Wartsila 38.part1

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38
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Installation Audacia
Engine type
Engine number
lu W38B
24154 - 24159
This manual is intended for the personal use of engine operators and
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should always be at their disposal. The content of this manual shall neither
be copied nor communicated to a third person.
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Wärtsilä Italia S.p.A.

Bagnoli della Rosandra, 334
34018 San Dorligo della Valle
Trieste - ITALY
Tel +39 040 319 5000
Fax (Service) +39 040 319 5674
for
Fax (Spare parts) +39 040 319 5237

Telex 460274/5 GMI
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¤ Copyright by Wärtsilä Corporation
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All rights reserved. No part of this publication may be reproduced or copied in any
form or by any means (electronic, mechanical, graphic, photocopying, recording,
taping or other information retrieval systems) without the prior written permission
of the copyright owner.
THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE

INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE
AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED
TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA, AND THE DESIGN
int
OF THE SUBJECT-PRODUCT IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS

AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS
PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL
ERRORS OR OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM
THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT
FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT HOLDER
SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL
CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY,
SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION
CONTAINED HEREIN.
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Contact Informations WÄRTSILÄ
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Service Department
Wärtsilä Italia S.p.A., Business Unit Service
Bagnoli della Rosandra, 334
34018 San Dorligo della Valle
Trieste − ITALY
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24h Phone
Nights and weekends, please call mobile phone for service engineer or spare parts
+39 335 784 1217
lu DIRECT DIAL NUMBERS
SALES SUPPORT TECHNICAL SERVICE

Fax: +39 040 319 5216 Fax: +39 040 319 5767
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North, Central and East Europe Wärtsilä 64 engines
Phone: +39 040 319 5071 Phone: +39 040 319 5080
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Americas Wärtsilä 38B engines

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

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

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

Phone: +39 040 319 5075 Phone: +39 040 319 5084
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WÄRTSILÄ Contact Informations
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The list of Wärtsilä Network companies is available at
www.wartsila.com web site.
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The Wärtsilä Engine Documentation
General
The Engine documentation has been split up in five binders:
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- Instruction Manual
- Spare Parts Catalogue
- Service Bulletins
- Record Book of engine Parameters
- Sub-suppliers Manual
The users of the documentation are assumed to be trained operating and maintenance personnel, with an
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understanding of the construction and use of the engine.
Contents
The content of the binders is as follows:
Instruction Manual
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x General Description of the engine
x Description of main engine parts
x Main Data
x Description of the various gas-, fluid- and control systems
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x Operation directives
x Maintenance schedule, -tools and -instructions
Spare Parts Catalogue

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

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x Engine Test protocol

x Statement of Compliance EIAPP – Technical file
x Record forms
x General Installation documents
Sub-suppliers Manual
x Documentation as received from Sub-suppliers if not incorporated in another way in the engine
documentation.
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Wärtsilä Italia S.p.A. Bagnoli della Rosandra, 334 Telephone: +39 040 319 5000
Service 34018 S. Dorligo della Valle Telefax: +39 040 319 5647
Trieste, Italy Telex: 460274/5 GMI
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Wärtsilä Italia S.p.A. Bagnoli della Rosandra, 334 Telephone: +39 040 319 5000
Service 34018 S. Dorligo della Valle Telefax: +39 040 319 5647
Trieste, Italy Telex: 460274/5 GMI
Manual
TABLE OF CONTENTS Wärtsilä 38
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0.0. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 − 1
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0.0.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 − 2
0.0.2. Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 − 3
1.0. Main Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 1

1.0.1. Basic information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 2
1.0.2. Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 3
1.0.3. Derating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 5
1.0.3.1. Derating limits for ambient conditions . . . . . . . . . . . . . . . . . . . . 1.0 − 5
1.0.3.2. Glycol derating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 5
1.0.3.3. Restrictions on the application of the derating calculation . . . 1.0 − 6
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1.0.3.4. Adjustment of power output for ambient conditions . . . . . . . . 1.0 − 6
1.0.4. Correction of heat balances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 10
1.0.5. Operating Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 11
1.1. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 1

