Sulzer Za40s

ZA40S Maintenance 0000--1/A1
For Particular Attention
This manual is put at the disposal of the recipient solely for use in connection with the corresponding type of Sulzer
diesel engine.
It has always to be treated as confidential.
The intellectual property regarding any and all of the contents of this manual, particularly the copyright, remains with
Wärtsilä Italia S.p.A. This document and parts thereof must not be reproduced or copied without their written permis-
sion, and the contents thereof must not be imparted to a third party nor be used for any unauthorized purpose.
Before the operator intends to use the engine or before maintenance work is undertaken, the Operating Instructions or
the Maintenance Manual respectively is to be read carefully.
To ensure the best efficiency, reliability and lifetime of the engine and its components, only original spare parts should be
used.
It is to be ensured as well that all equipment and tools for maintenance are in good condition.
The extent of any supplies and services is determined exclusively by the relevant supply contract.
The data, instructions and graphical illustrations etc. in this manual are based on drawings made by Wärtsilä Italia S.p.A.
and correspond to the actual standard at the time of printing (year of printing is indicated on title page).
Those specifications and recommendations of the classification societies which are essential for the design have been
considered therein. It must be recognized that such data, instructions and graphical illustrations may be subject to
changes due to further development, widened experience or any other reason.
This manual is primarily intended for use by the engine operating and maintenance personnel. It is assumed that it will
always be at the disposal of such personnel for the operation of the engines and/or for the required maintenance work.
This manual has been prepared on the assumption that operation and maintenance of the engines concerned will always
be carried out by personnel having the special knowledge, training and qualifications needed to handle in a workman-
like manner diesel engines of the corresponding size, the associated auxiliary equipment, as well as fuel and other oper-
ating media.
Therefore, generally applicable rules, which may also concern such items as protection against danger, are specified in
this manual in exceptional cases only. It must be assumed that the operating and maintenance personnel are familiar
with the rules concerned.
This manual has been prepared to the best knowledge and ability of its authors. However, neither Wärtsilä Italia S.p.A.
nor their employees assume any liability --- under any legal aspect whatsoever --- in connection with this manual, its
contents, or modifications to it or in connection with its use, including possible negligence.
Further, claims relating to any damage whatsoever or claims of other nature such as demands for additional spares
supplies, service or others will not be considered.
Wärtsilä Italia S.p.A.

Bagnoli della Rosandra, 334
34018 San Dorligo della Valle
Trieste, Italy
Wärtsilä Italia S.p.A. 1 z 03.04

Foreword
The instructions contained in this Maintenance Manual are meant to contribute towards correctly handled mainte-
nance work to be carried out at specific intervals.
It has been assumed that the staff put in charge of such work possesses the required mechanical knowledge and practice.
Indications on the engine operation as well as the description of the function of specific systems are contained in the
Operating Instructions. In this manual you can find also under group 0010---1 and 0040---1 explanations to the lay-out
and use of the Operating Instructions as well as of the Maintenance Manual.
More detailed instructions on the operation and maintenance of components from sub-suppliers can be gathered from
the instruction leaflets of the respective manufacturers.
Outside makes are, for example, such engine components which are not manufactured in accordance with drawings of
The Maintenance Manual is subdivided into the following main divisions:
--- General guidelines for maintenance

--- Maintenance schedule
--- Clearance and wear tables, tightening values of screwed connections, masses (weights), seal rings
--- Design groups
--- Tools list
Comments on these divisions:

The ’General Guidelines for Maintenance’ contain, in addition to recommendations on precautions to be taken, also
hints on the work to be carried out.
In the ’Maintenance Schedule’ guiding values are given on intervals in which specified maintenance work or servicing
should be carried out.
The ’Tables’ inform about normal and maximum permissible clearances and on the tightening values of important
screwed connections, weights of individual engine components as well as the type and use of various sealing rings.
The ’Normal Clearances’ listed in the clearance and wear table group 0352---1 correspond to design and manufacturing
values or to the settings on the new engine.
The laid down maximum clearances or max/min. dimensions are such values as may be reached after a lengthy operating
period, which however may not be allowed to be exceeded or fall below. On components where the clearance is adjust-
able by modifying the thickness of shims, discs, spacers etc. the value given as ’Normal Clearance’ should always be ar-
rived at, or striven to attain. Where this is not possible, worn parts must be replaced by standard new ones or recondi-
tioned by suitable material buildup.
If, during an overhaul, clearances are measured which have almost reached the permissible limit, it must be left to indi-
vidual judgement to decide whether a component part should be replaced or remain fitted till the next overhaul. This
depends for example on the duration of the next operation period till the next overhaul and what wear has to be expected
based on experience made.
Detailed instructions are given in the ’Design Groups’ on the procedure of maintenance work on certain engine parts.
The ’Tools List’ is a compilation of tools and devices required for the maintenance work and which are, as a rule, supplied
along with the engine.
Indications in the text and illustrations in this manual correspond to the status at the time of printing. Modifications are
taken into consideration in re-prints.

ZA40S Maintenance 0003–2/A1
General Guidelines for Maintenance
Criteria for the Replacement of Bearing Shells
For the crankshaft main bearings as well as for the connecting rod bottom end bearings, bearing shells of the following
production types are used:
- Aluminium bearings with running layer No. 212.*)
- "Rillenlager" grooved bearings with running layer No. 336
For easy identification of the bearing shell type, their front faces are correspondingly marked (see Fig. 'A'). The last three
digits of the marking indicate the running layer of the bearing shell.
95.7183
Depending on operating conditions, the running layer of a bearing is subjected to more or less wear.
Bearings are therefore considered as wear parts, and depending on operating conditions must be replaced sooner or
later. In order to ensure a trouble free operation and a long life of the bearings, the following points must be observed:
- Optimum lubrication of the bearings, prior to starting and while operating the engine.
- Optimum treatment of the lubricating oil by centrifuging.
- Perfectly working oil filters.
- Through cleaning of the crankcase after overhaul work, and adequately long flushing through of the oil piping system.
- Plugging the oil drillings in the crankshaft during overhaul work on the connecting rod bottom end bearing.
Remark *) Crankshaft main bearings as well as connecting rod bottom end bearings with a running layer
No. 212 should be used for engines with a nominal output of more than 660 kW per cylinder.
Wärtsilä Switzerland Ltd 1 1995

0003–2/A1 Maintenance ZA40S
Criteria for the replacement of bearing shells
The following indications should facilitate a decision whether a bearing shell has to be replaced or can be fitted again for
further use. It is of paramount importance that in case of a refitting of used shells, they are installed in the same place i.e.
in the same bearing saddle or connecting rod as well as shaft journal, whereby the bearing shell should clamp lightly in
the saddle bore when assembling.
Before assembling a bearing shell its expanded dimension L1 and L2 (Fig. 'B') are to be measured. If a smaller dimension
is established than the values mentioned in Fig. 'B', the bearing shell is to be exchanged.
a) Aluminium bearing No. 212

A bearing shell with the above running layer No. may be refitted provided:
1. The wear lies within the tolerance (see Fig. 'B').
2. The running surface and contact surface are good.
3. Only individual scratches or isolated beddedin dirt traces are observed in the running surface.
A bearing shell with the above running layer No. must be replaced if:
1. The wear in the bearing centre lies outside the tolerance (see Fig. 'B').
2. The running surface is rough or damaged.
3. The running surface contains several grooves and several dirt indentations.
B Main bearing shells Bottom end bearing shells
L1
15mm
15mm
95.7184
L2
Wear limit: d0 – d1 = max. 0.07 mm d2 – d3 = max. 0.10 mm

Expanded dimension: L1 = min. 370 mm L2 = min. 365 mm
Additional criteria: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shell has to clamp
in bottom end bore.
8.96 / L-Mot. 2 Wärtsilä Switzerland Ltd

b) "Rillenlager" grooved bearing No. 336

The bearing surfaces of a new grooved bearing shell correspond with the values given in Fig. 'C'. However, these values
are only meant as a general guide. The groove shape and dimensions may differ from one supplier to another.
C
20 – 33% Aluminium web 33%
80 – 67% Overlay 67%
Nickel barrier layer
95.7185
The following criteria are applicable for the replacement of grooved shells
- A bearing shell must be replaced when, on the max. loaded area of the running surface, the Alweb has increased by
75% (see Fig. 'D'). This does not apply to running surface sections which show some wear caused during runningin by
small directional faults.
Aluminium
175%
Overlay
100%
95.7186

- Should the overlay be worn from its grooves on more than 30% of the complete running surface, then a new bearing
shell must be fitted (Fig. 'E').
Aluminium
Missing overlay
or
95.7187
- Should, in a surface without overlay, 10% of the Alwebs be worn such that their width has increased by more than
75%, then a new bearing shell must be fitted.
- Should the Alwebs on either or both sides of the bearing be fully worn on a width of over 8 mm, then the bearing shell
must be replaced.
- Should the overlay be worn out of its grooves on either or both sides by more than 15% of the full running width, then
the bearing shell must be replaced.
Remark If cavitation traces are noticed ink the bearing shells of the connecting rod bottom end bearing as
depicted in Fig. 'F' then such bearing shells may again be fitted for reuse; provided however that the
bearing shells show none of the above mentioned wear limits.
Upper shell Lower shell

F
95.7188
1995 4 Wärtsilä Switzerland Ltd

ZA40S Operation 0010--1/A1
General
Foreword
1. Summary
The documentation for this Diesel engine type comprises the following books and publications:
--- Operating Manual
This contains information covering engine operation, the required operating media (oil, water and
fuel), as well as a description of the function of specific systems.
--- Maintenance Manual
This contains, in addition to the maintenance diagrams, information covering specific dismantling and
assembly work necessary for engine maintenance.
It contains furthermore a masses (weight) table of certain individual parts, a clearance table, a list of
rubber / O-rings, tightening values for important screwed connections and a tools list.
--- Code Book (spare parts catalogue)
In this book all parts are marked with a code number by which they can be ordered from the engine
supplier. Such spare parts are to be ordered exclusively from this book.
--- Documentation for bought-out items
Separate publications are provided for those items on the engine supplied by outside manufacturers,
such as turbocharger, governor, torsional vibration damper, etc. In most cases these can also be used as
a spare parts catalogue.
--- Records and drawings
With the first delivery of the documentation, the setting tables, shop trial documents and surveyor’s
certificates of the engine concerned as well as schematic diagrams are also supplied.
2. Structure of the manuals

Generally the manuals have to be regarded as ”B a s i c M a n u a l s” i.e. they describe particularly the standard engine
with all cylinder numbers, alternative design executions and special equipment.
As a rule, in the case of alternative design executions their descriptions have been distributed in separate groups and
clearly designated by the respective alternative names. This, on one hand, allows quickly to find with certainty the respec-
tive passages, on the other hand it allows the later removal of sheets of not supplied alternatives and special executions.
Further indications can be found under the section ’Explanation on the Use of the Operating Manual’ group 0040---1.
3. Repeat-order of technical documentation

Analogous with the continuing development of the engines the documentation is continually being brought up to date.
This means that in a later ordered manual for the same engine, text and designations may no longer coincide in every
way.
Independent of this, however, important information and improvements are brought to the customer’s notice by the
’Service Bulletin’ so that the relevant part of any development should already be known.
When ordering documentation at a later stage for engines which are already in operation since several years, the follo-
wing details are basically required:
1. Engine type, year built and engine manufacturer
2. Name of motor ship or site of installation
3. Cylinder or engine number
4. Special equipment
5. Number of the Operating Manual, Maintenance Manual or Code Book.

ZA40S Operation 0020–1/A1
Table of Contents
Table of Contents
Group 0
For Particular Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000-1/A1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010-1/A1
Foreword
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0020-1/A1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0040-1/A1
Explanations on the Use of the Operating Manual and Cross Section
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0050-1/A1
Short Description in Key Words
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0060-1/A1
Working Principle of the FourStroke Diesel Engine
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0070-1/A1
Interrelationship between Engine and Propeller
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0080-1/A1
Numbering of Cylinders, Bearings and Engine Sides Interpretation
Operating Media . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0100-1/A1

Diesel Engine Fuels
Lubricating Oils
Cooling Water / Cooling Water Treatment
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0200-1/A1
Safety Precautions and Warnings (General Information)
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210-1/A1
Preparation for Starting after a Long Stoppage . . . . . . . . . . . . . . . with External Cyl. Lubrication
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210-1/A2
Preparation for Starting after a Long Stoppage . . . . . . . . . . . . . . . with Internal Cyl. Lubrication
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0215-1/A1
Preparing the Fuel System
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0220-1/A1
Starting the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with Pneumatic Speed Setting
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0220-1/A2
Starting the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with Electric Speed Setting
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0225-1/A1
Normal Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with External Cyl. Lubrication
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0225-1/A2
Normal Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with Internal Cyl. Lubrication
Operating Data Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0230-1/A2
Pressure, Temperature, Alarms & Safeguards . . . . . . . . . . . . . . . . TwoStage Charge Air Cooler
Operating Data Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0230-2/A1
Recommended Charge Air Temperature Range
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0235-1/A1
Manoeuvring and Operation at Low Load
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0240-1/A1
Operation at Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with External Cyl. Lubrication
Wärtsilä Switzerland Ltd 1 7.00

0020–1/A1 Operation
ZA40S
Table of Contents
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0240-1/A2
Operation at Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with Internal Cyl. Lubrication
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250-1/A1
Operation with Heavy Fuel Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . for Single Engine Plant
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250-1/A2
Operation with Heavy Fuel Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . for Multi Engine Plant
Viscosity Temperature Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250-2/A1
Typical Values of Petroleum Fuel Oils
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260-1/A1
Shuttingdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with External Cyl. Lubrication
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260-1/A2
Shuttingdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with Internal Cyl. Lubrication
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0265-1/A1
Measures to be taken after a Shutdown
Special Measures in Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0300-1/A1
Runningin after Inspections or Overhauls . . . . . . . . . . . . . . . . . . . with External Cyl. Lubrication
Special Measures in Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0300-1/A2
Runningin after Inspections or Overhauls . . . . . . . . . . . . . . . . . . . with Internal Cyl. Lubrication
Operation under Abnormal Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0310-1/A1
With a Fuel Injection Pump Cut Out . . . . . . . . . . . . . . . . . . . . . . . . with External Cyl. Lubrication
or Driving Mechanism Removed
With a Fuel Injection Pump Cut Out . . . . . . . . . . . . . . . . . . . . . . . . with Internal Cyl. Lubrication
or Driving Mechanism Removed
Operation with Defective Charge Air Cooler
Operation with Defective Turbocharger
Operation with Defective Governor . . . . . . . . . . . . . . . . . . . . . . . . for Marine Propulsion
Measures for Prevention of Crankcase Explosions
Mooring Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0360-1/A1
After Major Overhauls
Operating Troubles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0400-1/A1
Failures and their Possible Causes
Group 1
Engine Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1001-1/A1
Oil Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1008-1/A1
Crankshaft Main Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1201-1/A1
Thrust Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1202-1/A1
Venting of the Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1601-1/A1
Covers and Safety Explosion Flap Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1603-1/A1
End Plate on Driving End . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1611-1/A1
7.00 2 Wärtsilä Switzerland Ltd

Table of Contents
Group 2
Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with External Cyl. Lubrication . . . . . 2105-1/A1
Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with Internal Cyl. Lubrication . . . . . . 2105-1/A2
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701-1/A1
Rocker Arms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2705-1/A1
Fuel Pressure Valve and High Pressure Fuel Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2716-1/A1
Fuel Injection Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2722-1/A1
Starting Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728-1/A1
Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2740-1/A1
Indicator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2745-1/A1
Inlet and Exhaust Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2750-1/A1
Group 3
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3101-1/A1
Torsional Vibration Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid Damper . . . . . . . . . . . . . . . . . . . 3130-1/A1
Torsional Vibration Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leaf Spring Damper . . . . . . . . . . . . . . 3130-1/A2
Turning Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3212-1/A1
Connecting Rod and Connecting Rod Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3301-1/A1
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3401-1/A1
MCR 660kW/Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with External Cyl. Lubrication
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3401-1/A2
MCR 720kW/Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with External Cyl. Lubrication
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3401-1/A3
MCR 720kW/Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with Internal Cyl. Lubrication
Piston Rings and Oil Scraper Rings . . . . . . . . . . . . . . . . . . . . . . . . with External Cyl. Lubrication . . . . . 3402-1/A1
Piston Rings and Oil Scraper Rings . . . . . . . . . . . . . . . . . . . . . . . . with Internal Cyl. Lubrication . . . . . . 3402-1/A2
Group 4
Camshaft Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4101-1/A1
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4201-1/A1
Cams for Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4211-1/A1
Camshaft Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4216-1/A1
Starting Air Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NonReversible Engine . . . . . . . . . . . 4301-1/A1
Starting Air Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with Control Disc . . . . . . . . . . . . . . . . 4301-1/A2
Automatic Starting Air Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4304-1/A1
Valve Drive Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4401-1/A1
Control Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4603-1/A1
Shut down Servomotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4612-1/A1
Tachogenerator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4901-1/A1
Remote Load Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4910-1/A1
Feedback Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4913-1/A1
Wärtsilä Switzerland Ltd 3 V-Mot. / 7.00

ZA40S
Table of Contents
Group 5
Speed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5101-1/A1
Speed Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WOODWARD PGA58 / PGAEG58
Speed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5101-1/A2
Speed Control System (Electronic) . . . . . . . . . . . . . . . . . . . . . . . . . WOODWARD DCS 723 with PGAEG58
Speed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5101-1/A3
Speed Control System (Electronic) . . . . . . . . . . . . . . . . . . . . . . . . . ABB DEGO II with ASAC 70
Speed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5101-1/A4
Speed Control System (Electronic) . . . . . . . . . . . . . . . . . . . . . . . . . WOODWARD 721 with PGGEG58
Speed Governor Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . for WOODWARD Governors . . . . . 5105-1/A1
Safety Cutout Device and Fuel Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5303-1/A1
Fuel Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5501-1/A1
Regulating Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5803-1/A1
Group 6
Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6500-1/A1
Measuring Point for the Exhaust Gas Back Pressure . . . . . . . . . . for VTR Turbocharger . . . . . . . . . . . . 6501-1/A1
Measuring Point for the Exhaust Gas Back Pressure . . . . . . . . . . for TPL Turbocharger . . . . . . . . . . . . 6501-1/A2
Charge Air Cooler and Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . TwoStage Charge Air Cooler . . . . . . 6601-1/A2
Air Suction Bend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6701-1/A1
Charge Air Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6730-1/A1
Charge Air WasteGate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6735-1/A1
Group 7
EngineDriven Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7005-1/A1
Lubricating Oil Pump with Pressure Relief Valve . . . . . . . . . . . . . EngineDriven Pumps . . . . . . . . . . . . 7103-1/A1
Cylinder Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7200-1/A1
Cylinder Lubricator Drive and Adjustments . . . . . . . . . . . . . . . . . . with External Cyl. Lubrication
Cylinder Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with Internal Cyl. Lubrication . . . . . . 7200-1/A2
Fuel Booster Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EngineDriven Pumps . . . . . . . . . . . . 7403-1/A1
Cylinder Cooling Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EngineDriven Pumps . . . . . . . . . . . . 7505-1/A1
Raw Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EngineDriven Pumps . . . . . . . . . . . . 7506-1/A1
Fuel Valve Cooling Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . EngineDriven Pumps . . . . . . . . . . . . 7507-1/A1
Group 8
Lubricating Oil Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with External Cyl. Lubrication . . . . . 8016-1/A1
Lubricating Oil Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with Internal Cyl. Lubrication . . . . . . 8016-1/A2
Lubricating Oil Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with TPL Turbocharger . . . . . . . . . . . 8016-1/A3
Cooling Water Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TwoStage Charge Air Cooler . . . . . . 8017-1/A2
Cooling Water Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with TPL Turbocharger . . . . . . . . . . . 8017-1/A3
Starting Air Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8018-1/A1
Fuel Oil Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . for Single Engine Plant . . . . . . . . . . . 8019-1/A1
Fuel Oil Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . for Multi Engine Plant . . . . . . . . . . . . 8019-1/A2
Exhaust Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single Pipe Exhaust System . . . . . . . . 8100-1/A1
7.00 / V-Mot. 4 Wärtsilä Switzerland Ltd

Table of Contents
Exhaust Gas WasteGate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8136-1/A1

Cleaning the Turbocharger in Operation (ABB VTR...4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8339-1/A1
Group 9
Instrument Panel on the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9217-1/A1
Oil Mist Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GRAVINER Oil Mist Detector . . . . 9314-1/A1
Oil Mist Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCHALLER Oil Mist Detector . . . . 9314-1/A2
Main Bearing Temperature Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9316-1/A1
Wärtsilä Switzerland Ltd 5 V-Mot / 7.00

Numbering of Bearings and Cylinders, as well as Definition of Engine Sides
Turbocharger Crankshaft Main Bearing Bearing Number

FUEL PUMP SIDE
1 2 3 4 5 6 7
DRIVING END
FREE END
1 2 3 4 5 6
EXHAUST SIDE
Thrust Bearing Camshaft Driving Wheel Cylinder Number Turbocharger
Exhaust valve Inlet valve

FUEL PUMP SIDE FUEL PUMP SIDE
DRIVING END
FREE END

EXHAUST SIDE EXHAUST SIDE
DIRECTION OF ROTATION VIEWED FROM DRIVING END
Camshaft
Crankshaft
95.7364
CLOCKWISE ROTATION ANTI-CLOCKWISE ROTATION
Wärtsilä Switzerland Ltd 1 L-Mot. / 1995

Inspection / Service Intervals and Service Life of Engine Components
Expected inspection and service lifetimes
As already mentioned in group 0003-1, the recommended intervals in the maintenance schedule, group 0030-1 serve
only as general g u i d a n c e.
The actually applicable intervals or lifetimes depend on the following points:
- Quality of fuel and lubricating oils (group 0356-1 of the Operating Instructions)
- Environmental and operating conditions
- Fuel and lubricating oil care
- Maintenance work
- Use of genuine spare parts
- Engine load factor
The actual service intervals are to be determined according to the actual operating conditions.
Expected service life of engine components operating on heavy fuel oil
Operating hours
Fuel nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8'000
Inlet valve and valve seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24'000 - 36'000
Exhaust valve and valve seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24'000 - 36'000 *)
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48'000 - 60'000
Piston rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12'000
Oil scraper rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12'000
Piston ring groove (rechroming) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36'000 - 48'000
Rotating mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48'000 - 60'000
Top end (spherical) bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48'000 - 60'000
Bottom end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24'000 - 36'000
Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24'000 - 36'000
Fuel pump plunger and guide bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24'000 - 36'000
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48'000 - 60'000
Remark *) Depending on actual fuel and lube oil operating conditions.

Maintenance Schedule (for Engines Operating on Heavy Fuel Oil)
Inspection and Overhaul Intervals (Guidelines)
Component Work to be carried out Group Intervals
Group 0
Low and high tempera- - Check water level . . . . . . . . . . . . . . . . . . . . . . daily
ture water circuit as well - Check pressure, temperature, flow rate and daily
as injector nozzle cooling deviation of temperature
system
- Determine cooling water quality as well as quarterly
concentration of inhibitor and PH-value
(follow instructions of inhibitor manufactur-
ers)
- Clean cooling system . . . . . . . . . . . . . . . . . . . as required
Sea-water cooling system - Check pressure, temperature, flow rate and daily
(only if provided with) deviation of temperature
- Clean cooling system . . . . . . . . . . . . . . . . . . . as required
Engine lubricating oil - Check oil level and when necessary top up . . daily
- Check pressure, temperature, flow rate and daily
deviation of temperature
- Check the proper function of lube oil separa- daily
tors and of lube oil filter
- Take oil sample for laboratory analysis . . . . . 0356---1 2’000 op. hours
( = operating hours)
Lubricating oil for speed - Check contamination and oil level, when nec- daily
governor and turbochar- essary top up
ger
- Oil change . . . . . . . . . . . . . . . . . . . . . . . . . . . . according to instruc-
tions of manufactu-
rer
Fuel oil system - Check pressure, temperature, flow rate and daily
regulation of viscosity
- Check the proper function of fuel oil separa- daily
tors and of fuel oil filter
- Take fuel oil sample for laboratory analysis at every bunkering
(important for the selection of the correct or as required
engine lubricating oil)
Starting air system - Drain air receivers . . . . . . . . . . . . . . . . . . . . . daily

(or check water separator)
- Check air compressor . . . . . . . . . . . . . . . . . . . weekly
Control air system - Check pressure . . . . . . . . . . . . . . . . . . . . . . . . daily

- Check air drier and filter . . . . . . . . . . . . . . . . weekly
Wärtsilä Italia S.p.A. 1 1995

0030--1/A1 Maintenance ZA40S
Safety system - Check safety system and its proper function monthly
Monitoring system - Check proper function of all transmitters and half yearly
their setting values
Engine control and - Check all functions . . . . . . . . . . . . . . . . . . . . . half yearly

remote control according to Operating Instructions
Engine data - Compare all engine data with the official monthly
shop trial documents
Group 1
Foundation bolts - Check tightness, re-tighten bolts if necessary yearly
Engine housing - Replace cylinder head studs . . . . . . . . . . . . . . 1001-1 as required
Crankshaft main bear- - Check condition of bearing shells (random in- 1201-1 12’000 op. hours
ing spection). Within a period of 4 to 5 years all according to classifi-
bearing shells should have been inspected (at cation society
least once)
Crankshaft thrust bear- - Check condition of the bearing shells and the 1202-1 12’000 op. hours
ing thrust ring halves acc. to class. society
- Check axial clearance . . . . . . . . . . . . . . . . . . . 8’000-12’000

operating hours
acc. to class. society
Charge air space - Drain off water (where no permanent water daily
drainage is installed)
- Check permanent water drainage . . . . . . . . . daily
Crankcase - Check all screwed fastenings and locking de- as required

vices
- Visual inspection, incl. all screwed fastenings half yearly
(on new or recently overhauled engines, first
time after about 500 running hours)
Group 2
Cylinder liner - Measure wear and grind off wear ridge . . . . 2105-1 12’000 op. hours
- Check cooling water space by removing one 2105-2 12’000 op. hours
cylinder liner
- Check condition of running surface . . . . . . . 12’000 op. hours
- Replace O-rings . . . . . . . . . . . . . . . . . . . . . . . 24’000 op. hours
or as required
- Replace antipolishing ring (APR)
(only for engines with APR) . . . . . . . . . . . . . 12’000 op. hours
06.02 2 Wärtsilä Italia S.p.A.

Cylinder head - Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701---1

7 12’000 op. hours
- Re-grind valve seats . . . . . . . . . . . . . . . . . . . . 12’000 op. hours
- Overhaul relief valve, adjust blow-off pressure as required
- Measure valve guides . . . . . . . . . . . . . . . . . . . 12’000 op. hours
- Fit new O-rings for valve guides . . . . . . . . . . 12’000 op. hours
- Replace O-rings for exhaust valve seats . . . . 24’000 op. hours
- Possibly replace inlet and exhaust valve seats as or as required

well as valve guides as required
- Check condition of valve rotating mechanism 12’000 op. hours
Rocker arm - Check bearing bushes and pins, determine 2705---1 12’000 op. hours
clearances
High pressure fuel pipes - Check, if necessary overhaul . . . . . . . . . . . . . 2716---1 12’000 op. hours
Fuel delivery valves - Check, if necessary overhaul . . . . . . . . . . . . . 12’000 op. hours
Inlet valves - Overhaul, if necessary re-grind seat surfaces by 2720---1, 2 12’000 op. hours
machining acc. to class. society
- Check valves spindle . . . . . . . . . . . . . . . . . . . . 12’000 op. hours
Exhaust valves - Overhaul, if necessary re-grind seat surfaces by 2720---1, 2 12’000 op. hours
machining (ev. 6’000 operating
hours, depending on
operating condition)
- Check valves spindle . . . . . . . . . . . . . . . . . . . . 12’000 op. hours
Fuel injection valve - Check spray pattern, opening pressure and 2722---1
3 6’000 op. hours
check against leakage
- Overhaul injection nozzles or nozzle holder if as required
necessary
Starting air valves - Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728---1 12’000 op. hours

Group 3
Crankshaft - Check crank deflections . . . . . . . . . . . . . . . . . 3101---1 half yearly

Counterweights on - Visual inspection of screwed fastenings . . . . 3101---3 yearly

crankshaft - Check waisted studs with hydr. jacks for cor- as required
rect pre-tensioning and if necessary re-tighten
nuts
Torsional vibration - Fluid damper: . . . . . . . . . . . . . . . . . . . . . . . . . 3130---1

damper Take silicon fluid sample and have it tested (4201---1) first time after
(based on the results of the first sample, the 12’000 op. hours
interval for taking further samples will be de-
cided)
- Spring damper:
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30’000 op. hours
Turning gear - Check oil level . . . . . . . . . . . . . . . . . . . . . . . . . 3212---1 before each start
- Perform oil change . . . . . . . . . . . . . . . . . . . . . 24’000 op. hours
Crankpin bearing - Check condition of bearing shell (random in- 3302---1, 2 12’000 op. hours
spection). acc. to class. society
Within a period of 4 to 5 years all bearing
shells should have been inspected (at least
once)
Rotating piston - Remove all pistons and overhaul. Measure pis- 3401---1, 2 12’000 op. hours
ton ring grooves. Record condition of piston
crown, piston rings, piston ring grooves and
piston skirt
- Dismantle piston, inspect cooling spaces and 24’000 op. hours
top end bearing
Piston rings and - Remove and replace by new rings . . . . . . . . . 3402---1 at each piston over-
oil scraper rings haul
Group 4
Camshaft drive - Inspect condition of gear teeth and measure 4101---1 yearly
tooth backlash
Camshaft - Inspect condition of cams . . . . . . . . . . . . . . . 4201---1 6’000 op. hours,

or once a year, or
whenever opportune
12’000 op. hours

- Random inspection of some camshaft bearings
yearly
- Check axial clearance . . . . . . . . . . . . . . . . . . .
1995 4 Wärtsilä Italia S.p.A.

Starting air distributor - Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4301---1 24’000 op. hours
Starting air shut-off - Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4304---1 24’000 op. hours

valve
Pneumatic valves on the - Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24’000 op. hours,

engine 12’000 op. hours
with poor air quality
Inlet and exhaust valve - Adjust valve clearances . . . . . . . . . . . . . . . . . 4401---1, 2 6’000 op. hours
actuating gear (for new or just overhauled engines first af-
ter about 150 operating hours)
- Dismantle at random a few actuating gear 12’000 op. hours
housings and check individual components
Reversing servomotor - Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4500---1 24’000 op. hours

(only for reversible en-
gines)
Fuel injection pump reg- - Check freedom of movement . . . . . . . . . . . . 4501---1 monthly

ulating linkage - Overhaul elastic rod . . . . . . . . . . . . . . . . . . . . as required
Cut-out servomotor - Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4612---1 24’000 op. hours
Group 5
Speed governor - Perform oil change . . . . . . . . . . . . . . . . . . . . . 5101---1

3 half yearly
(follow maker’s instructions)
Governor drive - Check gear wheels . . . . . . . . . . . . . . . . . . . . . 5105---1 yearly

- Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24’000 op. hours
Mechanical overspeed - Check function . . . . . . . . . . . . . . . . . . . . . . . . 5303---1 monthly

trip and safety cut-out - Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24’000 op. hours
device
Fuel injection pump - Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5501---1 24’000 op. hours
as required
- Adjust setting on engine . . . . . . . . . . . . . . . . . 5501---2 12’000 op. hours or

as required

Group 6
Exhaust gas turbochar- - Cleaning in service *) . . . . . . . . . . . . . . . . . . . 6501---1

ger
a) blower wet cleaning *) . . . . . . . . . . . . . . . . daily
b) turbine wet cleaning *) . . . . . . . . . . . . . . . weekly, one to three
times
c) turbine dry cleaning *) . . . . . . . . . . . . . . . . to be carried out ev-
ery one to three
days
- Perform oil change *) . . . . . . . . . . . . . . . . . . . *) follow instruc-

- Overhaul *) . . . . . . . . . . . . . . . . . . . . . . . . . . . tions of turbo-
charger maker
Charge air cooler - Cleaning in operation at service load . . . . . . weekly, one to three
(applies to engine with built-on washing times
system)
- Vent (where no permanent air vent is installed) 6601---1 daily
- Remove and clean . . . . . . . . . . . . . . . . . . . . . . when nP exceeds
limit. value stated in
group 0358---1 of the
Op. Instructions
Air filter on turbochar- - Check filter . . . . . . . . . . . . . . . . . . . . . . . . . . . half yearly
ger - Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . when nP exceeds
(following instructions of filter manufacturer) limit. value stated in
group 0358---1 of the
Op. Instructions
Flap to charge air by- - Functional check . . . . . . . . . . . . . . . . . . . . . . . 6730---1 half yearly

pass - Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
Charge air waste-gate - Functional check (variant ’A’) . . . . . . . . . . . . 6735---1 half yearly
- Functional check (variant ’B’) . . . . . . . . . . . . monthly
lubricate movable parts
- Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
Group 7
2) Lubricating oil pump - Check condition of gear teeth on driving gear 7101---1 1) yearly
wheel
- Overhaul pump . . . . . . . . . . . . . . . . . . . . . . . . 24’000---36’000
operating hours
2) Fuel booster pump - Check condition of gear teeth on driving gear 7102---1 1) yearly
wheel
- Overhaul pump . . . . . . . . . . . . . . . . . . . . . . . . 24’000---36’000
operating hours
2) Cylinder cooling wa- - Check condition of gear teeth on driving gear 7103---1 1) yearly
ter and raw water wheel
pump - Overhaul pump . . . . . . . . . . . . . . . . . . . . . . . . 24’000---36’000
operating hours
1995 6 Wärtsilä Italia S.p.A.

2) Fuel valve cooling wa- - Check condition of gear teeth on driving gear 7105---1 1) yearly
ter pump wheel
- Overhaul pump . . . . . . . . . . . . . . . . . . . . . . . . 24’000---36’000
operating hours
Remark:
2) Applies only to 1) For new engines
engines-driven pumps initially after
about 500 oper-
ating hours
SCAMATIC fine filter - Check function . . . . . . . . . . . . . . . . . . . . . . . . 7203---1

for cylinder lubricating a) On installations with continuous flow weekly
oil through the filter
b) On installations where oil flows through half yearly
the filter only when separator fails
- Dismantle and overhaul . . . . . . . . . . . . . . . . . yearly
Cylinder lubricating oil - Dismantle and overhaul . . . . . . . . . . . . . . . . . follow manufactur-

pump drive er’s instructions
Cylinder lubricating oil - Rinse casing . . . . . . . . . . . . . . . . . . . . . . . . . . . 7220---1 half yearly

pump
Group 8
Exhaust waste-gate - Function check . . . . . . . . . . . . . . . . . . . . . . . . 8136---1 half yearly

- Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
Starting air pipes - Overhaul flame traps and safety valves 8600---1 24’000---36’000
operating hours
Group 9
Oil mist detector - Check indicator lamp SYSTEM ON . . . . . . . daily

- Check function . . . . . . . . . . . . . . . . . . . . . . . . monthly
- Clean and overhaul . . . . . . . . . . . . . . . . . . . . . follow manufactur-
er’s instructions
Tools - Protect hydraulic pre-tensioning jacks from 9400---2 after each use, or
corrosion and dirt before storing
- Check proper function and its completeness yearly

Engine Cross Section
6501--1
4401--1
2705--1
2720--1
2
1001--1
2722--1
3
2701--1
7
2716--1
2728--1
5501--1
2
8600--1
2105--1
2
4401--1 3401--1
2
4211--1
4201--1
3402--1
6601--1
3302--2
3101--1
2
3302--1
3101--3
3302--2
1201--1
1201--1
2
95.7189
1995 / L-Mot. 8 z Wärtsilä Italia S.p.A.

General
Explanations on the Use of the Operating Manual and Cross Section
Contents
The Operating Manual called Operation for short, contains mainly descriptions and indications on the servicing of the
engine in operation, the required operating media (oil, water, air, fuel) as well as explanations of the function of specific
components and system.
The instructions on maintenance and overhauls are found in a separate book, the Maintenance Manual.
Structure and utilization
The individual groups with their illustration part are extensively distributed according to design groups.
In order to have group descriptions universally usable i.e. a module structure possible, the numbering has been arranged
in accordance with two points of view.
1. By one permanent group number plus a subdivision number:
e.g.: 0040-1
In this way crossindexes (see group . . . . - . ) are neutral within the description.
2. After the oblique stroke with a variable designation:
e.g.: /A1
A certain design execution and the attached number of an alternative is assigned to the letter.
Simultaneously such groups are clearly marked by a short variant designation arranged opposite the title.
The numbering for the pages takes place in the middle of the foot of the page, whereby the last page marks the end of the
group description and page number respectively, by a conclusion mark ().
Remarks refer to the complete group (see group . . . . - . ) within the texts, and not to individual pages.
Every page is provided with a footnote with the year of issue or the last modification (month + year) as well as with
additional remarks.
Where to find what
When looking for group descriptions consult first of all the table of contents 0020-1.
In the cross section illustration, important components have been marked with the group number where they can quickly
be found with their description. The sections further provide a general view of the design of the engine, which, depending
on specific executions, may differ slightly.
Cross section, see page 2.

0040–1/A1 Operation ZA40S
6500–1 8100–1
2705–1
2750–1 2728–1
2722–1
2701–1
2716–1 6601–1
5501–1
5803–1
4211–1
4401–1
4201–1
3401–1
4216–1
2105–1
3301–1
1001–1
1603–1
3101–1
1201–1
1008–1
96.7257
1996 / V-Mot. 2 Wärtsilä Switzerland Ltd

ZA40S
Operation 0050–1/A1
General
Short Description in Key Words
ZA40S . . . . . . . . . . . . . . . . . . : Fourstroke Diesel engine, built inline and veeform, cylinder bore Ø 40 cm, stroke
56 cm.
Engine housing (frame) . . . . : Monoblock, carrying all other components.
Crank shaft main bearing . . : Split bearing shells, mounted in the engine housing by bearing covers.
Cylinder liner . . . . . . . . . . . . : Supported in the engine housing, water cooled. Bore cooled in the upper part and
provided with longitudinal bores for separate cylinder lubrication, if applied.
Cylinder head . . . . . . . . . . . . : Upper end closure of the cylinder, fastened to the engine housing by hydraulically
tightened studs. Fitted in are inlet/exhaust valves, fuel injection valve, starting valve,
relief valve and indicator valve.
Valve drive . . . . . . . . . . . . . . : From camshaft via push rods and rocker arms.
Crankshaft . . . . . . . . . . . . . . : One piece construction, fitted with counterweights, gear wheels for camshaft drive
and builton pumps in certain cases.
Connecting rod . . . . . . . . . . . : Separated in connecting rod shaft with spherical upper end and crankpin bearing
split, split bearing shell, hydraulically pretensioned and fitted compression shim de
pending on cylinder output.
Rotating piston . . . . . . . . . . . : Bore cooled with lubricating oil, fitted with a rotating mechanism, consisting of sev
eral parts, piston crown of steel, piston skirt cast iron.
Camshaft drive . . . . . . . . . . . : Via intermediate gear wheel from crankshaft.
Camshaft . . . . . . . . . . . . . . . . : The camshaft carries the inlet and exhaust valve cams as well as the fuel injection cam
for each cylinder. The cams are shrunkon hydraulically. There are fitted also driving
wheel for governor drive and overspeed safety cutout, flywheel disc or vibration
damper depending on the number of cylinders and application.
Starting air control . . . . . . . . : With solenoid valve via shutoff valve for starting air and starting air distributor to
starting valve in the cylinder head.
Local control stand . . . . . . . : In case of failure of the remote control the engine can be operated from the local con
trol stand.
Speed governor . . . . . . . . . . . : Driven off camshaft drive wheel, mechanic/hydraulic or electronic.
Overspeed cutout device . . : The mechanical overspeed safety cutout device shuts the engine down in case of
overspeed by shifting the regulating linkage to zero fuel.
The electropneumatic safety cutout device acts on the piston of regulating racks of
all fuel injection pumps and in turn interrupts the fuel delivery until a lower engine
speed is reached (however the engine is not shut down).
Fuel injection . . . . . . . . . . . . : Fuel injection pump (Boschtype) driven off camshaft (fuel cam), direct injection via
high pressure pipe, fuel stud and nozzle holder to injection nozzle.
Regulating linkage . . . . . . . . : Mechanical connection speed governor to fuel injection pumps.
Exhaust gas turbocharger . . : Driven by exhaust gases, compresses the charge air.
Charge air cooler . . . . . . . . . : Cools the charge air heated by compression. In normal cases through twostage
charge air cooler by means of high temperature circuit and low temperature circuit
with treated fresh water.
Enginedriven pumps . . . . . . : Oil pump, fuel delivery pump (only for engines operated on Diesel oil) and cooling
water pumps can be driven directly off the engine.
The pumps for the auxiliary systems are normally driven by electric motors.
Instrument panel . . . . . . . . . : The most important system pressures and engine speed can be read off this panel dur
ing operation.

Masses (Weights)
Individual Components per Piece in kg
Design Description kg
Group
1001 Engine housing . . . . . . . . . . . . . . . . . 6 Cylinder with bearing covers and studs . . . . . . . . . . . . . . . . 20'970
1001 Main bearing cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
1008 Oil sump . . . . . . . . . . . . . . . . . . . . . . . 6 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1'180
1202 Crankshaft thrust bearing . . . . . . . . . . . . . . . . . . . . one half, without shell and oil catcher . . . . . . . . . . . . 90
1607 Casing cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to the camshaft space . . . . . . . . . . . . . . . . . . . . . . . . . . 30
1609 Cladding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . on free end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 611
Cladding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . on free end (with enginedriven pumps) . . . . . . . . 1'030
1611 Front plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . on driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 738
Front plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . on driving end, turbocharger at the free end . . . . . . 827
2105 Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 493

2701 Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . incl. valves (complete) . . . . . . . . . . . . . . . . . . . . . . . . 900
2703 Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . without valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 830
2722 Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2728 Starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2760 Rocker gear housing . . . . . . . . . . . . . . . . . . . . . . . . incl. rocker arms, without cover . . . . . . . . . . . . . . . . 125
3101 Crankshaft . . . . . . . . . . . . . . . . . . . . . 6 Cylinder incl. counterweights approx. . . . . . . . . . . . . . . . . . . 8'300

3101 Crankshaft . . . . . . . . . . . . . . . . . . . . . 8 Cylinder incl. counterweights approx. . . . . . . . . . . . . . . . . . 10'660
3101 Crankshaft . . . . . . . . . . . . . . . . . . . . . 9 Cylinder incl. counterweights approx. . . . . . . . . . . . . . . . . . 11'840
3101 Counterweight to crankshaft . . . . . . . . . . . . . . . . . depending on execution approx. . . . . . . . . . . . . . . . . 203
3130 Vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . . depending on execution up to . . . . . . . . . . . . . . . . . 2'000
3206 Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 393
3301 Connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
3302 Bottom end bearing . . . . . . . . . . . . . . . . . . . . . . . . complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
3401 Rotating piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . complete (without connecting rod) . . . . . . . . . . . . . 310
4101 Camshaft drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . intermediate gear wheels . . . . . . . . . . . . . . . . . . . . . 385

4201 Camshaft . . . . . . . . . . . . . . . . . . . . . . 6 Cylinder complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1'350
4211 Fuel cam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4301 Starting air distributor . . . . . . . 6 + 8 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4301 Starting air distributor . . . . . . . . . . . 9 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4301 Starting air distributor . . . . . . . . . . . . . . . . . . . . . . (for reversible engines) . . . . . . . . . . . . . . . . . . . . . . . . 51
4304 Starting air shutoff valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Starting air shutoff valve . . . . . 6 + 8 Cylinder with slow turning device . . . . . . . . . . . . . . . . . . . . . . . 65
Starting air shutoff valve . . . . . . . . . 9 Cylinder with slow turning device . . . . . . . . . . . . . . . . . . . . . . . 62
4401 Valve actuating gear . . . . . . . . . . . . . . . . . . . . . . . . without push rod and casing . . . . . . . . . . . . . . . . . . . . 37
4501 Reversing servomotor . . . . . . . . . . . . . . . . . . . . . . . (for reversible engines) . . . . . . . . . . . . . . . . . . . . . . . 380
4503 Reversing valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . (for reversible engines) . . . . . . . . . . . . . . . . . . . . . . . . 50
4807 Operating unit for local control stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
5103 Speed governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

5105 Governor drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
5303 Overspeed safeguard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
5501 Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

6502 Exhaust gas turbocharger . . . . . . . . . 6 Cylinder VTR 354 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1'900

6502 Exhaust gas turbocharger . . . . . 8 + 9 Cylinder VTR 454 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3'250
6601 Charge air cooler . . . . . . . . . . . . . . . . 6 Cylinder with casing and water separator . . . . . . . . . . . . . . . 1'534
6601 Charge air cooler . . . . . . . . . . . . . 8+9 Cylinder with casing and water separator . . . . . . . . . . . . . . . 1'850
6601 Air inlet casing . . . . . . . . . . . . . . . . . . 6 Cylinder with diffusor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
6601 Air inlet casing . . . . . . . . . . . . . . 8 + 9 Cylinder with diffusor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350
6701 Air branch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . connection engine housing / cylinder head . . . . . . . . 40
7201 Cylinder lubricator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
8101 Exhaust pipe section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

8145 Casing for exhaust pipes . . . . . . . . . . . . . . 6 Cyl. complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
7103 Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . (with enginedriven pumps) . . . . . . . . . . . . . . . . . . . 330

7403 Fuel booster pump . . . . . . . . . . . . . . . . . . . . . . . . . (with enginedriven pumps) . . . . . . . . . . . . . . . . . . . . 95
7505 Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . (with enginedriven pumps) . . . . . . . . . . . . . . . . . . . 142

(high temperature circuit)
7506 Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . (with enginedriven pumps) . . . . . . . . . . . . . . . . . . . 184
(low temperature circuit)
7507 Nozzle cooling water pump . . . . . . . . . . . . . . . . . . (with enginedriven pumps) . . . . . . . . . . . . . . . . . . . . 55
Complete engine . . . . . . . . . . . . . . . . 6 Cylinder without water, oil, gangway, . . . . . . . . . . . . . . . . . 59'000

flywheel, enginedriven pumps, reversing
device, EC40parts

device, EC40parts

device, EC40parts
1995 / L-Mot. 2 Wärtsilä Switzerland Ltd

ZA40S
General
Working Principle of the FourStroke Diesel Engine
During one working cycle the crankshaft turns twice.
First stroke:
Through the opened inlet valve compressed air is pressed by the exhaust gas turbocharger via charge air cooler into the
cylinder. The piston moves downwards. During this period the crankshaft goes through a half turn. The first stroke is
also designated suction stroke.
Second stroke:
With closed valves the air in the cylinder is compressed by the upwards moving piston. Before the top dead centre
(T.D.C.) is reached by the piston, fuel is injected into the combustion space. Here too the crankshaft goes through a
half turn. The second stroke is designated compression stroke.
Third stroke:
The injected, atomized fuel ignites in the hot compressed air of the combustion space. Combustion and with it expan
sion begins and presses the piston downwards. The crankshaft goes through a further half turn. The third stroke is
designated working stroke or expansion stroke.
Fourth stroke:
The exhaust valve opens and the combustion gases are pressed out of the cylinder by the upwards moving piston. These
exhaust gases drive the turbine and with it the blower of the turbocharger. The crankshaft goes through a further half
turn. The fourth stroke is designated exhaust stroke or scavenging stroke.
First stroke Second stroke Third stroke Fourth stroke
95.8523

General
Numbering of Cylinders, Bearings and Engine Sides Interpretation
Turbocharger (Optional) Crankshaft Main Bearing Bearing Number

FUEL PUMP SIDE
1 2 3 4 5 6 7
DRIVING END
FREE END
1 2 3 4 5 6
EXHAUST SIDE
Thrust Bearing Camshaft Driving Wheel Cylinder Number Turbocharger
FUEL PUMP SIDE

DRIVING END
FREE END

EXHAUST SIDE
DIRECTION OF ROTATION VIEWED FROM DRIVING END
Camshaft
Crankshaft
95.7364
CLOCKWISE ROTATION ANTI-CLOCKWISE ROTATION
Wärtsilä Switzerland Ltd 1 L–Mot. / 1996

Operating Media
Diesel Engine Fuels
1. General
Almost all mineral fuel oils may be burned in a diesel engine provided suitable measures are taken. Nevertheless, the
quality of the fuel will have a bearing on the frequency of overhauls and the necessary effort required for the preparation
of the fuel. Consequently it is primarily economic considerations which - according to the type, size and speed of the
engine, as well as its application - determine the fuel quality margins.
Gas oils and diesel oils (distillates) can be used in all our engines. Whether a specific engine type is suited to run on heavy
fuel and up to what grade, can be found in the "Quality specification for heavy fuel oils" (see table on page 3). In case of
fuels with very low sulphur content care must be taken, particularly when runningin new piston rings and cylinder liners.
Heavy fuel oil must be treated in an appropriate fuel treatment plant.
The attached table under section 2 summarizes the characteristic values of marine fuel oil available on the market.
When bunkering, the fuel suppliers may report only a few of the values listed in "Quality requirements", frequently me
rely the density and maximum viscosity. This also handicaps the assessment of a fuel oil.
The supplier should guarantee the stability of the fuel, i.e. resistance to the formation of sludge. Furthermore, the fuel
must not have any corrosive effect on the injection equipment.
Mixing of fuel oils from different supplies should be avoided as far as practicable, since there is a risk of incompatibility
difficulties if fuels having different compositions are mixed (for instance this may cause fouling of filters).
The following table under section 2 may be used as a guide for first classification of fuels according to certain characteri
stic values.
(continuation on page 2)

2. Summary of marine fuel oil characteristic values

(This summary does not represent a quality specification)
Properties Marine Gas Oil Marine Diesel Oil Intermediate Fuel Bunker Fuel Oil
Density
at 15 C [kg/m3] 820 ... 870 850 ... 920 900 ... 991 up to 1010
Viscosity
at 40 C mm2/s [cSt] 1.5 ... 7 4 ... 14 - -
at 50 C mm2/s [cSt] - - 30 ... 420 up to 700
High viscosity fuels must be heated to reduce the viscosity to the recommended value at
engine inlet.
Pour point [C] -6 ... +6 -6 ... +6 0 ... 20 up to 30
The fuel can no longer be pumped in the vicinity of the pour point and heating devices
are necessary for tanks and pipes at corresponding ambient temperatures.
Sulphur [%] 0.2 ... 2 0.2 ... 2 1 ... 5 1 ... 5
During combustion the sulphur of the fuel burns to form sulphur oxides which in turn form
sulphuric acids. These acids are very corrosive to the cylinder liner walls and the piston
rings primarily if temperatures of these components are below the dew point. The corro
sive attack can be combated by using a cylinder oil with sufficient alkalinity, expressed by its
BN (Base Number).
Regarding the selection of the BN in relation to the sulphur content of the fuel, reference is
made to instructions in group 0110-1.
Experience shows that also an excessive BN can have detrimental effects such as forming
hard deposits in the combustion chamber of the engine.
Carbon residue [%] up to 0.20 up to 2.5 up to 18 up to 20
MCR
A high conradson figure shows that the fuel tends to form deposits during combustion, and
thus favours the fouling of nozzles, piston ring grooves, gas outlet ducts and scavenge
ports.
Ash content [%] up to 0.01 up to 0.02 up to 0.15 up to 0.20
Ash grinds piston rings, cylinders and valves, and can also promote fouling and burnoff
especially with a high vanadium and sodium content. The sodium content should be less
than 1/3 of the vanadium content.
Water content [%] 0 ... 0.1 0 ... 0.25 0.1 ... 1
Ignition quality
Cetane number/index ~40 40 ... 20 - -
CCAI - - 870 870
see sections 3 and 4.9.
Flash point [C] Min. 60 C
Note:
This summary gives only a very general survey of available fuel oils but does not indicate their suitability.
Regarding the respective permissible limiting value, see Quality requirements under section 3.
It is not necessarily complete, other properties may also influence the engine performance.
Marine Diesel Oil can be pure distillates or may be blended. Some properties of blended oil may exceed the fuel qual
ity requirements for specific engine types.

