used in WIP−20, in most cases are looped to the external alarm
system.
1.7– 5
Manual
Automation System
Note! In case of a sensor failure or sensor signal wire break, the lowest
LED element in the bar−graph will flash. In case the sensor or the
wiring provides an overcurrent, the highest LED element will flash.
The selector switch Engine MODE (HS724)
This mode selector switch has the following four positions:

− Local: Local control of engine start and stop enabled.
− Remote: Remote control of engine start and stop enabled.
− Blocked: Starting is electrically blocked (both local− and remote
start).
− Blow: When the selector is in this position, it is possible to perform
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a "blow" (an engine rotation check with indicator valves open) when
on
pressing the local start button. The engine will not start (fuel shaft
limited to zero), only the starting air valve will be activated while
pressing the start button in this situation.
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The Start button (HS721)
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By pressing this button, the engine can be started locally. A lamp

in the button will turn on (green colour), when the engine is ready
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for start.
Note!
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In case the mode selector HS724 is in remote, blocked or blow

position, the local start signal is disabled.
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The Stop button (HS722).

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By pressing this button, the engine can be stopped locally.

Note! IIn case the mode selector HS724 is in remote position, the local
stop signal is disabled. A re−start after a manually activated stop,
will not require a reset.
Emergency stop button (HS723)
By pressing this button, the engine will instantly shut down. The signal
from the button goes directly to the Engine Safety Module (ESM−10)
which activates the el. pneumatic stop solenoids, and also informs the
MCM−10 to enter shutdown mode i.e. to set the fuel shaft to zero
position. The push button position is latching, and it needs to be turned
to release. The emergency stop function in ESM−10 & MCM−10 is also
latching, and after the rotation speed has reached zero level, this latch
can only be reset by pressing the reset button (see below). The
emergency stop button is mounted separately from the other buttons
and switches.
1.7– 6
Manual
Shutdown reset button (HS725)
In case an automatic shutdown or an emergency stop has occurred, the

shutdown circuit will latch. When the engine has stopped, a reset of this
circuit can be performed by pressing this button. When a reset is
necessary, blue light will turn on in the button.
Note! Before a reset and a re−start is performed, the reason for the
automatic protective action must be carefully checked.
Exhaust gas temperature selector switch (HS726)
With this selector switch it can be selected, for which cylinder the
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exhaust gas temperature will be indicated on the display.
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1.7– 7
Manual
Automation System
1.7.3. Module MCM−10

The MCM−10 is a versatile, configurable microprocessor based
control− and data acquisition module. It has a variety of analogue and
digital measuring channels, as well as a number of analogue and binary
outputs. The module is designed for mounting directly on the engine.
Engine mounting allows the engine to be delivered fully tested from
factory, and also allowing a faster commissioning.
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Fig. 1.7 – 3 MCM−10 module

The CPU used in MCM−10 is a high−performance Motorola
PowerPC MPC561 controller. The module itself contains diagnostic
features on internal system integrity (like memory checksums, CPU
watchdog, system temperature) as well as advanced I/O checks based on
signal processing, like open/short circuit detection and sensor
diagnostics. In addition, depending on application, also other
application specific diagnostics is available. The max. current
consumption of MCM−10 (all outputs energised) is 2 A, while the idle
comsumption is less than 200 mA.
The MCM−10 module handles the following main tasks in the
UNIC−C1 system:
−Speed control
−Timing rack control*
Note! *) Only on engines with separate timing rack.
1.7– 8
Manual
1.7.3.1. Speed controller

The main task of the MCM−10 module is acting as the speed controller
for the engine. The speed controller functionality is fully embedded in
the module, and optimised to suit Wärtsilä genset or main engine
applications on ship installations. On engines equipped with UNIC−C1
the module supports speed control with droop, where only a minimum
of in/out−signals are needed between external systems and the engine,
and no signals at all are needed between the engines. As the controller
is a droop controller, no additional signals are needed for load sharing.
In order to meet very high demands in terms of reliability, two speed
sensors are simultaneously used by the controller. If one speed sensor
fails, the operation will be uninterrupted. Speed controller parameters
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are verified and if necessary changed at the test run facilities at the
engine maker, i.e. parameters do normally not have to be changed at the
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installation. However, in case some changes are necessary, a separate
service tool needs to be connected to the module. Downloaded settings
are permanently stored in the module’s flash memory, and are not lost
at a power failure.
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1.7.3.2. Timing rack control

On engines with a separate timing rack, this module also handles the
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control of the timing rack. The timing rack functionality is fully

embedded in the module and is tuned to meet both optimal engine
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performance and high emission requirements.

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In
1.7– 9
Manual
Automation System
1.7.4. Engine Safety Modules (ESM−10)

1.7.4.1. General Features of ESM
The ESM−10 (Engine Safety Module) module handles the fundamental
engine safety, a number of speed measuring functions and feed signals
to some instruments. The ESM−10 is also the interface to the shutdown
devices and local instruments and the module constitutes also the major
signal interface to external systems of the engine. The ESM−10 module
design is largely redundant, based on hardwired logic and built to meet
the stringest safety regulation. All adjustments are performed with
DIP−switches and potentiometers i.e. the module needs no
programmingfor application set−up.
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Ext. shutdown1 fail
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Ext. shutdown1 Ext. shutdown1 fail

X28 X26 X24 X22
X27 X25 X23 X21
Speed switch1 Ext. shutdown4 Ext. shutdown1 fail

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Speed switch2 Eng. shutdown1 Ext. shutdown1 fail

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Speed window1 MCU shutdown4 Ext. shutdown1 fail
Speed window2 LO pressure shutdown LO pressure sensor fail

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HT temp. A shutdown HT temp. sens.A fail

Pulse1 Pulse2
HT temp. B shutdown HT temp. sens.B fail
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Power1 Power2 Overspeed shutdown1 Shutdown reset
Overspeed shutdown2 Stop/shutdown override
F3 Power supply3
ESM−10 LO pressure start blocking Shutdown pre−warning
Stop solenoid1 Stop solenoid1 fail

F1 Power supply2
X11 X13 X15
X12 X14 X16
F1 Power supply1
Stop/shutdown1 Speed sensor1 fail
Stop/shutdown2 Speed sensor2 fail
Stop1 Speed diff. fail
Stop2
Fig. 1.7 – 4 ESM front view with connector numbering
1.7– 10
Manual
1.7.4.2. ESM−10 power supply

To ensure that the module is functional in all situations, full
redundancy is achieved by combining the double incoming power
supplies to the module.
Supply failure detection:
− Failure on any supply activates ESM alarm output.
− Supply failures are detected on:
− Main, (Power supply 1).
− Backup, (Power supply 2).
− Power supply 1−4, (internal power supplies).
LED indications (green) provided:
− Power 1, (primary).
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− Power 2, (secondary).
− Fuses 1−3, (internal supplies).
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Fuse values for ESM−10:
− F1 = 3,15 AT
− F2 = 3,15 AT
− F3 = 0,25 AT
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Fig. 1.7 – 5 ESM−10 internal power supply principle
1.7– 11
Manual
Automation System
1.7.4.3. Speed measuring and speed switches
The engine speed is measured with two independent speed sensors with
separate supply circuits and with separate sensor failure detection
circuits. The sensors are of inductive proximity PNP−type. The
frequency from the speed sensors are converted into analogue voltages
proportional to the rotational speed. The voltage signals are used to trig
the internal overspeed trip circuits in ESM−10. Overspeed limits are
fixed to 115 % of rated engine speed.
The two speed measuring channels are compared and if the difference
is more than 5 %, speed differential failure is indicated.
The higher speed value is selected and used as an internal speed signal
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for controlling the analogue outputs and the speed switches.
Failure detection:
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− Frequencies compared to each other => speed differential failure.
Speed differential failure indication is disabled if rotational speed is
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smaller of speed switch 1. The speed differential failure is triggered
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when the difference between the speed signals is greater than 5 %.

− Short circuit detection.
− Wire break detection.
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− Sensor failure and speed differential failure trigs ESM alarm output
after 2 s delay, if failure remains.
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Speed outputs:
− Engine speed output 1 (0−10 VDC or 4−20 mA depending of
ESM−10 type) is connected to external systems. The signal is
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galvanically isolated and short circuit proof.

− Engine speed output 2 ( 4−20 mA) is used internally for local
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indication (in WIP−10).

Overspeed shutdown:
− Trigging point for overspeed shutdown 1 is 115 % of rated engine
speed.
− Trigging point for overspeed shutdown 2 is also 115 % of rated engine
speed.
− Driver outputs Stop solenoid 1 and Stop solenoid 2 activate the two
stop solenoids CV153−1 and CV153−2. Stop solenoid 2 is only activated
in case of emergency stop.
LED indications provided:
− Speed sensor 1 failure, yellow.
− Speed sensor 2 failure, yellow.
− Speed differential failure, yellow.
− Speed pulse 1, green.
− Speed pulse 2, green.
− Speed switch 1 ("engine running"), green.
− Overspeed shutdown 1, red.
− Overspeed shutdown 2, red.
− Lubricating oil pressure start block, red
1.7– 12
Manual
Status/control outputs provided:

− Speed switch 1 is used as "engine running" information and is part
of the external interface of the engine. The same internal switch also
controls the hour counter.
− Speed switch 2 has configurable switching level and is also part of the
external interface of the engine.
− The two overspeed status switches IS1741 and IS1742 are connected
in series external to ESM−10, and are part of the binary output signals
of the engine.
1.7.4.4. Turbocharger speed measuring
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For turbocharger speed measuring, a magnetic (variable reluctance
type) sensors are used. The frequency of this sensor is in ESM−10
Speed outputs:
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converted into a proportional voltage.
− TC A speed output 1 (0−10 VDC or 4−20 mA depending of ESM−10

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type) is used in the external interface. The signal is galvanically isolated
and short circuit proof.
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− TC B speed output 1 (0−10 VDC or 4−20 mA depending of ESM−10

type) is used (if V−engine) in the external interface. The signal is
galvanically isolated and short circuit proof.
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− TC A speed output 2 (4−20 mA) is used internally for local indication

(in WIP−10).
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− TC B speed output 2 (4−20 mA) is used (if V−engine) internally for

local indication (in WIP−10).
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1.7.4.5. Stop and shutdown signals

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Lubricating oil pressure
A dedicated safety sensor (PTZ201 Lubricating oil pressure) is

connected to ESM−10 for activation of shutdown, in case of low
lubricating oil pressure. This analogue sensor (which is separate
from the one connected to external systems) will in the ESM−10
shut the engine down at pre−defined pressure− and delay setpoints
in ESM−10.
Set−points for low lubricating oil pressure shutdown:
− 2.0 bar
¯ 2 seconds (delay)
If sensor failure is detected the shutdown is blocked and sensor
failure indicated.
Sensor failure detection is provided:
− Sensor failure indicated when signal is out of range (<3.5 mA
or >20.5 mA).
− ESM alarm output activated after 2 s, if failure remains.
1.7– 13
Manual
Automation System

− Lubricating oil pressure sensor failure, yellow.
− Lubricating oil pressure shutdown, red.
Status output provided:
− LO oil press. shutdown status is part of the external signal interface
of the engine.
− Oil press startblock is part of the external signal interface of the
engine.
HT−water temperature
Dedicated safety sensors (TEZ402 HT water temperature, jacket outlet
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A−bank/TEZ403 HT water temp, jacket outlet B−bank (on some
V−engine types)) are connected to ESM−10 for activation of shutdown,
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in case of high HT water temperature. The Pt−100 signal of this
analogue sensor is converted into an internal voltage signal at the input
stages in the ESM−10, and are used for further processing. A 4−20 mA
output derived from this signal is used for local indication of the HT
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water temperature on the WIP−10.
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Set−point for high HT water temperature shutdown:

− 110 °C.
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Note! On main engines this shutdown is disabled and load reduction is

initiated based on another sensor signal in the engine external
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system.
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Sensor failure detection is provided:

In
− Sensor failure indicated when signal is out of range.

− ESM alarm output activated after 2 s, if failure remains.
−If sensor failure is detected the shutdown is blocked and sensor failure
indicated.
− HT water temperature sensor failure, yellow.
− HT water temperature shutdown, red.
Status output provided:
HT temp. shutdown status is part of the external signal interface of the
engine.
Other stop/shutdown inputs
The following additional inputs are used in ESM−10:
− Stop 1 is activated by MCM−10 (if used) or by the local− and remote

stop signals. An activation of this input will keep the primary el.
pneumatic stop solenoid and the governor stop solenoid energized, and
the engine will shut down. This input is non−latching i.e. and is
1.7– 14
Manual
activated until a pre−defined delay has elapsed or until reset is pressed.

A red LED shows that the Stop 1 input is activated. An external status
signal, binary output Shutdown status is activated in case of this
situation.
− Stop 2 is activated from the LCP during an engine blow situation.
An activation of this input will keep the primary el. pneumatic stop
solenoid and the governor stop solenoid energized during the blow
procedure, to secure that the engine will not start. This input is
non−latching i.e. no reset is necessary after a blow. A red LED shows
that the Stop 2 input is activated. The external status signal, binary
output Shutdown status is not activated in case of this situation.
− Main controller shutdown is activated by MCM−10 (if used) in
case of an automatically generated shutdown. An activation of this
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input will keep the primary el. pneumatic stop solenoid and the
governor stop solenoid energized, and the engine will shut down. This
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input is latching i.e. a reset is required to release the shutdown. A signal
interruption failure detection (using a 22 k. resistor in marine
configuration) is provided between the two modules. LED indications
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for Main controller shutdown (red) and Main controller shutdown
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failure (yellow) are provided.

− External shutdown 2 is connected to the external safety system. An
activation of this input will keep the primary el. pneumatic stop solenoid
and the governor stop solenoid energized, and the engine will shut
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down. This input is latching i.e. a reset is required to release the

shutdown. A signal interruption failure detection (using a 22 k. resistor
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in marine configuration) is provided between the module and the

external system. LED indications for External shutdown 2 (red) and
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External shutdown 2 failure (yellow) are provided.

− External shutdown 4 is connected to an external emergency stop
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signal and the signal is in parallel with the local HS723 emergency stop
button. An activation of this input will keep the primary el. pneumatic
stop solenoid and the governor stop solenoid energized, and the engine
will shut down. This input is latching i.e. a reset is required to releasethe
shutdown. A signal interruption failure detection (using a 22 k. resistor)
is provided between the module and the external emergency stop
button. LED indications for External shutdown 4 (red) and External
shutdown 4 failure (yellow) are provided.
The following additional outputs are used inESM−10:
− Stop status is activated when the manual stop has been activated
− Shutdown status is activated in case any ESM−initiated shutdown
of the external shutdown 4 input is activated.
− Stop/shutdown status 1 is activated when the manual stop has
been activated, or in case any ESM−initiated shutdown or an external
shutdown input is activated.
− External shutdown 2 status is activated in case the external
shutdown 2 input is activated.
1.7– 15
Manual
Automation System
− External shutdown 4 status output in ESM−10 is activated in case

the external shutdown 4 (emergency stop) input is activated.
1.7.4.6. Shutdown reset

There is a reset input on ESM−10, and this is connected in parallel with
the reset input of MCM−10 (if used). Reset has to be pressed after all
automatic shutdowns, as all shutdowns are latching in UNIC−C1. A
reset will release the activation of the electro−pneumatic stop solenoids
and governor stop solenoids, and a start of the engine is possible to
perform. Reset does however not override shutdown signals that are
still active. The ESM−10 reset input is disabled when rotational speed
is more than 2 % of rated speed.
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LED indication provided:
− Shutdown reset, yellow.
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1.7– 16
Manual
1.7.5. Power supply and module PDM−10
The power supply of the engine, is set up according to overview diagram

below.
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In
Fig. 1.7 – 6 Power supply and distribution principle
The PDM−10’s (Power Distribution Module’s) purpose is used to

distribute the power supply to all electronic equipment on the engine.
The module handles filtering of the power supplies, protection against
over−voltage and voltage transients and monitoring of earth faults.
The whole power supply system is floating in respect to ground (PE)
(providing that the both external supplies are isolated). PDM−10 is
supplied with two supplies which are redundant. Only the supply to the
fuel rack speed actuator’s driver is by−passing the PDM−10, all other
consumers are connected through this module.
The following features are provided in PDM−10:
− Monitoring of voltages
− Short circuit protection
1.7– 17
Manual
Automation System
− EMC filter
− Over−voltage protection
− Transient suppressors
− Power failure detection
− Earth fault detection
− Reverse polarity protection
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In
Fig. 1.7 – 7 PDM−10 module
The following parts are indicated in fig. 1.7 −7:

1. Fuses
2. Led indications for input supply voltage
3. Time delay (seconds) selector switch
4. Earth fault detection alarm level (kΩ) selector switch. Faults that stay
less than 2 seconds will be filtered and not indicated.
LED indications are provided for the input supply voltages, for the fuses
and for earth fault monitoring.
− Input voltages are monitored and if the supply voltage drops below
18VDC, the PDM−10 alarm output is activated. The LED indication
corresponding to the input with the low voltage is then turned off.
− Each fuse has an individual (green) LED. The LED will turn off if the
fuse has blown.
− An earth fault is indicated with LED indications, positive line failure
and negative line failure separately. The earth fault detection alarm
1.7– 18
Manual
level is adjustable between 3 kΩ − 300 kΩ with a 10−step rotational

switch. The earth fault detection can also be turned off with this switch.
A time delay for the activation of the earth fault is selectable between
0 − 128 seconds with a 9−step rotational switch.
Fuse sizes are:

− BUS 1: 10A
− BUS 2: 10A
− AUX 1: 10A
− AUX 2: 10A
The PDM−10 has the following failure outputs:
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− 1 x potential free output for general failure
− 1 x potential free output for earth fault
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The failure outputs are open when active, meaning that total power
failure also will result in an alarm.
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In
1.7– 19
Manual
Automation System
1.7.6. Functionality of the MCM−10 (optional)
1.7.6.1. Speed controller

Speed control
In the speed control algorithm the speed refernce is compared with the
measured engine speed. The difference between these signals
constitutes the input to a PID−controller. The regulation output of the
MCM−10 controller will accordingly change, to sustain the reference
level. This output will set the position request of the fuel actuator, i.e.
control the diesel fuel rack position. The fuel actuator can either be an
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electro−hydraulic actuator or a full−electric actuator.
The PID−controller has different sets of dynamic parameters for
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operation under acceleration and under rated speed, to obtain optimal
stability under all conditions. The PID map settings are speed
dependent for start acceleration and for open circuit breaker/clutch
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conditions and load dependent when the engine is loaded. An adaptive
speed deviation dependent feature is also provided, to minimise large
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speed fluctuations. The proportional gain is speed deviation mapped,

for more aggressive control in case of large deviations from the reference
speed.
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Limiters
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Three fuel limiters are available. Below, a description of these limiters.

− A start fuel limiter is active during the engine start, up to a rotational
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speed level of 20 rpm below rated speed. The start fuel limiter settings
in this 8−point table are speed dependent, and the limiter works in
In
combination with a speed reference ramp, used at engine start. The

acceleration ramp is set for an optimal acceleration rate.
− A charge air pressure limiter (8−point map) is used to reduce
overfuelling and black smoke at load steps at low engine load levels. This
feature will also improve the engine’s load acceptance at low load levels.
− A load dependent fuel limiter is used to set an envelope of the max.
fuelling at various engine loads. This feature will improve the engine’s
load acceptance, but is also used as a limiter for setting the max. output
(110% load).
Synchronising sequence
For synchronising, the UNIC−C1 system’s binary speed increase and
speed decrease inputs are used. When the engine reaches rated speed,
an external device (synchronizer) activates the synchronising sequence.
Commands from this synchroniser unit activate the two binary inputs
OS163 Speed increase and OS164 Speed decrease to reach the requested
speed level. The speed reference can be altered between an allowed min.
and max. speed reference level, with a rate of 0,3 rpm/s when keeping
one of these inputs activated (low). The internal speed reference is in
1.7– 20
Manual
this way adjusted so that the generator frequency exactly will match the
plant frequency. When the two frequencies are totally matched (in
addition also the phase matching and the generator voltage level), the
generator breaker can be closed.
Engine loading
When the generator breaker is closed, i.e. when the generating set is
operated in droop mode, the load is ramped up by activating the OS163
Speed increase input. The speed reference increases with a different
rate compared to when the generator breaker was open. The rate of
change is configurable. Increase commands are used until the load level
of this generating set is equal to other sets running in parallel. The
relative load level of the engine, will after this be automatically set
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according to the relative load of the entire plant (see next chapter, Load
sharing). The engine load can in the corresponding way be decreased,
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by activating the OS164 Speed decrease input, when it is intended to
shut it down. When the load has reached low level, the generator
breaker can be opened, and the generating set be shut down.
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On power plant engines also a load control mode is provided. This
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control mode is activated when the input OS7328 kW control enable is

activated and the GS798 Generator breaker status and GS799 Grid
breaker status inputs are both closed. The load control mode has most
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benefits in base load applications where the grid frequency stability is

low. The engine load will not fluctuate according to the frequency in the
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same way as it would do in speed control mode with droop. In load

control mode, the load reference (input OT795 kW reference) is
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compared with the actual load of the engine (UT793 Generator 1 load).
The difference between these signals constitutes the input to a
In
PID−controller. The regulation output of this controller will

accordingly vary, to substain the load reference level. The load control
mode PID−controller’s dynamic settings have load dependent
mapping.
If the frequency deviates outside a pre−defined window, or if the UT793
Generator 1 load signal fails, the control mode will automatically trip
back to speed control. The speed reference is updated continuously by
the speed control loop also in load control, which means that if a trip
occurs, the transfer will basically be bumbless (no load swing). By
toggling the OS7328 kW control enable input, the load control mode will
be restored, providing that all enabling conditions are met.
Load sharing
When two or more engines are operating in parallel, some kind of load
sharing must be provided. Load sharing means that each engine will
contribute equally to the total power demand, and it ensures that load
changes are absorbed evenly by the engines in operation. The engine is
operated under speed droop control mode, i.e. load sharing with other
engines is provided with the use of droop.
1.7– 21
Manual
Automation System
Droop control is a load sharing method, by which parallel running

generating sets share the load by decreasing their internal speed
reference proportionally to an increase in load. No communication or
signalling is needed between the engines. The droop value is normally
set to 4 %, but the setting can if necessary be changed.
Too low droop value means that the load can potentially start oscillating
between the engines. Too high droop value means that the plant’s
frequency decreases more steeply with the load level.
Load sharing based on droop, means that the power management
system (PMS) may after major load changes compensate the effect
derived from the droop slope. Therefore, this system should under such
conditions activate the OS163 Speed increase or the OS164 Speed
decrease input of UNIC−C1 (in so called cascade control) to compensate
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for the droop slope i.e. to ensure that the bus frequency is kept within
a certain window regardless of net load level. The PMS system must
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however have a control deadband implemented, allowing for an uneven
load or frequency drift of 1...2 %.
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Backup governor (optional)
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In some mechanical main propulsion engine applications a mechanical

backup governor is provided. Should the MCM−−10 speed controller
have a dual power supply loss or otherwise fail, the mechanical backup
governor will automatically take over. This mechanical governor will
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however only provide fundamental speed governor in droop, while

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special dynamic features and control modes will not be provided.
1.7.6.2. Timing rack control (if separate timing

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rack onengine)
In
On engines with a separate timing rack , the MCM−10 module also

handles the control of the timing rack. The timing rack control
functionality is fully embedded in the module and is tuned to meet both
optimal engine performance and high emission requirements.
The timing map is mapped in a 30x8−point reference table according
to the engine load and the engine speed. As engine load is not available
in main engine applications on ship installations, the controller always
uses the fuel (reference signal to the fuel rack actuator) as load signal.
To avoid interaction between fuel rack control and timing rack control,
special offsetting and reference ramps are used in the timing control.
Some offsets are provided in special cases for the timing reference, to
compensate for ambient conditions. These offsets are based on ambient
air humidity, ambient air pressure, ambient air temperature and charge
air temperature.
1.7– 22
Manual
Generator Wärtsilä 26 Auxpac
1.8. Generator
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1.8 – 1
Manual
Generator
1.8.1. Introduction
The generator is air− or water−cooled (optional), brushless,
constant−voltage synchronous generator and is of the self−excited
type with an electronic voltage regulator integrated in the excitation
system.
The generator is provided with one deep−groove ball bearings,
cylindrical roller bearings or sleeve bearings depending on installation.
The air−cooled generator is internally cooled with shaft−mounted fan.
The fan provided at the drive−end draws cooling air axially through the
machine.
Brushless synchronous generators consists of the main machine and
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the exciter. The main machine field winding is powered from the exciter
rotor winding via a rotating, three−phase bridge−connected rectifier
set.
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The synchronous generator incorporates an exciter supplying a
three−phase current which is converted into DC and then fed to the
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rotor winding of the main machine. The exciting current for the exciter
is supplied by the main machine via the built−in excitation unit with
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electronic regulator.
More detailed information can be found in the manual of
themanufacturer.
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Fig. 1.6 – 1 Brushless synchronous generator (example)
1.8 – 2
Manual
A generator is designed to produce a voltage level suitable for the load

to which it is connected. The control circuits are designed to
automatically maintain this voltage level as the load is increased or
decreased.
Sudden large changes in loading will produce temporary changes in the
voltage. The control circuit is designed to recover to a stable condition
as quickly as possible.
The current drawn from the generator is determined by the amount of
load connected to it. Current creates a temperature rise in the windings,
hence the requirement for drawing air through the generator by means
of the fan. If the full load rated current is exceeded on any phase of the
main stator windings, it will result in overheating in this winding.
Similarly, any restriction in the flow of air through the machine will
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result in a rapid increase in the temperature of the windings.
1.8.2. Installation on
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The mains connection is made at the terminal bars provided at the
inside on top of the housing. The slanted cable entry can be detached
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and turned round for cable entry from above, if required.

The thyristor voltage regulator is located inside the housing, opposite
the mains connection. Its cover can be removed to obtain external access
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to the setpoint potentiometer.

The space over the regulator can be used for the accommodation of
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current transformers, if required.

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In
Fig. 1.6 – 2 Air cooled standard general layout
1.8 – 3
Manual
Generator
1.8.3. Routine maintenance

1.8.3.1. General
Warning! Hazardous voltage, before starting any work on a generator, make
sure that it has been disconnected from the power supply (test that
there is zero voltage and earth or disconnect wiring) and that
unintentional starting is safely prevented.
Clean the cooling air passages at regular intervals, matching the degree
of pollution and using oil−free compressed air, for example.
The inside of totally−enclosed fan−cooled generators need only be
cleaned during normal overhauls. If dust or moisture has penetrated
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into the terminal compartment, it should be carefully cleaned and dried,
in particular the surfaces of the insulating parts. Check the seals and
eliminate the leak.
1.8.3.2. Inspection
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The first inspection should be carried out after approximately 500
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hours. The rate of fouling should be assessed and appropriate periods

for cleaning the cooling air ducts decided upon.
The following checks should also be carried out:
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− Running smoothness of machine satisfactory

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− Rotor alignment within tolerances

− No subsidence or cracks in the foundation
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− All fixing bolts of mechanical and electrical joints tight

In
− Insulation resistance of windings satisfactory (compare with

previous reading and record)
− No bridging of any bearing insulation
Any excessive deviations or changes ascertained during the checks must
be corrected immediately. Damaged or used locked elements from
released bolted joints must be renewed.
The basic intervals between inspections are approximately 4000 hours,
1000 switching operations or 1 year for intermittent operation and
approximately 16,000 hours or 2 years for continuous operation,
depending on which occurs first.
The cleaning of all parts becoming fouled by the flow of cooling air
depends on the intervals decided after the first inspection according to
the rate of fouling which occurs locally.
Cleaning should be carried out with dry compressed air.
Note! Information on oil changes, regreasing, etc. is given on the
lubrication instruction plate on the generator or in the
supplementary instructions for bearings.
1.8 – 4
Manual
The checks stated for the first inspection after 500 hours should be
performed during these inspections also.
When a machine is dismantled the following checks should be made:
− Slot wedges in stator and rotor cores tight
− Windings, connection leads, and insulating parts in satisfactory
condition with no discoloration.
After reassembly, again follow the instructions given for installation.
1.8.3.3. Air filters (air cooled generator)

1.8.3.3.1. Air filter cleaning period
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The cleaning period depends on the site conditions and can change. The
cleaning of the filter is requested if the record of the stator winding
on
temperature (using the stator winding sensors) indicates an abnormal
increase in temperature.
1.8.3.3.2. Air filter cleaning procedure (synthetic filter

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mat)
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The filter element is immersed in a tank of cold or warm water

(temperautre less than 50°C). Use water with detergent added.
Shake the filter gently to ensure that the water flows through the filter
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in both directions.When the filter is clean, rinse it with clear water.

Drain the filter properly (there must be no more formation of droplets).
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Refit the filter on the machine. Do not clean the filter using compressed
air. This procedure would reduce filter efficiency.
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Caution! Do not use water with a temperature higher than 50°C, do not use
solvents.
In
However, it is often more economical to change the filter mat.
1.8.3.4. Insulation testing
Warning! Hazardous voltage, before starting any work on a generator, make

sure that it has been disconnected from the power supply (test that
there is zero voltage and earth or disconnect wiring) and that
unintentional starting is safely prevented.
Caution! Before checking insulation resistance, disconnect and earth the
leads from Automatic Voltage Regulator (AVR) .
Before commissioning and after long periods of storage or standstill the

insulation resistance of the windings to the frame must be measured
with D.C. voltage.
Do not discontinue measurement before the final resistance value is
1.8 – 5
Manual
Generator
indicated (with high−voltage machines, this process may take up to 1

minute).
The limit values for minimum insulation resistance and critical
insulation resistance (for measurement at a winding temperature of
25°C) and for measuring voltage can be derived from the following table
depending on the rated voltage for the machine.
Insulation testing
Limit values at rated
Test voltage Rated voltage
<2kV
Measuring voltage 500 V DC (min. 100 V DC)
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Minimum insulation resistance with
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new generator. Cleaned of repaired 10 MΩ
windings
Critical specific insulation resistance
0.5 MΩ/kV
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after long period of operation
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Dry new windings have insulation resistance values between 100 MΩ

and 2000 MΩ or higher. If the insulation resistance value is in the region
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of the minimum value, humidity or dirt could be the cause. If the

insulation resistance value falls below this minimum figure, the cause
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must be established and the winding dried.

In case of drying by warm air oven:
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−Remove bearing housings

In
−Remove rotor
−Remove diode varistor in excitation equipment part
The heat should be applied slowly so the desired temperature will not
be obtained in less than six hours. Insulation resistance should be
measured before the heat is applied, and every six to eight hours
thereafter.
The insulation resistance for clean windings is largely dependent on
temperature: for each 10K rise in temperature it falls by half, i.e. with
a temperature rise of 50K (e.g. from 25°C to 75°C) it falls to about 1/30
of the initial value. During operation the insulation resistance of the
windings may decrease as result of environmental and operating
conditions.
The critical value of the insulation resistance at a winding temperature
of 25°C can be calculated depending on the rated voltage by multiplying
the latter (kV) by the specific critical resistance value in the table
(MΩ/kV).
For example: critical resistance for rated voltage
1.8 – 6
Manual
400 V: 0.4 kV x 0.5 MΩ/kV = 0.2 MΩ

If the measured insulation resistance value is above the calculated
critical figure during operation, the machine can still operate further.
When the measured value reaches or falls below this critical insulation
resistance figure, however, the windings must either be dried, or the
rotor must be removed and the windings thoroughly cleaned and dried.
Insulation drying temperature is 118°C (isolation level of class F).
Insulated units should be baked at 70% specified temperature (to avoid
steam inside winding) for about six hours, before temperature is raised
to drying temperature.
If the measured value approaches the critical value, the resistance
should subsequently be checked at appropriate short intervals.
Insulation resistance measurements on low−voltage machines with a
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measuring voltage of 1000 V are only permissible if the insulation
resistance has previously been measured with a measuring voltage of a
1.8.3.5. Bearings
on
maximum of 500 V and has not fallen below the permitted values.
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The standard version of the generator is fitted with deep−groove ball

bearings, but also sleeve bearings can be used depending on the
installation.
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Monitor the bearings by measuring transmitted noise and vibration at

regular intervals, and compare the readings with those taken on
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previous occasions. The first indication of damaged bearings is usually

a noticeable change in running behavior, or noise, vibration or
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temperature if bearing damage has reached an advanced stage.

In
Caution! If the bearing temperature exceeds the normal operating value, stop
the generating set and inspect the bearing and determine the
causes.
Note! Use only approved lubricants and do not blend different brands
1.8.3.5.1. Ball bearings
Bearings must be regreased in accordance with regreasing interval

stated on the generator plate, but at least once a year. For regreasing,
clean the lubricating nipple and press in the grease quantity indicated
on a data plate, using a grease gun. Where possible, apply grease when
the generator is running.
If a different type of grease is required, this is indicated on the data
plate, provided that the particular operating conditions were given in
the order.
1.8 – 7
Manual
Generator
Note! A common mistake is over−lubrication of bearings. When grease is

added without removing the drain plug, the excess grease must go
somewhere and usually it is forced into and through the inner
bearing cap and is then thrown into the windings. Proper lubrication
is desired, but some under−lubrication is less dangerous than
over−lubrication.
Do not mix grease of different soapbases. When changing the type of

grease, clean the bearing beforehand using a brush with solvent.
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1.8.3.5.2. Sleeve bearings
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The oil level must be checked at regular intervals with the generator at
standstill. For self contained bearings the minimum oil level is when the
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oil only reaches the lower part of the sight level glass and the correct
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level when it reaches the middle of the oil level glass.

The bearing housing must be kept clean as heat transfer can be
hindered by dirt and dust leading to bearing overheating and
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subsequent damage leading to failure.

Information on oil changes is given on the lubrication instruction plate
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on the generator or in the supplementary instructions for bearings.

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1.8.4. Non routine maintenance

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1.8.4.1. Dissassembly of the generator

There are two manufactures of generators and many different
configurations of generators, due to this fact the dissassebly shown here
is a single bearing generator with ball bearings.
Note! Mark parts during dissassembly for later identification, if necessary.
1.8.4.1.1. Dissassembly (example)
Before diassembly of the generator, remove the flywheel cover and open
the flywheel connection.
1.8 – 8
Manual
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Fig. 1.6 – 3 Disassemble (shaft)
1
2
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loosen screws (4) and remove the outer bearing cap (5).
Remove end shields (8,9) and other parts from both ends.
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Fig. 1.6 – 4 Disassemble (rotor)

3 Insert protective sheet (12).
4 Open the screws (10 ) draw out fan (11).
1.8 – 9
Manual
Generator
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Fig. 1.6 – 5 Shifting
5 on
Hang the shaft end with rope on both sides.
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6 Move the rotor toward the free end.
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Caution! Shaft journal(s) should be protected from any damages by wrapping

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in cloth.
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Fig. 1.6 – 6 Removing shaft
7 Move the rotor assembly towards the free end as above figure.
8 Hange the rotor assembly at its center position by the rope.
9 Remove the rope of coupling side.
1.8 – 10
Manual
Fig. 1.6 – 7 Free space around generator
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10 Remove the rotor out of the stator.
1.8.4.1.2. Assembly
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Assembly of the generator is in reverse order of disassembly.
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Note! Make sure all components are clean before assembly.

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On generators equipped with the ball bearing(s), the old grease from
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several regreasing operations gathers in the space inside the outer

bearing caps should be removed.
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Tighten the flywheel screws to the stated torque and mount the cover
of the flywheel, see chapter 2.4 for torque. It is recommended to check
In
the generator air gap after assembly.
1.8.4.2. Replacement of ball bearing
1 Use a extractor tool to remove the old bearing from the shaft end.
For working on the locating bearing in the vertical position of the
generator, support or relive the rotor.
Note! Before installing the bearing(s), make sure that the shaft mounted
parts inside the bearing(s) are in place.
2 Heat the ball bearing in oilbath, oven or by an inductive method to

a temperature of approximately 80−100°C.
Caution! Heavy blows may damage the bearing(s) and must be avoided.
1.8 – 11
Manual
Generator
3 Mount the bearing onto the shaft. Ensure that pressure is applied
only to the bearing inner ring, press the bearing onto the shaft until the
inner ring seats against the bearing shoulder on the shaft.
Caution! Make absolutely sure that bearing is located centrally and remains
in positive contact with the shaft shoulder.
1.8.4.2.1. Maintenance of sleeve bearing
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– Oil change
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Recommended oil change interval is given on the lubrication
instruction plate on the generator or in supplementary instructions for
bearings.
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The bearing temperature should be checked at regular intervals. The
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govering factor is not the temperature rise itself, but the temperature
variations over a period of time.
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Note! If unexpected rise of the bearing temperature is noticed, shut down

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the generating set and renew the oil without the normal oil change
interval.
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1 Open the drain plug and allow the oil to drain while it is still warm
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condition.
Caution! In case the lubricating oil contains unusual residues or is visibly

changed, eliminate the causes. If necessary, carry out an
inspection.
2 Flush the bearings with kerosene and then oil. Leave the drain open
until all kerosene has been removed and clean oil runs out.
3 Plug the drain and fill the bearing with oil up to the centre of the
lateral inspection glass. Use only approved oils and do not blend
different brands.
4 After statup check the operation of bearing and the bearing
temperature. If the bearing temperature does not return to normal,
check the running surfaces of the bearing shells.
1.8 – 12
Manual
– Dismantling and assembling of the bearing
When opening the bearing housing, locate which side of the generator
the adjusting shims (upper and lower parts) are installed. These shims
must be installed in the same place when assembling the bearing
housing.
1 Drain the oil and remove the temperature sensor, if necessary.

2 Remove the upper part of the bearing housing and the upper
bearing shell.
3 Lift the shaft very slightly and turn out the lower bearing shell and
the sealing rings in a peripheral direction.
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4 Inspect the bearing shells and sealing rings. Replace if necessary.
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5 Clean and finish the oil pockets, grooves of the new lining and
scraped shell with particular care.
6 Assemble bearing shells and the bearing housing. Install adjusting
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shims at the same place than before.
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7 Fill the bearing with oil up to the centre of the lateral inspection
glass. Use only approved oils and do not blend different brands.
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For more detailed information, see bearing manufacturer’s instruction.

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1.8.4.2.2. Fault finding of generator (electrical)

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– Testing of the generator
To successfully carry out the various test procedures suggeste in this

section, certain test instruments are essential. The following lists detail
the basic requirements in this respect.
− Multimeter
− Megger (Insulation test meter)
− Clip−On (Clampmeter)
− Kelvin Bridge−low resistance meter
Warning! It is essential that all instruments be regularly checked for safety,

and any connection leads, probes or clips checked to ensure that
they are suitable for the voltage levels being tested.
Warning! Never attempt to test a ”LIVE” generator unless there is another

competent person present who can switch off the power supply or
1.8 – 13
Manual
Generator
shut down the engine in an emergency.

Never expose ”LIVE” connections unless you have created a safe
working area around you. Make sure you have made all other
persons in the immediate area fully aware of what you are doing.
– Insulation resistance to earth
Before conducting the following tests, the insulation of the main stator
windings should be checked.
Minimum insulation to earth for the main stator is 1.0 MΩ.
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Note! When conducting high voltage test to earth, it is advisable to either
disconnect or short out any electronic devices, such as the
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Automatic Voltage Regulator (AVR) and main rotor diodes.
Short circuiting the terminals can be achieved with a piece of fuse
wire, which must be removed immediately after the tests are
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completed.
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Caution! Running the generator before removing the short circuit connection
could seriously damage the generator.
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When Megger testing a machine, failure to protect the voltage

control unit and diodes could result in permanent damage to one or
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more of the electronic components.

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– Check the exiter stator resistance

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Check the resistance value of the exciter stator across these two leads
with a Multimeter. Refer to the generator manual for correct values.
– Check the generator output voltage
Using a Multimeter, test the output voltage across the main terminals,
phase to phase and phase to neutral.
If the output voltage from the main stator is within 10% of the nominal,
or higher than the nominal, and balanced across phases, this indicates
that the main stator, the, main rotor, exciter stator, exciter rotor, and
main rectifier diodes, are all functioning correctly.
Proceed directly to Test of AVR, refer to the generator manual.
If the output is unbalanced phase to phase, or more than 10% below the
nominal, this indicates that a fault exists in one of the above
components, and the following tests must be conducted.
1.8 – 14
Manual
– Check the main stator winding
The voltages between phases and each phase to neutral, should be

balanced to within 1% of the nominal voltage.
If the voltage is unbalanced by more than 1%, this indicates that a fault
exists with the main stator windings.
This test should be repeated with all external connections removed from
the generator terminals, to eliminate the possibility of external shorts
in the output cables or the circuit breaker.
Further tests may be made on the resistance values of the main stator
windings with a Kelvin Bridge resistance test meter (refer to the
generator manual for main stator winding resistance values).
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– Testing the Rotating Rectifier Assembly
The diodes on the rectifier assembly can be checked with a multimeter.