1.1.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 2
1.1.1.1. HFO engines running on distillate fuels* . . . . . . . . . . . . . . . . . .
lu 1.1 − 2
1.1.2. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 3
1.1.2.1. Residual fuel oil quality* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 3
1.1.2.2. Crude oil quality* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 6
1.1.2.3. Distillate fuel oil quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 8
1.1.2.4. Fuel oil quality before engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 11
1.1.2.5. Fuel conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 12
1.1.2.6. Avoiding difficulties during operation on HFO* . . . . . . . . . . . . . 1.1 − 16
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1.1.2.7. Comments on fuel characteristics . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 17
1.1.3. Internal fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 20
1.1.4. Draining of fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 22
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1.2. Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 1

1.2.1. Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 2
1.2.1.1. Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 3
1.2.1.2. Influences on the lubricating oil condition . . . . . . . . . . . . . . . . . 1.2 − 5
1.2.1.3. Testing of main lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 5
1.2.1.4. Condemning limits for main lubricating oil . . . . . . . . . . . . . . . . 1.2 − 7
1.2.1.5. Comments on lubricating oil characteristics . . . . . . . . . . . . . . . 1.2 − 8
1.2.1.6. Recommendations for refreshing lubricating oil . . . . . . . . . . . . 1.2 − 9
1.2.2. Internal lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 10
1.2.2.1. Oil flow lower part of the engine . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 12
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1.2.2.2. Upper part of the engine oil flow . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 19

1.2.3. Components of internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 22
1.2.3.1. Lubricating oil pump unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 22
1.2.3.2. Pre−lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 26
1.2.3.3. Lubricating oil module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 27
1.2.3.4. Centrifugal filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 44
1.2.3.5. Lubricating oil sampling valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 48
1.2.3.6. Crankcase breathing system . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 49
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1.3. Starting Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 1

1.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 2
1.3.1.1. Starting air quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 2
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Manual
Wärtsilä 38 TABLE OF CONTENTS
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1.3.1.2. Starting air quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 2
1.3.2. Internal starting air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 3
on
1.3.3. Components of starting air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 5
1.3.3.1. Main starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 5
1.3.3.2. Starting air distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 6
1.3.3.3. Starting air valve on cylinder head . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 11
1.3.3.4. Starting air pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 12
1.3.3.5. Pneumatic control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 13
1.4. Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 1

1.4.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 2
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1.4.2. Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 2
1.4.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 2
1.4.2.2. Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 3
1.4.2.3. Qualities of cooling water additives . . . . . . . . . . . . . . . . . . . . . . 1.4 − 4
1.4.2.4. Cooling water control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 5
1.4.3. Internal cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 6
1.4.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
lu 1.4 − 6
1.4.3.2. Cooling water flow HT section . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 7
1.4.3.3. Cooling water flow LT section . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 10
1.4.4. Components of internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 11
1.4.4.1. Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 11
1.4.4.2. Flexible pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 15
1.4.5. Maintenance cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 17
1.4.5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 17
1.4.5.2. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 17
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1.4.5.3. Cooling water venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 17
1.4.5.4. Draining of cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 18
1.5. Charge Air and Exhaust Gas System . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 1

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1.5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 2

1.5.2. Quality of suction air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 2
1.5.3. Charge air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 3
1.5.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 3
1.5.4. Internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 4
1.5.4.1. Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 5
1.5.5. Inlet and Exhaust gas module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 13
1.5.5.1. Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 14
1.5.5.2. Insulation box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 15
1.5.5.3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 15
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1.5.5.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 15

1.5.6. Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 16
1.5.6.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 16
1.5.6.2. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 16
1.5.6.3. Turbocharger cleaning devices . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 16
1.5.6.4. Compressor side cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 17
1.5.6.5. Turbine side cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 19
1.5.6.6. Compensator by−pass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 23
1.5.6.7. Exhaust waste gate valve control . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 25
for
1.5.6.8. Local indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 28