3. Heavy fuel oil

Diesel engine fuels include a variety of petroleum products ranging from gas oil to heavy fuel oil. Gas oil is produced
from crude oil by distillation and processing whereas fuel oil is mainly the residue left after distillation of the crude oil. To
obtain the desired viscosity the residue is blended down with lighter, less viscous components. Modern refineries also
apply socalled secondary conversion processes such as visbreaking and catalytic cracking to obtain a higher proportion
of lighter products. These products are used as blending stocks for heavy fuel oil.
Marine fuels are usually differentiated by viscosity. The viscosity is indicated in centistokes (cSt) at 50 C. The fuels are
classified according to ISO 8217:1996, e.g. ISO F RMK55.
It has to be noted that viscosity itself is not a quality criterion. To evaluate the quality and suitability of a fuel for use in a
diesel engine, a number of characteristics such as those listed in the fuel oil requirements table have to be considered.
For assessing the ignition properties of a distillate diesel fuel the CETANE number (by standardized engine test) or the
CETANE index (by calculation) have been used. The CCAI (Calculated Carbon Aromaticity Index) is recommended
for marine fuels. The inflammability is of particular importance for medium and highspeed engines. Experience has
shown that for slowspeed diesel engines the ignition properties are of minor importance.
The use of fuel oils with properties approaching the maximum limits requires very good supervision and maintenance of
the engine and, in particular, of the fuel treating equipment. With fuels of poor quality and inadequate fuel preparation,
premature overhauling and added maintenance costs have to be faced.
Fuel oil requirements and quality limits

Parameter Unit Bunker Test method*2) Recommended fuel quality
limit*3) Bunker Engine inlet
Density at 15 C kg/m3 max. 1010 *1) ISO 3675:1993 max. 1010 max. 1010
Kinematic viscosity 1) mm2/s [cSt] - ISO 3104:1994 - 13-17
at 50 C mm2/s [cSt] - ISO 3104:1994 max. 730 -
at 100 C mm2/s [cSt] max. 55 ISO 3104:1994 max. 55 -
Carbon residue2 2) m/m [%] max. 22 ISO 10370:1993 max. 15 max. 15
Sulphur 3) m/m [%] max. 5.0 ISO 8754:1992 max. 3.5 max. 3.5
Ash 4) m/m [%] max. 0.20 ISO 6245:1993 max. 0.05 max. 0.05
Vanadium 4) mg/kg [ppm] max. 600 ISO 14597:1997 max. 100 max. 100
Sodium 4) mg/kg [ppm] AAS max. 50 max. 30
Aluminium + Silicon 5) mg/kg [ppm] max. 80 ISO 10478:1994 max. 30 max. 15
Total sediment, pot. 2) m/m [%] max. 0.10 ISO 10307:1993 max. 0.1 max. 0.1
Water 6) v/v [%] max. 1.0 ISO 3733:1976 max. 1.0 max. 0.3
Flash point 7) C min. 60 ISO 2719:1988 min. 60 min. 60
Pour point 8) C max. 30 ISO 3016:1994 max. 30 max. 30
Notes 1) ... 8) to Quality requirements see under section 4. 1cSt (centistokes) = 1mm2/s
*1) Limited to max. 991kg/m3 (ISO F RMH55) if the fuel treatment plant cannot remove water from highdensity
fuel oil.
*2) ISO standards can be obtained from the ISO Central Secretariat, PO Box 56, 1311 Geneva, Switzerland
(www.iso.ch).
*3) ISO 8217: 1996, class F, RMK55.

The values in the column 'Bunker limit' (RMK55) indicate the minimum quality of heavy fuel as bunkered, i.e. as sup
plied to the ship/installation. Good operating results have been achieved with commercially available fuels within these
limits.
The column 'Recommended fuel quality' is an example of a good quality fuel of the type commonly used in Sulzer diesel
engines. This variety of fuel can be expected to have a positive influence on overhaul periods, by improving combustion,
wear and exhaust gas composition.
The fuel oil as bunkered must be processed before it enters the engine. For the design of the fuel treatment plant, it is
recommended to follow the relevant recommendations of Wärtsilä NSD Switzerland Ltd. The difference between the
recommended fuel quality of bunker and at engine inlet is an approximate indication of the improvement that must be
achieved by fuel oil treatment. If catalyst fines are present they must be removed. The fuel oil should contain no foreign
substances or chemical waste, hazardous to the safety of the ship or detrimental to the performance of machinery.
4. Notes to Fuel oil requirements (heavy fuel oil)
4.1. Viscosity
The maximum admissible viscosity of the fuel that can be used in an installation depends on the heating and fuel prepara
tion facilities available. As a guidance, the necessary preheating temperature for a given nominal viscosity can be taken
from the viscositytemperature diagram (group 0250-2) in the engine Operating Manual. The recommended viscosity
range before engine is: 13-17 cSt [mm2/s] or 60-75 SecRW1.
4.2. Carbon residue, asphaltenes, sediment

High levels of carbon residue and asphaltenes impair the combustion quality of the fuel and promote increased wear and
fouling of engine components. Asphaltenes also have a bearing on the stability of blended fuels and can cause problems
of excessive sludge formation in centrifugal separators, filters and on the tank bottom. To minimize compatibility risks,
care should be taken to avoid mixing bunkers from different suppliers and sources in the storage tanks on board. Care
must also be taken when heavy fuel oil is blended onboard to reduce the viscosity. Paraffinic distillate, when added to a
heavy fuel oil of low stability reserve, can cause the asphaltenes to settle out, resulting in heavy sludge formation. A stan
dard heavy fuel oil contains up to 14% asphaltenes and a good quality fuel up to 8% asphaltenes.
4.3. Sulphur
The alkalinity (BN) of the cylinder lubricating oil should be selected with regard to the sulphur level of the fuel in use.
Indications for the selection of the BN of lubricating oil in relation to the sulphur content of the fuel oil are found in
group 0100-1.
4.4. Ash and trace metals

Fuels oils with low contents of ash, vanadium and sodium are preferable. These components are detrimental since they
tend to promote mechanical wear, hightemperature corrosion and the formation of deposits in the turbocharger and on
the exhaust valve.
Since sodium compounds (oxides, sulphates) depress the melting point of the vanadium, which is very corrosive in the
liquid phase, the sodium content should be as low as possible. With certain ratios of the vanadium to sodium content, the
compounds form a eutectic with a minimum melting point which must be avoided. High sodium levels at engine inlet can
cause fouling of turbocharger components.
The effect of hightemperature corrosion and the formation of deposits can be counteracted by application of suitable
fuel treatments, known as socalled ash modifiers.

4.5. Aluminium, silicon

Aluminium and silicon found in appreciable concentrations in the fuel oil are regarded as an indication of the presence
of socalled catalytic fines (cat fines). These are particles of hard oxides which cause high abrasive wear to piston rings
and cylinder liners. This material is used as a catalyst in certain processes in petroleum refining and can find its way into
marine fuels. The most dangerous cat fines are of the size 10 to 20 microns. They tend to be attracted to water droplets
and are very difficult to remove from the fuel oil. Practical experience has shown that with proper treatment in the fuel
separator a sum of aluminium and silicon of 80 ppm (mg/kg) can be reduced to less than 15 ppm (mg/kg) which may be
considered as just tolerable. Proper treatment means reduced throughput in the separator and a fuel temperature of as
close as possible to 98 C.
4.6. Water
The water content of the fuel oil must be further reduced by careful purification. This is accomplished most effectively by
centrifuging and by use of proper draining arrangements on the settling and service tanks. A thorough removal of water
is strongly recommended, to reduce the content of cat fines and sodium in the fuel oil. Cat fines potentially reside in the
water droplets and marine fuel oil is often contaminated with sea water containing sodium, 1.0% sea water in the fuel oil
corresponds to 100 ppm sodium.
To achieve a good separating effect, the throughput and the temperature of the fuel must be adjusted in relation to the
viscosity. With highviscosity fuels, the separating temperature must be increased whereas the throughput must be de
creased in relation to the nominal capacity of the separator. For recommended operating data, refer also to the separa
tor instruction manual.
4.7. Flash point

This is a legal requirement with regard to the fire hazards of petroleum based fuels.
4.8. Pour point

The lowest operating temperature of the fuel should be kept about 5-10 C above the pour point to secure easy pum
ping.
4.9. Ignition quality (CCAI)

The CCAI = Calculated Carbon Aromaticity Index (ISO 8217:1996) is a function of viscosity and density, and is an indi
cation of the ignition quality for medium and high speed diesel engines. In low speed engines ignition delay as given by
the CCAI is of minor importance. There is no rigidly applicable limit for this quantity, but good results have been obtai
ned with commercially available fuels which have CCAI values up to 870.

ZA40S
Operating Media
Lubricating Oils
1. General
The functions to be performed by the lubricant in a diesel engine can be summarized as reduction of friction and wear,
cooling of engine components, sealing of piston rings and cylinder liner and prevention of corrosion at high and low
temperatures. In addition to this, it must be able to cope with unfavorable byproducts through its neutralization and
detergent / dispersal properties. To effectively perform all these functions it must have specific physical and chemical
properties.
An alkaline trunkpiston engine oil with detergent / dispersal properties, designed for application in medium speed
engines running on residual type fuel must be selected.
The same oil is used for the bearing system and the separate cylinder lubrication (dual purpose oil, SAE 40). The type
of fuel used, distillate or residual, determines the necessary performance level of the lubricating oil. Residual fuels
impose higher requirements on the lubricant.
Remark To assist the engine operator in selecting lubricants, the major lube oil suppliers' lube oil brands are
listed in the table 'Lubricating oils for Sulzer mediumspeed diesel engines'. If further advice is
needed, please contact our customer assistance at Wärtsilä NSD Switzerland Ltd. in Winterthur.
2. Lubricating oil requirements

As base stocks highly refined naphthenic as well as paraffinic or mixed based mineral oils have proven satisfactory in
service. Typical characteristic of fresh engine oil are as follows:
Viscosity at 40 °C . . . . . . . . . . . . . . . . . . . . . . . . . . . 120-180 cSt (mm2/S)

Viscosity index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-100
SAE Viscosity grade . . . . . . . . . . . . . . . . . . . . . . . . . 40
Flash point ( PMCC ) . . . . . . . . . . . . . . . . . . . . . . . . above 210 °C
Pour point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -15 °C
The alkalinity of the lubricating oil or Base Number (BN) must correspond to the type of fuel used.
Fuel type Distillate fuel oil Residual fuel oil

(MGO, MDO) (HFO, MFO, IF, IFO)
Fuel sulphur content by weight % max. 1 1-2 max. 3 3-5
BN (mg/KOH/g) 12-20 up to 30 30 40
Remark Engines with internal cylinder lubrication

A lubricating oil with a BN of 40 mgKOH/g should be used with HFO, as engines with internal
cylinder lubrication tend to have a lower lube oil consumption than engines with external cylinder
lubrication.
The application of a BN50 lubricating oil is mainly restricted to engines which have a very low lube
oil consumption (< 0.60 g/kWh ref. MCR), whenever a BN40 lube oil is not sufficient to maintain
the BN above 20 mgKOH/g.
3. Lubricating oil treatment

When running on heavy fuel oil the lubricating oil must be continuously separated, for which a centrifugal separator
working in bypass is recommended which, according to latest advice by the separator manufacturers, has to be oper
ated as 'purifier'. The lubricating oil entering the separator should have a temperature of 90 to 95 C, with a through
put adjusted to 20% of the rated capacity. The complete oil charge should be treated in the separator at least 5 timesa
day. Centrifuging should be commenced about 4 hours before starting the engine and continued for about 2-4 hours
after shutdown.

ZA40S
4. Used oil testing

Under normal operating conditions samples of the lubricating oil should be taken from the system of the engine as
explained in group 0356-1 of the 'Maintenance Manual'. From an analysis of the samples, it is possible to comment on
the condition of the oil and to confirm if it is fit for further service. It is advisable to make use of the services offered by
the oil suppliers for this purpose.
the used oil testing should cover the following data:
- Viscosity - Insolubles
- Flash point - Water contamination
- Base number (BN) - Nature of water
Possibly also dilution by fuel and metal content (spectroscopic analysis) might be included. The significance of analysis
results can best be assessed if they are considered as a whole and in relation to the past analytical history of the oil.
In the course of time even the best quality lubricating oil changes its properties due to ageing, oxidation and contami
nation caused by the working conditions in such a way that a change of the oil fill must be considered. However, it is not
possible to give a fixed time interval for this purpose since this is influenced by the operating conditions and the effi
ciency of the oil treatment.
For general guidance, the limiting values of some used oil analysis results are indicated below. A rapid change of one or
the other of these parameters can indicate abnormal operating conditions or a fault in the system. The lube oil should
not simply be changed without investigating the cause of the problem.
Correct sampling is most important to be able to draw true conclusions from the analysis. Care must therefore be taken
to ensure that the sample is not contaminated after being drawn. The instructions given in group 0356-1 of the 'Main
tenance Manual' must be observed.
5. Attention limits
The values indicated below for general guidance. The oil fill is still fit for further use if the parameters are within the
limits indicated:
Viscosity ISO 3104 at 100 C -20/+25%

(reference fresh oil) at 40 C -25/+40%
Flash point ISO 2719 (PMCC) min. 170 C
ASTM D92 (COC) min. 190 C
Insolubles ASTM D893b (in pentane) max. 2.0%
Water ISO 3733 max. 0.3%
BN ASTM D2896 (residual fuel) min. 20 mgKOH/g
(distillate fuel) max. 50% depletion
If one of these limits is reached remedial action must be taken to bring the oil charge back to normal condition. Besides
renewal of the complete oil charge, this might also be achieved by intensified separation (e.g. through decreasing the
intervals between the discharge cycles of the separator), special treatment in a reconditioning tank or by partial re
placement of the oil charge. It is also recommended to seek advice from the oil supplier.
6. Other lube oil requirements
6.1 Turbocharger
For the selection and maintenance of the lubricating oil the requirements of the turbocharger supplier as outlined in
the instruction book must be observed.

ZA40S
6.2 Hydraulic governor

The lubricating oil must conform to the lube oil requirements of the mechanical or hydraulic governor or actuator's
original manufacturer. The following guidelines are supplementary to those requirements:
If the nominal operating pressure is high (< 200 psi), as for most modern engines, a synthetic polyalphaolefin based
lube oil should be used. Certain ester based oils attack seals and varnish, and should not be used unless recommended
by the manufacturer. Older engines have governors with lower nominal operating pressures (> 200 psi), for which a
mineral oil based lube oil can also be used.
The lube oil viscosity should be in the range:
- ISO VG 68 for oil sump temperatures approx. 60 C to 75 C
- ISO VG 100 for oil sump temperatures approx. 75 C to 90 C
The oil must be kept clean and an oil charge which shows distinct signs of discoloration should be replaced. Synthetic
oils should be changed at least once a year and mineral oils at least every 2000 running hours. If the nominal operating
pressure is very high (> 260 psi), as on all engines with 12 cylinders or more, then the synthetic oil should be changed at
least every 6 months, or if the oil sump operation temperature exceeds 90 C then more frequently.
6.3 Turning gear

Oil type recommended: EP (extreme pressure) gear oil. FZG gear machine method IP 334/90, load stage pass 12, vis
cosity grade ISO VG 220.

Operating Media
Cooling Water / Cooling Water Treatment
1. General remarks
To avoid service stoppages due to the cooling water circuit the water must be suitably treated to cause neither corrosion
nor the formation of sediments. Untreated cooling water leads, from experience, relatively quickly to the formation of
sediments and incrustations and with it to troubles in the cooling system.
2. Raw water for closed cooling water circuits

For a fresh filling the raw water must, without fail, be totally desalinated water or condensate water from e.g. the fresh
water generators or from auxiliary steam systems with additives. Condensate water is highly corrosive and must therefo
re be made suitable as a coolant by corrosion inhibitors.
Only in exceptional situations should drinking water or process water be used from the local mains. Its hardness must on
no account exceed 10°dH (German hardness degrees). If the water exceeds this limit it must be desalinated and brought
to the hardness value indicated below.
Sea water must never be used as raw water because of its high content of salts.
As a nominal guide for the desired raw water quality the following values should be used:
Hardness . . . . . . . . . . . . . . . . . . . . . . . . . 3 to 10°dH
Content of chlorides and sulphates . . . not more than 100 mg/liter
pH value . . . . . . . . . . . . . . . . . . . . . . . . . 8 to 10
In cases of doubt a water analysis must be carried out and advice be sought from Wärtsilä NSD Switzerland Ltd.
It is generally not recommended to use corrosion protective oils (emulsion oils) for treating the cooling water, as consi
derable risks are run to foul the cooling system, if instructions are not strictly adhered to and insufficient checks of the
coolant (a wateroil emulsion) are carried out.
3. Cooling water in service

To be suitable, cooling water must, as already mentioned above, be treated by the right, and correctly administered
corrosion inhibitor. Well proven in service are inhibitors with NITRITE and BORATE as active ingredients. A listing of
proven and tested marketed products can be obtained from New Sulzer Diesel Ltd upon request. The dosage must be
strictly in accordance with the instructions of the manufacturer, and it must be periodically checked in service to main
tain the correct concentration.
It is recommended to choose such suppliers of inhibitors who can also provide expert advice for the fresh filling as well as
for later in service.
Coolant leakages have to be made good again by adding the right water with the correctly metered additive. Loss by
evaporation has to be made up by correct raw water (see above). In this way an over concentration of inhibitors is preven
ted.
The cooling water in the cooling system should have a pHvalue of 8 to maximum 10.
A faultless and permanent venting of the cooling system is an essential requirement for the uniform and effective cooling
of all components in the system.
The water cooled spaces must be regularly inspected for rust formation, contamination and the formation of sediments.
The quality of the cooling water must be tested for its correct inhibitor concentration as well as for other parameters.
Here the instructions of the supplier of the inhibitor must be carefully followed: It is also recommended to secure the
services of the inhibitor supplier or to utilize appropriate test kits as per instructions.

Emulsion oils
When emulsion oils are used as inhibitors, it is essential that full attention be paid to the following points:
- the system must be scrupulously clean before being put into service.
- the emulsion oil is added according to the instructions.
When the system has been operating for a short time, the original inhibitor concentration falls sharply due to the crea
tion of an oil film on the metal surfaces (e.g. from 0.5% down to 0.1% by weight). Only after the concentration drops
below 0.1% weight should a calculated amount of fresh emulsion oil be added to bring the value back to 0.4% to 0.5% by
weight.
For tests on the existing concentration of inhibitors the recommendations of the oil supplier must be followed.
Too high a concentration causes an increase in the oil film thickness and thereby impairs the heat transfer, which in turn
causes increased corrosion and local overheating (heat cracks, burn scars).
Totally saltfree water can result in the emulsion oil causing foaming, in which case antifoaming additives should be used
according to the oil supplier's instructions.
Cooling water systems with emulsion oils are particularly sensitive to contamination or fouling and especially in the
presence of combustion residues. The acid in them causes the emulsion to decompose, which leads to sludge formation.
We therefore strongly recommend using chemically acting corrosion inhibitors.
4. Cleaning the cooling water system

For a fresh filling the complete cooling system must be clean, free from grease and oil and must not contain any foreign
particles or remainders from the manufacture.
Later, in service, cleaning can become necessary if by influx of oil or when due to gradual formation of sediments the heat
transfer and with it the cooling effect is diminished. Such problems will occur earlier where the care of the cooling water
and of the cooling system has not been given the required attention. The complete system must then be treated by a
suitable detergent agent (decreasing, dissolution of chalk sediments). Prior to filling with the prepared cooling water,
the system has to be thoroughly rinsed through and any residual acid remains neutralized.
For this purpose suitable cleaning agents are available, which are too numerous to be listed here. We again recommend,
however, to consult a firm of specialists for assistance.
Contaminations occurring during operation are settling in the cooling system particularly in areas where the water velo
city is low and they considerably impair the heat transfer. Cooling water spaces in cylinder heads especially have to be
periodically checked. Should sedimentation be detected then the complete cooling system must be cleaned.

ZA40S
Operation
Safety Precautions and Warnings (General Information)
General remark
A well maintained engine is a prerequisite for a troublefree and safe operation. The below mentioned points should
always be a guide to the maintenance staff.
Illumination
Besides a permanent good illumination hand lamps should be ready at hand in various locations of the engine room.
Cleanliness
The engine room as well as the engine itself should always be kept as clean as possible. Any leakages should be atten
ded to as soon as possible. Dust, sand and chemical vapors must be prevented from entering the engine room.
Warning
Opening valves and other shutoff devices may allow hot fluids or gases to escape.
Therefore open slowly and watch in which direction the medium escapes.
Avoid injury.
When removing valves from the cylinder head, avoid that oils or fuels drip onto the hot piston which could cause an
explosion. When disassembling parts of the engine without suitable tools and/or the required care, prestressed springs
can expand suddenly and cause injury. Pay attention to the maintenance instructions of the corresponding parts.
Fire
Special attention has to be paid to the rules of fire fighting.

Welding work and activities which cause sparks must not be carried out in the engine room before ensuring that no
explosive gases, vapors or inflammable fluids are present. If spark generating work must be performed in the engine
room make sure that fire extinguishing equipment is readily at hand to fight a fire locally. Components such as exhaust
turbocharger air filters must be protected by suitable covering. When claddings and covers are removed before the
engine has cooled down, the risk of fire or explosions is increased. Therefore keep the engine closed until it has cooled
down.
Care must also be taken when paints or easily inflammable solvents are used in the engine room.
Insulation material saturated with oil or fuel (due to leakages) is also easily ignited and must therefore be replaced.
Cleanliness in the whole engine room, also below the floor plates reduces the possibility of a fire and the risk of its
spreading.
For your personal safety make absolutely sure that in case of a fire alarm no fire extinguishing gases can be automati
cally released when people are in the engine room. Emergency escapes are to be marked and personnel is to be instruc
ted of what to do in the case of fire.
Tools
Hand tools should be placed at easily accessible locations and clearly arranged. Special tools and devices shall be pla
ced in the engine room in the vicinity of their usual application in such a way that they can be used without hindrances.
In marine installations they must be fastened and protected against rust.
Spare parts
Large spares are to be stored as near as possible to their probable place of fitting, well braced and secured and within
the reach of the engine room crane. All the spare parts must be well protected against corrosion, but with a compound
requiring little effort for removal. They must also be protected against mechanical damage.
Spare parts removed from the store must be replaced as soon as possible.

ZA40S
Opening the crankcase doors
If the engine has to be shutdown due to suspected overheated parts of the running gear or bearings, at least 20 minu
tes must elapse before the covers are unfastened and removed in order to reduce the danger of an explosion.
Temperature sensing
When commissioning an engine after an overhaul of its running gear a check must be made to find out whether any
areas are heatingup abnormally. This check should be made after 10 minutes operation and repeated after about 1
hour. Following this, the checking should again be made after a short full load run.
Attention Danger of burning! When trying to touch the hot parts it is necessary to approach the part slowly
and to avoid injury.
Entering the crankcasing
Before entering the crankcasing make sure that:

1. the starting air to the engine is blocked off and the vent in the starting air supply pipe to the engine is open.
2. the turning gear is engaged (also refer to item 2 of the Maintenance Manual Group 0003-1).
Attention In ships, please consider that water currents induced by other ships can cause the propeller and the
engine with it to rotate. By engaging the turning gear this rotation can be avoided.
Turning gear
When using the turning gear the indicator valves on the cylinder head must be opened. It is advisable also to start the
prelubricating pump.
Attention Make sure that no personnel or parts (tools, jigs) are inside the crankcasing or near rotating parts
(fly wheel, couplings, shafts, propeller). At ship propulsion plants the propeller and propeller
shafts must be freely turnable.
Note If the engine is standing still for overhaul, the turning gear must be engaged in order to prevent the
engine to be turned due to outside influence.
If the engine must be ready for manoeuvres the turning gear must not be engaged.
Before starting the engine, make sure that the turning gear is disengaged and the lever secured
otherwise the blocking valve 38HA (see group 4603-1) hinders the start of the engine.
Measuring and indicating instruments
These instruments must be checked and calibrated periodically.
Frost hazard
If there is a possibility that the temperature falls below the freezing point with the engine out of service, measures must
be taken that the water in the engine, in the pumps, coolers and piping system cannot freeze. (Draining the systems or
heating the engine room).
Note Further remarks concerning safety precautions for maintenance work see the relevant mainte
nance instruction (group 0003-1)

Operation
Preparation for Starting after a Long Stoppage with External Cyl. Lubrication
Check whether all the components on which overhaul work has been carried out during the stoppage are again expertly
fitted and that the corresponding checks have been carried out.
Check whether all the devices, tools, cleaning materials and other objects have been removed from and out of the engi
ne.
Check whether all the settings of the fuel injection pumps and the governor as well as their connections to the regulating
linkage are in order. (see maintenance manual).
Before the start additional checks and preparations must be made

1. Check the levels of all the fluid gauges like: engine oil, governor oil, turbocharger oil, cylinder cooling water etc.
2. On engines with separate cylinder lubrication turn the hand crank on the cylinder lubricators about 40 times to pre
lubricate the cylinder liners. Watch each flow indicator and check that no excessive force is needed to turn the crank.
3. Check that the various valves for the engine cooling, lubrication and fuel systems are in the correct positions.
4. Start up the cooling water, lubricating and fuel oil pumps and adjust the pressures (see group 0230-1). Start the
standby or prelubricating oil pump on engines with builton pumps. Switch on the available heating for lubricating
oil and cooling water.
5. Check easy movement of the complete regulating linkage between the load indicator positions (LIPos.) `0' and
`Maximum stop' (refer to the setting table). This control is best be done at the engine control stand by moving the
hand control lever to and fro.
6. Check that any cocks fitted in the cylinder and turbocharger air vent pipes are open. The water side of the charge air
coolers must also be vented. (No venting, or only partial venting of cooling water spaces can lead to a damage of the
engine).
7. Open the indicator cocks in the cylinder heads and rotate the crankshaft slowly several times with the turning gear
(min. two full turns) to make sure that the running gear is working satisfactorily and that no water, oil or fuel has
collected in the cylinders.
8. After any work has been done on the engine lubricating oil system, open the crankcase door and remove the rocker
covers. Turn the engine until oil can be seen flowing out of all the running gear bearings and rocker gear. The separate
prelubricating pump has to be used on engines equipped with builton pumps.
9. Close indicator cocks.
10. When the engine is to be run on high viscosity fuel (heavy fuel oil), the fuel has to be correctly preheated (see group
0250-2). In this case the fuel valve cooling water must also be heated.
11. Check the starting air pressure (30 bar). Blow any water out of the piping and starting air receivers.
12. Check along the whole engine for leaks. If such appear remedy immediately.
13. Disengage the turning gear and lock the operating lever.
For further instructions see 'Starting the Engine' (group 0220-1).
Depending on the installation further preparatory measures must be taken. Such measures must be recorded on an addi
tional record sheet.
Preparations for starting after a long stoppage or after an overhaul

In addition to the above mentioned measures the following points must noted:
1. Check the connection governorregulating linkage. With governor output position `10' the regulating linkage must
allow being pressed to L.I. position `0'. (see also group 5803-1).
2. If bearings and/or parts of the running gear have been replaced or removed for inspection, their lubricating oil supply
must be checked at normal oil pressure (see group 0230-1). During the engine operation following such measures it
is recommended to check these parts for abnormal heating. For these checks following commissioning the engine
should be stopped at first after short intervals then after longer intervals so that the temperature of respective parts
can be compared with those which had to been removed or replaced respectively.
3. Regarding the fitting of new pistons, piston rings and cylinder liners refer to group 0300-1 `Running in'.
4. Check whether the passages for charge air and exhaust gases are free.
5. Should conservation oil have been filled in to preserve some components or the whole engine, drain this oil off and
replace it with normal engine oil as recommended in group 0110-1.

Operation
Preparation for Starting after a Long Stoppage with Internal Cyl. Lubrication
Check whether all the components on which overhaul work has been carried out during the stoppage are again expertly
fitted and that the corresponding checks have been carried out.
Check whether all the devices, tools, cleaning materials and other objects have been removed from and out of the engi
ne.
Check whether the settings of the fuel injection pumps and the governor as well as their connections to the regulating
linkage are in order. (Relevant indications for this are contained in the maintenance manual).
Before the start additional checks and preparations must be made
1. Check the levels of all the fluid gauges like: engine oil, governor oil, turbocharger oil, cylinder cooling water etc.
2. Check that the various valves for the engine cooling, lubrication and fuel systems are in the correct positions.
3. Start up the cooling water, lubricating and fuel oil pumps and adjust the pressures (see group 0230-1). Start the
standby or prelubricating oil pump on engines with builton pumps. Switch on the heating (if available) for lubricat
ing oil and cooling water.
4. Check the complete regulating linkage for easy movement between load indicator position (LIPos.) '0' and 'Maxi
mum stop' (refer to setting table). This control is best be done at the engine control stand by moving the hand control
lever to and fro .
5. Check that any cocks fitted in the cylinder and turbocharger air vent pipes are open. The water side of the charge air
coolers must also be vented. (No venting, or only partial venting of cooling water spaces can lead to a damage of the
engine).
6. Open the indicator cocks in the cylinder heads and rotate the crankshaft slowly several times with the turning gear
(min. two full turns) to make sure that the running gear is working satisfactorily and that no water, oil or fuel has
collected in the cylinders.
7. After any work has been done on the engine lubricating oil system, open the crankcase door and remove the rocker
covers. Turn the engine until oil can be seen flowing out of all the running gear bearings and rocker gear. The separate
prelubricating pump has to be used on engines equipped with builton pumps.
8. Close indicator cocks.
9. When the engine is to be run on high viscosity fuel (heavy fuel oil), the fuel has to be correctly preheated (see group
0250-2). In this case the fuel valve cooling water must also be heated.
10. Check the starting air pressure (30 bar). Blow any water out of the piping and starting air receivers.
11. Check along the whole engine for leaks. If such appear remedy immediately.
12. Disengage the turning gear and lock the operating lever.
For further instructions see 'Starting the Engine' (group 0220-1).
Depending on the installation further preparatory measures must be taken. Such measures must be recorded on an addi
tional record sheet.
Preparations for starting after a long stoppage or after an overhaul

In addition to the above mentioned measures the following points must be noted:
1. Check the connection governorregulating linkage. With governor output position `10' the regulating linkage must
allow being pressed to L.I. position `0'. (see also group 5803-1).
2. If bearings and/or parts of the running gear have been replaced or removed for inspection, their lubricating oil supply
must be checked at normal oil pressure (see group 0230-1). During the engine operation following such measures it
is recommended to check these parts for abnormal heating. For these checks following commissioning the engine
should be stopped at first after short intervals then after longer intervals so that the temperature of respective parts
can be compared with those which had to been removed or replaced respectively.
3. Regarding the fitting of new pistons, piston rings and cylinder liners refer to group 0300-1 `Running in'.
4. Check whether the passages for charge air and exhaust gases are free.
5. Should conservation oil have been filled in to preserve some components or the whole engine, drain this oil off and
replace it with normal engine oil as recommended in group 0110-1.

ZA40S
Operation
Preparing the Fuel System
How to get the fuel system ready on the treatment plant side has been described in group 0250-1. The readying of the
engine fuel system (see schematic diagram in group 8019-1 for engines operated on HFO) comprises merely the vent
ing of the fuel injection pumps and of the high pressure pipes to the fuel injection valves on the cylinder head.
The engines operated on MDO has in addition an engine driven i.e. builton fuel booster pump and a duplex fuel filter
with differential pressure indication.
Venting:
- Pressurize the fuel system. (According to the installation with a manual pump or an electric motor driven booster
pump).
- Loosen the cap nut of the high pressure fuel pipes to the fuel pressure valve in the cylinder head one after another
( see group 2716-1).
- Start venting at the fuel injection pump nearest to the fuel supply pipe.
- As soon as fuel flows the cap nut can be tightened again.
- Proceed venting for all the cylinders one after the other in the described manner.

ZA40S
Operation
Starting the Engine with Electric Speed Setting
Starting the engine (see separate publication of the 'ENGINE CONTROL')
The engine may only be started when all the settings for the fuel injection pumps, the governor, the safety cutout
devices and the control linkages are correct.
If the engine was out of service for some time, the instructions of the section 'Preparation for Starting' must be obser
ved (see group 0210-1) .
We recommend, in any case to turn the engine through with the turning gear at least two revolutions with the indicator
cocks open. If the engine has been stopped only very shortly this procedure can be omitted.
For starting the engine proceed as follows:

1. Start the lubricating oil, fuel booster and cylinder cooling water pumps. (For engines with enginedriven pumps
start the standby or the prelubricating and the cooling water pumps).
2. Check whether the turning gear is disengaged and the operating lever is locked.
3. Check whether the shutoff valves for starting air and control air are open and whether sufficient air pressure is
available.
4. Bring speed setting to start position (about 40% of nominal speed).
5. a) Local control stand:Press hand lever to STARTposition until the engine fires evenly then put hand lever back to
RUN position.
or
b) Remote control: Hand lever on the local control stand must be in AUTO position. Initiate start until the
engine fires evenly.
(By starting failure the starting air is shutoff automatically after a determined time limit).
6. Bring the engine slowly up to the required speed. (Extended running without load should be avoided however)
7. Load up the engine steadily but put on to full load only when the lubricating oil and cooling water have reached
service temperature.
8. Check operating pressures and temperatures (see group 0230-1).
9. Check the turbocharger speed and compare with the value in the test report (speed depends on the load).
10. The load indicator may not exceed the position given for a certain load (see test report).
Apart from the general instructions given here,the instructions for machinery space ventilation, water cooling, refil
ling of fuel and water tanks, etc. have to be observed. The starting air receivers have to be recharged (30 bar).

ZA40S
Operation
Normal Running with External Cyl. Lubrication
Instructions for normal operation
Following checks and precautionary actions should be observed:

1. Regular checking of the pressures and temperatures using the pressure gauges and thermometers. The values and
limits laid down in the engine acceptance records, supplied separately, and table in group 0230-1 should be main
tained.
2. The temperature differences between the cooling water inlets and outlets should be kept as small as possible, i.e. as
much water as possible should be allowed to flow through the engine. For this reason, the cooling systems should
never be unnecessarily restricted.
3. Check that the various valves for the engine cooling and lubricating systems are in the correct positions.
4. Any changes to the cooling water flow should be made slowly, since abrupt temperature changes can cause damage
due to thermal stress.
5. Maintain the correct charge air temperature after charge air cooler (see group 0230-1).In principle a higher
charge air temperature causes poor scavenging of the cylinders, i.e. higher fuel consumption, higher exhaust tem
peratures.
6. The charge air pressure drops across the turbocharger air filter and the cooler should be checked. If the pressure
drop is too high, this can result in too little air reaching the engine which, in turn, can lead to turbocharger surging.
7. When heavy oil is used as a fuel, the temperature at the engine inlet must always be kept high enough so that the
viscosity lies within the permissible range (see group 0250-2).
8. Comparison of the readings shown on the instruments with those indicated in the Engine Acceptance Report will
provide a good indication of the engine's behavior.
To the most importance readings belong: position of the engine load indicator, speed of turbocharger, chargeair
pressure and exhaust temperature before the turbocharger, as well as on stationary engines the power output of the
generator and on marine engines the engine speed. A good indication is also obtained by the specific fuel consump
tion, whereby fluctuations in the lower calorific value of the fuel must be taken into consideration.
9. It is particularly important to watch the exhaust gas temperature before the turbine. The maximum permissible
temperature must never be exceeded. (see group 0230-1 and the separate turbocharger instructions)
The exhaust gas temperatures after each cylinder are only meaningful when compared with the values obtained
during the shop tests; by themselves they are of no importance. If the temperature after any single cylinder differ
widely from the test results, the reason must be found.
10. Combustion can be checked from the color of the exhaust gases, or by making smoke tests where apparatus is avail
able.
11. On engines with separate cylinder lubrication, regulate the cylinder lub. oil quantity and calculate the specific con
sumption.
12. If provided, check the various components in the cylinder lubricating system (header tank level, oil filter, oil pump,
flowcontrol valve, ORBIThydraulic motor and cylinder lubricating pumps).
13. Listening to the engine noise can disclose irregularities.
14. The fuel oil must be thoroughly cleaned before use. Water and sludge should be regularly drained from the daily
fuel tank and fuel filter. The instructions concerning the separator must be observed.
15. The permanent drain from the receiver space on the engine housing and of the charge air cooler casing must al
ways be open. During operation charge air should escape. If water emerges it is necessary to clarify whether it is
condensate or cooling water.
Should water flow out, one has to clarify whether it is water from the cylinder cooling system or from the charge air
cooler.
From time to time the drains must be checked, for possible blockage.
16. The permanent venting of the cooling systems must always be open to permit air to escape.

ZA40S
17. Check the pressure drop across the oil filter.

18. Check the levels in the water and oil tanks as well as those from the leakage pipes. Always look for the cause of any
abnormal changes.
19. Check the cylinder and fuel valve cooling water for contamination (e.g. in the header tank level glass). The cause of
any contamination should be found and remedied. The water should be analyzed regularly. The concentration of
any water treatment additives must be strictly maintained.
20. From time to time indicator cards must be taken, assessed and compared with one another.
21. Lub. oil should be centrifuged. Lub. oil samples should be taken regularly and sent to an approved laboratory for
analysis (for permissible oil contamination see group 0110-1).

ZA40S
Operation
Normal Running with Internal Cyl. Lubrication
Instructions for normal operation
Following checks and precautionary actions should be observed:

1. Regular checking of the pressures and temperatures using the pressure gauges and thermometers. The values and
limits laid down in the engine acceptance records, supplied separately, and table in group 0230-1 should be main
tained.
2. The temperature differences between the cooling water inlets and outlets should be kept as small as possible, i.e. as
much water as possible should be allowed to flow through the engine. For this reason, the cooling systems should
never be unnecessarily restricted.
3. Check that the various valves for the engine cooling and lubricating systems are in the correct positions.
4. Any changes to the cooling water flow should be made slowly, since abrupt temperature changes can cause damage
due to thermal stress.
5. Maintain the correct charge air temperature after charge air cooler (see group 0230-1).In principle a higher
charge air temperature causes poor scavenging of the cylinders, i.e. higher fuel consumption, higher exhaust tem
peratures.
6. The charge air pressure drops across the turbocharger air filter and the cooler should be checked. If the pressure
drop is too high, this can result in too little air reaching the engine which, in turn, can lead to turbocharger surging.
7. When heavy oil is used as a fuel, the temperature at the engine inlet must always be kept high enough so that the
viscosity lies within the permissible range (see group 0250-2).
8. Comparison of the readings shown on the instruments with those indicated in the Engine Acceptance Report will
provide a good indication of the engine's behavior.
To the most importance readings belong: position of the engine load indicator, speed of turbocharger, chargeair
pressure and exhaust temperature before the turbocharger, as well as on stationary engines the power output of the
generator and on marine engines the engine speed. A good indication is also obtained by the specific fuel consump
tion, whereby fluctuations in the lower calorific value of the fuel must be taken into consideration.
9. It is particularly important to watch the exhaust gas temperature before the turbine. The maximum permissible
temperature must never be exceeded (see group 0230-1 and the separate turbocharger instructions).
The exhaust gas temperatures after each cylinder are only meaningful when compared with the values obtained
during the shop tests; by themselves they are of no importance. If the temperature after any single cylinder differ
considerably from the test results, the reason must be found.
10. Combustion can be checked from the color of the exhaust gases, or by making smoke tests where apparatus is avail
able.
11. Listening to the engine noise can disclose irregularities.
12. The fuel oil must be thoroughly cleaned before use. Water and sludge should be regularly drained from the daily
fuel tank and fuel filter. The instructions concerning the separator must be observed.
13. The permanent drain from the receiver space on the engine housing and of the charge air cooler casing must al
ways be open. During engine running charge air must escape. If water emerges it is to clarify whether it is conden
sate or cooling water.
Should cooling water flow out, one has to clarify whether it is water from the cylinder cooling system or from the
charge air cooler.
From time to time the drains must be checked, for possible blockage.
14. The permanent venting of the cooling systems must always be open to permit air to escape.
15. Check the pressure drop across the oil filter.
16. Check the levels in the water and oil tanks as well as those from the leakage pipes. Always look for the cause of any
abnormal changes.

ZA40S
17. Check the cylinder and fuel valve cooling water for contamination (e.g. in the header tank level glass). The cause of
any contamination should be found and remedied. The water should be analyzed regularly. The concentration of
any water treatment additives must be strictly maintained.
18. From time to time indicator cards must be taken, assessed and compared with one another.
19. Lub. oil should be centrifuged. Lub. oil samples should be taken regularly and sent to an approved laboratory for
analysis (for permissible oil contamination see group 0110-1).

Operating Data Sheet

Pressure, Temperature, Alarms & Safeguards Two-Stage Charge Air Cooler
The operating data in this group are to be understood as a standard for general guide. The setting values are reported in
the related drawings delivered separately for each specific installation.
Medium System Location of Gauge pressure Temperature

measurement bar ˚C
Min. Max. Min. Max. Diff. 1)
High-temperature circuit HT 2) Engine inlet 4 5 75 --- max.
(cylinder cooling water) Engine outlet --- --- 85 95 10
Turbocharger (TC) cooling water TC inlet --- --- --- --- 3)
Fresh water (parallel with cylinder cooling water) TC outlet -- -- -- --

Low-temperature circuit LT 2) CAC inlet 3.0 5.0 25 36 ca.
CAC outlet --- --- --- --- 5
Fuel nozzle cooling Engine inlet 2.0 4.5 --- --- ca.
(parallel with cylinder cooling water) Engine outlet --- --- 60 70 3
Lubricating Main bearing / piston cooling Engine inlet 4.0 7.0 50 60 max.
oil normal 5.0 normal 55 20
Turbocharger bearing refer to TC manual --- --- --- 110 ---
Heavy fuel Booster pump Injection pump inlet 8.0 10.0 --- --- ---
oil Circulation 6) n p over engine 1.3 1.5 --- --- ---
Feed pump Feed pump outlet 3.0 5.0 --- --- ---
Intake from engine room (pressure drop) Air filter / silencer --- 100 mm --- --- ---
WG 4)
Charge air Intake from outboard (pressure drop) Ducting and filter --- 200 mm --- --- ---
WG 4)
Charge air cooler (CAC) Pressure drop --- 7) --- --- ---
CAC outlet --- --- 25 65 ---
Compressed Starting air Engine inlet 7.0 25/30 --- --- ---
air Control air Engine inlet 6.0 8.0 --- --- ---
normal 7.0 --- --- ---
Exhaust Cylinder outlet --- --- --- 5) ---
TC inlet --- --- --- 620 ---
Exhaust gas TC outlet --- 350 mm --- --- ---
new WG
TC outlet --- 500 mm --- --- ---
fouled WG 7)
Remark Limits for alarm, slow-down and shut-down; see sheets 2 and 3.
1) Approx. temperature rise at continuous service power.

2) The water flow has to be within the prescribed limits.
3) nt at 100% load according to the TC manual:
gas inlet casing 5 to 8 _C, gas outlet casing 8 to 12 _C.
4) Max. value in fouled condition.
5) Refer to acceptance trial results for normal values.
6) With the engine at standstill under stand-by conditions.
7) The pressure drop under fouled conditions is limited to an increase of 150 mm WG above the
measured value from acceptance trial.
Wärtsilä Italia S.p.A. 1 03.04

0230--1/A2 Operation ZA40S
Medium Physical unit Location Signal No. Function Kind Setting Time
of sig- value delay
1) 2) nal bar/_C (sec)
3)
High-temperature circuit HT Pressure Engine inlet 16P11A ALM L 4.0 bar 10) 0
(cylinder cooling water) 16P11S SLD L 3.5 bar 11) 20
SHD L 3.5 bar 11) 60
Temperature Engine outlet 16T12A ALM H 95 _C 0
16T12S SLD H 97 _C 20
SHD H 97 _C 60
Low-temperature circuit LT Pressure Pump outlet 9) ALM L 3.0 bar 0
Temperature CAC inlet 9) ALM L 25 _C 60
CAC outlet 9) ALM H 55 _C 60
Fuel nozzle cooling water Pressure Engine inlet 18P11A ALM L 2.0 bar 0
Temperature Engine outlet 18T12A ALM H 70 _C 0
Lubricating oil Pressure Engine inlet 27P11A ALM L 4.0 bar 0
27P11S SLD L 3.0 bar 20
SHD L 3.0 bar 60
7) 27W11A SHD LL 1.3 bar 0
Temperature Engine inlet 27T12A ALM H 60 _C 0
27T12S SLD H 65 _C 20
SHD H 65 _C 60
Diff. pressure Oil filter 9) ALM H 0.8 bar 0
Oil mist Concentra- Crankcase 29D19A1 ALM H --- 0
tion 29D19A2 ALM HH --- 0
29D19S SLD H --- 1
SHD H --- 2
Failure Detection unit 29W19A ALM F --- 0
Fuel oil Pressure Engine inlet 33P11A ALM L 8.0 bar 0
see group 0250---2 Temperature Engine inlet 33T11A ALM L 65---140 _C 0
4)
ALM H 80---155 _C 0
Viscosity 4) Engine inlet 5) ALM H 17 cSt 0
ALM L 12 cSt 0
Fuel leakage monitoring Level High pressure pipe 33L12A ALM H max. 0
Exhaust gas Temperature After each cylinder 43T22A ALM H 530 _C 0
ALM D ±50 _C 0
SLD H 550 _C 60
SLD D ±70 _C 60
TC inlet 43T41A ALM H 620 _C 0
6) SLD H 620 _C 60
TC outlet 6) 43T42A ALM H 500 _C 0
Charge air Pressure Cylinder inlet 41PT21A ALM H 3.2 bar 0
Temperature Cylinder inlet 41T21A ALM L 25 _C 0
ALM H 65 _C 0
Condensation water 5) Level In air receiver 41L12A ALM H max. 0
Starting air Pressure 38T11A ALM L 15 bar 0
Control air: normal supply Pressure Engine inlet 39P11A2 ALM L 6.0 bar 0
safety supply Pressure Engine inlet 39P11A1 ALM L 10.0 bar 0

Medium Physical unit Location Signal No. Function Kind Setting Time
of sig- value delay
1) 2) nal bar/_C (sec)
3)
Main bearing Temperature Driving end 50T19A ALM H 93 _C 0

(Crankshaft thrust SLD H 95 _C 1
bearing) SHD H 95 _C 6
Each main bearing 50T19A ALM H 93 _C 0
SLD H 95 _C 1
SHD H 95 _C 6
Free end 50T19A ALM H 93 _C 0
SLD H 95 _C 1
SHD H 95 _C 6
El. speed control: Failure Control unit ALM F --- 0
Engine overspeed electr. Speed Crankshaft SHD H 110% 0
mechanical 8) 61S19A2 SHD H 118% 0
Engine overload Position Fuel rack ALM H max. 20
Remarks to alarms and safeguards:

1) The signal number is the interface to the Remote Control System
2) Grammalogue for function: . . . . . . . . . . . . SLD = Slow-down
SHD = Shut-down
IND = Indication
ALM = Alarm
3) Grammalogue for kind of signal: . . . . . . . . D = Deviation
F = Failure
H = High
L = Low
4) Alternative execution.
5) Not included in standard engine scope of supply.
6) Other grammalogues: . . . . . . . . . . CAC = Charge air cooler
TC = Turbocharger
cyl. = Cylinder
RCS = Remote Control System
7) Directly acting shut-down servomotor at the engine.
8) Directly acting mechanical overspeed safety cut-out at the engine.
9) Connected in the plant.
10)If pump built on: . . . . . . . . . . . . . ALM 4.0 bar > 450 RPM
ALM 3.0 bar < 450 RPM
11)If pump built on: . . . . . . . . . . . . . . SLD 2.7 bar
SHD 2.7 bar

ZA40S

Single stage charge air cooler
Remarks Influence of the ambient temperature is negligible.
The shown temperatures are valid if:

- The water nominal flow through cooler is unvaried.
- The pressure drop through the cooler does not exceed the admissible value of 400 mm w.g., due to dirt accumulation
on the air side.
Open cooling system
Closed cooling system
Water Temp. at Cooler Inlet (°C)

20 25 30 35 40 45 50 55 60
300
360
Cylinder Output (kW/cyl.)
420
480
540
600
660
720
Charge Air Temp. ( C), measured after the Air Cooler
20
30
40
50
60
70
80
90
96.7184
Example: Cylinder output 450 kW open cooling system water temp. 31°C
charge air temp. 32°C to 47°C.

ZA40S

Double stage charge air cooler (compact)
Remarks Influence of the ambient temperature is negligible.
The shown temperatures are valid if:

- The water nominal flow through cooler is unvaried.
- The pressure drop through the cooler does not rise more than 200 mm w.g. above the value measured at the accep
tance trial, due to dirt accumulation on the air side.
Closed cooling system
Water Temp. at Cooler Inlet (°C)

20 25 30 35 40 45 50 55 60
300
360
Cylinder Output (kW/cyl.)
420
480
540
600
660
720
Charge Air Temp. ( C), measured after the Air Cooler
20
30
40
50
60
70
80
90
97.7176
Example: Cylinder output 450 kW water temp. 30°C

charge air temp. 32°C to 41°C.

ZA40S
Operation
Manoeuvring and Operation at Low Load
General information concerning maneuvering, increasing and decreasing load
Correct manoeuvering and the resulting increase in engine load up to service power, as well as decrease in load from
the service power, is very important with the usual high engine power of today. Experience has shown that changing
the load too quickly in the upper power ranges can result in increased wear and fouling, especially of the piston rings
and cylinder liners.
Slow load changes allow the piston rings to adapt themselves to the new running conditions and therefore ensure opti
mum sealing.
On the other hand, there must always be sufficient power available within a short time to ensure safe manoeuvering in
ports and waterways.
1. Manoeuvring
Depending on installations manoeuvering varies. The information for starting, etc. are to be found in the section on
engine control (see group 0220-1).
Below are given a few general indications on manoeuvering.
- When the gear box is being reversed the instructions of the gear manufacturers must be observed. When engaging,
the engine speed must not drop too much, as otherwise the safety devices (oil pressure, water pressure etc.) may
trigger an alarm.
2. Operation at Low Load

A fouling of the inlet ducts in the cylinder heads can occur when the engine is operated for a lengthy period below 25 %
of nominal load. We therefore recommend not to let the engine run unnecessarily long at idle speed (not more than
half a day).
3. Operation at low speed

When operating at low speed the cooling water inlet temperature to the charge air cooler should be as high as possible,
so that the engine does not cool down too much.
4. Operation in heavy seas

When the propeller is emerged and submerged constantly in heavy seas the engine speed should be reduced. When the
propeller emerges there is a risk that the engine is shut down by the mechanical overspeed trip.

ZA40S
Operation
Operation at Overload with External Cyl. Lubrication
- The engine can be operated at the guaranteed overload for a limited period of time. In the absence of any special
agreement, this is restricted to 110% of the full load output.
- With correctly adjusted fuel pumps and fuel regulating linkage, the full load position (100%) of the load indicator
should not be exceeded, or only for a short period of time during normal operation.
- The overload position of the load indicator should only be attained in exceptional circumstances and for no longer
than one hour. The engine speed, load indicator and the exhaust temperature before the turbine(s) are so called
'yardsticks' for the engine load.
- The maximum admissible overload position of the load indicator is laid down in the test report for the engine, and
may not be exceeded. The same applies as well to the maximum admissible temperature before the turbine (s) which
may not exceed the maximum admissible values under any circumstances.
- The maximum fuel charge limit stop of the regulating linkage set during acceptance trials is not to be moved under
any circumstances, if fitted.
- When operating at overload, special care should be given to the proper functioning of the cylinder lubrication sys
tem.
- The outlet temperatures for water and oil may not exceed the specified maximum admissible values (see test trial
report and group 0230-1).
- The visual inspection and supervision of pressures and temperatures on the engine must be carried out more fre
quently when operating at overload.