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The leads connected to each diode should be disconnected at the
terminal end, and the forward and reverse resistance checked. The
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forward resistance is being measured when the positive meter lead

connected to forward side of the diode (+). The reverse resistance is
being measured when the meter leads have been reversed.
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An electronic digital instrument will read true electron flow, hence the
resistance polarity readings will be reverse to conventional current flow,
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i.e. forward and reverse readings will be reversed.

A Digital Multimeter usually has a semiconductor test scale on the
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selector switch, marked with diode symbol. This measures true electron
flow, and will give a forward, (indication reading only), or reverse (no
In
reading) indication.
Using an analogue meter on resistance scale, the forward resistance
varies considerably, depending on the internal impedance of the
Multimeter, and the diode type.
A typical reading would be between 20 and 100 ohms.
The reverse resistance must be very much higher, usually in excess of
100k ohms, (100,000 Ω).
A faulty diode will give a reading in both forward and reverse directions
(short circuit) or no reading in either direction (open circuit).
Note! If one or more diodes are found to be faulty, always change the
complete set of diodes (rectifier).
When fitting the diodes to the places they must be tight enough to
ensure a good mechanical and electrical contact, but should not be over
tightened.
1.8 – 15
Manual
Generator
– Testing the Surge Suppressor (Varistor)
The Surge Suppressor (Varistor) is a protection device, which prevents

high voltage transients from damaging the main rectifier diodes.
High Voltage transients are created by fault conditions in the
distribution system. The Voltage transient returns back to the
Generator output terminals, enters the main stator windings and by
mutual inductance, is transferred to the main rotor windings and the
main rectifier assembly.
The Surge Suppressor can be tested with a Multimeter on Megohms
(MΩ) range.
A good Surge Suppressor should have a very high resistance, (more than
100 MΩ in either direction).
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A faulty Surge Suppressor will be either open circuit (usually showing
on
signs of burning) or short circuit in both directions.
The Main Rectifier will work normally with this device removed.
However, it should be replaced as soon as possible, to avoid diode failure
in the event of further transient fault conditions.
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Occasionally, a very high transient may totally destroy the Surge
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Suppressor. This would result from extreme fault conditions or out of

phase synchronisation of the Generator, when paralleled to multiple
Generator systems.
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Note!
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In the event of a Surge Suppressor failure, all rectifier diodes should

be replaced, including any which appear to test OK.
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In
1.8 – 16
Manual
Operation Wärtsilä 26 Auxpac
2.3. Operation
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2.3 – 1
Manual
Operation
2.3.1. General
Before an operator takes an engine a first time in operation he should

be acquainted with the location and function of the components of the
installation.
It is desirable, in case of new installations or those which have been out
of service for some time, before starting, that the operator tests all fuel,
lubricating oil, water and air lines, to see they are tight and functional.
Air should be purged from liquid systems through vents at the highest
point while filling or circulating the liquid.
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The engine should be cranked a few revolutions to ensure there are no
restrictions. After all necessary preparations have been made prior to
on
starting, the engine should run at idle speed recommended in the main
data, see chapter 1.0. The engine speed should be increased gradually
while observing pressures and temperatures to make sure all parts are
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working properly.
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Wärtsilä Corporation issues instructions for each engine and such

instructions are the result of wide experience. To secure the utmost in
reliability and efficiency these instructions should be read, understood,
and followed.
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All well−managed installations maintain engine log sheets. The logs

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should have provision for recording the starting and stopping time of
each engine, the loads, pressures and temperatures. These logs are
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usually based on a 24−hours operating period and provide space for

each of the shift engineers. Well maintained logs will provide an
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invaluable record of the performance of the engines and all

maintenance made or needed.
2.3 – 2
Manual
2.3.2. Start
2.3.2.1. Preheating
In a stand−by preheated mode the engine is ready to accept load

instantly.
Stand−by preheated mode of the engine means:
Fuel must be of the correct viscosity in the internal engine system.
HT cooling water must be preheated as near as possible to the
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operating temperature or at least to a temperature of minimum 60
°C by means of an external preheating system. Preheating water
on
flow shall be minimum 4% of nominal water flow.
Lubricating oil temperature minimum 40 °C.
2.3.2.2. Preparations before the start

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Before a trial run and after maintenance/repairs or a prolonged stop, the

engine and system should be thoroughly inspected and prepared for
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operation.
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Before an engine is started, pay attention to:

Levels in tanks.
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Systems vented.
Check correct valve positions in supply and discharge on the engine.
In
Observe the system diagrams.

Required coolers are in service.
Leaking pipes.
Safety systems tested and operational.
Check crankcase for possible water leakages from liner walls.
Cooling water has preheated the engine.
Fuel is circulating at the required pressure and viscosity.
The prelubricating to the engine is correct.
Filters on differential pressures.
Starting air vessels are on pressure and drained from water and oil.
Gauges for normal readings.
All covers are closed and locked.
Prohibiting tags removed.
Start blocking is released.
Engine and engine shafting clear for rotating.
Engine room is free of obstructions.
Bar engine two revolutions with indicator cocks open.
Note! Keep engine clear during start−up and operation.
2.3 – 3
Manual
Operation
2.3.2.3. Generator preparation

Humidity is the enemy of insulation and although modern insulations
do not absorb water to the extent of some older types, humidity on the
insulation surface can lead to loss of insulation resistance.
When air is cooled down it can become saturated leading to the
formation of dew. This could happen when the ambient temperature
drops or when warm humid air is cooled down in a cold generator. To
avoid these effects, the generators are fitted with heaters to raise the
windings temperature a few degrees above the ambient temperature.
The heaters should be switched on whenever the genset is stopped and
off when the genset is started.
It is recommended to make an insulation test whenever it could be
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suspected that the insulation resistance is below the limit values. For
further instructions, see chapter 10 and manufacturers manuals.
Warning!
on
Hazardous voltage, disconnect all power before working on the
generator.
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In
2.3 – 4
Manual
2.3.2.4. Local start
8 Depending on the system, start the prelubricating oil system to

obtain the start blocking release. If an external full flow lubricating oil
pump is installed adjust the pressure at nominal. See section 1.0.3.
Warning! In case a stand−by pump is used for prelubrication prevent
continuous operating to avoid excessive fouling of the
turbocharger. See also sub−suppliers manual of the turbocharger.
9 Adjust actuator at idle speed, see sub−suppliers manual.

Be sure the propeller blades are placed in 0−pitch position.
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10 Follow the instructions in section 2.3.2.2.
11 Check if the automatic alarm and stop devices are in service.
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12 Switch the engine to local control.
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5 6
4 7
3 8
2 9
1 10
TCI TCO
1 2
Fig. 2.3 – 1 Local control panel

13 Push the start button (1) at the local control panel, see fig. 2.3 – 1 .
The compressed air starter motor will engage and the crankshaft will
2.3 – 5
Manual
Operation
rotate. The actuator displaces the racks of the HP fuel pumps.

The compressed air starter motor will automatically disengage after
engine reaches 100 rpm or after 10 sec.
14 During the start procedure a fuel limiter, integrated in the speed
control unit, limits the fuel rack movement to avoid excessive fuel
injection and unnecessary smoke. The limiter is automatically released
after the engine reaches idle speed.
15 Direct after engine start check:
pressures of the engine systems
engine systems are free of leakages
no engine alarms appear
engine and system for anomalies
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engine gauges for deviations
actuator stability and uniformity of crankshaft rotation.
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levels in tanks and sumps remain normal
combustion in all cylinders to be indicated by a rise in exhaust gas
temperature
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2.3.2.5. Remote or automatic start

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A remote or automatic start of an engine requires the same preparations

as for a normal (local) start with the exception the engine was not in
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maintenance for any reason.

To start the engine remotely the engine should first have been started
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locally under full supervision of the operator. After performing the start,
a successfully run, and the engine left in a stand by position, it is
In
permitted to switch the engine controls from local to remote.

After switching to remote or automatic engine control, every person in
the engine room has to be aware of an engine start without notice.
2.3 – 6
Manual
2.3.2.6. Start after a normal stop
If, after a normal engine stop, the engine has to run again within a few
hours the following should be observed:
– The engine is left in the stand−by preheated mode.
See section 2.3.2.1.
– Pressures, flows and fuel viscosity remain at values as required for
a local start.
– Fuel and lubricating oil separators are kept in operation.
– No maintenance is carried out.
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– All covers are closed and locked.
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– The turning gear is not engaged.
– If the engine stop takes 8 hours ore more, the engine should be
cranked 2 revolutions with open indicator cocks before starting to be
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sure there is no liquid on top of the pistons.
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2.3 – 7
Manual
Operation
2.3.2.7. Start after overhaul

In general, overhaul means the engine is out of service for some purpose.
The more extensive the overhaul, the more carefully the operator has
to be during the start−up procedure.
General
1 After any kind of maintenance the operator should be fully
informed regarding the results of the maintenance to be able to operate
the engine accordingly.
2 Full attention should be paid to the cleaning of pipe systems
between filters and engine.
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3 Depending on the kind of maintenance, safety devices should be
tested on setting and function.
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4 Activate stop solenoid with governor power shaft at maximum and
stop lever in operating position and check all HP fuel pump racks move
to zero at once.
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5 Prelubricate the engine. Check where possible, if all points which
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have to be lubricated receive oil.

6 If the generator have been overhauled, the following checks should
be carried out:
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− minimum insulation resistance of the windings satisfactory,

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− cooling air flow unobstructed,

− bearings properly lubricated according to type and
supplementary instructions,
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− rotor revolves freely without touching,

− all fixing screws, fastening devices and electrical connections tight
In
and according to the wiring diagram,

− earthing and potential−equalizing connections satisfactory.
Test run
After maintenance and/or repair work on engine parts run the engine
at idling speed.
Note! If anything is suspected during the test run procedure, stop the
engine immediately.
1 Start the engine according to the local start procedures as

mentioned in section 2.3.2.4..
2 Immediately after starting up special−check for:
– Leakage of water, fuel, lubricating oil or air. Especially, observe
fuel lines, HP fuel pumps and injectors.
– Excessive quantities of the leak oil pipes.
– Pressures.
– Temperatures.
2.3 – 8
Manual
– Strange sounds.
– Fluid levels.
3 After 5 minutes test run stop the engine.
Warning! Removing of the crank case covers immediately after engine stop
is only allowed after maximal 5 minutest test running.
In all other cases allow the engine to cool down 10 minutes.
4 Open crank case covers at operating side.

5 Check main and connecting rod bearing temperature differences,
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in particular bearings that have been in maintenance.
Check if the connecting rod big end moves easily in axial direction.
the crankcase side.

7
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6 Inspect during cranking liners and pistons for normal pattern from
Check bottom part of cylinder liners for water leakage.

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Operating check
If the 5 minutes test run is ok, close and lock all covers.
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Start the engine and pay attention to the following points:

1 Check readings and alarms of safety and alarm system.
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2 Check pressure and temperature gauges.

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3 Check automatic alarm and stop devices.

4 Check pressure drop over fuel filter and lubricating oil filter.
In
5 Check oil level in the oil sump/oil tank. Make some simple quality
checks of the oil.
6 Check venting of engine cooling water systems.
7 Check quantity of fuel leak.
8 Check condensate drain points in charge air receiver on presence of
water.
9 Check cooling water quality.
10 Check exhaust gas temperatures.
11 Listen for strange sounds.
12 Check crankcase pressure.
13 Check maximum cylinder pressures, see section 2.3.3.5.
2.3 – 9
Manual
Operation
2.3.2.8. Emergency start
In case of an emergency the engine can be started by means of the

emergency start push button (1) on the start solenoid valve (2). The
engine will start by–passing all the safety devices. To operate the
emergency start push button first turn the protecting plate (3) away.
The position of the start solenoid valve (2) is shown in fig. 2.3 – 2 .
Keep the emergency start button activated until the engine fires.
Take notice that the appropriate switches of the speed control unit and
the stop lever are in the "RUN" position.
Monitor the local speed and pressure instruments.
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Warning!
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Be aware that all safety devices are overruled if the engine is started
by using the emergency start push button.
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2 3
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1
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Fig. 2.3 – 2 Start solenoid valve
2.3 – 10
Manual
2.3.3. Operation
Normal operation and supervision includes all activities to assure a

smooth and trouble free operation of the complete installation against
the lowest costs as well as to guarantee the safety of operators working
at that plant.
Golden rule
Satisfactorily operation of a diesel engine depends mainly on the
quality of the systems supporting the engine.
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To guarantee a trouble free and smooth plant operation one should take
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the following remarks into account:
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1 There is no automatic supervision or control arrangement that
replaces an experienced engineer observations.
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It is not only a matter of FEEL, LOOK and LISTEN, but also a correct
interpretation of signals from monitoring devices.
Do not jumper safety devices in case of malfunction but make the safety
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equipment reliable. In case the malfunction can not locally be solved

contact Wärtsilä Corporation, service department.
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2 Keep the engine installation in operation in a way it is designed.

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3 The operator has to know what normally can be expected of a plant

in operation and ought to have admission to all relevant technical data
In
being part of the installation such as:

– testbed− and commissioning protocols
– manual, parts catalogue and sub−suppliers manuals
– engine log book for each engine etc.
4 The operator must be convinced that the instrument readings are
correct.
The indicated process values must be according to operating data.
5 The operator should, by consequent keeping the engine and/or
installation logs, be in time aware of all changes in engine and
installation processes and be able to take necessary corrective actions.
2.3 – 11
Manual
Operation
6 Operators involved should have more than marginal

knowledge of on−going processes in engine and installation.
The basic acknowledge to be gained by intensive basic studies, by
long term practical experiences on comparable installations and
studies of relevant manuals available.
7 Safety of operators should, during their stay at the installation, be
guarantied in an optimum way.
Only under safe working conditions of operators a safe running
situation of the installation can be realised. Unsafe locations in
general will be avoided.
Safety of operators includes also the use of adequate clothes and
shoes complemented with helmeted, glasses, gloves and ear
protectors.
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Furthermore, safety of operators depends largely on observing of the
on
rules.
8 Sufficient means and "tools" have to be available for optimum
working conditions of the operator and for uninterrupted operation of
engine and installation.
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9 Run engine and installation in a safe way.
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This can be realised when one keeps the following in mind:

The installation is assembled and in operation according to
manufactures prescriptions.
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Specified genuine parts have been used.

The operator is well informed about the systems and their safeties.
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Reliable working of all safety systems are approved periodically.

10 Loading :
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The way of increasing the output of the engine depends largely on the
engine preheating time and load level. See also section 2.3.3.2.
In
11 Do not exceed the restrictions for low load and idling.

See section 2.3.3.1.2.
Note! Unnecessary idling should be avoided as much as possible.
12 Check condensate drain points in charge air cooler and charge air
ducting are open and free of condensate.
13 Never try to adjust exhaust gas temperatures all to the same level
by readjusting rack positions of HP fuel pumps.
Note! The maximum deviation between fuel rack positions is 0.5 mm.
2.3 – 12
Manual
2.3.3.1. Restrictions
2.3.3.1.1. Restrictions for operation at excessive

suction air temperature
To load an engine in case of excessive ambient conditions consider that

derating of the engine may be required, see section NO TAG
For suction air temperature < −5 oC heating of the suction air and / or
special requirements may be required.
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2.3.3.1.2. Restrictions for low load and idling
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During idling and low load operation, and depending on the fuel quality
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and combustion, more soot and sludge will be formed than during
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higher loads. These combustion products will contaminate the internals

of the engine. As a result lubricating oil filters and separator will be
higher loaded during such periods. As well as sticking of piston rings
and valve stems may occur after a stop. Furthermore, combustion prod-
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ucts, not sufficiently neutralised by the lubricating oil, may cause cor-
rosion. By reloading of the engine the concentration of all kind of com-
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bustion products reduces. This is specially important if the engine is to

be stopped.
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Restrictions for idling:

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(declutched main engine, unloaded generator):

– Maximum 15 minutes and recommended minimum 10 minutes if
the engine is to be stopped after idling.
– Maximum 6 hours if the engine is to be loaded after idling.
Note! Unnecessary idling should be avoided as much as possible.
Restrictions for low load operation:

Operation between 5...20% load:
– Maximum 100 hours continuous low load operation.
– After every 100 hours low load operation and before stopping, the
engine must be loaded at least till 70% load during 1 hour.
2.3.3.1.3. Restrictions for a planned stop

For a planned stop decrease the engine load with 20% every minute.
2.3 – 13
Manual
Operation
2.3.3.2. Loading performance
The load steps must be controlled to deliver sufficient air for a complete
combustion in the cylinders. Turbocharged engines should be loaded
successively due to the air deficit, which is apparent, until the
turbocharger has reached the required speed. The engine loading
should preferably be controlled by a load/speed increase program
included in the control system.
Note! Maximum loading speed should only be used when absolutely
necessary.
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2.3.3.2.1. Gradual load increase
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The limiting curves for loading of the engine at certain engine
conditions in [%] as a function of the time [s] are shown in fig. 2.3 – 3 .
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Load the engine as gradually as possible.
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Note! Fast loading creates larger thermal load strain and reduces life time
of the engine components considerably.
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Load increase [%]

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100
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Preheating
temperature
75
In
Operating
50 temperature
25
Emergency at
preheated condition
0
0 20 40 60 80 100 120 140 160 180 200
Time [s]
Fig. 2.3 – 3 Gradual load increase
2.3 – 14
Manual
2.3.3.2.2. Sudden load increase
A limiting curve for load increase as a function of engine load in % are

shown in fig. 2.3 – 4 . The maximum sudden power increase fulfils
requirements of ISO 8528−5.
Load increase [%]

40
30
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20
Maximum sudden
power increase
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10
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0
0 20 40 60 80 100
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Engine load [%]

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Fig. 2.3 – 4 Maximum sudden power increase

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2.3 – 15
Manual
Operation
2.3.3.3. Maintenance points during operations
The following points give some additional information about

maintenance points mentioned in the maintenance schedule.
Note! For the complete maintenance schedule see section 2.4.1.2.
1 Observe all temperature and pressure readings.

To keep a close check on engine in operation it is advised to keep a log
book. For an engine log sheet example see section 2.3.3.4.1. .
2 Check daily the good working of temperature and pressure sensors.
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Defective instruments should be replaced as soon as possible.
3 Check engine circulating water venting system is working.
4 Fluid levels
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Checks should include the following:
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− lubricating oil level
− level of fresh cooling water system(s)
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− level of daily service fuel tank.

5 Leaks
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During operation check following for leaks:

fuel system
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lubricating oil system

cooling water system
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charge air system (condensate drain holes must be open) and exhaust gas
system
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start, stop and pneumatic control system.

6 Draining
The daily fuel service tank must regularly be drained at the lowest points for
water and sludge. If water or sludge of any importance appears, check origin.
Air vessels and water separators in air lines should be regularly drained.
7 Keep the HP fuel pump racks clean (free from sticky components),
check rack linkage connections on movability and excessive clearances.
8 Circulate the lubricating oil on a stopped engine once a week. This
reduces the risk of CORROSION of engine parts.
9 Check cylinder firing pressures. At the same time record engine
load, fuel rack position, turbine speed, charge air pressure and inlet air
temperature. All offer information about the engine performance.
10 Record lube oil analysis and lube oil service time.
11 Record the cleaning intervals of engine mounted centrifugal
lubricating oil filters.
12 Record the cleaning intervals of lubricating oil filter candles.
2.3 – 16
Manual
2.3.3.4. Operating range
Controllable pitch propeller

As the propeller can be adapted to the actual conditions the propulsive
power can be controlled rather accurately. Depending upon the
operating conditions the engine may be selected such that the nominal
power including any power take−off, is in the range of 90 to 100% of
maximum continuous rating of the engine.
For operating range see fig. 2.3 – 5
Load control of the controllable pitch propeller is recommended for all
installations. It is mandatory in installations where several engines are
connected to the same propeller.
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Overload protection is provided by the electronic governing system.
350
on
Output [kW/cyl]
MECHANICAL FUEL STOP

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MCR
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300
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RANGE FOR TEMPORARY

250 OPERATION ONLY
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200
In
LOAD LIMIT CURVE
150
100
MIN. SPEED
RANGE FOR
CONTINUOUS OPERATION
50
0
300 400 500 600 700 800 900 1000
Speed [rpm]
Fig. 2.3 – 5 Operating range
2.3 – 17
Manual
Operation
2.3.3.4.1. Engine log sheet (example)
To keep a close check on engine in operation it is advised to keep a log

book for temperatures, pressures and other observations. This provides
a good overview of the normal values. Deviations can be detected early.
YEAR .. WEEK .. day ... ... ... ... ... ... ...
Time ... ... ... ... ... ... ...
Engine speed rpm ... ... ... ... ... ... ...
Turbocharger speed rpm ... ... ... ... ... ... ...
Fuel rack position mm ... ... ... ... ... ... ...
Load kW ... ... ... ... ... ... ...
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Load indication governor ... ... ... ... ... ... ...
HT cooling bar ... ... ... ... ... ... ...
LT cooling
Lubricating oil
Fuel
bar
bar
bar
on...
...
...
...
...
...
...
...
...
...
...
...
...
...
...
...
...
...
...
...
...
e
Charge air receiver bar ... ... ... ... ... ... ...
Exhaust gases after turboch. m.bar ... ... ... ... ... ... ...
us
Barometer m.bar ... ... ... ... ... ... ...

Crankcase pressure m.bar ... ... ... ... ... ... ...
Ambient air oC ... ... ... ... ... ... ...
al
Air after turbocharger oC ... ... ... ... ... ... ...
Air in receiver oC ... ... ... ... ... ... ...
rn
Water before air coolers oC ... ... ... ... ... ... ...
Water before oil coolers oC ... ... ... ... ... ... ...
te
Lubricating oil before coolers oC ... ... ... ... ... ... ...
Lubricating oil after coolers oC ... ... ... ... ... ... ...
In
Lubricating oil before engine oC ... ... ... ... ... ... ...
HT water before the engine oC ... ... ... ... ... ... ...
HT water after the engine oC ... ... ... ... ... ... ...
HT water after the HT cooler oC ... ... ... ... ... ... ...
Fuel before the engine oC ... ... ... ... ... ... ...
Fuel after the engine oC ... ... ... ... ... ... ...
Exhaust gases cyl.1, A1 / B1 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.2, A2 / B2 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.3, A3 / B3 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.4, A4 / B4 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.5, A5 / B5 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.6, A6 / B6 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.7, A7 / B7 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.8, A8 / B8 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.9, A9 / B9 oC ./. ./. ./. ./. ./. ./. ./.
Exhaust gases before turboch. oC ... ... ... ... ... ... ...
Exhaust gases after turboch. oC ... ... ... ... ... ... ...
2.3 – 18
Manual
2.3.3.5. Measurement of cylinder pressure
General
The maximum cylinder pressure is measured with a peak pressure
meter connected to the indicator cock on top of the cylinder head.
The obtained pressure can only be used for comparison with pressures
of other cylinders of the engine.
Depending on type of fuel, engine load and rpm, the pressure measured
at the indicator cock differs from the maximum pressure in the cylinder
and can be 5−15 bar higher.
ly
Note! Cylinder pressure measurement at the indicator cock is useful for
individually comparison, however, the value measured is not
on
representative for the real pressure in the combustion space.
More sophisticated instruments can present the cylinder pressure /

e
crank angle diagram showing the start of combustion and angle of
us
maximum pressure. However, the mean indicated pressure and heat

release, as calculated with these data, does in no way represent the
engine performance as measured at the indicator cock.
al
rn
The obtained data should not be used for this purpose as:
– The cylinder pressure indicator is placed at the end of a small bore
te
on top of the cylinder head. In this bore the pressure is developing

steeper giving pressure fluctuations and higher maximum values
In
than in the cylinder space.

– Due to length of the indicator channel the pressure pulse is delayed
giving a wrong time monitoring.
Note! It is not permitted to switch off fuel injection of a cylinder to

measure compression pressure.
Checking cylinder firing pressure

Check cylinder firing pressures. At the same time record engine load,
fuel rack position, turbine speed, charge air pressure and inlet air
temperature. All offer information about the engine performance.
Note! Recording cylinder combustion pressures without
simultaneously recording engine load is practically worthless.
2.3 – 19
Manual
Operation
2.3.3.6. Running–in
The running−in procedure is mainly intended for piston rings and

liners. For a good running−in it is important to vary the load. Ring
grooves in the piston have different tilting angles at each load and
consequently piston rings have different contact lines to the cylinder
liner walls. Running−in may be performed either on distillate or heavy
fuel, using the lubricating oil specified for the fuel. (Keep BN value in
mind).
1 Carry out the start after overhaul procedure (except the operating
check), see section 2.3.2.7..
2 Start the running−in procedure.
ly
a = gradual load increase 0,5 hr. minimum
on
b = constant load period 0,75 hr. to 1 hr
c = recovery period 0,2 hr. to 0,25 hr
1..8 = load / rpm steps to be followed.
e
= Output
us
= Engine rpm
100 7 8
6
load / rpm [%]
a b c 5
4
al
90
3
rn
80
2
70
te
60 1
In
50
40
30
20
10
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
[hours]
Fig. 2.3 – 6 Running–in diagram

3 Record data on engine log sheet after 1/2 an hour of each load step.
Use the test report as a reference.
Never try to adjust the cylinder exhaust gas temperatures by
readjusting fuel rack position.
4 After completion the engine is ready for operation.
2.3 – 20
Manual
2.3.4. Frequency setting

2.3.4.1. General
Auxpac generating sets are equipped with an output frequency
adjustment feature. The frequency is adjusted by activating increase
and decrease signals to the built on control system. These signals are
usually controlled by a switch or push buttons mounted in the ships
main switchboard.
2.3.4.2. Rated Frequency

When the generating set is started it will always accelerate to the rated
ly
frequency (50 or 60Hz depending on Auxpac type) regardless of the
frequency before the last shutdown. The frequency/ speed on the
2.3.4.3.
on
generating set can be read from the built on control panel.
Adjusting the frequency

e
Adjusting the frequency is only possible when the generating set is
us
running within the frequency range.

The frequency is adjustable within +/− 5 % of the rated frequency.
When the frequency adjustment is activated, the frequency is either
al
increased or decreased with a rate of 0,1 Hz/s. Adjusting the frequency

when the generating set is stopped is not possible.
rn
2.3.4.4. Frequency drop

te
The Auxpac control system is equipped with a speed droop feature for
parallel running of generating sets. This means that the frequency of
In
the generating set will change according to the loading % of the set. The
speed droop is factory set to 4 %. This means that the frequency of the
generating set will decrease by 4 % when the set is loaded from no load
to full load. The frequency drop of a loaded generating set can be
compensated by using the increase frequency input.
Frequency setting of a generating set connected in parallel with other
generators: see further paragraph.
2.3.5. Voltage setting

Auxpac generators are equipped with a voltage adjustment feature.
The voltage of the generator is controlled by an Automatic Voltage
Regulator ( AVR ) which is installed inside the generator.
The AVR is measuring the generators phase − to − phase voltage and
maintaining it at a pre set level by increasing or decreasing the field
current to the exciter.
The output voltage of the generating set is adjusted by the means of a
reference value setting potentiometer normally installed in the main
2.3 – 21
Manual
Operation
switchboard in the ship. The reference value setter gives an voltage

adjustment range of +/− 10% of the rated phase−tophase voltage. The
voltage reference will change when the position of the remote reference
setter is changed. This means that turning the reference setter when the
generating set is at standstill will affect the phase−to−phase voltage of
the generating set when it is started.
Voltage setting of a generating set connected in parallel with other
generators: see further paragraph.
2.3.6. Load application

Any change in the load of the generating set creates thermal stresses to
ly
engine components. The components of the engines are designed for
normal load changes occurring onboard a ship. It is therefore important
on
to keep in mind that fast load changes should be limited to a minimum
as far as practically possible.
2.3.6.1. Pre heated generating set

e
us
A generating set should always be preheated before it is started and

loaded. The temperature of the HT cooling water should be kept at
approx 60°C or higher. This temperature allows for the fastest possible
load application to the generating set.
al
2.3.6.2. Cold generating set

rn
If the temperature of the HT cooling water can not be kept at 60°C or

te
higher and the set must be started, special precautions are to be taken.
Load application is such special cases are to be done according to the
In
graph below. It is to be noted that starting the generating set at HT

cooling water temperatures below 40°C is not recommended.
Fig. 2.3 – 7 Load application on a cold generating set
2.3 – 22
Manual
2.3.6.3. Unloading
Fast unloading will also cause thermal stresses. It is therefore
recommended that unloading of the genset is done "softly", i.e. the set
is unloaded from full load to no load in approx 2 mins. It is further
recommended that a generating set is kept idling for a period of 1 min,
after the set has been disconnected from the switchboard, before it is
shut down.
2.3.6.4. Low load operation

The generating set can be started, stopped and operated on heavy fuel
under all operating conditions. Continuous operation on heavy fuel is
preferred rather than changing over to diesel fuel at low load operation.
ly
The following recommendations apply:
on
Absolute idling (zero load)
Maximum 5 minutes (recommended about 1 min for post cooling),
if the engine is to be stopped after the idling.
Operation at < 20 % load on HFO or < 10 % on MDF
e
Maximum 100 hours continuous operation. At intervals of 100
us
operating hours the engine must be loaded to minimum 70 % of the

rated load.
Operation at > 20 % load on HFO or > 10 % on MDF
al
No restrictions.
2.3.6.5. Load sharing

rn
te
2.3.6.5.1. Active power (kW) load−sharing

When two or more generating sets are operating in parallel a method of
In
load sharing is required. Wärtsilä Auxpac generating sets are designed

for a load sharing method based on speed droop.
This means that the internal speed reference of the generating set speed
controllers is decreased proportionally with the load (kW) of the
generating sets. Provided that all generating sets connected to the same
system has an equal amount of speed droop, they will automatically
share load equally and proportionally without the help of any external
system or without any interconnections between the generating sets.
Auxpac generating sets are delivered with a factory set droop of 4%. This
means that without any intervention from an external system the
output frequency of the generating sets will drop with 4% from no load
to full load.
2.3 – 23
Manual
Operation
ly
Fig. 2.3 – 8 4% speed droop
on
e
us
In order to maintain a stable and constant frequency in the ships power

distribution network, the change in output frequency should be
compensated either manually or by an superior control system in the
al
ship. This is done by changing the speed reference of the generating set
speed controllers by using the "increase speed/decrease speed" inputs
rn
of the generating set control system.

The ideal situation is that all generating sets connected to the system
te
share the load proportionally. In practice a load sharing error of +/−

10% of the rated output of the generating set is acceptable and requires
In
no action from the operator or the superior control system.
2.3.6.5.2. kVAr sharing

When two or more generating sets are operated in parallel a method of
sharing the reactive load (kVAr) must be applied, if not, a slightest
difference in generator voltage between generators connected in
parallel, would lead to an uneven reactive load of the generators.
Auxpac generating sets are designed for a reactive power sharing by
"reactive droop compensation". This means that the generator output
voltage is proportionally either decreasing or increasing with the
reactive load of the generator. An inductive load means decreasing
voltage and a capacitive load means increasing voltage of the generator.
The reactive droop compensation method will ensure that the
generating sets share reactive load equally and proportionally without
any interconnections between the generating sets. A prerequisite for
this is that the no load voltage of the sets are equal and that they have
an equal amount of reactive droop compensation.
The no load voltage can be adjusted from the remote voltage adjustment
potentiometer (usually mounted in the ships main switchboard). The
2.3 – 24
Manual
reactive droop compensation is factory set to 3.5 %.

Since the output voltage is changing with the reactive load of the
generating sets, it is in some cases required to be compensated for. This
is done simply by changing increasing or decreasing the output voltage
of the generating set, by using the remote voltage adjustment
potentiometer.
Since the change in voltage is rather small (−3.5 % from no load to full
load ) it is recommended not to adjust the output voltage repeatedly.
The system can be set up in the following manner:
Normal load of the generating is recorded;
No load voltage is adjusted to a slightly higher value that the
rated voltage so that the voltage under normal load is approximately
rated.
ly
on
Example:
Normal load is 70%
No load voltage is adjusted to Un + ( 70/100 * 3.5% * Un )
e
Where, Un = Nominal voltage
us
In the case above we have a system with a rated voltage of 450 V. The
no load voltage should be adjusted to 450 V + (70/100 * 3.5% * 450 V )
= 461 V.
al
This method ensures that the system voltage is at its rated level when
the generating set is operated at the normal load, i.e. the largest share
rn
of the operation time.

te
In
2.3 – 25
Manual
Operation
2.3.6.6. Operating problems
For preventive action, see chapter 2.4. Some possible operating

problems require prompt action. Operators should acquire knowledge
of this chapter for immediate action.
2.3.6.6.1. Engine Troubleshooting
ly
Action
1. Compressed air starter motor not activated
a) Engine start blocked.
2. on
Crankshaft rotates however engine does not fire
Check start blockings.
e
a) Too low cranking speed. Check pressure starting air.
us
b) Fuel pump rack blocked.

c) In case of starting on HFO, too low engine and/or fuel
temperature.
al
d) Too low compression pressure.

rn
e) Aspirated air temperature too low.

f) Gas in fuel supply lines. Check pressure and vent fuel
te
system.
g) Actuator does not move. Check starting routine of
In
speed control unit.

3. Engine fires irregularly
a) See points 2d, 2e, 2f, 4c.
b) Fuel control mechanism is set incorrectly or jams. Readjust fuel rack.
c) HP pump operates improper.
d) Bad working fuel injector. Nozzle holes clogged.
e) Fuel booster pressure too low. Check working of pressure
regulating valve and system.
2.3 – 26
Manual
Action
4. Engine speed not stable
a) Actuator incorrectly adjusted. Readjust dynamics in speed
control unit.
b) See point 3b.
c) Too much clearances in control mechanism.
d) Water in fuel. Check separator.
e) Automatic load control mechanism malfunctioning.
f) Gassing in fuel booster line. Fuel temperature too high.
g) Actuator drive worn.
ly
5. Knock or detonation
a) Big end bearing clearance excessive.
b) Valve springs or tappet spring broken.
c) Excessive valve clearance. on Find cause of excessive wear.
Readjust valve clearance.
e
d) Valve(s) jams.
us
e) HP fuel pump malfunctioning.

f) Fuel rack position incorrect. Correct fuel pump rack posi-
al
tion.
h) Piston seizure.
rn
j) Ignition delayed. Check fuel quality.

6. Exhaust gases dark coloured
te
a) Engine overloaded. Check HP fuel pump rack

In
positions, exhaust gas tem-

peratures and charged air
pressure/temperature.
b) Delayed injection. Check timing.
c) See points 3b, 3c, 4.
d) Insufficient charge air pressure due to:
– clogged air filter of turbocharger
– dirty compressor section
– clogged nozzle ring
– turbine speed too low
– too much clearance between rotor
and shroud ring
– clogged air cooler. Clean air side air cooler.
e) Deteriorated injectors.
f) Too fast engine loading e.g. during start up. Adjust load–limiter or follow
advised load steps.
2.3 – 27
Manual
Operation
Action
7. Exhaust gases blue or grey
coloured
a) Excessive lubricating oil consumption due to bad
sealing of piston rings.
b) Grey gases due to water leakage in the combustion
chamber.
Note:
Blue smoke appears when running at low load or
at low ambient temperature shortly after starting.
8. Exhaust gas temperatures of one or more cylin-
ly
ders too high
a) Engine overloaded. See engine log sheets and
b) See points 3c and 3d.

c) Charge air temperature too high.
on test bed protocol.
Inspection charge air cooling

e
system.
us
d) Exhaust valve leaking. Inspection/overhaul exhaust

valve.
e) Turbocharger contaminated.
al
f) Malfunctioning of exhaust gas temperature measuring

rn
equipment.
g) Valve clearance too large. Check valve clearance.
te
In
2.3 – 28
Manual
Action
9. Exhaust gas temperature of one cylinder below
normal
a) Malfunctioning of exhaust gas temperature measuring
equipment.
b) Leaking of fuel injector or HP fuel pipe.
c) Malfunctioning of HP fuel pump. Inspection/overhaul HP fuel
pump.
d) See point 3b and 3d.
10. Exhaust gas temperature deviation too high
a) Too low fuel booster feed pressure. Insufficient filling of HP fuel
ly
pumps,
on Dangerous !
Causes high thermal overload
in individual cylinders.
e
b) See points 3b and 6b when idling.
us
11. Lubricating oil pressure too low

a) Malfunctioning of UNIC reading. Check pressure gauge / trans-
mitter.
al
b) Lubricating oil level in tank too low.

rn
c) Filter contaminated. Check working automatic

back−flush filter
te
d) Lube oil temperature too high. See 13.

e) Lubricating oil seriously diluted with fuel or water.
In
f) Malfunctioning of lubricating oil pressure regulating Inspection/overhaul pressure

and safety valve. regulating valve.
g) Lubricating oil suction pipe leakage.
h) Suction strainer dirty or blocked.
j) Malfunctioning of lubricating oil pump.
k) Lubricating oil pipes inside engine damaged.
12. Lubricating oil pressure too high
a) See point 11f.
2.3 – 29
Manual
Operation
Action
13. Lubricating oil temperature:
too high
a) Wrong temperature indication. Check temperature reading.
b) Disturbance of cooling water system.
c) Too high LT water temperature.
d) Oil cooler contaminated.
e) Thermostatic valve:
− check working range of thermostatic valve
− wrongly positioned
− check of sliding part of thermostatic valve is not
ly
jammed.
f) Insufficient heat transferred to coolant to
maintain temperature.
too low on
e
g) Wrong temperature indication. Check temperature reading.
us
h) Thermostatic valve:
− wrong element temp. mounted
− check of sliding part of thermostatic
valve is not jammed.
al
14. Cooling water:

rn
temperature too high

a) Malfunctioning of pump.
te
b) Water cooler contaminated.

In
c) Thermostatic valve:
− check of working range of thermostatic valve
− wrongly positioned
− check of sliding part of thermostatic valve is not
jammed.
d) Incorrect valve position in the system.
difference between inlet and
outlet temperature too high
e) See point 14a.
f) Water cooler clogged or contaminated.
g) Insufficient flow of cooling water through engine, air in
system, valves leaking.
2.3 – 30
Manual
Action
15. Water in lubricating oil
a) Leaking oil cooler. Repair cooler.
b) Leakage along cylinder liner O–rings. Replace O–ring.
c) Wrongly adjusted lube oil separator. See separator instruction
book.
d) Defective cylinder liner or cylinder head. Replace liner / cylinder head.
16. Charge air cooler
a) Insufficient performance of the charge air cooler 1. Vent the water side of
charge air cooler.
2. Clean the charge air cooler.
ly
A rising air temperature ac-
on companied by a fall in air pres-

sure indicates that the fin
plates are becoming dirty. A
rising air temperature with wa-
e
ter pressure loss over the
us
cooler indicates obstruction of

the tube by scaling. In either
case cleaning is required.
al
17. Water in charge air receiver

a) Charge air coolers leakage. Inspect cooler
rn
b) Condensate. Increase charge air tempera-

te
ture
18. Engine lowers speed at constant or increased
In
load
a) Engine overloaded. A further increase of load is
prevented by a load limiter.
b) See points 2d, 4d and 4e.
19. Engine stops
a) Shortage of fuel.
b) Safety device is activated.
c) Automatic stop device is activated.
d) Malfunctioning of actuator. See actuator manual
e) Malfunctioning of actuator drive.
2.3 – 31
Manual
Operation
Action
20. Engine continuous running although stop lever
is set in stop position or remote stop signal is
given
a) Fuel control mechanism wrongly set (3b, 3c). Activate stop device manually.
If engine does not stop
immediately close fuel supply
to engine.
Before restarting problem
must be located and
corrected.
Risk of overspeed.
ly
b) Malfunction remote engine stop. Use stop lever on engine.
c) Engine is driven by generator, propeller or other
source.
on
e
2.3.6.6.2. Generator trouobleshooting
us
Note! Any works on the generator have to be performed by qualified and

al
trained personel only with under safety precautions.

rn
Action
te
1. Generator voltage < UN not adjustable viaset

point potentiometer
In
a) Drive speed too low Check speed control of prime

mover.
b) Rotating rectifier defective Unsolder diode connections,
check diodes in forward and
reverse direction, replace
diodes.
c) Interruption of exciter circuit Check plug connections on
rectifier transformer and
reactor.
d) Voltage regulator defective Replace voltage regulator or
module.
e) Fault in set point potentiometer circuit (Short−circuit in Eliminate short−circuit in the
the leads) leads connected to the
extemal reference value
potentiometer.
2.3 – 32
Manual
Action
2. Generator voltage < 0,1UN
a) Exciter remnant no longer sufficient Check Dc source and
decoupling diode.
b) Interturn short−circuit or interruption of the main Check−winding resistances at
machine/exciter winding (rotor or stator/winding grade cold state.
of excitation unit)
3. Generator voltage >1.1UN, not adjustable via set
point potentiometer
a) Drive speed too high Check speed control of prime
mover.
ly
b) Voltage regulator defective Replace voltage regulator or
module.
on
c) Interruption of actual−value input on controller Check connection to
voltageregulator and the leads
between terminals V, W and
e
voltage regulator.
us
e) Fault in set point potentiometer circuit Check voltage regulator

settings.
4. External set point potentiometer without
al
function
rn
a) Fault in set point potentiometer circuit Check voltage regulator

settings and set point selctor
circuit.
te
5. Voltage and current swing

In
a) Speed oscillation Check speed control of prime

mover.
b) Potentiometers on voltage regulator maladjusted Adjust potentiometers on the
voltage regulator in accor-
dance with the test report or
adapt the voltage regulator to
the plant by adjusting poten-
tiometers.
2.3 – 33
Manual
Operation
Action
6. Load sharing in parallel operation not
proportional
a) Droop potentiometers maladjusted Adjust potentiometer for
generators with droop
compensation transformer as
per test report.
b) Interruption or short−circuit in leads between droop Eliminate short−circuit or in-
compensation transformer and voltage regulator terruption. Check current
transfomer and connection.
7. Generator overheats
a) Overload Reduce load.
ly
b) Incorrect service conditions or duty under conditions Clean the generator (air filter )
8.
deviating from order specifications
Roller bearing overheats

on and check operating condi-
tions.
e
a) Felt sealing rings pressing on shaft Fit rings better into grooves or
us
replace them.
b) Bearing contaminated Clean or renew bearing, in-
spect seals.
al
c) Ambient temperature higher than 40 C Use special high−temperature

grease.
rn
d) Too much grease in bearing Remove excess of grease.

te
e) Lubrication insufficient Lubricate according to instruc-

tions.
In
f) Bearing canted Check mounting conditions,

install outer ring with lighter fit.
g) Too little bearing play Fit bearing with larger play.
h) Bearing corroded Renew bearing, inspect seals.
9. Roller bearing overheats
a) Lubrication insufficient Lubricate according to
instructions.
b) Bearing canted Check mounting conditions,
install outer ring with lighter fit.
c) Too little bearing play Fit bearing with larger play.
d) Bearing corroded Renew bearing, inspect seals.
2.3 – 34
Manual
Action
10. Roller bearing knocks
a) Scratches on raceways Renew bearing.
b) Scoring Renew bearing, avoid vibra-
tion while at a standstill.
c) Excessive bearing play Install bearing with smaller
play.
11. Sleeve bearing overheats
a) Oil aged or dirty Clean bearing housing; renew
oil.
b) Oil ring does not rotate evenly Straighten and deburr the ring
ly
or renew it.
c) Excessive axial thrust or radial load Check alignment and cou-
d) Too little crest clearance on pling.