1.5.6.9. Remote outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 28
1.5.6.10. Degraded operating modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 29
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Manual
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1.6. Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 1
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1.6.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 2
1.6.2. Speed control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 3
1.6.3. Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 4
1.6.3.1. Booster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 5
1.6.4. Fuel control mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 6
1.6.4.1. Load indication HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 7
1.6.4.2. HP fuel pump connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 7
1.6.4.3. Fuel rack adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 8
1.6.4.4. Stop mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 9
1.6.4.5. Checking linkage between actuator
se
and common fuel control shaft . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 11
1.6.4.6. Checking actuator stop position . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 11
1.6.4.7. Removing / Mounting the actuator . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 12
1.6.5. Governing system maintenance and trouble shooting . . . . . . . . . . . . . . . 1.6 – 13
1.6.6. Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 15
1.6.7. Engine instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 16
1.6.7.1. Switches, transmitters and temperature elements . . . . . . . . . 1.6 – 17
1.6.7.2. Speed sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
lu 1.6 – 17
1.6.7.3. Electro Static Discharge (ESD) . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 19
1.6.7.4. Welding precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 20
1.6.7.5. General list of abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 21
1.6.7.6. List of sensor tags and ISO codes . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 23
1.6.8. WECS Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 25
1.6.8.1. System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 25
1.6.8.2. General application info . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 35
a
1.6.8.3. Local user interface description . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 36
1.6.8.4. Instructions for normal operating mode . . . . . . . . . . . . . . . . . . . 1.6 – 44
1.6.8.5. Instructions degrading operating mode . . . . . . . . . . . . . . . . . . . 1.6 – 59
1.6.8.6. Failure identification facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 63
ern
2.3. Start, Operation and Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 1

2.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 2
2.3.2. Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 3
2.3.2.1. Preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 3
2.3.2.2. Putting the engine into operation . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 3
2.3.2.3. Local start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 4
2.3.2.4. Remote or automatic start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 6
2.3.2.5. Start after a stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 6
2.3.2.6. Start after overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 7
int
2.3.3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 10

2.3.3.2. Loading performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 13
2.3.3.3. Wärtsilä 38B operating areas . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 15
2.3.3.4. Engine log sheet (example) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 16
2.3.3.5. Measurement of cylinder pressure . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 17
2.3.3.6. Running−in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 18
2.3.3.7. Operating Troubles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 19
2.3.3.8. Emergency operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 26
2.3.4. Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 28
for
2.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 1

2.4.1. Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 2
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2.4.1.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 2
2.4.1.2. Rules for inspection and maintenance . . . . . . . . . . . . . . . . . . . 2.4 − 2
on
2.4.1.3. Maintenance schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 5
2.4.2. Maintenance Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 15
2.4.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 15
2.4.2.2. Tool set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 15
2.4.2.3. Miscellaneous tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 23
2.4.2.4. Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 30
2.4.2.5. Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 31
2.4.2.6. Charge air and exhaust gas system . . . . . . . . . . . . . . . . . . . . . 2.4 − 32
2.4.2.7. Engine block, main bearing, cylinder liner . . . . . . . . . . . . . . . . 2.4 − 34
se
2.4.2.8. Crankshaft, connecting rod, piston . . . . . . . . . . . . . . . . . . . . . . 2.4 − 42
2.4.2.9. Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 49
2.4.2.10. Camshaft and valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 59
2.4.2.11. Injection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 68
2.4.3. Background information for hydraulic tools and torque spanners . . . . . 2.4 − 74
2.4.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 74
2.4.3.2. Pneumatic driven hydraulic pump unit . . . . . . . . . . . . . . . . . . . 2.4 − 75
2.4.3.3. Hydraulic tool set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
lu 2.4 − 79
2.4.3.4. Hydraulic extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 81
2.4.3.5. Hydraulic hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 82
2.4.3.6. Quick–release coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 83
2.4.3.7. Hydraulic hand pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 84
2.4.3.8. Safety instructions for hydraulic tools . . . . . . . . . . . . . . . . . . . . 2.4 − 85
2.4.3.9. Loosening of hydraulically tightened connection . . . . . . . . . . . 2.4 − 86
2.4.3.10. Tightening of hydraulically tightened connection . . . . . . . . . . . 2.4 − 88
a
2.4.3.11. Torque spanner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 90
2.4.4. Tightening torque and jack pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 92
2.4.4.1. Lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . 2.4 − 92
2.4.4.2. Cooling water system components . . . . . . . . . . . . . . . . . . . . . . 2.4 − 93
ern
2.4.4.3. Engine block with bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 94