ZA40S
Operation
Operation at Overload with Internal Cyl. Lubrication
- The engine can be operated at the guaranteed overload for a limited period of time. In the absence of any special
agreement, this is restricted to 110% of the full load output.
- With correctly adjusted fuel pumps and fuel regulating linkage, the full load position (100%) of the load indicator
should not be exceeded, or only for a short period of time during normal operation.
- The overload position of the load indicator should only be attained in exceptional circumstances and for no longer
than one hour. The engine speed, load indicator and the exhaust temperature before the turbine(s) are so called
'yardsticks' for the engine load.
- The maximum admissible overload position of the load indicator is laid down in the acceptance trial report for the
engine, and may not be exceeded. The same applies as well to the maximum admissible temperature before the tur
bine (s) which may not exceed the maximum admissible values under any circumstances.
- The maximum fuel charge limit stop of the regulating linkage set during acceptance trials is not to be moved under
any circumstances, if fitted.
- The outlet temperatures for water and oil may not exceed the specified maximum admissible values (see test trial
report and group 0230-1).
- The visual inspection and supervision of pressures and temperatures on the engine must be carried out more fre
quently when operating at overload.

Operation
Operation with Heavy Fuel Oil for Single Engine Plant
Heavy fuel oils, as they are supplied today for burning in diesel engines, require a careful treatment which makes the
installation of a suitable plant necessary. According to present techniques the most effective cleaning of liquid fuels from
solids and water is achieved by centrifugal separators.
1. Treatment of heavy fuel oils, treatment plant, presentday treatment equipment and its use
Heavy fuel oils are mostly contaminated with solids and water. Should uncleaned or insufficiently treated heavy fuel oil
enter the engine, it can cause unacceptably rapid wear on engine components like piston rings, cylinder liners, fuel
pumps, fuel valves etc. Furthermore excessive sediment can be formed in the combustion spaces.
Particularly sodium in the fuel oil (which originates from sea water) leads to formation of deposits on pistons and in the
turbocharger. For this reason, water must be separated carefully out of the fuel oil.
Settling tanks are used for the first steps of treatment. However, they only effect a coarse separation, particularly of free
water from the heavy fuel oil. To keep them effective settling tanks must have the sludge and water, accumulating in the
tank bottom, periodically drained off.
The main cleaning is effected by optimally dimensioned and correctly adjusted and operated centrifuges. Modern de
signs render superfluous the previously necessary adaptation of the gravity discs to varying densities of heavy fuel oils in
use. Modern machines automatically expel the sludge from the centrifuge. For modern power plants, designed for bur
ning heavy fuel oils of the lowest grade, such centrifuges are an absolute necessity. This applies in particular when heavy
fuel oils with densities of 991 kg/m3 and higher and with viscosities of 700 cSt/50C must be used.
Homogenizers can improve combustion properties to some extent. They will, however, be of no help in the removal of
solids from the fuel oil. They are therefore to be regarded solely as auxiliaries in the treatment plant.
Filters hold back solids of a specified size and shape. They can, however, practically not hold back water. Water will partly
even cause accelerated fouling of filters.
Treatment of heavy fuel oil, heavy fuel oil and diesel fuel oil separation (see Fig. 'A')
As a result of experience we strongly recommend the use of modern centrifuges for the treatment of heavy fuel oils.
The separating effect, i.e. the cleaning effect depends on the throughput and on the viscosity of the heavy fuel oil. As a
general rule, the smaller the throughput (m3/h or ltr/h) and the lower the viscosity of the heavy fuel oil, the better the
separating effect. It necessitates heating the heavy fuel oil before it enters the centrifuge and maintaining the working
temperature at a constant level within a tolerance of ± 2C. The minimum required heatup temperature depends on
the viscosity at 50C of the heavy fuel oil in question. This temperature can be read off the viscosity/temperature dia
gram, please also refer to the instructions of the makers of your centrifuge. For design reasons the admissible heatup
temperature is limited to 98C.
For operation, the instructions of the centrifuge makers are to be followed in the first place.
The sludge removed by centrifuging must be removed periodically from the separator drum. In the case of self cleaning
centrifuges the sequence of the emptying process may be controlled automatically but even in such a plant the correct
function and the frequency of proceedings must be kept in control by the operating personnel. Of utmost importance is
the unimpeded drain of the sludge from the drum, so that unacceptably high back pressure does not impair the function
of separation and thereby of cleaning the heavy fuel oil. This point must be absolutely assured in operation by periodical
inspections.
2. Description of the fuel oil system (see Fig. 'B')

In the described plant the complete fuel system is kept under pressure to prevent the evaporation of any water in the fuel
at the temperature required for the heavy fuel oil.
At the corresponding position of the 3way valve 21, heavy fuel is drawn from the daily tank 2 by the low pressure feed
pump 23 which supplies it to the mixing unit 25. The booster pump 26 takes the fuel from here and delivers it to the
engine fuel injection pumps via endheater 27 and filter 28. The rated capacity of the booster pump 26 is several times
higher than that of the engine fuel consumption rate. Fuel oil not consumed by the engine flows back to the mixing unit
25.

The required system pressure is set by the pressure regulating valve 31, the pressure at inlet to the fuel injection pumps by
pressure retaining valve 32 (adjusting value see group 0230-1).
Remark The pressure before fuel injection pump must not be adjusted by the bypass valve (normally closed)
at the booster pump 26!
The pump 23 supplies only so much fuel from the daily tank 2 as the engine consumes. The contents of the heavy fuel oil
daily tank 2 must be heated, if necessary. However, the official safety regulations limit the temperature to which it can be
heated.
Only the fuel in the system between the mixing unit 25 and the fuel injection pumps must be heated to the required injec
tion temperature. This is done by the endheater 27. When necessary during preheating, the heating systems of the mi
xing unit 25 and the return pipe can be put on.
The installation should be so laid out with nonreturn valves that no heavy fuel oil can enter the diesel oil daily tank 3.
3. Engine operation with heavy fuel oil

Continuous operation with heavy fuel oil is recommended for engines and plants provided for running on heavy fuel oil.
Changing over from heavy fuel oil to diesel oil operation may only be undertaken when absolutely necessary for example
by:
Flushing the engine before maintenance works
Heating plant switched off in the drydock
Environmental requirements
Recommended viscosity at inlet to the fuel injection pumps

If the fuel viscosity is too high, excessive pressure is produced in the injection system which may cause damage to parts of
the fuel injection pumps, their drive or cause the relief valves to open. At the same time the atomization of the fuel oil is
impaired, which results in partial combustion.
The temperature necessary to ensure that the required viscosity of the fuel before inlet to the injection pumps is reached
can be seen on ViscosityTemperature Diagram 0250-2. This temperature is hereafter referred to as the 'required pre
heating temperature'.
The preheating of the fuel is controlled by a viscosimeter.
Changing over from diesel oil to heavy fuel oil

After changing the threeway valve 21 the result is a mixture of diesel oil and heavy fuel oil in the mixing unit 25. The
viscosimeter controls the endheater 27 in such a way that the required viscosity (preheating temperature) of the mixture
is maintained. This preheating should only be done slowly (temperature rise max. 15C/min.). Sudden temperature
changes can lead to seizure of the fuel injection pump plungers.
The heating for the fuel oil filter 28 as well as for the fuel delivery and return pipes should be kept on, at least until the
'required preheating temperature' (read off at the thermometer before inlet to the injection pumps) is reached.
Check fuel pressure after low pressure feed pump and at injection pump inlet (see group 0230-1).
It is recommended not to exceed 75% CMCR load during changing over and until the required preheating temperature
has been reached.

Changing over from heavy fuel oil to diesel oil

To change over from normal heavy fuel oil service to diesel oil, the three way valve 21 has first of all to be repositioned
accordingly. This results in a mixture of heavy fuel and diesel oil in the mixing unit 25. The viscosity of the circulating
mixture at a certain temperature drops quickly corresponding to the increasing share of diesel oil. After a short period
the heating can be shut off.
It is recommended to changing over from heavy fuel oil to diesel oil operation at less than 50% CMCR power.
Key to Illustrations: 'A' Heavy fuel and diesel oil separating system
'B' Fuel system layout for single engine plant
1 Heavy fuel oil settling tank 23 Low pressure feed pump

2 Heavy fuel oil daily tank 24 Fuel oil automatic filter
3 Diesel oil daily tank 25 Mixing unit, heatable and insulated
4 Heavy fuel oil separator supply pump 26 Booster pump
5 Heavy fuel and diesel oil supply pump 27 Endheater
6 Suction filter 28 Fuel oil filter, heatable
7 Heavy fuel oil preheater 29 To the fuel injection pumps
8 Threeway valve 30 Bypass pipe
9 Selfcleaning heavy fuel oil separator 31 Pressure regulating valve
10 Selfcleaning heavy fuel oil / 32 Pressure retaining valve
diesel oil separator 33 Fuel leakage on high pressure piping
20 Main engine 34 Return pipe
21 Threeway valve 35 Fuel leakage monitoring
22 Suction filter 36 Fuel leakage drain
I To diesel oil storage tank VI To heavy fuel oil separator

II From heavy fuel oil transfer pump VII To vent manifold
III Draining/dewatering VIII From diesel oil separator
IV From diesel oil storage tank IX From heavy fuel oil separator
V To separator sludge tank X From the transfer pump
F Flow indicator PI Pressure gauge

Heated & insulated pipes TI Thermometer
Insulated pipes DAH Differential pressure alarm high
Pressure regulating valve DPI Differential pressure indication
Sight glass LAL Fluid level alarm, low

V Viscosimeter LAH Fluid level alarm high
VAH Viscosity alarm high

A I
II
8 8
1 2 3
III
7 9 10
6 4
IV
97.8161
6 5 V
B VII
VIII
IX
30
X
29
32 1 2 3
21
34
33
VI
31
35
36 20
00.7489
28 27 26 25 24 23 22

Operation
Operation with Heavy Fuel Oil for Multi Engine Plant
Heavy fuel oils, as they are supplied today for burning in diesel engines, require a careful treatment which makes the
installation of a suitable plant necessary. According to present techniques the most effective cleaning of liquid fuels from
solids and water is achieved by centrifugal separators.
1. Treatment of heavy fuel oils, treatment plant, presentday treatment equipment and its use
Heavy fuel oils are mostly contaminated with solids and water. Should uncleaned or insufficiently treated heavy fuel oil
enter the engine, it can cause unacceptably rapid wear on engine components like piston rings, cylinder liners, fuel
pumps, fuel valves etc. Furthermore excessive sediment can be formed in the combustion spaces.
Particularly sodium in the fuel oil (which originates from sea water) leads to formation of deposits on pistons and in the
turbocharger. For this reason, water must be separated carefully out of the fuel oil.
Settling tanks are used for the first steps of treatment. However, they only effect a coarse separation, particularly of free
water from the heavy fuel oil. To keep them effective settling tanks must have the sludge and water, accumulating in the
tank bottom, periodically drained off.
The main cleaning is effected by optimally dimensioned and correctly adjusted and operated centrifuges. Modern de
signs render superfluous the previously necessary adaptation of the gravity discs to varying densities of heavy fuel oils in
use. Modern machines automatically expel the sludge from the centrifuge. For modern power plants, designed for bur
ning heavy fuel oils of the lowest grade, such centrifuges are an absolute necessity. This applies in particular when heavy
fuel oils with densities of 991 kg/m3 and higher and with viscosities of 700 cSt/50C must be used.
Homogenizers can improve combustion properties to some extent. They will, however, be of no help in the removal of
solids from the fuel oil. They are therefore to be regarded solely as auxiliaries in the treatment plant.
Filters hold back solids of a specified size and shape. They can, however, practically not hold back water. Water will partly
even cause accelerated fouling of filters.
Treatment of heavy fuel oil, heavy fuel oil and diesel fuel oil separation (see Fig. 'A')
As a result of experience we strongly recommend the use of modern centrifuges for the treatment of heavy fuel oils.
The separating effect, i.e. the cleaning effect depends on the throughput and on the viscosity of the heavy fuel oil. As a
general rule, the smaller the throughput (m3/h or ltr/h) and the lower the viscosity of the heavy fuel oil, the better the
separating effect. It necessitates heating the heavy fuel oil before it enters the centrifuge and maintaining the working
temperature at a constant level within a tolerance of ± 2C. The minimum required heatup temperature depends on
the viscosity at 50C of the heavy fuel oil in question. This temperature can be read off the viscosity/temperature dia
gram, please also refer to the instructions of the makers of your centrifuge. For design reasons the admissible heatup
temperature is limited to 98C.
For operation, the instructions of the centrifuge makers are to be followed in the first place.
The sludge removed by centrifuging must be removed periodically from the separator drum. In the case of self cleaning
centrifuges the sequence of the emptying process may be controlled automatically but even in such a plant the correct
function and the frequency of proceedings must be kept in control by the operating personnel. Of utmost importance is
the unimpeded drain of the sludge from the drum, so that unacceptably high back pressure does not impair the function
of separation and thereby of cleaning the heavy fuel oil. This point must be absolutely assured in operation by periodical
inspections.
2. Description of the fuel oil system (see Fig. 'B')

In the described plant the complete fuel system is kept under pressure to prevent the evaporation of any water in the fuel
at the temperature required for the heavy fuel oil.
At the corresponding position of the 3way valve 21, heavy fuel is drawn from the daily tank 2 by the low pressure feed
pump 23 which supplies it to the mixing unit 25. The booster pump 26 takes the fuel from here and delivers it to the
engine fuel injection pumps via endheater 27 and filter 28. The rated capacity of the booster pump 26 is several times
higher than that of the engine fuel consumption rate. Fuel oil not consumed by the engine flows back to the mixing unit
25.

The required system pressure is set by the pressure regulating valve 32, the pressure at inlet to the fuel injection pumps by
pressure regulating valve 33 (adjusting value see group 0230-1).
Remark The pressure before fuel injection pump must not be adjusted by the bypass valve (normally closed)
at the booster pump 26!
The pump 23 supplies only so much fuel from the daily tank 2 as the engine consumes. The contents of the heavy fuel oil
daily tank 2 must be heated, if necessary. However, the official safety regulations limit the temperature to which it can be
heated.
Only the fuel in the system between the mixing unit 25 and the fuel injection pumps must be heated to the required injec
tion temperature. This is done by the endheater 27. When necessary during preheating, the heating systems of the mi
xing unit 25 and the return pipe can be put on.
The installation should be so laid out with nonreturn valves that no heavy fuel oil can enter the diesel oil daily tank 3.
3. Engine operation with heavy fuel oil

Continuous operation with heavy fuel oil is recommended for engines and plants provided for running on heavy fuel oil.
Changing over from heavy fuel oil to diesel oil operation may only be undertaken when absolutely necessary for example
by:
Flushing the engine before maintenance works
Heating plant switched off in the drydock
Environmental requirements
Recommended viscosity at inlet to the fuel injection pumps

If the fuel viscosity is too high, excessive pressure is produced in the injection system which may cause damage to parts of
the fuel injection pumps, their drive or cause the relief valves to open. At the same time the atomization of the fuel oil is
impaired, which results in partial combustion.
The temperature necessary to ensure that the required viscosity of the fuel before inlet to the injection pumps is reached
can be seen on ViscosityTemperature Diagram 0250-2. This temperature is hereafter referred to as the 'required pre
heating temperature'.
The preheating of the fuel is controlled by a viscosimeter.
Changing over from diesel oil to heavy fuel oil

After changing the threeway valve 21 the result is a mixture of diesel oil and heavy fuel oil in the mixing unit 25. The
viscosimeter controls the endheater 27 in such a way that the required viscosity (preheating temperature) of the mixture
is maintained. This preheating should only be done slowly (temperature rise max. 15C/min.). Sudden temperature
changes can lead to seizure of the fuel injection pump plungers.
The heating for the fuel oil filter 28 as well as for the fuel delivery and return pipes should be kept on, at least until the
'required preheating temperature' (read off at the thermometer before inlet to the injection pumps) is reached.
Check fuel pressure after low pressure feed pump and at injection pump inlet (see group 0230-1).
It is recommended not to exceed 75% CMCR load during changing over and until the required preheating temperature
has been reached.

Changing over from heavy fuel oil to diesel oil

To change over from normal heavy fuel oil service to diesel oil, the three way valve 21 has first of all to be repositioned
accordingly. This results in a mixture of heavy fuel and diesel oil in the mixing unit 25. The viscosity of the circulating
mixture at a certain temperature drops quickly corresponding to the increasing share of diesel oil. After a short period
the heating can be shut off.
It is recommended to changing over from heavy fuel oil to diesel oil operation at less than 50% CMCR power.
Key to Illustrations: 'A' Heavy fuel and diesel oil separating system
'B' Fuel system layout for multi engine plant
1 Heavy fuel oil settling tank 24 Fuel oil automatic filter

2 Heavy fuel oil daily tank 25 Mixing unit, heatable and insulated
3 Diesel oil daily tank 26 Booster pump
4 Heavy fuel oil separator supply pump 27 Endheater
5 Heavy fuel and diesel oil supply pump 28 Fuel oil filter, heatable
6 Suction filter 29 3/2way valve
7 Heavy fuel oil preheater 30 To the fuel injection pumps
8 Threeway valve 31 Bypass pipe
9 Selfcleaning heavy fuel oil separator 32 Pressure regulating valve
10 Selfcleaning heavy fuel oil / 33 Pressure regulating valve
diesel oil separator 34 Throttling disc
20 Main engine 35 Return valve
21 Threeway valve 36 Return pipe
22 Suction filter 37 Fuel leakage monitoring
23 Low pressure feed pump 38 Fuel leakage drain
I To diesel oil storage tank VI To heavy fuel oil separator

II From heavy fuel oil transfer pump VII To vent manifold
III Draining/dewatering VIII From diesel oil separator
IV From diesel oil storage tank IX From heavy fuel oil separator
V To separator sludge tank X From the transfer pump
F Flow indicator PI Pressure gauge

Heated & insulated pipes TI Thermometer
Insulated pipes DAH Differential pressure alarm high
Pressure regulating valve DPI Differential pressure indication
Sight glass LAL Fluid level alarm, low

V Viscosimeter LAH Fluid level alarm high
VAH Viscosity alarm high

A I
II
8 8
1 2 3
III
7 9 10
6 4
IV
97.8161
6 5 V
B VII
VIII
IX
31
X
33
35
34
30 36
1 2 3
21
VI
29 32
20 37 38
35
34
30
00.7490
29
20 37 38 28 27 26 25 24 23 22

Viscosity Temperature Diagram

Typical Values of Petroleum Fuel Oils
Oils can be pumped only

with difficulty or not at all
91.7055b
Recommended viscosity before injection pumps
Example: To obtain the recommended viscosity before injection pumps a fuel oil
of 150 mm/s (cSt) at 50 C must be heated to 108-120 C.

ZA40S
Operation
Shuttingdown with External Cyl. Lubrication
If it is not necessary to shut down the engine immediately for compelling reasons, the engine load should be reduced
s u c c e s s i v e l y in order to avoid extreme thermal stressing of the component material.
Following shutdown of the engine, the cylinder cooling water system and the lube oil pumps are to be left in operation
for at least 10 minutes to allow an equalization of temperatures within the engine.
Leakages on the engine observed during its operation are to be remedied as quickly as possible after shutdown.
During a stoppage of some duration

The engine running gear should be turned in reasonably short intervals (in dry climates weekly, in very moist climates
daily) the procedure being:
- Open indicator valves;
- Start motor driven lubricating oil pumps;
- Give the crank of the cylinder lubricators about 10 20 turns (see also group 0210-1);
- Start turning gear and rotate crankshaft at least two revolutions.

ZA40S
Operation
Shuttingdown with Internal Cyl. Lubrication
If it is not necessary to shut down the engine immediately for compelling reasons, the engine load should be reduced
s u c c e s s i v e l y in order to avoid extreme thermal stressing of the component material.
Following shutdown of the engine, the cylinder cooling water system and the lube oil pumps are to be left in operation
for at least 10 minutes to allow an equalization of temperatures within the engine.
Leakages on the engine observed during its operation are to be remedied as quickly as possible after shutdown.
During a stoppage of some duration

The engine running gear should be turned in reasonably short intervals (in dry climates weekly, in very moist climates
daily) the procedure being:
- Open indicator valves;
- Start motor driven lubricating oil pumps;
- Start turning gear and rotate crankshaft at least two revolutions.

ZA40S
Operation
Measures to be taken after a Shutdown
When the engine is shut down for only a few hours

- Keep the prelubricating pump running.
- Open the indicator valves.
- Do not cool down the engine too much.
- Bar the engine by one turn and shut the indicator valves before starting.
When the engine is shut down for one or several days

- Keep the prelubricating pump running for about 10 minutes to prevent heat congestion.
- Open the indicator valves.
- Stop the circulating pumps, separators etc.
- Shut feed and return piping of cooling water and fuel oil.
- Close shutoff valve of starting air bottle and open the vent of the feed line.
- Shut the feed line of the control air.
When the engine is shut down for a longer period

- Additionally to the measures for one or several days stoppage the following measures must be taken.
- For the charge air cooler the instructions of the cooler manufacturers have to be followed. Should these be missing
we recommend either draining the cooler (sea water) or to let the water(fresh water) circulate daily for about 30
minutes.
- Bar the engine, in dry climate weekly in humid climate daily, with open indicator valves by several turns. During
barring the prelubrication pump should be running.
- If the engine is taken out of service for a long time it must be cleaned carefully inside and outside and preserved.
(Instructions for preservations to be requested from the manufacturers).
- When frost is expected, the cooling spaces must be drained and protected against corrosion.

ZA40S
Special Measures in Operation
Runningin after Inspections or Overhauls with External Cyl. Lubrication
1. General
Attention Replaced piston rings, piston crowns, piston skirts or cylinder liners must be runin.
- A careful runningin is the basis for further satisfactory service, well sealing compression rings and modest wear
of cylinder liners, piston skirts and piston rings.
- It is not permitted to reinstall used piston rings!
- Barred speed ranges (critical speed) must be avoided!
- The engine is supposed to be in full operational readiness, controls and monitoring must function. The same
refers to the installation and ancillary equipment.
- Runningin additives in the lubricating oil or fuel oil are not foreseen.
2. Cylinder lubricating oil for the runningin

a) Engines operating on Diesel Oil (distillate fuel)
When runningin engines which normally operate on diesel oil, the normal lubricating oil recommended in our
lubricant specification should be used.
This is lubricating oil of the viscosity class SAE40 suitable for medium speed engines with trunk pistons.
When diesel fuel oil with a sulphur content of up to 1% or 1 - 2% is used, refer to the recommended lubricating
oil in group 0110-1.
b) Engines operating on Heavy Fuel Oil
If heavy fuel oil is used for runningin, the same lubricating oil should be used which is recommended for normal
operation with heavy fuel oil.
When heavy fuel oil with a sulphur content of 1 - 3% or 3 - 5% is used, refer to the recommended lubricating
oil in group 0110-1.
c) Starting on Diesel Oil and subsequent switching to Heavy Fuel Oil
When a vessel leaves the port or at the startup of a power plant, the engine for practical reasons is started up on
diesel fuel instead of heavy fuel oil. During the runningin, the operation on diesel fuel should be kept as short
as possible and the changeover to heavy fuel should be carried out at the latest before reaching 50% of nominal
load or load step 4 (see runningin programme item 4).
If a longer period of diesel fuel operation is envisaged, a cylinder lubricant must be used as indicated in para
graph a) and the lubricators would have to be filled up or refilled by hand in such a case.
If a longer period of diesel fuel operation is envisaged, a cylinder lubricant must be used as indicated in para
graph a) and the lubricators would have to be filled up or refilled by hand in such a case.
3. Cylinder lubricating oil flow quantity for runningin

The engine is equipped with a l o a d d e p e n d e n t cylinder lubricating system, i.e. depending on the load
position of the regulating shaft, the cylinder is supplied with a larger specific lubricant quantity (at 25% load) or a
reduced specific lubricant quantity (at 100% load).
For the runningin period of the individual cylinder components or of the complete engine, the lubricating oil
quantity must be larger. To achieve this the respective setting screws on the cylinder lubricators are to be set for
maximum delivery stroke (turn anticlockwise to the stop X = O) (see group 7200-1).

ZA40S
General reference value for the specific cylinder lubricating oil quantity in g/kWh
at nominal power and speed
at MCR power
per cylinder, in g/kWh
Operating position 660 kW 720 kW
Runningin the engine, during the first 100 operating hours. . . . . . . . . . . . . . . . 2.7 2.7
After this reduce quantity in steps of 24h to normal operating value.
For normal operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0 2.0
For runningin after overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 3.2
4. Runningin programme
Increasing to the corresponding load position should be done s l o w l y (indicated increase at load indicator: about
0.3 positions per minute).
gradual Engines for ships with Fixed P itch Propellers Engines for driving alternators or
steps (FPP, propeller law) Controllable Pitch Propellers (CPP) *
1 15' 50% of nominal speed 15' 50% of nominal speed

(no load)
STOP: Check main, connecting rod, and camshaft bearings which have either been
removed or renewed during overhaul for normal operating temperature.
2 1h 67% 1h 30%
3 1h 74% 1h 40%
4 2h 80% of nominal speed 2h 50% of nominal load
5 3h 86% 3h 65%
6 3h 91% 3h 75%
STOP: For cylinders with new piston rings, piston, piston skirt or cylinder liner:
Check the surface condition of the cylinder liner (from below).
7 4h 95% 4h 85%
of nominal speed of nominal load
8** 3h 97% 3h 90%
* = Where possible also run in these engines according to propeller law .

** = In the event of service output not having been reached earlier

ZA40S
Reduced runningin ( exceptional case )

If it is absolutely essential that the engine be brought back into service with a faster load increase than in the pre
ceding table, the full charge of the cylinder to be runin should be reduced to 50% for at least 4 hours and to 75% for
a further 6 hours.
The limiting of the fuel charge can be done by putting the distance piece (tool no. 9455.11) on the regulating rack
between the fuel injection pump housing and clamp ring of the respective cylinder (similar to what is done to cut
out the fuel injection pump completely (see group 5501-1).
The barred speed and load ranges for service with one or more cylinders not firing have also to be adhered to when
running under the previously mentioned conditions (see group 0310-1).
At the same time, the engine should not operate with a surging turbocharger or with too high exhaust tempera
tures.
5. Reduction of the cylinder lubricant flow quantity after runningin

After completion of the runningin programme the lubricating oil supply to the overhauled cylinder has to be kept
increased for about another 100 operating hours at service load. Only after this time have the setting screws to be
turned back in steps within 24 hours to the normal X value as specified in the setting table (see group 7200-1).

ZA40S
Operation under Abnormal Conditions
With a Fuel Injection Pump Cut Out or Driving Mechanism Removed with Internal Cyl. Lubrication
Operation with a fuel injection pump cut out

The regulating rack of the fuel pump is to be withdrawn to zerodelivery and arrested in this position with the special
spacer (tool No. 9455.11), (see group 5501-1).
Should an engine have to be operated with one fuel injection pump cutout, one has to consider that vibration pro
blems might arise. It is therefore essential in every case to verify by what degree the speed and load must be reduced so
that no consequential damage may be caused by the formation of resonant vibrations.
These investigations have been carried out by the engine manufacturer when all the components for the vibration
calculation are known to them (engine specification, coupling, gearbox, shaft power and propeller). The vibration cal
culation is included in the 'Engine Documentation', their instructions must be strictly observed.
When operating over a long period with a fuel pump cutout, the indicator valve on the respective cylinder head is to be
opened hourly to allow any accumulated oil to be emitted. Opening the indicator valve must be done with the utmost
care, and the oil spray to be caught by suitable means or to be directed towards the drain tank.
Operation with driving mechanism removed

Should an engine have to be operated with a removed driving mechanism the same conditions apply as described abo
ve.
For operation with removed driving mechanism the following work must be carried out:
- Remove piston with connecting rod and connecting rod big end.
- Block lubricating oil outlet from crank pin with suitable bandage.
- Fit cylinder head without push rods to rocker arms.
- Block starting air pipe between flame arrestor housing and cylinder head.
- Disconnect control air to starting valve and plug pipe with a closing piece.
- Cut out fuel injection pump concerned (see group 5501-1).
- In all cases where the engine must run with cylinders cutout, it may no longer be operated at full power.
To prevent a thermal overloading of the engine the full load position of the load indicator (LI) or the maximum ex
haust gas temperatures before turbine (see group 0230-1) may under no circumstance be exceeded. Furthermore the
colour of the exhaust gases must always be observed, as the engine should not be operated with dark exhaust.
The engine power and engine speed have to be correspondingly reduced, keeping in mind any barredspeed ranges at
critical speeds.
When individual cylinders are cutout the turbocharger can start 'surging' what is audible as a loud 'baying/panting'
sound. Surging is also visible by the large amplitudes of the pointer in the pressure gauge for the scavenge air.
Should the 'surging' occur at short intervals or even continuously, the speed (with fixed pitch propeller installations) or
the propeller pitch (with controllable pitch propeller installations) has to be suitably reduced.
Operation with one or more running gears removed should only be practised in extreme cases of emergency, i.e. where
there is no other possibility for the vessel to proceed under its own steam.

ZA40S
Operation with Defective Charge Air Cooler
Operating the engine with a defective charge air cooler is strictly not recommended.
If the tubes of the Charge Air Cooler (CAC for short) are defective, the cooling medium can enter the working cylin
ders of the engine. Should water flow out from the drain pipes of the CAC it must be established whether this is con
densate (precipitation at high humidity of the air) or cooling water (leakage in the CAC or leaking Orings of the cylin
der liners).
With these charge air coolers a leakage of the cooling tubes is practically not to be expected, as they are operated with
treated cooling water.
Should a cooler defect occur just the same, then the following measures should be taken:
- In the fitted condition block off the defective cooling tubes by suitable means (see Maintenance Manual group
6601-1).
- As soon as operation permits, remove the defective cooler and fit in its place the spare cooler.

Dimensions and Material Specifications of O-Rings and Round Rubber Rings
Material
Inner Diameter
Code Book
Thickness
NBR = Nitrile
Group in
in mm
in mm
Component where the O-ring FPM = Viton
or the rubber ring is installed MVQ = Silicone
Round rubber joints
1008---1 Oil sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 cylinder 7 *11’400 NBR 50 Sh
Oil sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 cylinder 7 *14’200 NBR 50 Sh
Oil sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 cylinder 7 *15’600 NBR 50 Sh
Ø
L
Rubber rings and O-rings

1001---1 Horizontal tie rod for main bearing . . . . . . . . . . . . . . . . . . . . . . 5.33 78.74 NBR 70 Sh
Horizontal tie rod for main bearing . . . . . . . . . . . . . . . . . . . . . . 5.33 66.04 NBR 70 Sh
2103---1 Cylinder liner (below) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.99 443.36 FPM 75 Sh

Cylinder liner (above) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.99 532.26 FPM 75 Sh
2701---1 Nut for cylinder head stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 78.74 NBR 70 Sh

Oil passage (engine housing / cylinder head) . . . . . . . . . . . . . . . 3.53 32.92 NBR 70 Sh
Oil passage (cylinder head / rocker arm housing) . . . . . . . . . . . 3.53 18.64 NBR 70 Sh
Bush for fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 81.92 FPM 70 Sh
Valve guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 28.17 FPM 70 Sh
2716---1 High pressure fuel pipe and fuel delivery valve . . . . . . . . . . . . . 3.53 63.09 FPM 70 Sh
2722---1 Fuel injection valve / nozzle holder . . . . . . . . . . . . . . . . . . . . . . . 5.33 81.92 FPM 75 Sh

Fuel injection valve / nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 66.04 FPM 75 Sh
2728---1 Starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 100.97 FPM 70 Sh

Starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 18.64 NBR 70 Sh
2754---1 Valve seat for exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 120.24 FPM 70 Sh

Valve seat for exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 120.24 FPM 70 Sh
2760---1 Plug for auxiliary rocker arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 40.64 NBR 70 Sh

Plug for main rocker arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 78.74 NBR 70 Sh
3101---1 Intermediate piece for shaft extension . . . . . . . . . . . . . . . . . . . . 5.33 40.64 NBR 70 Sh

Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 20.22 FPM 70 Sh
Screwed connection flywheel / vibration damper (GEISLINGER) 6.99 608.08 MVQ 50 Sh
Screwed connection flywheel / vibration damper (GEISLINGER) 6.99 380.37 MVQ 50 Sh
Wärtsilä Italia S.p.A. 1 L-Mot. / 12.04

Material
Inner Diameter
Code Book
Thickness
NBR = Nitrile
Group in
in mm
in mm
Component where the Oring FPM = Viton
3401-1 Piston crown . . . . . . . . . (P = 660 kW/cylinder) . . . . . . . . . . . . 6.99 342.27 FPM 70 Sh
Piston crown . . . . . . . . . (P = 720 kW/cylinder) . . . . . . . . . . . . 6.99 342.27 FPM 70 Sh
Upper piston half . . . . . (P = 720 kW/cylinder) . . . . . . . . . . . . 6.99 227.97 FPM 70 Sh
4101-1 Journal pin for camshaft drive . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.99 148.59 NBR 70 Sh
4301-1 Slide valve / flange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 40.64 NBR 70 Sh

Starting air distributor / guide flange . . . . . . . . . . . . . . . . . . . . . . 5.33 88.27 NBR 70 Sh
Starting air distributor / housing . . . . . . . . . . . . . . . . . . . . . . . . . . 6.99 177.17 NBR 70 Sh
4304-1 Throttle nonreturn valve for shutoff valve . . . . . . . . . . . . . . . . 3.53 28.17 FPM 75 Sh
Precontrol valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 10 Rubber No. 750
Throttle nonreturn valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 28.17 FPM 70 Sh
4401-1 Housing for valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.99 148.59 NBR 70 Sh

Casing for push rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 100.97 NBR 70 Sh
4503-1 Reversing valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 40.64 NBR 70 Sh
4509-1 Fuel locking slide valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 32.92 NBR 70 Sh

Fuel locking slide valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 18.64 NBR 70 Sh
4604-1 3/2 way valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 28.17 FPM 75 Sh

Control valve to shutdown servomotor . . . . . . . . . . . . . . . . . . . . 5.33 53.34 NBR 70 Sh
Control valve to shutdown servomotor . . . . . . . . . . . . . . . . . . . . 5.33 40.64 NBR 70 Sh
Control valve to shutdown servomotor . . . . . . . . . . . . . . . . . . . . 2 10 Rubber No. 750
4608-1 Pressure sensor for control / needle valve in connecting block 1.78 3.68 NBR 70 Sh
Pressure sensor for control / sealing flange for connecting block 1.78 6.07 NBR 70 Sh
4612-1 Shutdown servomotor / cover . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 34.52 NBR 70 Sh

Shutdown servomotor / cylinder . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 53.34 NBR 70 Sh
Shutdown servomotor / flange . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 40.64 NBR 70 Sh
Shutdown servomotor / cylinder . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 24.99 NBR 70 Sh
Shutdown servomotor / guide . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 66.04 NBR 70 Sh
Shutdown servomotor / housing . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 46.99 NBR 70 Sh
Shutdown servomotor / flange . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.99 126.37 NBR 70 Sh

Material
Inner Diameter
Code Book
Thickness
NBR = Nitrile
Group in
in mm
in mm
4807-1 Local control stand / valve connection . . . . . . . . . . . . . . . . . . . . . 2.62 4.42 NBR 70 Sh
Local control stand / valve connection . . . . . . . . . . . . . . . . . . . . . 2 10 Rubber No. 750
4807-2 Local control stand / valve connection . . . . . . . . . . . . . . . . . . . . . 2 10 Rubber No. 750
5303-1 Intermediate wheel shaft to overspeed safety cut out . . . . . . . . 3.53 37.69 NBR 70 Sh
5501-1 Fuel injection pump / housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 158.12 MVQ 50 Sh

Fuel injection pump / cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 91.44 FPM 75 Sh
Fuel injection pump / cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 66.04 FPM 75 Sh
6730-1 Flap for bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 10 Rubber No. 750
7005-1 Pump attachment / lubricating oil pump . . . . . . . . . . . . . . . . . . . 6.99 393.07 NBR 70 Sh

Pump attachment / fuel transfer pump . . . . . . . . . . . . . . . . . . . . 6.99 291.47 NBR 70 Sh
Pump attachment / nozzle cooling water pump . . . . . . . . . . . . . 6.99 215.27 NBR 70 Sh
Pump attachment / cylinder cooling water pump . . . . . . . . . . . . 6.99 291.47 NBR 70 Sh
7201-1 Drive of cylinder lubricating pump / flow control valve . . . . . . . 3.53 18.64 NBR 70 Sh
Flow valve / base plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 18.64 NBR 70 Sh
7403-1 Fuel transfer pump / cover . . . . . . . . . . . . diesel oil . . . . . . . . 6.99 148.59 NBR 70 Sh
Fuel transfer pump / sealing disc . . . . . . . diesel oil . . . . . . . . 5.33 43.82 NBR 70 Sh
Fuel transfer pump / driving shaft . . . . . . diesel oil . . . . . . . . 3.53 37.69 NBR 70 Sh
Fuel transfer pump / cover . . . . . . . . . . . . heavy fuel oil . . . . . 6.99 148.59 FPM 70 Sh
Fuel transfer pump / sealing disc . . . . . . . heavy fuel oil . . . . . 5.33 43.82 FPM 70 Sh
Fuel transfer pump / driving shaft . . . . . . heavy fuel oil . . . . . 3.53 37.69 FPM 70 Sh
7505-1 Cylinder cooling water pump / cover . . . . . . . . . . . . . . . . . . . . . . 6.99 227.97 NBR 70 Sh

Cylinder cooling water pump / bearing housing . . . . . . . . . . . . . 6.99 177.17 NBR 70 Sh
(high temperature circuit)
7506-1 Raw water pump / cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.99 291.47 NBR 70 Sh

Raw water pump / bearing housing . . . . . . . . . . . . . . . . . . . . . . . 6.99 177.17 NBR 70 Sh
(low temperature circuit)
7507-1 Nozzle cooling water pump / cover . . . . . . . . . . . . . . . . . . . . . . . . 6.99 177.17 NBR 70 Sh

Nozzle cooling water pump / bearing housing . . . . . . . . . . . . . . . 5.33 91.44 NBR 70 Sh

Material
Inner Diameter
Code Book
Thickness
NBR = Nitrile
Group in
in mm
in mm
8301-1 Cyl. cooling water piping / connecting piece on cyl. head . . . . . 5.33 40.64 FPM 70 Sh
Washing plant for charge air cooler, intermediate flange . . . . . 5.33 40.64 NBR 70 Sh
Oil main piping / connecting flange on engine housing . . . . . . . 6.99 164.47 NBR 70 Sh
8701-1 Fuel oil pressure retaining valve . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 28.17 FPM 70 Sh

Connecting piping to shutoff cock of fuel piping . . . . . . . . . . . . 3.53 34.52 FPM 70 Sh
Control piping / connecting block . . . . . . . . . . . . . . . . . . . . . . . . . 1.78 3.68 NBR 70 Sh
9322-1 Pressure sensor for alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.78 6.07 NBR 70 Sh

9323-1 Pressure sensor for remote indication . . . . . . . . . . . . . . . . . . . . . 1.78 6.07 NBR 70 Sh
Tubular joints
1603-1 Cover to crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 *1850 MVQ 50 Sh
Cover to camshaft space . . . . . . . . . . . . . . . . . . . . 6-9 cylinder 15 *3300 MVQ 50 Sh
Cover to camshaft space . . . . . . . . . . . . . . . . . . . 9 cylinder only 15 *1850 MVQ 50 Sh
2762-1 Cover on rocker arm housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 *2220 MVQ 50 Sh

Rocker arm housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 *2220 MVQ 50 Sh
6701-1 Air connection to cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . 15 *575 MVQ 50 Sh
D d
L
Orings on tools
9408.36 Hydraulic jack 150 mm stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.62 9.19 NBR 70 Sh

9427.06 Pressure test cylinder cover, sealing ring . . . . . . . . . . . . . . . . . . . 6.99 532.26 MVQ 50 Sh
9427.31 Fitting or mounting device, valve seat . . . . . . . . . . . . . . . . . . . . . 5.33 66.04 NBR 70 Sh
*) Length of joint

Dimensions and Material Specifications of Piston and Rod Seal Rings and Applicable ORings
Seal Ring Support Ring
PTF/MoS2 /Glass
70±10 Shore A
70±5 Shore A
Abbreviation
Nitrile NBR
PTF/Bronze
Code Book
Viton FPM
Component where the Piston Seal Ring (PSR) or
Group in
the Rod Seal Ring (RSR) is installed. Nominal

Dimensions
2728-1 Starting valve / piston . . . . . . . . . . . . . . . . . . . . . . . . . . . PSR 85x81x3.8 x x
Starting valve / housing . . . . . . . . . . . . . . . . . . . . . . . . . RSR 50x54x3.8 x x
4301-1 Starting air distributor / piston . . . . . . . . . . . . . . . . . . . PSR 100x95x3.8 x x

Starting air distributor / cylinder . . . . . . . . . . . . . . . . . . RSR 75x79x3.8 x x
Starting air distributor / thrust washer . . . . . . . . . . . . . RSR 25x27x1.8 x x
4304-1 Shutoff valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PSR 120x115x3.8 x x

Shutoff valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PSR 30x27x2.8 x x
Shutoff valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PSR 20x18x1.8 x x
4503-1 Piston of reversing valve . . . . . . . . . . . . . . . . . . . . . . . . PSR 50x46x3.8 x x
4604-1 Control valve of cutout servomotor / piston . . . . . . . . PSR 50x46x3.8 x x
4612-1 Cutout servomotor / piston . . . . . . . . . . . . . . . . . . . . . PSR 50x46x3.8 x

Cutout servomotor / piston . . . . . . . . . . . . . . . . . . . . . PSR 140x135x3.8 x x
5303-1 Overspeed safeguard / piston . . . . . . . . . . . . . . . . . . . . PSR 45x42x2.8 x x

Overspeed safeguard / cylinder . . . . . . . . . . . . . . . . . . . RSR 25x27x1.8 x x
5501-1 Fuel injection pump, rack . . . . . . . . . . . . . . . . . . . . . . . RSR 24x26x1.8 x x
6730-1 Flap for bypass / rack . . . . . . . . . . . . . . . . . . . . . . . . . . . PSR 50x46x3.8 x x

Flap for bypass / rack . . . . . . . . . . . . . . . . . . . . . . . . . . . PSR 0x27x2.8 x x
Flap for bypass / support . . . . . . . . . . . . . . . . . . . . . . . . PSR 30x27x2.8 x x
6735-1 Wastegate / piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PSR 140x135x3.8 x x
Piston Seal Ring (PSR) Rod Seal Ring (RSR)

(nominal dimensions da x di x b) (nominal dimensions di x da x b)
Cylinder Bush
Support ring
Seal ring
Seal ring b
Support ring
b
Piston Rod
di da di da

Seal ring Support Ring

in Group 9400-2
PTF/MoS2 /Glass
70±10 Shore A
70±5 Shore A
Abbreviation
Nitrile NBR
PTF/Bronze
Viton FPM
Tool where the Piston Seal Ring (PSR)
Tool No.
or the Rod Seal Ring (RSR) are used. Nominal

Dimensions
9410.01 Pretensioning jack to crankshaft main bearing / pis PSR 220x214x5.8 x x

ton RSR 120x125x3.8 x x
Pretensioning jack to crankshaft main bearing / cyl
inder
9427.01 Pretensioning jack to cylinder head / piston PSR 140x135x3.8 x x

Pretensioning jack to cylinder head / cylinder RSR 90x94x3.8 x x
9433.01 Pretensioning jack to connecting rod / piston PSR 110x105x3.8 x x

Pretensioning jack to connecting rod / cylinder RSR 60x64x3.8 x x
9433.07 Pretensioning jack to crank web counterweights / PSR 120x115x3.8 x x

piston RSR 60x64x3.8 x x
Pretensioning jack to crank web counterweights /
cylinder

ZA40S

Operation with Defective Turbocharger
Upon failure of the turbocharger the engine must be shut down as quickly as possible to avoid worse damage.
Should repair or replacement of a turbocharger not be immediately possible, then the engine can be run in 'Emergency
Operation' at reduced load (according to limiting values) and after the measures below have been taken.
In the mentioned 'Emergency Operation' the engine should basically run only as long as absolutely necessary.
Measures
Block the rotor of the defective turbocharger as described in the turbocharger manual.
Remove cover at the charge air space, and provide suitable measures so that foreign particles cannot be sucked
through the unprotected openings.
If a turbocharger casing is cracked, the cooling water inlet and return pipes must be blanked off.
Attention
When the engine is operated with a defective turbocharger, the exhaust gas temperature after cylinder and before
turbine must under no circumstances be higher than for full load operation (see group 0230-1 and shop trial docu
ments).
This means that a well maintained engine may be operated at about 15 to 20% load.
Remark The temperature must be continuously checked to prevent the max. limiting values from being ex
ceeded by reducing the load in time.

ZA40S

Measures for Prevention of Crankcase Explosions
Investigations into the causes of crankcase explosions with diesel engines have shown that they can only occur under
particular conditions and, therefore, are extremely rare.
The oil mist in the crankcase is inflammable over a very narrow range of mixture only. There must always be an extra
neous cause to set off ignition such as hot engine components. Only under these circumstances and the presence of a
critical mixture ratio of oil mist and air can an explosion occur.
If required the engine will be equipped with an oil mist detector (see group 9314-1), which continuously monitors the
density of oil mist in the crankcase and, depending on the installation, triggers an alarm or stops the engine if the oil
mist exceeds the admissible density.
Good engine maintenance and deliberate action in cases of an alarm rule out explosions to a large degree.
Measures to be taken in case of an alarm

Get a way from the engine, risk of explosion!
Reduce engine speed (power) immediately.
As soon as conditions allow, stop the engine.
Find cause and remedy as far as possible (check bearings, visual inspection of the cylinder liners).
Attention Should the engine be shut down (manually or by the monitoring unit) because of a suspected over
heating of a running gear, then neither the covers nor the casings of the crankcase may be opened
immediately and allow no one in the vicinity of the explosion relief valves!
The overheated parts must cool down for at least 20 minutes, to prevent ignition from access of
fresh air.
Fire extinguishing equipment should be kept close at hand when the crankcase or engine housing is
subsequently opened.

Clearance and Wear Table
The normal clearances given in the following clearance and wear tables correspond to those resulting from manufactu
ring tolerances or clearances as adjusted on the new engine.
The laid down maximum clearances resp. max/min. dimensions are such values as may be reached after a lengthy opera
ting period, which however may not be allowed to be exceeded or fall below. On components where the clearance is
adjustable by modifying the thickness of shims, discs, spacers etc. the value given as 'Normal Clearance' should always be
arrived at, or striven to attain. Where this is not possible, worn parts must be replaced by standard new ones or recondi
tioned by suitable material buildup.
If during an overhaul clearances are measured which almost have reached the permissible limit it must be left to indivi
dual judgement to decide whether a component part should be replaced or remain fitted till the next overhaul. This de
pends for example from the duration of the next operation period till the next overhaul and what wear has to be expected
based on experience made.