Rescrape bearing surface
e
e) Oil grooves too small or not wedge−shaped Refinish the oil grooves
us
f) Oil viscosity too high Check Viscosity; change oil.

g) Forced−lubrication system failure Inspect system.
12. Sleeve bearing leaks
al
a) Defective seals Renew seals.

rn
b) Incorrect oil discharge from sealing rings Clean return openings and
grooves.
te
c) Bearing too cold during start−up Preheat the bearing or oil.

d) Oil flow too high Readjust the flow rate; check
In
oil discharge
13. Oil in machine(sleeve bearing)
a) Gap between sealing cover and shaft too large Bush or replace the cover.
b) Pressure compensation opening clogged Clean compensation opening.
14. Oil discolours quickly (sleeve bearing)
a) Oil ring does not rotate evenly Straighten and deburr the ring
or renew it.
b) Excessive axial thrust or radial load Check alignment and cou-
pling.
c) Too little crest clearance Rescrape bearing surface
d) Oil grooves too small or not wedge−shaped Refinish the oil grooves
e) Oil viscosity too low Check Viscosity; change oil.
f) Defective bearing surface Renew lining.
g) Bearing too cold during start−up Preheat the bearing or oil.
h) Forced−lubrication system failure Inspect system.
2.3 – 35
Manual
Operation
Action
15. Large temperature variations (sleeve bearing)
a) Oil aged or dirty Clean bearing housing; renew
oil.
b) Oil ring does not rotate evenly Straighten and deburr the ring
or renew it.
c) Oil viscosity too low Check Viscosity; change oil.
d) Defective bearing surface Renew lining.
ly
on
e
us
al
rn
te
In
2.3 – 36
Manual
2.3.6.7. Emergency operation
2.3.6.7.1. Operation with defective air cooler(s)
Defective cooling tubes of an air cooler permit cooling water entering

the cylinders. Water in the charge air receiver can be indicated by the
condensate drain points. If water or water mist escapes the condensate
drain point, check whether it is cooling water or condensate. If it is
condensate, increase the charge air temperature a few degrees (see
section 1.0.3.). If it is cooling water, stop the engine as soon as possible
and plug off the leaking tube. If cooler leakage cannot be remedied by
ly
tube plugging exchange cooler for a spare. Leaking cooling water is
indicated by the water level in expansion tank.
on
2.3.6.7.2. Operation with defective turbocharger
e
A defective turbocharger should be treated in accordance with
instructions given in the turbocharger instruction book.
us
Permissible engine output with blocked turbocharger is approx. 20%

load. Engine output must, however, be limited not to exceed the normal
full load exhaust temperatures. Maximum permissible exhaust gas
al
temperature after the cylinder at continuous operation with blocked

rn
turbocharger is 500C.
te
2.3.6.7.3. Operation with one cylinder misfiring

In
A torsional vibration analysis is made for each installation and all

possible modes of operation. This is done for as well normal conditions
as for so called misfire conditions.
With misfire conditions we mean: no combustion in one cylinder, only
compression and expansion. This can occur due to for instance a defect
HP fuel pump. In case there is also no compression and expansion,
Wärtsilä Corporation has to be consulted.
Eventual restrictions, from point of view of torsional vibration
behaviour, mentioned in a torsional vibration analysis report, have to
be obeyed. Otherwise, especially in emergency operation −one cylinder
unit out of operation− critical components as torsional vibration
damper, crankshaft, torsional elastic coupling, gearwheel, propeller
shaft etcetera, are subjected to not allowable torsional vibration loads.
Note! Engine operation, with one cylinder misfiring, is only allowed in

case restrictions, mentioned in a report concerning torsional
vibration behaviour of this particular installation, are observed!
2.3 – 37
Manual
Operation
2.3.7. Engine stop
The engine can always be stopped: remotely, locally or manually.

The local or remote stop involves the following devices:
– Stop cylinders on fuel pumps.
– Stop signal to actuator controller.
– Stop solenoid in actuator (if applicable).
Note! Idle engine 5 – 10 minutes before a normal stop.
Local stop
ly
Push stop button (2) on the local control panel. The engine stops hard
on
wired via the relay module.
e
us
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rn
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In
5 6
4 7
3 8
2 9
1 10
TCI TCO
1 2
Fig. 2.3 – 9 Local stop
Remote stop
Push stop button in the control room, the engine stops electronically.
If applicable, the engine can be stopped by the emergency stop button.
2.3 – 38
Manual
Manual stop
Move stop lever (6) from operating position ’A’ into stop position ’B’.
Check if pin (7) locks the stop lever.
’A’ ’B’
ly
on 7
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us
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Fig. 2.3 – 10 Manual stop

rn
Final stop of the engine

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For safety reasons open the indicator cocks after final stop of the engine.
In
2.3 – 39
Manual
Operation
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on
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rn
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In
2.3 – 40
Manual
Maintenance Wärtsilä 26 Auxpac
2.4. Maintenance
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on
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In
2.4 – 1
Manual
Maintenance
2.4.1. Maintenance Schedule
This section describes when and which inspection and maintenance

actions have to be carried out. In case you need more information, please
contact the Service department of Wärtsilä Corporation.
The maintenance necessary for the engine depends primarily on the
operating conditions. The periods stated in this schedule are guidance
values only and must not be exceeded during the guarantee period. See
also the sub-suppliers manuals for additional information.
ly
2.4.1.1. Safety aspects and rules for inspection
and maintenance
General on
e
1 When the engine is in overhaul, make sure the remote or automatic
start device and external pumps are out of operation and provided with
us
prohibiting tags. Switch of the electric power to the engine.

2 Provide engine parts of marks for remounting in the same position.
Marks on engine parts should be copied on new parts to be installed at
al
the same location. Every exchange should be recorded in the engine

logbook mentioning the reason.
rn
3 Use the MANUAL during maintenance work together with the

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PARTS CATALOGUE.
4 During all maintenance work, observe the utmost cleanliness and order.
In
5 Be aware of the risk of crankcase or camshaft case explosion!

Before performing any maintenance or inspection jobs on the engine,
always allow the engine to cool down sufficiently. A 10 minute cooling
period will do after a normal stop.
6 Observe the fire precautions when maintenance jobs or cleaning on
the engine will be done.
7 Always replace locking washers, copper rings, split pins, locking
wires, self locking nuts and O-rings during assembling. In case copper
rings have to be used a second time, please take care of proper annealing.
8 In general never leave O-rings mounted on spares. Store O-rings
in a dry, cool and dark place.
9 Never carry out electric welding to the engine nor use the engine as
conductor for welding.
In addition the following precaution must be taken before welding in
the vicinity of a WECS control system; Deactivate the system by
disconnecting all external connectors and all the connectors of the unit.
If necessary protect harness, cables, sensors and other equipment from
2.4 – 2
Manual
Removal
1 Before using the hydraulic tools read section 2.4.3. carefully.
2 Before dismantling, check all pipe systems concerned are drained
and pressure released. After dismantling, cover immediately all holes
for lubricating oil, fuel oil and air with tape, plugs, clean cloth or similar.
Engage the turning gear. Open the indicator cocks.
3 If heavy parts are removed from the engine, e.g. a piston and
connecting rod, the crankshaft may start turning due unbalance. For
safety reasons always keep the turning gear engaged throughout the jobs.
4 In many cases it is advisable to record clearances before disassembling.
ly
Mounting
on
1 Make sure all parts are carefully clean (free of carbon deposit)
before mounting. Do not use cotton waste for inside cleaning of engine
but use lint free cleaning rags.
e
2 Before using the hydraulic tools read section 2.4.3. carefully.
us
3 For advised glues, lubricants, sealants, see the parts catalogue.

Never use other lubricants for bolt connections of engine components
than those advised. Tightening torques will strongly differ if lubricants
al
of different brand or type are used.

rn
4 Before fitting spare parts, available as complete sub-assemblies,

all O-rings integrated must be inspected on ageing and damage, and
replaced if necessary.
te
5 In general, all piping should be carefully cleaned before installing.

In
Fuel, lubricating oil and air lines should be acid cleaned and
neutralized. Also after heating of pipe sections iron oxidation has to be
removed by pickling (acid cleaning).
6 Fit all piping stress free.
Last check
1 It is important no tools, parts or other foreign matters have been
left in or on the engine and all parts have been thoroughly cleaned
before closing the engine.
2 Due to the compression ability of some gasket material the
prestress of some flange connections should be checked after 24 hours
of operation.
3 Record engine parts renewed.
4 Record engine running hours.
2.4 – 3
Manual
Maintenance
2.4.1.2. Maintenance schedule
The total running hours between overhauls as well as the effective life
time of components depend generally on the following aspects:
- The operation and maintenance of the engine should be in
accordance with instructions as specified in the engine
documentation.
- The intervals stated in the maintenance schedule are guidance
values only, but must not be exceeded during the guarantee period.
- Everyone concerned with the maintenance of the engine should be
trained and qualified for the job and should have the engine
ly
documentation available.
on
- To ensure the efficiency, reliability and lifetime of the engine and its
components, only genuine spare parts should be used.
- The load of the engine should be between 60% and 100% of the
e
output, indicated on the engine type plate, making 3,000 to 6,000
us
running hours annually.

- The build on sub-suppliers components should be maintained
according the sub-suppliers manufacturers instructions.
al
- Quality and treatment of lubricating oil, fuel, cooling water and air
should be on accordance with the rules.
rn
Deviation from the above factors may result in adapting the running
hours between overhauls and/or effective life time of the components.
te
In
2.4.1.2.1. Procedure for inspection and maintenance
Inspection
- If, for example, two valve rotators have to be replaced inspect also
two rotators of an other cylinder unit. If the result of this second
inspection is also negative replace all valve rotators.
- The results of the first 4,000 hours inspection are aimed to establish
the further service intervals.
2.4 – 4
Manual
Maintenance intervals
Every
(running hours)
S
W
P
D E
E 1 2 3
A E
C 1 2 4 8 2 4 6
I K
I 5 0 0 0 0 0 0 0
L L
A 0 0 0 0 0 0 0 0
Description Y Y
L 0 0 0 0 0 0 0 0
General
ly
Check engine on leakages, fixation of piping,
on
cables and wiring.
Check engine on bolt connections.
Check condensate drain points of charge air re-
e
ceiver on possible water.
us
Record performance data in engine log sheet

and check for deviations.
al
Check fluid levels.

Record combustion pressures.
rn
Engine arrangement
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Check foundation bolts and chocks

– first year every 2 months.
In
– at interval of
Check reference points of epoxy resin chocks
(if applicable).
Inspect elastic engine mounting elements
(if applicable).
Elastic elements of flexible coupling:
– inspect visually after the first 4,000 running h.
– inspect at interval of:
– renew every 48,000 running hours
Measure axial displacement and crankshaft
deflections of crankshaft.
Check alignment between engine and engine
driven machinery.
2.4 – 5
Manual
Maintenance
Every
(running hours)
W P
D E E 1 2 3
A E C 1 2 4 8 2 4 6
I K I 5 0 0 0 0 0 0 0
L L A 0 0 0 0 0 0 0 0
Description Y Y L 0 0 0 0 0 0 0 0
Fuel System (Chapter 1.1)

Check the leak fuel quantity of the fuel system.
Fuel filter:
ly
– check pressure difference ,
on
renew if necessary.
– renew filter elements (if applicable).
– renew filter cartridges (if appilcable).
e
Drain impurities and condensate of fuel day tank.
us
Renew O–rings of fuel supply and return lines.

Inspect fuel pump bracket, tappet and spring:
al
– one

rn
– all
Inspect / overhaul fuel circulating pump
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Lubricating oil system (Chapter 1.2)

In
Sample / analyse lubricating oil; record analysis

results, lubricating oil service time consumption
and charge changes on basis of condemning lim-
its, see section 0.2.3.1.
Inspect / overhaul thermostatic valves:
– check function.
– renew.
Inspect / overhaul lubricating oil pump(s).
Inspect / overhaul lubricating oil cooler.
2.4 – 6
Manual
Lubricating oil filter

– check pressure difference, clean candles
if necessary.
– inspect candles, renew if necessary.
– renew candles
Clean centrifugal filter.
1: Valid if the oil separator is not installed.
Renew all seals of centrifugal filter.
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on
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In
2.4 – 7
Manual
Maintenance
Every
(running hours)
W P
D E E 1 2 3
A E C 1 2 4 8 2 4 6
I K I 5 0 0 0 0 0 0 0
L L A 0 0 0 0 0 0 0 0
Starting air system (Chapter1.3)

Drain starting air vessels and air treatment
unit(s).
ly
Inspect compressed air starter motor.
Inspect compressed air starter motor and
renew seals
Inspect / overhaul compressed air starter motor
on

e
after every 48,000 running hours.
us
Cooling water system (Chapter 1.4)

Control condition of HT and LT cooling water.
al
Check working of cooling water venting system.

rn
Thermostatic valve:
– check function.
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– renew.
Inspect / overhaul cooling water pumps and re-
In
new seals and bearings.
2.4 – 8
Manual
Every
(running hours)
W P
D E E 1 2 3
A E C 1 2 4 8 2 4 6
I K I 5 0 0 0 0 0 0 0
L L A 0 0 0 0 0 0 0 0
Charge air and exhaust gas system (Chapter 1.5)

Turbocharger (See also rating plate on turbocharger and sub–supplier manual.)
Clean turbine by water injection, every 48 ... 200
ly
running hours.
Clean compressor by water injection.
Inspect and clean turbocharger after the first
4,000 running hours
on

e
Inspect and overhaul turbocharger(s)
us
Renew plain bearings.

Renew compressor wheel of turbocharger after
al
48,000 running hours.

Renew turbine wheel of turbocharger after 96,000
rn
running hours.
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Inspect and clean air filter to the turbocharger.

Renew air filter material (if applicable).
In
Charge air cooler

Inspect air side and inspect the water side after
the first 4,000 running hours.
Inspect air side.
Inspect / overhaul charge air cooler.
Exhaust gas ducting
Inspect exhaust manifolds, compensators, etc.
Renew compensators after 48,000 running hours.
By–pass and waste gate valve
Inspect condition of valves and seats.
Check functioning of by–pass and waste gate
assembly.
2.4 – 9
Manual
Maintenance
Every
(running hours)
W P
D E E 1 2 3
A E C 1 2 4 8 2 4 6
I K I 5 0 0 0 0 0 0 0
L L A 0 0 0 0 0 0 0 0
Control system (Chapter 1.6)

Fuel control mechanism linkage:
– check / lubricate.
ly
– inspect / overhaul.
Inspect filter/water seperator control air
Refresh actuator lubricating oil charge. on

e
Inspect / overhaul actuator
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Inspect / overhaul actuator drive

Check if alarm & safety system is on with running
engine, daily and after every start.
al
Check functioning of the alarm & safety system /

rn
devices.
Check functioning of measuring devices.
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Calibrate measuring devices.

In
Check functioning of the oil mist detector.

( If applicable )
Operation (Chapter 2.3)
Test starting process for engine in stand–by posi-
tion.
Carry out test run.
Carry out running–in program.
Carry out load performance test.
2.4 – 10
Manual
Every
(running hours)
W P
D E E 1 2 3
A E C 1 2 4 8 2 4 6
I K I 5 0 0 0 0 0 0 0
L L A 0 0 0 0 0 0 0 0
Engine block with bearings (Chapter 2.5)

Inspect crankcase visually.
Inspect cooling water spaces.
ly
Vibration damper(s):
on
– sample fluid after the first 12,000 hereafter
next sample interval or renewal of damper
as advised by test result.

e
Inspect one main bearing and journal.
us
Renew main bearing and inspect main journals.

Inspect one camshaft bearing and journal.
al
Renew camshaft bearings and inspect journals

after every 48,000 running hours.
rn
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In
2.4 – 11
Manual
Maintenance
Every
(running hours)
W P
D E E 1 2 3
A E C 1 2 4 8 2 4 6
I K I 5 0 0 0 0 0 0 0
L L A 0 0 0 0 0 0 0 0
Crankshaft, connecting rod, piston and liner (Chapter 2.6)

Inspect one:
piston, (without dismantling of piston rings), con-
ly
necting rod, crankpin with bearing, cylinder liner,
gudgeon pin and bearing after the first 4,000
running hours.
Gudgeon pins and bearings :
– inspect.
on
e
– renew every 48,000 running hours.
us
Inspect and overhaul connecting rods.

Renew crankpin bearings and inspect journals.
al
Inspect and overhaul pistons and renew piston

rn
rings.
Renew piston every 72,000 running hours.
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Inspect and overhaul cylinder liners and renew

In
anti bore polishing rings.

Renew cylinder liner with anti bore polishing ring
every 48,000 running hours.
Check operation of turning gear and start inter-
lock device.
Refresh lubricating oil of turning gear.
Renew crankshaft sealing.
2.4 – 12
Manual
Every
(running hours)
W P
D E E 1 2 3
A E C 1 2 4 8 2 4 6
I K I 5 0 0 0 0 0 0 0
L L A 0 0 0 0 0 0 0 0
Cylinder head with valves (Chapter 2.7)

Make endoscopic inspection of valves, valve
seats and running surface of cylinder liners.
ly
Renew safety valves.
Inspect/overhaul cylinder head
– one after the first 4,000 running hours.
– all at interval of:
on

e
Check valve clearances:
us
– of new and overhauled engines after the first

100 running hours.

al
– at the interval of:

Check function of valve rotators.
rn
Inlet valves:

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– inspect / overhaul.
– renew every 48,000 running hours..
In
Exhaust valves:
– inspect / overhaul
– renew
2.4 – 13
Manual
Maintenance
Every
(running hours)
W P
D E E 1 2 3
A E C 1 2 4 8 2 4 6
I K I 5 0 0 0 0 0 0 0
L L A 0 0 0 0 0 0 0 0
Camshaft and valve drive mechanism (Chapter 2.8)

Inspect camshaft sections.
Inspect camshaft driving gear ;
ly
– after the first 4,000 running hours.
– at interval of:
Inspect inlet/exhaust tappet:
– one
on

e
us
Check pushrod pivots.

Inspect and overhaul valve lifting gear and
al
bracket.
rn
Driving gear pumps (Chapter 2.4)

Inspect driving gear built–on pumps:
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– after the first 4,000 running hours.

– at interval of:
In
2.4 – 14
Manual
Every
(running hours)
W P
D E E 1 2 3
A E C 1 2 4 8 2 4 6
I K I 5 0 0 0 0 0 0 0
L L A 0 0 0 0 0 0 0 0
Injection system (Chapter 2.9)

Inspect fuel injectors, renew nozzles and test.
Renew inner parts of injector holders.
ly
Inspect conical sealings and cavitation on inside of
the HP fuel pipes.
Renew HP fuel pipes. on

e
Check the fuel injection timing.
us
Remove all HP fuel pumps. Inspect the plunger

and spring. Renew the O–rings arround the bar-
rel.
al
Inspect the plunger and spring at the bottom side

of one HP fuel pump.
rn
Inspect and overhaul all HP fuel pumps.

Depending on results renew pump elements and
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test pump or renew complete pump

In
2.4 – 15
Manual
Maintenance
Every
(running hours)
W P
D E E 1 2 3
A E C 1 2 4 8 2 4 6
I K I 5 0 0 0 0 0 0 0
L L A 0 0 0 0 0 0 0 0
Generator (Chapter 1.8)

Check oil level in the generator sleeve bearing
housing.
ly
General check/clean on the generator:

on
– after the first 500 running hours:
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us
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rn
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In
2.4 – 16
Manual
2.4.2. Maintenance Tools
Maintenance of a diesel engine requires a number of special tools

developed in the course of engine design. Some of these tools are
supplied with the engine and others are available through our service
stations or for direct purchase by the customer.
Tool requirements for a particular installation may vary greatly
depending on the use and service area. Special tools are therefore
selected to meet basic requirements.
This section shows a selection of tools for the engine.
These tools are not all described in the related sections.
ly
The tools are grouped in order to facilitate selection for specific service
on
operations.
Miscellaneous tools, as mentioned in section 2.4.2.1., are used in various
chapters.
e
Tools for instance needed for cylinder head are grouped in section
us
2.4.2.7. The chapter mentioned between brackets refers to the chapter

where these tools are used.
al
rn
Depending on the scope of supply the following tool sets are available:
te
In
1. Standard tools "Standard Set"

2. Additional tools for standard tools "Additional Set"
3. Extended tool set for restricted area "Extended Set"
4. Extra extended tool set restricted area "Workshop Set"
5. Special tools "Special Tool Set"
2.4 – 17
Manual
Maintenance
1. ”Standard Set”
The tool set consists of the following articles:

Article number Description Number
9612ZT901 Hydraulic jack 2

9612DT381 Hydraulic hose 2
PAAE104248 Hydraulic hand pump 1
9612ZT940 Depth gauge 1
9612SW510 T-bar wrench 8mm 1
ly
9622DT214 Torque wrench 20-100 Nm 1
on
9612ZT445 Mounting unit 1
9612ZT927 Lifting tool cylinder head 1

e
9612ZT904 Tie rod + distance piece cylinder head 2
us
9612DT259 Socket for injector sleeve nut 1

9612ZT941 Depth gauge 1
9612ZT919 Compress tool valve springs 1
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9612ZT978 Holder for fuel injector 1

rn
9612ZT931 Extractor fuel injector 1

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9612ZT934 Testing device fuel injector 1

9612ZT962 Grinding tool seat injector cylinder head 1
In
9612ZT332 Extension with spline for multiduct 1
9612ZT950 Polishing ring 1

9612ZT951 Polishing ring 1
9612ZT917 Piston ring tool 1

PAAE104247 Piston support 1
9612ZT185 Piston ring pliers 1
9612ZT195 Tap M8 1
9612ZT250 Circlip pliers 1
2.4 – 18
Manual
9612ZT902 Tie rod + distance piece side stud 2

9612ZT903 Tie rod + distance piece main bearing cap 2
9612ZT906 Trolley for main bearing 1
9612ZT910 Bearing shell driver 1
9612ZT935 Stud remover main bearing / cylinder head 1
9612ZT911 Mounting tool cylinder liner 1

9612ZT912 Extractor cylinder liner 1
9612ZT944 Hydraulic jack connecting rod 2
ly
PAAE128150 Standard tools for turbocharger (only if HPR5000) 1
9612ZT858 Standard tools for turbocharger (only if TPS57) 1
on
9651ZT901 Standard tools for turbocharger (only if TPS61) 1
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In
2.4 – 19
Manual
Maintenance
2. ”Additional Set”
The tool set consists of "Standard Set" with added the following articles:
9650ZT108 Adjusting spanner injector 1

9612ZT187 Spanner for plug injector 1
9612DT260 Multiplier max 1700 Nm 1
PAAE104443 Feeler gauge for valve adjusting 2
9612ZT334 Air tool 3/8" 1
ly
9612ZT255 Socket HP fuel connecting pipe 1
on
9612ZT331 Crow foot spanner 1
9612ZT256 Sleeve for cylinder liner fixation 2
9612ZT856 Dummy counter weight 1
e
9612ZT924 Locking ring 4
us
9612ZT925 Locking ring 2

PAAE104440 Connecting piece 1
0050T002001 Speed Simulator 1
al
0050B085101 Crimp tool, Variocrimp 1

rn
PAAE010981 Cable stripping tool 6-14 mm 1

PAAE010982 Cable stripping tool 4-8 mm 1
te
00387010700 Contact grease. SGB 2X 1

In
2.4 – 20
Manual
3. ”Extended Set”
Consits of:
"Additional Set" extended with toolset 9612ZT891
Toolset 9612ZT891 consists of the following articles:

9612ZT247 Disc 2
9612ZT380 Pneumatic/hydraulic pump 1400 bar 1
9612ZT376 Crowbar 1
ly
9612ZT915 Tool polishing ring 1
9612ZT918 Distributing block 2
9612ZT929
9612ZT936
9612ZT942
on
Dis/assembling tool connecting rod cap L
Stud remover connecting rod
Frame and jacks cylinder head
1
1
1
e
9612ZT947 Tool support ring valve spring 1
us
9612ZT953 Assembly tool joint washer 1

9612ZT956 Tool for valve rotator 1
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9612ZT970 Protecting bearing journal L 2

9612ZT975 Spare set "O & backup" rings 1
rn
9612DT373 Hydraulic hose 4

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In
2.4 – 21
Manual
Maintenance
4. ”Workshop Set” Article numbers 9612ZT995A + 9612ZT996B

Tool set 9612ZT995A consists of tool sets 9612ZT993A +9612ZT894.
Tool set 9612ZT894 consists of the following articles:

9612ZT971 Dis/assembling fuel pump 1

9612ZT945 Tool for valve seat 1
9612ZT233 Mounting tool valve guide 1
9612ZT234 Mounting tool pin bridge piece 1
9612ZT946 Mounting tool injector sleeve 1
ly
9612ZT961 Lifting tool bracket fuel pump 1
9612ZT225 Pin 1
9612ZT497
9612ZT547
9612ZT377
Depth gauge
Pressing punch
on
Spanner for vibration damper 1
1
2
e
9612ZT958 Tilting frame for cylinder head 1
us
9612ZT909 Disassembly valve guide 1

9612ZT954 Tilting frame for connecting rod 1
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9612ZT981 Hoisting tool starter 1

9612ZT850 Tool camshaft bearing 1
rn
9612ZT194 Pin camshaft bearing 1

9612ZT855 Secure tool camshaft 1
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9612ZT560 Ratchet spanner for camshaft bolts 1/4-5/16 1

In
9612ZT960 Dis-assembly fuel pump 1

9612ZT859 Extractor for exhaust valve 1
9612ZT948 Position tool axial bearing 1
9612ZT916 Hoisting tool piston 1
9612ZT932 Extractor injector sleeve 1
9612ZT979 Force multiplier max 6200Nm 1
9612ZT980 Disassembly intermediate gear pin 1
9612ZT982 Holder camshaft gear journal 1
9612ZT558 Torque wrench camshaft 1
9612ZT864 Hydraulic nipple camshaft gearwheel 1
9612ZT863 Valve seat refacing machine 1
2.4 – 22
Manual
Tool set 9612ZT996B consists of the following articles:

9612ZT985 Tool for camshaft 1

9612ZT853 Dis/assembling tool bearing journal 1
9612ZT854 Dis/assembling tool air cooler 1
9612ZT872 Dis/assembling tool oil cooler 1
9612ZT939 Assemble hoist arm 1
9612ZT929 Dis/assembling tool connecting rod cap 26 L 1
9612ZT970 Crankshaft protecting sheet 1
9612ZT989 Dis/assembling tool intermediate gearwheel 26 L 1
ly
9612ZT247 Cyllinder liner cover (wood) 1
on
9612ZT852 Dis/assembling tool camshaft gearwheel 26 L 1
9612ZT963 Dis/assembling tool intermediate gear and camshaft 1
9612ZT926 Dis/assembling tool pump cover/damper L 1
e
9612ZT248 Hoisting tool pump casing 1
us
9612ZT856 Dummy counter weight 1

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rn
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In
2.4 – 23
Manual
Maintenance
5. Special tools Article number 9612ZT999A

Select one ore more of the following special tools:
9612ZT861 Pressure tool cylinder head 1

9612ZT862 Valve seat refacing machine 1
9650ZT801 Valve grinding machine Type HVG 1
9650ZT802 Valve grinding machine Type BSP 2 1
9650ZT803 Valve grinding machine Type BSP 3 1
9622DT941 Peak pressure gauge 0-220 bar 1
ly
9622DT942 Peak pressure gauge digital 1
on
9622DT943 Noncontact thermometer 1
9622DT944 Crankshaft deflection gauge 1
9622DT945 Digital crankshaft deflection gauge 1
e
9622DT946 Hand tachometer digital 1
us
9612ZT353 Micrometer 1
9612ZT365 Inside micrometer 1
9612ZT973 Transport case piston-unit 1
al
9612ZT865 Pneumatic calibration tool fuel pump 1

9622DT936 Tool set box 1
rn
9622DT275 Magnetic stand + Dial indicator 1

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9612ZT867 Mechanic stethoscope 1

9612ZT868 Endoscope 1
In
9612ZT870 Honing machine cylinder liner 1

9622DT969 Service box for oil mist detector 1
9612ZT879 Pneumatic atomizer test unit 1
9612ZT871 Control tools for WECS 1
2.4 – 24
Manual
2.4.2.1. Miscellaneous tools
Description Code Weight Dimensions

number kg
Hydraulic pump (air 9612ZT380
operated).
ly
505
on 515 400
e
us
9604 9612ZT378 –
al
rn
te

number kg
In
Hydraulic pump PAAE104248

(manually operated).
9604 9604DT394 a
2.4 – 25
Manual
Maintenance

number kg
Hydraulic jack (3). 9612ZT901
With:
1. Knurled nut 9612ZT119
2. Tool pin. 9612ZT125
Used for:
– main bearing studs
– side studs
ly
– cylinder head studs.
on
e
9604 9604ZT127 b
us
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rn

number kg
te
Hydraulic jack. 9612ZT913

In
Used in combination
with:
– camshaft bearing 9612ZT850
bush extractor
– valve removing / 9612ZT919
mounting tool.
– extractor for 9612ZT912
cylinder liner.
9604 9604ZT201 –
2.4 – 26
Manual

number kg
HP hose. 9612DT381
ly
on
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9604 9604DT600 –
us
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rn

number kg
te
Distribution block HP 9612ZT918

hoses.
In
9604 9604ZT237 –
2.4 – 27
Manual
Maintenance

number kg
Hydraulic hose. 9612DT373
ly
on
e
us
9604 9604ZT731 –
al
rn

te
number kg
Depth gauge. 9612ZT941
In
Used for:
– cylinder head stud
– main bearing stud
– side stud.
9604 9604ZT188 –
2.4 – 28
Manual

number kg
Tool for removing / 9612ZT935
mounting studs.
Used for:
– main bearing studs
– cylinder head studs.
ly
on
e
9604 9604ZT138 –
us
al
rn

number kg
te
Torque spanner 9622DT214

In
20 – 100 Nm.
9604 9604ZT252 a
2.4 – 29
Manual
Maintenance

number kg
70 – 350 Nm.
ly
on
e
us
1726 9622DT215 – 9604ZT253 a

al
rn

te
number kg
In
150 – 800 Nm.
1726 9622DT216 – 9604ZT784 –
2.4 – 30
Manual
2.4.2.2. Fuel system

(Chapter 2.9.)

number kg
Lifting tool fuel pump 9612ZT961
bracket.
ly
on
e
us
9604 9604ZT733 –
al
rn
te

number kg
In
Tool for HP fuel pump 9612ZT960

tappet.
Used in combination
with:
– HP hose 9612DT381
– hydraulic pump. PAAE104248
9604 9604ZT256 –
2.4 – 31
Manual
Maintenance

number kg
Locking tool for HP fuel 9612ZT925
pump tappet.
ly
on
e
9604 9604ZT139 –
us
al
rn

number kg
te
Tool for sealing set in HP 9612ZT953

fuel pump bracket.
In
9604 9604ZT186 –
2.4 – 32
Manual

number kg
Depth gauge for fuel 9612ZT547
pump push rods.
ly
on
e
9604 9604ZT399 a
us
al

number kg
rn
Connection piece. PAAE104440

te
In
9604 9604ZT399 a
2.4 – 33
Manual
Maintenance
2.4.2.3. Lubricating oil system

(Chapter 1.2.)

number kg
Lifting tool for engine 9612ZT939
mounted pumps.
ly
on
e
us
al
1726 9612ZT939 – 9604ZT216 a

rn
te

number kg
In
Tool for lubricating oil 9612ZT872

cooler.
1726 9612ZT872 – 9604ZT968 a
2.4 – 34
Manual
2.4.2.4. Exhaust gas and charge air system

(Chapter 1.5.)

number kg
Tool for removal charge 9612ZT854
air cooler.
3
Consisting of:
1. plate
ly
2. frame
3. trolley.
on
e
1 2
us
al
1726 9612ZT854 – 9604ZT724 –

rn
te
In
2.4 – 35
Manual
Maintenance
2.4.2.5. Engine block with main bearings

(Chapter 2.5.)

number kg
Tool set for side stud. 9612ZT902
Consisting of:
2. tie rod 9612ZT129
4. distance piece 9612ZT130
ly
Used in combination
on
with:
1. hydraulic jack 9612ZT901
including:
e
3. knurled nut
us
5. tool pin.
9604 9604ZT128 a
al
rn
te

number kg
In
Tool set for main bearing 9612ZT903

stud.
Consisting of:
4. distance piece 9612ZT128
Used in combination
with:
including:
3. knurled nut
5. tool pin.
9604 9604ZT129 a
2.4 – 36
Manual

number kg
Lifting tool for main 9612ZT906
bearing cap and jacks.
Consisting of:
1. girder 9612ZT261
2. top plate 9612ZT262
3. support 9612ZT263
4. lifting tool. 9612ZT267
ly
on
e
9604 9604ZT147 a
us
al
rn

number kg
te
Bearing shell driver. 9612ZT910

In
9604 9604ZT140 b
2.4 – 37
Manual
Maintenance

number kg
Air driven rachet. 9612ZT334
Used for:
– main bearing lifting 9612ZT267
tool.
ly
on
e
9604 9604ZT424 –
us
al
rn

number kg
te
Extractor for camshaft 9612ZT850

bearing bush.
In
Consisting of:
1. disc 9612ZT545
2. support disc 9612ZT546
3. disc axial bearing 9612ZT153
bush
4. support disc for 9612ZT154
axial bearing bush.
Used in combination
with:
5. hydraulic jack. 9612ZT913
9604 9604ZT735 –
2.4 – 38
Manual

number kg
Tool for mounting 9612ZT948
camshaft axial bearing
bushes.
ly
on
e
9604 9604ZT286 –
us
al
rn

number kg
te
Sleeve for cylinder liner 9612ZT256

fixation.
In
9604 9604ZT145 b
2.4 – 39
Manual
Maintenance

number kg
Positioning pin for 9612ZT194
camshaft bearing bush.
ly
on
e
9604 9604ZT255 –
us
al
rn

te
number kg
Polishing ring. 9612ZT950
In
Used for:
– contact surface on
cylinder block for liner
– cylinder head gas
sealing surface.
9604 9604ZT238 –
2.4 – 40
Manual
2.4.2.6. Crankshaft, connecting rod, piston

and liner
(Chapter 2.6.)

number kg
Depth gauge for 9612ZT940
connecting rod studs.
ly
on
e
us
al
9604 9604ZT198 –
rn
te

In
number kg
Extractor anti bore 9612ZT915
polishing ring.
9604 9604ZT141 –
2.4 – 41
Manual
Maintenance

number kg
Tool set for big end 9612ZT944
bearing stud.
Consisting of:
1. hydraulic jack
3. knurled nut 9612ZT477
4 tool pin 9612ZT125
ly
on
e
9604 9604ZT132 –
us
al

rn
number kg
te
Tool connecting rod cap. 9612ZT929

In
1726 9612ZT929 – 9604ZT729 –
2.4 – 42
Manual

number kg
Lifting tool for connecting 9612ZT911
rod/piston/liner assembly
(driving unit).
Consisting of:
1. protecting sleeves 9612ZT114
2. positioning bracket 9612ZT113
3. protecting sleeves. 9612ZT112
ly
on
e
9604 9604ZT200 b
us
al
rn

number kg
te
Extractor for cylinder 9612ZT912

liner.
In
Consisting of:
2. ring 0350 007
3. nut 9612ZT156
4. bracket. 9612ZT159 4
Used in combination 2
with: 1 3
– lifting tool. 9612ZT911
– jack. 9612ZT913
9604 9604ZT199 –
2.4 – 43
Manual
Maintenance

number kg
Tap M8 for threaded 9612ZT195
holes in piston crown.
ly
on
e
9604 9604ZT241 –
us
al
rn

number kg
te
pliers for locking ring 9612ZT250

gudgeon pin.
In
9604 9604ZT192 –
2.4 – 44
Manual

number kg
Piston ring pliers. 9612ZT185
ly
on
e
9604 9604ZT151 –
us
al
rn

number kg
te
Clamp for piston rings. 9612ZT917

In
9604 9604ZT142 a
2.4 – 45
Manual
Maintenance

number kg
Tool for removing / 9612ZT936
mounting connecting rod
studs.
ly
on
e
9604 9604ZT136 –
us
al
rn

number kg
te
Tilting frame for 9612ZT954

connecting rod /
In
piston / liner assembly

(driving unit).
9604 9604ZT228 –
2.4 – 46
Manual

number kg
Piston support. PAAE104247
ly
on
e
9604 9604ZT191 a
us
al
rn

number kg
te
Lever for checking axial 9612ZT376

clearance crankshaft.
In
9604 9604ZT389 a
2.4 – 47
Manual
Maintenance

number kg
Support for connecting 9612ZT445
rod/piston assembly
(driving unit).
ly
on
e
9604 9604ZT405 –
us
al
rn

number kg
te
Polishing ring for gas 9612ZT951

In
sealing surface cylinder

liner top.
9604 9604ZT239 –
2.4 – 48
Manual

number kg
Crankshaft protecting 9612ZT970
sheet.
ly
on
e
1726 9612ZT970 – 9604ZT423 –
us
al
rn

number kg
te
Dummy counter weight. 9612ZT856

In
9604 9604ZT721 –
2.4 – 49
Manual
Maintenance

number kg
Spanner for sampling 9612ZT497
plug vibration damper.
ly
on
e
9604 9604ZT723 –
us
al

number kg
rn
Multiplier, 9612ZT979
te
max. 6200 Nm.

rate 21:1
In
Used for:
– crankshaft vibration
damper.
9604 9604ZT740 a
2.4 – 50
Manual
2.4.2.7. Cylinder head with valves

(Chapter 2.7.)

number kg
Feeler gauge for valve PAAE104443
clearance.
ly
on
e
us
al
9604 9604ZT967 –
rn
te

In
number kg
Extension with spline for 9612ZT332
cylinder head – multiduct
connection.
Used in combination
with:
– torque spanner. 9622DT215
9604 9604ZT250 a
2.4 – 51
Manual
Maintenance

number kg
Tool set for cylinder head 9612ZT942
Consisting of:
1. frame 9612ZT197
1
2. shackle 9612ZT198
4. tie rod and distance 9612ZT904
piece 2
ly
3
on 4
e
9604 9604ZT730 –
us
al
rn

number kg
te
Tie rod and distance 9612ZT904

piece
In
9612ZT901
Consisting of:
2. distance piece 9612ZT196 1
Used in combination
with:
– hydraulic jack 9612ZT901
including: 2
– knurled nut
– tool pin.
9604 9604ZT130 a
2.4 – 52
Manual

number kg
Lifting tool for cylinder 9612ZT927
head.
ly
on
e
9604 9604ZT158 b
us
al
rn

number kg
te
Tilting frame for cylinder 9612ZT958

In
head.
9604 9604ZT233 a
2.4 – 53
Manual
Maintenance

number kg
Tool set for removing / 9612ZT919
mounting valves.
Consisting of:
1. pressing plate MDO 9612ZT145
2. pressing plate HFO. 9612ZT184
Used in combination
with:
ly
– jack. 9612ZT913
on
e
9604 9604ZT203 –
us
al
rn

number kg
te
Tool for exhaust valve 9612ZT956

rotator.
In
Used only for:

– HFO engines.
9604 9604ZT221 –
2.4 – 54
Manual

number kg
Tool support ring valve 9612ZT947
spring.
ly
on
e
us
9604 9604ZT732 –
al
rn

te
number kg
Extractor valve guide. 9612ZT909
In
9604 9604ZT278 –
2.4 – 55
Manual
Maintenance

number kg
Mounting tool valve 9612ZT233
guides.
ly
on
e
9604 9604ZT133 –
us
al

rn
number kg
te
Extractor exhaust valve 9612ZT859

seat.
In
9604 9604ZT737 –
2.4 – 56
Manual

number kg
Mounting tool valve seat. 9612ZT945
ly
on
e
9604 9604ZT131 –
us
al

rn
number kg
te
Tool for refacing valve 9612ZT863

seats.
In
9604 9604ZT743 –
2.4 – 57
Manual
Maintenance

number kg
Extractor injector sleeve. 9612ZT932
ly
on
e
9604 9604ZT261 a
us
al
rn

number kg
te
Mounting tool injector 9612ZT946

sleeve.
In
9604 9604ZT135 –
2.4 – 58
Manual

number kg
Grinding tool for seat fuel 9612ZT962
injector in cylinder head.
ly
on
e
1726 9612ZT962 – 9604ZT266 –
us
al
rn

number kg
te
Spanner indicator cock. 9612SW510

In
9604 9604ZT202 a
2.4 – 59
Manual
Maintenance

number kg
Cylinder liner cover 9612ZT247
(wood).
ly
on
e
9604 9604ZT282 a
us
al
rn
te
In
2.4 – 60
Manual
2.4.2.8. Camshaft and valve drive mechanism

(Chapter 2.8.)

number kg
Ratchet spanner for 9612ZT560
camshaft section bolts.
ly
on
e
us
9604 9604ZT254 a
al
rn
te

number kg
In
Torque wrench for 9612ZT558

camshaft section bolts.
20 – 200 Nm.
Consisting of:
1. torque wrench
2. bit holder
3. screwdriver bit.
9604 9604ZT246 –
2.4 – 61
Manual
Maintenance

number kg
Locking tool for tappets 9612ZT924
inlet and exhaust.
ly
on
e
9604 9604ZT149 a
us
al
rn

number kg
te
Tool for separating 9612ZT377

camshaft section from
In
journal.
1 or 2
Consisting of:
1. Bolt M12 / 40 mm
2. Bolt M12 / 80 mm 3
3. Retainer nut
9604 9604ZT722 –
2.4 – 62
Manual

number kg
Support for camshaft 9612ZT853
journal.
ly
on
e
1726 9612ZT853 – 9604ZT728 –
us
al
rn

number kg
te
Support for camshaft 9612ZT985

section.
In
1726 9612ZT985 – 9604ZT727 –
2.4 – 63
Manual
Maintenance

number kg
Frame. 9612ZT963
Used in combination
with:
– tool for intermediate 9612ZT989
gear wheel assembly
– tool for camshaft gear 9612ZT852
wheel assembly.
ly
on
e
1726 9612ZT963 – 9604ZT410 a
us
al
rn

number kg
te
Tool for intermediate 9612ZT989

gear wheel assembly.
In
1726 9612ZT989 – 9604ZT726 –
2.4 – 64
Manual

number kg
Tool for camshaft gear 9612ZT852
wheel assembly.
ly
on
e
1726 9612ZT852 – 9604ZT725 –
us
al
rn

number kg
te
Secure tool camshaft. 9612ZT855

In
9604 9604ZT736 –
2.4 – 65
Manual
Maintenance

number kg
Hydraulic nipple 9612ZT864
camshaft gearwheel.
ly
on
e
9604 9604ZT760 –
us
al

number kg
rn
Tool for separating 9612ZT982

camshaft end journal
te
from camshaft gear

wheel.
In
9604 9604ZT742 –
2.4 – 66
Manual
2.4.2.9. Injection system

(Chapter 2.9.)

number kg
Socket spanner for HP 9612ZT255
fuel pipe in cylinder
head.
Used in combination
with:
ly
– torque spanner 9622DT215
on
e
us
al
9604 9604ZT245 –
rn

te
number kg
In
Crow foot spanner HP 9612ZT331

fuel pipe.
Used in combination
with:
9604 9604ZT242 –
2.4 – 67
Manual
Maintenance

number kg
Tool for extracting fuel 9612ZT931 200
injector.
1
1. handle. 9612ZT178 140
2. .nut. 000000185 014
3. bush. 9650ZT107
ly
on 290
2
3
e
us
al
9604 9604ZT205 –
rn
te
In
2.4 – 68
Manual

number kg
Holder for fuel injector. 9612ZT978
Used in combination
with:
– multiplier 9612DT260
– socket spanner. 9612ZT259
ly
on
e
us
9604 9604ZT734 –
al
rn

number kg
te
Multiplier, 9612DT260
max. 1700 Nm.
In
rate 4.5:1
Used in combination
with: 9612DT259
– socket spanner 9622DT216
– torque spanner 9612ZT978
– holder for fuel injector.
9604 9604ZT385 –
2.4 – 69
Manual
Maintenance

number kg
Testing device fuel 9612ZT934
injector.
ly
on
e
us
9604 9604ZT144 –
al
rn

number kg
te
Tool for disassembling / 9612ZT971

In
assembling HP fuel
pump.
9604 9604ZT407 –
2.4 – 70
Manual

number kg
Socket spanner for 9612DT259
injector sleeve nut.
Used in combination
with:
– multiplier 9612DT260
– holder for fuel injector. 9612ZT978
ly
on
e
us
9604 9604DT366 b
al
rn

number kg
te
Spanner for plug fuel 9612ZT187

injector.
In
9604 9604ZT207 a
2.4 – 71
Manual
Maintenance

number kg
Adjusting tool fuel 9650ZT108
injector.
ly
on
e
us
9604 9655ZT101 –
al
rn

number kg
te
Synthetic driver for HP 9612ZT225

fuel pump barrel.
In
9604 9604ZT397 –
2.4 – 72
Manual
2.4.3. Background information of hydraulic

tools and torque spanners
A number of important engine components are fitted by means of

hydraulic tools. With the use of hydraulic tools is it possible to stress a
bold or stud of a connection till very high tension. This tightening
process can be done within very small tension limits and a great force
and accuracy.
It is necessary to understand the working principle of the hydraulic
tools. For this reason an explanation of the principle is given.
ly
For safety reasons it is important the tools are used in the correct way.
on
The tightening procedures have to be carried out strictly in accordance
with the instructions in this manual.
For the following subjects general background information is described:
e
us
”Rolled thread”
The thread of the studs of important connections is manufactured by a
"cold rolled" process to make the stud thread strong and good resistant
al
against fatigue. Due to this process the circumference of the thread

becomes smooth and hard. This process make studs also sensitive to
rn
breakage in case of damage. Therefore, studs must always carefully be

handled. Replace a stud when damaged.
te
The ”easy going” nut

In
The stud becomes a little bit longer over its entire length during
elongation. This includes that also the pitch of the thread is a little
extended. However, the pitch of the nut mounted is not extended. To
make it possible to turn the nut on the elongated stud "quite some
clearance" must exist between the thread of the nut and the thread of
the stud. This clearance can be felt when turning on the nut. For this
reason it must be possible, without any restriction, to turn on a nut by
hand.
In case of "heavy points" remove the nut and find and solve the problem
before starting the tightening procedure.
Studs
All hydraulically stretched studs are made of high tensile strength steel.
To obtain the correct force in the studs, the studs have to be stretched
to approximately 90% of the yield point of the material.
This means, a force 10% more than the tightening force does overstretch
the stud. This may never happen because overstretched studs
becomes sensitive to fatigue and may break after some time.
2.4 – 73
Manual
Maintenance
Therefore, overstretched studs should be replaced. This is particular

important for connecting rod studs and counter weight studs.
Use genuine parts

There is a real danger in employing studs not delivered by Wärtsilä
Corporation in particular studs hydraulically stretched.
If these studs are not made from the same high tensile strength material and
not provided with "cold rolled thread", problems may occur. Studs, made of
material not sufficient strong, will continue to elongate even if the correct
oil pressure is applied. The nuts can be turned further until breaking.
ly
Use of locking fluids
on
Clean parts carefully with a degreasing agent and dry parts before
applying locking fluid.
Note! See for specification relevant drawing / parts list (Parts Cata-
e
logue).
us
The hydraulic tool set consist of :

al
ć Hydraulic pump pneumatically driven or a manually operated

pump.
rn
ć A number of hydraulic jacks, distance pieces, tie rods, knurled nuts,

high pressure hoses with quick release coupling and tool pins to
tighten or to loosen the nuts of the relevant components.
te
In
2.4.3.1. Pneumatic driven hydraulic pump unit
The pump unit (fig. 2.4 ć 1 ) consist of a number of main components:

ć A connection (7) for the supply of service air (maximum pressure 7 bar.
ć A filter / water separator (12).
ć A lubricator (13).
ć A reducing valve (6) to adjust the service air between 0 and 6 bar.
ć A manometer (5) direct mounted after the service air reducing valve.
ć An air valve (4) to control the pump speed.
ć An air-operated piston (3) (large surface) connected to a piston in
the lower section (small surface) for pressurizing the hydraulic oil.
ć A container (1) for hydraulic oil (circa 5 litres).
ć A double pointer manometer (8) indicating the hydraulic jack pressure.
ć A quick-release couplings with non return valve (10).
ć A valve (9) in the H.P. oil return line.
2.4 – 74
Manual
The manometer (5) is connected to the air pressure line after the
reducing valve (6). The manometer scale indicates a comparable oil
pressure from 0 to 1000 bar. 6 Bar service air pressure is equivalent to
1000 bar "oil pressure" on the manometer scale. The manometer (5)
makes it possible to set the required H.P. oil pressure before pumping.
To prevent, due to inaccuracy of this manometer, that the final obtained
oil pressure will ends higher than the required pressure, manometer (5)
indicates 10% higher.
A manometer (8) indicates the pressure in the H.P. hydraulic system.
This calibrated manometer contains two independently working
measuring mechanisms, each provided with a scale and pointer.
Recalibrating of this manometer is necessary when the indication of
ly
both pointers differs more then 10 bar.
Check the double pointer pressure gauge (8) regularly. For this purpose
on
a calibrated pressure gauge can be delivered. This pressure gauge can
be connected at the end of the H.P. hose.
e
1 2 3 4 5 6 12 13 7
us
al
8 10 11
rn
9
te
In
Fig. 2.4 – 1 Diagram pneumatically driven hydraulic pump unit
2.4 – 75
Manual
Maintenance
Operating
Always keep the pump unit horizontally. Maintain sufficiently
hydraulic oil in the container to avoid air in the system and check if
valve (14) is open.
During filling of the H.P. pump container, it is recommended to connect
the set according to Fig. 2.4 ć 2 . Before filling, open the release valve (9)
and empty the jack (15) by pressing piston and cylinder simultaneously.
Next, the container can be filled through the filling plug (2). (For
specification of the hydraulic oil, see chapter 1.2.).
1 Close valves (4) and (9), see fig 2.4 ć 1 and fig. 2.4 ć 2 .
2 Connect at (10) the H.P. hose (11) to the hydraulic jacks (15).
3 Connect the service air at (7).
ly
4 After adjusting the "air pressure" at the value of the required oil
on
pressure, start the pump by opening air valve (4). The hydraulic system
will be pressurized, visible on manometer (8). At a value of approx. 10%
below the adjusted value, the pump will stop.
e
5 Slowly turn the spindle of the reducing valve (6) counter clockwise,
by which the hydraulic oil pressure will increase.
us
6 Continue pumping until the reading on the manometer of the

hydraulic system (8) shows the required oil pressure. The manometer
al
in the air system will now show a pressure of circa 10 % higher.

7 After the correct oil pressure has been reached, push down the locking
rn
ring over the reducing valve spindle to fix the setting of the reducing valve.
Every time the pump is operated, the pressure will rise automatically and
te
accurately till the fixed pump setting (accuracy " 5 bar). When the hydraulic
stretching procedure is completed close valve (4) and always open slowly
In
valve (9). Quick opening of valve (4) may damage the hydraulic pressure
manometer.
Remark
When the required pressure is reached and the pump continues slowly
working, the hydraulic system is leaking, e.g. a leaking coupling or a
leaking hydraulic jack.
When the hydraulic system contains air, disconnect the coupling at (10).
Press the small valve in the coupling by means of a pin and run the pump
slowly. Let oil escape as long as it contains air.
Warning! Always check the correct connecting of hose couplings to pump

unit and jacks special when more jacks are connected at the time.
An incorrectly made connection may cause the jack is not
connected and the jack in question not pressurized although the
manometer indicates the correct pressure.
2.4 – 76
Manual
15 14 1 2 5 8
11
ly
Fig. 2.4 – 2 on 10
Pneumatic driven hydraulic pump unit

6 4 9
e
us
2.4.3.2. Hydraulic jack

al
rn
A hydraulic jack, see fig. 2.4 ć 3 for an example, consists basically of a

housing (3) and a piston (1) which is accommodated in a recess in the
top of the housing. The piston is sealed at the top and the bottom with
te
Oćrings, (7) and (8).

In
The space between the O-rings can be filled with oil under pressure via
connection (13). The enclosed area of the piston multiplied by the
applied oil pressure results in the stretching force in the pulling piece
and stud. The stud shall, as a consequence of the applied force, be
lengthened. Every time when the same force (oil pressure) is applied,
the same lengthening of the stud will be realised. To exert the required
force in the stud, only a limited lengthening of the stud is required, a few
mm only. The stroke of the jack shown is 9 mm, which can differ with
the type of jack, and is sufficient for the stud elongation.
After the nut is fastened or loosened and the oil pressure is released, the
stretching process can be repeated.
After the oil pressure is released it takes some time, for the springs (12)
on top of the piston, to force the piston back into bottom position as
friction exists in the returning of the hydraulic oil to the sump of the
hydraulic pump in the small oil drillings in the jack, in the valves in the
quick release couplings and the relative large quantity of oil to return
to the pump.
If no time is given to displace the oil and to lower the piston till bottom
position, for instance by too quickly disconnecting the hoses from the
2.4 – 77
Manual
Maintenance
jack, the piston will stop a few mm from bottom. If this method of
stretching is repeated the piston finally has no working stroke left and
in the next stroke a situation arises in which the retaining cover (4) is
breaking the bolts (11). The retaining cover is not kept in place and will
be stopped by two bolts (10).
To avoid this situation the returning of the piston into bottom position
can be realized by waiting, or by using a spanner on top of the jack when
mounted on a stud.
The piston is in bottom position when the top face of the jack is level
with the top face of the retaining ring.
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4
10
3 on 11
12
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8 13
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7
1
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Fig. 2.4 – 3 Cross section hydraulic jack

rn
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2.4.3.3. Hydraulic extractor

In
For some power demanding operations a hydraulic extractor jack is

applied. The jack is utilized in connection with the manual operated
pump, see fig. 2.4 ć 4 .
PAAE104248
9612ZT913
Stroke 78 mm
Fig. 2.4 – 4 Hydraulic extractor
2.4 – 78
Manual
bar
Maximum pressure
kN
Fig. 2.4 – 5 Graphic relation pressure / force
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2.4.3.4. H.P. hose on
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The maximum permissable hose pressure is 1500 bar.

The H.P. hose is made up of a plastic inner hose wrapped with 4 layers
of steel wire, around which is a flexible, blue-coloured skin". This
al
skin" serves to make any damage to the H.P. hose more easily visible
rn
and to retain the oil stream if an internal leak develops. In this case a
blister" is formed on the hose.
te
Work safely!
1 Check the hose and quick-release couplings for damage before use.
In
2 Ensure the quick-release couplings are thoroughly clean before use.

Dirt can cause damage to the quick-release couplings so leaks may develop.
3 After use, seal the quick-release couplings again with the dust caps (1).
1 1
Fig. 2.4 – 6 H.P. hose
Never work with damaged hoses! The hoses will remain in good
condition if you:
4 never try to remove the clamp fitting from the hose
5 never bend the hose into a radius smaller than 160 mm
2.4 – 79
Manual
Maintenance
6 never twist the hose

7 never damage the hose by, for example, placing heavy objects on it
8 never apply a tensile load to the hose, for example, by tugging
9 never use any oil other than is specified
10 never use the hose for other purposes.
Note! Damaged hoses or quick–release couplings should be discarded.

DO NOT CARRY OUT REPAIRS!
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2.4.3.5. H.P. quick–release coupling
on
A complete quick-release coupling consists of:
e
1. male connector
us
2. female connector
3. spring controlled valves
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2 1
rn
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In
3 3
Fig. 2.4 – 7 H.P. quick–release coupling
The H.P. quick-release couplings are used to facilitate easy connecting

and disconnecting of various parts of the hydraulic tool and are
self-closing. This means that it is impossible for air to enter the hose
or the jacks, and oil losses are minimal.
In order to guarantee the valves function efficiently, the couplings should
be thoroughly clean before use. For this reason the quick-release
couplings should always be sealed with dust caps (4) and (5).
2.4 – 80
Manual
5 4
Fig. 2.4 – 8 Dust caps H.P. quick–release coupling
The couplings have a conical thread (NPT) which is selfĆsealing when the
ly
coupling is mounted to the hose fitting or a jack. Do not use sealing tape.
Pieces of tape in the hydraulic system will impair efficient operation.
on
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2.4.3.6. Hand–operated hydraulic pump
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The hydraulic pump consists of the following main components.

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1. oil container
rn
2. pump element
3. oil pressure manometer
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4. H.P. oil connection (2x)

5. release valve
In
6. filling plug
7. venting point
8. pump handle
9 locking lever for pump handle
3 8
7
5 9
6
4
2 1
Fig. 2.4 – 9 Hand operated hydraulic pump
2.4 – 81
Manual
Maintenance
Operating
1 Before using check if there is sufficient hydraulic oil in the
container (1) to avoid air in the system. (Always use oxidation resistant
oil see chapter 0.2.3.1.)
2 Loosen locking lever (9) to operate pump handle and to open the
automatic venting point (7).
3 Connect the pump to the jacks, by the H.P. hoses.
Note! Never apply pressure to a jack which is not in use for stretching
studs, otherwise the plunger will exceed its maximum stroke.
4 Close the release valve (5) of the pump and apply the prescribed
pressure. If the pressure drops, there might be a leakage in a connection
ly
or somewhere else. The leakage should be found and repaired.
Note!
on
Calibrate the double indicator manometer if the difference between
the indicators is more than 10 bar .
5 Always reduce the pressure slowly to zero in order to avoid forming
e
of foam on the oil and/or to protect the indicator.
us
6 During transport of the hydraulic pump, lock pump handle (8) with
lever (9) to close the venting point (7).
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rn
2.4.3.7. Safety instructions for hydraulic tools

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In
The following general instructions and guides will be helpful to

determine if your system components are properly connected.
1 Be sure all hydraulic hoses and fittings are connected to the correct
inlet and outlet ports of the pump, cylinders, valves and other system
components. An incorrectly made connection may cause a not
connected jack in question and not pressurized although the
manometer indicates the correct pressure.
2 Be sure all threaded connections are fully tightened and free of
leakage. Seal threaded connections with a high-grade thread sealer.
Do not over-tighten any connection.
3 Excessive tightening will cause strain on threads and castings
which could cause fitting failure at pressures below rated capacity.
4 Fully tighten hydraulic connectors (avoid excessive force). Loose
connectors will act as a partial or complete line restriction causing little
or no oil flow and resulting in equipment damage or failure.
5 If the maximum stroke is exceeded the sealing sets of the piston will be
damaged. Pressurized oil will escape and the pressure drops to zero. If this
2.4 – 82
Manual
has happens the jack has to be disassembled, the sealings inspected and
if damaged, replaced by new.
6 Do not drop heavy objects on hydraulic hoses. A sharp impact may
cause bends or breaks to internal hose wire strands. Applying pressure
to the damaged hose will cause internal flexing which will eventually
break the hose strands causing the hose to rupture.
7 Do not use the hydraulic hose to carry a hydraulic component (i.e.
pumps, cylinders and valves).
8 Avoid sharp bends and kinks when routing hydraulic hoses. If
pressure is applied to a bend or kinked hose, the oil flow will be
restricted causing severe back-pressure. Also the sharp bend and kinks
will internally damage the hose leading to premature failure.
ly
9 Avoid situations where loads are not directly centered on the
on
cylinder plunger. Off-center loads produce considerable strain on
cylinder plungers and may slip or fail causing potentially dangerous
results. Avoid point loading. Distribute the load evenly across the entire
saddle surface.
e
10 Always provide clearance for hoses and connectors to avoid moving
us
objects, abrasion or sharp objects.

11 Use hydraulic pressure gauges with safe operating ranges in the
hydraulic system. Do not exceed the safe limit of the lowest rated
al
component used within your system.

rn
12 Keep hydraulic equipment away from flames and heat. Excessive

heat (above 70°C) will soften packings and seals, resulting in fluid leaks.
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13 Never attempt to lift a load which exceeds the capacity of a cylinder

or jack. Overloading causes equipment failure and possible personal
In
injury.
14 Do not overextend the hydraulic jack. The cylinder will take the
load on the plunger stop ring. However, using the full stroke does not
supply power and only adds unnecessary strain to the cylinder.
15 Keep oil lines clean. When connector halves are disconnected,
always put on dust caps. Use every precaution to guard unit against
entrance of dirt because dirt and foreign matters may cause pump,
cylinder and valve failures.
2.4.3.8. Loosening of hydraulically

tightened connection
Note! Loosening pressure = tightening pressure.
2.4 – 83
Manual
Maintenance
To loosen a connection the same oil pressure, or somewhat lower than the
final pressure with which the connection has been tightened, is required.
Prevent overstretching
To prevent overstretching, the hydraulic pressure applied to the studs should
never exceed the tightening pressure plus 5%. Furthermore, operate the
pneumatic driven hydraulic pump according the instructions.
There is no reason to apply a higher pressure than the tightening
pressure. When studs have been tightened to the setting value, the
prestress in the studs may decrease slightly during running of the
engine as a result of the forces incurred in the engine components.
Therefore, the oil pressure in the hydraulic jacks, required for
ly
disassembly will be the same or somewhat lower than the tightening
pressure.
on
If one or more nuts can't be loosened at setting value check with a feeler
gauge of 0.05 mm if the nut is free from the contact surface. If the nut
is free and it is still not possible to turn the nut, the nut is sticking due
e
to dirt, corrosion or damage. In such case try to turn the nut using a
us
copper pin and a hammer.

If still not successful don't increase the oil pressure because it serves no
purpose. Applying a too high oil pressure introduces the risk of
al
damaging the thread in the engine component in which the stud is

mounted.
rn
If the nut is not free

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1 Check if the oil supply and pressure to all the jacks is correct.
2 Check the quick-release couplings and the non return valves.
In
3 Check if the nut is free from the tools.

4 Increase the oil pressure by maximum 5%.
If the nut can still not be loosened the connection has previously been
tightened with a too high oil pressure, possible resulting in an
overstretched stud. In this case increase the oil pressure till final setting
value + 10%. More than 10% is not allowed as other construction parts
can be damaged.
If, at 10% overpressure, the nut is still tight, remove the tools, cut off the
nut and remove the stud. Fit a new stud and nut.
Make sure no iron parts enter the engine.
Note! If e.g. one cylinder head nut has to be cut leave the other three nuts
tightened to prevent damage to cylinder head and liner.
If, due to any cause, doubt exists regarding the stress in

hydraulically tensioned studs the loosening value must be found.
2.4 – 84
Manual
5 Increase the oil pressure in the hydraulic jacks in steps e.g. of 50 bar.
6 Check after each step whether the nuts can be turned.
7 If this value is more than 10% below the stated value investigate the
reason.
2.4.3.9. Tightening of hydraulically

tightened connection
Studs tightening general procedure (when elongation check is
ly
required).
on
Follow next steps when tightening a stud which requires an elogantion
check:
To screw stud's root-end with the pre-tightening torque.
e
First step
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-Pressurize the jacks till first step value.

-Tighten nut by turning it.
-Check with a feeler blade of 0,05 mm that nut is on.
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-Release pressure and wait till jack has reached the bottom position.
-Measure the distance between nut's surface and the end of the stud;
rn
record it as X, see fig. 2.6 ć 23 .

Second step
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-Pressurize the jacks till second step value.

In

Third step
-Pressurize the jacks till third step value.
-Try to tighten nut by turning it: nut should not move anymore.
-Measure the distance between nut's surface and the end of the stud;
record it as Y, see fig. 2.6 ć 23 .
Calcolate the elongation as: Y -X. Elongation should be within the
given limits, see section 2.4.4.
If elongation value is below lower limit then loose and re-tighten again.
If elongation value exceeds upper limit then please inform Wärtsilä.
Studs tightening general procedure (when nut’s rotation check is

required).
Follow next steps when tightening a stud which requires a nut
rotation check :
2.4 – 85
Manual
Maintenance
To screw stud's root-end with the pre-tightening torque.
First step
-Pressurize the jacks till first step value.
Second step
-Pressurize the jacks till second step value.
-Tighten nut by turning it and count the number of holes passing
through during the rotation. Check that the number is within the range
ly
given in the table on following pages.
Third step
on
-Pressurize the jacks till third step value.
-Try to tighten nut by turning it: nut should not move anymore.
e
us
If number of holes is below the allowed lower limit, then loose and
re-tighten again. If number of holes exceeds upper limit then please
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inform Wärtsilä.
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Tightening general visual checking procedure

This procedure must be used (together with prescribed elongation or
In
rotational check) when tightening several screws or studs identical one

to the other (i.e. for connecting rods, counterweights, bearing caps,
cylinder heads etc.).
-Tightening the screws to the first step torque (see chapter 2.4.4)
-Mark with a line both surface and nut/screw upper part
-Make final tightening (second step, see chapter 2.4.4)
-Visually check that the rotations highlighted by the marked lines are
approximately the same.
In case of one or more rotations that visually diverge from the others
then:
-if exceeded rotation is visually bigger then the others, contact
Wärtsilä.
-if exceeded rotation is visually lower then the others, loose and tight
again.
2.4 – 86
Manual
The following picture shows the different steps and the details of the
procedure.
A) BEFORE FINAL TIGHTENING

Mark the reference before final tightening
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on
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B) AFTER FINAL TIGHTENING
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Rotation equivalent: OK
Rotation visually lower respect average:
loose and tight again.
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rn
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In
Rotation visually bigger respect average:

contact Wärtsilä.
Fig. 2.4 – 10 Visual checking procedure
Warning! In case it is possible to tighten the nuts more than the prescribed
number of holes or there is still clearance between nut and contact
surface, the connection is NOT safe. In such a case all components
have to be disconnected and examined:
– on deviation in material
– wrong assembling
– wrong assembling procedure.
2.4 – 87
Manual
Maintenance
2.4.3.10. Use of torque spanner
Modern technology requires more and more the fastening of screwed

connections every time at the same prestress within certain tolerances.
Human forces exerted on spanners are not sufficient accurate to obtain
the required result c.q. the fastening torque. To make this possible the
application of a torque spanner becomes a must.
To apply a torque spanner the following must be known to avoid
mistakes resulting in unsafe connections.
ć A torque spanner is a precision instrument that should be handled
ly
with utmost care. Every time the torque spanner is used the spring
on
tension of the spanner should be released before restoring the
spanner in its box.
ć The spanner should be kept clean, not dropped and not drenched
e
with water or dirty oil.
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ć The spanner is calibrated between 20% and 100% of its scale and has
a tolerance within 4% of its reading. Take care the spanner is
periodically recalibrated.
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ć Calibrate the torque spanner every time in the horizontal or vertical

plane to compensate for the spanner weight.
rn
ć Never use the spanner over the 100% scale. Distortion may exist and
readings may become inaccurate.
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ć Always apply force on the torque spanner in a clockwise rotation, the

direction shown on the spanner and only apply the exerted force in
In
the centre of the knurled handle. The spanner clicks and gives a few
degrees of free movement when the desired torque is reached. When
you completely release the force, the spanner automatically resets
for the next torque application.
ć Never use a torque spanner to release connections.
ć A high degree of torque accuracy can be obtained in the application
of the correct lubricant on the thread of the connection. Where the
contrary is not mentioned only use engine lubricating oil.
ć Support the tool well during tightening.
The tightening torques are torque spanner readings and should be
realised by an even tightening of bolt and nut. (if applicable,
crosswise).
ć Always apply force on a torque spanner in a slow onćgoing move not
passing the required setting. Using the spanner in a fast move will
easily do pass the required setting.
ć The rachet requires periodic cleaning and lubrication to ensure
proper operation. Lubricate with a light oil. DO NOT USE GREASE.
2.4 – 88
Manual
Note! Torque spanner in combination with multiplier

If a torque spanner (1) is used together with a multiplier (2), mind to
calculate the torque spanner reading according the conversion factor of
the multiplier.
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2
on
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Fig. 2.4 – 11 Torque spanner – multiplier

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rn
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In
2.4 – 89
Manual
Maintenance
Note! Torque spanner in combination with extension

When using a torque spanner (1) with an extension (2), the torque
spanner reading depends on the manner of connecting the extension
piece.
Example:
Required torque = 200 Nm.
Length of the torque spanner 500 mm.
Length of the extension piece 76.2 mm.
1 2
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on
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500 76.2
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Torque spanner reading: 500

rn
– extension used in line= 200 x = 173.5 Nm.

500 + 76.2
te
In
– extension used in right–angle= 200 Nm.
Fig. 2.4 – 12 Torque spanner – extension
Note! 10 Nm = 1 Kgm
2.4 – 90
Manual
2.4.4. Tightening torque and jack pressure
2.4.4.1. Lubricating oil system components

(Chapter 1.2.)
Pos. Connection Torque

Nm
1. Lubricating oil pump 80
ly
2. Gearwheel on shaft 75
on
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2
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In
Fig. 2.4 – 13 Lubricating oil pump
2.4 – 91
Manual
Maintenance

Nm
1. Lubricating oil unit fixing screw 195
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on
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1
rn
Fig. 2.4 – 14 Lubricating oil fixing screw

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In
2.4 – 92
Manual
2.4.4.2. Cooling water system components

(Chapter 1.4.)

Nm
1. Cooling water pump 195
2. Gear wheel on shaft 35
3 Suction house for cooling water pump 43
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3
1
on
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2
rn
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In
Fig. 2.4 – 15 Cooling water pump
2.4 – 93
Manual
Maintenance

Nm
1. Thermostat casing to engine block 80
2. Thermostat cover fixing screw 80
3. Thermostat fixing screw 40
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2
on
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3
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1
In
Fig. 2.4 – 16 Thermostat casing
2.4 – 94
Manual
2.4.4.3. Control system components

(Chapter 1.6.)

Nm
1. Actuator drive housing 175
2. Gear wheel on shaft 10
3. Adapter 80
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3
on
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1
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2
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In
Fig. 2.4 – 17 Actuator
2.4 – 95
Manual
Maintenance
2.4.4.4. Engine block with bearings

(Chapter 2.5.)
Pos. Connection Torque / Elongation stud

Jack mm
pressure
1. Main bearing stud , mounting 200 Nm
2. Main bearing cap, tightening tool nr.
9612ZT903
first step 200 bar Measure size ’X’
second step 900 bar
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third step 900 bar Measure size ’Y’
on
Elongation ’Y’–’X’ = 1.2–1.5
3+4 Side stud, mounting 0 Nm
180_ back
e
3. Side stud (long), tightening tool nr.
9612ZT902
us

second step 400 bar
al

rn
4. Side stud (short), tightening tool nr.

9612ZT902
te

In
second step 400 bar

Note! The process of stud stretching is mentioned in chapter 2.5.2.3.
3
’Y’–’X’ ’X’
’Y’
1 2
Fig. 2.4 – 18 Main bearing
2.4 – 96
Manual
2.4.4.5. Crankshaft, connecting rod, piston

(Chapter 2.6.)

Nm
1. Vibration damper with PTO–shaft:
first step (pre tightening) 200
second step (final tightening) 5100
rotation between 55 to 65 degrees
2. Gear wheel with PTO–shaft 195
ly
3. Extension piece 195
on
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A
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3
rn
2
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In
1
A–A A
Fig. 2.4 – 19 Vibration damper with PTO–shaft

Note! The tightening visual checking procedure is mentioned in chapter
2.4.3.9.
2.4 – 97
Manual
Maintenance

Nm
1. Vibration damper without PTO–shaft:
2. Gear wheel without PTO–shaft 195

3. Extension piece 195
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on A
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3
2
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rn
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1
In
A
A–A
Fig. 2.4 – 20 Vibration damper without PTO–shaft

2.4.3.9.
2.4 – 98
Manual

Nm
1. Split gear wheel on crankshaft 270
2. Split gear wheel on crankshaft 540
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on
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2
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rn
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In
Fig. 2.4 – 21 Crankshaft gear
2.4 – 99
Manual
Maintenance

Nm
1. Flywheel:
2. Toothed ring 80
ly
2
on
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1
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rn
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In
Fig. 2.4 – 22 Flywheel

2.4.3.9.
2.4 – 100
Manual
Pos. Connection Torque / Elongation stud

Jack mm
pressure
1. Big end stud, mounting 100 Nm
2. Big end bearing cap, tightening tool nr.
9612ZT944
second step 970 bar
Elongation ’Y’–’X’= 0.6 – 0.8
ly
on
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2 1
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’Y’
In
’X’ ’Y’–’X’
Fig. 2.4 – 23 Big end bearing
2.4 – 101
Manual
Maintenance
2.4.4.6. Cylinder head with valves

(Chapter 2.7.)

Nm
1. Multiduct to cylinder head 195
2. Multiduct to exhaust gas manifold 195
3. Multiduct to engine block: 80
ly
3
2
on
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1
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rn
Fig. 2.4 – 24 Multiduct connection

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In

Nm
1. Tappet casing 46
Fig. 2.4 – 25 Tappet casing
2.4 – 102
Manual
Pos. Connection Torque / Stud elongation

Jack mm
pressure
1. Cylinder head stud, mounting 300 Nm
1. Cylinder head, tightening tool nr.
9612ZT904
second step 620 bar
Elongation ’Y’–’X’ = 0.78 –
0.95
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1 on
’Y’–’X’
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’X’
’Y’
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rn
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In
Fig. 2.4 – 26 Cylinder head
2.4 – 103
Manual
Maintenance

Nm
1. Rocker arm bracket 390
2. Locking nut 120
3. Locking nut 220
ly
3
on 2
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rn
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In
Fig. 2.4 – 27 Rocker arm mechanism
2.4 – 104
Manual
2.4.4.7. Camshaft and valve drive

(Chapter 2.8.)

Nm
1. Intermediate gear wheel shaft cover 46
2. Gear wheel 560
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on
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2
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1
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rn
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In
Fig. 2.4 – 28 Intermediate gear shaft
2.4 – 105
Manual
Maintenance

Nm
1. Camshaft section to journal:
first step 40
second step (final setting) 135
2. Thrust ring to journal 80
3. Journal to camshaft gear wheel 195
1 3
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on
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rn
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In
Fig. 2.4 – 29 Camshaft / camshaft gearwheel
2.4 – 106
Manual

Nm
1. Drive shaft nut 100
2. Locking bolt 10
Note! Make adjustments only with required tools.
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on
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1
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1
rn
2
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In
Fig. 2.4 – 30 Actuator drive
2.4 – 107
Manual
Maintenance
2.4.4.8. Injection system components

(Chapter 2.9.)

Nm
1. Fuel injector nut 45
2. Stud 10
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on 1
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2
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In
Fig. 2.4 – 31 Fuel injector
2.4 – 108
Manual

Nm
1. Connecting pipe 120
2. HP fuel line union 140
3. Lock nut 60
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on View A – A
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2
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rn
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In
3
1
A A
Fig. 2.4 – 32 Fuel injector, HP fuel line
2.4 – 109
Manual
Maintenance

Nm
1. Nozzle (Use loctite Molykote G–rapid plus or 750..800

Never–Seez Regular grade NS 42 B on thread)
2. Pressure adjustement screw 50..70
3. Guiding screw 10..14
4. Plug 10..22
4 1
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on
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2 3
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In
2.4 – 110
Manual

Nm
1. HP fuel pump 140
2. Fuel pump support 46
3. Barrel 90
4. Cover for barrel 45
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on
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4
3
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rn
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In
Fig. 2.4 – 34 HP fuel pump drive and tappet housing
2.4 – 111
Manual
Maintenance
2.4.4.9. General table of tightening torques

for not specified bolt connections
When the tightening torque is not specified, use the values from the
table below.
Unless stated otherwise all threads and contact surfaces of the nuts and
bolts should be sparingly lubricated with engine oil before tightening.
ly
For general information, see also:
ć DIN 13
ć "VDI Richtliniën 2230"
on
ć DIN ć 912 ć 931 ć 933 ć 6912 ć 7984.
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us
Norm bolt connections

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Thread Bolt class Torque

Dim. Pitch Nm
rn
8.8 2,8
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M4 0,7 10.9 4,1

12.9 4,8
In
8.8 5,5
M5 0,8 10.9 8,1
12.9 9,5
8.8 9,5
M6 1,0 10.9 14,0
12.9 16,5
8.8 23,0
M8 1,25 10.9 34,0
12.9 40,0
8.8 46,0
M10 1,5 10.9 68,0
12.9 79,0
8.8 79,0
M12 1,75 10.9 117,0
2.4 – 112
Manual
Norm bolt connections

Thread Bolt class Torque
Dim. Pitch Nm
12.9 135,0
8.8 125,0
M14 2,0 10.9 185,0
12.9 215,0
8.8 195,0
M16 2,0 10.9 280,0
12.9 330,0
ly
8.8 280,0
on
M18 2,5 10.9 390,0
12.9 460,0
8.8 390,0
e
M20 2,5 10.9 560,0
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12.9 650,0
8.8 530,0
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M22 2,5 10.9 750,0

12.9 880,0
rn
8.8 670,0
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M24 3,0 10.9 960,0

12.9 1120,0
In
8.8 1350,0
M30 3,5 10.9 1900,0
12.9 2250,0
2.4 – 113
Manual
Maintenance
2.4.5. Adjustments and Tolerances
2.4.5.1. Adjustments
Timing, clearances and settings
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Valve clearances cold engine:
– Inlet valve
– Exhaust valve
on 0.75 mm
0.75 mm
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Fuel delivery commencement See test records
Opening pressure fuel injector needle 450 bar
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Nominal speed Overspeed stop

900 rpm 1035 + 10 rpm
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rn
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In
2.4 – 114
Manual
2.4.5.2. Tolerances
Part, measuring point
Bearings
The engine bearings consist of a steel shell onto which a very tiny bonding of al-
most pure Aluminium. On this bonding is a running layer of Aluminium alloy.
It concerns bearings for:
– crankshaft
– connecting rod big end
– camshaft
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A bearing is suitable for use as long as:
on
– the shell thickness is expected to stay within the given tolerances, until the
next inspection, (see this chapter).
– the inside diameter is within the given tolerances, until the next inspection,
e
(see this chapter).
us
– the bearing shell is free of damage.

– the bearing shell is free of corrosion.
– the wear pattern is equal.
– the running layer is not overloaded. An overloaded bearing shell can be
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recognized by locally melted or smeared lining.

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Restriction for refitting of bearings.