2.4.4.4. Crankshaft, connecting rod, piston . . . . . . . . . . . . . . . . . . . . . . 2.4 − 97
2.4.4.5. Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 99
2.4.4.6. Camshaft and Valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 102
2.4.4.7. Injection system components . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 105
2.4.4.8. General table of tightening torques
for not specified bolt connections . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 108
2.4.5. Adjustments and Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 110
2.4.5.1. Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 110
2.4.5.2. Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 111
2.4.6. Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 127
int
2.5. Engine Block with Bearings and Cylinder Liner . . . . . . . . . . . . . 2.5 − 1

2.5.1. Engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 2
2.5.2. Main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 3
2.5.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 3
2.5.2.2. Removal of a main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 4
2.5.2.3. Inspection of main bearings and journals . . . . . . . . . . . . . . . . . 2.5 − 9
2.5.2.4. Main bearing assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 9
2.5.3. Crankshaft axial locating bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 16
for
2.5.3.1. Removal of the ’0’−bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 17

2.5.3.2. Inspection of axial thrust rings and
thrust collars on the crankshaft. . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 18
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2.5.3.3. ’0’−bearing assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 18
2.5.4. Camshaft bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 19
on
2.5.4.1. Inspection of the camshaft bearing bush . . . . . . . . . . . . . . . . . 2.5 − 19
2.5.4.2. Removal of the camshaft bearing bush . . . . . . . . . . . . . . . . . . . 2.5 − 20
2.5.4.3. Mounting the camshaft bearing bush . . . . . . . . . . . . . . . . . . . . 2.5 − 21
2.5.5. Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 22
2.5.5.1. Inspection of the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 22
2.5.5.2. Removal of the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 23
2.5.5.3. Mounting the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 25
2.5.6. Replacing cylinder head stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 27
2.5.7. Crankcase safety valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 28
se
2.6. Crankshaft, intermediate (PTO) shaft, connecting rod, piston 2.6 − 1
2.6.1. Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 2
2.6.1.1. Crankshaft deflections check . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 2
2.6.1.2. Measurement axial clearance crankshaft thrust bearing . . . . 2.6 − 3
2.6.2. Intermediate (PTO) shaft* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 5
2.6.3. Connecting rod and piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 6
2.6.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 6
lu
2.6.3.2. Removal and dismantling of piston and connecting rod . . . . .
2.6.3.3. Inspection and maintenance of piston rings
and gudgeon pin bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6 − 7
2.6 − 13
2.6.3.4. Assembling and mounting of piston and connecting rod . . . . 2.6 − 14
2.6.4. Big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 19
2.6.4.1. Removal of big end bearing
after removal of piston and connecting rod . . . . . . . . . . . . . . . 2.6 − 19
a
2.6.4.2. Removal of the big end bearing shells
without removing piston / connecting rod . . . . . . . . . . . . . . . . . 2.6 − 23
2.6.4.3. Assembling the big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 25
2.6.5. Vibration damper crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 28
2.6.5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 28
ern
2.6.5.2. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 28

2.6.5.3. Liquid sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 29
2.6.6. Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 31
2.6.6.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 31
2.6.6.2. Maintenance turning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 32
2.7. Cylinder Head with Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 1

2.7.1. Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 2
2.7.1.1. Maintenance of the cylinder head . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 3
2.7.1.2. Removal of the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 4
int
2.7.1.3. Mounting of the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 10