Crankshaft Main Bearing and Crankshaft Thrust Bearing
Crankshaft Main Bearing
95.7160
Crankshaft Thrust Bearing
95.7161


Crankshaft Main Bearing and Crankshaft Thrust Bearing
Direction of Nominal Maximum clearance

Key No.
Group
Part description measuring dimension (due to wear)

mm mm
Ovality . . . . . max. 0.05
Outer 0
1201 1 Journal 350 Parallelism . . max. 0.025
Diameter - 0.06
Diameter . . . max. -0.10
Bearing shells (studs tightened ac Inner
350 + 0.35
cording to instructions) Diameter + 0.27
Ovality . . . . . max. 0.05

1201 2 Journal O.D. 350 0 Parallelism . . max. 0.025
- 0.06
Bearing shells (studs tightened ac
I.D. 350 + 0.29
cording to instructions) + 0.21
Bearing clearance vertical 0.21 0.35 For reuse of bearing shells,

please note group 0003-2

Ovality . . . . . max. 0.05
1202 3 Shaft end piece O.D. 350 0 Parallelism . . max. 0.025
- 0.06
Thrust bearing shells (bearing
For reuse of bearing shells,
screws tightened according to I.D. 350 + 0.36
+ 0.29 please note group 0003-2
instructions)
Bearing clearance vertical 0.29 0.42
1202 4 Crankshaft axial clearance axial (total) 0.20 0.44 0.80

(both thrust rings installed)
1202 5 Shaft end piece O.D. 350
Oil catcher I.D. 350
Clearance all around 1.0


Cylinder Liner, Valve Rocker Arms
Cylinder Liner
125mm
1
95.7162
Valve Rocker Arms
2 4
3 5
95.7163


Cylinder Liner, Valve Rocker Arms

Key No.
Group

mm mm
Cylinder Liner
2105 1 Cylinder liner I.D. 400 + 0.057
0
Measuring point A Diameter . . . max. 401.5
Measuring point B, C, D I.D. 400 Diameter . . . max. 400.4
Measuring point A Ovality . . . . . max. 0.5
(see also group 2105-1
Valve Rocker Arm

2705 2 Main rocker pin O.D. 90
Bearing bush (fitted) I.D. 90 + 0.090

+ 0.036
Clearance radial 0.036 0.112 0.15
2705 3 Main rocker arm axial clearance axial (total) 0.5 1.0
2705 4 Auxiliary rocker pin O.D. 50

+ 0.025
2705 5 Auxiliary rocker arm axial (total) 0.5 1.0

axial clearance


Inlet and Exhaust Valve Guide, Crankpin Bearing
Valve with Rotocap Valve with Turnomat
172
50
25
1 1
Crankpin Bearing
1
1
35
45
95.7165


Inlet and Exhaust Valve Guide, Crankpin Bearing

Key No.
Group

mm mm
Inlet and Exhaust Valves
2701 1 Valve spindle O.D. 28 min. Ø 27.85
(measuring point see Fig.)
Valve guide bush I.D. 28
Clearance 0.06-0.11 0.30
(measuring point see Fig.)
Crankpin Bearing
3302 2 Crankpin 0 Ovality . . . . . max. 0.08
O.D. 350
- 0.06 Parallelism . . max. 0.03
Bearing shells For reuse of bearing shells,
(bearing studs tightened accord I.D. 350 + 0.29 see group 0003-2
+ 0.22
ing to instructions)
Bearing clearance vertical 0.22 - 0.35
3302 3 Crankpin 0 Ovality . . . . . max. 0.08

O.D. 350
- 0.06 Parallelism . . max. 0.03
Bearing shells For reuse of bearing shells,
(bearing studs tightened accord I.D. 350 + 0.35 see group 0003-2
+ 0.28


Rotating Piston
The specified clearances are identical

for both piston designs.
see
see page 10
page 10 and 11
and 11 1
2
Piston with Piston with
inner lubrication external lubrication
1
3
see
page 10
and 11
96.7225 95.7166


Rotating Piston

Key No.
Group

mm mm
Rotating Piston
3401 1 Piston crown (measuring point at O.D. 398.85
lower edge of piston crown)
Cylinder liner I.D. 400 + 0.057

0
Clearance radial (total) 1.150 1.307
3401 2 Piston skirt O.D. 399.75
Cylinder liner I.D. 400 + 0.057

0
Clearance radial (total) 0.250 0.357
3401 3 Ratchet pawl O.D. 30
Guide bush I.D. 30
Clearance radial (total) 0.020 0.062 0.15
3401 4 Clearance between ratchet ring axial 0.15 0.50 0.60

and upper bearing cup
(waisted bolts connecting piston
crown to skirt, tightened accord
ing to instruction)
3401 5 Clearance between lower bearing radial 0.07 0.23 0.35

cup and spherical head of connect
ing rod
(waisted bolts connecting piston
crown to skirt, tightened accord
ing to instruction)


Piston Rings and Oil Scraper Rings
Arrangement of the piston rings and

oil scraper rings see group 3402–1
2 1 1
3
5 4 4
8 7 9 7
96.7249
9 10



Key No.
Group

mm mm
Piston Ring
+ 0.20
0 20
3402 1 Piston ring groove (groove height) axial 10 + 0.17
0
Piston ring (ring height) axial 10 - 0.025 max. groove height 10.45
Clearance axial 0.17-0.225 0.50

3402 2 Piston ring groove depth 13.5 All piston rings to be re
placed at every piston over
haul.
Piston ring width 13
3402 3 Piston ring gap measured in a 1.4 ± 0.2
ring of
400 + 0.05 D.
0
3402 4 Piston ring groove (groove height) axial 8 + 0.20 max. groove height 8.45
- 0.17
Piston ring (ring height) axial 8 0
- 0.025
Clearance axial 0.17-0.225

3402 5 Piston ring groove depth 13.5
+0 2
Piston ring (ring width) width 13 - 0.2
0.3
3402 6 Piston ring gap measured in a 2.2 ± 0.2
ring of
400 + 0.05 D.
0
Oil Scraper Ring
Oil scraper ring groove
3402 7 axial 9 + 0.040
(groove height) + 0.020
Oil scraper ring (ring height) axial 9 - 0.013

- 0.053
Clearance axial 0.033-0.093
3402 8 Oil scraper ring groove depth 13 + 0.45

+ 0.30
3402 9 Scraping edge height 0.8 ± 0.07 1.0
3402 10 Oil scraper ring gap measured in a 1 ± 0.2 4.0
ring of
400 + 0.05 D.
0


Camshaft Bearing, Camshaft Thrust Bearing, Camshaft Drive, Tooth Backlash NonReversible Engine
6
2
1 1
95.7190
4 5
6 1
95.7168
95.7169


Camshaft Bearing, Camshaft Thrust Bearing, Camshaft Drive, Tooth Backlash NonReversible Engine

Key No.
Group

mm mm
Camshaft Bearing
4101 1 Camshaft O.D. 140
Bearing shells
(bearing screws tightened accord I.D. 140 + 0.195
+ 0.13
Camshaft Thrust Bearing

4101 2 Camshaft / stop ring axial (total) 0.2 0.3 0.4
Camshaft Drive
4101 3 Bearing journals O.D. 180
0
4101 4 Intermediate gear wheel axial (total) 0.4 0.8 0.9
4101 5 Intermediate gear wheel / cam tooth backlash 0.16 ± 0.32 0.5
shaft gear wheel
4101 6 Driving gear wheel on crankshaft tooth backlash 0.22 ± 0.39 0.45
(split gear),
intermediate gear wheel


Camshaft Bearing, Camshaft Drive, Tooth Backlash Reversible Engine
95.7190
1 1
5
4
95.7170
95.7169


Camshaft Bearing, Camshaft Drive, Tooth Backlash Reversible Engine

Key No.
Group

mm mm
Camshaft Bearing
Bearing shells
(bearing screws tightened accord I.D. 140 + 0.195
+ 0.13
Camshaft Axial Clearance (Please refer to page 20 and 21:

Reversing Servomotor)
Camshaft Drive
4101 3 Bearing journal O.D. 180
0
4101 4 Intermediate gear wheel axial (total) 0.4 0.8 0.9

(axial clearance)
4101 5 Intermediate gear wheel / cam tooth backlash 0.16 0.32 0.5
shaft gear wheel
4101 6 Driving gear wheel on crankshaft tooth backlash 0.22 0.39 0.45
(split gear)


Starting Air Distributor with Control Disc
3 2
96.8567
+0
10 + 0.03
+0
10 + 0.03


Starting Air Distributor with Control Disc
Nominal Maximum clearance

Key No.
Group
Part description Direction of dimension (due to wear)

measuring mm mm
Starting Air Distributor
4301 1 Slot in intermediate shaft radial 10 + 0.05
and shaft + 0.02
Cross intermediate piece radial 10 0 0.10

- 0.03
Clearance radial 0.02-0.08
4301 2 Shaft O.D. 24 - 0.065

- 0.098
DU bush I.D. 24 + 0.071 0.20

- 0.010
Clearance radial 0.055-0.169
4301 3 Intermediate shaft / cross axial 0.80-3.0

intermediate piece
4301 4 Ball / disc axial 0.70-1.70


Starting Air Distributor NonReversible Engine
95.7172


Starting Air Distributor NonReversible Engine

Key No.
Group

mm mm
Staring Air Distributor
4301 1 Pilot control valve O.D. 30
Casing I.D. 30
Clearance radial 0.020 0.062
4301 2 Roller pin O.D. 10
Roller bush I.D. 10
4301 3 Roller axial (total) 0.3 0.7


Reversing Servomotor Reversible Engine
95.7173


Reversing Servomotor Reversible Engine

Key No.
Group

mm mm
Reversing Servomotor
Bearing bush I.D. 140 + 0.195
+ 0.13
4500 2 Piston / locating rings axial (total) 0.324 1.024

(central stud pretightened ac
cording to instruction)


Valve Drive
2
3
95.7174
4 5


Valve Drive

Key No.
Group

mm mm
Valve drive
4401 1 Valve clearance (cold engine) Inlet valve 0.6 + 0.1

0
Exhaust valve 1.2 + 0.1

0
4401 2 Guide piston O.D. 120

Housing I.D. 120

Bearing bush I.D. 42
4401 4 Bearing bush / guide piston axial (total) 0.2 0.4
4401 5 Locating discs / guide piston axial (total) 0.26 0.54


Governor Drive
1 6
2
4
3 5
95.7175


Governor Drive

Key No.
Group

mm mm
Governor Drive
5105 1 Vertical shaft O.D. 44

+ 0.045
5105 2 Bevel gear / bearing bush axial (total) 0.25 0.45
5105 3 Bevel gear shaft O.D. 44

+ 0.045
5105 4 Driving spur gear wheel axial (total) 0.25 0.45
5105 5 Camshaft gear / driving spur gear tooth backlash 0.16 0.32 0.4
wheel
5105 6 Bevel gears tooth backlash 0.1 0.2 0.3


Mechanical Overspeed Trip and Safety CutOut Device
95.7176


Mechanical Overspeed Trip and Safety CutOut Device

Key No.
Group

mm mm
Mechanical Overspeed Safety
CutOut Device
5303 1 Pin shaft O.D. 44

+ 0.045
5303 2 Shaft / bearing bush axial (total) 0.3 0.65 0.8
5303 3 Shaft of intermediate gear O.D. 44

+ 0.045
5303 4 Shaft intermediate gear / inter axial (total) 0.2 0.55

mediate gear
5303 5 Camshaft gear / intermediate gear tooth backlash 0.16 0.32 0.4
5303 6 Intermediate shaft / driving gear tooth backlash 0.16 0.32 0.4


Fuel Injection Pump
7a
7
6
5
2
4
95.7177


Fuel Injection Pump

Key No.
Group

mm mm
Fuel Injection Pump
5501 1 Pump plunger O.D. 35
Plunger guide I.D. 35
5501 2 Control rack O.D. 30
Housing (bore) I.D. 30
5501 3 Guide piston O.D. 130
Pump housing I.D. 130
5501 4 Bearing bush O.D. 60
Roller I.D. 60
Bearing bush I.D. 50
Guide piston (bore) I.D. 50
5501 7 Axial clearance, bearing bush axial 0.2 0.4 0.5
5501 7a Total clearance between guide pis axial 0.26 0.54 0.7
ton and roller with locating discs


Lubricating Oil and Fuel Oil Booster Pump with EngineDriven Pumps
Lubricating Oil Pump
ÌÌÌÌ
ÌÌÌÌ
ÌÌÌÌ
3 3a 2
95.7178
Fuel Oil Booster Pump

4
95.7179
4 4


Lubricating Oil and Fuel Oil Booster Pump with EngineDriven Pumps

Key No.
Group

mm mm
Lubricating Oil Pump
7101 1 Shaft O.D. 75

+ 0.020
7101 2 Total clearance between pump axial 0.20 0.296 0.4

transport wheels and pump housing
7101 3 Tooth backlash between pump driv tooth backlash 0.16 0.32 0.4
ing gear wheel and driving gear
wheel on crankshaft
7101 3a Tooth backlash between pump tooth backlash 0.34 0.49 0.55
transport wheels
Fuel Booster Pump

7102 4 Cog wheel shaft O.D. 40

0
7102 5 Total clearance between cog wheels axial 0.10 0.15 0.20
and pump housing
wheel on crankshaft
7102 7 Tooth backlash between cog wheels tooth backlash 0.10 0.20 0.25
Wärtsilä Switzerland Ltd 31 L-Mot. / 4.97


Cylinder Cooling Water Pump with EngineDriven Pumps
1 95.7180


Cylinder Cooling Water Pump with EngineDriven Pumps

Key No.
Group

mm mm
Cylinder Cooling Water Pump
7103 1 Shaft sleeve O.D. 70

+ 0.095
Clearance (shaft nut tightened) radial 0.075 0.124 0.15
7103 2 Axial clearance between bearing axial 0.34 0.48 0.6

bush and pump drive gear wheel
(shaft nut tightened)
7103 3 Tooth backlash between pump tooth backlash 0.16 0.32 0.4
drive gear wheel and driving gear
wheel on crankshaft
7103 4 Impeller O.D. 188
Pump housing I.D. 188.3 + 0.1

0
Inlet cover I.D. 180.3 + 0.1

0


Raw Water Pump with EngineDriven Pumps
95.7181
1 3


Raw Water Pump with EngineDriven Pumps

Key No.
Group

mm mm
Raw Water Pump

+ 0.095
7104 2 Axial clearance between bearing axial 0.34 0.48 0.6

bush and pump driving gear wheel
(shaft nut tightened)
Pump housing I.D. 210.3 + 0.1

0
Suction cover I.D. 195.3 + 0.1

0
wheel on crankshaft


Fuel Nozzle Cooling Water Pump with EngineDriven Pumps
ÌÌÌÌÌ
ÌÌÌÌÌ
ÌÌÌÌÌ 95.7182
3 2 1


Fuel Nozzle Cooling Water Pump with EngineDriven Pumps

Key No.
Group

mm mm
Fuel Nozzle Cooling Water Pump


+ 0.05
7105 2 Axial clearance between driving axial 0.30 0.44 0.6

gear wheel and bearing bush
7105 3 Tooth backlash between pump tooth backlash 0.16 0.32 0.4
driving gear wheel and driving
gear wheel on crankshaft

Tightening Instructions
Tightening Values of Important Screwed Connections
pre-tension (bar)
Detailed info.
torque (Nm)
Thread size
Tightening
Tightening
shift (mm)
Stretch or
Hydraulic
Specified
lubricant
in group
angle (
Designation
1201-1 Transverse tie rod for crankshaft ZAL-S M60 100/ - - 0.7 ± 0.1 K
main bearing (3) . . . . . . . . . . . . . . . ZAV-S 600 0.9 ± 0.1
1201-1 Stud for crankshaft main bearing (4) . . . . . M90x6 200/ - - 1.2 ± 0.1 K
600
1202-1 Crankshaft thrust bearing

- Horizontal screw (11) . . . . . . . . . . . . . . . M30 - 740* - - M
- Horizontal screw . . . . . . . . . . . . . . . . . . . M20 - 350 - - O
- Vertical screw (12) . . . . . . . . . . . . . . . . . M39x3 - 1230* - - M
- Vertical stud (26) . . . . . . . . . . . . . . . . . . M39x3 100/ - - 1.0±0.1 K
(alternative execution) 600
Free end, vertical screwed connection, M16x150 - 180 - - O

plate lower part / plate upper part ZAL-S
2105-2 Cylinder liner fastening screw (3) . . . . . . . . M20 - 150 - - O
2701-1 Cylinder head stud (4) . . . . . . . . . . . . . . . . . M60 100/ - - 1.4 ± 0.1 K

600
2705-1 Stud for rocker arm housing (nut 12) . . . . . M30 - 540* - - O
2716-1 Fuel stud (15) . . . . . . . . . . . . . . . . . . . . . . . . M27x1.5 - 300 - - O
2716-1 Cap nut for fuel HP pipe (3) . . . . . . . . . . . . M39x3 - 130-150 - - M

2716-1 Cap nut for fuel HP shorter type pipe . . . . M39x3 - 180-200 - - M
2716-1 Screw for delivery valve (11) . . . . . . . . . . . . M8 - 28 - - O
2722-1 Fuel injection valve

- Cap nut for fuel nozzle (8) . . . . . . . . . . . M55x2 - 590* - - M
- Nut (19) fastening fuel valve to cylinder M20 - 250 - - M
head
2728-1 Starting valve

- Nut (11) on valve spindle . . . . . . . . . . . . M20 - 180 + 10 - - M
-0
- Nut (2) fastening valve to cylinder head M20 - 250 - - M
3101-2 Crankshaft
- Coupling bolt to flywheel (4) . . . . . . . . . M39x3 100 2300* - - M
- Coupling bolt to thrust bearing shaft (3)
ZAL-S M39x3 - - - 0.36±0.02 M
ZAV-S - - - 0.39±0.02
- Coupling bolt to vibration damper . . . . M39x3 - 2060* - - M

pre-tension (bar)
Detailed info.
torque (Nm)
Thread size
Tightening
Tightening
shift (mm)
Stretch or
Hydraulic
Specified
lubricant
in group
angle (
Designation
3101-3 Stud for counterweight on crankshaft (2) M42x3 100/ - - 0.75±0.05 K

600
3302-2 Short stud on connecting rod fastening M39x3 100/ - - 0.50 ± 0.1 K
connecting rod to crankpin bearing (5) 600
3302-2 Long stud in crankpin bearing fastening M39x3 200/ - - 0.8 ± 0.05 K
crankpin bearing upper to lower part (5) 600
(note also indications in group 3302-2)
3401-2 Rotating piston (waisted screw (13) fasten- M24 - 120

+ 20 + 90_ - O
ing piston crown to piston skirt) -0
4101-1 Screws (5, 5a for ZAL-S, resp. 7, 11 for M20 - 350 - - O

ZAV-S) fastening bearing journal of inter-
mediate gear wheel of camshaft drive
4201-1 Screw (2) for camshaft bearing cover . . . . . M30 - 150±10 +60÷65_ - M
– Fixing screw to vibration damper . . . . . . M16 - + 20 - - O
220 -0
– Fixing screw to vibration damper . . . . . . M12 - 90 + 10 - - O
-0
(only for 14 cylinders engine)
4211-1 Fuel cam (2 pieces) screw . . . . . . . . . . . . . . M27 - 950 - 0.33±0.01 O

Inlet and exhaust cam (2 pieces) screw . . . M24 - 610 - 0.27±0.01 O
4301-1 Central screw (6) for starting air distributor M16 - 250 - - O
(only non-reversible engine)
4401-2 Screw (25) valve actuating housing . . . . . . . M20 - 290 - - O
4500-1 Waisted stud (13) of reversing servomotor M42x3 100/ - - 0.7±0.1 K

(only reversible engine) 600
5105-1 Screw (13) of governor drive . . . . . ZAV-S M8 - 22 - - O

Screws (17) of governor drive . . . . ZAV-S M12 - 70 - --- O
5105-1 Screw (8 & 12) of governor drive ZAL-S M12 - 70 - - O
5105-1 Screw (1) of governor drive . . . . . . ZAL-L M8 - 22 - - O

Screw (14) of governor drive . . . . . ZAV-S
5501-1 Screw (10) to fuel pump cover . . . . . . . . . . M16 - 140

+ 10 - - O
-0
5501-1 Screw (22) fastening fuel injection pump to M24 - 600 - - O

engine casing

pre-tension (bar)
Detailed info.
torque (Nm)
Thread size
Tightening
Tightening
shift (mm)
Stretch or
Hydraulic
Specified
lubricant
in group
angle (
Designation
With engine-driven pumps

7101---1 Waisted bolt (7) to lubricating oil pump M30 --- 50 Nm + 1.3±0.05 mm M
ZAL---S shift
7101---1 Waisted stud (6) to lubricating oil pump M42x3 100/ --- --- 0.40±0.05 K
ZAV---S 600
7102---1 Screw (24) to fuel booster pump . . . . . . . . . M16 --- 20 Nm + 0.45±0.05 mm O
shift
7103---1 Shaft of cylinder cooling and raw water M42x3 100/ --- --- 1.4±0.1 K
pumps 600
7105---1 Shaft of nozzle cooling water pump . . . . . . M20 --- 30 +5 +95 + 5_ 0.66---0.70 O
--- 0 --- 0
8136---1 Nut (3) to exhaust waste-gate . . . . . . . . . . . M8 23 --- --- O
The values in (...) marks the screw, bolt or stud on the referenced illustration.
Lubricant: . . . . . . M = MOLYKOTE paste G-n; . . . . . . O = Oil; . . K = NO additional lubricant (corrosion
H = Heat resisting lubricant preventive can be left in thread)
Values with *: . . . . . . . . . When using power multiplier, reduce applied force by 3.5 times (Tool 9408.19)
Tightening angle: . . . . . . The tightening angle signifies the angle by which the nut or screw is tightened, after it
has been tightened to a specified starting point.

K OIL PRESSURE 600 + 20 0 bar 180-190 Nm 250 Nm O 300 Nm Joint faces to be dry
O 540 Nm With engine-driven pumps:
Control dimension L = 1.4 + 0.1 mm For checking: Flange must be touching
--
See procedure for control dimension cylinder cover Tightening instructions given on
O 22 Nm
the separate pump assemblies
O 70 Nm
Elongation of bolt *
590 Nm L = 0.39 + 0.02 mm. Oil pressure
0355--1/A1
--
3.00 / V--Mot.
100 bar - equivalent to 2300 Nm
0 Nm
O 140+ 10
O 250 Nm
O 28 Nm
M16 O 220 + 20
0 Nm
M12 O 90 + 10
0 Nm
O 290 Nm Alternative design

130-150 Nm Joint faces to be dry
K OIL PRESSURE 600 + 20 0 bar
O 600 Nm Control dimension
L = 1.0 +-- 0.1 mm
See procedure for control dimension
O 350 Nm
780 Nm Read off power
multiplier 220 Nm
Control: Gap clearance = 0
1230 Nm Read off power
multiplier 350 Nm
Pre tightened with 150 +-- 10 Nm
O 150 Nm
Completly tightened with a torque
angle of 60 ... 65
4
O Pretightening with 120+ 20
0 Nm
Followed by final tightening with an
z
angle of 90 -- mark on collar
Maintenance
O 50 ... 100 Nm

K OIL PRESSURE 600 + 20
0 bar Control dimension L = 0.5 + -- 0.1 mm
Control dimension L = 0.9 + -- 0.1 mm
Pretensioning to 200 bar
K OIL PRESSURE 600 + 20 0 bar See procedure for control dimension
Pretensioning to 200 bar
Control dimension L = 1.2 + -- 0.1 mm O 50 ... 100 Nm
O 350 Nm
740 Nm
2060 Nm
Read off power multiplier 590 Nm Oil pressure 100 bar (2300 Nm)
*
PROCEDURE FOR OBTAINING THE ’CONTROL DIMENSION’ OF HYDRAULICALLY
100 bar for hydr. cylinder with a piston TENSIONED STUDS
* area of 6.41 cm2 HYDR. JACK
For hydr. cylinder with a different piston area 1. Pretensioning pressure on hydr. jack 100 bar (Note! stud of lower connecting
the oil pressure should be determined acc. to rod bearing and main bearing pretensioned to 600 bar to be released
641 to 200 bar). Nut to be tightened firmly. Pressure to be released to 40 bar. X
95.7549 the formula P (bar) = 1 X
new piston area in cm2 2. Protrusion ’X’ to be determined.
On first assembly of engine, all bolt connections which are coated 3. Tensioning of studs to 600 bar, nut to be tightened firmly.
MOLYKOTE PASTE G-n O OIL LUBRICATION K NO ADDITIONAL LUBRICATION with MOLYKOTE paste G-n have to be tightened to instructed torque Pressure to be released to 40 bar. PISTON
ZA40S
On threads and contact On threads and contact (Anti-corrosion oil can remain values, subsequently to be loosened again. Afterwards the contact
4. Protrusion ’X1’ to be determined. CYLINDER

surfaces of bolts and surfaces of bolts and in thread) surfaces have to be recoated with MOLYKOTE G-n and to be tigh-
nuts. nuts. tened to instructed torque values again. 5. Control dimension L = X1-- X
Taking Lubricating Oil Samples for Laboratory Analysis
In the course of time, even the best quality lubricating oil tends to change it properties due to ageing, oxidation and con
tamination. Therefore in intervals of approx. 3000 operating hours a sample should be taken from the engine lubricating
oil and sent to a laboratory for analysis. The sample must be taken from the oil in circulation and at normal service tem
perature from a cock specially fitted for this purpose, and which is situated at the inlet of the main lubricating oil pipe into
the engine.
Before taking the sample, drain about 2 litres into a container to remove any possible dirt accumulation in the drain cock.
Now remove the sample oil (about 1 litre) from the engine into an absolutely clean container (glass is best).
Mark the container with the oil sample with the following data:
- Name of Vessel or Plant
- Engine type
- Engine No. or cylinder No.
- Date of sampling
- Operating hours of lubricating oil and of engine
- Oil brand
Monitoring the lubricating oil
The condition of the lubricating oil charge or its alteration during operation can be assessed on the basis of some analysis
data. With regular checks a deterioration can be detected at an early stage and remedial measures taken.
The test should at least cover the following characteristics:
- Viscosity
- Flash point
- BN
- Insolubles
- Water content and nature of water
Possibly also contamination by fuel and metal content might be included.
The significance of such analysis results can best be assessed if they are considered as a whole and in relation to the past
analytical history of the oil.
In the course of time, even the best quality lubricating oil changes its properties in such a way that a change of the oil
charge must be considered. However, it is not possible to give a fixed time interval for this purpose since this is influenced
by the operating conditions and the efficiency of the oil treatment.
A rather sudden change of one or the other of these parameters can indicate abnormal operating conditions or failures
in the system. In such a case it would be of little help just to change the oil without investigating the cause.
The values for used lubricating oil indicated in the relevant group 0110-1 of the Operating Manual are given for general
guidance. Normally, the oil is still fit for further use if the parameters are within the limits indicated.

ZA40S
Mooring Trials
After Major Overhauls
After a major overhaul, it is advisable to run the engine for some time with a coupled propeller at about 60 % full load.
This enables the usual checks on the running gear to be carried out with a minimum of inconvenience.
If, however, the ship's berth does not permit such a mooring trial, the engine can be operated at lower loads with disen
gaged transmission.
The following precautions are to be taken before the engine is started:
1. Observe the guide lines in group 02101 concerning 'Starting after a long stoppage'.
2. The engine may not be started if: The governor is disconnected from the regulating linkage, if the governor is
blocked, incorrectly adjusted or defective.
3. Control that the wastegate is closed.
4. .For starting and running the engine, until it is proved that the engine control and monitoring works properly, one
engineer should constantly remain at the engine control stand (specially with disengaged transmission) to stop the
engine with the hand lever should it prove necessary.
5. The engine speed is to be kept under constant observation.
6. During operation, one should also listen for any unusual noises.
7. Barred speed ranges must be passed through as quick as possible.
8. Before the engine is put into continuous operation, check the pneumatic overspeed cutout for proper function.

ZA40S
Operating Troubles
Failures and their Possible Causes
1. Engine does not start on air

- Turning gear still engaged.
- Starting air bottles empty, or insufficient pressure.
- Shutoff valves on the starting air bottles or in the supply lines closed.
- Starting air shutoff valve not working.
- Starting air valves jammed.
- Rotary slide valve of control air distributor not being pressed against starting cam.
- One or more of the working pistons or other components of the running gear jammed.
- Control valve for automatic air shutoff valve jammed and does not open.
2. Engine attains firing speed but cylinders do not fire

- No fuel in tank. Shutoff valve in front of fuel filter closed. Fuel filter clogged.
- Shutoff valve on fuel supply pipe to fuel injection pump closed.
- Regulating linkage not being released by the governor (see governor instructions).
- Safety cutout was actuated (Oil pressure too low).
- Engine monitoring system was actuated (cooling water pressure too low).
- Fuel pump regulating linkage jammed or stuck in the 'zero' position.
- Mechanical overspeed cutout device has actuated and not been reset.
- Fuel delivery lines between pumps and delivery branches not tightened enough.
- Fuel unsuitable or its viscosity is too high.
3. Violent firing when starting

- Fuel limiter has not functioned.
- Some of the injection valves are injecting at too low pressure.
- Defective fuel nozzles.
- Injection pump timing incorrect.
- Setting of cams or camshaft incorrect (Setting of camshaft gear wheels incorrect).
4. Individual cylinders do not work or interrupt

- Fuel pump regulating linkage jammed, or in zerocharge position.
- Guide plunger of one or more of the fuel pumps jammed in TDC.
- Fuel pump plunger seized.
- Fuel supply line not tight or line ruptured.
- Fuel nozzle clogged up or leaking. Nozzle needle does not move.
- Compression pressure too low for ignition (piston rings defective, valves in cylinder head do not close because of
insufficient valve clearance, defective valves or valve seats).
5. Engine stops after start, having fired a couple of times

- Governor not working properly.
- Fuel supply interrupted (filter blocked up, cock closed).
- Fuel pump control rack jammed.

ZA40S
6. Black exhaust from individual cylinders

- Engine overloaded (check exhaust temperature and load indicator).
- Individual cylinders not firing or receiving too much fuel.
- Inlet and outlet valve clearances adjusted incorrectly.
- Compression pressure of individual cylinders too low (defective piston rings, inlet or outlet valve leaking).
- Fuel or valve cams not set properly, wrong timing by incorrect fitting of camshaft drive gears.
- Fuel injection pumpss set incorrectly.
- Fuel nozzles blocked up or nozzles leaking. Possibility of fractured nozzle.
- Nozzle holes badly eroded.
- Insufficient charge air pressure (filter clogged up, charge air cooler badly contaminated on the air side).
- Dirty turbocharger.
- Inside of exhaust pipes very dirty.
- Fuel unsuitable or viscosity too high.
7. Engine does not reach required output

- Governor defective.
- Regulating linkage jammed.
- Fuel supply pressure too low.
- Fuel not preheated enough (with heavy fuel oil).
- Fuel limiter remains in the same position.
- Injection valves in a poor condition.
- Compression too low (defective piston rings, valve seat leaking, inlet and outlet valves do not close).
8. Engine runs irregulare or some cylinders cut out

- Fluctuation of pressure in fuel supply (fuel booster pump defective).
- Fuel temperature before the fuel injection pumps too high or too low.
- Water in fuel.
- Leakages or defects in the fuel injection system.
- Individual nozzle needles of the fuel injection valves jammed.
- Governor not working properly.
- Fluctuation of pressure in the charge air system (one of the turbochargers surging).
- Temporary actuation of the pneumatic safety cutout device due to cutoff limit being reached (during noload run
ning).

ZA40S
9. Engine output drops

- A running gear component running hot.
- Fuel injection pump defective or fractured fuel pipe.
- Fuel injector nozzle blocked.
- Fuel supply pressure too low (booster pump defective or insufficient capacity).
- Inlet or outlet valve defective (burnt seats, poor sealing).
- Contaminated turbocharger or air coolers.
- Poor combustion due to defective nozzles.
10.Engine stops itself

- Safety cutout device has actuated (oil pressure too low
- Engine monitoring system has actuated (colling water pressure too low)
- Governor or actuator defective or blocked.
- Fuel tanks empty, fuel supply interrupted through the closing of a shutoff valve, fuel filter clogged.
- Electro-or mechanical overspeed safety cutout device was actuated.
11.Ringing or knocking of the inlet or outlet valves

- Valve clearance incorrectly set, or broken valve spring.
- Early ignition due to incorrectly set cams or camshaft drive gears.
- Fuel unsuitable.
12.Knocking noises during stroke

- Excessive connecting rod bearing clearance (bolts loose !).
- Main piston beginning to seize.
- Valve clearance has increased (adjusting bolts loose).
- Early fuel injection (check fuel cam adjustment and fuel injection pump control).
- Nozzle needle of one of the fuel valve nozzles stuck (uncontrolled injection and poor atomization).
- Unsuitable fuel.
- The top piston ring strikes against the wear ridge in the cylinder liner.
- Defective working piston.
13.Pressure difference of the charge air through the air filters and air coolers increases continuously
at constant load
- Dirty turbocharger filter and air cooler.
14.Reduction in the temperature difference between the cooling water inlet and outlet
- Dirty air coolers.
15.Water in the lub. oil

- System lub. oil cooler leaking (defective tube).

ZA40S
16.Water in the charge air cooler housing or charge air space

- Condensation of the charge air (due to excessive cooling of the air).
- Drain blocked.
- One or more of the Orings for the cylinder liners not sealing properly.
- Charge air cooler leaking (defective tube).

Engine Housing (Frame)

Replacement of Cylinder Head Studs
Tools: Key to Illustrations:

Spanner 1 Upper edge of engine DF Sealing surface
Cleaning materials housing RR Annular space
2 Cylinder head stud
3 Sealing compound
The cylinder head studs 2, studs for short, must be protected against corrosion at the lower end. The annular space 'RR'
and the stud shank must be fully sealed off with a suitable sealing compound, without cavities, up to about the level of the
upper edge of the engine housing 1 (see illustration).
Remark - No filling material may be added to the sealing compound.

- Only use a compound which will allow the studs to be unscrewed again without difficulty.
Working procedure during fitting and sealing
- Other than the corrosion protection oil already supplied, no lubricant or 2

locking agent may be applied to the threads of the stud 2.
1
- Thoroughly clean and degrease the sealing surfaces 'DF' before fitting 3
(e.g. with white spirit).
- Prime the sealing surfaces 'DF' with primer according to the manufac
turer's instructions. DF
- Screw in the studs and tighten with a torque of 50-200 Nm. Utilize al
ways stud driver or two locked nuts. Tools like pipe wrench etc. which
would damage the stud shank must never be used. RR
- As a sealant we recommend the following two component silicon com
pounds.
- Fill the annular space 'RR' completely. In order to allow the sealing
compound to be poured above the level of the top of the engine housing
1, a ring of cardboard, putty or similar having an internal diameter of
about 60 mm has to be laid around the stud shank until the sealing com
pound has fully set. This is particularly important for ZAVS engines.
95.7191
- The ring has to be removed after hardening.
Recommended sealing compounds and primers
Type description No. of Hardener Primer Supplier

of sealant components
RTVME 622A 2 ME 622B G 790 Wacker Chemie (Switzerland) Ltd.
Lautengartenstr. 23
PO Box 4002 Basel
CH-4052 Basel BS
Polastosil M56 2 OL1 P3 Polish product
Silcoset 105 2 A or D no type description or OP Wachendorf Ltd.
Auf dem Wolf 17
PO Box 4002 Basel
CH-4052 Basel BS
Similar products from other suppliers may be used.

Sealing compound requirements
Required properties:
- nonacidic, e.g. acetic acid;
- resistant to oil, diesel oil, heavy fuel oil, water at a continuous temperature of about 100 C;
- short hardening time (approx. 24 hours);
- flows easily so that the annular space will be completely filled without cavities;
- binds well to primed metal surfaces;
- simple preparation and mixing;
- minimum to not shrinkage;
- the external surface may not harden with porosity;
- the sealing compound must remain sufficiently elastic so that the stud bolts may be unscrewed at any time.

ZA40S
Oil Sump
The oil sump fastened to the underside of the engine housing collects the oil dripping down from the various pressure
lubricated components of the engine. Sieves fitted in the oil outlets 'OA' prevent the entry of solid particles into the
main oil tank of the plant.
I-I
II
7
OA
OA
II
2 3 6 1 5 2 3
4
II - II
I
96.7279
Key to Illustration:
1 Oil sump
2 Screws (secured by locking wire)
3 Sieve
4 Round rubber joint
5 Screw with locking washer
6 Stiffening cross plates
7 Engine housing
OA Oil outlet


Loosening and PreTensioning of the Transverse Tie Rods and Main Bearing Studs

1 Hydraulic hand pump 9408.02 1 Bearing cover 12 Round nut to item 3
with accessories 2 Engine housing 13 Cylinder for hydr. jack
2 HP hoses 9408.09 *3 Transverse tie rod 14 Shaft seal ring
1 Feeler gauge 9408.15 *4 Main bearing stud 15 Piston seal ring
1 Depth gauge 9408.16 5 Round nut to item 4 16 Piston for hydr. jack
2 Hydr. jacks 9410.01 6 Cylinder for hydr. jack 17 Oring
1 Round bar 9410.01a 7 Piston for hydr. jack 18 Protection cap
1 Lifting device for hydr. 9412.10 8 Shaft seal ring
pretensioning jacks 9 Piston seal ring * Tightening according to
2 Hydr. jacks 9427.01 10 Oring instructions
1 Round bar 9427.01a 11 Disc
1 Special spanner 9431.03
To loosen and pretension transverse tie rods and main bearing studs for the removal and fitting of the main bearings
proceed as follows:
Removal Fitting
1. Loosen both transverse tie rods 1. Press bearing cover upwards (group 1201-2)
simultaneously and hand fit round nuts
2. Loosen both main bearing stud nuts 2. Screwin transverse tie rods
simultaneously
3. Unscrew transverse tie rods 3. Pretension both main bearing stud nuts
simultaneously
4. Lower bearing cover (group 1201-2) 4. Pretension both transverse tie rods
simultaneously
Remarks
- If all the crankshaft main bearings must be removed, loosen first all the transverse tie rods. If only one of the main
bearings must be removed, loosen the transverse tie rods of the specific bearing and also the transverse tie rods in the
immediate vicinity, otherwise it is difficult to lower and later lift back the bearing cover.
- When screwingon the piston 16 or 7 of the cylinder 13 or 6 respectively of the pretension jack (Fig. 'A1' and 'A2'), the
oil is being pushed back to the hydraulic hand pump. To permit the oil to flow back open the relief valve of the hydrau
lic hand pump 9408.02 and connect the pretensioning jacks with the hydraulic hand pump by HP hoses.
If you want to screw the piston on without draining the oil to the hydraulic hand pump open the nonreturn valve on
the hose socket of the pretensioning jack by pressing it inwards. The oil will then flow out.
- Before actuating the hydraulic hand pump make sure that the hose couplings are all completely tightened otherwise
the nonreturn valve may not open, preventing oil from reaching the pretensioning jacks, thus not achieving correct
pretensioning.
L o o s e n i n g the transverse tie rods
Working procedure: (Fig. 'A' and 'A1')

- Remove protection cap from transverse tie rod.
- Clean connecting surface of the disc 11 and screw one pretensioning jack 9427.01 on each opposing transverse tie rod
3, till the cylinders 13 land on the discs 11.
- Using special spanner 9431.03 screw the pistons 16 into the cylinders until they land.
- Screw both pretensioning jacks back again until a gap of 2 mm appears between the cylinder 13 and the discs 11.

- Build up a pressure of 600 to 620 bar with the hydraulic hand pump 9408.02 and maintain this pressure constant until
the two round nuts 12 have been loosened (with the round bar 9427.01a) by 4-5 hole spacings on the nuts circumfer
ence.
- Relieve the pressure by opening the relief valve on the hydraulic hand pump, until the pressure gauge shows 'zero'.
- Remove pretensioning jacks and also the round nuts.
L o o s e n i n g the crankshaft main bearing studs
Please refer to notes on the obverse page!
Working procedure: (Fig. 'A' and 'A2')

- Use lifting device 9412.10 (Fig. 'B') to screw one pretensioning jack each onto the two main bearing studs 4 until the
jack cylinders 6 are resting against the bearing cover 1.
- Screwin the pistons 7 with the round bar 9410.01a until they land.
- Screw back both pretensioning jacks until a gap of 2 mm appears between the cylinder 6 and the bearing cover 1.
- Buildup a pressure of 600 to 620 bar with the hydraulic hand pump 9408.02 and keep pressure constant until you have
unscrewed both round nuts 5 by 4-5 hole spacings (on nut circumference) by using the round bar 9410.01a.
- Relieve the pressure by opening the relief valve on the hydraulic hand pump, until the pressure gauge shows 'zero'.
- Remove the pretensioning jacks with the aid of the lifting device 9412.10 and screw the two round nuts 5 by about 130
to 140 mm downwards! (For the further procedure to lower the bearing cover please refer to group 1201-2).
Attention
It is important to unscrew the round nuts as described for both the transverse tie rods and the bearing cover studs. If the
round nuts are unscrewed too much, the jacks cannot be removed as they jam against the round nuts.
If the round nuts are unscrewed too little, they cannot be loosened after releasing, as the transverse tie rod studs or main
bearing studs are still under pretension.
P r e t e n s i o n i n g main bearing studs
Conditions at start of pretensioning:

- The bearing covers are fitted according to the instructions in group 1201-2 and are held by two round nuts 5.
- The transverse tie rods of the respective bearing as well as of the neighbouring bearings are not yet pretensioned.
- The threads of the main bearing studs must not be lubricated with MOLYKOTE paste.
Working procedure of pretensioning:

- After the bearing cover is pressed upwards till fully seated against the engine housing (see group 1201-2) and held in
place by both round nuts 5, screw the two pretensioning jacks 9410.01 onto the two main bearing studs with the aid of
the lifting device 9412.10 (Fig. 'B') till their cylinders 6 are resting against the bearing cover 1.
- Connect the pretensioning jacks to the hydraulic hand pump 9408.02 with the HP hoses 9408.09, open relief valve
and screw the pistons 7, using round bar 9410.01a, into the cylinders 6 until they land.
- Close the relief valve of the hydraulic hand pump and pretension the main bearing studs initially at a pressure of 600
bar. Hold this pressure constant. Subsequently the pressure has to be reduced to 200 bar and kept at this level, till the
round nut 5 has been tightened firmly till full seating (check seating with the feeler gauge). With the above mentioned
procedure a full seating of all bearing components is ensured.

- Release pressure to 40 bar and measure the protrusion 'X' on the jacks 5
and note carefully (please refer to adjacent figure).
- Raise the pressure to 600 bar and hold constant until the round nuts have 6
been tightened with the round bar for full seating (check seating with the
feeler gauge).
4* 7
- Release the pressure to 40 bar and measure the protrusion 'X1' and note
it carefully.
- The difference between protrusions 'X1' and 'X' should be 1.2 ± 0.1 mm.
These measures serve as a safety check of the hydraulic pretensioning X
method.
- When the measured elongation is approximately correct, remove the X1
pretensioning jacks with the lifting device 9412.10.
- For extra safety establish the vertical bearing clearance. 95.7063
P r e t e n s i o n i n g the transverse tie rods
Conditions at start of pretensioning:

3* 18 12 11
- Main bearing studs must be tightened according to instructions.
- The thread of the transverse tie rods must not be lubricated with MOLY
KOTE paste. 17
- Oring 17 and disc 11 are fitted and the round nuts 12 are screwed onto
the two opposing transverse tie rods requiring pretensioning (please re
fer to adjacent figure).
- The contact face of the disc 11 is clean.
Remark The adjacent figure shows a transverse tie rod with

mounted protection cap 18.
Working procedure of pretensioning:

- Screw one pretensioning jack 9427.01 onto each of the two transverse
tie rods until their cylinders 13 are fully seated on the discs 11. 95.7192
- Open relief valve of the hydraulic hand pump and screw the piston 16 of
the pretensioning jack, with the aid of special spanner 9431.03, into the
cylinders 13 until they are fully seated.
- Close the relief valve of the hydraulic hand pump and pretension the
transverse tie rods initially with 100 bar. Hold this pressure until you
have tightened the round nuts 12 with the round bar until they are fully
seated (check seating with the feeler gauge). X1
- Release pressure to 40 bar and measure the protrusion 'X' on both pre
tensioning jacks and note it carefully (please refer to adjacent figure). 12 13 16
- Raise the pressure to 600 bar and hold it constant until the round nuts 12 X
are tightened till fully seated (check seating with feeler gauge).
- Release the pressure to 40 bar and measure the protrusion 'X1' and note
it carefully.
- The difference between protrusions 'X1' and 'X' should be
on ZALS engines 0.7 ± 0.1 mm
on ZAVS engines 0.9 ± 0.1 mm
when the pretension of the transverse tie rods is correct. These mea
sures serve as a safety check of the hydraulic pretensioning method.
- If the established value is practically correct, remove the pretensioning 95.7063
3*
jacks.
- Grease the thread lightly to prevent corrosion and fit protection cap 18.

B 9412.10 A1 9427.01
9410.01 3 16
10
11
12 13 13 16
16
15
95.7193 14
95.7194
1 9427.01
9408.09 9408.09
9427.01 9431.03
3
4
9410.01 9410.01a
95.7195
9408.02 8
A2 1
4
5
6 9410.01
6 7
95.7196
9 7


Replacement of Crankshaft Main Bearing Shells (Standard Shell Bearing)

1 Hydraulic hand pump 9408.02 1 Main bearing cover 19 Counterweight
with accessories 2 Engine housing 20 Upper shell
2 HP hoses 9408.09 3 Transverse tie rod 21 Lower shell
2 Hydraulic jacks 9408.36 4 Main bearing studs 22 Crankshaft
1 Hydraulic jacks 9408.38 5 Round nut 23 Oil sump
2 Supports 9410.02
1 Segment ZAVS 9412.01
1 Segment ZALS 9412.08
Condition at the start of work
- Transverse tie rods and main bearing studs of the bearing to be removed as well as the transverse tie rods of the two
adjacent main bearings have been slackened (refer to group 1201-1).
- The transverse tie rods oft he bearing to be removed have been unscrewed and removed.
Working procedure
- Screw the two round nuts 5 downwards, until a space of about 130 mm has been provided between the lower edge of
the bearing cover and the connecting face of the nut (see Fig. 'A').
- Fasten the two supports 9410.02 to the bearing cover 1 with two screws.
- Place two hydraulic jacks 9408.36 between the supports and the counterweight 19, and connect them to the hand
pump 9408.02 by HP hoses.
- Actuate the pump to push the bearing cover from its guided position. After pressing it for about 110 mm the bearing
cover will slide down onto the round nuts 5 by its own weight.
- Remove the two hydraulic jacks and the two supports 9410.02 from the engine. The supports must on no account be
left fitted to the bearing cover as the counterweights 19 would knock against them causing damage, when turning the
engine (Fig. 'B' and 'C').
- Place a hydraulic jack 9408.38 under the bearing cover and connect it to the hand pump. The bearing cover and the
bottom of the oil sump have been provided with drilled recesses into which the hydraulic jacks fit.
- Actuate the pump to lift the bearing cover sufficiently off the round nuts to permit unscrewing them for the main
bearing studs.
- Open the venting valve 'EV' of the hand pump allowing the bearing cover to descend as much as the jack permits.
Removing the bearing shells (Fig. 'C')
- In this position, the lower bearing shell 21, descending with the bearing cover, can be checked and if necessary be
removed.
- The upper bearing shell 20 can be pushed out using the segment 9412.01 or 9412.08. Clean the segment well, press it
against the journal and at the same time upwards against the bearing shell.
Attention Safeguard the upper shell by hand, to prevent it from falling out when pressing it out with the seg
ment.
Judging the bearing shells for possibility of reuse
the possibility of reusing a bearing shell depends in principle on the condition of its running surface. Please refer in this
matter to the recommendations in group 0003-2.

Crankshaft main bearing shells for undersize journals
If the surface of the journal becomes rough and requires regrinding, thicker bearing shells with undersize bores are re
quired. The table below indicates the diameters to which the journals must be ground to fit stocked undersize bearing
shells: (All dimensions are in mm).
Undersize Shaft diameter Shell thickness Vertical bearing Bearing Design

bore diameter
refer to Clearance Key No.
(vertical)
diameter
(Shell fitted)
0,4 349.6 0 10.12 0 349.6 + 0.29 200

-0.06 - 0.02 + 0.21
0,8 349.2 0 10.32 0 349.2 + 0.29 201

- 0.06 - 0.02 + 0.21
1.2 348.8 0 10.52 0 348.8 + 0.29 202
ZALS
-0.06 - 0.02 + 0.21
Z
2.0 348 0 10.92 0 0.21-0.35 348 + 0.29 203
- 0.06 - 0.02 + 0.21
3.0 347 0 11.42 0 347 + 0.29 204

- 0.06 - 0.02 + 0.21
4.0 346 0 11.92 0 346 + 0.29 205

- 0.06 - 0.02 + 0.21
5.0 345 0 12.42 0 345 + 0.29 206

- 0.06 - 0.02 + 0.21
0.4 369.6 0 10.12 0 369.6 + 0.31 200

-0.06 - 0.02 + 0.21
1.2 368.8 0 10.52 0 368.8 + 0.31 202
-0.06 - 0.02 + 0.21
ZAVS
0.21-0.37
3.0 367 0 11.42 0 367 + 0.31 204
-0.06 - 0.02 + 0.21
365 0 12.42 0 365 + 0.31
5.0 -0.06 - 0.02 + 0.21 205

Fitting the bearing shells (Fig. 'C')
Remark Never reduce the clearance by filling the mating faces of the bearing shells. The ends of the bearing
shells protrude somewhat over the faces of the bearing cover or the bearing saddle. This is meant to
be and is absolutely necessary!
- Push the upper bearing shell, with well lubricated running surface but dry back, by hand between journal and bearing
saddle bore, until its mating surfaces are equally spaced on both sides. If the shell cannot be easily pushed in, assist the
fitting by pressing the crankshaft slightly in the required direction using a hydraulic jack.
- Place the lower bearing shell with dry back and well lubricated running surface into the bearing cover.
- Using the hydraulic jack 9408.38, press the bearing cover 1 upwards to the stop in the engine housing.
- Fit the two round nuts 5 onto the main bearing studs 4 till they are landed on the bearing cover. Remove the hydraulic
jack.
- Fit the two transverse tie rods 3 into the bearing cover 1.
- Proceed with pretensioning the main bearing studs and the transverse tie rods in accordance with the instructions in
group 1201-1.

1201–2/A1
1995
19 19
I-I
EV 9408.02 19
I 9408.09
9408.09
9408.36 9408.36
Maintenance
9410.02
9410.02 3
4
3
I
95.7197
4 5 1 22 1 22
Wärtsilä Switzerland Ltd
23
ZA40S
ca. 130mm
20
21
5 1
23
9408.38
9408.02 EV
C 20
9412.01
9412.08
4
2
21
23 1
9408.38
95.7198
9408.02 EV


Replacement of Bearing Shells and Thrust Ring Halves

1 Hydr. hand pump 9408.02 1 Bearing housing lower part 15 Screws
1 Branch piece 9408.03 2 Upper thrust ring half 16 Oil containing piece
1 Pressure gauge 9408.04 2a Lower thrust ring half 17 Fitted bolts Fig. 'A'
2 HP hoses 9408.09 3 Bearing shell 18 Through bolts and 'D'
1 Torque wrench 9408.17 4 Thrust bearing shaft end 23 Dial gauge
1 Force amplifier 9408.19 5 Positioning pins 24 Flywheel Fig. 'B'
1 Segment 9412.08 6 Oil catcher upper part 25 Hydr. jack 9421.06 and 'C'
1 Mandrel 9412.09 6a Oil catcher lower part * 26 Stud
1 Hydraulic jack 9421.06 7 Bearing housing upper part 27 Nut
2 Hydraulic jacks 9433.01 8 End cover 28 Piston
1 Round bar 9433.01a 9 Main bearing cover 29 Cylinder
1 Eye bolt M16 10 Camshaft drive gear wheel
1 Dial gauge with mounting pedestal * 11 Screws
* 12 Thrust bearing screw D Apply sealing compound
13 Positioning pin (long) S Clearance
14 Positioning pin (short) GL Threaded hole
I-I II - II
A
2 6 11* 15 7 GL 8 2 3 10 16
11* I
12*
12*
18
D
17
III III
13
D 14
5 I
2a 6a D 1 2a 3 4 9
III - III
Remark Depending on the execution, 11*

hydraulically tensioned studs D 5
26 are used instead of thrust
bearing screws 12.
Pay attention to the section II
'Loosening and tensioning of 5
studs 26'! 95.7199
II

Check the condition of the bearing shells and thrust ring halves in accordance with the instructions in the Maintenance
Schedule or according to the prescribed intervals of the classification society. Within a period of 5 years all the bearings
must have been inspected at least once.
Whether a bearing shell may be reinstalled, depends mainly on the condition of its running surface. Please refer to
group 0003-2 for respective information.
Thrust ring halves
For these parts the same recommendations apply as for the bearing shells, i.e. only such thrust ring halves may be re
used, which are in good condition. It is also of the greatest importance that the ring halves are refitted in the same loca
tion from where they were removed.
When removing the thrust ring halves, the shaft shoulders must also be inspected; they must be smooth and clean.
Oversize thrust ring halves
If the shoulder of the thrust bearing shaft, which was subjected to the load during operation, has become rough and has
therefore to be remachined, then oversize thrust ring halves have to be fitted.
When remachining the shoulder as little material as possible should be removed, but the distance between shaft shoul
ders must, after machining, correspond to one of the ('steps') dimensions 'L' in the table below.
Oversize thrust ring halves have to be selected in accordance with the dimension 'L' and they have, without fail, to be
fitted on that side where the shoulder had been remachined! Shaft shoulder and locating ring half must be marked ac
cordingly.
Oversize Length 'L' Axial clearance

Index
mm mm mm
200 0.8 150.8 + 0.04 0.20 - 0.44
0
201 2.0 152 + 0.04 0.20 - 0.44
0
202 4.0 154 + 0.04 0.20 - 0.44
0
Re-machined
shaft shoulder
Thrust Bearing Shaft
95.7200
Standard ring half

Oversize ring half
on re-machined side Thickness: 15 –– 0.10
0.15

Removing the bearing shells and the thrust ring halves
Working sequence: (follow Fig. 'A' on preceding page)

- Loosen the screws 15 of the oil catcher upper part 6 and remove. Separate oil catcher upper part 6 from the bearing
housing upper part 7; use jack screws if necessary.
- Remove all the screws 11 of the bearing housing upper part 7 and loosen the two thrust bearing screws 12 in two or
three equal steps and remove.
- Fit an eye bolt (M16) into the treaded hole 'GL' in the bearing housing upper part 7 and lift the housing upper part off
(about 80 kg).
- Remove both upper thrust ring halves 2 as well as the upper bearing shell.
- Adjust a (micrometer) dial gauge 23 on the top of the thrust bearing shaft (Fig. 'B'). Place a hydraulic jack 25 under the
flywheel and with it lift the shaft by about 0.15 mm (Fig. 'C'). Take care that the shaft remains radially in the centre!
- Use segment 9412.08 - pressing it against the shaft - to push the lower bearing shell out (Fig. 'B') and remove it.
- Use mandrel 9412.09 to press both thrust bearing ring halves 2a out till you can lift them out.
Attention Before you attempt to pull the lower bearing shell or the lower thrust ring halves 2a out, check and
ensure that the shaft does not push axially against one of the thrust rings. If necessary shift the crank
shaft axially in the appropriate direction. The shaft must also be equally spaced in the centre radially,
as otherwise the bearing shell is jammed and can only be removed with difficulty.
I-I II
B C
23
9412.08 24
9412.09
3 9412.08
25
II 2a
9412.09 9408.09
9408.02
I
9412.08 95.7201
3 2a

Fitting the bearing shells and the thrust ring halves (Fig. 'A', 'B' and 'C')
- Clean thrust bearing shaft 4 and the bore of bearing housing lower part 1 carefully, lubricate the shaft journal lightly.
- Check whether the bearing shells and the thrust ring halves are undamaged.
- Check whether the crankshaft is in such a position that sufficient space is available axially to fit the thrust ring halves.
If necessary shift the crankshaft slightly axially.
- Using hydraulic jack 25 under the flywheel lift it and the shaft until the (micrometer) dial gauge 23 mounted above the
shaft journal shows 0.15 mm (Fig. 'B'). Take great care that the journal is radially in the centre.
- Push the lower bearing shell as well as the two lower thrust ring halves by hand as far as possible between shaft journal
and housing bore. Ensure that the bearing surface of the thrust ring halves lie against the corresponding shaft shoul
der.
- Press segment 9412.08 against the shaft journal and slip in the lower bearing shell until the dividing faces protrude by
the same amount on both sides.
- Slide both thrust bearing ring halves in with the aid of mandrel 9412.09 until the dividing faces protrude by the same
amount on both sides.
- Release the pressure in jack 25 under the flywheel and remove the tools.
- Apply oil lavishly on the shaft journal; use new engine oil.
- Apply sealing compound to the engine side of the bearing housing upper part. (Also a very thin coat of sealing com
pound on the horizontal separating faces).
- Place the upper bearing shell 3 and the upper thrust ring halves 2 into the bearing housing upper part and secure them
with the locating pins 5.
Fitting condition: Bearing shell on its rear side dry, on the running surface coated with oil, bore of the thrust bearing
housing upper part dry.
Important! Before fitting them apply MOLYKOTE paste Gn to the threads and landing faces of the screws 11
and 12, as the tightening torque values are only valid if this lubricant is used.
- Fit bearing housing upper part 7 and fasten to the engine end plate with the screws 11 uniformly, at first only lightly
with about 100 Nm.
- Fit and tighten uniformly the two screws 12 in several equal steps with a torque wrench to 780 Nm. If you use the force
multiplier contained in the engine tools, the tightening value is 220 Nm.
- Check that no clearance exists between the bearing housing upper and lower part.
- Tighten the screws 12 with a torque wrench to the final value of 1230 Nm or when using the force multiplier to 350 Nm.
- Finally tighten the screws 11 also in several equal steps to the final value of 740 Nm.
- Measure the axial clearance of the crankshaft with the thrust ring halves fitted, by pressing the crankshaft with a hy
draulic jack alternately into both end positions. The axial movement is measured with a dial gauge (please refer to
Clearance and Wear Table 0352-1).
- Finally lock the screws 11 in pairs with locking wire (Fig. 'A').