Refitting is only allowed one time if the number of running hours is not more
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than 5000 hrs. even if the bearing is within the mentioned criteria.
In
New bearings are treated with a corrosion protection that has to be removed be-
fore mounting.
Where bearings show heavy wear grooves in the running layer, the quality of the
lubricating oil cleaning process should be observed more carefully.
Note! For determination of wear, engine components and measuring

equipment should for some hours first be acclimated at room
temperature ( 20 _C).
2.4 – 115
Manual
Maintenance
Part, measuring point Design Nominal No – Go

measurements clearance
Max. Min. [mm] [mm]
[mm] [mm]
Lubricating oil pump (chapter 1.2.)
Backlash driving gear wheel (1)
lubricating oil pump gear wheel (2) 0.50–0.80 0.85
Cooling water pump (chapter 1.4.)
H.T. cooling water pump gear wheel (3) 0.55–0.90 0.95
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L.T. cooling water pump gear wheel (4) 0.50–0.80 0.90
on
e
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3
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4
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1
In
Fig. 2.4 – 35 Gear wheel train
2.4 – 116
Manual

Max. Min. [mm] [mm]
[mm] [mm]
Main bearing (chapter 2.5.)
Crankshaft journal diameter 280.000 279.968
Crankshaft journal parallelism 0.025 –––
Crankshaft journal straightness 0.015 –––
Main bearing housing bore 295.032 295.000
Main bearing shell thickness 7.395 7.375 7.360
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Assembled main bearing bore 280.329 280.258
Main bearing clearance (also ”0”–bearing) 0.258–0.361 0.390
Crankshaft thrust bearing ring thickness
Crankshaft thrust bearing axial clearance on11.000 10.950
0.15 – 0.45 0.80
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Camshaft bearing (chapter 2.5.)
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Camshaft journal diameter 180.000 179.975

Camshaft bearing housing bore 200.029 200.000
Camshaft bearing bush thickness 9.930 9.915
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Assembled camshaft bearing bore 180.224 180.167

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Camshaft bearing clearance 0.167–0.249 0.280

Camshaft diameter (”0”–bearing) 210.000 209.971
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Camshaft ”0”–bearing housing bore 240.029 240.000

In
Camshaft ”0”–bearing bush thickness 14.908 14.879

Assembled camshaft ”0”–bearing bore 210.285 210.205
Camshaft ”0”–bearing clearance 0.205–0.314 0.350
Camshaft thrust bearing collar thickness 7.90 7.85
Camshaft thrust bearing axial clearance 0.15 – 0.45 0.70
Big end bearing (chapter 2.6.)
Crank pin diameter 235.000 234.971
Crank pin parallelism 0.020 –––
Crank pin straightness 0.015 –––
Big end bore 247.029 247.000
Big end bore circularity 0.015 –––
Big end bearing shell thickness 5.925 5.905 5.890
Assembled bearing bore 235.233 235.165
Big end bearing clearance 0.165–0.262 0.290
2.4 – 117
Manual
Maintenance
Part, measuring point
Crankshaft deflection criteria (chapter 2.6.)

While measuring the crankshaft deflections the commissioning report is considered
as a reference. Use the “Crankshaft alignment” measurement record supplied by
Wärtsilä where to fill in all the measurement.
+
Gauge position
–
L 1)
L
L engine 115 mm
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on
V engine 155 mm
(1) The reference surface

for L is the counterweight /
e
cranckweb mounting face.
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Cold Hot
engine 1) engine 2)
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Description Realignment
Acceptable Acceptable
recommended
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[mm] [mm]
[mm]
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Max difference between two opposite re-

0,050 0,050 0,080
adings 3) on the same crank 4).
In
Max difference between the same read-

0,035 0,035 0,055
ings on two adjacent cranks 4).
Max difference between two opposite re-
adings 3) on the end cranks if coupled to 0,12 0,12 0,16
the installation (vertical direction).
Max difference between the same read-
ings 3) on the end crank and it’s adjacent
0,085 0,085 0,110
crank when coupled to the installation
(vertical direction).
operating side non–operating side
(1) Atambient temperature.
(2) Atnormal operation temperature,
which means within 40 minutes after en-
gine running for more than 6 hours at 60
% load at least.
(3) The opposite reading to C is F, the
mean value between A and E.
(4) Except for a coupled end crank(s).
2.4 – 118
Manual

Max. Min. [mm] [mm]
[mm] [mm]
Piston (chapter 2.6.)
Gudgeon pin diameter 120.000 119.985 119.980
Small end bore 134.975 134.950 134.985
Small end bearing bush thickness 7.465 7.445
Assembled small end bearing bore 120.150 120.085
Gudgeon pin bearing clearance 0.085–0.165 0.200
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Axial clearance small end bearing –piston 0.400–0.700 0.800
on
Gudgeon pin bore in piston 120.070 120.045
Clearance gudgeon pin – piston 0.045–0.085 0.090
Piston
e
– Compression ring 1 gap 0.600–0.900 0,500
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– Compression ring 2 gap 2.400–2.700 0,350

– Oil scraper ring gap 0.800–1.150 0,200
Piston ring height: 6.987 6.965
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Piston ring groove height:

– Groove 1 7.130 7.090 7.500
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– Groove 2 7.120 7.080 7.350

– Groove 3 7.110 7.070 7.150
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Piston ring height clearance:

– Compression ring 1 0.103–0.165 0.500
In
– Compression ring 2 0.093–0.155 0.350

– Oil scraper ring 0.083–0.145 0.200
Cylinder liner diameter 260.052 260.000 260.600
Cylinder liner cylindricity at TDC 0.020 ––– 0.100
Piston diameter at bottom in cross direc-
tion of engine 259.875 259.850 259.750
Corresponding clearance piston–liner 0.150–0.177 0.900
2.4 – 119
Manual
Maintenance
Cylinder head with valves (chapter 2.7.)

Valve guide inner diameter 20.16 20.13 20.25
Valve stem diameter: I+II 20.000 19.979 19.970
III 20.000 19.979 19.900
Valve burn–off area: Z 0.0 0.0 1.0
Y 8.2 7.8 7.0
Clearance valve stem / valve guide: I+II 0.130–0.181 0.300
III 0.130–0.181 0.350
Y
115 55 55
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I on
II III
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Z
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Fig. 2.4 – 36 Valve stem and valve burn–off area

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30° +3’
–1’
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29°53’±5’ +0
∅ 79
+0
–0.4 Nom. ∅ 95 –0.2
Max. ∅ 97.0
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+0
∅ 95 –0.2 +0.03
Recess ∅ 105 +0
In
Fig. 2.4 – 37 Inlet valve and valve seat in cylinder head
+0.03
Recess ∅ 79.4 +0
30° +3’
–1’
+0
29°53’±5’ +0
∅ 71 –0.4 Nom. ∅ 86 –0.2
+0.2
∅ 86+0 Max. ∅ 88.0
+0.03
Recess ∅ 97 +0
Fig. 2.4 – 38 Exhaust valve and valve seat in cylinder head
2.4 – 120
Manual

Max. Min. [mm] [mm]
[mm] [mm]
Driving gear (chapter 2.8.)
Backlash crankshaft gear wheel (1)
intermediate gear wheel (large) (2) 0.10–0.45 0.50
Backlash intermediate gear wheel (3)
camshaft gear wheel (4) 0.10–0.30 0.40
Backlash gear wheel actuator drive (5)
gear wheel actuator drive unit (6) 0.30–0.40 0.50
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Backlash toothed ring flywheel (8)
pinion starting unit (7) 0.70–1.00
Backlash toothed ring flywheel (8)
turning gear gear wheel (9) on 0.60–1.30
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Axial clearance intermediate gear wheel 0.30–1.50 1.60
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6
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5
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4 3
In
7
1
8
Fig. 2.4 – 39 Driving gear
2.4 – 121
Manual
Maintenance

Max. Min. [mm] [mm]
[mm] [mm]
Valve drive mechanism (chapter 2.8.)
Tappet roller casing inner diameter (1) 70.030 70.000
Tappet roller (2) 69.940 69.910
Clearance tappet roller / casing 0.060–0.120 0.15
Pin bore in tappet roller 28.021 28.000
Pin diameter (3) 28.000 27.987
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Clearance pin / tappet roller 0.000–0.034 0.05
on
Bearing bush inner diameter (4) 28.050 28.030
Clearance pin / bearing bush 0.030–0.063 0.08
Bearing bush outer diameter (4) 35.950 35.925
e
Roller inner diameter (5) 36.016 36.000
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Clearance bearing bush / roller 0.050–0.089 0.10

Rocker arm shaft diameter (6) 65.000 64.981
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Shaft bore in rocker arm (7) 65.075 65.030

Clearance shaft / rocker arm 0.030–0.094 0.11
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Bridge piece pin diameter (8) 23.000 22.987

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Pin bore in bridge piece (9) 23.065 23.024

Clearance pin / bridge piece 0.024–0.078 0.10
In
Axial clearance roller / tappet 0.200–0.400 0.50
1
2
5 6 7 8
4
3
Fig. 2.4 – 40 Valve drive mechanism
2.4 – 122
Manual

Max. Min. [mm] [mm]
[mm] [mm]
Actuator (chapter 2.8.)
Backlash driving gear * 0.12–0.18 0.25
* Shaft clearance in direction "e" is zero.
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on
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In
2.4 – 123
Manual
Maintenance

Max. Min. [mm] [mm]
[mm] [mm]
Injection system (chapter 2.9.)
Nozzle needle lift ’A’ 0.6 0.5 0.8
Distance ’B’ fuel pump push rod 1.1 0.9 1.2
’A’
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Fig. 2.4 – 42 Nozzle

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B
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In
Fig. 2.4 – 43 fuel pump adjustment
2.4 – 124
Manual
2.4.6. Dimensions and masses
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Cylinder head
280 kg
Piston+pin
70 kg
on
Connecting rod
83 kg
Cylinder liner
125 kg
Assembly
278 kg
e
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Valve Valve spring Fuel injector HP fuel pump Camshaft part

Inlet 2 kg Exhaust 2 kg 2 kg 7 kg 25 kg 32 kg
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In
Main bearing shell Compressed air starter motor

4 kg 30 kg
Crankshaft gearwheel Camshaft gearwheel Intermediate gearwheel assy

85 kg 58 kg 85 kg ( 31 + 54 kg)
Fig. 2.4 – 44 Engine components
2.4 – 125
Manual
Maintenance
Turbocharger 6L26 Charge air cooler 6L26

335 kg In–line engine
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on
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Turbocharger 8+9L26 and V–engines Charge air cooler 8+9L26

775 kg In–line engine
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In
Lube oil cooler insert Charge air cooler insert V–engine
Dimensions and masses of cooler inserts; lubricating oil and charge air
En- Dimensions [mm] Masses cooler inserts [kg]
gine
A B (B) C (C) D E G H J oil1 oil2 oil3 charge
air
6L26 1213 1001 (774) 756 (756) 970 490 555 ø330 975 75 85 – 470
8L26 1185 1007 (830) 830 (906) 955 535 1010 ø330 975 75 85 120 570
9L26 1185 1007 (830) 830 (906) 955 535 1010 ø330 975 84 120 – 570
12V26 1185 830 978 (1007) 625 605 1900 ø370 1300 145 – – 680
16V26 1185 830 978 (1007) 625 605 1900 ø370 1300 145 165 – 725
18V26 1185 830 978 (1007) 625 605 1900 ø370 1300 145 165 – 725
1) 2) 3) Lubricating oil cooler insert with standard1 / higher2 / highest3 capacity
Fig. 2.4 – 45 Main parts
2.4 – 126
Manual
Engine Block with Bearings Wärtsilä 26 Auxpac
2.5. Engine Block with Bearings
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In
2.5 – 1
Manual
Engine Block with Bearings
2.5.1. Engine block

The engine block is a one piece stiff nodular cast iron component. The
engine block carries the underslung crankshaft. The nodular cast iron
main bearing caps (1) are tightened by two vertically main bearing cap
studs (2) and two horizontally side studs (3). Together they provide a
very rigid crankshaft bearing construction. These studs are tightened
by hydraulic tools.
The camshaft bearing housings (4) are incorporated in the engine block.
The lubricating oil sump is mounted under the engine block and sealed
by a rubber string gasket. A number of crankcase covers are equipped
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with explosion relief valves.
on
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4
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In
3
3 2
Operating side Non−operating side
Fig. 2.5 – 1 Engine block

intervals, tolerances, and hydraulic tightening procedures, see
chapter 2.4.
2.5 – 2
Manual
2.5.2. Main bearings
Main bearing shells are axially guided by lugs to obtain a correct

position during assembly. The crankshaft axial locating bearing,
number ’0’, differs from the other bearings and is provided with thrust
rings to limit the axial displacement of the crankshaft.
Bearing shells are of a bi−metal type. All main bearing caps are
provided with a temperature sensor. If abnormal temperatures appear
the suspected bearing, crankshaft deflections and the alignment have
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to be checked.
Note!
on
In order to avoid bearing and crankshaft damages the bearing caps
have to be mounted always in the same position. It is essential to
follow the sequence described in this chapter of the manual .
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2.5.2.1. Removing of main bearing

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Warning! Never remove two main bearings mounted side by side.

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In
Removing side studs

1 Remove the crankcase covers on both sides of the main bearing to
be inspected.
2 Remove the protecting caps from the side studs concerned.
3 Remove the temperature sensor from the main bearing cap, by
loosening union (9) of the sensor cable, remove bolt (10), loosen bolt (11)
and loosen the sensor cable protecting pipe (12) by removal of three
bolts, (two in the crankcase space and one in the camshaft space). See
fig. 2.5 – 2 .
2.5 – 3
Manual
12
11
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10
on
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Fig. 2.5 – 2 Position bearing temperature sensor

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4 Turn tie rod 9612ZT129 fully on the side stud at the B−bank non
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operating side, see fig. 2.5 – 3 .

5 Place distance piece 9612ZT130 and jack 9612ZT901 over the tie
In
rod. Turn knurled nut 9612ZT119 on tie rod, see fig. 2.5 – 3 .
Note! When two jacks are available the side studs may simultaneously be
loosened.
6 Connect H.P. hoses 9612DT381 between jack and hydraulic pump

PAAE104248 and open release valve at the pump.
7 Turn knurled nut further on tie rod until jack piston is in bottom
position. After the jack piston is in bottom position turn knurled nut 6
holes counter clockwise.
8 Close release valve and increase pressure till setting value, see
section 2.4.4.4. Check at which value the nut comes free. In case jack
pressure deviates more than 5% of setting value the connection should
be investigated.
9 Loosen with tool pin 9612ZT125 the side stud nut 5..6 holes.
10 Slowly lower pressure till zero and give time to the jack piston to
travel to the bottom position.
2.5 – 4
Manual
9612DT381 9612DT381
PAAE104248
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on
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9612ZT130
9612ZT901
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9612ZT119
rn
9612ZT129
9612ZT125
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Fig. 2.5 – 3 Positioning jack on side stud

In
11 Disconnect hose, remove hydraulic tools.

12 Remove side stud.
13 Repeat this procedure on the side stud at the A−bank operating
side.
Removing main bearing cap nuts

14 First place from tool set 9612ZT906 the two girders 9612ZT261
with roller bearings on the sliding bars in the crankcase, see fig. 2.5 – 4 .
15 Place in recesses of the girders lifting tool 9612ZT267 together with
support 9612ZT263. Take care the lifting device fits well in both girders.
16 Place the top plate for the hydraulic jacks 9612ZT262 in support
9612ZT263.
2.5 – 5
Manual
17 Place from tool set 9612ZT903, simultaneously both hydraulic jacks

9612ZT901, both distance pieces 9612ZT128 and both tie−rods
9612ZT127 in the recesses of top plate 9612ZT262. To facilitate the
insert of the jacks, the lifting tool can be raised and lowered with spindle
(14) using a spanner or air tool 9612ZT334.
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9612ZT128
9612ZT901
9612ZT127
9612ZT261
on 9612ZT262
9612ZT119
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14 9612ZT263
9612ZT381 9612ZT267
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PAAE104248
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Fig. 2.5 – 4 Lifting tool for main bearing cap

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18 If necessary, bar the crankshaft for good accessibility.

In
19 Slide the trolley with the hydraulic jacks underneath the main
bearing cap.
20 Raise the lifting tool by means of the spindle (14) till the tie rods just
touch the main bearing cap studs.
21 Turn the tie rods fully on the studs.
22 Raise the lifting tool further till the distance pieces are just touching
the bearing cap.
23 Turn the knurled nuts 9612ZT119 on the tie rods and tighten with
tool pin 9612ZT125.
24 Connect H.P. hoses 9612DT381 between hydraulic pump
PAAE104248 and jacks, open release valve at pump and turn knurled
nuts further on until jack pistons are in bottom position.
25 After jack pistons are in bottom position turn knurled nuts 6 holes
counter clockwise.
26 Pressurise jacks till setting value. See section 2.4.4.4.
27 Turn bearing cap nuts 5..6 holes loose.
2.5 – 6
Manual
28 Slowly lower pressure till zero, wait a few seconds to allow the jack
pistons to travel to the bottom position and disconnect the H.P. hoses.
29 Remove both knurled nuts and turn the tie rods from the main
bearing cap studs and lower lifting tool together with the hydraulic
tools.
30 Remove simultaneously both distance pieces, tie rods and
hydraulic jacks.
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on 9612ZT263
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Fig. 2.5 – 5 Lifting tool for main bearing cap

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Lowering main bearing cap

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31 Remove top plate 9612ZT262 from support 9612ZT263, see fig.

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2.5 – 5 .
32 Elevate lifting tool against main bearing cap and lift bearing cap a
In
little. Hold cap in position.

33 Remove main bearing cap nuts.
34 Lower main bearing cap.
Note! If it is not possible to lower the main bearing cap loosen the side
studs of the adjacent main bearing caps.
2.5 – 7
Manual
Removing of bearing shells

35 Remove the lower bearing shell with main bearing cap in lowest
position.
36 In some cases the upper bearing shell can manually be pushed out.
If the bearing shell can’t be pushed out manually, make use of the
bearing shell driver 9612ZT910, see fig. 2.5 – 6 :
– Bar crankshaft to make lube oil supply hole in journal fully visible.
– Insert bearing shell driver 9612ZT910 into the lube oil supply hole.
– Carefully bar crankshaft till driver starts pushing the bearing shell.
Take care the protruding part of the driver easily slides in the oil
groove of the bearing housing.
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– After most of the bearing shell is pushed out the remaining part can
be slide out manually.
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9612ZT910
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Fig. 2.5 – 6 Bearing shell driver

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In
2.5 – 8
Manual
2.5.2.2. Inspection of main bearings and

journals
1 Clean bearing shells and check for wear, scoring and other damages.
2 Main bearing journals should be inspected for surface finish.
Damaged journals, i.e. rough surface, scratches, marks, indents etc.
should be polished.
Note! No scraping of bearing shells, caps and housings is permitted.
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2.5.2.3. Main bearing assembling
Bearing shell mounting on

1 Clean both main bearing shells, cap and journal very carefully.
e
New bearing shells have to be degreased before mounting.
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2 Oil upper bearing shell only at running side. Avoid any oil at the
back side of the shell and at the bearing cap
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3 Place end of bearing shell in slot of the housing with part number
facing to the driving end of the engine and with lug guiding in oil groove.
rn
Push bearing shell manually as far as possible. Usually it is possible to

mount bearing shell manually in position. Support shell sufficiently by
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hand, see fig. 2.5 – 7 .

In
Push by hand
Push by hand
Fig. 2.5 – 7 Inserting main bearing shell
2.5 – 9
Manual
4 If it is not possible to insert the complete bearing shell manually

into position:
– Insert driver 9612ZT910 into the lube oil supply hole, see fig. 2.5 – 8 .
– Bar crankshaft carefully until bearing shell is pushed into position.
Take care not to damage the bearing shell lug during turning in.
– Remove driver.
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on 9612ZT910
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Fig. 2.5 – 8 Driving main bearing shell into position

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Lifting bearing cap

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5 Place lower bearing shell in main bearing cap with part number
facing to the driving end of the engine. Take care main bearing cap and
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outer side of main bearing shell are clean, dry and free from damages
and indents.
In
6 Lubricate the bearing cap side abutting faces.

7 Use from tool set 9612ZT906 lifting tool 9612ZT267 and support
9612ZT263 to elevate main bearing cap against cylinder block, see fig.
2.5 – 4 .
8 With main bearing cap in top position turn on bearing cap nuts.
Tighten nuts firmly with tool pin 9612ZT125.
9 Lower the lifting tool.
2.5 – 10
Manual
Mounting side studs
Note! Side studs are different in length depending on the position of the
engine feet. Consequently a difference in elongation and so in nut
shifting exists. Consult section 2.4.4.
10 Clean both bearing cap side studs (17) and fit them with new
O–rings (16). Provide O–rings with silicon grease, see fig. 2.5 – 9 .
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16
17
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In
Fig. 2.5 – 9 Apply new O–ring with silicon grease
11 After the side studs are fully turned in, turn the studs half a turn
counter clockwise to avoid contact with the main bearing cap studs.
Mark position of the side studs with felt marker and avoid turning of the
studs during mounting the nuts.
Note! Side studs may not touch main bearing cap studs.
12 Oil the stud thread lightly.

13 Fit nuts on side studs and tighten them with the tool pin.
2.5 – 11
Manual
Side stud at operating A−bank side

14 1st step
– Turn tie rod of tool 9612ZT902 fully on side stud at the A−bank
operating side only, see fig. 2.5 – 3 .
– Place distance piece and jack 9612ZT901 over tie rod and turn on the
knurled nut. Connect H.P. hose between jack and pump, open release
valve at pump and tighten the knurled nut to displace jack piston
into bottom position.
– Pressurise jack till 100 bar and tighten side stud nut firmly with tool
pin.
– Check with feeler of 0.05 mm for any clearance between nut and
cylinder block or engine foot. Clearance should not exist.
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– Slowly lower pressure till zero. Take care jack piston travels to
–
–
bottom position.
Remove jack from side stud. on
Place measuring device 9612ZT941 over stud and measure length
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from nut surface till end of stud is length ’X’ and record this length.
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See fig. 2.5 – 10 .

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Side stud at non operating B−bank side

15 1st step
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– Repeat point 14 for side stud at the B−bank non operating side.
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Main bearing cap studs

In
16 Fit both main bearing cap jacks according section 2.5.2.1. point 14
up to and including 24. After jack pistons are in bottom position tighten
knurled nuts with tool pin 9612ZT125.
17 1st step
– Increase pressure till 200 bar.
– Firmly tighten bearing cap nuts with tool pin.
– Check with feeler blade of 0.05 mm that no clearance exists between
nut and bearing cap.
– Slowly lower pressure till zero. Take care jack pistons travels till
bottom position.
– Disconnect hoses from jacks and remove both jacks from main
bearing cap studs using tool 9612ZT906, see fig. 2.5 – 4 .
– Place measuring device 9612ZT941 over stud and measure length
from nut surface till end of stud is length ’X’ and record this length.
See fig. 2.5 – 10 .
2.5 – 12
Manual
18 2nd step
– Fit jacks again on both studs and connect hoses to hydraulic pump.
– Increase pressure till setting value, see section 2.4.4.4.
– Firmly tighten bearing cap nuts with tool pin.
– Slowly lower pressure till zero. Take care jack pistons travel till
bottom position.
19 3rd step
– Increase pressure till setting value and turn bearing cap nuts with
tool pin further on. This should be possible over a few degrees only.
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– Check with a feeler blade of 0.05 mm that no clearance exists
between bearing cap and nut.
–
–
bottom position. on
Slowly lower pressure till zero. Take care jack pistons travel till
Disconnect hoses and remove main bearing tools out of crankcase,

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see fig. 2.5 – 4 .
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– Place measuring device 9612ZT941 over stud and measure the

length from nut surface till end of stud is length ’Y’ and record this
length. Measure and record also the length of the second stud.
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– The calculated elongation ’Y’ – ’X’ of the studs has to be within the
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limits given in section 2.4.4.4.

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In
’X’ ’Y’
’Y’–’X’
Fig. 2.5 – 10 Measuring stud elongation
Warning! In case the stud elongation is outside limits the connection is NOT
safe. In such a case all components have to be disconnected and
examined on deviation in material or wrong assembling.
2.5 – 13
Manual
Side stud at operating A−bank side

20 2nd step
– Turn tie rod of tool 9612ZT902 fully on side stud at the A−bank
operating side only, see fig. 2.5 – 3 .
– Place distance piece and jack 9612ZT901 over the tie rod and tighten
the knurled nut.
Connect H.P. hose between jack and pump, open release valve at
pump and tighten knurled nut to displace jack piston into bottom
position.
– Pressurise jack till setting value and tighten side stud nut firmly
with tool pin.
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bottom position.
21 3rd step
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– Pressurise jack till setting value and tighten side stud nut firmly
with tool pin. Shifting of the nut is possibly over a few degrees only.
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between nut and engine block or engine support.
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bottom position.
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– Disconnect hose and remove the tools.

– Place measuring device 9612ZT941 over stud and measure length
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from nut surface till end of stud is length ’Y’ and record this length.
In
Side stud at non operating B−bank side

22 2nd and 3rd step
– Repeat points 20 and 21 for side stud at the B−bank non operating
side.
– The calculated elongation ’Y’ – ’X’ of the studs has to be within the
limits given in section 2.4.4.4.
Note! In case side studs of the adjacent main bearings are loosened these
have to be tightened according procedure mentioned above.
23 Re−install the bearing temperature sensor and check the proper

indication.
24 Fit the protecting caps on the side studs concerned.
25 Inspect the crankcase for cleanness e.g. forgotten rags or tools.
26 Run the pre−lubricating oil pump and check the bearing
lubrication.
2.5 – 14
Manual
27 Close the crankcase.
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2.5 – 15
Manual
2.5.3. Crankshaft axial locating bearing
The crankshaft axial locating bearing is located at the driving end of the
engine. This bearing is further referred as the ’0’−bearing (zero−
bearing). The ’0’−bearing cap (3) and bearing shells are different in
dimensions compared with the other main bearings.
The ‘0’ bearing cap is provided with side studs (4).
The axial forces of the crankshaft are taken by two sets of thrust rings
(1) which are accommodated in recesses on both sides of the bearing
housing of the engine block and bearing cap. The axial movement of the
crankshaft is limited by these thrust rings. The lower thrust rings are
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hold in position against rotation by a locating pin (2).
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’0’−bearing
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Main bearing no. 1
4
4
Operating side Non−operating side
Fig. 2.5 – 11 Crankshaft axial locating bearing

intervals, tolerances, inspections, and hydraulic tightening
procedures, see chapter 2.4.
2.5 – 16
Manual
2.5.3.1. Removing of the ’0’−bearing
Warning! Never remove main bearing number 1 if the ’0’−bearing is removed.

Never move the crankshaft in axial direction by exerting a force on
the counter weights
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Before removal of the ’0’−bearing, first measure the axial clearance of
the crankshaft. To be able to measure this clearance it is necessary to
on
move the crankshaft to and fro in axial direction.
Measuring the axial clearance

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1 Pre−lubricate the engine for a few minutes.
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2 Move the crankshaft to and fro in axial direction with tool

9612ZT376, see section 2.6.1.2.
3
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Move the crankshaft as far as possible to the driving end side.

4 Place a dial gauge between engine block and flywheel and adjust it
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to zero.
5 Move the crankshaft as far as possible to the free end side.
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6 Note the value found, and verify the clearance with the
In
commissioning report, see also section 2.4.5.2. for the nominal

clearance.
Removing the ’0’−bearing

7 Follow procedure "Removing of main bearing" section 2.5.2.1.
point 1 up to and included 34 , except point 13.
8 Remove the lower bearing shell and both axial lower thrust rings
with the ’0’−bearing cap in lowest position. The lower thrust rings are
secured by locating pins (2) in the main bearing cap. See fig. 2.5 – 11 .
9 Follow procedure "Removing of bearing shells" section 2.5.2.1.
point 36.
10 Slide the upper thrust rings downwards, these rings are not
secured.
2.5 – 17
Manual
2.5.3.2. Inspection of ‘0’ bearing, axial thrust

rings and thrust collars on crankshaft.
1 Clean bearing shells and thrust rings, check for wear, scoring and
other damages.
2 Main bearing journals and axial running surfaces should be
inspected for surface finish. Rough surface, scratches, marks, indents
etc. should be polished.
3 Measure thrust rings, see section 2.4.5.2. for dimensions and
tolerances.
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2.5.3.3. ’0’−bearing assembling
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1 Clean both main bearing shells, thrust rings, cap, journal and axial
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running surfaces very carefully. New bearing shells and trust rings have
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to be degreased before mounting.

2 Follow procedure "Main bearing assembling" section 2.5.2.3. point
2, 3 and 4.
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3 Slide the clean upper thrust rings in the recesses.

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4 Fit the lower thrust rings in the recesses of the bearing cap. Take
care the locating pins fit properly.
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5 up to and included 9.
In
6 Position the axial lower and upper thrust rings in line by moving the
crankshaft to and fro in axial direction with lever 9612ZT376. See also
section 2.6.1.2.
7 Place a dial gauge between engine block and flywheel and make
sure that there is axial clearance.
8 Move the crankshaft as far as possible to the driving end side and
keep it in position and adjust the dial gauge on zero.
9 Tighten the side studs and the main bearing cap studs according to
the sequence mentioned in section 2.5.2.3. point 10 up to and including
22 .
10 Move the crankshaft to and fro in axial direction.
11 Check the axial clearance, note the value found and verify the
clearance with the commissioning report, see also section 2.4.5.2. for the
nominal clearance.
23 up to and included 27.
2.5 – 18
Manual
2.5.4. Camshaft bearings
The camshaft bearing bushes (3) and the axial bearing bushes (1) at the
driving end are shrunk in bearing housings in the engine block.
Camshaft bearing bushes are of the bi–metal type. The axial bearing
bushes are made of bronze. The bearing bushes can be inspected and
measured after removing camshaft section (4) and journal (5).
The camshaft is in axial direction hold in position by an axial bearing
(1) consisting of two axial bearing bushes with collar. The groove in
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between the axial bearing bushes is used for conducting lube oil into the
camshaft for further distribution.
3 4 on 3 5 1
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Fig. 2.5 – 12 Camshaft assembly with bearing bushes
2.5.4.1. Inspection of camshaft bearing bush
1 Remove the camshaft section and journal, see chapter 2.8.

2 After the camshaft journal is removed, the running surface of the
bearing bush can be inspected. Clean the bearing bush and check
visually for wear, scoring or damages and measure the diameter. If the
inspected bearing is worn other bearings could also be worn and have
to be inspected as well.
2.5 – 19
Manual
2.5.4.2. Removing camshaft bearing bushes

and axial bearing bushes
1 Remove the camshaft cover, HP fuel pumps, fuel pump brackets,

tappets for inlet and exhaust, camshaft sections and journals from the
cylinder unit concerned and the adjacent cylinder units . In case of axial
camshaft bearing bushes the gearwheel with shaft has to be removed,
see chapter concerned.
2 Place extracting tool into position according to fig. 2.5 – 13 for
removing of camshaft bearing bush (3).
Mind the position of disc 9612ZT546. The drawing left shows bearing
removed and drawing right shows the bearing not removed.
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9612ZT545
3 on
9612ZT546
9612ZT913
9612ZT546
9612ZT913
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9612DT381
PAAE104248
Fig. 2.5 – 13 Extracting camshaft bearing bush
2.5 – 20
Manual
3 Place extracting tool into position according to fig. 2.5 – 14 for

removing of axial bearing bushes (1) or bearing bushes (2).
See fig. 2.5 – 12 .
Mind the position of discs 9612ZT153, 9612ZT154 and jack 9612ZT913.
The upper drawing shows the left axial bearing bush to be removed and
the lowest drawing the right axial bearing bush to be removed.
1
9612ZT153
9612ZT154
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9612ZT913
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9612ZT154
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9612ZT153
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9612DT381
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PAAE104248
Fig. 2.5 – 14 Extracting camshaft axial bearing bush
4 Connect jack 9612ZT913 with hose 9612DT381 to pump

PAAE104248.
5 Pressurize the jack. At an average pressure of approximate 400 bar
the bearing bush comes out.
Stop extracting when the jack piston protrudes 78 mm (which is the
maximum stroke of the jack). At this point open the release valve at the
pump and push down the jack piston by shortening the effective tie rod
length.
6 Increase the jack pressure again and force the bearing in this second
stroke out of the bearing housing.
7 Remove tool set and bearing bush.
2.5 – 21
Manual
2.5.4.3. Mounting camshaft bearing bush
1 Clean the camshaft bearing housing in the cylinder block and check
carefully for any damage.
2 Cool the new bearing bush in liquid nitrogen till a temperature of
approximate –180 C. This temperature is achieved on the moment the
liquid nitrogen stops bubbling.
Note! Wear low temperature resistance gloves and safety glasses during
handling of deep frozen engine parts and take notice of the safety
measures of the suppliers from the liquid nitrogen.
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3 Insert the bearing bush by hand in the cylinder block bore. Wear
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special low temperature resistance gloves!
4 The lube oil hole in the bearing bush has to come in line with the
lube oil hole in the cylinder block. To position bearing bush in cylinder
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block housing use tool pin 9612ZT194.
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5 Wait till the temperature of the bearing is the same as the engine
block. Check if inner diameter of the assembled bearing is according the
measurements given in section 2.4.5.2.
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6 Mount the camshaft journal and camshaft sections, tappets, push

rods, fuel pump bracket and fuel pumps. See chapters concerned.
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7 Adjust valve clearances. See chapter 2.7.2.

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8 Check the lubrication and close the camshaft covers.

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2.5.4.4. Mounting camshaft axial bearing bush
The shrinking process of the axial bearing bushes and the camshaft
bearing bushes is similar.
1 Remove camshaft gearwheel, see section 2.8.1.2.
2 Remove camshaft section and journal next to the gearwheel
assembly , see section 2.8.2.2.
3 Clean the camshaft bearing housing in the cylinder block. Check
camshaft bore in engine block on possible damages, indents or rough
surface.
4 Check diameter of camshaft bore and compare diameter with
dimensions in section 2.4.5.2.
5 Check the lubricating oil channel is clean.
2.5 – 22
Manual
6 Cool the bearing bushes in liquid nitrogen. The bearing bushes are
at temperature when bubbling of the nitrogen is stopped.
Place both bearing bushes into the camshaft bore and fit tool
9612ZT948 quickly to keep them tight together.
9612ZT948
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Fig. 2.5 – 15 Holding bearing bushes during mounting

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7 Remove tool 9612ZT948 after 5 minutes to be sure the bearing

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bushes are tight.

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8 Check with a dial gauge, resting against the side of the engine block,
the parallelling of the axial running face of the outer bearing bush with
In
the engine block at four different positions.

9 Check with a micrometer at four different positions the parallelling
of the axial running faces between outer and inner bearing bush.
10 Mount camshaft section, journal, gearwheel assembly and end
journal.
11 Check if the axial clearance is within the tolerance mentioned in
section 2.4.5.
2.5 – 23
Manual
2.5.5. Replacing cylinder head studs

1 Fit tool 9612ZT935 onto the stud and tighten the bolt on top of it.
Loosen the stud by using a spanner on the bolt, (the bolt is provided with
left−handed thread).
9612ZT935
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Fig. 2.5 – 16 Replacing cylinder head stud

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2 Clean thread and recess in top of the engine block and check for
corrosion.
In
3 Degrease both thread ends of the new stud and check the thread
ends are free of damage by turning on and off a cylinder head nut and
by turning in and out the stud into the engine block threaded hole.
4 Immerse the thread of the lower part of the stud in Tectyl 518
(material number 080807800−821) and turn the stud into the threaded
hole in the engine block.
5 Tighten stud by torque spanner, see section 2.4.4.6.
6 Before applying sealing compound, Loctite 5910, (1) in gap between
engine block and stud make sure that the sealing compound surfaces are
free from Tectyl.
7 Apply sealing compound (Loctite 5910, material number 00004496
155) (1) in gap between engine block and stud to avoid liquids
penetrating.
2.5 – 24
Manual
2.5.6. Crankcase safety valves
Crankcase explosions result from ignition of a combustible mixture of

lubricating oil or gas and air. Combustion pressure, which develops
following ignition within the confined space, frequently exceeds the
strength of the crankcase housing or covers, causing destructive failure.
The ignition source may be gas blow–by or an overheated engine part.
Any part moving relative to another potentially can become excessively
hot through friction to initiate combustion if not lubricated or cooled
properly. All bearings, bushing, thrust surfaces, pistons, etc. as well as
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the surfaces these parts touch, are included. Broken piston or rings that
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allow fire in the combustion chamber to blow through to the crankcase
is also a source of crankcase ignition.
Operators must recognize that all engine/compressors have the
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potential to develop hot spots capable of igniting crankcase vapours and
producing a crankcase explosion. The potential can be reduced or safely
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contained by attention to good maintenance practices.
Engine stop / cool down period

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If a crankcase explosion occurs, allow the equipment to cool down at

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least 15 minutes before attempting to open any crankcase cover doors.

The heat inside the crankcase will promote an inrush of fresh air when
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cover doors are removed and hot spots remaining from the explosion
may cause a violent secondary explosion.
In
If smoke is observed coming from crankcase vents ore breathers, safely

shut down the equipment and vacate the area.
Smoke from vents or breathers (especially white smoke) is an indication
that a hot spot is vaporizing lubricating oil and is often observed as a
precursor to a crankcase explosion.
A sudden increase in crankcase pressure is an indication of gas blow–by
probably caused by broken piston rings indicates an increased risk of a
crankcase explosion.
Working
A corrugated plate valve (1), see fig. 2.5 – 17 , is by a conical shaped
spring (2) forced on an O–ring seat (3) closing the crankcase to the
outside. In case of an excessive overpressure (explosion) the plate valve
is forced into open position allowing gasses to escape through a number
of baffle plates (4). The baffle plates extinguish the flames. The conical
shape spring closes the plate valve and avoids the entering of fresh air.
2.5 – 25
Manual
Maintenance
1 Periodically open the plate valve manually over the full stroke and
check plate valve returns to its seat without hamper, see section 2.4.1.
2 Check conical spring on spring force. Renew oxidised springs.
3 Periodically renew all O–rings, see chapter 2.4.1..
4 Check by feeler gauge if plate valve is resting on the O–ring and not
on the steel O–ring housing.
5 After O–ring renewal move plate valve manually over the full
stroke, see point 1.
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1 2 3 4
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Closed
position
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Open
position
Fig. 2.5 – 17 Crankcase safety valve
2.5 – 26
Manual
Crankshaft, Connecting Rod, Piston and Liner Wärtsilä 26 Auxpac
2.6. Crankshaft, Connecting Rod, Piston

and Liner
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2.6 – 1
Manual
Crankshaft, Connecting Rod, Piston and Liner
2.6.1. Crankshaft
The crankshaft design features a very short cylinder distance with a
maximum bearing length resulting in a short engine. The crankshaft is
forged from one piece of high tensile steel.
Counterweights are mounted hydraulically onto the crankshaft webs. The
high degree of balancing results in an even and thick oil film for all bearings.
Main bearings and crankshaft bearings are of the bimetal type with a steel
back and a soft running layer with excellent corrosion resistance. The gear
wheel on the crankshaft is mounted by a flange connection.
The crankshaft is provided with a torsional vibration damper at the free
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end of the engine.
Note! on
For maintenance background information, safety aspects,
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2.6.1.1. Crankshaft deflections

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Take crankshaft deflection readings only when engine and foundation

are at ambient temperature (cold engine) or at normal operating
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temperature (hot engine), which means within 40 minutes after

running the engine for more than 6 hours on at least 60% load.
In
All measurements have to be recorded on Crankshaft alignment"

measurement record supplied by Wärtsilä. The document has to be
filled in completely,
Note! Before taking crankshaft deflections on an hot engine, the dial

gauge should be warmed up to the same temperature of the engine
in order to avoid temperature influence on the readings. For
instance the dial gauge could be warmed up by placing it on the
engine feet for a while (15 minutes).
1 Lubricate the bearings for a few minutes by running the

pre–lubricating pump.
2 Remove crankcase covers at both sides.
3 To take crankshaft deflection readings first install dummy
counterweight 9612ZT856 onto the free crankweb.
2.6 – 2
Manual
4 Start at cylinder 1 and turn crankshaft clockwise till crankpin is

"15 after Bottom Dead Centre ( BDC ).
This crankshaft position is starting point ’A’ for the dial gauge reading,
see fig. 2.6 – 1 .
operating side non−operating side
115mm
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Fig. 2.6 – 1 Taking crankshaft deflection readings
5 Place a dial gauge in between the centre points of the counter

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weights at position ’A’ and adjust dial gauge at zero. Rotate dial gauge
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a few times between centre points and check reading is still at zero.
6 Turn crankshaft till dial gauge is in position ’B’ and record dial
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gauge reading in measurement record.

7 Turn crankshaft till dial gauge is in position ’C’ and record dial
In

8 Turn crankshaft till dial gauge is in position ’D’ and record dial
9 Turn crankshaft till dial gauge is in position ’E’ and record dial
10 Repeat procedure for remaining cranks.
11 Compare crankweb deflections readings with readings of
commissioning protocol or engine test bed report. In case the readings are
out of tolerance investigate reason and make corrections, see chapter 2.4. If
no improvements can be obtained, consult the nearest Wärtsilä Service
Office.
12 Replace crankcase covers.
2.6 – 3
Manual
2.6.1.2. Measurement axial clearance thrust

bearing
1 Lubricate the bearings for a few minutes by running the

pre–lubricating pump.
9612ZT376 Driving end
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Fig. 2.6 – 2 Measuring crankshaft axial clearance

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2 Apply the dial gauge for instance against the plane end surface of
the flywheel.
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3 Move the crankshaft by lever 9612ZT376 in either direction until

contact is established with the thrust bearing, see fig. 2.6 – 2 .
In
Note! Never apply any force on the counter weights to move the
crankshaft.
4 Adjust the dial gauge to zero.