2.7.1.4. Centring the cylinder head. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 12
2.7.2. Adjusting the valve clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 14
2.7.3. Exhaust and inlet valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 17
2.7.3.1. Removal of the valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 18
2.7.3.2. Check and reconditioning of valve disc and valve seat . . . . . 2.7 − 19
2.7.3.3. Valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 20
2.7.3.4. Valve guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 24
2.7.3.5. Valves assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 25
for
2.7.4. Valve rotators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 26

2.7.4.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 26
2.7.4.2. Maintenance of the inlet & exhaust valve rotators . . . . . . . . . . 2.7 − 27
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2.7.5. Indicator cock and safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 28
2.7.6. Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 29
on
2.7.7. Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 29
2.8. Camshaft and Valve Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 1

2.8.1. Camshaft driving gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 2
2.8.1.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 2
2.8.1.2. Camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 4
2.8.1.3. Intermediate gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 9
2.8.1.4. Crankshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 12
2.8.2. Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 13
se
2.8.2.1. Removal camshaft section / journal . . . . . . . . . . . . . . . . . . . . . . 2.8 − 13
2.8.2.2. Mounting camshaft section / journal . . . . . . . . . . . . . . . . . . . . . 2.8 − 17
2.8.3. Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 18
2.8.3.1. Removal of valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . 2.8 − 19
2.8.3.2. Inspection of valve drive mechanism . . . . . . . . . . . . . . . . . . . . . 2.8 − 21
2.8.3.3. Mounting valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 22
2.9.1.
2.9.2.
lu
2.9. Injection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.9 − 2
2.9 − 2
2.9.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 2
2.9.2.2. HP fuel pump maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 3
2.9.2.3. Removing HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 4
2.9.2.4. HP fuel pump disassembling . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 5
a
2.9.2.5. Assembling of the HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 7
2.9.2.6. HP fuel pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 8
2.9.2.7. HP fuel pump mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 10
2.9.3. Fuel pump drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 12
ern
2.9.3.1. Disassembling the fuel pump drive . . . . . . . . . . . . . . . . . . . . . . 2.9 − 12

2.9.3.2. Mounting the fuel pump drive . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 13
2.9.4. Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 14
2.9.4.1. Removing the fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 15
2.9.4.2. Fuel injector maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 16
2.9.4.3. Testing of fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 19
2.9.4.4. Mounting the fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 21
2.9.5. HP fuel line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 22
2.9.5.1. Connection HP fuel line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 22
int
3.1. Instruction Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 − 1

3.1.1. Internal Systems & Pipes Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 − 3
3.1.2. Wiring Diagrams & Configuration Lists . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 − 5
for
xx− 6
Manual
LIST OF FIGURES Wärtsilä 38
ly
Fig. 0.0 − 1 Engine definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 − 4
Fig. 0.0 − 2 Example of reading the flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 − 5
on
Fig. 0.0 − 3 Designation of main & camshaft bearings . . . . . . . . . . . . . . . . . . . . . . . . 0.0 − 6
Fig. 0.0 − 4 Designation of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 − 7
Fig. 1.1 – 1 Viscosity conversion diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 12
Fig. 1.1 – 2 Viscosity temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 13
Fig. 1.1 – 3 Nomogram for deriving CCAI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 18
Fig. 1.1 – 4 Low pressure fuel pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 21
Fig. 1.1 – 5 Drain plugs engine fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 22
Fig. 1.2 − 1 Running−in filter main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 12
Fig. 1.2 − 2 Oil flow main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 13
se
Fig. 1.2 − 3 Oil flow connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 14
Fig. 1.2 − 4 Oil flow piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 15
Fig. 1.2 − 5 Pump drive oil flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 16
Fig. 1.2 − 6 Oil flow gear drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 17
Fig. 1.2 − 7 Axial camshaft bearing oil flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 18
Fig. 1.2 − 8 Running−in filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 19
Fig. 1.2 − 9 Oil flow for drive HP fuel pump/valves and camshaft . . . . . . . . . . . . . . . 1.2 − 20
Fig. 1.2 − 10 Oil flow cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 21
Fig. 1.2 − 11
Fig. 1.2 − 12
Fig. 1.2 − 13
lu
Lubricating oil pump unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gearwheel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure control and safety valve unit . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2 − 22
1.2 − 23
1.2 − 25
Fig. 1.2 − 14 Pre−lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 26
Fig. 1.2 − 15 Lubricating oil module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 27
Fig. 1.2 − 16 Lubricating oil flow through the cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 28
Fig. 1.2 − 17 LT cooling water flow through the cooler . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 29
a
Fig. 1.2 − 18 Cooling water flows not through the cooler . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 30
Fig. 1.2 − 19 Lubricating oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 31
Fig. 1.2 − 20 Thermostatic valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 35
Fig. 1.2 − 21 Automatic back−flushing filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 36
ern
Fig. 1.2 − 22 Automatic back−flushing filter (Filtration phase) . . . . . . . . . . . . . . . . . . . 1.2 − 37