Fitting the oil catcher (Fig. 'D')
- Clean and degrease carefully front and horizontal separating faces of oil catcher upper and lower part (6 and 6a) and
apply sealing compound to these surfaces.
- Fit oil catcher lower part 6a first, locate with taper pins 14 and tighten with the screws.
- Place oil catcher upper part 6 into position, fit locating bolts 17 and through bolt 18.
- Apply LOCTITE to the treads of screws 15 and bolts 18 (refer to group 0003-1).
- Alternately tighten the nuts of bolts 17 and 18, then of screws 15, again nuts of bolts 17 and 18 in very small steps.
- The clearance 'S' between shaft and oil catcher should be about 1 mm all round.
D
I I-I
15
D
18
17 17
II
II
14 14
6a
I
II - II
95.7202
17

Loosening and tensioning of studs 26 (Fig. 'E')
Loosening
- Clean the contact faces of the hydraulic jacks.
- Screw the hydraulic jacks 9433.01 onto the studs 26 till their cylinders 29 rest on the bearing housing upper part 7.
- Connect the hydraulic jacks by HP hoses 9408.09 with the hydr. hand pump 9408.02.
- Open relief valve on hydr. hand pump, and screw the pistons 28 of the hydraulic jacks in, till they land on the cylinders
of the hydraulic jacks (see Fig. 'E').
- Now turn the hydraulic jacks back a little until a gap of about 2-3 mm appears between the pretensioning jack and
the bearing housing upper part.
- Build up a pressure of 600 bar (or a little more) with the hydr. hand pump and unscrew the two nuts of the studs by
about 4-5 hole intervals.
- Release the pressure to 'zero' and remove the hydraulic jacks.
Tensioning
- Clean the contact faces of the nuts 27, screw them on and tighten them with the round bar 9433.01a until landed.
- Screw hydraulic jacks 9433.01 onto the studs 26 till their cylinders 29 are landed.
- Connect the jacks with the hydr. hand pump 9408.02 by the HP hoses 9408.09.
- Open relief valve on hydr. hand pump, and screw the pistons 28 of the hydraulic jacks in, till they land on the cylinders
29 of the hydraulic jacks (see Fig. 'E').
- Build up a pressure of 100 bar with the hydr. hand pump and keep this pressure constant.
- Tighten the round nuts 27 with the round bar until they are firmly seated (check seating with feeler gauge).
- Release the pressure to 40 bar.
- Measure protrusion 'X' of piston 28 and make a note of it (see Fig. 'E').
- Raise tensioning pressure to 600 bar. Keep this pressure constant and tighten the nuts 27 with the round bar until they
are firmly seated (check seating).
- Release pressure to 40 bar and measure protrusion 'X1' of piston on both hydraulic jacks and make a note of it. When
the waisted studs are correctly pretensioned the elongation amounts to: X1 - X = 1.0 ± 0.1 mm.
- If the measured elongation deviates considerably from the above figure, repeat the whole tensioning procedure.
- Release the pressure to 'zero' and remove the hydraulic jacks.

E
X1
29
28
26*
27
9433.01
26*
27
9408.09
9408.04
9408.02
00.7286
9408.03

ZA40S
Venting of the Crankcase
To prevent the buildup of pressure in the crankcase the engine housing has been equipped with a venting device. It
permits the oil mist to escape from the crankcase but prevents the entry of fresh air into it.
1 6 5 4 3
I
2
I
8
LA
7
11
10
12
LE
I-I 1
96.7146
1 Water separator 9 Joint
2 Joint 10 Drain pipe (oil)
3 Spring washer 11 Spacer pipe
4 Screw 12 Engine housing
5 Valve plate
6 Strike plate
7 Valve seat LA Air outlet (condensate)
8 Valve casing LE Crankcase air inlet

ZA40S
Covers and Safety Explosion Flap Valves
The safety (relief) valves or explosion flap valves are mounted to the covers 3 of the crankcase (see Fig. 'A' and 'B').
The number of covers with safety valves as well as their arrangement is determined by the reguirments of the classifica
tion societies and may therefore not be altered.
In case of a possible crankcase explosion the safety valve already opens at a differential pressure (interior/exterior) of
0.1 bar and allows the hot gases or flames to escape sideways. By the restoring force of the compression spring 9 the
valve is immediately shut again by means of the spring carrier 8, thus shutting off the entry of fresh air into the crankca
se and preventing further explosions.
Attention If a crankcase explosion has been observed the engine must be stopped immediately. Do not open
any covers to the crankcase until the engine has cooled down for at least 20 minutes and allow no
one in the vicinity of the safety valves.
Later the cause of the crankcase explosion has to be found (see also group 0350-1).
Depending on the engine equipment various makes of safety valves may be fitted on the engine.
The cover 3 must always be fitted with both feet 'DF' towards the bottom of the engine housing 4.
A B
3 2
7 4
8 6 5 8
1 9
9
3
DF 4 DF 4
96.7145
Key to Illustrations: 'A' Safety valve Make BICERI (explosion flap valve)
'B' Safety valve Make HOERBIGER
1 Flame arrestor to 'A' 6 Washer

2 Flame arrestor to 'B' 7 Screw
3 Cover 8 Spring carrier (flap)
4 Engine housing 9 Compression spring
5 Hose joint DF Cover feet

ZA40S
End Plate on Driving End
On the driving end of the engine the end plate designed in one piece constitutes the front closure of the engine hou
sing. Its position is determined by several dowel pins 6.
I I-I
1 7
4
6
6 3
2 3
6 6
5
5
96.7285
1 Engine end plate
2 Bracing
3 Bracing
4 Screw
5 Oil sump
6 Dowel pins
7 Engine housing

Cylinder Liner
Measuring Wear and Remachining of Cylinder Liner Bore

1 Measuring rail 9421.02 1 Cylinder liner
1 Measuring tool 9421.03 2 Top piston ring
1 Setting gauge 9421.03a
1 Wear ridge milling tool 9421.09
1 Carbon removing machine 9421.10
(for carbon removal in upper
part of cylinder liner)
1 Honing machine 9421.11
The wear of the cylinder liners should be checked during every overhaul or whenever a piston is removed. Always mea
sure cylinder liners in situ and when engine is cooled down.
To permit comparisons with previous measures it is inevitable that measuring is always done in the same place and that
the measured values are noted in a log.
To this end always use the measuring rail 9421.02 (Fig. 'A') which is available in the engine tools. It is so designed that it
can simply be hooked over the top face of the liner. Measure at the four points A, B, C and D in the engine axis and at
right angles to it.
Avoid measuring errors by preventing the measuring tool 9421.03 being exposed to large temperature variations. The
setting gauge 9421.03a must be used for calibrating the measuring tool.
Generally the most important wear occurs at point 'A'. For maximum permissible inside diameter please refer to Clear
ance Table group 0352-1.
1 9421.03 9421.02 9421.02

A
A 125
175
B
175
C
360
00.7287

After a long operating time a socalled wear ridge appears in the top part of the running surface. During overhaul this
wear ridge must be ground off carefully with the wear ridge milling tool 9421.09 without damaging the running surface in
any way. It is possible that the wear ridge must be removed to permit withdrawal of the piston. If this is the case, lower the
piston by barring the engine and cover the piston and the liner surface above it carefully to prevent any foreign particles
from penetrating between piston and cylinder liner.
For removal of the wear ridge on the cylinder liner milling tool 9421.09 must always be used. The removal of wear ridges
should be carried out after the first piston removal and after the first replacement of piston rings, whereby the machi
ning has to be done as shown in Fig. 'B'.
A repetition of the machining of the wear ridge may be necessary after a longer operating period or after replacing a
piston.
After completing the remachining, the cylinder liner bore must be cleaned very carefully in order to avoid scratch marks
on the piston.
On cylinder liners which are provided with a fine thread in the uppermost portion, the hard combustion residue must be
removed prior to pulling the piston. For removal of the combustion residue the carbon removing machine 9421/10 must
be used (Fig. 'C'). For this work the space above the piston has to be well covered, so that no combustion residue can
enter between piston and cylinder liner bore.
In order to avoid damaging the fine thread it is necessary to carefully centre it in the cylinder liner 1, before starting ma
chine 9421/10.
When removing combustion residue, be sure to pay attention not to damage the fine thread. Combustion residue within
the thread itself has not to be removed.
Avoid removing combustion residue by using wire brushes, scrapers, pointed utensils etc.
After having removed the combustion residue, the inner diameter of the cylinder liner in the region of the fine thread
must measure Ø 400 +0
-0.1
mm.
After having removed the combustion residue, the cylinder liner bore must be thoroughly cleaned.
Should a piston have been removed and equipped with new piston rings and oil scraper rings, then the cylinder liner bore
must be honed with the honing machine 9421.11. Possible hard wear areas must be levelled by honing. During this work,
it isabsolutely necessary to prevent machining residues from entering the crankcase. To prevent this, the best means is to
place a suitablle dirty oil catcher bowl into the crankcase of the respective cylinder.
After honing, the cylinder liner bore has to be washed with clean Diesel fuel or kerosine using a clean paint brush.
Attention Reworking of the cylinder liner's running surface may only be carried out by honing. Under no cir
cumstances may the bore of cylinder liner be simply cylindrically rebored by turning out, as other
wise the guidance of the piston is impeded.
Note For the utilization of the honing machine mentioned above, the working instruction of the respective
manufacturer must be followed.

B
Ø 402,5mm
after machining
prior to machining
1.5mm
TDC
1 9421.10
1
0
Ø 400 -0,1
1
95.7085

ZA40S
Cylinder Liner
with Internal Cyl. Lubrication
The upper part of the cylinder liner is water cooled. From the cooling water space 'KW' in the engine housing, the
water flows through tangential bores in the cylinder liner into the cylinder head .
On engines with 'internal lubrication' the lubrication of the running surface is taking place through the piston (see
group 3401-1).
The centering piece 7 and the screw 8 fix the cylinder liner in a specific position in the engine casing. They also prevent
the cylinder liner being lift out of the engine casing when the cylinder head is removed.
II -II III - III IV - IV
1 13
8
7 2
6 9
3 14
10
KW
11
4
I 12
5
96.7287 III III

4a
II II
IV IV 3
1 Cylinder liner 9 Orings
2 Orings 10 Connecting piece (oil transition)
3 Engine housing 11 Screw
4,4a Orings 12 Oring
5 Studs for cylinder head 13 Screw
6 Screw 14 Centering pin for cylinder head
7 Centering piece for cylinder liner
8 Screw KW Cooling water space

Cylinder Liner
with External Cyl. Lubrication / Antipolishing Ring
The upper part of the cylinder liner is water cooled. From the cooling water space ’KW’ in the engine housing the water
flows through the tangential bores in the cylinder liner into the cylinder head.
Through two axial bores in the bottom end of the cylinder liner, cylinder lubricating oil is pumped up in pulsations by
the cylinder lubricator (see group 7200–1).
Through small connecting bores ’OA’ the oil is, spread onto the running surface of the cylinder liner.
the cylinder liner being lifted out of the engine casing when the cylinder head is removed.
The antipolishing ring 15 is installed in the upper part of the cylinder liner.
A II - II III - III IV - IV
2 KW
I
15 13
1
9
8
14
10
7
11
6
4 I 12
OA
4a
3 III III
5
II II
IV IV 3
Key to Illustration: ’A’

1 Cylinder liner 9 O-rings
2 O-rings 10 Connecting piece (oil transition)
4,4a O-rings 12 O-ring
5 Pipe connection for cylinder lub. oil 13 Screw
7 Centering piece for cylinder liner 15 Antipolishing ring
OA Cylinder oil outlets
Wärtsilä Italia S.p.A. 1 06.02 / V--Eng.

B I-I
1
3 5
I
II
II
I 6
7 4 8 2
Key to Illustration: ’B’

1 Cylinder liner
2 Lubricating pipe
3 Engine housing
4 Nipple
5 Pipe connection for cylinder lub. oil
6 Holder
7 Joint
8 Adjusting nut
06.02 / V--Eng. 2 z Wärtsilä Italia S.p.A.

Cylinder Liner
with Internal Cyl. Lubrication / Antipolishing Ring
The upper part of the cylinder liner is water cooled. From the cooling water space ’KW’ in the engine housing, the
water flows through tangential bores in the cylinder liner into the cylinder head .
On engines with ’internal lubrication’ the lubrication of the running surface is taking place through the piston (see
group 3401---1).
the cylinder liner being lift out of the engine casing when the cylinder head is removed.
The antipolishing ring 15 is installed in the upper part of the cylinder liner.
I
15 III – III
II – II
1 13
8
7 2 IV – IV
6 9
3 14
10
KW
11
4
I 12
5
III III
4a
II II
IV IV 3
1 Cylinder liner 9 O-rings
2 O-rings 10 Connecting piece (oil transition)
4,4a O-rings 12 O-ring
5 Studs for cylinder head 13 Screw
7 Centering piece for cylinder liner 15 Antipolishing ring
Wärtsilä Italia S.p.A. 1 z L-Mot. / 06.02

Cylinder Head
Removing and Fitting a Cylinder Head

1 Hand pump with accessories 9408.01 1 Nut 21 Soft iron gasket
1 Depth gauge 9408.16 2 Rocker arm cowling 22 Insert bush
1 Torque wrench 9408.17 3 Thread protecting cap 23 Orings
8 Hydraulic jacks 9427.01 *4 Cylinder head studs 24 Oil connecting piece
1 Round bar 9427.01a 5 Oring 25 Screw
7 HPhoses 9427.02 6 Nut for item 4 26 Flange
1 Lifting device 9427.03 7 Orings 27 Screw
2 Special nuts 9427.04 8 Valve guides 28 Engine casing
2 Jacking screws 9427.09 9 Valve seat 29 Screw
1 Mandrel 9427.10 10 Orings 30 Centring pin
1 Cleaning tool 9427.11 11 Push rod cladding 31 Piston of hydr. jack
1 Lifting device 9427.34 12 Orings 32 Cylinder of hydr. jack
1 Socket spanner 9427.57 13 Connecting piece 33 Hose coupling
Assorted spanners 14 Screws
15 Tubular rubber ring
16 Push rod
17 Cylinder head * Tightening according
18 HPfuel pipe to instructions
20 Cylinder liner
A major overhaul includes a thorough check of the cylinder heads. This also covers an inspection of the cooling water
spaces. When treated cooling water is used these spaces generally remain clear. Untreated cooling water, however,
usually causes scale formation which impairs the cooling effect. For the removal of this scale we recommend consulting a
specialist firm for chemical descaling.
The surfaces in contact with the combustion must be inspected for cracks. If cracks are suspected, and also after replac
ing valve seats and insert bushes, the water spaces have to be subjected to a water pressure test (7 bar), (please refer to
group 2701-6).
Valve seats with water side leakage must be replaced. Damaged seat surfaces have to be reconditioned (please refer to
instruction in groups 2701-2 and 2701-3 respectively).
The Orings 7 of the valve guide bushes 8 must be replaced at each overhaul. The same applies to damaged or badly worn
valve guide bushes 8 (please refer to group 2701-5).
Leaking insert bushes 22, also badly damaged ones, must be replaced (please refer to group 2701-4).
Uneven or slightly damaged insert bushes 22 can be reconditioned with the aid of tool 9427.10 and the prescribed grin
ding/lapping paste (please refer to group 2701-4).
If the seating surface for the soft iron gasket between cylinder head and cylinder liner is damaged it can be reconditioned
with the help of lapping device tool No. 9421.01 and grinding/lapping paste. The same tool can be used for seating surfa
ces of cylinder head and cylinder liner.
R e m o v i n g a cylinder head
Preparations:
- Drain the cylinder cooling water from the engine and shut the shutoff cocks for the fuel valve cooling water.
- Bar the crankshaft to bring the piston of the respective cylinder to T.D.C. on the firing stroke. This means the inlet and
exhaust valves are closed.
- Loosen the nuts 1 of the rocker arm cowling 2 in even steps and lift the cowling 2 with the help of lifting device 9427.34
(please refer to Fig. 'J').
- Remove both push rods 16 and the screws 14 holding the connecting piece 13.

- Unscrew and remove HPfuel pipe 18 and plug the openings on the fuel valve as well as in the HPfuel pipe, using clean
cloth. Separate all other pipe connections (exhaust, air, etc.) from the cylinder head.
- Remove the thread protecting caps 3 and clean the thread of the cylinder head studs 4 and the area around the stud
nuts on the top of the cylinder head.
L o o s e n i n g the cylinder head stud nuts (Fig. 'C')
Remarks When screwing the pistons 31 of the jacks 9427.01 onto the stud thread (Fig. 'D') the oil is pressed
out of the cylinder and can return to the pump when the HPhoses are correctly connected to the
jack, whereby the nonreturn valve on the jack is opened. If this valve is pressed in by hand on the
unconnected jack the oil can flow out.
Do not start pumping before all the hose couplings are correctly and firmly joined otherwise oil may
not enter the jacks as the nonreturn valve does not open.
Working procedure:
- Fit a jack 9427.01 on each of the 8 cylinder head studs, until the cylinders 32 touch the cylinder head of the engine at
'S'. Continue screwing the pistons 31 in until they are at 'B' flush with the jack cylinders 32. Then unscrew the complete
jacks until at 'S' a gap of about 2 mm exists (observe the notes above).
- Connect all the short HPhoses 9427.02 according to Fig. 'C' and connect the two long HPhoses to the hand pump.
- Actuate the pump and pretension the eight cylinder head stud with 600-620 bar and hold this pressure constant.
- Unscrew all the nuts 6 by 45 hole spaces.
- When all the nuts are in this position release the pressure to 'Zero', by opening the relief valve on the pump.
- Disconnect the hose couplings between the eight jacks and remove jacks and hoses. If they are not immediately re
used, close the connecting openings with closing caps.
- Remove all the nuts 6.
- Apply the jack screws 9427.09 and jack the cylinder head off the cylinder liner (Fig. 'G').
- The cylinder head freed, fit the lifting device 9427.03 on the studs of the rocker arms cowling 2 and lift the cylinder
head off by crane (please refer to Fig. 'K' for ZALS and Fig. 'K1' for ZAVS engines).
- Cover the open combustion space with a wooden or cardboard lid to prevent foreign bodies falling in. The same
should be done with the openings of the push rod claddings.
F i t t i n g a cylinder head
Preparations: (Fig. 'A' and 'B')

- Clean the seating face on cylinder liner and cylinder head thoroughly. Any unevenness is to be ground off with grind
ing device 9421.01 and grinding paste.
- Place a new cylinder head soft iron gasket on the cylinder liner. (It should be a principle practice not to reuse any
gaskets, joints or Orings etc.) Check whether the gasket lies flat.

- Place new Orings 10 into the grooves at the collar of the cylinder liner. Smear these before with engine lub. oil. Al
ways use only original Orings corresponding to our specification, see group 0328-1.
- Ascertain that all the cylinder head studs 4 are screwed in until fully seated.
- Smear the guide area on the cylinder liner collar and the inner side on the bottom of the cylinder head lightly with
engine lub. oil.
- In order to have the oil connecting piece 24 (see Fig. 'E') correctly centred when cylinder head 17 is placed in position,
loosen first screws 25 and 27 before positioning the cylinder head.
- Check the drilling in the cylinder head 17 for centring pin 30 and the drilling in flange 26 for the oil connecting piece 24
for cleanliness. Smear the drilling in the flange and the Orings on the oil connecting piece lightly with engine lub. oil.
- Check combustion space for cleanliness and remove any foreign particles.
Working sequence:
- Fit the lifting device 9427.03 on the cylinder head and attach it to the crane. Position of rope loop as per Fig. 'K' for
ZAL engines' and 'K1' for ZAVS engines.
- Lower the cylinder head slowly over the cylinder head studs until the centring pin 30 and the oil connecting piece 24
have mated. If the cylinder head does not slip down under its own weight to rest on the cylinder head gasket on the
cylinder liner apply the two special nuts 9427.04 on two opposite studs. Tighten these nuts alternately with the socket
spanner 9427.57 and a ratchet or a spanner until the cylinder head is seated (please refer to Fig. 'H').
- After fitting the cylinder head tighten screws 25 and 27 of the oil connecting piece 24 again (Fig. 'E').
P r e t e n s i o n i n g the cylinder head studs
- Clean the seating surface of all the nuts 6. Lubricate the thread of the studs and the seating surfaces with oil, do not use
MOLYKOTE paste.
- Screw down, by hand, all the nuts 6 until they seat and only then tighten them with round bar 9427.01a.
It is important that all the nuts run freely on their threads and that they can be screwed down by hand until seated.
- Fit all the hydr. jacks 9427.01 on the cylinder head studs, screw them down until their cylinders 32 are seated on the
cylinder head.
- The pistons 31 of the hydraulic jacks must be screwed into the cylinders 32 until they are flush with their upper edges at
'B'! As a result of nonobservance the required stroke cannot be obtained by the jack. Use the special spanner 9431.03
to screw down the pistons 31 (Fig. 'D'). Please refer to the note on the previous page.
- Connect the hand pump 9408.01 by the HPhoses with the hydr. jacks
9427.01.
- Shut the relief valve, actuate the pump and raise the pressure to 100
X1
bar. Hold this pressure constant until all the nuts have been tightened
X
with the round bar until fully seated.

- Open the relief valve on the pump and lower the pressure to 40 bar.
- Measure the projection 'X' of jack piston over jack cylinder with a
depth gauge and note them down (please refer to adjacent Fig.). 31
- Shut relief valve and actuate the pump raising the pressure to 600
bar. Hold the pressure constant until all the nuts 6 have been tight 32
ened down until seated.
- Release the oil pressure to 40 bar and measure the projection jack 6
piston over cylinder 'X1' with the depth gauge and note them down. 95.7063

- Calculate the extension value X1 - X. For correctly pretensioned cylinder head studs, the difference between the
two measurements should be 1.4 ±0.1 mm. These measures serve as a safety check of the hydraulic pretensioning
method.
- If considerable differences are established in the measured values, then it is necessary to loosen the cylinder head
studs once more (please refer to group 2701-1) and to repeat the pretensioning procedure.
- When the stretching measure of all the studs corresponds approximately with the indicated value, remove all jacks,
the pump and close all open hose connections with sealing caps.
Remark Leaking hydr. jacks do not permit correct pretensioning of the studs. In such a case the defective
jack must be dismantled and equipped with new sealing rings. The piston 31 can be withdrawn from
the cylinder when the circlip is removed from the cylinder. When reassembling the jack particular
care must be taken when fitting the face seal.
Replacing the Orings in the oil connecting piece without removing the cylinder head (please refer to Fig. 'E')
The Orings 23 on the oil connecting piece 24 can be replaced without removing the cylinder head; for this proceed as
follows:
- Loosen and remove screws 25 and 27.
- Flange 26 and oil connecting piece 24 can be removed laterally.
- Remove the old Orings, smear a new set with engine lubricating oil and fit them.
- For fitting put both parts together and place them between cylinder head and engine housing (take care of cleanness
of the seating faces).
- Fit and tighten screws 25 and 27.
Fitting the rocker arm cowling, please refer to group 2705-1
Adjusting the valve clearances for inlet and exhaust valves, please refer to group 4401-1.

1
A
3
16
4*
5
15 6
7
14
13
12
9
11
10
95.7204a
17
18
10
95.7205a
20 21 22

C 9427.01 E
B 23
17
9427.01a
26
27 27
24 23
S
25 25
28
23
F 17
29
30
28
9427.02 95.7207
95.7206
9408.01
D G
9431.03
17
9427.09
20
9427.01
33 31 B
32
9427.01a
4 95.7209
6 S
95.7208

H J
ZAL40S ZAV40S
I
9427.34
9408.17
9427.57
I-I
9427.04
4
17
95.7210
95.7211
K1
ZAV40S ZAL40S
9427.03
9427.03
95.7212

Cylinder Head
Replacing Valve Seats

1 Spindle M24x365 9427.26 * 1Cylinder head 8 Valve seat
with two nuts 2Spring dowel pin 9 Bush
1 Upper sleeve, complete 9427.27 * 3, 3aNut M24 10 Straightedge
with ball bearing and nut 4Oring
2 Cones 9427.30 * 5Double ring spanner
4 Clamping jaws 9427.31 * AF 46/50 AS Seat
with two Orings (66.04x5.33) 6 Valve guide bush S Clearance
1 Centring disc 9427.32 7 Oring Z Shoulder
1 Spindle M24x600 9427.26b
Assorted spanners
*_assembled
If the seat surface of valve seats is badly damaged or on which too much material was ground away during reconditioning,
replacement of the valve seat is necessary.
The valve may lie in the seat maximum 1.5 mm deeper than in new condition.
For the replacement of the valve seats it is best to stand the cylinder head on its side. The valve guide bush 6 must not be
removed.
Removing a valve seat (Fig. 'A')
Gezeichnet für Auslassventil

A DRAWN FOR EXHAUST VALVE
1 2 3 9427.30 Z 9427.31 3a 9427.32 9427.27
95.7213
6 4 9 8 9427.26
- Unscrew and separate the nuts 3 and 3a and the cones 9427.30 respectively until the extraction tool with the four
clamping jaws 9427.31 fitted can be pushed through the valve seat. (The ORings 4 are holding the clamping jaws
together).
- With the tool in place tighten nut 3a by hand, until the clamping jaws 9427.31 grip the valve seat on its bottom edge.
While tightening move the spindle 9427.26 simultaneously, axially to and fro until you feel that the shoulder of the
cone grips the valve seat at 'Z'. Only when this is the case tighten the nut 3a moderately with a spanner.
- Mount the centring disc 9427.32 and the upper sleeve with ball bearing and special nut 9427.27 and turn the special
nut with a spanner until the valve seat 8 has been withdrawn from its bore.

Remark If a valve seat holds exceptionally tight in the cylinder head, it is possible to loosen the valve seat by
the following method:
Apply a welding bead all around the seat periphery on the sloping seat surface.
When the valve seat cools, it shrinks and can readily be withdrawn. (While welding take care that no
weld spatter contacts the bore surface of the cylinder head).
Fitting a valve seat 8
Place the cylinder head on its side, permitting the valve seat to be fitted in a horizontal direction.
Inlet valve seat:
- Clean and degrease thoroughly the bore and the seating shoulder in the cylinder head.
- Apply Loctite 648 to the sealing faces.
- Push the inlet valve seat by hand as far as possible into the bore in the cylinder head, then install the seat fitting device
as shown in Fig. 'B' and pull the seat in until fully seated. (The valve guide bush 6 must be fitted for this procedure).
The inlet valve seat rests on the shoulder at 'AS' but must have a clearance at the point 'S'.
Exhaust valve seat:
- Clean thoroughly the bore and the seating shoulder of the bush 9 and the exhaust valve seat. Any unevenness or dam
age must be polished out.
- The radial sealing face of the exhaust valve seat as well as the corresponding bore in the cylinder head must be de
greased; then coat only the radial seating face of the exhaust valve seat with Loctite 648 as shown in Fig. 'C'.
- Before fitting oil lightly the Orings 7.
- Push the exhaust valve seat by hand as far as possible into the bore in the cylinder head, then install the seat fitting
device as shown in Fig. 'B' and pull the seat in until fully seated. (The valve guide bush 6 must be fitted for this proce
dure).
The exhaust valve seat rests on the shoulder at 'AS' but must have a clearance at the point 'S' (Fig. 'C').
- The proper fitting position must be checked as shown in Fig.' C'. For that place a straightedge on the sealing face of
the cylinder head, and with a depth gauge measure the distance to the upper edge of the exhaust valve seat. The re
quired dimension is mentioned in Fig. 'C'.
- A pressure test must be carried out after replacement of an exhaust valve seat (see group 2701-6).
Fitting a bush 9 for the exhaust valve seat
Before fitting a new bush 9 clean and degrease thoroughly the radial sealing face of the bush and the corresponding bore
in the cylinder head.
Coat the bore in the cylinder head with Loctite 648 as shown in Fig. 'C'.
For fitting the bush it is to be cooled down to about -190C in liquid nitrogen. The two cooling water bores in bush 9
must correspond with the bores in the cylinder head. The bush must rest on the shoulder at 'AS' but must have a clear
ance at the point 'S'.
The proper fitting position must be checked as shown in Fig.' C'. For that place a straightedge on the sealing face of the
cylinder head, and with a depth gauge measure the distance to the upper edge of the bush. The required dimension is
mentioned in Fig. 'C'.

Gezeichnet für Auslassventil

B DRAW FOR EXHAUST VALVE
9427.26b 5 6 1 9427.26 S 7 AS
95.7213
9427.27 9 8
9427.32
S S
C
9
7
8
x
y
+0.4 +0.2
y = 11.8 - 0.3 x = 27 - 0.1
10
AS LOCTITE
NO LOCTITE
AS
LOCTITE
NO LOCTITE

Cylinder Head
Grinding the Valve Seats of Inlet and Exhaust Valves

1 Cylinder head turnover device 9427.17 1 Cylinder head
(only supplied against specific order) 2 Valve guide bush
1 Valve seat grinding machine 9427.18 3 Grinder spindle
1 Hand grip 9427.35 4 Valve seat
Marking blue 5 Nut
6 Brake (wooden staff, pipe
etc. for steadying)
7 Centering device
For information on the grinding of valve spindle seat please refer to group 2720-2
Valve seats should only be ground with the valve seat grinding machine.
Lappingin of the valve with valve seat using grinding paste is strictly forbidden!
When is the grinding of valve seats indicated?
- Every time new valve seats have been fitted in the cylinder head.
- When new or reconditioned valve spindles are being fitted. An exception may be made, when the
valve seat surface is neither worn, corroded nor pitted.
- When the seat surface of the exhaust valve seats is badly impaired, on heavy fuel operation.
(pitting, corrosion scars).
+ 2'
Inlet valve seats with a valve seat angle of 30° 0 are usually free from damage like pittings, or corrosion. However it can
happen that the seat surface becomes slightly embossed due to wear. As this does not impair the reliability of operation it
is usually not necessary to undertake this grinding operation, which reduces the lifespan of the valves. A condition for
this is of course that the valve in question is refitted to the same valve seat with unchanged seat surface. (Please refer to
group 2720-2).
+ 2' + 2'
Exhaust valve seats for ZA40S engines may have valve seat angles of either 30° 0 or 45° 0 respectively. Valve seats of
+ 2'
45° 0 are fitted in ZA40S engines rated at 720 kW/cyl and also in engines with ER I / ER II at 660 / 600 kW/cyl. The
criteria for grinding are the same for both types of valve seats.
Grinding of valve seats
Fig. 'A' shows an example of how an electric driven seat grinding machine is used. Before starting the grinding operation
the grinding device has to be mounted in the 30° or the 45° guide of the valve seat grinding machine tool No. 9427.18.
When grinding the valve seats care has to be taken to prevent grinding dust from entering the cylinder head. It is essential
that after completing the grinding the cylinder heads are thoroughly cleaned.
For the use of the grinding machine please refer to the instructions supplied with the machine.
A clean and smooth surface must be obtained with the grinding of the valve seat.
The valve seat grinding machine must be well centered in the valve guide bush as well as in the valve seat with the aid of
the inbuilt centering device 7. This is of paramount importance.
Experience has shown that chatter marks appear when valve seat surfaces are reground in the vicinity of engines or
machines producing vibrations. This phenomenon can be successfully prevented when the cylinder head is laid on a thick
rubber mat during the grinding operation. On board ship this grinding operation should never be attempted without
such a rubber mat.
To prevent the machine from twisting, a wooden staff or a pipe is inserted in a bore of the cylinder head.

For grinding of valve seats, only discs which are specified by the maker of the valve seat grinding machine are to be used.
Such discs may be ordered also through New Sulzer Diesel.
Cut: . . . . . . Coarse . . . . 0,1 mm

Fine . . . . . . 0,03 mm
Checking
A crack detection test by dye penetration must be carried out on the finish machined seat surface. No cracks are permit
ted!
After completing the grinding check whether the new or reground valve (refer to group 2720-2) sits correctly on the
valve seat. To check this, apply some marking blue onto the valve spindle seat. The valve spindle is inserted into the guide
bush, the cylinder head being laid flat with combustion face upwards.
Move the spindle 3 to 4 times by about a 1/3 turn to and fro, if necessary use the hand grip 9427.35. Place this grip with the
movable part of the strap folded down onto the clean surface of the valve plate (if the surface is rough, apply some oil). By
folding the movable part of the strap upwards the grip fastens itself by suction to the valve plate (Fig. 'B').
If the angle tolerances on valve and valve seat have been adhered to, then the contact pattern on the seat surface of the
inlet valves amounts to 20- 80% of the seat width. The bearing imprint must run from the inner diameter outwards (see
Fig. 'a' Illustr. 'C'). Besides the imprint check, the gap between valve and seat can also be measured; As shown in Fig. 'c'
Illustr. 'C' this should be between 0.005 mm and 0.015 mm.
On correctly ground exhaust valves having seat angles of 30° or 45° respectively the contact pattern must be 50 - 100%
of the seat width. Here, however, in contrast to the inlet valves, the bearing imprint must run from the outer diameter
inwards (see Fig. 'a' Illustr. 'D' and 'E').
For inlet as well as for exhaust valve seats in the cylinder head it is important that the outer diameter of the valve seat
surface must be bigger than the outer diameter of the valve plate, and that the inner diameter of the valve seat is smaller
than the small diameter of the valve plate. Valve seats in the cylinder head may only be ground to the limit shown in Fig.
'b' Illustr. 'C', 'D', 'E'.

9427.18
+2
45 ° 0 +2
30 ° 0
7
4
1 B
9427.35
92.7079

0
Inlet Valve Seat
Ø 136 - 0.5
+ 0.3
Ø 116 0 max. Ø 138 mm
30 ° +20
a b
20 – 80%
Exhaust Valve Seat

Ø 131 +
-0.2 max. Ø 133 mm
30 ° +20
a b
50 – 100%
Exhaust Valve Seat for

ZA40S Engines with MCR = 720 kW/Cyl.
or Ratings ER I / ER II = 660 / 600 kW/Cyl.
Ø 131 +
-0.2 max. Ø 132.4 mm
45° +20
a b
50 – 100%
E
95.7226

Cylinder Head
Replacing the Insert Bush for the Fuel Injection Valve and Lapping the Seating Surfaces

1 Mandrel with centring disc 9427.10 1 Special nut 7 Insert bush
1 Cleaning tool 9427.11 2 Double end ring spanner 8 Nut M24
1 Spindle M24x880 9427.26c AF 46/50 9 Cleaning cloth
1 Upper sleeve 9427.27 3 Locking ring
1 Lower sleeve 9427.28 4 Ball thrust bearing
1 Centring disc 9427.32 5 Cylinder head F Seating surface for
1 Guide cone 9427.33 6 Oring fuel injection valve
1 Double ring spanner
AF 46/50
9427.26c
2
1 3 B
4
9427.27
9427.28
E1
6
E2
9427.33
8 9427.32
95.7214
Removing an insert bush (Fig. 'A')
- Fit the tool as shown in Fig. 'A' and turn the special nut 1 with spanner 2, until the insert bush 7 has been withdrawn
from its guide bore.
- Remove the insert bush and clean the guide bore in the cylinder head with a degreasing cleaning agent. Do not use
emery cloth except in exceptional cases and then only with greatest care to avoid enlarging the guide bores.

Fitting an insert bush (Fig. 'B')
- The guide bores and the seating surface in the cylinder head must be clean, dry and undamaged.
- Degrease the insert bush in the region 'E2' and coat it with Loctite 648. Mount the insert bush in the cylinder head and
fit the tool as shown in Fig. 'B'.
- Fit the Oring 6 at 'E1' and smear the area with oil.
- Rotate the special nut 1 with the spanner 2 and press the insert bush into its guide bore until fully seated. Finally the
cylinder head must be subjected to a pressure test (please refer to group 2701-6).
Lapping in the seating surface for the fuel injection valve
The seating surface inside the insert bush must be inspected prior to each fitting of the fuel injection valve. It must not be
either dirty or damaged, as it has to seal against very high pressures. The sealing in this part must be metal to metal, i.e. no
sealing ring may be fitted.
Special tools are contained in the engine tools collection, to service this seating surface. They are to be used as described
below (Tool No. 9427.10 and 9427.11).
- Insert the guide ring in the bore in the centre of the cylinder head (Fig. 'C').
- Put a few spots of grinding paste on the face of the mandrel, insert it into the inset bush and lap the seating surface by
turning the mandrel to and fro several times.
- Fasten a soft cleaning cloth at the bottom end of tool 9427.11 and clean the setting surface with this device (Fig. 'D').
- If you carry out this reconditioning work with the cylinder head fitted, pay particular attention that no grinding paste
or any other objects can enter the combustion chamber.
C D
9427.11
9427.10
7 5
95.7215

Cylinder Head
Replacing the Valve Guides for the Inlet and Exhaust Valves

1 Spindle M24x600 9427.26a 1 Special nut M24 6 Nut M24
1 Spindle M24x760 9427.26c 2 Locking ring 7 Valve seat
1 Upper sleeve 9427.27 3 Ball thrust bearing 8 Double ended ring
1 Lower sleeve 9427.28 4 Cylinder head spanner AF 46/50
1 Centring disc 9427.32 5 Valve guide bush
1 Double ended ring
spanner AF 46/50
A B 8
9427.26a
9427.26c
2
1 3
9427.27
9427.28
5 5
4 4
6
9427.32 95.7216
When valve guide bushes are worn beyond the permissible limit or are otherwise damaged, they must be replaced by new
bushes, whereby the undermentioned procedure should be followed:
Removal of a valve guide bush (Fig. 'A')

- Fit the tool as shown in Fig. 'A' and rotate the special nut 1 with the double ended ring spanner 8 until the valve guide
bush has been withdrawn from its guide bore in the cylinder head 4, and can be put aside.
- Clean the bore and the seating surface in the cylinder head carefully. Use emery cloth only for extreme cases and then
only sparingly, to avoid any enlargement of the bore in the cylinder head.
Fitting a valve guide bush (Fig. 'B')

Valve seat 7 must be fitted!
- Check the bore in cylinder head 4 and valve guide bush 5 for cleanliness and possible damage, remedy if necessary.
- Smear oil or Thred Gard into the bore and the lower part of the valve guide bush; push the guide bush as far as possible
into the bore and tap lightly with a lead hammer. Ascertain that the valve guide bush is exactly aligned with the axis of
the bore in the cylinder head.
- Mount the tool as shown in Fig. 'B' and, by rotating the special nut 1 with the double ended ring spanner 8, push the
valve guide bush 5 into its bore until fully seated on its shoulder.
- Remove the tool and fit seal rings into the grooves in the valve guide bush bore (lubricate the bore with oil).

Cylinder Head
Pressure Test of Water Spaces
Tools: Key to Illustration:

1 Pressure testing device 9427.06 1 Cylinder head 6 Vent screw
1 Flange with hose coupling 9427.07 2 Uncooled valve seat 7 Screw M12
Assorted spanners 2a Cooled valve seat 8 Hose coupling piece
3 Insert bush 9 Gasket
4 Oring
5 Oring W Water spaces
Should, during operation or during an overhaul, a cylinder head show signs of water leakage (cracks, leaking valve seats
or insert bush), it becomes necessary to subject the water spaces to a pressure test at the next opportunity. Such a test
should definitely also be made when valve seats or insert bushes are replaced.
Working procedure:
- Remove all the valves from the cylinder head and mount the pressure testing device 9427.06 equipped with two O
rings 4 in perfect condition in the bottom part of the cylinder head, and fasten it as shown in the illustration below.
- Fit the flange 9427.07 and fill the cylinder head with water, while the vent screw 6 remains open until all the air has
escaped.
- Subject the cylinder head to a pressure of 7 bar shut the valve of the supply pipe and leave the pressure in the cylinder
head constant for about 15 minutes. During this time the pressure in the water spaces may not diminish.
- If the water space is tight, loosen the vent screw 6, drain the water from the cylinder head and prepare the cylinder
head for assembly.
8
9427.07 7
9 6
W
5
W W
95.7217
9427.06 2 3 2a 4

Cylinder Head
Reconditioning a Relief Valve

1 Special spanner 9427.23 1 Distance ring 7 Ball
1 Ring spanner AF 46 2 Compression spring D Sealing face
1 Open end spanner AF 65 3 Spring casing P Punchedin blowoff
4 Valve body pressure value
5 Valve seat H Recess
6 Spring plate S Seat face
Relief valves which begin to leak in service must be removed and overhauled at the next opportunity, when the engine is
not in operation. In general all the relief valves should be dismantled and checked at every major overhaul of the engine.
Reconditioning a relief valve
Working procedure:
- Push the special spanner 9427.23 over the hexagonal spring casing 3 and turn it at the level of the recess 'H' till it fits
over the hexagon of the valve seat 5.
- Unscrew the relief valve, using an open end spanner AF 65 and the special spanner 9427.23, from the cylinder head.
- To dismantle the relief valve unscrew the spring casing 3 and remove compression spring 2 together with spring plate
6. Following this the valve body 4 can be pulled out of valve seat 5 together with ball 7.
Should remachining have to carried out on the relief valve or P
parts thereof be replaced, then the opening pressure must be
checked and if necessary reset with distance ring 1. By chang 1
ing the height of the distance ring the opening pressure can be 2
set i.e. when reducing the height, lower opening pressure, the
higher the distance ring the higher the opening pressure.
To vary the opening pressure by about 1 bar, the ring height 3
has to be modified by about 0.1mm.
Engine rating: Opening pressure:
up to 660 kW/cylinder . . . . . . . . 202 bar
Before reassembling smear all parts including the M27x2
thread to the valve seat 5 lightly with a heat resisting lubricant.
For the refitting in the cylinder cover no joint is to be used. 6
Remark On engines of some stationary engines the

bores M27x2 in the cylinder covers are
closed with a screw plug instead of a relief H 4
valve being fitted. These screw plugs seal
metallically and have therefore to be 5
fitted without joints.
7
S M27x2
D 95.7218

Rocker Arms
Replacing the Rocker Arms of Inlet and Exhaust Valves

1 Torque wrench 9408.17 1 Main rocker arm 10 Vent valve
1 Socket spanner 9427.19 2 Aux. rocker arm 11 Tubular seal
1 Circlip tongs 3, 3a Circlip lock * 12 Nut
1 Eye screw M12 4 Main rocker pin 13 Ball head cups
Assorted spanners 4a Aux. rocker pin
5, 5a Distance bushes
6 Rocker gear housing RS Eye screws
7, 7a Plugs * Tightening according
8,8a Oring to instruction
9, 9a Plugs
1 2 3 4 5 6 3
RS 9 8
RS 3a 8a 4a 5a 8a 3a
95.7219
10 9a 7a
To remove a rocker arm without removing the cylinder head or the rocker gear casing respectively, proceed as described
below:
- Bar the piston of the cylinder concerned to T.D.C. (firing stroke) when both valve groups are closed. (There must be
clearance between all the valves and their rocker arms).
- Remove the circlips 3 and 3a respectively with the circlip tongs.
- Using an eye screw (M12) pull out the plugs 7 and 9 and 7a and 9a respectively.

- Shift the pin 4 or 4a carefully and just enough to permit the removal of the respective rocker arm. When an auxiliary
rocker arm 2 has to be replaced it is recommended to first remove the main rocker arm 1.
- Fitting is done in reverse sequence, after first blowing through all the oil passages in the rocker arm pins and the
rocker arms with compressed air. Further ascertain that all the Orings 8 and 8a are still in perfect condition, other
wise replace them with new ones.
Regarding clearances please consult the Clearance Table group 0352-1.
- After completing the replacement of the rocker arms, start the lubricating oil pump and check whether oil is flowing
out of all the bearing bushes and also from the ball head cups 13. (During this check bar the engine with the turning
gear).
- If the rocker gear housing 6 has been removed check that the tubular seal 11 is correctly seated in its groove. The
landing surface on the cylinder head must be carefully cleaned.
- Place a washer under every nut 12.
- Smear the thread of the studs, used to fasten the rocker gear housing, with oil, then fit the nuts 12 and tighten them in
several equal steps with the aid of the socket spanner 9427.19 and the torque wrench 9408.17 to total 540 Nm.
12*
11
95.7220
13

High Pressure Fuel Pipe and Fuel Delivery Valve

Removal, Reconditioning and Fitting

1 Torque wrench 9408.17 1 Protecting pipe * 11 Allen screw
25-135 Nm 2 High pressure pipe 12 Cylinder head
1 Torque wrench 9408.17 *3 Cap nut 13 Valve casing
140-560 Nm 4 Delivery valve 14 Fuel injection pump
1 Fitting device 9427.20 5 Flange 15 Fuel stud
1 Spanner plate 9427.21 6 Plate 16 Cyl. pin
1 Socket spanner insert 9427.21a 7 Joint 17 Spring
AF 65 8 Screw
1 Socket spanner insert 9 Oring * Tightening according
½" / AF 6 10 Oring to instructions
1 Connecting piece 1" / ¾"
During a major overhaul the delivery valves 4, built on to the fuel stud 15, should be dismantled and checked. Valve seats
which are no longer in perfect condition must be carefully lappedin with grinding paste. When the seat is again flawless
the whole valve must be carefully washed in kerosene, white spirit or other cleaning fluid and then blown out with com
pressed air. The best way to dismantle a delivery valve is to first remove it together with the fuel stud.
Removal
- Loosen both cap nuts 3 (Fig. 'A') and remove high pressure pipe 2 with the aid of spanner plate 9427.21 and torque
wrench 9408.17.
- Loosen and dismantle screws 8 to flange 5. Remove flange 5 and joint 7.
- Set the socket spanner 9427.21a on the hexagon of the valve casing 13 and unscrew the fuel stud 15 with delivery valve
4 from the fuel injection valve.
- Loosen the screws 11 and separate the valve casing 13 with delivery valve 4 and spring 17 from the fuel delivery con
nection.
Assembly
- Hold the valve casing 13 with the threaded end downwards and insert delivery valve 4 with spring 17.
- Wipe the end faces of the valve casing as well as the fuel stud with a clean cloth or the dry palm of the hand.
- Place fuel stud 15 on the valve casing 13 and clamp them together with fitting device 9427.20 (Fig. 'B') and tighten
moderately.
- Smear the thread of screws 11 lightly with oil and tighten the screws evenly and crosswise to a final torque of 28 Nm.
- Smear the thread of the fuel stud lightly with oil and screw it into the fuel injection valve inserted into the cylinder
head.
- Set socket spanner 9427.21a with connecting piece onto valve casing 13 and tighten with the aid of torque wrench
9408.17 to 300 Nm.

Fitting the high pressure fuel pipe
- Place joint 7 together with flange 5 onto cylinder head 12, but not yet tighten screws 8.
- Before fitting the high pressure pipe smear the Orings 9 lightly with oil.
- Smear the connecting thread of the valve casing 13 and of the fuel injection pump lightly with MOLYKOTE. Fit the
high pressure pipe but tighten first cap nut 3 only by hand.
- Tighten cap nuts with the aid of spanner plate 9427.21 and torque wrench 9427.17 to 130-150 Nm.
- Tighten screw 8 to flange 5.
12 *15 10 16 7 5 13 *3 1 (2)
17 4 *11 9 8
B 15
2
9427.20 1
8
*3
13
6
9
14
Ablauf
DRAIN
00.7288


Replacing Valve Springs as well as Removing and Fitting of Valves

1 Tensioning device 9427.24 1 Clamp ring (2parts) 12 Sleeve
2 Valve rotating device 13 Tensioning sleeve
ROTOCAP 14 Clamp sleeve (2parts)
3 Inner spring 15 Threaded spindle
4 Oring 16 Ball thrust bearing
5 Outer spring 17 Snap ring
6 Lower spring plate 18 Hand grip
7 Spring 19 Sleeve
8 Cylinder head 20 Lower part for
9 Guide bush TURNOMAT
10 Valve spindle 21 Guide for
11 Upper part for TURNOMAT
TURNOMAT 22 Ball
Replacing valve springs
Remark Normally valve springs are replaced when the cylinder head is removed from the engine and placed
on its side.
They can, however, also be replaced when the cylinder head is fitted on the engine. In such a case bar
the engine to bring the respective working piston to firing T.D.C. (all valves are then closed).
In both cases the removal of the valve springs follows the same procedure. It may happen that the
valve spindle slides down onto the piston top when the springs are removed. To mount the spring
tensioning device for fitting, the valve spindle must be lifted up by hand. To prevent it slipping down
again attach a string to the spindle shank and pull the spindle up on this until the spring tensioning
device 9427.24 is mounted.
Removing the springs
Valve springs 3, 5 and 7 are removed as follows:

- Pull the rocker arm pin of the respective valve out sideways and remove the corresponding rocker arm (see sheet
2705/1).
- For valves with ROTOCAP mount the spring tensioning device 9427.24 in such a way that the split clamp sleeve 14
grips the valve shank on its end (see Fig. 'C'), then push the tensioning sleeve 13 downwards until the lower faces of
clamp sleeve 14 and tensioning sleeve 13 are flush (see Fig. 'A').
For valves with TURNOMAT the removal instructions for spring 7 are the same as already mentioned, with the only
exception that for the removal sleeve 19 has to be used as shown in Fig. 'B' and 'C'.
- With hand grip 18 screw down sleeve 19 till the valve rotating device ROTOCAP 2 Fig. 'A' or the upper part of TUR
NOMAT 11 Fig. 'B' are sufficiently low, that clamp ring 1 can be removed.
- Turn the hand grip 18 back until the springs are fully slackened.
- Remove the tensioning device and remove the springs.
Fitting the springs
- The fitting of the springs is done analogously to the removal but in reverse sequence.
- The seating faces must be clean and undamaged for the springs 3, 5 and 7 as well as the lower spring plate 6 and the
valve rotating devices ROTOCAP or TURNOMAT.
- When carry out the tensioning procedure of the spring 7 for fitting the conical clamp ring halves 1 of the TURNO
MAT, pay attention that the balls 22 engage with the guide grooves of the guide ring 21 (Fig. 'B' and 'C').