5 Move the crankshaft in the opposite direction and read the axial
clearance on the dial gauge.
6 Compare readings with the readings of the commissioning protocol
or engine test bed report. In case the readings are out of tolerance, check
the axial bearing rings and in case of new assembled axial bearing rings
check the mounting procedure.
2.6 – 4
Manual
2.6.2. Driving unit
Driving unit
The connecting rod, piston and cylinder liner form the driving unit. For
maintenance the driving unit has to be lifted in one assembly.
For piston cooling, lubrication of piston skirt, gudgeon pin bearing and big
end bearing, see chapter 1.2.
Connecting rod
The big end has a horizontal split (1). The big end bearing consists of
the lower bearing shell (2) and the upper bearing shell (3).
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The small end has a frozen in bearing (4), see fig. 2.6 – 3 (drawing view
according to stndard position of observer − see chapter 0.0).
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The connecting rod studs (5) are hydraulically tightened, for
background information see section 2.4.3.
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3 3
1 1 1 1
2 2
5 5
CW ENGINE CCW ENGINE
Fig. 2.6 – 3 Connecting rod
2.6 – 5
Manual
Piston
The piston consists of a nodular piston skirt (6) and a steel piston crown
(7) bolted together by two bolts (8).
Note! Do not remove the piston crown from the piston skirt.
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Fig. 2.6 – 4 Piston
2.6 – 6
Manual
Cylinder liner
The cylinder liner (9), at the top provided with an anti bore–polishing
ring (10), is of a flanged type and symmetrically supported on top of the
cylinder block. See fig. 2.6 – 5 .
The cylinder liner cooling is divided in two sections; a large volume in
the lower section (11) for uniform cooling water distribution and a
smaller upper section (12) for efficient cooling by high water flow.
Note! Always handle pistons and connecting rods with care.
10
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12
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Fig. 2.6 – 5 Driving unit
2.6 – 7
Manual
2.6.2.1. Removing big end bearing shells

without removing driving unit
For inspection of the connecting rod big end bearings it is not always
necessary to remove the driving unit to obtain access. For this purpose
it is sufficient to keep the piston in almost top position by means of
support PAAE104247.
1 Remove the crankcase covers.

2 Disconnect the big end bearing according to section 2.6.2.2.
"removing big end bearing cap".
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3 Turn the piston in top position. (Check on the flywheel!)
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4 Fit support PAAE104247 against the cylinder liner rim.
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PAAE104247
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Fig. 2.6 – 6 Piston support for big end bearing inspection
5 Turn the crankshaft slowly out of the direction of the support, see
arrow in fig. 2.6 – 6 , until the piston is resting on the support.
6 Turn the crankshaft further and take care not to damage the
crankshaft with the connecting rod studs.
7 Remove the upper bearing shell when it is free from the crankshaft.
2.6 – 8
Manual
2.6.2.2. Removing driving unit
The connecting rod / piston assembly has to be removed always in

conjunction with the cylinder liner. Before commencing maintenance
drain and collect cooling water for re–use.
1 Turn the crankshaft "40° out of TDC of the unit concerned.
2 Remove cylinder head, see chapter 2.7.
3 Fit tool 9612ZT915 in the anti bore polishing ring grooves,
see fig. 2.6 – 7 .
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9612ZT256
9612ZT915
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Fig. 2.6 – 7 Removing anti bore polishing ring
4 Fit sleeves 9612ZT256 crosswise over cylinder head studs and turn
on cylinder head nuts to avoid cylinder liner being forced out.
Slowly turn the piston through TDC forcing the anti bore polishing ring
out of cylinder liner top.
5 Remove anti bore polishing ring from cylinder liner.
6 Remove crankcase doors at both sides of the engine and turn the
crankshaft ±90° out of TDC to make it possible to fit the hydraulic tool,
see fig. 2.6 – 8 .
Note! Be careful; the bottom side of the connecting rod cap must have passed
the side of the crank web for full support of the jack to be mounted.
2.6 – 9
Manual
Removing big end bearing cap

Note! Take good care for the correct pressure in relation with the used
hydraulic jacks!
See also section 2.4.4.
7 Fit tie rods 9612ZT476 crosswise on studs ’A’ of the connecting rod
bearing, see fig. 2.6 – 8 .
8 Place jacks 9612ZT944 over tie rods and turn on the knurled nuts
9612ZT477, connect H.P. hoses 9612DT381 between pump
PAAE104248 and jacks, open release valve at pump and tighten knurled
nuts completely on. If jack pistons are in bottom position turn the
knurled nuts 6 holes counter clockwise.
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Note! The jacks mounted should not rest on or touch the crank webs /
counter weights.
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9612ZT944
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9612ZT477
9612ZT476
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9612DT381 9612DT381
PAAE104248
Fig. 2.6 – 8 Hydraulic tool for connecting rod studs
9 Close release valve and pressurise jacks till setting value. The nuts
should come free at the setting value ("5%). For setting value see
section 2.4.4.5.
10 Loosen connecting rod bearing nuts 10 holes.
2.6 – 10
Manual
11 Release jack pressure slowly, disconnect hoses and remove jacks.

12 Fit both tie rods on stud ’B’, and fit jacks and knurled nuts
according item 7 and 8.
13 Repeat points 9 .. 11 and remove the nuts of studs ’B’.
14 Turn crankshaft in TDC.
15 Place from tool 9612ZT929 support (1) over the crankcase door
studs and secure the support with nuts. See fig 2.6 – 9
16 Place lever (2) with cylindrical pin (3) into the recess of support (1).
17 Support the big end bearing cap with lever (2) while removing the
remaining nuts.
18 Lower the big end bearing cap carefully with the use of lever (2) till
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it rests in support (1).
19 Remove lever (2).
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20 Slide the big end bearing cap outwards till the end of the support
and remove the bearing cap.
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9612ZT929
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Fig. 2.6 – 9 Lowering big end bearing cap
2.6 – 11
Manual
Lifting driving unit

21 Place protecting sleeves 9612ZT114 over bearing cap studs to hold
upper bearing shell in position during lifting and also to protect the
studs.
22 Place positioning locking plate 9612ZT113 against bottom rim of
cylinder liner to hold connecting rod in mid position during lifting out.
See fig. 2.6 – 10 .
23 Remove sleeves 9612ZT256, see fig. 2.6 – 7 .
Mark on cylinder liner
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Mark on piston
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9612ZT911
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9612ZT113
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9612ZT114
Fig. 2.6 – 10 Lifting driving unit
24 Clean threaded holes in piston crown with tap 9612ZT195.

25 Fit lifting tool 9612ZT911 with one fixed pin and two sliding pins
to cylinder liner and with 2 bolts (12) to piston top, see fig. 2.6 – 10 .
To avoid wrong mounting, connecting bolts are different of length. The
threaded holes in the piston crown are asymmetric positioned.
26 Place protecting sleeves 9612ZT112 over cylinder head studs, see
fig. 2.6 – 10 , to protect the cylinder head studs during lifting.
2.6 – 12
Manual
27 Pull by means of eye bolt (13) on lifting tool 9612ZT911 (see fig.
2.6 – 10 ) till the driving unit starts to move.
Note! If the driving unit does not move easily then carry out the procedure
extracting the driving unit.
28 Lift the driving unit about 10 cm and apply plastic lining to protect
water or dirt entering the engine and the oil supply holes in the crankpin.
29 Continue lifting the driving unit out of the engine taking care not
to damage the cylinder liner wall. Observe that the assembly moves
easily without excessive force.
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30 Cover the lubricating oil holes in the crankpin against dirt by
rubber protecting sheets 9612ZT970, see fig. 2.6 – 11 .
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Fig. 2.6 – 11 Protecting crank pin journal
31 Cover the cylinder block opening with wooden plate 9612ZT247 to

prevent dirt entering the engine.
2.6 – 13
Manual
Extracting driving unit
1 Remove protecting sleeves 9612ZT112 from the cylinder head

studs and eyebolt (13) from lifting tool 9612ZT911, see fig. 2.6 – 10 .
9612DT381 9612ZT913
9612ZT912
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9612ZT911
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PAAE104248
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Fig. 2.6 – 12 Extracting driving unit
2 Fit extractor tool set 9612ZT912 in combination with hydraulic jack

9612ZT913 onto lifting tool 9612ZT911, see fig. 2.6 – 12 .
3 Connect H.P. hose 9612DT381 between hydraulic pump
PAAE104248 and jack 9612ZT913. Take care the jack starts in bottom
position.
4 Carefully increase jack pressure till the driving unit starts to move.
5 Release the hydraulic pressure and remove the hydraulic jack
9612ZT913 and extractor tool set 9612ZT912 from the lifting tool
9612ZT911, see fig. 2.6 – 12 .
6 Fit eyebolt (13) and place protecting sleeves 9612ZT112 over
cylinder head studs to protect the cylinder head studs during lifting of
the assembly, see fig. 2.6 – 10 .
7 Continue with "lifting driving unit" point 28.
2.6 – 14
Manual
2.6.2.3. Disassembling driving unit
Maintenance work on the connecting rod / piston / cylinder liner

assembly, in case tool 9612ZT445 is used.
Keep sleeves 9612ZT114 mounted to protect the connecting rod studs.
1 Place the driving unit into support 9612ZT445. See fig. 2.6 – 13 .
2 Remove bolts (12) and locking plate 9612ZT113.
3 Remove the cylinder liner together with lifting tool 9612ZT911.
4 Remove the lifting tool from the cylinder liner.
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9612ZT911
12
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9612ZT113
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9612ZT114
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9612ZT445
Fig. 2.6 – 13 Support driving unit
Maintenance work on the connecting rod / piston / cylinder liner

assembly, in case tool 9612ZT445 is not used.
1 Place driving unit horizontal on a flat plywood surface and

disconnect lifting tool 9612ZT911.
2 Turn the driving unit up side down and hoist connecting rod with
piston out of cylinder liner.
3 Clean cylinder liner from carbon deposits.
4 Place connecting rod / piston assembly up side down on a flat piece
of wood and keep connecting rod vertical by sling and crane.
2.6 – 15
Manual
5 Remove locking ring (10), see fig. 2.6 – 14 .

Never compress locking rings more than necessary.
9612ZT250
10
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Fig. 2.6 – 14 Removing gudgeon pin

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6 Control strain in sling to make gudgeon pin floating in piston and

connecting rod bore.
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7 Slide gudgeon pin carefully out of piston, see fig. 2.6 – 14 .

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Note! The gudgeon pin is heavy and needs to be supported during sliding
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out.
2.6 – 16
Manual
2.6.2.4. Inspection and maintenance of piston

and connecting rod
When removing carbon deposits from the piston and piston ring
grooves, special care should be taken not to damage the piston material.
Note! Never use emery cloth on the piston skirt.
For cleaning of carbon deposits from the piston crown it is advised to use
kerosene, fuel oil or a carbon solvent. Do not use chemical cleaning
agents for cleaning of the piston skirt as such agents may damage the
phosphate / graphite overlay.
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Piston rings should not definitely be replaced during a piston inspection
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as long as the rings are not damaged, not taken from the piston and the
cylinder liner surface is in a good condition.
When piston maintenance is carried out according the maintenance
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schedule the piston rings have to be renewed.
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Note! Remove used and mount new piston rings always with pliers
9612ZT185, see fig. 2.6 – 17 .
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1 Clean all parts carefully.

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2 Check if the oil bores in the gudgeon pin are in good condition.
3 Check visually if contact faces for bearing shells and bearing cap of
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the connecting rod are in good condition.

4 After piston cleaning, measure the height of the piston ring grooves
and height clearance of the rings in their respective grooves. See design
measurements in section 2.4.5.2.
The measurements can be carried out with piston rings mounted.
5 Measure the big end bearing bore in two directions and in each
direction at three different places.
6 Measure the gudgeon pin diameter in two directions and in each
direction at four different places.
7 Measure the small end bearing bore in two directions and in each
direction at two different places.
8 Check if the gudgeon pin and small end bearing clearance is within
the tolerance. See design measurements in section 2.4.5.2.
2.6 – 17
Manual
2.6.2.5. Assembling connecting rod and piston
Position of connecting rod in relation to the crankshaft rotation
Clockwise rotating
For a clockwise rotating engine all connecting rods after mounting into
the engine must have their mark ’OI’ (oil inlet) pointing to the
non−operating side, see fig. 2.6 – 15 .
The ’X’ mark on liners and pistons must point to the operating side.
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ALL CONNECTIONS WITH TEXT ”OI”

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AT NON−OPERATING SIDE
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Fig. 2.6 – 15 Clockwise rotating
This means, during mounting of the connecting rod into the piston the
’OI’ mark on the connecting rod must be at the opposite side of the ’X’
mark on the piston.
2.6 – 18
Manual
Counter clockwise rotating

For a counter clockwise rotating engine all connecting rods after
mounting into the engine must have their marks ’OI’ (oil inlet) pointing
to the operating side, see fig. 2.6 – 16 .
The ’X’ mark on the liners and pistons must point to the operating side.
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ALL CONNECTIONS WITH TEXT ”OI”

AT OPERATING SIDE
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Fig. 2.6 – 16 Counter clockwise rotating

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This means, during mounting of the connecting rod into the piston the
’OI’ mark on the connecting rod must be at the same side as the ’X’ mark
on the piston.
2.6 – 19
Manual
1 Place piston up side down on a flat piece of plywood.

See fig. 2.6 – 19 .
2 Lift connecting rod by sling and crane up side down and lower
connecting rod slowly into piston.
3 Adjust bores of connecting rod and piston in line.
4 Insert gudgeon pin into piston and connecting rod bore.
5 Refit locking ring (10), see fig. 2.6 – 14 .
6 Use piston ring pliers 9612ZT185 to mount compression rings and
oil scraper ring in piston ring grooves, see fig. 2.6 – 17 .
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Note! Both compression rings (1) and (2) look similar however they are
different. Check piston ring part number and location on piston in
Note!
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the part catalogue, see fig. 2.6 – 17 .
Always mount piston rings with identification number facing top

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and with the slot opening 120 opposite of each other.
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7 After mounting the piston rings check if the rings are free moving
in piston ring grooves.
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9612ZT185
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Fig. 2.6 – 17 Application piston ring pliers
2.6 – 20
Manual
2.6.2.6. Mounting connecting rod with piston

into cylinder liner
1 Clean cylinder liner inside and outside.

2 Measure the cylinder liner inner diameter in two directions and in
each direction at several heights, record readings. See fig. 2.6 – 18 .
For No−Go see section 2.4.5.2.
70
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120
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550
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Fig. 2.6 – 18 Cylinder liner diameter control

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3 Place cylinder liner up side down on a flat piece of plywood.

For easy handling and comfortable mounting of piston in cylinder liner,
clamp cylinder liner in tool 9612ZT954, see fig. 2.6 – 19 .
4 Turn piston with connecting rod up side down.
5 Divide piston ring slots evenly (120° opposite of each other) over
circumference of piston crown.
6 Clean cylinder liner bore and lubricate the surface with engine oil.
7 Oil the side of piston crown, skirt and piston rings with engine oil.
8 Place tool 9612ZT917 over piston crown and compress piston rings,
see fig. 2.6 – 19 .
9 Lower connecting rod / piston assembly up side down into cylinder
liner and remove tool 9612ZT917.
10 Turn assembly carefully over to horizontal position.
11 Check if the X marks on the piston are in relation with the X mark
on the cylinder liner, see fig. 2.6 – 19 .
2.6 – 21
Manual
9612ZT911
9612ZT917
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X 9612ZT113
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10.1 9612ZT114
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10.2
9612ZT954
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X
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Fig. 2.6 – 19 Cylinder liner, mounting / manipulator

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2.6.2.7. Mounting driving unit

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Preparing driving unit and cylinder block

1 Clean joint faces of cylinder block and cylinder liner carefully.
2 In case of indents or other damages, joint faces of cylinder block and
or cylinder liner have to be reconditioned by grinding tool 9612ZT950
for the cylinder block and 9612ZT951 for the cylinder liner.
3 Always replace D–rings (10.1;Green and 10.2;Black) at cylinder
liner bottom side. See fig. 2.6 – 19 . Apply a thin layer of silicon grease
on the D–rings. For the type of silicon grease consult the part catalogue.
Note! Make sure that the black D−ring never is in contact with oil or other
types of grease.
4 Clean and inspect the joint face locations of the cylinder liner
D–rings in the cylinder block.
5 Fit lifting tool 9612ZT911 with one fixed pin and two sliding pins
to cylinder liner and with 2 bolts (12) to piston top. The pin in the lifting
tool has to point to the exhaust side, see fig. 2.6 – 20 .
2.6 – 22
Manual
Note! To avoid wrong mounting, the connecting bolts are different of

length. The threaded holes in the piston crown are asymmetric
positioned.
6 Fit locking plate 9612ZT113 to keep the connecting rod in the
centre line of the cylinder liner and lift the driving unit on eye bolt (13),
see fig. 2.6 – 20 .
Mark on cylinder liner

Mark on piston
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9612ZT112
12
on 13
9612ZT911
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9612ZT113
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9612ZT114
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Fig. 2.6 – 20 Lowering driving unit
7 Place connecting rod upper bearing shell in connecting rod and hold
shell in position by the four protecting sleeves 9612ZT114.
See fig. 2.6 – 20 .
8 Observe mark ’X’ on cylinder liner is facing camshaft side
(operating side).
9 Turn crankshaft into top position of the cylinder concerned, remove
rubber protection sheet, check if crankpin is clean and undamaged, oil
the crankpin.
10 Place protecting sleeves 9612ZT112 over cylinder head studs, see
fig. 2.6 – 20 , to protect the cylinder head studs during lowering.
11 Check if contact faces for cylinder liner in the cylinder block at top
and bottom side are still clean.
2.6 – 23
Manual
Mounting support ring cylinder liner

Caution! Always use a new support ring after you opened a unit.
1 Clean carefully the contact faces of the new support ring (2), engine
block (1) and cylinder liner (3), see fig. 2.6 – 21 .
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View X − X
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X X
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1 3
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Fig. 2.6 – 21 Support ring cylinder liner
2 Place the support ring (2) on top of the engine block (1) with the
centring lips positioned near the cylinder head studs (4).
3 Lower driving unit carefully into the cylinder block.
4 Remove lifting tool 9612ZT911 from cylinder liner and piston. The
connecting rod bearing is now resting on the crankpin. See fig. 2.6 – 20 .
5 Remove the four protecting sleeves 9612ZT112 from the cylinder
head studs, see fig. 2.6 – 20 .
6 Fit two sleeves 9612ZT256 over cylinder head studs and turn on
cylinder head nuts to press the cylinder liner D–rings into the cylinder
block bore till the collar of the cylinder liner rests on the support ring,
see fig. 2.6 – 22 .
2.6 – 24
Manual
Note! To avoid lifting of the cylinder liner while cranking the engine the
sleeves 9612ZT256 must remain mounted until the cylinder head is
mounted.
9612ZT256
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Fig. 2.6 – 22 Securing cylinder liner

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2.6 – 25
Manual
Mounting big end bearing cap

1 Remove connecting rod locking plate 9612ZT113 from cylinder
liner rim, see fig. 2.6 – 20 .
2 Remove protecting sleeves 9612ZT114 from connecting rod studs,
see fig. 2.6 – 20 .
3 Check connecting rod bearing cap and place lower bearing shell in
cap. Lubricate bearing shell only at running side with engine oil.
4 Place the big end bearing cap on support (1) of tool 9612ZT929 and
slide it inwards against the support stop. See fig. 2.6 – 9 .
5 Place lever (2) with cylindrical pin (3) into the recess of support (1).
6 Lift the big end bearing cap carefully with the use of lever (2)
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against the connecting rod and tighten the nuts with the tool pin.
7
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Remove tool 9612ZT929.
8 Fit tie rods 9612ZT476 on both connecting rod stud ’A’ according
fig. 2.6 – 8 .
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9 Place both jacks 9612ZT944 over tie rods 9612ZT476 and turn
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knurled nuts 9612ZT477 by hand as far as possible on the tie rods.

Note! The jacks mounted should not rest on or touch the crank webs /
counter weights.
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10 Connect H.P. hoses 9612DT381 between jacks and hydraulic pump

PAAE104248 according fig. 2.6 – 8 and open release valve at pump.
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11 Tighten knurled nuts further on with tool pin to force jack pistons
to bottom position.
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Note! Take good care for the correct pressure in relation with the used
hydraulic jacks!
See also section 2.4.4.
2.6 – 26
Manual
12 1st step ’A’ studs

– Pressurise jacks till 500 bar.
– Use tool pin 9612ZT125 to tighten the bearing cap nuts.
– Check with a feeler blade of 0.05 mm that nuts are on.
– Release hydraulic pressure slowly till zero. Give time to the jack
pistons to travel to bottom position.
13 1st step ’B’ studs
– Place jacks on the ’B’ studs. Check if the jack pistons are in bottom
position.
– Pressurise jacks till 500 bar.
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– Use tool pin 9612ZT125 to tighten the nuts.
– Check with a feeler blade of 0.05 mm that nuts are on.
–
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Release hydraulic pressure slowly till zero. Give time to the jack
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– Remove both jacks from studs ’B’.
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– Place measuring device 9612ZT940 over each of the studs (A and B)

and measure the distance between the nut surfaces and the end of
the studs, measure ’X’ and record these measures, see fig. 2.6 – 23 .
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14 2nd step ’B’ studs

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position.
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– Pressurise jacks till setting value, see section 2.4.4.5. and tighten the
nuts. Nut shifting is limited.
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15 2nd step ’A’ studs
– Place jacks on the ’A’ studs. Check if the jack pistons are in bottom
position.
– Pressurise jacks till setting value and tighten the nuts. Nut shifting
is limited.
16 3rd step ’A’ studs

– Pressurise jacks again till setting value and tighten the nuts again.
Nut shifting should not exist.
– Check with a 0.05mm feeler blade that nuts are on.
2.6 – 27
Manual
17 3rd step ’B’ studs
position.
– Pressurise jacks till setting value and tighten the nuts. Nut shifting
should not exist.
– Remove jacks.
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the studs, measure ’Y’ and record these measures, see fig. 2.6 – 23 .
–
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Calculate ’Y’ – ’X’ the elongation has to be in between limits given
in section 2.4.4.5. (fig. 2.4 – 23 ).
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Fig. 2.6 – 23 Measuring stud elongation
Warning! In case stud elongation is outside limits the connection is NOT safe.
In such a case all components have to be disconnected and
18 Fit cylinder head, see chapter 2.7

19 Fill the cooling water system and check the sealing of D–rings at the
cylinder liner bottom on water leakage before starting the engine.
20 Start the prelubricating oil pump and check the bearings get oil.
21 Close the crankcase.
2.6 – 28
Manual
2.6.3. Vibration damper crankshaft
The vibration damper serves to reduce the torsional vibration in the

crankshaft. The damper consists of a housing and a free rotating inertia
ring supported by an axial and radial bearing. It forms a totally enclosed
unit. The free space between inertia ring and damper housing is filled
with a high viscosity fluid. The combustion pressure, exerted on the
pistons, causes a torsional vibration in the crankshaft. The energy
caused by the vibration, is converted into heat and cooled by engine
lubricating oil at the outside of the vibration damper.
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The viscous damper fluid is subject to aging during engine operation. In
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sending fluid samples on a regular base to Wärtsilä Corporation the

change of the viscosity can be determined. In the analysis the quality of
the fluid is mentioned and a forecast is given of the number of running
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hours still to go.

The damper cover has two sampling plugs located 180 opposed. If one
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of the sampling plugs is accessible, a fluid sample can be taken with the
damper in situ. For liquid sampling, a kit can be ordered from Wärtsilä
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Corporation department under part no. 66325 904A.

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Note! Dampers with a viscosity out of range may cause crankshaft

breakdown.
2.6 – 29
Manual
2.6.3.2. Liquid sampling
It is advisable to take a sample when the engine is still warm.

Proceed as follows:
1 Bar the crankshaft until a sampling plug is easy accessible.

2 Remove the lubricating oil pump if neither of the sampling plugs in
the damper is accessible for sampling.
3 Remove locking of sampling plug, using a punch and unscrew plug
with spanner 9612ZT497. Do not yet remove plug!
4 Unscrew one cap nut from (plastic) liquid container, the thread of
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which corresponds to that of the sampling plug in the damper. The sides
of the liquid container have various threads for other damper types.
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5 Remove sampling plug and screw liquid container instead.
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Fig. 2.6 – 24 Liquid sampling
6 Remove the outer cap nut from the liquid container. Make sure that
no machine oil or dirt can enter while filling the liquid container!
7 The filling period of the container may take from a few seconds up
to more than an hour depending on liquid condition.
2.6 – 30
Manual
If no liquid appears:
– Remove second sampling plug.
– Supply nitrogen of 3.5 bar maximum pressure through the open
second sampling plug hole. If no nitrogen is available air may be used
provided this air is properly filtered and dry.
If a liquid sample can not be obtained in this way it can be assumed that
the damper liquid has thickened to much.
In this case the damper has to be replaced.
8 Once the liquid has reached the open end of the liquid container:
– Cut off the nitrogen/air if applicable.
– Screw the outer cap nut onto the liquid container.
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9 Unscrew the container from the damper and fit the second cap onto
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the container.
10 Fit the damper sampling plug(s) with new joint ring(s) supplied
with the mounting kit. Replace any damaged sampling plug if necessary.
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11 Tighten the sampling plugs at a torque of 35 Nm.
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12 Lock the sampling plugs.

13 After sampling, provide the sample with a label (included in the
sampling kit) showing the following data :
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– serial number of the vibration damper (if possible)

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– engine type
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– engine number
– number of operating hours
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– date of sampling
Forward the sample to : Wärtsilä Italia S.p.A.
Service Department
Trieste − Italy
Once we have examined the sample the result will be reported to you in
writing. This report will also include our recommendation.
14 Max. 10 liquid samples of 1 cm3 each are allowed to be taken.
2.6 – 31
Manual
2.6.4. Turning gear
Engine cranking is done by means of an electrical motor which drives a

gearbox (5).
For fine adjustment of the crankshaft use the hexagon spindle (3).
The engaging and disengaging of the turning gear is done by operating
lever (1) and is secured by a locking pin (2), see fig. 2.6 – 25 .
An electrically start interlock (6) and a pneumatically start interlock (7)
block the engine start in case the turning gear is engaged.
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2
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1
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6
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7
4
5
Fig. 2.6 – 25 Turning gear
Life time of worm gear units depends to a great extent on the grade of
oil used. Use only the grade of oil stated on the instruction plate.
The gear units are maintenance free under normal operating
conditions. They should be checked for leakages at certain intervals.
The applied gear unit is filled with a synthetic lubricant. If topping−up
is necessary a synthetic lubricant should be used in accordance with the
instruction plate.
See also section 0.2.3.1.2. for the recommended lubricating oil.
2.6 – 32
Manual
Maintenance
1 Grease the nipple (4) on the hub of the gearwheel only at disengaged
turning gear. This to avoid an overdose of grease behind the gearwheel shaft.
2 Check, with the engine not in operation, by engaging and
disengaging a few times, the turning gear moves smoothly on the shaft.
3 Check the locking pin (2) of the engaging lever (1) is smooth and
correctly working.
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2.6 – 33
Manual
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2.6 – 34
Manual
Cylinder Head with Valves Wärtsilä 26 Auxpac
2.7. Cylinder Head with Valves
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2.7 – 1
Manual
Cylinder Head with Valves
2.7.1. Cylinder head
The cylinder head is provided with two inlet valves(1) and two exhaust
valves (2) with valve rotators (10) and bridge pieces (11), a fuel injector
(3), a safety valve (25) and an indicator cock (26). The cylinder head and
the exhaust valves seats (4) are cooled by HT cooling water. See fig.
2.7 – 1 and fig. 2.7 – 8 .
HT cooling water is supplied from the engine block to the cylinder head
by means of a free inserted interconnecting pipe (27) between engine
block and cylinder head. HT cooling water is discharged through an
outlet channel (6) at the upper side of the cylinder head via a multiduct,
back to the engine block. Integrated in the multiduct are the charge air,
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exhaust gas and cooling water connections, the multiduct remains
on
normally connected to the engine block. By removing 6 bolts the
cylinder head is disconnected from the the multiduct.
The valve lifting gear (7) is mounted to the cylinder head by two bolts
and is described in chapter 2.8.
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A single pipe connects cylinder head with the engine lubricating oil
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system and takes care for lubrication of valve lifting gear, bridge pieces,
valves and valve stems.
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11
7
10
8
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1
2
Fig. 2.7 – 1 Cross section cylinder head
2.7 – 2
Manual
2.7.1.1. Maintenance of cylinder head
Cylinder head maintenance consists mainly in measurement checks,

cleaning, grinding of sealing surfaces and maintenance of cylinder
head components.
Scale formation in cooling water spaces will disturb the cooling effect.
Cleaning can be realised by chemical solvents. Contact a specialised
company for chemical cleaning.
When scale formation exists observe the cooling water treatment.
A comfortable manner of doing maintenance to cylinder heads is with
the aid of a tilting frame 9612ZT958. After placing the cylinder head
onto the tilting frame fixate the head by 2 nuts and rings (12).
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The cylinder head can be turned over and fixed in position by means of
12
on
locking pin (13) in one of the holes (14).
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315o 45o
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14
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270o 90o
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13
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225o 135o
180o 9612ZT958
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Fig. 2.7 – 2 Tilting frame cylinder head

2.7 – 3
Manual
Cylinder head inspection

After dismantling inspect the cylinder head carefully for possible
damage.
Clean gas sealing surfaces between cylinder head and cylinder liner.
Check the condition of the gas sealing surfaces of the cylinder head and
cylinder liner with polishing ring 9612ZT950 and 9612ZT951. If
reconditioning is necessary this has to be done with special grinding
tools.
2.7.1.2. Removing the cylinder head
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1 Before commencing maintenance, drain cooling water and collect
on
water for re–use.
2 Remove from the cylinder head cover the upper part.
3 Turn piston in TDC combustion and check that both push rods (28)
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can rotate freely. See fig. 2.7 – 8 .
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4 Loosen and remove the valve lifting gear (7).

5 Remove cylinder head cover lower part (8).
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6 Disconnect cylinder head from multiduct with aid of spanner

9612ZT332.
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7 Disconnect fuel spill line (15), fuel drain line (16), HP fuel pipe (17),
cylinder head lubrication oil supply line (18) and cover all holes against
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dirt penetration. See fig. 2.7 – 3 .

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18
17
15
16
Fig. 2.7 – 3 Disconnecting pipes from cylinder head
2.7 – 4
Manual
8 Remove protecting caps from cylinder head studs. Make sure the
thread of the cylinder head studs is clean and free of damage.
9 Remove push rods.
10 Fit from tool set 9612ZT904, hydraulic jacks 9612ZT901 together
with tie rods 9612ZT131 and distance pieces 9612ZT196. Connect HP
hoses according fig. 2.7 – 4 (in case of applying 4 jacks) or according fig.
2.7 – 10 (in case of 2 jacks).
11 Open bleed–off valve on hydraulic pump and tighten knurled nuts
9612ZT119 completely to force jack pistons into bottom position, see fig.
2.7 – 4 . After jack pistons are at bottom position turn knurled nuts 6
holes counter clockwise.
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9612ZT131
9612ZT119
9612ZT942 9612ZT901
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9612ZT196
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9612DT373
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9612ZT918
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9612DT381
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PAAE104248
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Fig. 2.7 – 4 Cylinder head with 4 jacks
2.7 – 5
Manual
12 Pressurize jacks to setting value and turn cylinder head nuts

8 holes counter clockwise with tool pin 9612ZT125.
13 Lower pressure slowly till zero and remove tool set.
14 Remove cylinder head nuts.
15 Use lifting tool 9612ZT927 to remove cylinder head from engine.
See fig. 2.7 – 5 . The cylinder head should be lifted in line in relation to
the centre line to avoid damage to the cylinder head studs and cooling
water interconnecting pipe.
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9612ZT927
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Fig. 2.7 – 5 Lifting cylinder head
16 Check if cooling water interconnecting pipe (27) is free. Support

both push rod protecting pipes (23) till cylinder head is completely free
from the engine to avoid lifting damage. See fig. 2.7 – 8 .
17 Whenever a cylinder head is removed place both sleeves 9612ZT256
over the cylinder head studs and secure them with cylinder head nuts
to keep the liner in place in case of cranking the engine, see fig. 2.7 – 6 .
2.7 – 6
Manual
9612ZT256
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Fig. 2.7 – 6 Securing cylinder liner

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18 Cover liner with wooden plate 9612ZT247.

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9612ZT247
Fig. 2.7 – 7 Cylinder liner cover
19 Use tool 9612ZT877 to remove the cooling water interconnecting

pipe (27). See fig. 2.7 – 8 .
2.7 – 7
Manual
2.7.1.3. Mounting cylinder head
1 Clean all sealing surfaces of cylinder head, liner and multiduct

connections.
2 Fit new O–rings (20) and (30) with silicon grease on cooling water
interconnecting pipe, see fig. 2.7 – 8 .
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29
7
on View A − A
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28 25
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8
26
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21 24
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23
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22
A A
21
30 27 20
Fig. 2.7 – 8 Cylinder head build–on
2.7 – 8
Manual
3 Fit new O–rings (21) with silicon grease in push rods fittings.
Renew and lubricate V−rings (22) with silicon grease and place push
rod protecting pipes (23) in position.
4 Turn piston in TDC combustion to be sure the tappet rollers for in
and exhaust rest on the base circle.
5 Mount lifting tool 9612ZT927 to cylinder head, see fig. 2.7 – 5 .
6 Place a new gas sealing ring (24) on top of liner with centring lips
positioned near cylinder head studs (29). See fig. 2.7 – 8 view A−A.
7 Place a new gasket on the multiduct and fix it with two clips. See
section 1.5.5 multiduct sealing.
8 During lowering the cylinder head on liner take care push rod
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protecting pipes slide into O–rings and the cooling water
interconnecting pipe (27) slides in cylinder head bore without
hampering.
9 on
Fit cylinder head nuts and tighten firmly with tool pin 9612ZT125.
10 Apply heat resistant compound on the exhaust bolts. Turn bolts for
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inlet and exhaust from multiduct into cylinder head do not tighten the
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bolts.
Mounting procedure with 4 jacks
11 Fit hydraulic tools according fig. 2.7 – 4 .
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12 Open bleed off valve at hydraulic pump and tighten knurled nuts
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completely to force jack pistons into bottom position before pressurizing.

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Cylinder head studs

13 1st step
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– Pressurize jacks till 300 bar.

– Firmly tighten all 4 cylinder head nuts with tool pin. Check with a
feeler blade of 0.05 mm that nuts are fully tightened.
– Slowly lower jack pressure till zero. Take care jack pistons travels till
bottom position and remove the hydraulic tools.
– Place measuring device 9612ZT941 over each of the studs and
measure the distance between the nut surfaces and the end of the
studs, measure ’X’ and record these measures, see fig. 2.7 – 9 .
14 2nd step
– Fit hydraulic tools and make sure that the pistons of the jacks are in
bottom position and increase jack pressure till setting value, see
chapter 2.4. Firmly tighten all 4 cylinder nuts further on.
– Slowly lower pressure till zero.
Take care the jack pistons travel till bottom position.
2.7 – 9
Manual
15 3rd step
– Increase jack pressure till setting value and shift nuts with tool pin
further on. This should be possible over a few degrees only.
between cylinder head and nut.
– Slowly lower pressure till zero. Take care jack pistons travel till
bottom position.
– Remove the hydraulic tools.
– Place measuring device 9612ZT941 over each of the studs and
measure the distance between the nut surfaces and the end of the
studs, measure ’Y’ and record these measures, see fig. 2.7 – 9 .
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– Difference in elongation between ’Y’ and ’X’ has to be in between
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limits given in chapter 2.4.4., see fig. 2.7 – 9 .
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Fig. 2.7 – 9 Stud elongation

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Warning! In case difference in elongation is outside limits as mentioned in

chapter 2.4.4. the connection is NOT safe. In such a case all
components have to be disconnected and examined on deviation in
material or wrong assembling.
2.7 – 10
Manual
Mounting procedure with 2 jacks

16 Fit of tool set 9612ZT904 hydraulic tools according fig. 2.7 – 10 .
Open bleed off valve at hydraulic pump and tighten knurled nuts
completely to force jack pistons to bottom position.
Cylinder head studs
17 1st step ’A’ studs

– Firmly tighten both nuts ’A’ with tool pin.
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– Check with a feeler blade of 0.05 mm that nuts are fully tightened.
– Slowly lower jack pressure till zero. Take care jack pistons travel till
–
bottom position.
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Remove hydraulic tools.
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A B
9612ZT131
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9612ZT119
9612ZT901
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9612ZT196
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B A
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9612DT381 9612DT381
PAAE104248
Fig. 2.7 – 10 Cylinder head with 2 jacks
2.7 – 11
Manual
18 1st step ’B’ studs

– Tighten nuts handtight with tool pin.
– Fit hydraulic tools on the ’B’ studs and tighten knurled nuts
completely to force jack pistons to bottom position.
– Firmly tighten both ’B’ nuts with tool pin.
– Check with a feeler blade of 0.05 mm that nuts are fully tightened.
– Slowly lower jack pressure till zero. Take care jack pistons travel till
bottom position. Remove hydraulic tools from studs ’B’.
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the studs, measure ’X’ and record these measures, see fig. 2.7 – 9 .
19 2nd step ’B’ studs

–
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Fit hydraulic tools on studs ’B’ again. Check if the jack pistons are
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in bottom position.
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– Pressurise jacks till setting value, see chapter 2.4. and tighten
nuts firmly.
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20 2nd step ’A’ studs

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– Tighten nuts on the ’A’ studs.

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– Fit hydraulic tools on studs ’A’. Check if the jack pistons are in
bottom position.
– Pressurise jacks till setting value, see chapter 2.4. and and tighten
nuts firmly.
21 3rd step ’A’ studs

– Pressurise jacks again till setting value, see chapter 2.4. and turn
nuts further on. Nut shifting should only be possible over a few
degrees.
2.7 – 12
Manual
22 3rd step ’B’ studs

– Fit hydraulic tools on studs ’B’. Check if the jack pistons are in
bottom position.
– Pressurise jacks till setting value, see chapter 2.4. and turn nuts
further on. Nut shifting should only be possible over a few degrees.
– Remove the hydraulic tools.
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the studs, measure ’Y’ and record these measures, see fig. 2.7 – 9 .
–
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Difference in elongation between ’Y’ and ’X’ has to be in between
limits given in chapter 2.4.4., see fig. 2.7 – 9 .
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Warning! In case the difference in elongation of studs ’A’ and ’B’ is outside
the limits given in chapter 2.4.4. the connection is not safe. In
such case all components have to be disconnected and
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23 Tighten multiduct, see section 1.5.5.2.

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24 Mount cylinder head cover lower part (8) see fig. 2.7 – 8 .
25 Place push rods (28) in position.
26 Mount the valve lifting gear (7). Observe the mounting torques of
the rocker arm bracket mentioned in the settings.
27 Adjust valve clearance, see section 2.7.2.
28 Mount protecting caps on cylinder head studs.
29 Connect lubricating oil supply line (18), HP fuel pipe (17) see section
2.9.4. , fuel drain line (16), fuel spill line (15)
30 Fill HT cooling water system and inspect for water leaks.
31 Prelubricate the engine system, check for lubrication and on leakage.
32 Mount cylinder head cover upper part.
2.7 – 13
Manual
2.7.2. Adjusting valve clearance
Note! Adjust valve clearance only after a cooling down period

of 30 minutes.
Adjust inlet and exhaust valves as sets.
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1
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Remove cylinder head cover upper part.
2 Turn piston in TDC combustion and check that both push rods can
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rotate freely.
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3 Loosen locking nut (1) and valve adjuster (2) a few turns counter
clockwise, see fig. 2.7 – 11 .
4 If present, remove oil film between pivots by tapping a few times
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with a plastic hammer on the ends of the rocker arm.

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Levelling the bridge piece

5 Loosen locking nut (7) of adjustable pivot (6) in bridge piece (3).
6 Turn adjustable pivot (6) a few turns counter clockwise so far that
there is clearance between pivot and the top of the valve stem.
7 Place a feeler gauge of 0.05 mm at (4), between adjustable pivot (6)
and the top of the valve stem, see fig. 2.7 – 11 .
8 Exert some pressure on top of the bridge piece (3) and turn at the
same time the adjustable pivot in till the feeler gauge is just tight.
9 Tighten locking nut (7) by hand without turning the adjustable
pivot.
10 Tighten locking nut (7) further, to the correct torque, without
turning the adjustable pivot. For torque setting see section 2.4.4.6.
2.7 – 14
Manual
Adjusting the valve clearance

11 Place feeler gauge PAAE104443 at (8) between bridge piece (3) and
thrust cup (9). For valve clearance see section 2.4.5.1.
12 Turn down valve adjuster (2) with feeler gauge inserted until feeler
is just tight and stiff movable.
13 Tighten locking nut (1) by hand without turning valve adjuster.
14 Tighten locking nut, to the correct torque, without turning the
valve adjuster. For torque settings, see section 2.4.4.6.
15 Remove feeler gauge and repeat the complete procedure for other
pair of valves.
16 Fit cylinder head cover upper part.
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8 1 2 9
3
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7
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6
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Fig. 2.7 – 11 Valve clearance adjustment
2.7 – 15
Manual
2.7.3. Valves and valve seats
The valve stem is guided in the valve guide (4). O−ring (5) takes care
for the distribution of the lubricating oil between valve guide and valve
stem and prevents gasses to escape from the cylinder head. The valve
guides and the valve seat inserts are frozen in the cylinder head.
A valve rotator (6) rotates the valve to ensure smooth and even wear.
The valve rotator is fixed to the valve by means of valve collets (7).
Note! Inlet (1) and exhaust (2) valves differ in material and must not be
mixed. Inlet valves are larger in valve disc diameter.
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6
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Fig. 2.7 – 12 Valves and valve seats
2.7 – 16
Manual
2.7.3.1. Removing of valves
After the cylinder head is taken from the engine and the injector
removed, see section 2.9.3.2., the valves can be removed.
1 After the valve lifting gear is removed mount tool set 9612ZT919 in
combination with jack 9612ZT913 to the cylinder head, see fig. 2.7 – 13 .
2 Fit tool 9612ZT145 over valve spring sets and place centering bush
in hole of injector.
3 Fixate construction to cylinder head by 2 nuts to injector studs.
4 Leave about 40 mm distance between jack and nut to allow the
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springs to expand after removal of the valve collets (7).
Use hydraulic pump PAAE104248 to compress spring assembly and to
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remove valve collets.