- Smear the tapered clamp ring halves 1 with MOLYKOTE paste Gn on all sides.
- Do not remove the tensioning device before having checked that the two clamp ring halves 1 are correctly inserted.
The spacing between the two halves should be about equal on both sides.
Removing the valves
- The removal of the valves demands the removal of the cylinder head from the engine (please refer to group 2701-1).
- Remove the valve springs as described before, then pull out the valvespindles.
- Inspect the seal faces of valve seat and valve body for damage and regrind them if necessary using the grinding
machine (please refer to group 2701-3 and 2720-2).
Fitting the valves
- Clean the valve guide bushes 9 thoroughly and fit new Orings 4.
- Smear the valve spindles 10 well with oil and before fitting the springs check their easy movement within the guide
bushes 9.
- Fit the valve springs in accordance with the instruction in the earlier paragraph.
- Fit the rocker arm and adjust the valve clearance.

Ventil mit ROTOCAP 12 Ventil mit TURNOMAT

VALVE WITH ROTOCAP 19 VALVE WITH TURNOMAT
C 13
14
21
2
11
3
7
5
10
A 22 B
Ventil mit ROTOCAP Ventil mit TURNOMAT
VALVE WITH ROTOCAP VALVE WITH TURNOMAT
18 18
9427.24
15
17
15
16
12
17
16 13
12 14
13
19
14
21
1 1
11
2
7
5
22
3
4 20
4
6
8
9
10
00.7289

Regrinding the Seats
Tools:
1 Valve seat grinding machine 9427.16 The instruction for the regrinding
(only supplied against of the valve seats is contained in
specific order) group 2701-3.
1 Marking template each 9427.36
for inlet and exhaust valve
Inking blue
The lapping together of valve spindle seat and valve seat with grinding paste must be avoided as a matter of strict princi
ple.
Valve spindle seats which are considerably damaged by pitting or corrosion, must be reground with the machine. Suita
ble grinding machines are available in the engineering trade.The following angle tolerance for the seat surface of the
valve must be adhered to:
+ 6'
Inlet valve for ZA40 and ZA40S engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . = 30° + 4'
0
Exhaust valve for ZA40 and ZA40S engines . . . . (MCR = 660 kW/cyl. or . . . . . . . . . . . . . . . . . . . . . . . . = 30°- 2'
ER I = 600 kW/cyl and ER II = 550 kW/cyl)
0
Exhaust valve for ZA40S engines . . . . . . . . . . . . . (MCR = 720 kW/cyl. or . . . . . . . . . . . . . . . . . . . . . . . . = 45°- 2'
ER I = 660 kW/cyl and ER II = 600 kW/cyl)
Make it a point to grind off only as much material as is absolutely necessary to obtain a clean smooth surface.
Grind only wet i.e. with cooling agent.
To avoid chatter marks on the seating surface, place the grinding machine in a place which is free from vibrations set up
by running machinery, engines or electric motors. If necessary place the grinding machine on a rubber matting.
A crack detection test by dye penetration must be carried out on the finish machined seat surface. No cracks are permit
ted!
ÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌ
On exhaust valves without anti wear armouring, the seat
may not be ground deeper than the face 'F' on the valve plate.
ÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌ
On inlet valves with anti wear armouring, the valve plate ÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌ
thickness after grinding must still measure at least 9 mm.
ÌÌÌÌÌÌÌÌÌ
min. 9mm
ÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌ

When the grinding angle is exactly maintained an inking

check of an inlet valve with the valve seat fitted in the cylinder +6'
30°+4' 20 - 80%
head and equally ground will reveal a contact pattern of 20 -
80% of the seat width and beginning from the smaller dia
meter.
Under the same conditions and with the same procedure as

described above, a marking check on an exhaust valve shows a 0
30°- 2' 50 - 100%
contact percentage of 50 - 100% of the seat width and run
ning inward from the outer diameter.
The above ruling also applies to ZA 40S engines with a MCR

of 720 kW/cyl, ER I = 660 kW/cyl and ER II = 600 kW/cyl.
0
The exhaust valves of these engines have a seat angle of 45°. 45°- 2'
50 - 100%
When the marking check is carried out the contact area must
be 50 - 100% of the seat width starting from the outer diame
ter and running inwards.
The seating surfaces of the inlet valves may not show any pit straight edge
ting marks or corrosion scars, but have simply become hollow
due to wear.
Such valves must not be reground but they have without fail wear
to be fitted again to the same valve seat in the cylinder head in
which they operated before and which was not re ground
either.
On the latest valve design this type of wear pattern will no longer
occur!
valve plate
For the grinding of valves, only grinding discs which are specified by the maker of the valve grinding machine are to be
used. Such discs may be ordered also through New Sulzer Diesel Ltd.
Grinidng sould be carried out only together with cooling agent.
Infeed advance: Rouging: about 0.025 mm infeed

grinding use both stone
halves alternately
Finishing: about 0.01 mm
On engines operating under unfavourable conditions for a

prolonged time, corrosion on the bottom of the valve plates
may occur. Valve plates on which a corrosion depth as listed
under 'a' (centre) and/or 'b' (outer diameter) has been mea
sured must be replaced.
Inlet Valve . . . . . . . . . . . a = 2 mm . . . . b = 0,5 mm
a
Exhaust Valve . . . . . . . . a = 5 mm . . . . b = 2,5 mm

A welding repair of a corroded exhaust valve is normally not
recommended for cost reasons.

Fuel Injection Valve
Removing, Dismantling and Assembling

1 Torque wrench 9408.17 1 Spring tensioner 13 Oring
(480 940 Nm) 2 Lock nut 14 Fuel stud
1 Torque wrench 9408.17 3 Nozzle holder 15 Orings
(25 135 Nm) 4 Spring plate 16 Securing snap ring
1 Stirrup with spindle 9427.15 5 Compression spring 17 Belleville washers
1 Lapping ring 9427.38 6 Push rod 18 Pressure flange
1 Socket spanner AF 65 9427.57 7 Insert bush * 19 Nut
1 Connecting piece 1" *8 Cap nut 20 Studs
1 Connecting piece ½" / ¾" 9 Locating dowel
1 Short extension piece ¾" x 8" 10 Nozzle body
1 Socket spanner insert ¾" x AF 24 11 Nozzle needle * Tightening according
12 Oring to instructions
Removing from the cylinder head (Fig. 'A')

A B
- Shut the shutoff valves for the nozzle
cooling water inlet and return pipes to
the cylinder head.
- Loosen and remove the fuel injection
pipe (see group 2716-1).
9427.15 - Unscrew the fuel stud 14 (Fig. 'C') with 9427.38
fittedon delivery valve and store in a
clean place. 10
- Remove the nuts 19, with which the fuel
injection valve is fastened to the cylinder
head, and lift off the flange 18 (Fig. 'C').
- Mount the stirrup with spindle (tool No.
3 9427.15) as shown in Fig. 'A' and pull the
injection valve from the cylinder head.
95.7222
- Check whether the sealing faces of the nozzle body 10 and the insert bush 7
are in order i.e. whether they show equal pressing marks.
- If necessary lap the sealing face on the front of the nozzle body 10 with the
lapping ring 9427.38 and some lapping paste by hand, until it is clean and
even over the whole circumference (see Fig. 'B').
95.7221

Dismantling the fuel injection valve (Fig. 'C')
- Clamp the fuel injection valve by the cap nut 8 in the vice.
- Loosen lock nut 2 and with a spanner loosen the spring tensioner just sufficiently to relieve all tension from the spring
5.
- Clamp the fuel injection valve in the vice by the upper end of the nozzle holder (nozzle pointing upwards) and loosen
the cap nut 8 using the socket spanner 9427.57, the 1" connecting piece and a ring spanner AF 65. Remove the cap nut
8.
- Lift off the nozzle body 10 with nozzle needle 11 and place aside in a clean place. (Take care that the nozzle needle
does not drop out!)
Remark The nozzle needles are lapped individually with their nozzle bodies; they form a unit together. It
must be strictly avoided to interchange nozzle needles and nozzle bodies!
- Loosen the spring tensioner 1 fully and remove it; remove spring 5, spring plate 4 and push rod 6 downwards.
1
20
C
19*
18
2
17
16
3
15
4
5
6
14
13
7
12
MOLYKOTE-G 8*
9
10
11
MOLYKOTE G-n
95.7223

Assembling the fuel injection valve
- For the assembly observe the utmost cleanliness and care.

- Clamp the nozzle holder 3 (without any inner parts) in the vice by the milled portion and with the nozzle seal face
pointing upwards.
- Check whether the inscription on the nozzle holder circumference (Specification) tallies with the indications in the
setting table of the engine.
- Wipe the sealing face of the nozzle body 10 and of nozzle holder 3 with the clean dry hand or wash them with Perchlo
rethylene, to obtain a clean dry sealing surface.
- Place the nozzle 10 carefully on the nozzle holder 3, taking care that the nozzle needle 11 does not drop out and that
the locating dowel 9 fits into the locating hole.
- Smear the thread of the cap nut 8 and the landing on the nozzle body 10
(where the cap nut presses the nozzle body) with MOLYKOTE paste Gn D
(Fig. 'C').
- Fit cap nut 8 and tighten by hand until it lands; then, using the torque
wrench 9408.17 with socket spanner 9427.57 and 1" connecting piece,
tighten the cap nut to 590 Nm (Fig. 'D').
- Clamp the nozzle holder 3 with nozzle pointing downwards in the vice by
the cap nut 8. 9427.57
- Smear all the inner parts, 6, 5 and 4 carefully with clean engine oil and fit
them as shown in Fig. 'C'. Screw the spring tensioner 1 in by hand then
8*
tighten it to obtain the correct spaying pressure (see group 2722-2).
- Fuel injection valves which are not immediately installed must be stored
in a place where they are protected from damage and from dust and cor
rosion attack.
Fitting the fuel injection valve into the cylinder head (Fig. 'C')
3
- Equip the correctly adjusted fuel injection valve with new Orings 15 and
95.7224
12 and smear them with engine oil.
- Check the bore and landings in the cylinder head for cleanliness and rust spots. (Should it become necessary to relap
the landings in the insert bush 7, please follow the instruction in group 2701-4).
- Install the fuel injection valve and mount the flange 18, but do not yet tighten the nuts 19 (smear the threads of the
studs 20 with MOLYKOTE paste Gn).
- Fit the fuel stud 14 - with fitted delivery valve - from the side into the cylinder head and screw it by hand into the
nozzle holder (do not use any joints, but smear thread with oil).
- The lateral clearance of the fuel stud 14 must be distributed equally in respect to the bore in the cylinder head.
- Only then, tighten the fuel injection valve onto its seating with the two nuts 19 by compressing the belleville spring
stack 17 using the torque wrench. Tighten the nuts 19 alternately in several steps to a total of 250 Nm.
- Checking: Flange 18 must rest flush without clearance.
- After completing all the connections, the closed valves of the nozzle cooling water pipes can again be opened.
Remark If it becomes necessary to remove the belleville washer stacks 17, the securing snap ring 16 must first
be taken out. When reassembling the belleville washers take the utmost care always to place the
washers 17 in pairs in the same position. The washer stacks in turn must be fitted as shown in Fig. 'C'.

Fuel Injection Valve
Checking the Condition of Spraying and the Spraying Pressure

1 Spray testing device 9427.40 1 Spring tensioner
(complete) 9427.41 45 2 Lock nut
assorted spanners 3 Pressure gauge damper valve
4 Nozzle holder
5 Cap nut
6 Fuel injection nozzle
7 Pressure gauge (0 500 bar)
8 Fuel tank
8
1 7
2
3 9427.43
9427.44
9427.42
9427.45
5
95.7225
9427.41
The fuel injection valves must be checked periodically as per maintenance schedule, or earlier if indications of faulty
combustion demands it, also after fitting a new fuel injection nozzle. The spray check has to be made with the spray te
sting device 9427.40 and its components.
For this test use only absolutely clean gas oil, which may not be poured back into the fuel tank 8 after the test.
Prior to checking a fuel injection valve, clean the same carefully externally and remove any existing combustion residue
on the injection nozzle with a brass wire brush.
The fuel injection valve to be tested is placed on the spray testing device 9427.40 and connected to the pressure connec
tion 9427.44 (without joint).

Judging a fuel injection valve
To correctly judge a fuel injection valve, the following checks must be carried out:
Loosen lock nut 2 and then spring tensioner 1, to relieve the nozzle needle of the fuel injection valve completely of
tension.
Check by a few short pump strokes of spray testing device 9427.40 whether the fuel is equally distributed from all spray
holes of the fuel nozzle.
Using spring tensioner 1, adjust the opening pressure of the fuel injection valve to the value mentioned in the setting
table (normally 400 ± 10 bar).
To check sealing between nozzle needle and nozzle needle seat of the fuel injection valve, keep a pressure of 200 ± 20
bar constant, over a period of 5 seconds. During this time no dripping should be noticeable at the tip of the injection
nozzle.
Attention Never hold fingers or hands directly against the spray holes of the injection nozzles due to the risk of
accidents.
Fuel injection valves checked according to the above mentioned criteria and proven flawless can be further used.
Deficient fuel injection valves must be dismantled (see group 2722-1 and 2722-3) and their injection nozzles replaced
by new or overhauled injection nozzles.
Fuel injection valves which leak and drip have to be overhauled by the manufacturers or a specialized company.
Improper repair work on fuel injection valves can cause scrapping of the same.
Adjusting the opening pressure
- Loosen the lock nut 2, move the pump lever up and down and at the same time tighten the spring tensioner 1 until the
opening pressure is read on the pressure gauge 20 (please note the required value, normally 400 ± 10 bar, in the set
ting table).
- Shut the pressure damping valve 3 and check with short fast pump strokes whether the fuel nozzle sprays equally.
When this condition is reached, tighten the lock nut 2 firmly, while holding the spring tensioner 1 steady with a span
ner.
- After tightening the lock nut 2 check the opening spray pressure once more.

ZA40S
Starting Air Valve
A starting air valve is fitted in each cylinder head and is controlled by control air from the starting air distributor (see
group 4301-1). It admits starting air (30 bar) to the cylinders in certain positions of the piston. The control timing i.e.
opening or closing of the valve in relation to the crank position is entered in the setting table, which is supplied with the
engine.
Function
Without starting order the control valve 4 and the working piston 5 screwconnected to the valve spindle 7 are pressed
upwards by the springs 9 and 10 respectively which means the valve is closed (see left halve of starting air valve on
illustration 'A').
The schematic sketches on illustration 'B' show the starting air valve in the positions corresponding to the following
situations:
Figure I - No starting order, but starting air pipe and therefore also space 'RR' are under air pressure.
- Space 'DV' above the starting control valve 4 is without pressure.
- Equal pressure exists in the space 'DA' and 'DA1' above and below the working piston 5. The starting
valve is shut.
Figure II - Starting air valve has received the starting order (Open).
- Control air from the starting air distributor reaches space 'DV'.
- The control air valve 4 is pressed onto its lower seat.
- The air below the working piston 5 escapes from the space 'DA1' through the bores 'EB' and 'EB2'.
Figure III - With the control valve 4 still pressed down, the air pressure in space 'DA' pushes the piston 5 with the
valve spindle 7 down and starting air enters the combustion chamber 'VR'.
Figure IV - The air flow from the starting air distributor is interrupted.
- Space 'DV' is without pressure.
- The control valve 4 is pressed up by the spring 9.
- Staring air enters the space 'DA1' below the working piston 5 and equalizes the pressure in the spaces
'DA' and 'DA1'.
- Valve 7 is still open but closes immediately by the action of spring 10.

ZA40S
Key to Illustrations: 'A' and 'B'

l Nut AH Stop for working piston
2 Cylinder head DA Pressure space below working piston
3 Spacer DA1 Pressure space below working piston
4 Control valve DB Air passage bores
5 Working piston DV Pressure space above control valve
6 Valve guide/casing EB Venting bores
7 Valve spindle EB1 Venting bores
8 Joint ring EB2 Vent bore
9 Spring EB3 Vent bore
10 Spring ER Balancing space
11 Valve casing RE Ring space
For venting
12 Screw RE1 Ring space
13,13a Spring washer stack RR Ring space
14 Control air pipe VB Connecting bore
15 Nut VR Combustion chamber
VS Valve seat (closed control valve)
VS1 Valve seat (open control valve)
AL Starting air a Position of control valve 4 when closed
SL Control air b Position of control valve 4 when open

ZA40S
A 15 14
EB
3
SL
RE 1
ER
13a
1
2
11 VS 1 3 13
a
3 DV
12
EB 4
11
5
VS DA
RE
VB
EB
1 DA1
EB
6 2
b 11
DB 10
3
4 9
RR
AH
EB
7
AL
EB
1
VR 96.7224

ZA40S
B
I SL II SL
DV DV
4 4
EB2 EB2
DA EB
5 5
DA1 DA1
AL AL
RR RR
VR VR
III SL IV SL
DV DV
4
9
EB
EB2 EB2
DA DA
5 5
DA1
DA1
AL AL
RR RR
10
VR VR
96.7166
7 7

ZA40S
Relief Valve
Description
The relief valve in every cylinder head safeguards the cylinder against inadmissibly high pressures. The opening pres
sure is adjusted by the hight of the distance ring 7 (see Maintenance Manual 27017). The opening pressure 'OD' de
pends on the engine rating and is stampedin on top of the valve housing 1.
Troubles
Relief valve leaking (hissing):
Possible causes: - Foreign matter stuck in the valve seat.

- Spring and valve overheated or corroded.
Key to Illustration: OD
1 Valve housing
7
2 Valve 6
3 Valve seat
4 Ball
5 Spring plat 1
6 Spring
7 Distance ring
8 Cylinder head
OD Opening pressure, stampedin
2
3
95.7218

ZA40S
Indicator Valve
Description
Each cylinder head 1 is equipped with an indicator valve 5 which seals off the indicator bore (connection of the com
bustion chamber to the atmosphere). Indicator valves are required together with the 'peak pressure indicator' (tool
9408.14) to measure the compression and firing pressures of the cylinders during operation. The indicator valve must
be opened by a separate handwheel 8 (tool 9427.39).
Before mounting the 'peak pressure indicator' the indicator valve must be opened for a moment to blow out any dirt in
the indicator bore, thus preventing any dirt from entering the measuring device. Dirt entering the measuring device
could affect its function.
Attention When opening the indicator valve 5 hot dirty gas is exhausted, which can lead to injuries. For this
reason a sufficient distance must be kept from the hot gas outlet 'HG' when the indicator valve is
opened.
During measuring with the 'peak pressure indicator', the respective indicator valve is to be opened completely.
Standard values for compression and maximum ignition pressures must be taken from the shop trial report for the
respective load and speed.
Maintenance and inspection

Even if no measurements are carried out, it is advisable during continuous operation to open the indicator valves for a
short period once a day in order to prevent the indicator bore from coking up.
To enable the engine to be turned over in a more favorable manner during overhaul and preparatory work for starting
etc., the indicator valves are always to be opened. This will enable liquids (water, fuel, oil etc. ), which have collected in
the combustion space during longer standstill periods, to be ejected when the engine is turned over.
95.7134a
7 HG 6 5 4 3 2
1 Cylinder head 6 Cap with securing chain
2 Nipple 7 Peak pressure indicator (tool 9408.14)
3 Nut 8 Handwheel (tool 9427.39)
4 Intermediate piece
5 Indicator valve HG Hot gas outlet

ZA40S
Each cylinder has two inlet and two outlet valves.

The valves are spring loaded and their opening and closing is controlled - via the valve drive - by the cams on the
camshaft (see group 4401-1).
In consideration of their dissimilar thermal loads, inlet and exhaust valves are differently executed. For easy distinc
tion the valve spindles are therefore marked with 'INLET' and 'EXHAUST' respectively.
The inlet and exhaust valves are equipped with rotating devices which results in following advantages:
- by a short rotation during the valve stroke, combustion residues are wiped away;
- the temperature is equally distributed around the valve seat;
- longer service life of valve spindles and valve seats.
Inlet valve (see Fig. 'A')
For both power ranges the inlet valve is provided with a ROTOCAP rotating device. It produces a rotating movement
during valve opening.
The valve seat angle is 30.
Exhaust valve
Engines with an output up to 660 kW/Cylinder (see Fig. ’B’):

For this power range the standard equipment of the exhaust valve is the ROTOCAP rotating device. It produces a
rotating movement during valve o p e n i n g.
The valve seat is water cooled.
The valve seat angle is 30.
Engines with an output of 720 kW/Cylinder (see Fig. ’C’):

The exhaust valves for the high power range are equipped with the TURNOMAT rotating device. The necessary rota
ting movement in this rotating device is produced during valve c l o s i n g.
The vale seat angle is 45.
The location for fitting inlet or exhaust valves respectively is shown in group 2701-1.
Key to Illustrations: 'A' Inlet valve

'B' Exhaust valve with ROTOCAP
'C' Exhaust valve with TURNOMAT
1 Clamping rings 8 Valve guide bush

2 Valve rotating device (ROTOCAP) 9 Inlet valve spindle
3 Outer spring 10 Inlet valve seat
4 Inner spring 11 Valve rotating device (TURNOMAT)
5 Orings (VITON) 12 Exhaust valve spindle
6 Lower spring plate 13 Orings (VITON)
7 Cylinder head 14 Exhaust valve seat
KW Cooling water
VB Valve designation

ZA40S
VB
A
1
2
10
95.7136

ZA40S
VB
B 1
2
12
13
KW
14
95.7137

ZA40S
VB
C
1
11
12
13
KW
14 92.7111

Crankshaft
Measuring Crank Deflections
Tools:
1 Checking device 9431.01
We recommend that the crank deflections be measured whenever:

- A general overhaul is being carried out.
- Main bearing shells have been replaced.
- There are indications of engine foundation deformation.
- A breakdown has occurred or for other reasons where a check on the support of the crankshaft is required.
The following points have to be noted when taking crank deflections:

- Measuring should always only be made on an engine which has cooled down.
- All the running gear (pistons, connecting rods) should be in place.
- The dial gauge must always be fitted in the same position (see illustration on following page).
- When dealing with a marine installation, it must be remembered that the loaded condition of the vessel should be as
nearly as possible the same at the time readings are taken.
Measuring procedure
- The crankshaft is to be turned by the turning gear into such a position that the dial gauge (with about 1 mm of preten
sion) can be placed between two counterweights at measuring point 1, as shown in the illustration on the following
page, and set to '0'.
- Then, with the aid of the turning gear, the crankshaft is turned in the normal running direction and stopped again so
that the value shown on the dial gauge at measuring points 2, 3, 4 and 5 can be read off and noted down.
- The noted values have to be recorded so that they can be compared with earlier or later measurements.
- Where values are measured which lie outside those shown on the graphics 'A' and 'B', the cause has to be investigated,
whereby the crankshaft has to be uncoupled from driven equipment.
- In addition to this, the engine holdingdown bolts have to be slackened off to determine if a permanent deformation
of the engine foundation has occurred.

Positions of the dial gauge during measuring

Position of dial gauge Position of dial gauge
at begining of measuring at end of measuring
1 5
2 4
3
Positioning the dial gauge
30
(Tool 9431.01) Measuring positions

Counter- End Beginning
weight 5 1 Drawn for 8 cyl. engine
FUEL PUMP SIDE
DRIVING END
FREE END
4 2
1 2 3 4 5 6 7 8
EXHAUST SIDE 95.7230
3 A NORMAL CRANKS and end crank No.

8 at the free end when neither torsional
vibration damper nor shaft is coupled up.
B END CRANKS (exception: crank at free
mm
A end, see Fig. 'A').
2 1 LIMIT VALUES during engine erection

+0,10 +0,10 B (strive for small negative values with Die
selalternator sets).
2 2 LIMIT VALUES for engines in opera
+0,05 +0,05 +0,05
1 tion (engine cooled down).
+ 1 2 3 4 5 1 2 3 4 5 Should the measured values exceed the

0 limit values, readings should be taken
1 again under various conditions (e.g. dif
–
1 ferent machinery room temperatures,
–0,05 –0,05 slackenedoff holdingdown bolts or un
der different loading conditions with ma
rine installations).
–0,10 –0,10
2 When the measured values still remain
outside the permissible limits, a closer in
–0,15 vestigation has to be carried out and any
necessary corrections made. In such
1
–0,18 cases contact should be made with the
–0,20 engine builder.
–0,24 95.7231 Attention

–0,25 2
The crank limit values refer to the
coupled condition!

ZA40S
Torsional Vibration Damper
Fluid Damper
When conditions demand it, the crankshaft is fitted with a torsional vibration damper. This is to reduce torsional
vibrations which may be dangerous for the crankshaft
Depending upon the demands, a fluid damper is required, which is bolted onto the crankshaft FREE END.
Positioning marks 'M' on the flanges of the crankshaft and torsional vibration damper permit the latter to be refitted
in exactly the same position if ever it has to be removed.
HOLSET, HASSE + WREDE and STE fluid damper

The damper consists of a housing into which is installed a freefloating damping mass. The housing is rigidly connected
to the crankshaft and hermetically sealed. A gap exists between the housing and the damping mass which is filled with
silicone oil of a specific viscosity.
- The damper requires no outside lubrication.
- The torque is transmitted to the damping mass by the friction of the silicone oil.
When torsional vibration occurs, there is relative motion between the housing and the damping mass.
The resulting sheer stresses (friction) in the silicon oil bring about a damping of the torsional vibrations.
- The work consumed by friction generates heat. When for any reason the torsional vibration damper is overloaded,
the silicone oil overheats which leads to a change in the viscosity of the silicon oil. When this happens, the torsional
vibration damper can no longer fulfil its function and can even lead to damage of the damper itself.
- Maintenance:
To check the silicone oil therefore, samples have to be drawn from the damper at prescribed intervals (see Mainte
nance Manual group 3130-1).
2 5
3
M
1 Housing
2 Damping mass
3 Bearing
4 Damper oil (silicone) 96.7175
5 Closing plug for use when 4

taking silicone oil samples
M Marking

ZA40S

Leaf Spring Damper
Depending upon the demands, a leaf spring damper is required, which is bolted onto the crankshaft FREE END.
GEISLINGER leaf spring damper

The damper consists of an inner part 2 which carries an outer part 3 (damping mass). The inner part is rigidly connec
ted to the crankshaft. Between each of these parts are radially arranged leaf spring packs 4 which are restrained at the
outer ends. The spring packs form, together with the inner and outer parts, chambers which are filled with oil.
- The damper requires lubricating oil from the engine pressure circuit for both lubrication and cooling. This oil being
taken from the circuit along axial hole 1 in the outside crankshaft bearing journal (at FREE END).
- The torque is transmitted to the outer part 3 by the flexible leaf spring packs 4.
When torsional vibration occurs, there is relative motion between the inner part 2 and the outer part 3 (damping
mass).
The oil is forced from one chamber to another through restricting slits thus damping the torsional vibrations.
- Maintenance:
Refer to the documentation of the manufacturer
M 7
1 Oil supply hole
2 Damper inner part 1
3 Damper outer part
4 Spring pack (leaf springs)
5 Closing cover
6 Oring 96.7178
2
7 Oring 4
3
M Marking

ZA40S

Sleeve Spring Damper
Depending upon the demands, a sleeve spring damper is required, which is bolted onto the crankshaft FREE END.
VULKAN sleeve spring damper

Inner part 1 of the damper is screw fastened to crankshaft part 7. Outer part 2 is connected elastically via sleeve springs
4 and can move in conformity with the torsional vibrations. The outer part and the screw fastened side discs 3 constitu
te the 'seismic mass'.
Sleeve spring packs 4 are arranged between the inner and outer part and are compressed by the torsion of the damper.
- For lubrication and cooling the damper requires oil from the engine circuit, which is supplied through a longitudinal
bore 6 in the outermost crankshaft journal (at the FREE END) by the oil circuit.
- Through radial drillings the individual spring chambers are supplied with pressure oil. All hollow spaces of the
damper are thus filled with oil. Through relative movement at the spring circle, a hydraulic damping is produced by
oil displacement.
Additionally frictional damping is produced within the spring packs. The essential damping capacity is, however,
produced by oil displacement, i.e. oil is pressed through small gaps between side discs 3 and inner part 1.
- Maintenance:
Refer to documentation of the manufacturer.
3
M
5
7
1 Damper inner part
2 Damper outer part
3 Damper side disc 9
4 Sleeve spring pack 6
1
5 Cover plate with shaft
6 Oil supply bore
7 Crankshaft
8 Screwed connection
9 Casing 10
10 Screw plug with through bore
95.7754
M Marking

Turning Gear
Maintenance

Assorted open end and ring spanners 1 Operating lever
2 Locking pin
3 Thrust ring
4 Spacer ring
5 Spacer ring
6 Oil drain plug
7 Cover for oil filling
8 Pinion
8a Pinion shaft
9 Oil level glass
10 Compression springs
11 Ball thrust bearings
AS Axial clearance
F Grease lubricated shaft
- Before starting the turning gear check the oil level. The level in the oil level glass 9 must be at least at the mark 'Min'.
For topping up use Hypoid gear oil class SAE 90, (no thinner oil may be used under any circumstances).
The oil should have good high pressure, corrosion protecting and antifoaming properties.
For filling oil remove the cover 7.
- The shaft 8a, on which the pinion 8 is shifted for engagement and disengagement with the flywheel gear rim, must
always be well greased. (Serves also as rust protection).
- About every 5 years drain the oil through the drain plugs 6 and replace it with 18 litres of fresh oil (for oil type see
above).
- If a lengthy duty is foreseen for the turning gear (for example an engine overhaul) grease the pinion teeth 8 with MO
LYKOTE grease.
- When replacing the ball bearings, make sure during fitting that the spacer ring 5, opposite the ball bearing housing
protrudes by 0.15 -00.05 mm, when it is pressed against the shaft shoulder.

3212–1/A1
1995
1
2
Maintenance
7
F
2
8a
AS=
0.3 – 0.6 10
max.
8 min.
9
Wärtsilä Switzerland Ltd
ZA40S
95.7235 95.7236
6 3 11 4 11
ZA40S
Connecting Rod and Connecting Rod Bearing
The piston bearing is situated on the upper spherical end of the connecting rod. This bearing is part of the working
piston and therefore described in group 3401-1.
An upper and lower bearing half is fitted to the crankpin bearing, which are of different design. To avoid mistakes
when fitting, each bearing half is provided with a positioning guide which is protruding only on one side of a shell half.
Concerning undersize bearing shells, see Maintenance Manual group 3302-1.
The lubricating oil is fed through a drilling from the main journal to the crankpin and part of it flows through a central
bore in the connecting rod to the piston bearing.
The connecting rod head as well as the two bearing halves are bolted together with waisted studs, which are hydrauli
cally pretensioned (see Maintenance Manual group 03551).
The compression shims 9 are fitted by the engine manufacturer in accordance with the cylinder power capacity and
require no modifications for normal operation. The corresponding shim thickness is recorded in the setting table.
1 Connecting rod
2 Round nut
3 Waisted stud to connecting rod
4 Lower bearing shell
4a Upper bearing shell
5 Waisted studs to crankpin bearing
6 Round nut
7 Crankpin bearing body (lower half)
7a Crankpin bearing body (upper half)
OB
8 Locating dowel pin
9 Compression shim
AN Slot for fixing the bearing shell 1

OB Oil bore
OB 2
9
7a
3
AN
4a
8 4
5
7
96.7181

Connecting Rod
Inspection and Replacement of Crankpin Bearing Shells

1 Hydr. hand pump 9408.02 1 Stud (long)
with ancillaries 2 Stud (Short)
1 Hydr. cylinder (jack) 9408.35 3 Crankpin bearing upper part
1 Removal device 9433.02 4 Crankpin bearing lower part
2 Pin to removal device 9433.02a 5 Main bearing cover
1 Underlay to the 9433.02b 6 Yoke
removal device 7 Engine housing
2 Lowering devices 9433.03 8 Adjusting nuts
2 Roller for the lowering 9433.03a 9 Retaining device
devices 10 Securing screw
11 Screw
12 Screw
13 Connecting rod
Bearing shells of the crankpin bearing can be removed and fitted without pulling out the working piston.
Procedure for the removal
- Loosen all the nuts of studs 1 and 2 as described in group 3302-2. Do not yet remove the nuts but leave them hand
tight.
- Turn crankshaft to bring the piston of respective cylinder to ignition TDC. This is absolutely essential to prevent the
working piston touching a possible open valve, when it has to be lifted when the crankpin bearing upper part has to be
inspected.
- On both sides of the crankpin bearing upper part 3 screw in one ring screw each together with the steel rope of lower
ing device 9433.03. At the same time mount also the two rollers 9433.03a needed to lower crankpin bearing lower part
4.
- Remove now all nuts of studs 1, then lower crankpin bearing lower part 4 with the aid of two lifting tackles, mounted
on the engine exterior. Lower with care, so as not to damage the threads of studs 1.
- Mount removal device 9433.02 as shown in the illustration. For this screw in the two pins 9433.02a fully into the corre
sponding threaded holes in the main bearing cover 5. Fasten joke 6 of removal device 9433.02 with two screws 11 to
engine housing 7. Adjust retaining device 9 with adjusting nuts 8 in such a way that the removal device comes to lie
lightly against crankpin bearing upper part 3.
- Place hydraulic cylinder 9408.35 together with underlay 9433.02b on to support of removal device 9433.02 as shown in
the illustration.
- Connect hydraulic cylinder by high pressure hose to hydraulic hand pump 9408.02 and by actuating the pump lever
raise crankpin bearing upper part 3 together with connecting rod 13.
Attention Lift the connecting rod with crankpin bearing upper part only just sufficiently that the bearing
shell can be removed.
In this position secure the connecting rod and crankpin bearing upper part by tightening securing
screw 10 firmly.
Before refitting used bearing shells check their condition carefully (see group 0002-2, 'Criteria for the replacement of
bearing shells'). Unduly worn or defective bearing shells must on no account be refitted, but must be replaced by new
ones. Any machining, scraping or filing of the bearing shells must absolutely be avoided!
Should it become necessary to regrind a worn roughened crankpin, then thicker bearing shells must be fitted, to suit the
reduced pin diameter. The following table advises on standard undersize bearing shells, the regrinding diameter for the
crankpin as well as the article denomination of the respective bearing shell undersize (dimensions are in mm).

Reduction of Crankpin Shell thickness Vertical bearing Bore diameter Article

crankpin diameter clearance vertical denomination
diameter (shells fitted)
0.4 349.6 0 7.6 0 349.6 + 0.29 200

-0.06 - 0.02 + 0.22
1.2 348.8 0 8 0 348.8 + 0.29 202

-0.06 - 0.02 + 0.22
3.0 347 0 8.9 0 0.22 - 0.35 347 + 0.29 204

- 0.06 - 0.02 + 0.22
5.0 345 0 9.9 0 345 + 0.29 205

- 0.06 - 0.02 + 0.22
8.0 342 0 11.4 0 342 + 0.29 206 *

- 0.06 - 0.02 + 0.22
* Undersized bearing shells with article denomination 206 may only be fitted after consulting New Sulzer Diesel Ltd.
Working procedure for fitting
For fitting the bearing shells the shell rear side and the bore in the crankpin bearing body must be free from any damage.
Smear the running surface of the bearing shells lavishly with clean engine lubricating oil.
- Fit the upper bearing shell equally spaced axially and radially into crankpin bearing upper part 3. Make sure that the
small tongue of the shell fits into the recess in the crankpin bearing upper part.
- Actuate hydr. hand pump 9408.02 to slightly raise connecting rod 13 together with crankpin bearing upper part 3, then
loosen securing screw 10.
- Slowly lower the oil pressure by the relief valve of hydr. hand pump, till the bearing shell together with crankpin bear
ing upper part and connecting rod rests on the crankpin.
- Remove hydraulic jack 9408.35, the underlay 9433.02b as well as removal device 9433.02 with the pins 9433.02a.
- Mount the bearing shell to the crankpin lower part 4 in the same manner as in upper part 3 described above.
- Using lowering device 9433.03 and rollers 9433.03a, lift crankpin bearing lower part with its bearing shell till it rest
against the crankpin.
- Fit the four nuts to studs 1.
- Tighten nuts of studs 1 as described in group 3302-2.
- Tighten nuts of studs 2 as described in group 3302-2.
Remark The nuts of studs 1 should always be tightened before the ones of studs 2.
After completion of work remove all tools from the crankcase.

For a final check measure the bearing clearance on the fully fitted bearing and compare it with the values in Clearance
and Wear Table 0352-1.

13
9433.02 10 9433.02b II - II
7 3
6 9433.03
11
8
1
9
I
5
4
I
II
9408.02 9408.35 9433.03a
3
10
11
6 9433.02b
7
9433.02 12 4 5
9408.35
12
12
9433.02a
95.7237a
II

Rotating Piston
Removal and Fitting a Piston

1 Wear ridge milling tool 9421.09 1 Piston 6 Piston ring
1 Carbon removing machine 9421.10 2 Connecting rod 7 Oil scraper ring
(for carbon removal in upper 3 Studs 8 Cylinder liner
part of cylinder liner) 4 Connecting rod head 9 Compression shim
1 Guide rod 9434.05 5 Screw
1 Eye screw 9434.08
1 Insertion funnel 9434.10
As the compression shim 9 is subject to wear, it is Piston removal (Fig. 'A')

Remark necessary to check them for fretting and cracks dur
ing every piston overhaul. Damaged compression - Drain cylinder cooling water from
shims must be replaced, however as a rule, shims 0.5 the engine.
mm thick must be replaced by new ones during every - Remove the cylinder head of the
piston overhaul. cylinder concerned
(please refer to group 2701-1).
5 9434.08
- Possibly developed wear ridge in
A 1 the cylinder liner, to be removed
with the wear ridge milling tool
9421.09. For this follow the
instructions on group 2105-1.
- On cylinder liners, the uppermost
portion is provided with a fine
thread. The combustion residues
must first be removed by the car
bon removing machine 9421.10
(see group 2105-1) before the
2
piston may be pulled.
- Slacken pretension of connecting
rod studs 3 hydraulically, remove
9
3 their nuts
4
9434.05 - Ensure that the cylinder liner 8 is
fastened by the screw 5.
- Turn the crankshaft till the piston
is in T.D.C., screw eye screw
9434.08 into the piston top. (if
necessary clean the threaded hole
of carbon with a threading tap,
(M20).).
95.7240
- Fasten the guide rod 9434.05 onto the connecting rod head 4.
- Connect the piston to the crane with a shackle and a rope (weight of piston about 450 kg).
- Pull the piston slowly out of the engine with the crane, while holding the connecting rod head steady with the rod
9434.05 until the connecting rod 2 has been lifted out of the studs.
- Clean the removed piston carefully and measure the ring grooves (please refer to Clearance and Wear Table group
0352-1). For the cleaning of the piston use only tools which cannot damage the piston.
Attention After pulling the piston the four studs 3 must be immediately removed!
The crankshaft may not be barred while studs 3 are fitted, as there is the risk of damage to the cylin
der liner 8, as well as to the studs.

Fitting the piston (Fig. 'B')
- Clean the cylinder liner bore carefully and liberally apply engine oil all over its bore.
- Turn the crank to T.D.C. and fasten the guide rod 9434.05 onto the connecting rod head 4.
- Clean the piston 1 carefully and attach it to the crane hook with eye screw 9434.08, shackle 9421.10 and a rope.
- Fit new piston and oil scraper rings to the piston (please refer to group 3402-1) and turn the rings so that their ends
are offset by 180 degrees.
- Smear piston and rings with clean engine oil.
- Check the insertion funnel 9434.10 carefully for ridges or scratches, apply engine oil liberally on its taper bore and
place it on the cylinder liner. (Ridges in the insertion funnel would damage the piston and (sealing) surfaces of the
rings).
- Lower the piston carefully into the cylinder liner, until the foot of the connecting rod is just above the studs 3. Turn the
piston with the connecting rod until the marking on the foot of the connecting rod is on the same side as the one on the
connecting rod head.
- Check the contact surfaces of connecting rod foot and connecting rod head, they must be clean and free from oil.
- Place the connecting rod head 4 with the aid of guide rod 9434.05 so that its top surface is parallel to the bottom sur
face of the connecting rod foot.
- Now lower the piston fully, while taking care that the foot of the connecting rod slides over the studs 3 in the connect
ing rod head without jamming.
- Remove the guide bar 9434.05.
- Unscrew the eye screw 9434.08

B 9434.10
9434.08 from the piston crown and re
move the insertion funnel
6 1
9434.10.
9434.10
8 - Fit the connecting rod nuts by
hand onto the studs 3 until they
are seated (do not grease the
thread).
- Turn the crankshaft until the pis
ton is in B.D.C.
7
- Pretension the connecting rod
2 waisted studs according to
instructions
- Fit the cylinder head (please refer
to group 2701-1) and connect
the various pipes.
3
- Fill the cylinder cooling water
into the engine and ready the en
9434.05 gine for operation.
4
95.7241

Rotating Piston
Removal and Fitting a Piston for cylinder liner with antipolishing ring

1 Wear ridge milling tool 9421.09 1 Piston 6 Piston ring
1 Carbon removing machine 9421.10 2 Connecting rod 7 Oil scraper ring
(for carbon removal in upper 3 Studs 8 Cylinder liner
part of cylinder liner) 4 Connecting rod head 9 Compression shim
1 Guide rod 9434.05 5 Screw 10 Antipolishing ring
1 Eye screw 9434.08
1 Insertion funnel 9434.10
1 Antipolishing ring tool 9435.01
(for compr. shims 0
2.5 mm)
1 Antipolishing ring tool 9435.02
(for compr. shim 5 mm)
2 Screws M12
Piston removal (Fig. ’A’ and ’B’)
– Drain cylinder cooling water from the engine.

– Remove the cylinder head of the cylinder concerned (please refer to group 2701–1).
– Remove the antipolishing ring 10 by using two screws of M12, screwed into the respective threads inside of antipolish-
ing ring (see Fig. ’A’).
As the compression shim 9 is subject to wear, it is

Remark necessary to check them for fretting and cracks dur-
ing every piston overhaul. Damaged compression
shims must be replaced, however as a rule, shims 0.5
mm thick must be replaced by new ones during every
piston overhaul. 5 9434.08
1
A B
M12 10
9
3
4
9434.05
Wärtsilä Italia S.p.A. 1 L-Mot. / 06.02

– Possibly developed wear ridge in the cylinder liner, to be removed with the wear ridge milling tool 9421.09. For this
follow the instructions on group 2105–1.
– On cylinder liners, the uppermost portion is provided with a fine thread. The combustion residues must first be re-
moved by the carbon removing machine 9421.10 (see group 2105–1) before the piston may be pulled.
– Slacken pre-tension of connecting rod studs 3 hydraulically, remove their nuts (please refer to group 3302–2).
– Ensure that the cylinder liner 8 is fastened by the screw 5.
– Turn the crankshaft till the piston is in T.D.C., screw eye screw 9434.08 into the piston top (if necessary clean the
threaded hole of carbon with a threading tap M20).
– Fasten the guide rod 9434.05 onto the connecting rod head 4.
– Connect the piston to the crane with a shackle and a rope (weight of piston about 450 kg).
– Pull the piston slowly out of the engine with the crane, while holding the connecting rod head steady with the rod
9434.05 until the connecting rod 2 has been lifted out of the studs.
– Clean the removed piston carefully and measure the ring grooves (please refer to Clearance and Wear Table group
0352–1). For the cleaning of the piston use only tools which cannot damage the piston.
Attention After pulling the piston the four studs 3 must be immediately removed!
The crankshaft may not be barred while studs 3 are fitted, as there is the risk of damage to the cylin-
der liner 8, as well as to the studs.
Fitting the piston (Fig. ’C’)
– Clean the cylinder liner bore carefully and liberally apply engine oil all over its bore.
– Turn the crank to T.D.C. and fasten the guide rod 9434.05 onto the connecting rod head 4.
– Clean the piston 1 carefully and attach it to the crane hook with eye screw 9434.08, shackle 9421.10 and a rope.
– Fit new piston and oil scraper rings to the piston (please refer to group 3402–1) and turn the rings so that their ends are
off-set by 180_ degrees.
– Smear piston and rings with clean engine oil.
– Place antipolishing ring tool 9435.01 or 9435.02 and insertion funnel 9434.10 on the cylinder liner and lubricate lav-
ishly with engine oil. (Check whether the funnel is free of ridges and burrs, which might damage piston and rings).
– Lower the piston carefully into the cylinder liner, until the foot of the connecting rod is just above the studs 3. Turn the
piston with the connecting rod until the marking on the foot of the connecting rod is on the same side as the one on the
connecting rod head.
– Check the contact surfaces of connecting rod foot and connecting rod head, they must be clean and free from oil.
– Place the connecting rod head 4 with the aid of guide rod 9434.05 so that its top surface is parallel to the bottom sur-
face of the connecting rod foot.
– Now lower the piston fully, while taking care that the foot of the connecting rod slides over the studs 3 in the connect-
ing rod head without jamming.
– Remove the guide bar 9434.05.
– Unscrew the eye screw 9434.08 from the piston crown and remove the insertion funnel 9434.10 and the antipolishing
ring tool 9435.01 or 9435.02.
– Install the antipolishing ring 10 into the cylinder liner, without cooling down or heating up, by using two screws of
M12, screwed into the respective threads inside of antipolishing ring , but not protunding the outer antipolishing ring
diameter.
– Fit the connecting rod nuts by hand onto the studs 3 until they are seated (do not grease the thread).
– Turn the crankshaft until the piston is in B.D.C.
06.02 / L--Mot 2 Wärtsilä Italia S.p.A.

9434.08
C 6 1
9434.10
8
9435.01
9435.02
7
2
M12 10
9434.05 4
– Pre-tension the connecting rod waisted studs according to instructions

(please refer to group 3302–2).
– Check carefully! Turn the piston into the TDC position; the antipolishing ring 10 must not be moved upwards by the
piston crown !
– Fit the cylinder head (please refer to group 2701–1) and connect the various pipes.
– Fill the cylinder cooling water into the engine and ready the engine for operation.
Wärtsilä Italia S.p.A. 3 z L-Mot. / 06.02

ZA40S
Piston
MCR 720kW/Cylinder with Internal Cyl. Lubrication
The piston is also called working or rotating piston, i.e. during operation it slowly rotates around its axis.
The rotation is achieved by a ratchet pawl, situated off centre to of the connecting rod sphere, through a toothed rim
and a flexible member. The stroke of the pawl is a function of its distance to the sphere and swing angle of the connec
ting rod.
After 67 turns of the crankshaft the piston has rotated once around its axis.
The piston is equipped with oil spray nozzles 22 and inner lubricating bores 'OB'. For piston cooling, the oil is sprayed
directly to the bore ends of the piston crown 15. The oil flow is indicated with arrows in Fig. 'A'. The ring space 'RR'
provides a constant oil supply to all spray nozzles.
Pistons with 'internal lubrication' are provided with lubricating bores 'OB' in the piston skirt 11, which are connected
by internal bores with the ring space 'RR' and assure an uniform cylinder lubrication.
Key to Illustration: 'A'

1 Waisted screw 14a Piston rings
2 Supporting ring 15 Piston crown
3 Lower spherical shell (2part) 16 Oil scraper ring
4 Stopper plate 17 Cylindrical centring pin
5 Screw with locking plate 18 Pin
6 Ring spring 19 Cylindrical centring pin short)
7 Ratchet pawl 20 Cylindrical transmitting pin
8 Spring guide piece with two springs 21 Sleeve to transmitting pin 20
9 Toothed rim 22 Oil spray nozzles
10 Guide bush 23 Connecting rod
11 Piston skirt OA Oil outlet
12 Upper spherical shell OB Oil bore for 'internal lubrication'
13 Oring OE Oil inlet
13a Oring KB Cooling bores
14 Piston ring RR Ring space

ZA40S
A I-I
KB
15
22
14
14a
16
RR
13a
13
12
11
10
9
7 4
6 5
8 OE
3
2
1
23 OA
III - III II - II IV - IV
II
17
III II
20
18 21
I
III
19 IV IV 95.7140
OB

ZA40S
with External Cyl. Lubrication
The piston rings seal the combustion space. They prevent an excessive contamination in the crankcase. The oil scraper
ring 3 prevents excessive oil entering the combustion space and thereby too high a carbon accumulation on the piston
crown.
The arrangement of rings in the piston ring grooves is shown in the illustration.
Only piston rings recommended by New Sulzer Diesel and manufactered by spezialized firms should be installed.
For the removal and fitting of the rings, the piston ring expander from the engine tool kit must be used (see Maintenan
ce Manual group 3402-1).
Cr 962 or 059 Top

Ck
Cr 1
231 Top
Cr
579 Top
Cr
95.7138 4 3
1 Piston ring (designation: 962 Top or 059 Top)
2 Piston rings (designation: 231 Top)
3 Oil scraper rings (designation: 579 Top)
4 Garter spring
Cr Hard chromium
Ck Chromiumceramic
Pl Plasma

ZA40S
The piston rings seal the combustion space. They prevent an excessive contamination in the crankcase. The oil scraper
ring 3 prevents excessive oil entering the combustion space and thereby too high a carbon accumulation on the piston
crown.
The arrangement of rings in the piston ring grooves is shown in the illustration.
only piston rings recommended by New Sulzer Diesel and manufactered by spezialized firms should be installed.
For the removal and fitting of the rings, the piston ring expander from the engine tool kit must be used (see Maintenan
ce Manual group 3402-1).
Cr 962 or 059 Top

Ck
Cr 1
231 Top
Cr
579 Top
Cr
4 3
96.7182
1 Piston ring (designation: 962 Top or 059 Top)
2 Piston rings (designation: 231 Top)
3 Oil scraper rings (designation: 579 Top)
4 Garter spring
Cr Hard chromium
Ck Chromiumceramic
Pl Plasma

ZA40S
Camshaft Drive
The camshaft is driven through gear wheels, their teeth are lubricated by pressure oil, which is sprayed onto them by
nozzles.
The journal of the intermediate gear wheel as well as of the camshaft bearings are connected to the pressurised lubri
cating oil system of the engine.
The correct assembly position for the gear wheels is shown on Fig. 'A' (see Maintenance Manual group 4101-1).

1 Driving gear wheel on the crankshaft
2 Large intermediate gear wheel
3 Small intermediate gear wheel
4 Gear wheel on the camshaft
5 Oil spray nozzle
6 Journals for intermediate gear wheel
7 Camshaft
8 Stop rings (axial positioning of the camshaft)
9 Thrust bearing ring halves
10 Crankshaft
M Marks
OE Lubricating oil inlet

ZA40S
A II - II
OE
I 5
M
I
96.7293
1 10

ZA40S
B
I-I
II
6
OE
2
1
10
96.7294
II

ZA40S
Camshaft
The camshaft is driven by the gear wheel on the crankshaft via the camshaft drive. The camshaft turns in the same
direction as the crankshaft. The camshaft makes one full turn for two turns of the crankshaft.
The camshaft is a bright steel shaft ground cylindrically, onto which the following parts are mounted by compressive
shrinking:
- Cams for the inlet valve
- Cams for the exhaust valve
- Cams for the fuel injection pumps
- Camshaft driven gear wheel
- Stop rings for the thrust bearing
To remove these parts from the shaft or to change their position, special tools are needed which are not included in the
standard tool kit.
It is recommended not to undertake such work without having obtained the required instructions from the engine
makers or without the assistance of a specialist.
The camshaft is supported at the engine ends and between the cylinders (see group 4216-1)
Depending on the method of operation and vibration calculation, the 9 18 cylinder engines are either equipped with
a flywheel disc or a vibration damper at the FREE END of each camshaft.
Vibration damper
The dampers of HASSE & WREDE Co. and STE make are specially adapted to the engine. Function and mainte
nance is analogous to the liquid vibration damper on the crankshaft (see group 3130-1).
For damper cooling the cooling oil is injected through the spray nozzles 10.
9 7
DRIVING END
Freies Ende
FREE END
Antriebsseite
96.7296
10 3 2 5 6 4 1 8
1 Gear wheel on the camshaft (driven gear)
2 Camshaft
3 Camshaft bearing
4 Cam for fuel injection pump
5 Cam for inlet valve
6 Cam for exhaust valve
7 Stop ring for thrust bearing
8 Thrust bearing ring halves
9 Vibration damper or flywheel disc
10 Spray nozzles for cooling oil

ZA40S
Cams for Camshaft
The cams are mounted onto the camshaft by compressive shrinking. They are correctly set in the engine manufactu
rer's works and normally must not be reset. Should it for any reason become necessary to shift cams, then the manufac
turer must be consulted as arbitrary cam shifting can lead to irreparable damage to cams and camshaft.
The original setting of the cams is written down in the setting table. To check the position of the cams, the engine
should have the ambient temperature and the clearance of exhaust and inlet valves must be correct. The crank angle
must be read off the graduation on the flywheel at the begin of opening i.e. when the respective valve has opened
2.7mm minus the valve clearance. (see Maintenance Manual group 44011) The valve stroke can be measured with a
dial gauge on the valve rotary device. The position of the fuel pump cam is indicated in degrees before TDC and refers
to the delivery start of the fuel pumps (see Maintenance Manual group 5501-2).
Marks are engraved on both sides of the cams for the coarse setting, the indication for its application (EX= exhaust
valve, B= fuel pump, IN or P4IN= inlet valve) and on the cams for nonreversible engines an arrow for the correct
sense of direction.
Remark On engines with VTR 354P or VTR 454P turbochargers, inlet cams with designation P4IN are to
be provided.

'A' Valve cam nonreversible
(In the example shown the same cam is used for inlet and exhaust
valves.
Depending on the arrangement of the engine different inlet and
exhaust valve cams are fitted).
'B' Fuel pump cam nonreversible
S Drillings for the insertion of pin spanners for setting

X Connections for high pressure oil piping
A B
S
96.7185
S S S

ZA40S
Camshaft Bearing
The camshaft bearings consist of two bearing shells. The two bearing shells are not identical and must be fitted as
follows:
- The upper bearing shell 3 has a continuous oil groove.
- The lower bearing shell 4 has only two short oil intake grooves.
To prevent errors in fitting, pins 8 and 5 have been provided in the bearing cover 2.
To keep the camshaft axially in the correct position the last camshaft bearing on the DRIVING END is equipped addi
tionally with locating ring halves 6 (see illustration 'B'). The stop rings 7 are mounted on to the crankshaft by compres
sive shrinking.
A I-I
1
3
2
II II
4
LT
I
II - II
OE
96.7297

1 Camshaft bearing screw 8 Pin to bearing cover
2 Bearing cover 7 Stop ring
3 Upper bearing shell OE Oil inlet
4 Lower bearing shell LT Bearing division
5 Pin NL Normal bearing
6 Thrust bearing ring halve PL Thrust bearing

ZA40S
B III I-I
OE I
1 LT
III
IV 3
2
II
II
IV
4
2 6
I
II - II
NL PL 7 7
DRIVING END
Antriebsseite
96.7298
6 5 6

ZA40S
NonReversible Engine
General
The starting air distributor is driven off the camshaft. Its purpose is the control of the starting valves in the cylinder
heads.
The pilot control valves are actuated only during the starting process. At all other times they are pressed outwards by
their springs. This produces a clearance 'SP' between the cam and the roller (see Fig. 'A').
Function (see illustrations 'B' to 'E')
In all four figures starting air is present in the ring space 'AR1' and 'AR2'. The pilot control valves 5 are pressed by it
onto the cam 2.
Figure 'B' : The control air piping to the starting air valve is vented through connection 'EL'.
Figure 'C' : The pilot control valve shuts the piping to the starting valve.
Figure 'D' : The pilot control valve keeps the piping to the starting valve closed.
Figure 'E' : The connection between space 'AR1' and 'SL' (to the starting valve) has been opened. Starting air
opens the starting valve. Starting air flows from the shutoff valve through the starting valve directly
into the respective cylinder.
Key to Illustrations: 'A' to 'E'

1 Oil thrower ring
2 Cam
3 Flange
4 Oring
5 Control pilot valve
5a Spring
5b Roller
6 Bolt
7 Shaft
8 Cover
9 Casing
10 Oring
11 Camshaft
12 Cylindrical dowel pin
M Setting mark
AL Starting air
AR1 Starting air ring space
AR2 Starting air valve space
EL Vent
SL Control air to starting valve
SP Clearance
* Distance in mm

ZA40S
I-I II
A
4 5 5a SL 5b 6 7 8 9 10
AL
1
11
Gezeichnet für 8 Zylinder

12 II DRAWN FOR 8 CYLINDERS
SP
95.7253
12 M

ZA40S
5 B C
5a AR2
AR2
AL AR1 4* AR1
1*
SL SL
3*
0*
1
EL EL
Nocken-Grundkreis
CAM CROWN CIRCLE
Nocken-Grundkreis
CAM CROWN CIRCLE
8*
5*
5b
D E
AR2
AR2
AR1 AL
0*
4*
SL
LE
1*
5*
EL EL
Nocken-Grundkreis
CAM CROWN CIRCLE
4*
96.7193


with Control Disc
During starting, in the rhythm of the firing order, the starting air distributor controls the starting air valves 15 in the
cylinder covers (see group 2728-1), so that the starting air enters the cylinders at the right moment during a certain time,
making the crankshaft rotate via the pistons.
Operating manner
The housing 1 is provided with slotshaped ducts according to the cylinder number. The control disc 3 rotating with the
camshaft 11 is equipped with a window.
As soon as the control valve 215HA is actuated, the air space 'AR' is filled with starting air via the starting air inlet 'AE'.
Through the window in control disc 3, the starting air enters at connection 'LA' via the slotshaped ducts, and with that at
the corresponding cylinder cover, opening the starting air valve (see group 2728-1). The crankshaft, and camshaft with
the control disc mounted on it, begin to rotate. The window in the control disc 3 frees the next duct according to the firing
order, and another starting valve is opened, etc. The starting air accelerates the engine up to firing speed.
1 Housing
2 Cover
3 Control disc
4 Shaft
5 Washer (limit disc)
6 Check disc
7 Cross intermediate piece
8 Spray disc
9 Intermediate shaft
10 End casing
11 Camshaft
AE Starting air inlet

AR Air space
LA Starting air to starting valve
(control air for opening the starting valves)

A I-I
LA
1
2
3
4
11 5
DRIVING END
9 AR
7 6
AE
10 97.7944

ZA40S
Automatic Starting Air Shutoff Valve
The shutoff valve stops the flow of starting air to the air starting valves until the pilot control valve receives the 'start
ing order' and opens.
The nonreturn valve 6 is to be considered as a part of the shutoff valve. It protects the shutoff valve and the starting
air pressure vessel from undesired pressure surges from the combustion space.
In installations where the plant is on full standby duty, and the engine therefore turned over slowly at intervals, using
starting air, the shutoff valve is equipped with a throttle nonreturn valve (slow turning valve) (see Fig. 'D').
If this valve is not provided, the respective opening on the shutoff valve is plugged .
A I
96.7299
2
Key to Illustrations: 'A'

1 Shutoff valve
2 Pilot control valve
3 Throttle nonreturn valve
4 Support
5 Engine housing

ZA40S
Function (see Fig. 'B')
In the 'ready to start' mode, starting air from the starting air bottle 'AL' enters space 'ER'
The same pressure exists in the spaces 'VR' from the pilot control valve 'VS'.
The combined forces applied by the air pressure in areas 'VR' plus the pressure from spring 2 being larger than the
ones in the area 'ER' keep piston 5 closed.
At the start order, the pilot control valve lets the air escape from the spaces 'VR'. The piston 5 is pressed against the
spring up to the stop and admits starting air from the space 'ER'. The nonreturn valve piston 6 is pressed against its
spring and admits the air through the space 'AR' into the branch pipe to the starting valves.
The nonreturn valve 6 remains open whilst starting air 'AV' flows to the engine cylinders.
As soon as the order arrives to interrupt the starting process, air flows into the spaces 'VR' from the pilot control valve
'VS' and presses the piston 5 onto its seat interrupting the flow of starting air. This interruption of starting air presses
the piston 6 immediately onto its seat.
VS VR 10 9 8
B
2
3 2
3a
3b
ZR
AL AV
96.7241
LV 4 ER 5 6 AR 7
Key to Illustration: 'B' Shutoff Valve

1 Casing, shutoff valve 10 Valve seat
2 Spring AL Air inlet from starting air bottle
3 Threaded plug AR Space after valve piston 6
4 Piston seal ring AV Starting air to starting valves
5 Piston of shutoff valve ER Space before valve piston 5
6 Piston of nonreturn valve LV Control air to air distributor
7 Threaded plug VR Space after valve piston 5
8 Screw VS Pilot control valve
9 Casing nonreturn valve ZR Space between valve pistons

ZA40S
C D
2
1
3
5
2
4
8
6
4
7
1
7
95.7694 95.7692
Key to Illustration: 'C' Key to Illustration: 'D'

Pilot control valve Throttle nonreturn valve
1 Orings 1 Spindle
2 Screw 2 Lock nut
3 Connecting flange 3 Spring
4 Casing 4 Casing
5 Piston seal ring 5 Oring
6 Valve body 6 Threaded plug
7 Piston seal ring 7 Valve cone
8 Piston seal ring

ZA40S
Valve Drive Mechanism
The valve actuating gear opens and closes the inlet and exhaust valves at the required time. The actuation is transmit
ted from cams arranged on the camshaft through push rods acting onto the main rocker arms. The latter actuate the
auxiliary rocker arms thus simultaneously opening either two inlet or two exhaust valves.
The valve closure is effected by spring action.
The lubricating oil for the valve actuation is fed to its moving parts through internal bores.
To compensate the heat expansion of the push rods and valve guides during operation, a relatively large clearance
must exist on the cold engine, between the valves and the rocker arms. These clearances must be checked periodically
and if necessary readjusted. For instructions regarding the adjustment procedure and the correct clearances see
Maintenance Manual group 4401-1.

1 Guide housing 13 Push rod
2 Guide piston 14 Main rocker arm
3 Spherical ended pin 15 Auxiliary rocker arm
4 Spring 16 Pin
5 Oring 17 Roller pin
6 Circlip (guide piston) 18 Circlip (roller pin)
7 Spring plate 19 Locating disc
8 Cylindrical dowel 20 Roller
9 Push rod shroud 21 Roller bush
10 Orings 22 Engine housing
11 Closing piece for shroud 9 23 Cam
12 Cylinder head OE Oil

ZA40S
14
15
13
11 10
12
11
9
I
6 7
22 22
8
3
2
5 1
23 16 95.7259
I -I 4
OE
1
2 18
17 21
18
19
19 20

ZA40S
Control Elements
General
The control elements required to operate the engine from the local control stand are mounted on the engine.
The illustration 'A' shows the general layout where the various assemblies are mounted. For information on the func
tion of the various components (see separate leaflet 'ENGINE CONTROL' supplied with this Manual).
The label (for example 49HA, etc.) on the various valves, switches etc. correspond with the code nos. in the engine
control diagrams.
Below listed control elements are described and illustrated in more detail in the following pages:
a) Local control stand (Fig. 'B' and 'C')
b) Pressure switches/sensors (Fig. 'D')
c) Limit switch to turning gear (Fig. 'E')
d) Interlocking valve to turning gear (Fig. 'E')
e) Limit switch to overspeed trip (Fig. 'F')
f) Pressure reducing valve for pneumatic speed setting (Fig. 'B' and 'C')
g) Limit switch to cutout servomotor (Fig. 'G' or 'H')

1 Pressure switches/sensors (Fig. 'D')
2 Line filter (Fig. 'D')
3 Limit switch, position indication of turning gear (Fig. 'E')
4 Start interlocking valve when turning gear pinion is engaged (Fig. 'E')
5 Local control stand (Fig. 'B' and 'C')
6 Speed governor (described in group 5101-1)
7 Pilot control valve for starting air distributor
8 Double initiator for monitoring cylinder lubrication
(see group 7200-1, only for engines with 'external lubrication')
9 Limit switch for position indication of cutout servomotor (Fig. 'G')
10 Overspeed trip (Fig. 'F')

ZA40S
A I II
5 6 7 8 1 9 10
III II I
III
96.7301

ZA40S
a) Local control stand (Fig. 'B' and 'C')

Marine engines are equipped with an auxiliary control desk, which permits to operate the engine if this cannot be
done from the control room or from the bridge.
The numbers designating the valves of the local control stand on Fig. 'B' and 'C', correspond with the diagram code
numbers of the respective control diagrams.
Key to Illustrations: 'B', 'B1' and 'C'

'B' Arrangement on engines with pneumatic speed setting
'B1' Arrangement on engines with electrical speed setting
1 Housing
2 Shaft
3 Pressure regulating valve
4 Setting nut only for engines with
5 Pressure adjusting screw pneumatic speed setting
6 Pressure gauge
7 Cam for control valve of starting air distributor
8 Cam for control valve of stop valve
9 Cam for control valve for STOP
10 Control lever
11 Cam for remote control blocking switch and valve
12 Oring
13 Oring
14 Remote control blocking valve
15 Remote control blocking switch
16 Control valve for bridge emergency stop (remote control)
17 Control valve for stop from control desk
18 Control valve for starting valve for shutoff valve
19 Control valve for starting valve to starting air distributor
20 Starting pilot valve for items 16 - 19
21 Oring
EL Vent

ZA40S
B
V-V IV
I
6 6 7 8 9 10 11
bar bar
5
III
4
II
3 15 HA 12
13
1 14
49 HA 49 HC 49 HF 49 HG
IV
19 18 17 11 16
B1
96.7234

ZA40S
C
I
130 HA 130 HC 130 HF

6
130 HG
6 II
6
5
4
V V
5 10 3
EL
III IV - IV
10
15
11
EL
96.7235
20
21 16 19

ZA40S
b) Pressure switches/transmitters (Fig. 'D')

All the pressure switches/transmitters for remote control, alarm system and remote indications are arranged on a
connecting block 3.
The number of pressure switches/transmitters fitted depends on the installation. Not used connections are blanked
off with blind flanges 6.
Each pressure switch/transmitter is marked with the same code number on the connecting block as designated in
the respective engine control diagram.
The pressure switches/transmitters are separated from the medium by a needle valve 5.
With testing device for pneumatic elements (tools no. 9408.26) the pressure required is transmitted to the pressure
switch/transmitter via the test connection 5. The corresponding alarm must immediately be triggered off as soon as
the pressure drops below the setting value.
The setting values are mentioned in group 0230-1.
Key to Illustration: 'D'

1 Pressure switch
2 Pressure transmitter
3 Connecting block
4 Blind flange
5 Test connection
6 Needle valve
7 Filter
8 Terminal plate
9 Oring

ZA40S
I II
D
III
II
III
7 8
4 2
III - III
3 5
95.7141
9 4

ZA40S
c) Limit switch to turning gear (Fig. 'E')

The limit switch 6 is actuated by the cam 7 and causes a signal lamp to light up in the control room to indicate that
the turning gear is not or not fully disengaged.
d) Interlocking valve for turning gear (Fig. 'E')
The interlocking valve 5 prevents the engine being started with starting air when the turning gear is engaged.
If two engines are coupled to a common gearbox, the pneumatically interlocking valve 5a or in case of electrically
interlocking a limit switch 8, prevents the clutch being engaged when the turning gear is in.
Key to Illustration: 'E'

1 Engage/disengage lever 4 Lever
2 Shield with diagram code no. 5 3/2way valve 38 HA
2a Shield with diagram code no. 5a 3/2way valve 38 HC
2b Shield with diagram code no. 6 Limit switch
3 Roller 7 Cam
8 Limit switch

ZA40S
E I II
2b 2
4
2a 6
5a 5
II
III III
III - III
8 6
96.7236

ZA40S
e) Limit switch for the overspeed safety cutout device (Fig. 'F')
If the engine is stopped by the overspeed safety cutout device the cutout rod 3 actuates the limit switch 4. In the
control room the corresponding signal lamp lights up. It only goes out again after the overspeed safety cutout de
vice has reset back manually (please refer to group 5303-1).
Key to Illustration: 'F'

1 Fuel pump regulating shaft
2 Cutout lever
3 Cutout rod
4 Limit switch
5 Shield with code nos.
6 Maximum load limitation screw
f) Pressure reducing valve for pneumatic speed setting (Fig. 'B' and 'C')
If the engine is operated from the local control stand the engine speed on PGA governors can be adjusted with the
hand wheel 5, of the valve 3.

ZA40S
F
I
1 6
II
II
96.7237
3
I

ZA40S
g) Limit switch on the shut down servomotor
For engine with builton oil pump (Fig. 'G')

As soon as the engine is stopped by the shut down servomotor, the limit switch 4 is actuated by the cutout rod 3. In
the control room the corresponding signal lamp lights up.
For engines with separate oil pump (Fig. 'H')
The limit switch 9 is actuated by the extending cutout rod of the shut down servomotor. The 3/2way valve is only
installed in reversible engines and prevents a reversal if the shut down servomotor has not extended.
Key to Illustrations: 'G' and 'H'

1 Shutoff lever 6 Pawl
2 Fuel pump regulating shaft 7 Holder
3 Cutout rod 8 Shield with code no.
4 Limit switch 9 Limit switch
5 Cylindrical dowel pin 10 3/2way valve (only for reversible engines)
8 I 4 II - II
II
I
III
III
II
3 2 1
III - III
Gezeichnet für angebaute Pumpen
DRAWN FOR ENGINE WITH ENGINE-DRIVEN PUMPS
6
96.7238
7

ZA40S
9 10
96.7239
2 3 10 8

ZA40S
Shut down Servomotor
The shut down servomotor shuts the engine down or prevents fuel injection when starting is attempted if and when the
lubricating oil system is not under the required pressure.
The action of the servomotor is effected by its piston directly onto a lever which is clamped to the fuel regulating shaft.
In operation, with lubricating oil 'OE' pressure, the slide seat 3 is pressed against the piston 6 at 'BS'. Without or not
sufficient oil pressure in the space 'DR1 ', the slide seat 3 is pushed away from the piston 6 by the spring 2. The opening
'AB' is uncovered and the oil from space 'DR2' can escape (see Fig. 'B').
The quick relief valve consisting of the parts 3, 3a, 4, 5 and 10 permits the oil from spaces 'DR2' and 'DR3' to escape very
fast through the opening 'AB' and 'OA' into the engine housing, if the oil pressure collapses. This valve furthermore
renders a venting of the shut down servomotor superfluous (Fig. 'B').
On enginedriven lubricating oil pumps, the piston 6 is pressed inwards during starting by several pneumatic pistons 13
fed by starting air, until sufficient oil pressure has built up to hold the piston 6 in position 19a (see Fig. 'D').
96.7302
Freies Ende
FREE END
1
1 Shut down servomotor

2 Regulating shaft
3 Lever
4 Engine housing

ZA40S
Key to Illustrations: 'B' Without enginedriven oil pump

'C' Alternative with split casing
'D' With enginedriven oil pump
1 Casing (in one part) 14 Cylinder

1a Casing (split) 15 Piston seal ring
2 Spring 16 Oring
3 Slide seat 17 Flange
3a Valve body 18 Fuel pump regulating shaft
4 Spring 19 Lever in position ENGINE STOP
5 Spring plate l9a Lever in pos. ENGINE IN OPERATION
6 Piston 20 Oring
7 Piston seal ring
8 Flange
9 Oring AB Oil outlet bore
10 Circlip BS Contact face of parts 3 & 6
11 Oring DR1 to DR3 Pressure spaces
12 Guide OA Drain to engine casing
13 Piston OE Oil inlet

ZA40S
B
1 2 3 4 5 BS 6 7 DR 3 19a
8
9
OE
DR 1 DR 2
19
3a AB 11 10 18
OA
C D
1a 7 13 14 15 16 17
12
6
OE
19
20
19a
96.7298
18 96.7195

ZA40S
Tachogenerator
The tachogenerator 1 is installed on the 'DRIVING END'. It is driven off the shaft of the overspeed trip 5 and con
nected to it by the driving claw 4.
Function
The tachogenerator supplies the corresponding voltage for the speed indicating instrument (rpm) in direct relation to
the generator speed (rpm).
- Connection 'AD' (terminal) is used for the signal of the engine speed indicating instrument (rpm).
The speed ratio, engine speed / tachogenerator speed is 16 : 41.
- Connection 'AF' (terminal) is for the signal of the remote indication, normally placed in the engine control room.
I II
ME
2 2
ME
3
II I
93.7001a
1 5 4 AF AD
1 Tachogenerator AD Connection for speed signal (rpm)
2 Terminal box AF Connection for remote indication
3 Cable ME End of engine housing
4 Driving claw I View to DRIVING END
5 Overspeed trip II View to left engine side

ZA40S
Remote Load Indicator
The load indicator plays an important role in the monitoring of the engine in operation. It permits evaluating the ap
proximate engine load from the position of its pointer.
The load indicator consists of a pointer 2 fixed on the shaft 5 of the fuel injection pump regulation, and of a graduation
1 with 0 10 positions.
The operation of a load indicator depends on an angle transmitter, having an output current of 4 20 mA for the
position 0 10.
The output current is used for remote indication of engine load and for control.
Adjusting the angle transmitter
Mechanical basic adjustment:

In the regulating position '0', the marks 'M' on the shaft and 'M1' on the housing of the angle transmitter must be
approximately in line.
M1
OFF
CCW CW
M
96.7262
6
Adjusting elements:
· ZERO : Potentiometer for zeropoint (CW increase, CCW decrease).
· SPAN : Potentiometer for maximum range (CW increase, CCW decrease).
· S1 : Switch for the direction of transmitter signal (factory adjusted).
Fine adjustment:
The output signal 4 20 mA has to be adjusted by two potentiometers ZERO and SPAN. For this adjustment, remove
the two cover screws 7 to enable access to the internal adjustment potentiometers.
Belastungsanzeiger
LOAD INDICATOR
[pos.]
SPAN 10
8
ZERO
0.5
Schraubenzieher, Grösse
4 4.8 16.8 20 [mA]
SCREW DRIVER SIZE
2.0 – 2.4 mm
Zero adjustment:
- Put the regulation linkage into the position '0.5'.
- Adjust 4.8 mA by means of potentiometer ZERO.
Range adjustment:
- Put the regulation linkage into the position '8'.
- Adjust 16.8 mA by means of potentiometer SPAN.
- Repeat the first and second points till 4.8 mA and 16.8 mA are exactly indicated.

ZA40S
96.7303
I-I 2 1
II
M1
3
II
96.7262 4
7 7
5 6
96.7196
1 Load indicator graduation 6 Angle transmitter
2 Pointer 7 Cover screws
3 Pinion
4 Toothed segment M Mark on shaft
5 Regulating shaft of fuel injection pump M1 Mark on housing

ZA40S
Feedback Transmitter
For marine engines designed for operation with a controllable pitch propeller, an angle transmitter is installed to
transmit the load indicator position to the propeller pitch control system. Two standard design executions can be sup
plied.
Transmitter on the regulating shaft (Illustration 'A')

The angle transmitter 1 is mounted on the casing 7 to the camshaft. The position of the regulating shaft 5 is transmitted
via lever 4, which is connected by means of a torsional spring with the link rod 3 and lever 2, to the angle transmitter 1.
The transmitter emits an analogous electrical signal corresponding to the angle range of load positions '0' to '10'.
Setting instruction for CAMILLE BAUER transmitter:

When the engine load indicator points to '0' the markings on the transmitter output shaft and on the transmitter casing
must correspond (electrical zero position).
Setting instruction for KMW transmitter:

The exact adjustment of the transmitter has to be carried out in accordance with the instructions of the propeller
manufacturer KaMeWa.
I 8
A
3
5
"0" "10"
1 7
I
5
"0" "10" 6
2 4
1
96.7305 3

1 Angle transmitter
2 Lever on transmitter
3 Link rod
4 Lever on regulating shaft
5 Regulating shaft
6 Torsion spring
7 Casing of camshaft space
8 Shutdown servomotor

ZA40S
Transmitter on the speed governor (Illustration 'B')

Arrangement for the PGAEG58 governor and ASAC 70 actuator for the electronic speed system.
The load position of the governor output shaft 5 is transmitted via the levers 4, 3 and 2 to the angle transmitter which in
turn transmits the position electrically to the controls of the pitch propeller.
Setting instruction for ABB position transmitter QHF D631:

The transmitting linkages 4, 3 and 2 have to be set in such a way that at load indicator position 5 the markings on the
shaft and housing of the transmitter correspond.
I
B
6
4
5 1
93.7003
6 5 2 7
Key to Illustration: 'B'

1 Angle transmitter
2 Lever on transmitter
3 Link rod
4 Lever on governor output shaft
5 Governor output shaft
6 Governor
7 Distance piece

ZA40S
Speed Governor
Speed Control System WOODWARD PGA58 / PGAEG58
Description
The duty of the speed governor is to keep the speed of the engine constant by controlling the fuel injection quantity.
The WOODWARD PGA governor is a mechanicalhydraulic governor with load limiter for turbocharger protection.
The setting of the governor speed and with it the engine's speed (rpm) is obtained pneumatically. For emergency
operations the speed can also be set with the speed setting knob 9 on the governor.
For more detailed description refer to the 'WOODWARD Bulletins', separately supplied with the governor actually
installed. It contains all the information on function, irregularities, maintenance and service.
Reference WOODWARD Bulletins: For governor type PGA58
36604 PGA marine governor

36661 Manifold air pressure bias fuel limiter
36650 Solenoid operated shutdown for PGA
36621 PG governor speed droop linkage
36605 Overspeed trip test device
36660 Speed setting fuel limiter
25071 Oil for hydraulic control
For governor type PGAEG58
36638 PGAEG governor/actuator for marine application

54069 PGAEG, PGGEG, PGMEG, 12, 29,58 governor /
actuator installation
The WOODWARD governors have an independent closed oil system. The oil level has to be maintained during ope
ration between the two markings of the oil level sight glass 7.
The governor is driven from the spur gear wheel on the camshaft. The vertical governor drive shaft is driven by a spur
gear wheel and a pair of bevel gear wheels (see group 5105-1).
Adjustments or repairs on the governor should only be carried out by specially trained personnel.
It is strongly recommended that a spare governor be kept on board which is already set up for the installation concer
ned.
Key to Illustrations: 'A' PGA58 governor arrangement

'B' PGAEG58 governor/actuator arrangement
1 PGA governor
2 Connection for charge air
3 Oil cap
4 Connector plug
5 Oil filter
6 Connection for engine oil pressure safety
7 Oil level sight glass
8 Load indicating pointer
9 Speed setting knob
10 Connection for control air pipe
11 Connection for electrical speed setting
12 Oil cooler
13 Starting booster
14 Governor drive

ZA40S
3
1 4
2
9
5
10
6 11
14
13
13
96.7307

ZA40S
1 3 4
2 9
5 10
11
14
13
12
95.7143

Speed Governor
Speed Control System (Electronic) WOODWARD DCS 723 with PGAEG 58
1. General
The function of the speed governor is to maintain the engine speed constant, at a given rated value, i.e. the speed gover
nor controls the amount of fuel injected into the cylinder via the fuel pump regulating linkage in accordance with the
required load.
A further function of the governor is to protect the engine from unexpected operating conditions, or overload, by builtin
fuel limiters.
The WOODWARD DCS 723 governor is a digital electronic governor. The speed measuring is done electrically via
pickups on the tootling at the flywheel.
The PGAEG 58 governor/actuator is both an actuator for the electronic governor (EG part), which moves the fuel
pump regulating linkage to the position pregiven by the electronic governor and a complete mechanical/hydraulic
backup governor (PG part). For the PGAEG 58 backup governor, the speed detection and energy supply are provided
via the transmission of the governor drive.
The backup governor automatically takes over the speed governing at a slightly higher rated value, if the electronic
governor fails. Simultaneous setting of the rated value for the engine speed is carried out by the engine remote control
electrically to the electronic governor and pneumatically, via a current/pressure converter, to the backup governor. The
speed setting can be controlled with the manual speed setting knob directly on the governor for emergency operation
(see section 7).
The DCS 723 electronic governor is equipped with a charge air pressuredependent fuel limiter and a speeddependent
fuel limiter (torque limiter).
The backup governor is only provided for emergency operation and does not contain any fuel limiters. Operation is,
therefore, to be performed with extreme care.
Simplified schematic diagram of the speed control system
Alarm outputs to
Charge air pressure Ship Alarm System
Control system Governor / Actuator
Fuel zero order DCS 723 PGA–EG 58
Engine speed
Actuator signal EG–Part
Speed setpoint
Electric shut-down PG–Part Fuel

Regulating
I Linkage
P
Manual speed setpoint (local)

97.7435
Engine speed / power

2. Description of the system
2.1. DCS 723 electronic governor
The most important functions are:

- Speed regulation
- Charge air pressuredependent fuel limiter
- Speeddependent fuel limiter (torque limiter)
- Start fuel limiter
- Engine shutdown (Fuel zero signal)
- Alarms (governor condition, signal monitoring)
Documentation:
B36109 723 Digital Speed Control Application
2.2. PGAEG 58 governor / actuator
The most important functions are:

- Actuator to electronic governor:
sets the fuel pump regulating linkage at the value pregiven by the electronic governor.
- Start assistance (booster) for build up of pressure until the governor drive assures the
pressure supply with the engine running.
- Backup speed control in case of failure of electronic governor.
No fuel limiters:
- Electric shutdown solenoid.
Documentation:
36604 PGA governor

36637D PGAEG, PGGEG, PGMEG governor
25071 Oils for hydraulic controls
36684 Booster servomotor
25071 Oils for hydraulic controls
54069 PGAEG, PGGEG, PGMEG 12 / 29 / 58 governor / actuator installation
36641 Oil cooler
3. Settings
The necessary settings in the electronic governor are made by the engine manufacturer during the engine test run, either
on the test bed, or during the sea trials of the ship. The exact settings are recorded, and are then part and parcel of the
acceptance documents of the engine.
Setting and repair of the electronic governor, as well as on the PGAEG 58 governor / actuator, should be made only by
specially instructed personnel. Alterations of the governor settings may only be undertaken with the written agreement
of the engine manufacturer.

4. Troubles
If the electronic governor fails, then the backup governor takes over control of the engine speed automatically.
If the actuator part of the PGAEG 58 governor / actuator does not function correctly, operation can be continued by
local operation with the backup governor.
Please refer to the manufacturer's documents for further troubleshooting.
5. Oil specifications for the PGAEG 58 governor / actuator

See WOODWARD Bulletin 25071.
6. Maintenance
No maintenance is required on the DCS 723 electronic governor.
Requirements for the PGAEG 58 are: Lifting up and replacing the governor, replacement of the governor oil, venting
of the oil system and setting of the needle valve. These are maintenance work, described in group 5103-1 of the Mainte
nance Manual.
7. Emergency operation
7.1. Failure of air pressure to the speed setting of the PGAEG 58

If the pneumatic speed setting for the PGAEG 58 fails, the backup governor automatically takes over at the set mini
mum speed.
The speed can be set with the speed setting knob at the PGAEG 58.
As soon as the speed setting knob is no longer needed, turn the speed setting knob again to the left till the stop, (mini
mum position).
Attention The speed setting knob is only to be used, if the pneumatic speed setting does not function any more
and the engine speed has to be regulated by the PGAEG 58 backup governor.
The speed setting knob may never be used when the setting for the PGAEG 58 takes place pneu
matically, as the pneumatic and mechanically set rated values, set on the speed setting knob, are
otherwise added together.
7.2. Failure of the DCS 723 electronic governor and of the PGAEG 58 governor / actuator
The engine can also be run provisionally in emergency operation without governor (see group 0340-1), if both regulat
ing possibilities have failed and the PGAEG 58 governor / actuator cannot be immediately replaced.

Key to Illustrations:
1 Governor / actuator 8 Connection for pneumatic speed control

2 Starting booster (tandem) 9 Connection: Oil from booster outlet No. 2
3 I/P converter 11HA (electropneumatic converter) 10 Governor output indicator scale
4 Oil cooler 11 Connection: Oil from booster outlet No. 1
5 Knob for manual speed setting 12 Connection: Oil to booster inlet
6 El. connection 13 Connection: Oil from oil cooler outlet
7 Oil filter cup 14 Connection: Oil from oil cooler inlet
1 5
6
9
8
14
11
10 13
12 3
00.7400
2000 / L-Mot 4 Wärtsilä Switzerland Ltd

ZA40S
Speed Governor
Speed Control System (Electronic) ABB DEGO II with ASAC 70
1. General
The function of the speed governor is to maintain the engine speed constant, at a given rated value, i.e. the speed
governor controls the amount of fuel injected into the cylinder via the fuel pump regulating linkage in accordance with
the required load.
A further function of the governor is to protect the engine from unexpected operating conditions, or overload, by
builtin fuel limiters.
The ABB DEGO II speed control system consists of the following components:
- QHFD 112 . . . Governor unit for mediumspeed diesel engines for ship propulsion.
- ASAC 70 . . . . . Actuator (final control element) for the setting of the fuel pump regulating linkage.
- QHFD 420 . . . Power unit = power booster for ASAC 70.
- QHFD 490 . . . Transformer (current supply for the power unit).
The QHFD 112 governor is an analogous electronic governor. The speed detection takes place electrically via pickups
on a gear wheel of the camshaft drive.
The ASAC 70 actuator is a final control element for the electronic governor, which moves the fuel pump regulating
linkage to the position pregiven by the electronic governor.
The setting of the rated value for the engine speed is normally carried out electrically by the engine remote control to
the electronic governor.
The QHFD 112 electronic governor is equipped with a charge air pressuredependent fuel limiter and a speeddepen
dent fuel limiter (torque limiter).
The QHFD 500 is for load sharing, optionally for twin engine installation.
Simplified schematic diagram of the speed control system
Load
sharing
QHFD 500
Alarm outputs to
Ship Alarm System
Charge air pressure

Control system Power unit Actuator
Fuel zero order Motor
QHFD 112 QHFD 420 control ASAC 70
Control
Engine speed output signal
Speed setpoint
Local panel Fuel

regulating
linkage
Position
Increase feedback
Decrease signal
Power
Transformer supply
QHFD 490 96.7052

ZA40S
2. Description of the system

The bulletins listed below describe the construction and the function of the governor and its ancillary devices by the
manufacturer, ABB.
Documentation Regulating unit Power unit Actuator
QHFD 112 QHFD 420 ASAC 70

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 613 D 010 613 D 060 613 D 120
Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 613 D 011 613 D 061 -
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 613 D 012 613 D 062 613 D 122
Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 613 D 014 613 D 064 613 D 124
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 613 D 015 613D065 613 D 125
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - 613 D 126
Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - 613 D 127
2.1 The most important functions are:
Regulating unit QHFD 112:

- Speed regulation
- Charge air pressuredependent fuel limiter
- Speeddependent fuel limiter (torque limiter)
- Start fuel limiter
- Engine shutdown (Fuel zero signal)
- Alarms (governor condition, signal monitoring)
Power unit QHFD 420:

- Controls the current to the actuator
- Regulates the actuator position according to the value pregiven by the regulating unit
- Permits manual positioning of the actuator by INCREASE / DECREASE knobs
- Alarms
Actuator ASAC 70:

- Final control element (actuator) to electronic governor:
sets the fuel pump regulating linkage according to the value pregiven by the electronic
governor.
Transformer QHFD 490:

- Current supply for power unit
3. Settings
The necessary settings in the electronic governor are made by the engine manufacturer during the engine test run,
either on the test bed, or during the sea trials of the ship. The exact settings are recorded and are part of the acceptance
documents of the engine.
Setting and repair of the electronic governor, as well as of the PGAEG 58P governor / actuator, should be made only
by specially instructed personnel. Alterations of the governor settings may only be undertaken with the written agree
ment of the engine manufacturer.

ZA40S
4. Troubles
If troubles occur the respective chapter "troubleshooting" in the documentation gives advice on possible causes and
the measures to be taken.
5. Oil specifications for the actuator ASAC 70

See ABB documentation 613 D 126.
6. Maintenance of the actuator ASAC 70

See ABB documentation 613 D 126.
7. Emergency operation
7.1 Failure of the electronic governor
The fuel quantity remains constant if the regulating unit QHFD 112 or the power unit QHFD 420 fail.
The actuator can be positioned manually from the local panel by INCREASE / DECREASE knobs, if the power unit
still functions.
7.2 Failure of the power unit QHFD 420 and of the ASAC 70 actuator
The engine can also be controlled provisionally in EMERGENCY OPERATION without governor, if the power unit
and/or the actuator have also failed and if they cannot be immediately replaced (see group 0340-1).

1 Actuator (el. control element)
2 Outlet shaft
3 Position indicator
4 Stop
5 Electr. cable connection
6 Support
7 Regulating linkage

ZA40S
3
2
4
92.7006a

ZA40S
Speed Governor
Speed Control System (Electronic) WOODWARD 721 with PGGEG58
1. General
The function of the speed governor is to maintain the engine speed constant, at a given rated value, i.e. the speed
governor controls the amount of fuel injected into the cylinder via the fuel pump regulating linkage in accordance with
the required load.
The WOODWARD 721 speed control (721 speed control for short) is a digital electronic governor. The speed measu
ring is done electrically via a pickup on the flywheel.
The PGGEG 58 governor/actuator is both an actuator for the electronic governor (EG part), which moves the fuel
pump regulating linkage to the position pregiven by the electronic governor and a complete mechanical/hydraulic
backup governor (PG part). For the PGGEG 58 backup governor, the speed detection and energy supply are provi
ded via the transmission of the governor drive.
The interface board adapts the 721 speed control to the engine and provides the necessary signals for the backup
control.
Most of the signals from the 721 speed control and all of the signals to the PGGEG 58 are connected to the interface
board.
The manufacturer's documentation contains more exact descriptions and instructions regarding the interrelationship
between the speed control system and the remote control of the engine.
2. Automatic operation
The engine usually will be controlled by the power management system. In this case all the operations are done by the
automatic.
At engine start the 721 speed control receives a "start impulse" and then an impulse to go to "rated" speed. The syn
chronizer drives the 721 speed control to the appropriate speed and orders the circuit breaker to close when the requi
red speed has been read.
From this moment the 721 speed control controls the engine. It slowly loads its engine to the average load of the other
gensets. Then it shares the load with the other gensets in isochronous load sharing. The 721 speed control does the
laod sharing without any orders from outside. It receives the measured load on its genset and compares it with the
average load on all gensets being expressed on the load sharing lines.
After receiving the "unload impulse" the 721 speed control reduces the load (while the other gensets increase their
load) and finally gives an order to "open circuit breaker". After disconnection from the busbar the 721 speed control
can be stopped by the impulses "idle" and "stop".
3. Power management system failed and electronic speed control is working

The running engines share the load on the busbar as in fully automatic operation. Starting/stopping of engines, setting
the speed to idle/rated and giving the unload order has to be done manually by the user at the local control box in the
engine room.
To operate manually the user has to select "manual" engine control on the switch "manual/remote" and to press the
appropriate button "start", "stop", "idle", "rated" or "unload". The power meter or the mechanical load indicator of
the engine are indicated criteria, needed to start/stop an engine.
The synchronizer must work in order to synchronize a started engine automatically.
4. Synchronizer unit failure

The synchronization is done manually by the user at the main switch board in the control room. This requires an identi
fication of the frequency and the phaselag (bright/dark indication), and a switch to manually operate the circuit brea
ker and the working voltage control (or its manual backup).
To synchronize manually from the main switch board the user has to select "manual" speed setting on the switch "auto/
manual". The engine speed is influenced by the increase/decrease button according to the indication of the frequency
and the phaselag. If both gensets have the same frequency (and voltage) and the phaselag is zero the user has to close
the circuit breaker.

ZA40S
5. 721 Digital speed control failure

The backup speed control takes over automatically if the 721 speed control fails. For this feature the backup gover
nor needs a slightly higher speed setting than the electronic speed control. The backup governor is running in speed
droop only. If the backup governor takes over the load increases a little (due to the higher speed setting).
To adjust the load the user selects "backup" speed control at the switch "electronic/backup" at the main switch board
in the control room. The load adjustment can be done by the increase/decrease button (the same as for synchroniza
tion).
6. Manual engine control

The engine runs on the backup governor by selecting "backup" speed control on the switch "electronic/backup". A
manual speed setting button to influence the engine speed is provided on the PGGEG governor.
The manual engine control is intended for service and commissioning work or at a combination of the above mentio
ned failures.
7. Settings
The necessary settings in the electronic governor are made by the engine manufacturer during the shop trial and the
sea trial. The exact settings are recorded and are part of the acceptance documents of the engine.
Setting and repair of the electronic governor, as well as on the PGGEG 58 governor/actuator, should be made only by
specially instructed personnel. Alterations of relevant governor settings may only be undertaken with the written
agreement of the engine manufacturer.
8. Troubles
If troubles occur the manufacturing documentation gives advice on possible causes and the measures to be taken.
9. Oil specifications for the PGGEG 58 governor/actuator

See WOODWARD Bulletin 25071.
10.Maintenance
No maintenance is required on the 721 electronic governor.
Requirements for the PGGEG 58 are: Lifting up and replacing the governor, replacement of the governor oil, venting
of the oil system and setting of the needle valve. These are maintenance work, described in group 5103-1 of the Main
tenance Manual.

1 Governor/actuator
2 Speed setting knob
3 Load limiter knob
4 Speed droop adjusting knob
5 Electr. cable connection for backup part
6 Electr. cable connection for EG part
7 Oil cap
8 Load indicator
9 Starting tandem booster
10 Oil cooler
11 Speed governor drive
12 Oil filter
13 Regulating linkage

ZA40S
10
1
2
3
A
I
96.7784
7
5
4
13
13
95.7564
I
12
10
11
1
Drawn for V–Mot.
ZA40S
Speed Governor Drive
for WOODWARD Governors
The governor drive is a comprehensive unit, screwed onto the engine housing. It is driven by an intermediate gear
wheel 3 from the camshaft gear wheel 4.
The lubrication of its bearings and gear wheels is provided by the engine pressurised lubricating system.
I-I
1
11
13
10
10a
2 14
OE II
8
12
7
6
II
I 5 3 12 15
96.7308
7
12
4 I 3
1 Governor 10 Shaft, 2piece execution
2 Casing, governor drive 10a Shaft, 1piece execution
3 Intermediate spur gear wheel 11 'ALLEN' screw (only for 2piece shaft)
4 Camshaft gear wheel 12 'ALLEN' screw
5 Oil spray hole 13 Splined governor shaft end
6 Bevel gear and shaft 14 Bearing bushes
7 Engine housing 15 Cylindrical dowel pin
8 Bevel gear wheel
9 Screw OE Lubricating oil inlet

ZA40S
Safety Cutout Device and Fuel Limitation
The engine is double protected against excessive speed:

1. An electropneumatic safety cutout device
2. A mechanical overspeed safety cutout device
1. Electropneumatic overspeed safety cutout

Each fuel injection pump has a pneumatic shutdown device which is connected via a collecting pipe with the electro
pneumatic valve. Under normal operating conditions, an electropneumatic valve arranged on the engine prevents the
supply of air (30 bar) to the pneumatic shutdown device on the fuel injection pumps, so that the governor can move
the regulating rack in way of the spring links.
One end of all the fuel regulating racks functions as a piston and is installed in the pneumatic shutdown device. The
electropneumatic valve itself is controlled by an electric monitoring device (see group 5501-1).
If the engine reaches overspeed, the electropneumatic valve receives a signal and opens. As a result of this compres
sed air (30 bar) enters the shutdown devices and pushes the fuel regulating racks of the fuel injection pumps towards
the control position "0". As a consequence of this, the fuel delivery is interrupted immediately, which leads to a reduc
tion in the speed of the engine. As soon as the speed reaches the maximum permissible limit again, the electropneu
matic valve closes and vents the shutdown device. Afterwards the governor controls the fuel injection pumps again
and brings the engine to the required speed .
The electric signal controlling the electropneumatic valve is generated by a pickup on the flywheel or the tachogene
rator, depending on the type of installation employed. The switching value is noted in the control and acceptance docu
ments for the engine.
In other words, the engine is not shut down completely by the pneumatic safety cutout in the event of overspeed, but
only brought to a lower speed and then released again.
2. Mechanical overspeed safety cutout (see Fig. 'A')

Should the electropneumatic overspeed safety cutout not actuate, then the engine is shut down by the mechanical
overspeed cutout which actuates at a higher engine speed then the electropneumatic safety cut-out. (for shutdown
speed, see control and acceptance documents for the engine)
This is effected in the following manner: As a result of centrifugal force, the adjustable, springloaded piston 12 disen
gages the pawl 7 from the cutout bar 4a. The bar - under the influence of the pretensioned spring 4b (over 100 kg) -
shoots immediately outwards and operates the lever 4. As a result of this, the regulating shaft of the fuel injection
pumps is turned in such a way that the delivery of fuel is interrupted immediately and the engine is brought to a stop.
The drive of the overspeed safety cutout is connected to the pressurised oil system of the engine.
Attention If the engine has been brought to a standstill by the mechanical overspeed safety cutout, it can not
be started again before the pawl 7 is engaged in the cutout bar 4a. This is effected by turning the
shaft with the hexagon 18 against the force of the spring 4b, using tool No. 9408.40 until the pawl 7
is engaged again. Prior to resetting the overspeed safety cutout, it must be ascertained why the
safety cutout has been actuated. In particular, investigations are to be made to determine why the
engine has not been stopped by the pneumatic safety cutout, which is set to actuate earlier.
The speed at which the safety cutout should actuate can be influenced by means of the adjusting screw 14. If the screw
is turned in a clockwise direction, the cutout point is lowered.
If the cutout speed is to be increased, i.e. by turning the adjusting screw 14 in an anticlockwise direction, make sure
that the adjusting screw does not project more than 5.5 mm from the cutout bar 11.
The springloaded locking balls 13 hold the adjusting screw 14 in the selected position (12 engagement positions
around the circumference).
The graphical representations on the following page show the change in the cutout point realized through turning the
adjusting screw.

ZA40S
Fuel limiter (only for engines with UG40D or EGBGovernor, see Fig 'A')
The fuel limiter - comprising cylinder 8a and piston 8 - is accommodated in the overspeed safety cutout housing.
During the starting manoeuvre, the piston 8 is pressed outwards to the stop through the force of the starting air (30
bar).
The lever 5 - which during the starting manoeuvre moves towards load indicator position 10 - makes contact with the
piston 8 and therefore prevents the fuel pumps to deliver the maximum fuel oil quantity. This prevents hard and dan
gerous ignitions in the cylinders and excessive smoke. At a given point the automatic control system causes the air
under piston 8 to be released via the electropneumatic valve and, as a result of this, regulation of the fuel injection
pumps is taken over by the speed governor.
Tripping speed of safety cut-out

1900
720
Max. permissible screw-back of the adjusting screw

700 1800
680
660 1700
Cut-out shaft speed (rpm)
640
620
Engine speed (rpm)
1600
600
580 1500
560
540 1400
520
500 1300
96.7243
0 ½ 1 1½ 2 2½ 3 3½
Adjusting screw 14 in Number of adjusting screw revolutions
contact with inner stop (1 revolution = 12 notches)

1 Intermediate wheel 10 Housing
2 Shaft journal 11 Shaft of mechanical cutout
3 Torsion spring 12 Tripping piston
4 Lever for cutout 13 Locking balls
4a Cutout bar 14 Adjusting screw
4b Spring 15 Drive wheel
4c Cover 16 Shaft for pawl 7
5 Lever for fuel limitation 17 Presson sleeve with spring
6 Balls with springs for vibration damping 18 Shaft with hexagonal
7 Cutout pawl 19 Cover
8 Piston for fuel limitation 20 Locking screw
8a Cylinder for fuel limitation
9 Piston rings SB Oil spray hole

ZA40S
A II - II VI
4
I II
3
4c 4
18
4a
19
4b
SB
IV
IV III
1
V V
15
10
II
III
III - III 14 I-I
5 8 8a
11 12 7 20
9
96.7313

ZA40S
IV - IV
B
SB
OE
96.7314
1 2
V-V
15 11 14 13
VII - VII
6 11
10 4a 16 17

ZA40S
Fuel Injection Pump
Each cylinder has one injection pump. The fuel injection pump delivers fuel at high pressure to the fuel injector. With
the spring 18 pressing the guide piston 2 and roller 21 onto the fuel cam via lower spring plate 3, the plunger 15 is
brought into a pumping motion by the movement of the camshaft.
The amount of fuel injected is controlled by the upper and lower edges of the helical groove in the plunger.
Regulation of the injection pump is carried out by the axial movement of the regulating rack 7 whose teeth mesh on the
toothed regulating sleeve 9 causing it to turn. The sleeve is connected to the plunger 15 by carrier 'KM' so that the
plunger turns when the sleeve turns. Depending on the position of the plunger, the helical groove opens and closes the
supply and return ports to the fuel chambers 'ZR' and 'RR' either earlier or later.
The position of the helical groove controls the injection timing and hence the amount of fuel injected.
The regulating rack 7 is connected to the fuel regulating shaft through spring links. The regulating shaft is turned by the
governor via the fuel injection pump regulating rod (see group 5803-1).
Oil from the engine lubricating system is used as a sealingoil, to prevent fuel from leaking into the lubricating oil be
tween the plunger 15 and cylinder 14. The oil enters 'OE', from the engine lubricating oil pressure system, and flows
through the vertical drilling 'OB' to the circumferential groove 'ZN' in the pump cylinder, sealing off the fuel which has
leaked between plunger and cylinder. Part of the oil flows upwards and reaches the groove 'ON' where it mixes with
any fuel and drains out through the leakage drain 'LO'. The rest of the oil flows down the plunger 15 and returns to the
crankcase via holes in the guide piston 2. Due to the minimal clearance between the plunger and cylinder, the amount
of oil leaking from the sealingoil system is very small.
A pipe is connected to pump cover 11 at 'LF' through which the fuel can flow in the event of a high pressure fuel deliv
ery pipe breaking or if the screwed connections of same are not tight.
The rear part of the regulating rack 7 acts as piston 'KP' for the pneumatic safety cutout whereby the regulating rack 7
is pushed towards the '0' position as soon as air at 30 bar is blown in at connection 'SA' (Fig. 'A') . The air is controlled by
the corresponding control elements on the engine.
Remark Individual injection pumps can be taken out of service while the engine is running by fitting a dis
tance piece 71 mm long between the pump housing and clamp ring 8 (see Fig. 'B'). Three of these
distance pieces are supplied as tool 9455.11. Cutout of a fuel injection pump should only be car
ried out under emergency conditions.

ZA40S

1 Pump housing 24 Oring
2 Guide piston 25 Thrust disc
3 Lower spring plate 26 Bush
4 Pin 27 Circlip
5 Oring 28 Roller pin
6 Upper spring plate 29 Rod seal
7 Regulating rack 30 Dowel pin
8 Clamp ring 31 Backup ring
9 Regulating sleeve
10 Screw KM Carrier
11 Pump cover KP Piston for pneumatic
12 Oring safety shutdown
13 Deflector screw LF Leakage fuel
14 Cylinder LO Leakage fuel outlet
15 Plunger M Alignment marks
16 Cover to pneumatic M1 Alignment marks
shutdown device OB Connecting bore for oil
17 Set screw OE Oil inlet
18 Return spring ON Relief groove
19 Circlip RR Return chamber
20 Guide pin SA Control air
21 Roller ZN Circumferential groove
22 Screw for lub. and seal oil
23 Set screw ZR Supply chamber

ZA40S
A
I-I II - II
10
LF
11
RR 31
12 13 13
ZR
14
9 15 23
16 24
III 8 III LO
ON OB
ZN
7
17 30
6 M1
5
18
KM 19
4 OE
3 25
20 26
2 21
1 27
21
28
IV - IV 7 III - III
22
9
1 II KP SA
8 7
’0’ ’10’
I I
IV
29 IV II 96.7200a

ZA40S
8 7
71mm
’0’Position
9455.11
95.7142

ZA40S
Regulating Linkage
The fuel regulating shaft 1 for the fuel injection pumps 3 is actuated by the governor 16 or actuator 17 through a spring
loaded bar 8.
Depending on the governor type the arrangement connecting the governor to the regulating shaft differs (see Fig. 'B').
The rotary movement of the regulating shaft is limited upwards by the adjusting screw 7. The maximum position is
adjusted on the test bed with this screw (please refer to the setting table and test report of the engine).
The lever 10 can be used in an emergency to stop the engine, by pulling it downwards. (Diesel generators for mains
supply must first be disconnected from the mains).
The shut down servomotor 15 (see group 4612-1) also acts directly on the regulating shaft through the lever 14.