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7 9612ZT913
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9612ZT145
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9612DT381
PAAE104248
Fig. 2.7 – 13 Valve spring removing
2.7 – 17
Manual
5 Knock at the center of the valve discs with a soft piece of wood,
plastic hammer or similar, to loosen the valve collets for removal.
6 Open the bleed–off valve on the pump and slowly discharge the valve
springs. Take care springs are fully discharged before removing tool set.
7 Remove all 4 spring discs and springs. Keep valve collets matched.
Take care not to damage the spring coating.
8 Record markings on valves and other components for remounting
into same position after overhaul. Marks to be made by a felt marker
only.
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Exhaust valves
X1
X2
Inlet valves
I1
I2
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Cylinder head
Fig. 2.7 – 14 Designation of valves

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2.7 – 18
Manual
2.7.3.2. Check and reconditioning of valve disc

and valve seat
1 If pitting exists over nearly the entire sealing face or if imperfect

sealing is observed, valve discs and valve seats should be machine
grinded.
2 Machine grinding:
Inlet and exhaust valve seat rings can be ground to a maximum
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diameter. For tolerances and angles see figures 2.4 – 37 and 2.4 – 38 .
Replace rings after exceeding the maximum diameter.
Note!
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Manual grinding is not permitted in order to maintain difference in
valve seat angle.
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Machine grinding tools are available through Wärtsilä Corporation

Service Department or through your local Wärtsilä Service Office.
For execution of machine grinding see instruction manual included in
the tool box grinding machine.
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3 Blueing test:
Apply marginal Prussian Blue on the contact surface of the valve disc.
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Place the valve in the cylinder head and make a contact print by
slamming the valve onto the valve seat. Do not rotate the valve.
The obtained contact area should be between 20% and 40%, for inlet
valve as well as exhaust valve seats, see fig. 2.7 – 15 .
*) *)
*) *)
*) 20 − 40 %
Fig. 2.7 – 15 Blueing test
2.7 – 19
Manual
2.7.3.3. Valve seats
Valve seats are mounted into the cylinder head by means of a shrinking
process and fits in the cylinder head with high force.
Removing of the exhaust valve seat

1 Turn the cylinder head up side down. Clean inner side of the valve
seat and place from tool set 9612ZT859, disc set (1), tie rod (2) in the
valve seat and secure the discs by tightening nut (3) with a torque of
100 Nm. See fig. 2.7 – 16 .
2 Place bridge piece (4), hydraulic jack 9612ZT913 and connect to
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pump PAAE104248.
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3 Apply pressure till ± 450 bar if necessary release pressure and
increase slowly the pressure again till max 520 bar. If needed repeat this
procedure a few times to loosen the seat. Pull the valve seat (5) out of
the cylinder head.
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4 Loosen nut (3) and remove the seat from the tool.
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5 Clean and degrease valve recesses in cylinder head and check

diameter in two directions at two heights. Compare diameters with
nominal dimensions mentioned in section 2.4.5. fig. 2.4 – 38 .
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9612ZT913
9612ZT859
2
4
3
5
1
9612DT381
PAAE104248
Fig. 2.7 – 16 Removing valve seats
2.7 – 20
Manual
Removing of the inlet valve seat

1 Turn the cylinder head up side down and place e.g. an old valve with
reduced diameter in normal way into the cylinder head or use a plate
which fits in the valve seat.
2 Weld valve and seat or plate together by 4 short electric welding
runs with a standard electrode (3.2 mm).
3 Turn the cylinder head on a side and drive the valve seat out of the
recess by a few hammer strokes on top of the valve stem or on the plate.
4 Clean and degrease valve recesses in cylinder head and check
diameter in two directions at two heights. Compare diameters with
nominal dimensions mentioned in section 2.4.5. fig. 2.4 – 38 .
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Mounting
Note!
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Wear low temperature resistance gloves and safety glasses during
measures of the suppliers from the liquid nitrogen. Before mounting
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a new valve seat, check condition of valve guide see section 2.7.3.4.
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1 Degrease valve seats.

2 Procedure for:
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– Exhaust valve seat:

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− Heat cylinder head slowly and equally, till 90C.

−Cool exhaust valve seat e.g. in a deep freeze unit till –50C.
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−Lubricate O–ring (12) with silicon grease and place it in the

valve seat recess in the cylinder head, see fig. 2.7 – 17 .
In
−Apply a sealing compound at the biggest outer diameter of the

valve seat. Type of sealing compound is mentioned in the parts
catalogue.
−Continue direct with mounting the seat in the cylinder head.
– Inlet valve seat:
−Heat cylinder head slowly and equally, till 90C.
−Cool inlet valve seat in liquid nitrogen till –180C.
−Continue direct with mounting the seat in the cylinder head.
3 Place the cooled inlet valve seat (8) or exhaust valve seat (9) onto
tool 9612ZT945 and immediately into the cylinder head recess. Fixate
the tool with plate (13) and nut (14) and keep tool tight for at least 5
minutes to keep the seat in correct position during warming up.
Note! Inlet and exhaust valve seats require different counter plates,
exhaust (10) and inlet (11), see fig. 2.7 – 17 .
2.7 – 21
Manual
4 After mounting of the exhaust valve seat and cooling down of the
cylinder head it is strongly advised to make a water pressure test (5 bar).
9612ZT945 11 8
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10 9 12 13 14
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Fig. 2.7 – 17 Mounting valve seats

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Machine grinding of valve seat

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5 Although the angle of the valve seat ring is accurate machined, due
to the shrinking process of the valve seat in the cylinder heads, the seats
will slightly deform in profile resulting in small deviations of the
required valve seat angle with the valve.
Every time new valve seats are mounted the valve seat has to be
machine grinded and the blueing test has to be carried out, see section
2.7.3.2.
2.7 – 22
Manual
2.7.3.4. Valve guide

1 Clean and inspect the valve guide.
Measure the inner diameter of the valve guide, see section 2.4.5.2.
Renew if necessary.
Extracting valve guide

2 Remove the valve spring washer of the valve rotator, see fig.
2.7 – 21 and for exhaust valve guide fig. NO TAG.
3 Place cylinder head on a side and fit extractor 9612ZT909 in
conjunction with jack 9612ZT913.
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9612ZT913
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9612ZT909
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Fig. 2.7 – 18 Extracting valve stem guide
4 Apply pressure on jack 9612ZT913 and continue till the guide is

extracted from the cylinder head.
5 Clean and degrease valve stem guide recess in cylinder head.
Mounting valve guide

Mounting process for inlet and exhaust valve stem guide is similar.
6 Heat cylinder head equally, preferably in a stove till 90C.
7 Cool valve guide in liquid nitrogen till bubbling stops (−150C).
8 Oil valve guide recess in cylinder head scarcely.
9 Place valve guide on tool 9612ZT233 for inserting into the cylinder
head. Leave pin inserted and check with some light hammer strokes the
guide is completely inserted, see section 2.4.2.7.
2.7 – 23
Manual
Note! If the valve guide is renewed the contact faces of the valve disc and
seat have to be checked by the blueing test, see section 2.7.3.2.
10 Mount the valve spring washer of the valve rotator, see fig. 2.7 – 21 .
2.7.3.5. Assembling of valves
1 Check valve springs on cracks and wear marks. Replace springs in

case of wear marks or other damage.
2 Clean valve guides thoroughly and fit new O–rings (13).
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13
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Fig. 2.7 – 19 Valve stem guide

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3
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Lubricate valve stems with clean engine oil.

4 Fit valves and check the free movement. Before the valve touches
the valve seat seat be sure the seat surfaces are absolute clean. Replace
valves in their original locations.
5 Carry out the blueing test, see section 2.7.3.2.
6 Make sure the contact surfaces of springs, spring discs and valve
rotators are undamaged and clean. Install springs and valve rotators.
7 Place assembling tool 9612ZT919 in combination with jack
9612ZT913 in position, see fig. 2.7 – 13 .
8 Compress valve springs and fit valve collets.
9 Unload springs slowly. Check if valve collets do fit properly during
unloading of the springs and clearances between the two valve collets
halves is equal.
2.7 – 24
Manual
2.7.4. Valve rotators
Exhaust and inlet valves are provided with valve rotators devices. These
devices slowly rotate the valves during engine operation. The valve rotation
results in an even wear pattern with a better metallic contact between valve
and valve seat. The rotating of the valves improves the running behavior and
in turn considerably extends the maintenance interval period of the valve.
The valve rotators for inlet and exhaust are similar. In both cases the
valve rotator rotates the valves only during the opening process of the
valves.
During maintenance only use engine oil for lubrication. Don’t grease
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the steel balls of the rotator bearings as this may result in a less effective
working of the rotator.
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Valve rotators should periodically be checked on good working i.e. the
valve rotates slowly during engine operation. Before an overhaul
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remove cylinder head cover and check rotation of all valves. Check
during each valve maintenance the valve rotator on wear. During
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maintenance work, keep the rotator components as a set and do not mix
with parts of other sets.
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2.7.4.1. Inlet valve−, exhaust valve rotator

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Maintenance of valve rotator

1 After removal of the valve collets (7) the valve rotator assembly can
be removed, see fig. 2.7 – 20 .
2 Turn assembly up side down on a workbench.
3 Remove spring locking wire (6).
4 Remove cover plate (2).
5 Remove spring disc (3).
6 Remove steel balls (4) and springs (5).
7 Clean base plate (1) and other components.
2.7 – 25
Manual
8 Check components on wear and damage. Renew the entire unit in

case a single component is worn.
9 During first running of the engine after maintenance check if the
valve rotator revolves.
3 1 7 5 4
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2
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Fig. 2.7 – 20 Inlet valve rotator / exhaust valve rotator
6
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Removing/mounting the valve spring washer of the valve rotator

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After removal of the valve rotator, the spring, valve and spring disc can
be removed/mounted with tool 9612ZT947.
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Turn tool and spring disc counter clockwise for removal and clockwise
for mounting.
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9612ZT947
Fig. 2.7 – 21 Removing/mounting of valve spring washer
2.7 – 26
Manual
2.7.5. Injector sleeve
Every time an injector is extracted from the cylinder head the sealing
surface at the bottom of the cylinder head has to be cleaned and
inspected to be sure of a gas tight sealing against the high combustion
pressures.
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One of the possibilities to reface the seal is to lap the surface with a fine
grinding compound in combination with grinding tool 9612ZT962.

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9612ZT962
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Fig. 2.7 – 22 Grinding of seal cylinder head with injector
Avoid grinding compound in excess that possible will drop onto the
piston.
From time to time remachine the grinding surface of tool 9612ZT962 to

obtain a flat grinded surface in contact with the sealing washer of the
injector.
2.7 – 27
Manual
2.7.5.2. Extracting injector sleeve
1 Place cylinder head on a side and fit bottom part of extractor

9612ZT932 in injector sleeve, see figure, take care the extractor fits well
in the groove of the sleeve top side.
2 Place distance sleeve and connect extractor top side.
3 Remove sleeve by slowly jacking.
Note! Maximum pressure hydraulic jack 600 bar.
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9612ZT932
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Fig. 2.7 – 23 Extracting injector sleeve
2.7 – 28
Manual
2.7.5.3. Mounting injector sleeve
1 Clean and degrease injector sleeve and injector sleeve recess in

cylinder head.
2 Heat cylinder head till 90C.
3 Cool injector sleeve till –50C.
4 Apply sealing compound at outer circumferences of the sleeve in
contact with the cylinder head. Remove sealing compound in excess.
5 Place sleeve on tool 9612ZT946 and insert sleeve into cylinder head.
6 Tighten nut (1) and keep sleeve compressed in cylinder head during
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at least 5 min.

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9612ZT946
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Fig. 2.7 – 24 Mounting new injector sleeve
2.7 – 29
Manual
2.7.6. Indicator cock and Safety valve

Indicator cock
Each cylinder head is provided with an indicator cock (1), see fig. 2.7 – 25 .
The inside construction is such that pressure in the cylinder closes the
valve. Consequently the force needed to close the valve is relatively low.
1 Before starting the engine close the indicator cocks with just
enough force to bring the sealing surfaces together. The cylinder
pressure will further close the cock.
2 After an engine stop open the indicator cocks only half a turn.
3 Avoid inadvertent tightening during measuring cylinder pressures.
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4 Add high temperature resistant lubricant (up to 1000°C) to spindle
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threads when it gives friction.
5 Always use tool 9612SW510 to open and close the indicator cocks
(1), see fig. 2.7 – 25 .
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1
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2
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Fig. 2.7 – 25 Indicator cock / safety valve
Safety valve
Each cylinder head is provided with a spring loaded safety valve (2). This
valve emits an alarming sound at excessive cylinder pressures. The
blow–off pressure is stamped in top of the valve. If safety valves during
operation are leaking, replace at once. Mount the valve with a high
temperature resistance lubricant.
2.7 – 30
Manual
Camshaft and Valve Drive Wärtsilä 26 Auxpac
2.8. Camshaft and Valve Drive
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2.8 – 1
Manual
Camshaft and Valve Drive
2.8.1. Camshaft driving gear
The camshaft is driven by the crankshaft through gear wheels. The gearing
consists of a split gear wheel (1) on the crankshaft, an intermediate gear
wheel (2) and a camshaft gear wheel (3), see fig. 2.8 – 1 . The camshaft
rotates in the same direction as the crankshaft at half the speed.
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Fig. 2.8 – 1 Gearwheel drive camshaft
2.8 – 2
Manual
The camshaft is assembled of camshaft sections (4) and camshaft

journals (5) which are connected by bolts (6), see fig. 2.8 – 2 . The
camshaft sections are per camshaft identical.
Each cylinder has its own camshaft section in which is integrated the
fuel, exhaust and inlet cam. The camshaft journals are not identical in
relation to the position of the locating pins (7) on both sides of the
camshaft journal. The position of the locating pins determine the firing
order.
It is therefore that the camshaft journals have to be remounted to their
original position or replaced by a similar camshaft journal.
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6 5 7 4 7 8
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Fig. 2.8 – 2 Camshaft
At the driving end of the camshaft an axial bearing is located consisting

of two equal bearing bushes with collar (8), see fig .2.8 – 2 .
For the correct position and part number of the camshaft journals
consult the parts catalogue.
For lubrication of camshaft and camshaft drive see chapter 1.2.

intervals, tolerances, inspections, and torque spanner instructions,
see chapter 2.4.
2.8 – 3
Manual
2.8.1.1. Crankshaft gear wheel
The crankshaft gear wheel consists of two parts (9) connected together
with bolts (10) and to the crankshaft flange with bolts (11) see fig.
2.8 – 3 . The crankshaft gear wheel can be changed part by part.
10
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11
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Fig. 2.8 – 3 Crankshaft gear wheel

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Inspection camshaft driving gear

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Inspect the gear wheels, camshaft sections and camshaft journals

In
according the maintenance schedule for clearance and possible wear, see
chapter 2.4. Early detection and replacement of damaged parts will
prevent serious damage.
2.8 – 4
Manual
2.8.1.2. Camshaft gear wheel
2.8.1.2.1. Removing of camshaft gear wheel
Warning! Turning the crankshaft with disconnected camshaft can result in

damaging of in– and exhaust valves.
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1 Engage turning gear.
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2 Remove all cylinder head upper covers and take all rocker arm
brackets from cylinder heads, see chapter 2.7.
3 Remove speed pick–up sensors out of camshaft gear wheel cover.
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4 Disconnect and remove oil mist detector, booster and air bottle for
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access to camshaft end cover. Empty sump of governor before

disconnecting booster oil lines.
5
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Remove the camshaft gear wheel cover.

6 Bar the crankshaft in TDC of cylinder number "1" and place proper
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markings on camshaft gear wheel and intermediate gearwheels.

7 Remove all connecting bolts (10) between camshaft gear wheel and
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journal completely except one bolt, see fig. 2.8 – 5 .

In
8 Apply tool 9612ZT377 on the remaining bolt. Separate journal male

from camshaft gear wheel recess and check if locating pin (11) is free,
see fig. 2.8 – 5 .
9 Remove the tool and the remaining bolt from the camshaft journal.
10 Remove crankcase cover of the gear wheel drive and place bracket
of tool 9612ZT963 on studs of crankcase cover no.1, see fig. 2.8 – 4 .
11 Connect hinges of lever 9612ZT852 on suspension point of tool
9612ZT963. Check free swing of lever from vertical till horizontal and
backwards.
12 Connect the lifting eye of tool 9612ZT852 to a chain block or crane.
Check again full free swing of lever.
13 Connect gripping device (3) of tool 9612ZT852 to shaft section of
camshaft wheel. If necessary adjust the height with eccentric shaft (1).
14 Secure position of tool 9612ZT852 to keep camshaft gear wheel
assembly in position.
2.8 – 5
Manual
3
Lifting eye
9612ZT852
1
2
9612ZT963
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Fig. 2.8 – 4 Removing camshaft gear wheel
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15 Remove cover (4) for access to camshaft axial bearing, see fig.
2.8 – 5 .
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16 Remove bolts (6) and remove thrust disc (5).

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10 9612ZT377
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7
9
6
5
11
Fig. 2.8 – 5 Camshaft gear wheel
2.8 – 6
Manual
17 Remove bolts (7) to disconnect camshaft end journal (8) from

camshaft gear wheel (9).
18 Place tool 9612ZT982 to disconnect end journal male out of
camshaft gear wheel recess. Pull end journal a few cm outwards.
See fig.2.8 – 6
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Fig. 2.8 – 6 End journal camshaft gear wheel

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19 Slowly lower lever with camshaft gear wheel till horizontal position.
Lift gear wheel by crane out of gripping device (3) see fig. 2.8 – 4
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In
2.8 – 7
Manual
2.8.1.2.2. Mounting of camshaft gear wheel
1 Fit bracket 9612ZT963 against engine block. Install lever

9612ZT852 onto hinges of tool 9612ZT963. See fig. 2.8 – 4 .
2 Connect the lifting eye of tool 9612ZT852 to a chain block or crane.
3 Check full swing of lever.
4 Place lever horizontal and mount camshaft gear wheel into
gripping device (3) of lever. Tighten the bolts.
5 Lift lever with wheel till camshaft gear wheel rest into teeth of
intermediate wheel. If necessary adjust the height with eccentric shaft
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(1). See fig. 2.8 – 4 .
6 Check if markings on camshaft and intermediate gearwheels are in
on
line, see point 6 of section 2.8.1.2.1.
7 Slide end journal (8) against flange of camshaft wheel and turn in
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bolts (7), see fig. 2.8 – 5 . If necessary rotate eccentric shaft (1) of tool
9612ZT963 in lever hinge for lining camshaft wheel to end journal, see
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fig. 2.8 – 4 . Lock eccentric shaft position by bolts (2).

8 Remove lever 9612ZT852 and bracket 9612ZT963.
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Note! As connection between crankshaft and camshaft still not exist,

barring of crankshaft is only permitted within a few crankshaft
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degrees.
9 Bar crankshaft manually into the position till locating pin (11) fits
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into the locating pin hole, see fig. 2.8 – 5 , and bolts (10) can be inserted
for connection with the camshaft journal.
In
10 Tighten all bolts (10) according procedure prescribed in

section 2.8.2.3.
11 Tighten all bolts (7).
12 Mount thrust disc (5) with bolts (6).
13 Check axial clearance, see chapter 2.4.
14 Mount end cover (4).
15 Check timing.
16 Mount all remaining parts in reversed order.
17 Dis−engage turning gear.
2.8 – 8
Manual
2.8.2. Camshaft
Inspect the camshaft according maintenance schedule, see chapter 2.4.

Make visual inspections of cams, tappets and rollers. A camshaft section
has to be replaced when the cam surface profile is damaged. Early
detection can prevent a serious damage.
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2.8.2.2.
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Removing camshaft section and
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journal
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Camshaft section
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1 Turn the fuel cam, of the camshaft section to be removed, in top and
install tool 9612ZT925 to keep the fuel pump tappet roller free from the
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fuel cam, see section 2.9.2.1.

2 Turn the inlet and exhaust cam one by one in top and install tool
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9612ZT924 to keep the inlet en exhaust tappet roller free from the inlet
and exhaust cam , see fig. 2.8 – 7 .
In
9612ZT924
Fig. 2.8 – 7 Tappet assembly inlet / exhaust
2.8 – 9
Manual
3 Remove by means of spanner 9612ZT560 and bit of torque spanner

set 9612ZT558, all bolts on both sides of the camshaft section concerned,
except the bolts (1) and (2) in the upper part of the camshaft section and
two bolts at the lower part. Loosen these four bolts 3 full turns. See fig.
2.8 – 8 .
1 2
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4 3
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Fig. 2.8 – 8 Camshaft section and journal

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4 Place tool 9612ZT377 onto the lower bolt nearest to the locating pin
(3) extend the tool so far that the locating pin is just free and the
In
camshaft section is loose from the journal. See fig. 2.8 – 9 .

Repeat this procedure on the other bolt nearest to locating pin (4).
9612ZT377
Fig. 2.8 – 9 Separating camshaft section from journal
2.8 – 10
Manual
5 Install tool 9612ZT985 against the camshaft casing, see fig.2.8 – 10

and adjust lever against the camshaft section.
9612ZT985
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2
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Fig. 2.8 – 10 Tool for camshaft section
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6 Fine adjust lever of tool 9612ZT985 with bolt (2), see fig. 2.8 – 10
for free turning out the remaining bolt from the camshaft journal.
7 The camshaft section is now fully resting on the lever and can be
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moved to the outside. Use sling and crane to lift the camshaft section.
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Removing camshaft journal

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Before removing the camshaft journal first remove the camshaft

sections at both sides of the journal according previous description.
In
8 Install tool 9612ZT853 against the camshaft casing, see fig.

2.8 – 11 . Slide the journal out of the bearing bush onto this tool and to
the outside of the engine.
9612ZT853
Fig. 2.8 – 11 Sliding out camshaft journal
2.8 – 11
Manual
2.8.2.3. Mounting camshaft section and

journal
Warning! Not all camshaft journals are identical! Before mounting, check the
parts catalogue for correct location of camshaft journal.
Camshaft journal
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1 Inspect if the bearing bush is free from damage. For inspection and
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mounting of bearing bush see chapter 2.5.
2 Clean journal and the threaded holes. Check if the locating pin holes
are not damaged. Check if the lube oil supply bores are clean.
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3 Clean and lubricate the bearing bush with engine oil. Apply tool
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9612ZT853 and mount the journal, see fig. 2.8 – 11 .

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Camshaft section
4 Clean the camshaft section internal and external.
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5 Install tool 9612ZT985 against the camshaft casing, see fig.

2.8 – 10 . Place camshaft section onto tool.
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6 Move camshaft section inside and turn camshaft till the locating pin
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on one side fits into the locating pin hole. Fit all the bolts at one side of
the camshaft section. Tighten the bolts handtight to fit the locating pin
in the journal completely, see fig. 2.8 – 8 .
7 Fit some bolts into opposite flange connection and carefully tighten
the bolt nearest to the locating pin to make the locating pin to fit.
8 Use spanner 9612ZT560 and bit of torque spanner set 9612ZT558
to tighten all the bolts at both flange connections hand tight.
9 Use torque spanner with bit to tighten all bolts to the torque setting
of the first step, see 2.4.4.7. Mark the position of the bolt with e.g. a felt
marker.
10 Check with feeler gauge 0.05 mm that no clearance exist in between
the flange connections. In case of clearance both connections must be
loosened and inspected.
2.8 – 12
Manual
11 Tighten all bolts to torque setting, see section 2.4.4.7. according

following sequence:
– In vertical direction 5 bolts at each flange connection. Bolts on
setting to be marked by felt marker.
– Turn camshaft approx. 180 and fasten next set of 5 bolts at each
flange connection. Bolts on setting to be marked.
– Turn camshaft approx. 90 and fasten 5 bolts at each connection.
Bolts on setting to be marked.
– Turn camshaft 180 and fasten 6 remaining bolts at each flange
connection.
12 Check by the marks if all bolts are fastened.
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13 Remove tappet roller tools 9612ZT924 and 9612ZT925.
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14 Start lubricating oil pump and check journals and tappet rollers are
lubricated.
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In
2.8 – 13
Manual
2.8.3. Valve drive mechanism
The valve drive mechanism consists of two tappet assemblies, push rods
and valve lifting gear.
Tappet assembly
The tappet assembly consists of a tappet guide (1) with tappet (2) for
inlet as well for the exhaust, connected on the engine block, see fig.
2.8 – 12 .
The tappets are of the plunger type and follow the cam profiles and
transfer the vertical movement by push rods to the valve lifting gear
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Valve lifting gear
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The valve lifting gear consists of a bracket (11) with a frozen in rocker
arm shaft (15) and rocker arms (10) secured by a locking ring (16). The
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rocker arm operates via bridge piece (12) the in− and exhaust valves.
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3
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3 10
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4 15
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16
11
8
2 12
1
4 6 75
Fig. 2.8 – 12 Tappet assembly and valve lifting gear
2.8 – 14
Manual
2.8.3.1. Removing valve drive mechanism
Note! Mark parts properly before removing.
Bracket of valve lifting gear

1 Remove cover from hot box and camshaft and remove cover from
the cylinder head concerned.
2 Turn crankshaft in TDC at firing for cylinder concerned. Inlet and
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exhaust rollers are now on base circle (push rods can rotate freely).
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3 Remove bolts (13) and lift rocker arm bracket (11) with the use of
eyebolt M16 (14) from cylinder head, see fig. 2.8 – 13 .
4 Remove push rods and push rod protecting sleeves.
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13
17
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10
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12
11
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14
In
Fig. 2.8 – 13 Valve lifting gear
Tappet assembly
5 Place tool 9612ZT924 inside the 2 holes in tappet guide for inlet and
exhaust to keep tappet roller lifted, see fig. 2.8 – 7 .
6 Disconnect tappet roller assemblies by removing bolts (3), see fig.
2.8 – 12 .
7 Lift tappet roller assemblies out of cylinder block.
2.8 – 15
Manual
Roller and shaft

8 Take care for proper marking of all parts.
9 Remove tool 9612ZT924 and slide out tappet (2), push spring loaded
locking pin (4) fully into shaft (5), push shaft out off roller and remove
roller (6) and bearing bush (7), see fig. 2.8 – 12 .
2.8.3.2. Inspection of valve lifting gear
Rocker arm
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1 Clean rocker arms and rocker arm shaft and measure for wear.
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After cleaning check oil channels. Refer to chapter 2.4. for clearance and
wear limits.
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Pivots
2 Inspect running surfaces of pivoting points (18) in rocker arms (10)
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and from valve adjuster (17), see fig. 2.8 – 14 .

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In
17
10
18
15
16
11
Fig. 2.8 – 14 Valve lifting gear
2.8 – 16
Manual
Tappet assembly
3 Clean and inspect all parts of tappet assembly for wear. Check if oil
channels are open.
4 Measure diameters of bore and shaft. Replace parts outside the
tolerance, see chapter 2.4.
Push rods
5 Clean and inspect running surfaces of the pivots.
6 Check if the push rods are straight.
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2.8.3.3. Mounting valve drive mechanism
1
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Lubricate parts of tappet assembly with clean engine oil.
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2 Slide tappet roller shaft (5) together with tappet roller (6) and
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bearing bush (7) into tappet (2), observing spring loaded pin (4) fits into
the corresponding hole of the tappet roller, see fig. 2.8 – 12 .
3 Check if lube oil channels in cylinder block are clean. Fit new
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O–rings (8) and (9) before mounting.

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4 Fit tappet roller lifting tool 9612ZT924, see fig. 2.8 – 7 .

5 Place tappet assemblies in cylinder block and fit bolts (3). See fig.
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2.8 – 12 .
6 Remove tappet roller lifting tool 9612ZT924.
In
7 Slide push rod protecting sleeves from top side down.

8 Insert both push rods.
9 Check if the contact faces of the valve lifting gear and the cylinder
head are clean.
10 Align the pivot of valve adjuster (17) to the centre of the topside of
the bridge pieces (12), see fig. 2.8 – 13 , fit bolts (13) and tighten the
bolts to the correct torque. See chapter 2.4.
Note! Take care, rollers are resting on base circle before mounting valve
lifting gear.
11 Check free movement of rocker arms.

12 Check and adjust valve clearances according chapter 2.7. and check
lubrication. Mount covers and hot box shields.
2.8 – 17
Manual
2.8.4. Actuator drive
The actuator is driven by a separate drive unit with helical gear wheels
(1) and (2). The drive unit is driven by the camshaft gear wheel. The
actuator is mounted on the drive unit and connected to the drive shaft
through a serrated connection (3).
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2
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1
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Pressurized oil is supplied through drillings in the drive unit for
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lubrication of the the bearings, the helical gear wheels and the gear wheel
drive.
In
Maintenance
Actuator drive maintenance exists mainly of inspection of:
1 Radial and axial clearances of bearings. See chapter 2.4.
2 Backlash and condition of gear wheels.
3 Oil supply to bearings and gear wheels.
4 Condition of serrations of actuator drive shaft and coupling sleeve.
Warning! If helical gear wheels are damaged, both gear wheels have to be
renewed as a set.
Special tools are necessary to adjust the gearwheels.
2.8 – 18
Manual
Injection System Wärtsilä 26 Auxpac
2.9. Injection System
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2.9 – 1
Manual
Injection System
2.9.1. High Pressure (HP) fuel pump
Each cylinder has his own HP fuel pump (1), see fig. 2.9 – 1 , which is
connected by a shielded HP line (2) to the injector.
The fuel pumps are of the mono−element and flow through type to
ensure good performance. The pumps are completely sealed from the
crankcase preventing fuel contamination.
The fuel injection equipment and system piping are located in a hot box
providing maximum reliability and safety. The fuel oil supply and
return manifolds are integrated in the HP fuel pump brackets (4).
Through line (7) lubricating oil is supplied for cooling of the injector.
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Each HP fuel pump is provided with an air operated stop cylinder (3)
which will bring the fuel rack to zero position after control air is
admitted .
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7
1
In
3 2
5
12
Fig. 2.9 – 1 HP fuel pump

intervals, tolerances, inspections, tools and torque spanner
instructions, see chapter 2.4.
2.9 – 2
Manual
2.9.1.1. Removing HP fuel pump
Before removing the HP fuel pump take care the tappet roller (16) is
resting on the base circle of the fuel cam (17), see fig. 2.9 – 7 .
1 Close the fuel supply to the engine.
2 Drain engine fuel system, see section 1.1.3.
3 Remove fuel drain line (5).
4 To remove the HP fuel pipe (2), see section 2.9.4.
Note! The connecting pipe and HP fuel pipe must not be rotated with or
against each other. Take care the locking plate remains tight.
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5
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Remove the air line (6) to stop cylinder (3).
6 Disconnect fuel rack (8) from the common fuel control rod (9) by
removing nut (10) and connecting bolt (11), see fig. 2.9 – 2 .
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A
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10
11
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8
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9
In
View A
Fig. 2.9 – 2 Fuel rack connection to common fuel control rod
7 Disconnect HP fuel pump (1) by removing nuts (12), see fig. 2.9 – 1 .
8 Turn an eye bolt M12 into cover (9) and lift the HP fuel pump from
the engine. See fig. 2.9 – 4
Note! Carefully lift the HP fuel pump in centre line direction to avoid
clamping of push rod top (15) in fuel pump bottom section, see fig.
2.9 – 7 . Cover immediately all openings with tape or plugs to avoid
dirt admission.
2.9 – 3
Manual
Injection System
2.9.1.2. HP fuel pump disassembling
Note! HP fuel pump parts should be kept matched during overhaul.
1 Before dismantling clean the pump externally.

2 Place the pump up side down.
Note! Plunger (7) is spring loaded. See fig. 2.9 – 3
3 Before mounting tool 9612ZT971 turn the disc nut (1) half way
down on pivot (2). See fig. 2.9 – 3 .
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4 Mount tool 9612ZT971 with bolts (4)
on
5 Move pivot (2) down by turning the disc nut (1) with hook spanner
9612ZT442 till circlip (3) is free and the remove the circlip.
6 Release spring (5) by turning nut (1) with hook spanner 9612ZT442.
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7 Remove tool 9612ZT971.
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8 Remove spring disc (6), spring (5) and plunger (7) and turn pump
into vertical position.
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9612ZT971
In
9612ZT442
4
1
2
3
6
4
7
5
Fig. 2.9 – 3 Disassembling HP fuel pump
2.9 – 4
Manual
8
15 9
12
10
16
11
13
14 25
26
18 29 29
19 24
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27
21 17
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20 22
’A’
28
23
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7
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6
17 5
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3
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Fig. 2.9 – 4 HP fuel pump

In
9 Remove bolts (8) and cover (9) and (10)), see fig. 2.9 – 4 .
10 Remove main delivery valve (11) with spring (12) and constant
pressure valve (13) with spring (14).
11 Put fuel rack (17) in zero position (0 mm), turn the pump up side
down and remove control sleeve (23) together with support ring (28).
12 To remove the fuel pump barrel (16), remove the bolts (15) and
place the synthetic driver 9612ZT225 against the bottom part of the
barrel. With a few light hammer strokes the barrel comes free.), see fig.
2.9 – 5 .
13 To remove fuel rack (17) first disconnect stop cylinder (18) and
piston (19). Take off plate (20) by removing bolt (21). Turn out guide
plug (22) and pull out the fuel rack (17).
2.9 – 5
Manual
Injection System
16
15
9612ZT225
Fig. 2.9 – 5 Removing barrel

Note! Protect parts against rust and don’t touch plunger element surfaces
with bare fingers.
Keep pump element and pump barrel always matched as a pair.
14 For inspection, flush plunger and barrel in clean fuel and keep
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plunger inserted in the barrel.
2.9.1.3.
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HP fuel pump maintenance and
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inspection
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Maintenance
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Inspect fuel pump according maintenance intervals in chapter 2.4. or

earlier if performance requires.
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Inspection
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1 Check springs (12) and (14). Replace broken or damaged springs,

see fig. 2.9 – 4 .
In
2 Valves (11) and (13) should not be damaged. Valve (11) must slide
easily in cylinder of barrel top. Valve (13) must slide easily in valve (11).
3 Check sealing of cover (10) with barrel (16). Sealing edges should
be free of damages.
4 Check fuel control sleeve (23) on free moving on outside of barrel
(16). Check sleeve on fretting.
5 Check condition of barrel (16) and plunger (7). Replace barrel and
plunger if necessary or according to the maintenance intervals in
chapter 2.4.
Note! The barrel and the plunger of the fuel pump are matched and
machined to each other. Barrel and plunger may therefore not be
exchanged with another barrel or plunger.
2.9 – 6
Manual
6 Check if channel hole in barrel (16) at ’A’ is open.

7 Check vertical fuel supply holes in pump body are clean and open.
8 Check erosion plugs (29) and renew if necessary.
9 Check fuel rack (17) on wear. Fuel rack wear introduces unstable
pump deliveries.
10 Check condition of spring (5)
2.9.1.4. Assembling the HP fuel pump
1 Wash the components in absolutely clean diesel oil and lubricate the
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internal parts with clean engine oil. During handling of the injection
on
equipment components, keep your hands absolutely clean and greased
with oil.
2 Reinstall spring (14), constant pressure valve (13), main delivery
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valve (11) and spring (12) into barrel (16), see fig. 2.9 – 4 .
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Note! To prevent leakage always renew cover (10) and bolts (8), see fig.
2.9 – 4
3 Place a new cover (10), cover (9) and new bolts (8).
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4 Apply new O–rings (24) and (25) with silicon grease on barrel.
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5 Insert barrel in pump body (26). Position of barrel in pump body is

determined by a dowel pin at top. Fit the bolts (15).
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6 Place pump body in a bracket to tighten bolts (15) in steps of 25Nm

crosswise to required setting, see chapter 2.4.4.8.
In
7 Tighten bolts (8) in steps of 10Nm crosswise to required setting, see

section 2.4.4.8. and check if top side of barrel (16) and cover (9) are
parallel ( tolerance // 0.3 mm ).
8 Release and retighten bolts (8) in one turn and one by one to the
required setting.
9 Turn fuel pump up side down. Oil and insert fuel rack (17). Avoid
sliding out of rack by fitting guide plug (22).
10 Oil and insert the fuel control sleeve (23) with the fuel rack in the
zero position (0 mm). The control sleeve is at the serration provided
with a pin (27). This pin has to fit into a recess of the fuel rack.
11 Move the fuel rack in mid position and place support ring (28).
12 After oiling of the plunger insert the plunger (7), the spring (5) and
hook the spring disc (6) to the plunger.
Note! The protruding vanes at both sides of the plunger lower side have
to slide into the grooves of the control sleeve. To make this easy
going move at the same time the fuel rack to and fro.
2.9 – 7
Manual
Injection System
13 Use tool 9612ZT971 to compress spring (5) and fit circlip (3), see fig.
2.9 – 3 .
14 Release slowly the spring compression, remove the tool and check
if the fuel rack moves easily in the pump housing.
15 Mount stop cylinder to fuel rack and test working of stop cylinder
with service air.
16 Check if the position of the stop block corresponds with the value
mentioned in the testbed protocol.
Note! Unless the HP fuel pump is immediately mounted on the engine, oil
it well before storage. All openings in the pump house should be
well covered by plastic caps or tape.
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2.9.1.5.
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HP fuel pump adjustment
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The injection timing is determined by the moment the top of the plunger
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is in line with the top of the suction holes of the plunger housing
The timing may deviate due to manufacturing tolerances in pumps,
cams and drive. To obtain the best possible performance of the engine
it is important that the injection timing is in accordance with the test
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bed protocol. See test records.

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Note! Checking of the injection timing is always necessary after major

components have been replaced, e.g. HP fuel pump element, pump
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drive, camshaft section or some maintenance has been done on

gears, especially to the intermediate gear.
In
Checking the fuel pump drive

1 Remove the HP fuel pump. See section 2.9.1.1.
2 Make sure the HP fuel pump bracket is properly mounted and no
clearance exists between bracket and engine block.
3 Remove the camshaft cover and check if the fuel cam roller (16)
rests on the base circle of the cam (17), see fig. 2.9 – 6 .
4 Push the push rod (15) completely down and measure distance "X"
The top of push rod (15) is lower than the upper surface of the HP fuel
pump bracket (4).
5 Check distance "X", see section 2.4.5. fig. 2.4 – 43 .
6 If distance "X" is out of range, see section 2.9.2.4. and section
2.9.2.5.
2.9 – 8
Manual
Checking the fuel injection timing

7 Starting point is that measurement "X" is within tolerance and the
tappet roller (16) rests on the base circle of the fuel cam (17).
8 Place dial gauge 9622DT275 according fig. 2.9 – 6 on top of the fuel
pump bracket (4) with the contact point of the dial gauge on top of the
push rod (15) and set dial gauge at zero.
9 Turn the crankshaft in direction of rotation till the mark on the
flywheel indicates the injection moment mentioned in the test bed
protocol.
10 Dial gauge reading should indicate a lift of the push rod of 4.5 mm
with a tolerance of ±0.1 mm. (This is the point where the effective
pressure stroke of the fuel pump starts).
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9622DT275
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15
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”X”
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16
In
17
Fig. 2.9 – 6 HP fuel pump adjustment
2.9.1.6. HP fuel pump mounting
Before mounting the HP fuel pump, take care the HP fuel pump to be
mounted is ready for use. This means pump internals are correct and
clean assembled, fuel rack index is calibrated and measurement ’X’, see
section 2.9.1.5., is within the tolerance.
1 Clean the HP fuel pump from preservation oil and check the fuel
rack moves easily.
2 Carefully clean bottom side of the fuel pump base part and support
surfaces.
2.9 – 9
Manual
Injection System
3 Place new O–rings (13) with silicon grease in the recesses of the fuel
supply and fuel return in the bracket top surface and place a new O–ring
(14) at the bottom side of the pump base. See fig. 2.9 – 7 .
13 12
14
15
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16
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17
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Fig. 2.9 – 7 Fuel pump bracket

4 Carefully lower the HP fuel pump in the centre line direction onto
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the bracket to avoid damage of the O–ring (14).

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5 Tighten bolts (12) according settings, see section 2.4.4.8.

6 To mount the HP fuel pipe (2), see section 2.9.4.
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In
against each other.
7 Mount fuel drain line (5) and air line (6) to the stop cylinder (3), see
fig. 2.9 – 1
8 Connect fuel rack to common fuel control rod. See fig. 2.9 – 2 .
9 Rotate the common fuel control rod and check if :
– All the fuel pump racks follow the rod movement.
– All the fuel pump rack readings are equal. The maximum allowable
difference between the fuel pump racks is 1 mm.
10 Open the fuel supply and discharge lines to the engine and circulate
the fuel for some time to vent the system. Turn simultaneously the
crankshaft.
2.9 – 10
Manual
2.9.2. Fuel pump bracket
The fuel pump brackets (4) are each interconnected by pipe sections (18) for
the fuel supply (19) to and return (20) from the pump (1).
In top of the brackets two small drillings (21), each surrounded by an
O–ring (13), are connected to the internal fuel supply (19) and return (20)
of the fuel pumps. These drillings are restrictions to damp the chock pulses
generated after the pump plunger releases the compressed HP fuel. The
fuel pump bracket (4) is also a guidance for the fuel pump tappet (37)
and push rod (15).
The fuel pump bracket (4), near end cover (22), is provided with an internal
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pipe section (23) see fig. 2.9 – 8 .
21 1 22 4
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19 20
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37 15 23 18 24 26 27 28
2.9 – 11
Manual
Injection System
2.9.2.1. Removing fuel pump bracket
1 Close the fuel supply to the engine.

2 Drain the engine fuel system, see section 1.1.3..
3 Remove HP fuel pump, see section 2.9.1.1.
4 Disconnect the lube oil line (7) from the pump bracket to the
cylinder head, see section 2.9.1. fig. 2.9 – 1
5 Slide circlip (24) of the pipe sections concerned backwards, see fig.
2.9 – 8 .
6 Slide the pipe sections concerned into the brackets, see fig. 2.9 – 8 .
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Note! When the fuel pump bracket (4) next to the end cover (22) has to be
removed, first remove the adjacent fuel pump bracket with the pipe
on
sections (18). Next shift the internal pipe sections (23) of the bracket
out of the end cover (22).
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7 Turn camshaft till tappet roller (16) is on top of fuel cam (17) and
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fit locking tool 9612ZT925. See fig. 2.9 – 9 .
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25 30
A
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30 25
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9612ZT925
16
A−A
8 Turn camshaft till tappet roller (16) is free from fuel cam (17). See
fig. 2.9 – 7 .
9 Remove positioning bolt (25), see fig. 2.9 – 9 .
2.9 – 12
Manual
10 Fit lifting tool 9612ZT961 to the fuel pump bracket, see fig. 2.9 – 10 .
11 Lift fuel pump bracket out of engine block.
12 Cover all holes against dirt penetration.
For inspection of the fuel pump bracket see section 2.9.2.5.
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9612ZT961
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Fig. 2.9 – 10 Lifting fuel pump bracket
2.9 – 13
Manual
Injection System
2.9.2.2. Mounting fuel pump bracket
Note! If the fuel pump bracket next to the end cover has been removed,
start the mounting procedure with this bracket.
1 Clean the fuel pump bracket (4) and pipe sections (18).
2 Check with service air if the lube oil channels in the bracket are
open.
3 Replace sealing rings (26), (27) and guide ring (28) at both sides of
the pipe sections (18). See fig. 2.9 – 8 .
4 Make sure locking tool 9612ZT925 is installed. See fig. 2.9 – 9
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5 Renew and lubricate O–ring (29) with silicon grease, see fig.
2.9 – 11 .
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X
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31
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32
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15
37 29
16
17
6 Insert the two pipe sections (18), provided with circlip (24), not yet
fitted in the groove, into the bracket (4), see fig. 2.9 – 8 .
7 Turn the camshaft till the tappet roller (16) rests on the base circle
of the fuel cam (17). See fig. 2.9 – 11 .
2.9 – 14
Manual
8 Clean bottom side fuel pump bracket and and top side of cylinder
block. Take care of presence of dowel pin (30). Renew the O−ring
between engine block and bracket and lower bracket onto the clean
engine block, see fig. 2.9 – 9 .
9 Fit the positioning bolt (25), see fig. 2.9 – 9 and set the bolt to the
right torque, see section 2.4.4.8. .
10 Turn fuel cam into top, remove locking tool 9612ZT925.
11 Turn camshaft till tappet roller (16) rests on the base circle of the
fuel cam (17), see fig. 2.9 – 11 .
12 Make sure the HP fuel pump bracket is properly mounted and no
clearance exists between bracket and engine block.
13 Check the sealing set (31+32) of the fuel pump push rod. Renew if
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necessary, see section 2.9.2.3. for the procedure.
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14 Push the push rod (15) completely down and measure distance "X"
Top of push rod (15) is lower than upper surface of bracket (4), see fig.
2.9 – 6 .
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15 Check distance "X", see section 2.4.5. fig. 2.4 – 43 .
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16 If distance "X" is out of range, see section 2.9.2.4. and section

2.9.2.5.
17 Slide pipe sections in place and lock pipe sections with circlip (24),
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see fig. 2.9 – 8 .

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18 Mount the lube oil line (7) from the pump bracket to the cylinder
head, see section 2.9.1. fig. 2.9 – 1
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19 Mount the HP fuel pump, see section 2.9.1.6.

20 Open fuel supply, circulate fuel over the engine and check for fuel
In
leaks.
Warning! Do not run the engine with tool 9612ZT925 mounted.
2.9.2.3. Renewal sealing set push rod
To keep the fuel pump bottom side separated from the camshaft space
the fuel pump push rod passage is sealed by a sealing set consisting of
an O–ring (31) and a scraper ring (32), see fig. 2.9 – 11 .
Mounting push rod sealing set

1 Clean and inspect the sealing ring recess.
2.9 – 15
Manual
Injection System
2 Lubricate the O–rings (31) of the sealing set with silicon grease and
insert them in the recess, see fig. 2.9 – 11 .
3 Fit the scraper ring (32) onto penetrator (33) and lubricate the
scraper ring with silicon grease. Take care of the correct scraper ring
position on penetrator, see fig. 2.9 – 12 .
4 Place conductor (34) firm onto the bracket top side and slide the
penetrator into the conductor till the end. The compressed scraper ring
will expand into the recess.
5 Retract the penetrator (33).
6 Provide the expander (35) with silicon grease and slide the
expander through the mounted scraper ring (32) to widen the diameter
till normal.
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7 After the scraper ring is mounted place plug (36) into the penetrator
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(33) and restore the tool set in the toolbox.
8 Install the fuel pump push rod (15).
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9612ZT953
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34
33
36
Fig. 2.9 – 12 Mounting push rod seal set
2.9 – 16
Manual
2.9.2.4. Inspection of fuel pump push rod
The connection between the fuel pump tappet (37) and fuel pump
plunger is made by the fuel pump push rod (15), see fig. 2.9 – 11 .
Due to machining tolerances in components between the fuel pump
tappet and the fuel pump plunger, the push rod lengths vary from one
to another.
During maintenance the push rods should be provided with the cylinder
unit number and not be interchanged. A new push rod should be
machined to the correct length at the smallest end.
Note! Fuel pump push rods are precision ground to the exact length for
each individual pump bracket. Do not interchange these push rods.
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For determination of length of fuel pump push rod (15) take care that
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the tappet roller (16) rests on the base circle. Take the push rod out and
place depth gauge 9612ZT547, see fig. 2.9 – 13 . The depth gauge
reading minus 1 mm gives the exact length of push rod to be installed.
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If ’X’ is not within tolerance inspect the concerned parts for wear.
For tolerance see section 2.4.5, fig. 2.4 – 43 .
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Fig. 2.9 – 13 Depth gauge for push rod
2.9 – 17
Manual
Injection System
2.9.2.5. Inspection of fuel pump tappet
1 Remove the fuel pump bracket from the engine according to

section 2.9.2.1.
2 Remove the push rod out of the fuel pump bracket.
3 Place the bracket up side down on the base plate of tool 9612ZT960,
see fig. 2.9 – 14 and connect the jack 9612ZT341 of tool 9612ZT960 to
the hydraulic pump PAAE104248.
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9612ZT341
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40
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Fig. 2.9 – 14 Assembling tool fuel pump bracket

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4 Compress the fuel pump tappet spring and remove the locking tool
9612ZT925, see fig. 2.9 – 9 .
5 Slowly release the jack pressure till the fuel pump tappet spring is
fully expanded.
6 The fuel pump tappet assembly can be taken out of the bracket.
7 Press locking pin (38) to slide shaft (39) out of the fuel pump tappet
and the tappet roller. See fig. 2.9 – 14 .
8 Clean and inspect all parts for wear.
9 For assembling of the fuel pump bracket, assemble in reversed way.
Do not forget to replace spring discs (40) during assembling of bracket
unit.
10 Place the locking tool 9612ZT925, see fig. 2.9 – 9 .
2.9 – 18
Manual
2.9.3. Fuel injector
HP fuel (1) enters the injector holder sideways delivered through the
connecting piece, see fig. 2.9 – 15 .
Spill fuel (4), passing the injector needle, escapes along the holder and
the connecting piece through a hole in the cylinder head at (4).
Leaking combustion gases, passing the sealing between the sealing
surface in the cylinder head and the injector tip, will escape together
with the spill fuel at (5).
The injector tip is cooled by lubricating oil supplied by the engine
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lubrication system. The oil enters the injector at (2) and after cooling
the injector tip it leaves at (3) at top of the injector. Afterwards the oil
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runs down to the crankcase. An O–ring is fitted around the injector to
avoid lube oil leaking downwards the injector holder.
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Fig. 2.9 – 15 Cylinder head with injector
2.9 – 19
Manual
Injection System
2.9.3.1. Fuel injector maintenance
Follow the injector maintenance schedule or overhaul the injectors

when engine performance gives indication of poor injection (large
deviation from normal exhaust gas temperature etc.). See chapter 2.4.
2.9.3.2. Fuel injector removing
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Remove the cylinder head cover and the Hot–Box cover.
2 To remove the HP fuel pipe (2) and the HP connecting pipe (3), see
Note!
section 2.9.4.
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The connecting pipe and HP fuel pipe must not be rotated with or
against each other. Take care the locking plate remains tight.
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Fig. 2.9 – 16 Fuel injector in cylinder head
Warning! Don’t start engine lubrication when an injector is removed from

cylinder head. Lubricating oil may uncontrolled enter top of piston.
2.9 – 20
Manual
3 Remove nuts (6), distance sleeves (7) and gland (8), see fig. 2.9 – 16 .
4 Extract injector with tool 9612ZT178 or with tool 9612ZT931 in
case the injector is too tight in the injector sleeve.
Note! Check if the sealing washer (20) is present on the injector tip (15),
if not remove it from the cylinder head. See fig .2.9 – 18 .
9612ZT178 9612ZT931
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Fig. 2.9 – 17 Extracting fuel injector

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5 Cover all injector holes and cylinder head against dirt.

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6 Cover fuel discharge of HP fuel pump.
2.9 – 21
Manual
Injection System
2.9.3.3. Fuel injector overhaul
1 Inspect the nozzle on carbon deposits. This may indicate poor

nozzle condition or broken spring.
2 Test injector with test equipment 9612ZT934 on fuel spray pattern
and opening pressure before dismantling. See section 2.9.5.
3 Clean injector holder, except the nozzle, externally with a brass wire
brush and diesel fuel.
4 Remove locking plug (9) with spanner 9650ZT108. Measure
distance ’B’ as an adjustment reference, see fig. 2.9 – 18 .
5 Remove adjusting plug (10) with tool 9612ZT187, pivot (11), guide
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screw (12), spring (13) and spring disc (14), see fig. 2.9 – 18 .
9 10 21 ’C’’ ’E’ 11
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13 14 17 19 16 15 20
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’B’
12 ’D’
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2.9 – 22
Manual
6 Place injector in holder 9612ZT978. For this handling the holder

should be well clamped. See fig. 2.9 – 19
9622DT216
9612DT260
9612DT259
15
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16
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9612ZT978
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Fig. 2.9 – 19 Tools for loosening / tightening sleeve nut

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7 Remove injector tip (15) from holder by turning off sleeve nut (16)
with socket spanner 9612DT259 multiplier 9612DT260 and spanner
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9622DT216.
Note! Carbon deposits can make it difficult to slide injector tip out off
sleeve nut. In such a case place injector tip with sleeve nut on a soft
support and knock injector tip out by using a piece of pipe.
Never knock directly on injector tip, see fig. 2.9 – 20 .
Fig. 2.9 – 20 Separating injector tip from sleeve nut
2.9 – 23
Manual
Injection System
8 Use a chemical carbon dissolving solution to clean injector tips. If

such is not available immerse components in clean fuel oil, white spirit
or similar to soak carbon. Clean parts carefully. Don’t apply steel wire
brushes or hard abrasive tools. Clean injector spray holes with needles
provided for this purpose. Keep injector tips and needles matched.
9 Check following of injector tip and needle:
– Needle moves freely over full length.
– Needle moves freely within normal lifting range.
– Needle is not sticking.
– Injector tip is free from signs of cavitation.
– Spray holes of injector tip are open.
– Maximum needle lift ’A’, see chapter 2.4.5. Replace injector tip if ’A’
is out of limit.
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– Cooling oil passage is free and clean.
10 Immerse parts in clean fuel oil or in a calibration fluid before
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inserting needle in injector tip.
11 Check following of injector holders:
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– Sealing faces are clean between injector tip (15) and injector holder
(17).
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Sealing face ’C’ must be clean and undamaged. See fig. 2.9 – 18 .
– Cooling oil supply and discharge holes are free and clean.
– Fuel spill drain is free and clean.
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– Condition O–ring grooves

12 Check condition of spring and spring disc.
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13 Place injector tip (15) over both dowel pins (19) onto injector holder.
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Note! Apply Molykote G−rapid plus or Never−Seez Regular grade NS 42 B

between contact surfaces ’D’ of sleeve nut and injector tip and on
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the thread. See fig. 2.9 – 18 .
14 Turn on the sleeve nut (16) and tighten the nut to the correct
torque using socket spanner 9612DT259 and torque spanner
9622DT216 in combination with multiplier 9612DT260 see fig.
2.9 – 19 . For torque settings see section 2.4.4.8.
Note! Calculate torque spanner reading according the conversion factor
of the multiplier and see for torque spanner instructions section
2.4.3.
15 Insert spring disc (14), spring (13), guide screw (12), pivot (11) and
turn in adjusting plug (10) to distance ’B’.
16 Check the injector condition with test equipment 9612ZT934. See
section 2.9.5.
17 After adjusting the opening pressure, turn in the locking plug (9)
with tool 9650ZT108, tighten the plug to the correct torque see section
2.4.4.8.
2.9 – 24
Manual
2.9.3.4. Fuel injector mounting
Before mounting an injector check the injector condition with test

equipment 9612ZT934 on opening pressure, spray pattern and nozzle
needle leak.
1 Remove the old sealing washer (20) if still present (see fig.
2.9 – 18 ), from the sealing surface in the cylinder head and clean the
injector sleeve.
2 Check the sealing surface in the cylinder head is clean. Apply a fine
lapping compound on tool 9612ZT962 in case of irregularities.
3 Place a new sealing washer (20), see fig. 2.9 – 18 .
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4 Fit new O–rings (21) with silicon grease onto the injector body and
place the injector into the cylinder head. See fig. 2.9 – 18 .
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5 Place the injector gland (8) and distance sleeves (7). Fasten the
injector nuts (6) by hand and loosen half a turn. See fig. 2.9 – 16
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6 Mount the HP connecting pipe (3), see section 2.9.4.
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7 Fasten nuts (6) in steps of 10 Nm by torque spanner up till final

setting, see section 2.4.4.8.
8 Tighten locking plate (5) see fig. 2.9 – 21 .
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9 Mount the HP fuel pipe (2), see section 2.9.4.

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against each other.
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10 Start engine lubrication and observe lubricating oil escaping at

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the top of the injector.
2.9 – 25
Manual
Injection System
2.9.4. HP fuel pipe
The connection between HP fuel pump (1) and fuel injector (4) consists
of a shielded HP fuel pipe (2) and a connecting pipe (3) mounted in the
fuel injector (4), see fig. 2.9 – 21 .
2 1 6 3 4
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’A’
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’A’
Fig. 2.9 – 21 HP fuel pipe
2.9.4.1. Removing HP fuel pipe
Removing HP fuel pipe

1 Remove fuel drain line (5). See fig.2.9 – 1
Note! In order to prevent leakages caused by damaged seating cones,
the connecting pipe (3) and HP fuel pipe (2) must not be rotated with
or against each other. Take care locking plate (5) remains tight.
See fig. 2.9 – 21 .
2.9 – 26
Manual
2 Hold the connecting pipe (3) in the cylinder head in its position
while loosening the sleeve nut of the HP fuel pipe (2) until there is no
contact any more between the joint of HP fuel pipe and connecting pipe.
Remove HP fuel pipe (2).
Removing connecting pipe

3 Loosen and remove locking plate (5) from the cylinder head.
4 Turn the connecting pipe (3) out of the injector holder (4) with
socket spanner 9612ZT255.
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2.9.4.2. Mounting HP fuel pipe
Mounting connecting pipe

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1 Before mounting check if from the HP fuel pipe (2) and connecting
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pipe (3) all seating cones ’(A’) as well as all the threads are clean and
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undamaged. Lubricate all the cones and the threads with e.g. Molycote.
2 Fit a new O−ring (6) with silicon grease in the sealing groove of the
connecting pipe (3).
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3 Turn the connecting pipe in the injector holder (4) and use socket
spanner 9612ZT255 with torque spanner 9622DT215 to tighten the
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connecting pipe at correct torque according section 2.4.4.8.

4 Place locking plate (5), do not tighten the bolts.
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If necessary first tighten the injector nuts, see section 2.9.3.4.

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5 Tighten locking plate (5) to the cylinder head.
Mounting HP fuel pipe

6 Set the HP fuel pipe simultaneously into the appropriate position
to the pump and to the connecting piece connection. Turn both sleeve
nuts manually onto the connections.
Note! In order to prevent leakages caused by damaged seating cones,

the connecting pipe (3) and HP fuel pipe (2) must not be rotated with
or against each other. See fig. 2.9 – 21 .
7 Tighten the sleeve nuts using crow foot spanner 9612ZT331 and
torque spanner 9622DT215 till torque setting, mentioned in section
2.4.4.8.
8 Mount fuel drain line (5). See fig.2.9 – 1
2.9 – 27
Manual
Injection System
2.9.5. Testing of fuel injectors
Warning! Be careful in testing fuel injectors. Fuel jets are powerful and will
penetrate skin and underlying skin layers and blood. Such an
accident calls for direct specialistic treatment. Should this aid not
be available disinfect affected part of body. However, it remains
necessary to consult a specialist.
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Testing the opening pressure on
1 Fill the pump reservoir with absolutely calibration fluid even if a
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filter is mounted in the reservoir.
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9612ZT934
Fig. 2.9 – 22 Testing device fuel injectors
2 Connect the injector to the test equipment.

3 Before final tightening of the connecting line between the pump
and the injector fill the connecting line with fuel and vent the air by a
few pump strokes.
4 Tighten the connection.
5 Increase the pump pressure slowly and watch the manometer
pressure on fuel spraying commencement. The opening pressure should
be accurate within 10 bar. For openings pressure see section 2.4.5.1.
Adjusting the opening pressure
2.9 – 28
Manual
1 Remove the locking plug (9) with spanner 9650ZT108, see fig.
2.9 – 18 .
2 Follow "Testing the opening pressure".
3 If necessary adjust the opening pressure by turning the adjusting
plug (10) with tool 9612ZT187, see fig. 2.9 – 18 .
4 After adjusting the opening pressure, tighten the locking plug (9)
with tool 9650ZT108 to the correct torque, see section 2.4.4.8.
Checking the spray pattern

1 For protection of manometer close manometer valve.
2 Hold a dry sheet of paper underneath nozzle and give pump a quick
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stroke with pump handle.
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3 Check uniformity of spray pattern.
4 If spray pattern is not symmetrical impurities are obstructing
injector spray holes. Repeat test after cleaning.
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Checking the needle seat tightness

1 Increase the pressure to approximate 20 bar below the injector opening
pressure.
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2 Keep the pressure for about 10 seconds constant.

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3 Check the appearance of fuel drops on the injector tip. A slight

wetting is acceptable.
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4 If drops appear the injector tip has to be cleaned internally or

replaced. Repeat the test.
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Note! Prevent that spill fuel from drain hole ”F” reaches the injector tip.
”F”
2.9 – 29
Manual
Injection System
Checking the needle spindle tightness

1 Increase the injector pressure till approximate 20 bar below the
opening pressure.
2 Check the time for a pressure drop of 200 bar.
– A pressure drop with a duration between 10...20 sec. is acceptable.
– A rapid pressure drop indicates excessive wear of the needle spindle
and/or housing. The injector tip has to be replaced.
– 25 Seconds or more indicates a fouled spindle. Both, needle and
injector tip have to be cleaned.
Note! Only install satisfactorily tested fuel injectors in the engine or store
them with the hole ’F’ and the nozzle tip closed by a plastic cap.
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2.9 – 30
Manual
Annex A Wärtsilä 26 Auxpac
3.1. Annex A
Internal systems/ Pipe arrangement
DAAE032725 Internal Start/Stop Air System

DAAE032736 Internal Lube Oil System
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3.1 − 1
Manual
Annex A
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3.1 − 2
Manual
Annex B Wärtsilä 26 Auxpac
3.2. Annex B
Electrical documentation
DAAE055481 Wiring diagram
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DAAE056967 Device List
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3.2 − 1
Manual
Annex B
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3.2 − 2
Manual
INDEX Wärtsilä 26 Auxpac
Bearing
A ’0’–bearing
assembling, 2.5 – 18
inspection, 2.5 – 18
Actuator removing, 2.5 – 17
checking linkage, 1.6 – 7 axial thrust rings, inspection, 2.5 – 18
mounting, 1.6 – 11 big end bearing, removing, with mounted piston,
2.6 – 8
removing, 1.6 – 10
camshaft, inspection, 2.5 – 19
stop position check, 1.6 – 10 camshaft axial bearing bushes
mounting, 2.5 – 22
Adjusting, valve clearance, 2.7 – 14 removing, 2.5 – 20
camshaft bearing bushes
Adjustments
fuel delivery commencement, 2.4 – 115 crankshaft axial locating, 2.5 – 16
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nominal speed, 2.4 – 115 main bearing
overspeed stop, 2.4 – 115 assembling, 2.5 – 9
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valve clearance, 2.4 – 115 inspection, 2.5 – 9
removing, 2.5 – 3
thrust bearing, axial clearance measurement, 2.6
Assembling, oil pump, 1.2 – 14
– 4
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BN, 0.2 – 24
Automatic back–flushing , lubricating oil filter, 1.2 –
Booster, 1.6 – 4, 1.8 – 5
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22
Booster maintenance, governing system, 1.6 – 12
Bottom dead centre, 0.0 – 4
Automatic back–flushing filter, trouble shooting, 1.2
– 25
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C
Axial clearance, thrust bearing, measurement, 2.6 Camshaft, 2.8 – 9
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– 4 Camshaft bearings, 2.5 – 19

Camshaft driving gear, 2.8 – 2
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Axial thrust rings and thrust collars, inspection, 2.5 inspection, 2.8 – 4
– 18 Camshaft gear wheel
In
mounting, 2.8 – 8
removing, 2.8 – 5
Camshaft journal
removing, 2.8 – 9, 2.8 – 11
B Camshaft section
removing, 2.8 – 9
Centrifugal filter, 1.2 – 26
Background information cleaning, 1.2 – 28
easy going nut, 2.4 – 73 operation, 1.2 – 27
genuine parts, 2.4 – 74 Charge air
hydraulic tools and torque spanners, 2.4 – 73 cleaning cooler stack, 1.5 – 8
locking fluids, 2.4 – 74 cooler, 1.5 – 5
rolled thread, 2.4 – 73 cooler stack, 1.5 – 6
studs, 2.4 – 73 cooler stack repairs, 1.5 – 9
internal system, 1.5 – 3
maintenance cooler, 1.5 – 8
BDC, 0.0 – 4 multiduct, 1.5 – 11
operation system, 1.5 – 7
system, 1.5 – 4
ii– 3
Manual
Wärtsilä 26 Auxpac INDEX
Cleaning procedure Draining, fuel system, 1.1 – 6

compressor, 1.5 – 18 Driving unit
turbine, 1.5 – 20 description, 2.6 – 5
Compressed air starter motor disassembling, 2.6 – 15
description, 1.3 – 6 mounting, 2.6 – 22
general, 1.3 – 5 removing, 2.6 – 9
Condemming limits, lubricating oil main, 0.2 – 23
Condesate drain, charge air cooler, 1.5 – 7 E
Connecting rod Emergency operation
description, 2.6 – 5 defective air cooler(s), 2.3 – 37
inspection and maintenance, 2.6 – 17 defective turbocharger, 2.3 – 37
Connecting rod and piston one cylinder misfiring, 2.3 – 37
assembling, 2.6 – 18 Engine definitions, 0.0 – 3
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mounting into cylinder liner, 2.6 – 21
Engine log sheet example, 2.3 – 18
Controllable pitch propeller, 2.3 – 17 Exhaust , compensators, 1.5 – 13
Cooling water, 0.2 – 27
additives, qualities, 0.2 – 30
control, 0.2 – 31
multiduct, 1.5 – 11
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Exhaust gas
insulation box, 1.5 – 14
Internal system, 1.5 – 3
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internal system, 1.5 – 10
requirements, 0.2 – 29 maitenance system, 1.5 – 15
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Cooling water pump, 1.4 – 7 manifold, 1.5 – 10

multiduct, 1.5 – 11
Cooling water system operation system, 1.5 – 15
cleaning, 1.4 – 9
Exhaust valve seat, removing, 2.7 – 20
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flexible pipe connections, 1.4 – 8

maintenance, 1.4 – 9
venting, 1.4 – 10
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Crankcase breathing system, 1.2 – 30

F
Filter, fuel, 1.1 – 3
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Crankcase safety valves, 2.5 – 25

checking pressure drop, 1.1 – 4
Crankshaft exchange, 1.1 – 4
In
deflections, 2.6 – 2
Filtration suction air, 1.5 – 2
gear wheel, 2.8 – 4
Flywheel, marks, 0.0 – 5
Crankshaft axial locating bearing, 2.5 – 16
Fuel control mechanism, 1.6 – 5, 1.8 – 8
Cylinder head, 2.7 – 2 maintenance, 1.6 – 12
Fuel injection timing, checking, 2.9 – 9
mounting, 2.7 – 8 Fuel injector
removing, 2.7 – 4 adjusting, opening pressure, 2.9 – 28
general, 2.9 – 19
Cylinder head studs, replacing, 2.5 – 24
Cylinder liner, 2.6 – 7 mounting, 2.9 – 25
overhaul, 2.9 – 22
Cylinder pressure, maximum, 2.3 – 19
testing
needle seat tightness check, 2.9 – 29
D needle spindle tightness check, 2.9 – 30
opening pressure, 2.9 – 28
Designation, of bearings, 0.0 – 6 spray pattern, 2.9 – 29
Dimensions and masses Fuel pump , fuel pump (HP), 2.9 – 2
engine components, 2.4 – 126
Fuel pump bracket, 2.9 – 11
main parts, 2.4 – 127
Dismantling, oil pump, 1.2 – 13 removing, 2.9 – 12
ii– 4
Manual
Fuel pump drive, checking, 2.9 – 8 Injector sleeve

extracting, 2.7 – 28
Fuel pump push rod
sealing set renewal, 2.9 – 15
Inlet valve seat, removing, 2.7 – 21
Fuel pump tappet, inspection, 2.9 – 18
Inlet–Exhaust valve seat
Fuel rack, checking linkage, 1.6 – 8, 1.8 – 11 machine grinding, 2.7 – 22
Inspection, oil pump, 1.2 – 14
G Internal cooling water system, 1.4 – 2
Governing system, trouble shooting, 1.6 – 11, 1.8 Internal system
– 11 fuel, 1.1 – 2
Governor, drive, 2.8 – 18 lubricating oil, 1.2 – 2
ly
Governor drive, maintenance, 2.8 – 18
J
H
Hand–operated hydraulic pump, operating, 2.4 –
on
Jack pressure
big end bearing, 2.4 – 101
cylinder head, 2.4 – 103
e
82 engine block with bearings, 2.4 – 96
us
HP fuel pipe
L
Load decrease, before stop, 2.3 – 13
al
HP fuel pump, 2.9 – 2

adjustment, 2.9 – 8 Load increase, sudden, 2.3 – 15
rn
Load indication HP fuel pump, 1.6 – 6

disassembling, 2.9 – 4
inspection, 2.9 – 6 Local start, 2.3 – 5
te
load indication, 1.6 – 6 Locking fluids, 2.4 – 74

mounting, 2.9 – 9 Low load and idling, restrictions, 2.3 – 13
In
removing, 2.9 – 3 LT cooling water system, 1.4 – 6

HT cooling water system, 1.4 – 3 Lubricants, 0.2 – 18
Hydraulic pump Lubricants additional equipment
hand–operated, 2.4 – 81 actuator, 0.2 – 20
pneumatic driven, 2.4 – 74 hydraulic tools, 0.2 – 20
turning gear, 0.2 – 20
Hydraulic tools
extractor, 2.4 – 78 Lubricating oil
HP hose, 2.4 – 79 characteristics, 0.2 – 24
HP quick–release coupling, 2.4 – 80 flash point, 0.2 – 24
jack, 2.4 – 77 insolubles, 0.2 – 24
safety instructions, 2.4 – 82 recommendations for refreshing, 0.2 – 26
requirements, 0.2 – 19
Hydraulically tightened connection engine, 0.2 – 20
loosening, 2.4 – 83 sampling, 0.2 – 22
tightening, 2.4 – 85 testing main oil, 0.2 – 21
Lubricating oil cooler, 1.2 – 18
cooler stack, mounting, 1.2 – 18, 1.2 – 19
I Lubricating oil filter
automatic back–flushing , 1.2 – 22
Indicator cock, 2.7 – 30
trouble shooting, automatic back–flushing filter ,
Influences on the lubricating oil condition, 0.2 – 21 1.2 – 25
ii– 5
Manual
Lubricating oil main, condemming limits, 0.2 – 23

N
Lubricating oil module, 1.2 – 17
No–go
Lubricating oil pump, removing from engine, 1.2 – axial clearance small end bearing, 2.4 – 120
13 backlash driving gear, 2.4 – 122
backlash oil pump, 2.4 – 117
big end bearing clearance, 2.4 – 118
M big end bearing shell thickness, 2.4 – 118
camshaft ”0”–bearing clearance, 2.4 – 118
Main bearing journal, inspection, i, 2.5 – 9 camshaft bearing clearance, 2.4 – 118
camshaft thrust bearing axial clearance, 2.4 –
Main bearings, 2.5 – 3 118
Maintenance clearance gudgeon pin – piston, 2.4 – 120
crankshaft explosion relief valves, 2.5 – 26 clearance piston bottom – cylinder liner, 2.4 –
stop device, 1.6 – 12, 1.8 – 12, 1.8 – 13 120
clearance valve stem – valve guide, 2.4 – 121
Maintenance intervals, 2.4 – 5
ly
crankshaft thrust bearing axial clearance, 2.4 –
camshaft and valve drive mechanism, 2.4 – 14 118
charge air and exhaust gas system, 2.4 – 9
on
cylinder liner cylindricity at TDC, 2.4 – 120
cooling water system, 2.4 – 8 cylinder liner diameter, 2.4 – 120
crankshaft, connecting rod, piston, liner, 2.4 – 12 distance fuel pump – push rod, 2.4 – 125
cylinderhead with valves, 2.4 – 13 gudgeon pin bearing clearance, 2.4 – 120
driving gear pumps, 2.4 – 14 HT pump, 2.4 – 117
e
engine arrangement, 2.4 – 5 LT pump, 2.4 – 117
us
engine block with bearings, 2.4 – 11 main bearing clearance, 2.4 – 118
fuel system, 2.4 – 6 main bearing shell thickness, 2.4 – 118
general, 2.4 – 5 nozzle needle lift, 2.4 – 125
injection system, 2.4 – 15, 2.4 – 16 piston diameter at bottom, 2.4 – 120
al
lubricating oil system, 2.4 – 6 piston ring height clearance

starting air system, 2.4 – 8 compression ring 1 and 2, 2.4 – 120
oil scraper ring, 2.4 – 120
rn
Maintenance schedule, procedure, 2.4 – 4

sleeve bearing, 2.4 – 116
Maintenance tools, see tools, 2.4 – 17 small end bore, 2.4 – 120
te
Marks on the flywheel, 0.0 – 5 valve burn–off area, 2.4 – 121

valve drive, 2.4 – 123
Mounting, oil pump, 1.2 – 14 valve guide inner diameter, 2.4 – 121
In
Multiduct, 1.5 – 11 valve stem diameter, 2.4 – 121
O
Oil flow
camshaft, 1.2 – 10
connecting rod, 1.2 – 5
engine, 1.2 – 3
engine top side, 1.2 – 10
gear drive, 1.2 – 8
HP fuel pump drive, 1.2 – 10
main bearing, 1.2 – 5
piston, 1.2 – 6
turbocharger, 1.2 – 9
valve drive, 1.2 – 10
Oil flow actuator drive, 1.2 – 11
Operating
data, 1.0 – 4
hand–operated hydraulic pump, 2.4 – 82
pneumatic hydraulic pump, 2.4 – 76
problems, 2.3 – 26
ii– 6
Manual
Operating instructions, starting air system, 1.3 – 7 Starting air system, trouble shooting, 1.3 – 9
Operating range, 2.3 – 17 Stop
Output, engine, 1.0 – 3 final stop, actions, 2.3 – 39
local, 1.6 – 9
manual, 1.6 – 9
mechanism check, 1.6 – 9
P remote, 1.6 – 9
Piston Stop mechanism, 1.6 – 9, 1.8 – 11, 1.8 – 12, 1.8
description, 2.6 – 6 – 13
inspection and maintenance, 2.6 – 17 Suction air filtration, quality, 1.5 – 2
Pneumatic hydraulic pump, operating, 2.4 – 76
Preheating, 2.3 – 3
Pressure control unit, 1.2 – 16
T
ly
maintenance, 1.2 – 16 TDC, 0.0 – 4
Pump inspection and assembling, 1.2 – 14 at firing, 0.0 – 4
on
at scavenging, 0.0 – 4
Terminology, 0.0 – 3, 0.0 – 7
R Thermostatic valve
e
cooling water, 1.4 – 4
Restrictions
oil, 1.2 – 20
us
low load and idling, 2.3 – 13

operation, 1.4 – 5
operation at excessive suction air temperature,
2.3 – 13
trouble shooting, 1.2 – 21, 1.4 – 5
Rules for inspection and maintenance, 2.4 – 2
al
Thermostatic valve cooling water, maintenance, 1.4

Rules for maintenance and inspection – 5
general, 2.4 – 2
rn
Thrust collars / axial thrust rings, inspection, 2.5 –

last check, 2.4 – 3 18
mounting, 2.4 – 3
te
removal, 2.4 – 3 Tightening torque

camshaft and valve drive, 2.4 – 105
Running–in, 2.3 – 20 control system components, 2.4 – 95
In
cooling water system components, 2.4 – 93

crankshaft, connecting rod, piston, 2.4 – 97
S cylinder head with valves, 2.4 – 102
engine block with bearings, 2.4 – 96
Safety general table, 2.4 – 112
aspects, 2.4 – 2 injection system components, 2.4 – 108
instructions hydraulic tools, 2.4 – 82 lubricating oil system components, 2.4 – 91
valves crankcase, 2.5 – 25
Timing fuel injection, checking, 2.9 – 9
Sampling valve, oil, 1.2 – 29
Tolerances
Sealing set, push rod, renewal, 2.9 – 15 bearings, 2.4 – 116
Speed control system, 1.6 – 3, 1.8 – 4 big end bearing, 2.4 – 118
camshaft bearing, 2.4 – 118
Start Cooling water pump, 2.4 – 117
after a normal stop, 2.3 – 7 cylinder head with valves, 2.4 – 121
after overhaul, 2.3 – 8 cylinder liner, 2.4 – 120
emergency, 2.3 – 10 driving gear, 2.4 – 122
local, 2.3 – 5 governor drive, 2.4 – 124
putting the engine into operation, 2.3 – 3
injection system, 2.4 – 125
remote or automatic, 2.3 – 6
lubricating oil pump, 2.4 – 117
Start stop system main bearing, 2.4 – 118
maintenance, 1.3 – 8 piston, 2.4 – 120
principle working, engine stop, 1.3 – 4 valve drive, 2.4 – 123
ii– 7
Manual
Tools Valve drive mechanism, 2.8 – 14

camshaft and valve drive mechanism, 2.4 – 61 assembling, 2.8 – 17
crankshaft, connecting rod, piston, liner, 2.4 – 41 removing, 2.8 – 15
cylinder head with valves, 2.4 – 51 Valve guide
engine block with main bearings, 2.4 – 36 extracting, 2.7 – 23
exhaust gas and charge air system, 2.4 – 35 mounting, 2.7 – 23
fuel system, 2.4 – 31
injection system, 2.4 – 67 Valve lifting gear inspection, 2.8 – 16
lubricating oil system, 2.4 – 34 Valve rotators, 2.7 – 25
miscellaneous, 2.4 – 25
Valve seat
Top dead centre, 0.0 – 4 blueing test, 2.7 – 19
checks and reconditioning, 2.7 – 19
Torque spanner, use of, 2.4 – 88
machine grinding, 2.7 – 19
Trouble and possible reason, 2.3 – 26 Valves
ly
Trouble shooting, starting air system, 1.3 – 9
checks and reconditioning, 2.7 – 19
Turbocharger, 1.5 – 16 removing, 2.7 – 17
on
cleaning devices, 1.5 – 16
compressor side cleaning, 1.5 – 17 Vibration damper crankshaft
maintenance, 1.5 – 16 liquid sampling, 2.6 – 30
turbine cleaning , procedure, 1.5 – 20 maintenance, 2.6 – 29
e
turbine side cleaning, 1.5 – 18 Viscosity, conversion diagram, 0.2 – 10, 1.0 – 6,
1.0 – 8
us
Turning gear, 2.6 – 32

lubricating oil, 0.2 – 20
W
al
V Water flow
rn
Valve clearance, adjusting, 2.7 – 14 liner to cylinder head, 1.4 – 3

te
In
ii– 8

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be copied nor communicated to a third person.

Wärtsilä Italia S.p.A.

© Copyright by Wärtsilä Corporation

form or by any means (electronic, mechanical, graphic, photocopying, recording,

THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE

SALES SUPPORT TECHNICAL SERVICE

North, Central and East Europe Wärtsilä 64 engines

Americas Wärtsilä 38B engines

Middle East and South Asia Wärtsilä 26 engines

Southern Europe and Africa Sulzer Z engines

Italy GMT engines

The list of Wärtsilä Network companies is available at

• Description of main engine parts

• Description of the various gas-, fluid- and control systems

Spare Parts Catalogue

Record Book of Engine Parameters

Mechanical training solutions

MECHANICAL TRAINING FACILITIES

on • Wärtsilä W38B conventional and CR

• Complete sets of specific engine tools.

STANDARD WÄRTSILÄ ENGINE COMMON RAIL SYSTEMS

Engine Design and Function Based on a W38B training course

Understand design and function of main components.

Engine automation and control training solutions

* Note: The type of the Governor used for the course

Introduction WECS 2000 introduction WECS 7000 introduction · UNIC introduction

Option 1: Woodward Main Components. Main Functions. Main Functions.

Woodward Hands on: Instructions. Wiring Diagram. Wiring Diagram.

Wärtsilä Italia Services

0.0. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 1

0.1. Risk Reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 1

0.1.5.5. Cooling water additives, nitrite based . . . . . . . . . . . . . . . . . . . . 0.1 – 14

0.1.5.8. Fluoride rubber products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 – 17

0.2. Fuel, lubricating oil, cooling water . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 1

0.2.1.1. HFO engines running on distillate uels* . . . . . . . . . . . . . . . . . . 0.2 – 2

0.2.2.2. Crude oil quality* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2 – 5

1.0. Main Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 1

1.0.2. Engine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 3

1.1. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 1

1.2. Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 1

1.3. Starting Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 1

1.3.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 5

1.3.4. Operating instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 7

1.3.5. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 8

1.3.6. Trouble shooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 9

1.4. Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 1

1.5. Charge Air and Exhaust Gas System . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 1

1.5.4.2. Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 5

1.6.3.1. Load indication HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 6

control shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 8

1.6.3.5. Checking actuator stop position . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 10

1.6.3.7. Mounting of the actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 11

1.7. Automation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7– 1

1.8. Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 1

1.8.2. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 – 3

2.3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 1

2.3.2.8. Emergency start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 10

2.3.3.3. Maintenance points during operations . . . . . . . . . . . . . . . . . . . . 2.3 – 16

2.3.3.5. Measurement of cylinder pressure . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 19

2.3.4. Frequency setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 21

2.3.4.2. Rated Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 21

2.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 1

2.4.2.3. Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 34