1 Regulating shaft
2 Regulating shaft bearing
3 Fuel injection pump
4 Spring member
5 Lever
6 Torsion spring
7 Maximum load limiting screw
8 Spring loaded bar
9 Regulating rack
10 Hand lever for emergency cutout and
for checking easy movement of the linkage
11 Lever for mechanical overspeed trip and
safety cutout
12 Lever (for starting load limiting)
13 Shaft
14 Lever (for shut down servomotor)
15 Shut down servomotor
16 Speed governor
17 Actuator (electric control unit)

ZA40S
5
A
10
13
8
11 6
12
16
3
I-I
3
4
1
4
1
15 14
95.7145
ZA40S
B
UG 40D II
PGA–EG58 II
PGA 58
16
16
10 8
95.7148
11 1 7
ASAC 70 II
17
92.7006a

ZA40S
Turbocharging
Depending on the number of cylinders, the nominal output and mode of operation, the turbocharger is selected and
adjusted to the engine.
Mode of operation, maintenance and service are described in the respective turbocharger manual of the manufac
turer. The cleaning of turbochargers is described in group 8339-1.
Principle of function
Exhaust gases 'GZ' from the cylinders 1 drive the turbine 7 of the exhaust gas turbocharger and are then exhausted to
'GA' through the exhaust system of the plant. The rotation of the turbine drives the blower 8 which is mounted on the
same shaft.
The blower 8 sucks in fresh air 'FL' from the engine room via the filtersilencer and compresses it, i.e. the charge air
pressure 'LL'. The compression process heats the charge air, which must be cooled down by the charge air cooler 10.
Depending on the humidity of the air, the cooling process produces a considerable amount of condensate water, which
is separated by the water separator 19. The condensate water is drained off by the permanent open drain 16.
Additional installations
On this modern highpowered engine further installations have been provided to exploit the high efficiency of the
turbocharger. Depending on the engine's application the following valves are applied either single or in combination
with the others.
Charge air bypass valve (18)
The charge air bypass valve 18 is generally only fitted to engines with variable speed. Its purpose is to return, at part
load, a certain amount of charge air 'LL' after the blower 8 into the exhaust pipe 6 (see group 6730-1).
Charge air wastegate (17)

On engines equipped with the charge air wastegate 17 operating in the upper load range, excess charge air is allowed
to escape into the engine room (see group 6735-1).
Exhaust gas wastegate (19)
For the power range above ER 1 (Economy Rating 1) the exhaust gas wastegate functions as a part load wastegate. In
the lower power range the charge air wastegate instead of the exhaust gas wastegate may be used as a part load waste
gate.
Controlled by the charge air pressure through control piping 20 and pressure retaining valve 21, part of the exhaust gas
'GZ' is thereby led to the gas outlet side 'GA', in other words shortcircuited (see group 8136-1).

ZA40S

1 Cylinder liner
2 Working piston
3 Cylinder head
4 Exhaust valve
5 Inlet valve
6 Exhaust manifold
7 Turbine
8 Blower
9 Diffuser
10 Charge air cooler
11 Water separator
12 Receiver
13 Air suction bend
14 Exhaust outlet pipe
15 Cooling water inlet
16 Permanent water drain
17 Charge air wastegate
18 Bypass valve
19 Exhaust wastegate
20 Charge air control pipe
21 Pressure retaining valve
FL Fresh air
GA Exhaust gas outlet
GZ Exhaust gas after cylinder
LB Bypass air
LL Charge air after blower

ZA40S
A
21
14
20
GA
19
LB
8
18
6
FL
GZ
4 5 13
17 LL
9
96.7202
12 11 16 10 15

Measuring Point for the Exhaust Gas Back Pressure
The exhaust gas back pressure is an important value for the engine operation. For this reason and to ensure correct inter
pretation, the measuring point has been clearly defined.
Remark The exhaust gas back pressure, measured at this point at full load, is too high and must be considered
with a correction value of 300 mm WG, i.e. 300 mm WG must be deducted from the measured value
in order to obtain the effective value. Admissible values see Gr. 0230-1.
At engine standstill, remove the the plug 4 and the retaining nut from the measuring connection 3. Connect a Utube,
using a pipe line 5 of approx. 0.5 m length with suitable bolting and plastic hose.
As a makeshift, a transparent plastic hose 6 of sufficient length can be used as a Utube (see Fig. 'B').
After the measurement, apply a heatproof lubricant on the plug 4 and screw it down together with the retaining nut.
1 Turbocharger gas outlet casing 4 Plug

2 Connection flange 5 Pipe line
3 Measuring connection 6 Plastic hose
A B 1
1
2
3
I 2
5
I
6
97.8105
I about 1m
1
2
3 4

ZA40S
Charge Air Cooler and Cleaning

TwoStage Charge Air Cooler
General
The charge air cooler (CAC for short) is arranged after the blower outlet of the turbocharger. Its duty is to cool the
compressed and thereby heated charge air before it passes into the engine cylinders through the water separator, re
ceiver space and air branch. The CAC is a twostage twoway cooler, i.e. the water enters the part 10 from the bottom,
is reversed at the other cooler end and leaves the cooler at the same front end at the cooler part 7. This method assures
an equal distribution of the temperature drop across the whole CAC.
The t w o s t a g e compact CAC 9 is only applied to the central cooling system using treated fresh water.
The first stage of this CAC has been provided for the high temperature circuit 'HT', which first cools the charge air and
afterwards the engine (cylinder cooling).
The second stage of this CAC is used for the low temperature cooling circuit 'NT' which cools the charge air before
cylinder to the required temperature (please also refer to schematic diagram group 8300-1).
Illustrations 'A' show the arrangement of the turbocharger and the CAC on the example of a 6 ZAL40S engine. As
required the charging groups can be mounted either at the free end or at the driving end of the engine. ZAV40S engi
nes are equipped with two charging groups.
Operation
In operation charge air must always flow from the drain connections 12.
Obstructed or blocked drain connections must immediately be cleaned out.
Should water issue from drain connections, it must be established, whether this is condensate (precipitation at high air
humidity) or cooling water (leakage in the CAC or leaking Orings of the cylinder liners).
Fouling in operation
Waterside fouling of the CAC causes reduction of the temperature difference between cooling water inlet and outlet.
Cleaning must be carried out at standstill and in accordance with instructions in the Maintenance Manual. In case of
airside fouling the pressure difference across the CAC is increasing (p indication in mm w.g.). The temperature
difference of the charge air across the CAC is decreasing. Airside fouled CACs can be the source of black sooty ex
haust or the socalled "surging" of the turbocharger. (Cleaning at standstill is described in the Maintenance Manual,
group 6601-1).
Airside, in service washing of the CAC
On engines with builton washing plant (refer to Fig. 'B').

- Close shutoff cock 'AU', open 'AE' and 'AF'.
- Fill container with cleaning agent in accordance with cleaning agent maker's instructions.
- Close shutoff cocks 'AE' and 'AF'.
- Connect compressed air from board system by quickrelease coupling and open shutoff cock 'AL'.
- Open shutoff cock 'AU' to the CAC. The contents of the container is sprayed through the nozzles into the CAC.
- After about ten minutes close shutoff cocks 'AU' and 'AL'.
- Repeat cleaning operation but use clean water in place of cleaning agent.
- After this close the shutoff cocks 'AF', 'AL' and 'AU' and open 'AE'.
The pressure difference across the CAC (in comparison with the value prior to the washing operation) indicates the
effectiveness of the washing. Should the washing produce no effect, then the CAC must be cleaned at standstill in
accordance with instructions from the Maintenance Manual.
Remark Detailed instructions on operation maintenance and repairs of charge air coolers are contained in
the separately issued instructions leaflet of the cooler manufacturer.

ZA40S
As in most cases GEA, SERCK, ASTRA or RUMIA coolers are installed it is practical to obtain these instruction
leaflets directly from the makers.
The addresses are:
GEA Luftkühlergesellschaft SERCK Heat Transfer

Happel Gmbh u. Co.
D 44708 Bochum Birmingham B11 2QY
Germany Great Britain
FUO RUMIA ASTRA refrigeranti SA

84-230 Rumia 15040 Pietramarazzi
Poland Italy
If another cooler make is installed the instruction material must be requested from the respective manufacturer.
It is also possible to order such Instruction Leaflets from the engine manufacturer or supplier. The following indica
tions must be made on the request: . . . . . . . . Engine type and No. . . . . . . . . . . . . . . . Engine supplier.
Cooler manufacturer and type. . . . . . . Required language.
Key to Illustrations: 'A', and 'B'

1 Cylinder head 13 Measuring connections
2 Exhaust gas turbocharger 14 Container for blower washing plant
3 Expansion bellow 15 CAC suspension device
4 Diffuser 16 Vent
5 Air inlet casing 17 Engine housing
6 Connections for washing plant 18 Filter
7 Cooling water inlet 19 Vent
8 Drain 20 Filling funnel
9 Charge air cooler CAC 21 Connection for compressed air
10 Cooling water outlet 22 Container
11 Water separator 23 Spray nozzles
12 Permanent drain 24 Differential pressure gauge
AE Shutoff cock, vent

AF Shutoff cock, filling funnel
AL Shutoff cock, connection for air inlet
AU Shutoff cock, below
HT High temperature circuit
NT Low temperature circuit

ZA40S
A 1 2
15
16
14
5
13
6
24
12
17 11 7 10 8 7 10
Gezeichnet für 6ZAL40S

DRAWN FOR 6ZAL40S
12
95.7151

ZA40S
19 AE 20 AF 21
AL
22
23 AU 18
22
96.7325

ZA40S
Air Suction Bend
An air connection is provided for each cylinder of the engine, which assures the passage from the charge air space of
the engine housing to the cylinder heads. The charge air compressed and supplied by the turbocharger can in this way
pass through the shortest route from the combined space to the cylinders.
5 2 4
1
3
96.7327
6 1 I
Kev to Illustration:
1 Air suction bend
2 Connecting flange
3 Turbular joint
4 Screw
5 Cylinder head
6 Engine housing
7 Screw

ZA40S
Charge Air Bypass
General
Turbochargers with improved efficiency are installed to reduce fuel consumption. To prevent 'surging' of the turbo
charger at partial load operation, excess charge air from the blower is led via the charge air bypass into the exhaust gas
manifold before the turbine (see group 6500-1).
In principle the charge air bypass valve is only fitted to engines which are operated at variable speed. For safety reasons
the valve may also be applied in ships with controllable pitch propellers where the engine runs at constant speed, so
that for emergency operation the plant can be operated the same as with a fixed pitch propeller.
The control of the charge air bypass valve is speed and load dependent.
The charge air bypass valve opens if between 63% and 93% of nominal engine speed and if the engine load rises above
load indicator position 3.5.
Function
The constant control air pressure on 'SL' pushes the toothed rack towards position 'BYPASS CLOSED'. By the signal
'to open' from the control logic box, the 3/2way solenoid valve 4 opens and control air enters cylinder 8 and shifts the
toothed rack 1 in the direction 'BO', whereby the valve flap 5 opens. The limit switch 7 monitors the correct position of
the valve flap 5 during operation. Should the flap be in the wrong position, an alarm is triggered.
Functional check of monitoring in operation
The functional check can be carried out at any load, as the monitor must indicate a faulty flap position at any time. For
the check proceed as follows:
Turn the flap with a hexagonal spanner opposite the operating position and hold it there.
Check whether the alarm is triggered after abt. 3 seconds (It is possible that the turbine begins to surge when operating
at partial load).

1 Toothed rack 9, 9a, Piston seal ring for toothed rack
2 Spure wheel 10 Piston seal ring
3 Shaft to flap 11 Housing
4 3/2way solenoid valve 12 Flange
5 Valve flap
6 Sleeve
7 Limit switch BO Direction to bypass opening
8, 8a Cylinder SL Control air inlet

ZA40S
II - II I
SL II
5
8a 11
9
1 III III
2 6
7
9a
BO
8
4
4 II
III - III
3 2 10 6
12
95.7276
I

ZA40S
Charge Air WasteGate
General
The main purpose of the wastegate is the improvement of the acceleration ability of the engine.
Turbochargers of engines equipped with a wastegate attain the maximum charge air pressure at about 85% up to 91%
of MCR (Maximum Continuous Rating). The opening start of the wastegate is dependent on the engine rating. Engi
nes designed for MCR have the opening start at about 85%, engines designed for ER l (Economy Rating l) have the
opening start at about 88% and engines designed for ER ll (Economy Rating ll) have the opening start at about 91%.
The wastegate starts to open at these points mentioned until it is fully open at 100% MCR, thereby maintaining a
constant charge air pressure. Beyond 100% load the charge air pressure rises further, as not more charge air is blown
off via the wastegate than at 100% load.
An additional advantage of the wastegate is an improvement in smoke emission at low loads and during acceleration
and, compared with the standard engine, lower exhaust temperatures after the turbine at the load at which the waste
gate opens.
The surplus of charge air after the charge air cooler is blown through the wastegate and a silencer directly into the
engine room. The air is dry and has a charge air temperature of about 40C.
Function
Piston 6 is shut by pressure spring 5 and charge air pressure. A bore is provided in piston 6 which supplies space 'A' with
charge air. Pressure regulating valve 1 regulates the out flowing air and with this the pressure in space 'A'. When the
charge air pressure rises, the pressure in space 'A' rises accordingly.
From the above mentioned start of opening, piston 6 opens slowly and charge air flows into the engine room (or, de
pending on the installation, into the open).
Checking the setting: (This is only necessary after remedies of defects, dismantling or replacement of the wastega
te).
Valve stroke: The simplest way is at standstill, but definitely below 80% load (piston 6 must be shut). Loosen
lock nut 2, screw in adjusting screw 3 till the stop then turn back adjusting screw 3 by the value
indicated in the setting table (one turn = 1.5 mm).
Holding pressure: The holding pressure for the pressure regulating valve 1 is set with tool no. 9408.26f.
Operate the engine at 100% load. Compare charge air pressure with the setting table, if neces
sary adjust with the pressure regulating valve.
Connect pressure gauge (range 04 bar) to connection 4 and compare pressure readings with
the setting table. In case of a major deviation, establish its cause or consult the manufacturer.
Charge air pressure: The charge air pressure must be continuously watched during operation, in order to prevent
damage due to excessive ignition pressures.
The setting for the alarm CHARGE AIR PRESSURE HIGH must therefore be checked peri
odically. (Alarm point = charge air pressure at 110% load, according to setting table)

ZA40S
9408.26f
LA
2
LL 95.7153
3
6 VB 5 EW FR 4
1 Pressure regulating valve FR Air spring space
2 Lock nut LA Charge air outlet via silencer
3 Adjusting screw EW Drain
4 Checking connection LL Charge air
5 Spring VB Bore
6 Piston

ZA40S
Lubricating Oil Pump with Pressure Relief Valve
EngineDriven Pumps
General
The oil pump is mounted only on nonreversible engines and then only in special cases. As long as the engine is running
oil is pumped to the engine components connected to the pressurized oil circuit.
The pump is designed in such a way that it can be used for right and lefthand turning engines. This is achieved by
interchanging the wheels 10 and 13.
The Oring, inserted in the groove of the pump flange seals against the front cover.
The built on pressure and safety valve protects the pump against excessive pressure and also regulates the pressure
before the filter and the bearings.
Function
If the pressure should increase in the chambers 'DR' and 'DR1', which are connected by the bores 'VB', the slide valve
1 is pressed outwards against the force of the spring 17. As a result of this, a corresponding amount of oil escapes from
the space 'DR1' into the space 'DR2'. If the pressure continues to increase, the valve opens more (closes in the event of
a decrease) so that a pressure is built up which remains constant. The theoretical valve opening pressure is 7.8 bar.
The drive wheel 5 is attached to the pump shaft by means of a waisted screw 7, which has to be tightened according to
special instructions (see Maintenance Manual, group 7101-1).

1 Slide valve
2 Pump casing
3 Screw
4 Bearing cover
5 Drive wheel
6 Thrust ring
7 Waisted screw
8 Oring
9 Bearing bushes
10 Pump priming wheel (driving)
11 Cover
12 Flat joint
13 Pump priming wheel (driven)
14 Flat joint for item 16
15 Shim
16 Cover
17 Spring
DR Pressure space
DR1 Pressure space before valve
DR2 Pressure space after valve
VB Connection bores

ZA40S
A
I-I
8 9 II
10
7 11
6
12
5
13
4
3 15
2
16
DR
1 VB DR1 DR2 II 14 17
II - II
96.7326

ZA40S
Lubricating Oil Diagram
with External Cyl. Lubrication
Remark Normally the lubricating oil is circulated by an electric motor driven pump. Engines with 'builton
pumps' (for example DieselGenerators) have their pumps driven directly off the crankshaft (see
group 7103-1).
For the circuit of the lubricating oil within the installation refer to the diagrams belonging to.
The oil circuit of the engine is shown on illustration 'A'.
Regarding the arrangement of the cylinder lubricators and their drives (see group 7200-1).
Turbocharger and governor have their own integral lubricating systems (see separate instructions).
Pressure and temperatures (see group 02301)
1 Main oil pipe from pump 12 Cylinder lubricators

2 Crankshaft main bearing 13 Cylinder lubricating oil daily tank
3 Crankpin bearing 14 Filter
4 Spherical piston bearing 15 Gear oil pump
5 Piston (cooling) (of cylinder lubricator drive)
6 Bearing of intermediate gear wheel 16 Relief valve
of camshaft drive (of cylinder lubricator drive)
7 Spray nozzle 17 Hydraulic motor
8, 8a Main/auxiliary rocker arms (of cylinder lubricator drive)
9 Governor drive 18 Overspeed trip, safety cutout device
10 Instrument panel 19 Cylinder liner
11 Shut down servomotor 20 Oil sump
MA Measuring connection
TH Thermometer

ZA40S
10
11
13
8a
12 17 16
9
14 8
TH MA 5 7
4 6
1 15 18 19
3
2
95.7394a
20

ZA40S
Lubricating Oil Diagram
Remark Normally the lubricating oil is circulated by an electric motor driven pump. Engines with 'builton
pumps' (for example DieselGenerators) have their pumps driven directly off the crankshaft (see
group 7103-1).
For the circuit of the lubricating oil within the installation refer to the diagrams belonging to.
The oil circuit of the engine is shown on illustration 'A'.
Turbocharger and governor have their own integral lubricating systems (see separate instructions).
Pressure and temperatures (see group 02301).
1 Main oil pipe from pump 10 Instrument panel

2 Crankshaft main bearings 11 Shut down servomotor
3 Crankpin bearing 12 Overspeed trip, safety cutout device
4 Spherical piston bearing 13 Cylinder liner
5 Piston (cooling) 14 Oil sump
6 Bearing of intermediate gear wheel
of camshaft drive
7 Spray nozzle
8, 8a Main/auxiliary rocker arms MA Measuring connection
9 Governor drive TH Thermometer

ZA40S
10
11
8a
TH MA
7
5
4 6
1 12 13
3
2
95.7159a
14

ZA40S
Cooling Water Diagram

TwoStage Charge Air Cooler
Remark Normally the cooling water is pumped through the engine cooling circuits by electric motor driven
pumps. Engines with 'builton pumps' (for example diesel generators) have their pumps driven
directly off the crankshaft (see groups 7505-1 and 7506-1).
The water cooling is divided into three separate circuits, namely:

- Cylinder cooling with treated fresh water in a closed circuit.
- Fuel injection valve and nozzle cooling with treated fresh water.
- Charge air cooling for twostage compact charge air cooler only with treated fresh water in a closed
circuit.
The circuits of the three systems within the engine are shown on the diagram 'A' for twostage compact charge air
cooler.
For the cooling water circuits within the installation refer to the diagrams belonging to.
Pressure and temperatures, see group 0230-1.
Cooling water treatment, see group 0120-1.
Key to Illustrations: 'A'

1 Cylinder cooling water inlet
2 Cylinder cooling water outlet
3 Turbocharger cooling water inlet
4 Turbocharger cooling water outlet
5 Fuel injector valve cooling water inlet
6 Fuel injector valve cooling water outlet
7 Instrument panel
8 Turbocharger gas inlet casing
8a Turbocharger gas outlet casing
9 Fuel injection valve
10 Twostage compact charge air cooler
11 Drain from turbocharger gas outlet casing
TH Thermometer
EL Vent
WA Drain
HT High temperature circuit
LT Low temperature circuit
CA Charge air inlet

ZA40S
TH MA 6 TH EL TH
7
TH MA 5
TH MA EL 2 TH
MA
4
8
9 MA TH 11 8a
1 CA
10
WA EL
HT LT
95.7154

ZA40S
Starting Air Diagram
Normally the starting air pressure is set to 30 bar.

Air from the starting air bottles is required for starting and for the engine control system.
Starting and control air must be dry and clean, and the condensate water in the starting air bottles must periodically
drained.
For the required air pressures see group 02301.
MA 9
10
11
4
7 3
6
2
95.7399
5 1
1 Starting air pipe from starting air bottle 7 Start fuel limiter
2 Shutoff valve 8 Starting air distributor
3 Slow turning valve (not standard equipment) 9 Instrument panel
4 Relief valve 10 Flame trap
5 Filter 11 Starting air valve
6 Starting booster MA Measuring connection

ZA40S
Fuel Oil Diagram

for Single Engine Plant
Fuel oil system (Fig. 'A')

The fuel oil to the fuel injection pumps is fed by a booster pump installed either in the plant or on the engine. The
volume of fuel delivered by this pump is considerably larger than required by the engine injection. At the end of the
return pipe 7 a pressure retaining valve 6 is installed, on which the specified feed pressure (see group 0230-1) can be
set. The excess fuel oil is returned to the system.
The high pressure injection piping 3 is additionally encased for safety reasons.
For heavy fuel oil service the fuel piping is heated and insulated.
Leakages from high pressure pipes 3 are controlled by fuel leakage monitoring 13 which triggers an alarm when the
amount is exceeded.
If an alarm is triggered the leakage must immediately be localized and stopped. The float housing must be drained by
means of the ball cock 14.
The cover of the fuel leakage monitoring has to be removed and all parts must be cleaned to ascertain full float opera
tion after an alarm has been triggered. If not the heavy fuel would clog float and no alarm would warn of future leak
ages.
To reduce the pressure surges produced by the injection pumps, throttling orifices are fitted in the connections to the
feed and return pipes on the injection pumps.
The shutoff valves 11 and 12 are normally only installed on marine engines.
Setting the pressure retaining valves (Fig. 'B')
For adjustment loosen the lock nut 1 and tighten again after the adjustment is completed.
To reduce the pressure turn the adjusting spindle 6 in an anticlockwise direction (-).
To increase the adjustable pressure, turn the adjusting spindle 6 in a clockwise direction (+).
The fuel pressure before and after the fuel injection pump can be read at the pressure gauge on the instrument panel
10 by changing over the threeway ball valve 15. During operation, the pressure gauge should show the pressure before
fuel injection pump.
Key to Illustration: 'A' Key to Illustration: 'B'

1 Fuel supply pipe 1 Lock nut
2 Fuel injection pump 2 Oring
3 High pressure pipe with protection 3 Spring
4 Fuel stud with delivery valve 4 Joint ring
5 Fuel injection valve 5 Casing
6 Pressure retaining valve 6 Pressure adjusting spindle
7 Fuel return pipe 7 Sliding bush
8 Fuel leakage from high pressure pipe 8 Spring holder
9 Fuel leakage from fuel injection pump
10 Instrument panel BE Fuel inlet
11 Shutoff valve, supply pipe BA Fuel outlet
12 Shutoff valve, return pipe
13 Fuel leakage monitoring
14 Block ball cock
15 Threeway ball valve
TH Thermometer
DS to Pressure switch 180

ZA40S
10
5
15
4
3
13 12 11 8 2
9
7 6
14
MA TH DS
91.7085a

ZA40S
B
1
5
2
6
BE
4
8
BA
95.7414

Fuel Oil Diagram

for Multi Engine Plant
Fuel oil is delivered to the injection pumps 2 via supply pipe 1 by an electricallydriven booster pump installed in the
plant. The delivered fuel quantity is considerably greater than actually required by the engine. The surplus fuel is led
back to the system via return pipe 6. A pressure regulating valve is built in the plant and maintains the pressure in the
system (see group 0230-1).
If an engine must be stopped, it can be isolated from the fuel oil system by means of 3/2way valve 16.
Remark The fuel oil can be drained at the cock 15 for carrying out maintenance works in the fuel oil system.
To reduce the pressure surges produced by the fuel injection pumps 2, orifices 8 have been fitted in the connections to the
supply and return pipes on the fuel injection pumps.
The shutoff valves 17 and 18 are normally only installed on marine engines.
The fuel pressure before and after the fuel injection pump can be read at the pressure gauge on the instrument panel 14
by changing over the threeway ball valve 13. During operation, the pressure gauge should show the pressure before fuel
injection pump.
For heavy fuel operation, preheating as well as keeping warm during a short engine stop must be absolutely assured.
Therefore, and for reasons of safety, all pipes are provided with heating pipes and encased accordingly.
Leakages from high pressure pipes 3 are controlled by fuel leakage monitoring 10 which triggers an alarm when the
amount is exceeded.
If an alarm is triggered the leakage must immediately be localized and stopped. The float housing must be drained by
means of the ball cock 12.
Cover has to be removed and all parts must be cleaned to ascertain full float operation after an alarm has been triggered.
If not the heavy fuel would clog float and no alarm would warn of future leakages.
Leakages 'LB' from the fuel injection pumps 2, the fuel injection valves 5 and from the high pressure pipes 3 are collected
and drained on the plant side.
Fuel oil samples for laboratory analysis are taken at cock 16.
1 Fuel supply pipe 13 Threeway ball valve

2 Fuel injection pump 14 Instrument panel
3 High pressure pipe with protection tube 15 Fuel sampling cock
4 Fuel stud with delivery valve 16 3/2way valve
5 Fuel injection valve 17 Shutoff valve, supply pipe
6 Fuel return pipe 18 Shutoff valve, return pipe
7 Nonreturn valve
8 Orifice BE Fuel inlet
9 Fuel leakage from item 3 BR Fuel return
10 Fuel leakage monitoring LB Fuel leakage drain
11 Fuel leakage from item 2 and 4 MA Measuring connection
12 Ballcock TH Thermometer connection
DS to Pressure switch 180

14
5
4
13 3
10 9 2
18
17
12
LB 7 6
11
BR MA TH
8
DS
BE
16 1 15
00.7491

ZA40S
Exhaust Pipe
Single Pipe Exhaust System
The exhaust gas from each individual cylinder is led into a single pipe 1 and then to the turbocharger 3. This arrange
ment is described as SPES (Single Pipe Exhaust System).
Expansion bellows 5 are installed between each individual length of pipe to absorb thermal deformation.
The supports 2 prevent the pipe from vibrating in operation. The supports 6 hold the pipe connections when the re
spective cylinder head 4 has been removed.
The threads of all the bolts and studs for the exhaust piping have to be smeared with special heat resistant grease (see
Maintenance Manual, group 0003-1).
A
5 1 2 5 1 3
6 2 4
96.7329
1 5 3

1 Exhaust manifold
2 Support
3 Turbocharger
4 Cylinder head
5 Expansion bellows
6 Support
7 Spiral gasket

ZA40S
B
3
1
I
I -I
7
4 5
95.7157

Exhaust Gas Waste-Gate
General
Engines with high cylinder outputs consume the whole turbocharger potential. However, in order to make full use of
the wide utility spectrum of the engine in marine or stationary plants, as well as improve the fuel economy and the
acceleration performance, an exhaust gas waste-gate can be provided (see group 6500---1).
The exhaust gas waste-gate functions similar to the charge air waste-gate.
If the maximum admissible charge air pressure is reached, part of the exhaust gas is bypassed directly into the gas
outlet after the turbine in order to limit the energy supplied to the turbine.
Function
The exhaust gas waste-gate valve is fitted after the turbocharger to a flange on the transition socket to the gas outlet
piping. Immediately before entering the turbine, part of the exhaust gas is branched-off from the exhaust pipe, via
branch piping, and led to the waste-gate. When the valve opening pressure is reached, valve 2 opens and exhaust gas
escapes to the gas outlet piping.
The control of valve 2 is effected by the pressure of the charge air which reaches balance piston 4 via connection piping
8. The closing forces are provided by compression spring 5 and control air pressure on piston 3. The retaining pressure
is adjusted by pressure reducing valve 10 at full load.
The basic setting of valve stroke ’VH’ is done with adjusting plate 7.
The function and setting of the valve stroke are checked visually by means of the adjusting plate 7.
On engines with part load waste-gate the turbocharger is specially tuned for part load operation.
The turbocharger reaches the nominal charge air pressure at about 85% to 91% of MCR.
at MCR . . . the valve opens at about 85%;
at ER1 . . . . the valve opens at about 88%;
at ER2 . . . . the valve opens at about 91%. (ER = ECONOMY RATING)
At approximately this load point the valve opens progressively until, at 100% load, it is completely open.
Opening characteristics
open
Deviation range
closed
80 85 100 110% MCR
Operational test (interval according to group 0030---1 in the Maintenance Manual)

Load engine up to just before the corresponding opening point.
The waste-gate valve must remain shut.
Slowly increase engine load up to 100%.
The waste-gate valve must open continuously. Adjusting plate 7 lowers itself till the valve stroke ’VH’ is reached.
Should faults occur during this operational test, or should other defects be found then the fault must be remedied (see
Maintenance Manual group 8136---1).

Checking the setting (only to be done after a defect, dismantling or after replacement of parts).
A check or setting can only be performed with turbocharger and charge air cooler in perfect condition.
Setting the valve stroke: With the valve shut move the adjusting plate 7 for stroke limitation inwards to the
stop. Then move it outwards to the valve stroke ’VH’ and lock it with the lock nut.
Attention The engine is not to be operated above 85% to 90% load with the waste-gate valve compulsorily
closed. Inadmissible high firing pressures!
Setting the holding pressure: Bring engine power to 100% load without, however, exceeding the admissible
(with engine running) 100% value of charge air pressure.
Set the holding pressure using the pressure gauge (range 0---4 bar from tool No.
9408.26) on pressure reducing valve 10 (measuring point 12).
Charge air pressure: The charge air pressure must be permanently monitored during operation.
The setting for the alarm CHARGE AIR PRESSURE TOO HIGH must therefore
be checked periodically.
Key to illustration: ’A’

1 Housing 11 Setting screw
2 Valve 12 Measuring point for holding pressure
3 Piston 13 Measuring point for charge air pressure
4 Balance piston
5 Compression spring GA Exhaust gas after turbocharger
6 Guide bush GZ Exhaust gas after cylinder
7 Adjusting plate LL Charge air
8 Charge air connecting piping EB Pressure release bore
9 Control piping VH Valve stroke
10 Pressure reducing valve SL Control air

I---I II VH
A
EB
GA
4 6 1 5 3
GZ II
I I
8 9 Gezeichnet für Reihenmotor

DRAWN FOR IN-LINE ENGINE
LL SL
10
11
SL
13 8
12
12

Exhaust Waste-Gate
Dismantling and Assembling MK5 version

1 Depth gauge 9408.16 1 Nut 13 Balance piston
1 Torque wrench 9408.17 2 Adjusting plate 14 Valve seat
with box spanner AF13 3 Screw *15 Nut
1 Testing device 9408.26 4 Cover 16 Cylinder bush
for pneumatic fittings 5 Lock nut 17 Housing
and waste-gate 6 Nut
7 Elastic screw D Sealing face
8 Tension washer S Valve stroke
9 Piston V Vent
10 Piston ring gas tight
11 Compression spring * Tightening according
12 Valve spindle to instructions
The exhaust waste-gate must be checked half-yearly for perfect function. Should problems arise during such a functional
check or should defects be detected, the complete exhaust waste-gate must be removed from the engine.
Dismantling
--- Loosen nut 1 and remove the adjusting plate 2.

--- Loosen and remove four screws 3.
--- Remove the cover 4.
--- Loosen lock nut 5 while the nut 6 is held in position.
--- Remove the lock nut 5.
--- Loosen nut 6 while the hexagon of the elastic screw 7 is held in position.
--- Remove the nut 6 and the tension washer 8.
--- Remove the piston 9 with the piston ring gas tight 10 and the compression spring 11.
--- Remove the valve spindle 12 with the elastic screw 7 and the balance piston 13.
Remark The balance piston 13 is shrink fitted on the valve spindle 12.
--- Remove the valve seat 14.

--- Loosen and remove nuts 15.
--- Remove the cylinder bush 16.
Small damage on the sealing face ’D’ of the valve spindle 12 may be remedied by a slight cut on the lathe, but care must be
taken that as little material as possible is cut off. The sealing face must remain sharp edged.
Any damage on the sealing face ’D’ of the valve seat 14 may be remedied by lapping with a suitable lapping plate and fine
grinding paste. Here too the sealing face ’D’ must remain sharp-edged, and undamaged.

Assembling
Assembling the exhaust waste-gate is carried out analogously to dismantling but in reverse sequence, whereby attention
must be paid to the following points:
D If disjoined before, heat the balance piston 13 up to 400 °C before shrinking it onto the valve spindle 12.
D Fit the elastic screw 7 with LOCTITE 272.
D After tightening the nut 6 secure it with the lock nut 5.
Remark In case the valve seat 14 or the valve spindle 12 seat have been machined, the valve stroke ’S’ must be
checked and adjusted.

II I---I
III S
I 4 13 16 17 3
V
2
II
7
12
1
14
11 9 10 8 6 5
I
EXHAUST GAS
Abgas
III
15* 11
CONTROL AIR
CHARGE AIR
Steuerluft
Ladeluft

ZA40S
Cleaning the Turbocharger in Operation (ABB VTR ..4)
1. Washing the BLOWER

There are two different installations for washing the blower. (Fig. `A` and 'B')
The periodical washing of the blower in service should generally be done daily or at least every 25 to 75 service hours.
By injecting water the blower can be cleaned in service as long as the dirt accumulation has not progressed too far. If
the dirt deposits have become excessive and hard, the turbocharger has to be dismantled for cleaning.
The cleaning effect is based on the water solubility of the deposits and on the mechanical action of the impinging water
droplets.
Only fresh water may be used without any cleaning agents or solvents and under no circumstances salt water!
The frequent washing of the blower prevents or delays heavy fouling, but does not replace the normal overhaul (follow
the instructions of the turbocharger manufacturer).
The washing should be executed at a high engine load in order to have sufficient charge air pressure.
The cleaning effect can be noted by an increase in the charge air pressure or by a reduction in the exhaust gas tempera
ture. Should the washing show no results, the process can be repeated at the earliest 10 minutes later.
After the washing of the blower, the engine should continue to run on load for at least 5 minutes.
1.1 Washing procedure (Fig. 'A')

- Remove plug 5 on proportioning vessel 2.
- Fill proportioning vessel with fresh water.
- Push valve grip 4 against spring 3 and hold it there for about 10 seconds until the water is injected.
1.2 Washing procedure (Fig. 'B')

- Loosen the grip screw 9 and lift off the cover 4.
- Fill the water tank 1 to about 10 mm below the edge with clean water.
- Replace the cover 4 and fasten with the grip screw 9.
- Press knob 6 and hold it down until the water has been injected (about 4-10 seconds).
2. Washing the TURBINE

Dirt accumulation in the turbine results mainly in a rise of the charge air pressure and the exhaust gas temperatures
after cylinder and before the turbine, and in extreme cases in surging. The dirt accumulation is mainly influenced by
the quality of the fuel consumed, therefore the periods between washings in service must be adjusted to suit the prevai
ling conditions. The washing in service is intended to prevent or delay a heavy fouling of the turbine. It does not howe
ver replace a thorough cleaning during an overhaul (follow the instructions of the turbocharger manufacturer).
The cleaning in service is best carried out on a routine basis. Regular wet cleaning is recommended, at first every
100-200 running hours (e.g. once a week). Depending on the contamination observed during turbocharger overhaul,
the cleaning interval should be adapted accordingly (48 - 500 hours).
Only clean fresh water without detergents or solvents is to be used for wet cleaning.
If an SCR (Selective Catalytic Reduction) installation is fitted, the ammonia or urea injection must be stopped before
the turbine is washed. After cleaning, the injection should only be restarted once the exhaust temperature before clea
ning has been reached again.
The drain cock 16 must be opened daily at least once for a short time to prevent it from clogging.
2.1 Washing procedure (Fig. 'B' and 'C')
Attention The water supply pressure during turbine washing should be 3-5 bar. This pressure is to be
checked immediately in front of the shut-off cock 7.
Too frequent cleaning produces an unnecessary load on the turbine components.

ZA40S
- The engine load prior to turbine washing should be adjusted so that the charge air pressure is a minimum of 0.3 bar
and the exhaust gas temperature before turbine a maximum of 430°C . An exhaust gas temperature before turbine
of 400-430°C should be aimed for (wait for the exhaust gas temperature to stabilize). If the load has to be signifi
cantly reduced prior to cleaning, wait for 5-10 minutes before injecting the water in order to avoid thermal shock
loading of the turbine components.
- Open the drain connection on the gas outlet casing and check that it is not blocked. A discharge of exhaust gas must
be observed.
- Attach the water supply line to the water washing pipe 10 by means of the quick release coupling 5.
- Open the water supply line from the installation and the shut-off cock 7 on the engine. Inject water for 5 to 10
minutes.
On no account must the charge air pressure fall below 0.2 bar during turbine cleaning (so that the labyrinth on the
turbine side has sufficient sealing air) or the exhaust gas temperature before turbine increase above 500°C, otherwise
the engine load is to be adjusted accordingly.
To check that enough water is being injected, note whether the exhaust gas temperature after turbine drops to
50-150°C . A discharge of water from the drain connection of the gas outlet casing is possible but does not serve as a
guide.
- Close the shut-off cock 7 and the water supply valve .
- Remove the water connection by means of the quick release coupling 5.
- The engine load should be increased slowly after turbine washing.
On no account must the engine be shut down immediately after turbine washing. It should be operated for at least 15
minutes with a temperature after turbine of 300°C or more in order to dry out the complete exhaust gas installation.
- Close the drain cock 16.
3. Dry cleaning of the TURBINE

The criteria for a dry cleaning in service of the turbine are the same as those already described under 'in service clea
ning of the turbine with fresh water'.
In the place of fresh water an amount of dry solids in the form of granulate, the quantity depends on the size of the
turbine, have to be blown into the exhaust pipe before the gas inlet housing by compressed air.
The solid particles shall be natural core granulate because of their hardness, broken or artificially shaped particles of
coal of granulate size 1.2mm to max. 2.0 mm.
The solid particles act by cleaning mechanically. However, as the relatively small quantity of solid particles are able to
abrade a lesser thickness of incrustation, this method of cleaning has to be applied more often than the cleaning with
fresh water.
As a rule a turbine should be cleaned with the solid particle method every 24 to 5. operating hours.
To achieve optimal cleaning results, the exhaust gas temperature before the turbine should be between 550°C and
580°C, i.e. cleaning has to be done at unreduced or only slightly reduced engine load.

ZA40S
3.1 Cleaning procedure ( Fig. 'D' )

On engines having more than one turbocharger, these shall be cleaned one after the other.
- Remove cap coupling 18 and connect air hose with quick coupling 19 to container 20.
- Open cock 21. Following this, open compressed air valve 22 and shut it again after a short period. By this, possible
sediments or condensate water are blown out of the container 20 and the cleaning piping 23.
- Shut cock 21.
- Separate air hose with quick coupling 19 from the container 20.
- Using a funnel, fill in the following quantity of dry solid granulate into the air connection to the container 20:
for turbocharger VTR 354 . . . . . 1 1.6 liters
for turbocharger VTR 454 . . . . . 1.6 2 liters
- Reconnect air hose with quick coupling 19 to container 20.
- Open cock 21.
- Open compressed air valve 22 and shut it again after 1 to 1.5 minutes. During this time the filledin quantity of solid
granulate is blown in.
- Shut cock 21.
- Separate air hose with quick coupling 19 from container 20 and fit cap coupling 18.
Attention Water drain opening in gas outlet housing 14 remains shut during dry cleaning operation.
There is a possibility that, with this dry cleaning method of the turbine, part of the blownin granu
late escapes outside in singed condition.

ZA40S
A 1 7
97.7025
2 6
Key to Illustrations: 'A' WA LE

1 Air outlet housing
2 Proportioning vessel
3 Spring 3
4 Valve grip 4
5 Plug
5
6 Air pipe from receiver
7 Injection pipe to blower
2
WA Water outlet
LE Charge air inlet 88.7241a

ZA40S
Key to Illustrations: 'B' to 'D'

1 Water tank 13 Gas inlet housing
2 Air pipe from charge air blower 14 Gas outlet housing
3 Injection pipe to blower 15 Drain pipe
4 Cover 16 Drain cock
5 Quick coupling 17 Sealing air pipe
6 Press knob 18 Cap coupling
7 Shut-off cock 19 Quick release coupling
8 'Two hole' spray nozzle 20 Container
9 Grip screw 21 Cock
10 Wash water pipe 22 Compressed air valve
11 Air outlet housing 23 Cleaning pipe
12 Blower casing
B
10 7
I-I
5
8 12
13
3
4 9 6
2 1
1
96.7250

ZA40S
11
17
14 15 16
96.7251

ZA40S
D 22
5 6 bar
I-I
19
18
19
20 14
21
21 13
20
I I
Gezeichnet für ZAV40S

DRAWN FOR ZAV40S
96.7252
21

Instrument Panel on the Engine
The instrument panel is mounted above the local control stand near the speed governor.
With the precision control valves 9 the conduits to the pressure gauges 3 can be shut. Should, due to the pulsating pressu
re, one of the pointers vibrate too much , then slightly reduce the flow with the respective precision control valve 9 until
the pointer remains steady.
For pressures and temperatures see group 02301.
The engine speed can be watched on the builtin tachometer 4.
1 Instrument panel 6 Pipe connection
2 Support 7 Local control stand
3 Pressure gauge 8 Pressure gauge for pneumatic speed setting
4 Tachometer 9 Precision control valve
5 Antivibration holder
3 4 1
8
I
6
2 I
9
7
96.7253a

ZA40S
Oil Mist Detection

GRAVINER Oil Mist Detector
Where rules or laws demand it or when the customer orders it specially, the engine is equipped with an oil mist detec
tor. This device continuously measures the density of oil mist in the crankcase and triggers an alarm when the oil mist
intensity is to a high.
With this, possible bearing damage can be detected at an early stage and explosions be prevented in the crankcase.
If there is an alarm:
Attention Risk of explosion, keep away from engine! Avoid staying in front of the explosion relief valves (see
group 0350-1 and 1603-1).
- Should the engine be shut down (manually or by the monitoring unit) because of a suspected overheating of the
running gear, then neither the covers nor the casings of the crankcase may be opened immediately.
- The overheated parts must cool down for at least 20 minutes, to prevent an ignition due to the access of fresh air.
- Fire extinguishing equipment should be kept close at hand when the crankcase or engine housing is subse
quently opened.
Function
The oil mist detector 1 is mounted on the EXHAUST SIDE of the engine. From each cylinder of the crankcase space, a
sampling pipe 2 leads to the oil mist detector 1.
Via the individual suction pipes 3 oil mist samples are drawn in periodically and checked for their intensity. In case of
inadmissibly high density the device triggers an alarm.
Via return pipe 4 the oilair mixture is again led back to the crankcase.
As the oil mist detector may have been supplied by various manufacturers we refer to the more detailed description of
each make. The manufacturer's documentation also contains instructions regarding maintenance work, commissio
ning etc. which must be followed.
A 1 9 5
I
96.7330
8 2 4

1 Oil mist detector 6 Support
2 Sampling pipe 7 Pressure reducing valve
3 Suction pipe 8 Compressed air piping
4 Return pipe 9 Engine housing
5 Terminal box

ZA40S
I
B II
7 1 9
8 4 2
II
II - II
I
1
3 4
96.7331

ZA40S
Oil Mist Detection

SCHALLER Oil Mist Detector
Where rules or laws demand it or when the customer orders it specially, the engine is equipped with an oil mist detec
tor. This device continuously measures the density of oil mist in the crankcase and triggers an alarm when the oil mist
intensity is to a high.
With this, possible bearing damage can be detected at an early stage and explosions be prevented in the crankcase.
If there is an alarm:
Attention Risk of explosion, keep away from engine! Avoid staying in front of the explosion relief valves (see
group 0350-1 and 1603-1).
- Should the engine be shut down (manually or by the monitoring unit) because of a suspected overheating of the
running gear, then neither the covers nor the casings of the crankcase may be opened immediately.
- The overheated parts must cool down for at least 20 minutes, to prevent ignition due to the access of fresh air.
- Fire extinguishing equipment should be kept close at hand when the crankcase or engine housing is subse
quently opened.
Function
The oil mist detector 1 is mounted on the EXHAUST SIDE of the engine. From each cylinder of the crankcase space, a
sampling pipe 2 leads to the oil mist detector 1 (see Fig. 'A').
Via the individual sampling funnel 3 oil mist samples are drawn in periodically and checked for their intensity. In case
of inadmissibly high density the device triggers an alarm (see Fig. 'B').
As the oil mist detector may have been supplied by various manufacturers we refer to the more detailed description of
each make. The manufacturer's documentation also contains exact instructions regarding maintenance work, com
missioning etc. which must be followed.
1 10
A
DRIVING END
FREE END
95.7372a
5 2 8

1 Oil mist detector 7 Control air outlet (vent)
2 Sampling pipes 8 Terminal box
3 Sampling funnel 9 Holder
4 Connecting hose 10 Engine housing
5 Control air pipe
6 Pressure regulating unit EK Electrical cable
Wärtsilä Switzerland Ltd 1 L-Mot / 7.00

ZA40S
I
B 1 5
II
EK 2 8
II
10
95.7372a
7.00 / L-Mot 2 Wärtsilä Switzerland Ltd

ZA40S
Main Bearing Temperature Monitoring
Where required by regulations or at the request of the customer, the temperature of the main bearings can be monito
red while the engine is running. In such cases, temperature sensors 3, as shown in Fig. 'A' are fitted into the main bea
ring covers 1 which transmit a temperaturerelated signal to a monitoring instrument. Depending upon the installa
tion, this instrument can give an alarm or immediately stop the engine when the preset temperature is exceeded.
The arrangement of the temperature sensors for normal main bearings is shown in Fig. 'A' and for the locating bearing
in Fig. 'B'.
The screws which hold the clamps 4 have to be secured with locking wire.
The temperature sensors are continuously pressed against the bottom of the hole in the bearing cover by spring 9. In
order to secure the unions 10 in the main bearing cover, their threads have to be smeared with LOCTITE before they
are screwed in. This is not necessary with union l0a, since this temperature sensor is located outside the engine hou
sing.
Key to Illustration : 'A' and 'B'

1 Main bearing cover
2 Cable
3,3a Temperature sensor
3b Terminal boxes for item 3
4 Clamps
5 Locating bearing, lower part
6 Main bearing shell
7 Locating bearing shell
8 Lock nut
9 Spring
l0,10a Union
11 Engine housing

ZA40S
A I-I
11
6
3b
3
I
I 9
10
1 2 3 4
8
B
II - II
II 3a
3b
7
II
3a
9
96.7519
10a

ZA40S Betrieb Group1
Group 1
Wärtsilä Switzerland Ltd 1

Group 2

Group 3

Group 4

Group 5

Group 6

Group 7

Group 8

Group 9

Sulzer Za40s

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Sulzer Za40s

Uploaded by

Copyright:

Available Formats

ZA40S Maintenance 0000--1/A1

For Particular Attention

Wärtsilä Italia S.p.A.

Wärtsilä Italia S.p.A. 1 z 03.04

--- General guidelines for maintenance

Comments on these divisions:

Wärtsilä Italia S.p.A. 1 z 03.04

Wärtsilä Switzerland Ltd 1 1995

Criteria for the replacement of bearing shells

a) Aluminium bearing No. 212

B Main bearing shells Bottom end bearing shells

Wear limit: d0 – d1 = max. 0.07 mm d2 – d3 = max. 0.10 mm

8.96 / L-Mot. 2 Wärtsilä Switzerland Ltd

b) "Rillenlager" grooved bearing No. 336

80 – 67% Overlay 67%

Nickel barrier layer

Wärtsilä Switzerland Ltd 3 1995

Upper shell Lower shell

1995 4 Wärtsilä Switzerland Ltd

2. Structure of the manuals

3. Repeat-order of technical documentation

1. Engine type, year built and engine manufacturer

2. Name of motor ship or site of installation

3. Cylinder or engine number

5. Number of the Operating Manual, Maintenance Manual or Code Book.

Wärtsilä Italia S.p.A. 1 z 06.04

For Particular Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000-1/A1

Operating Media . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0100-1/A1

Wärtsilä Switzerland Ltd 1 7.00

7.00 2 Wärtsilä Switzerland Ltd

Wärtsilä Switzerland Ltd 3 V-Mot. / 7.00

7.00 / V-Mot. 4 Wärtsilä Switzerland Ltd

Exhaust Gas WasteGate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8136-1/A1

Wärtsilä Switzerland Ltd 5 V-Mot / 7.00

Turbocharger Crankshaft Main Bearing Bearing Number

Exhaust valve Inlet valve

Exhaust valve Inlet valve

DIRECTION OF ROTATION VIEWED FROM DRIVING END

CLOCKWISE ROTATION ANTI-CLOCKWISE ROTATION

Wärtsilä Switzerland Ltd 1 L-Mot. / 1995

Expected inspection and service lifetimes

Expected service life of engine components operating on heavy fuel oil

Remark *) Depending on actual fuel and lube oil operating conditions.

Wärtsilä Switzerland Ltd 1 1995

Component Work to be carried out Group Intervals

Starting air system - Drain air receivers . . . . . . . . . . . . . . . . . . . . . daily

Control air system - Check pressure . . . . . . . . . . . . . . . . . . . . . . . . daily

Wärtsilä Italia S.p.A. 1 1995

Component Work to be carried out Group Intervals

Engine control and - Check all functions . . . . . . . . . . . . . . . . . . . . . half yearly

Foundation bolts - Check tightness, re-tighten bolts if necessary yearly

Engine housing - Replace cylinder head studs . . . . . . . . . . . . . . 1001-1 as required

- Check axial clearance . . . . . . . . . . . . . . . . . . . 8’000-12’000

Crankcase - Check all screwed fastenings and locking de- as required

06.02 2 Wärtsilä Italia S.p.A.

Component Work to be carried out Group Intervals

Cylinder head - Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701---1

- Re-grind valve seats . . . . . . . . . . . . . . . . . . . . 12’000 op. hours

- Overhaul relief valve, adjust blow-off pressure as required

- Measure valve guides . . . . . . . . . . . . . . . . . . . 12’000 op. hours

- Fit new O-rings for valve guides . . . . . . . . . . 12’000 op. hours

- Replace O-rings for exhaust valve seats . . . . 24’000 op. hours

- Possibly replace inlet and exhaust valve seats as or as required

Exhaust Gas WasteGate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8136-1/A1

- Perform oil change ) . . . . . . . . . . . . . . . . . . . ) follow instruc-

7103 Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . (with enginedriven pumps) . . . . . . . . . . . . . . . . . . . 330

7505 Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . (with enginedriven pumps) . . . . . . . . . . . . . . . . . . . 142