Fig. 1.2 − 23 Automatic back−flushing filter (Back flushing phase) . . . . . . . . . . . . . . . 1.2 − 38
Fig. 1.2 − 24 Automatic back−flushing filter (Overflow valves) . . . . . . . . . . . . . . . . . . 1.2 − 39
Fig. 1.2 − 25 Automatic back−flushing filter (Maintenance) . . . . . . . . . . . . . . . . . . . . . 1.2 − 40
Fig. 1.2 − 26 Centrifugal filter on engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 44
Fig. 1.2 − 27 Centrifugal filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 46
Fig. 1.2 − 28 The Location of the lubricating oil sampling valve . . . . . . . . . . . . . . . . . 1.2 − 48
Fig. 1.2 − 29 Crankcase breather and vent pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 50
Fig. 1.3 − 1 Starting and slow turn sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 5
Fig. 1.3 − 2 Starting air distributor with drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 6
int
Fig. 1.3 − 3 Starting air distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 7

Fig. 1.3 − 4 Setting of air distributor disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 8
Fig. 1.3 − 5 Pilot air lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 10
Fig. 1.3 − 6 Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 11
Fig. 1.3 − 7 Starting air pipe arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 12
Fig. 1.4 − 1 Cooling water flow to the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 7
Fig. 1.4 − 2 Location of cooling water thermostatic valves . . . . . . . . . . . . . . . . . . . . . 1.4 − 8
Fig. 1.4 − 3 Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 11
Fig. 1.4 − 4 Cooling water pump assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 12
for
Fig. 1.4 − 5 Draining points of the HT and LT cooling water system . . . . . . . . . . . . 1.4 − 18
Fig. 1.5 − 1 Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 5
Fig. 1.5 − 2 Cooler stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 6
xx− 7
Manual
Wärtsilä 38 LIST OF FIGURES
ly
Fig. 1.5 − 3 Front view charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 8
Fig. 1.5 − 4 Loosening the cooler stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 9
on
Fig. 1.5 − 5 Removal of cooler stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 9
Fig. 1.5 − 6 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 13
Fig. 1.5 − 7 Fixation of exhaust section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 13
Fig. 1.5 − 8 Gas flow in Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 14
Fig. 1.5 − 9 Compressor cleaning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 18
Fig. 1.5 − 10 Turbine washing system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 20
Fig. 1.5 − 11 Position of valves before and after cleaning procedure on L engines . 1.5 − 21
Fig. 1.5 − 12 Position of valves during cleaning procedure on L engines . . . . . . . . . 1.5 − 21
Fig. 1.5 − 13 Gas flow in compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 23
se
Fig. 1.5 − 14 By−pass pipe compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 23
Fig. 1.5 − 15 Block Diagram Exhaust WasteGate Valve Control . . . . . . . . . . . . . . . . . 1.5 − 25
Fig. 1.5 − 16 Position of wastegate valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 26
Fig. 1.5 − 17 Waste−gate valve assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 27
Fig. 1.6 − 1 Actuator / drive / booster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 5
Fig. 1.6 − 2 Fuel control mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 6
Fig. 1.6 − 3 Load indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 7
Fig. 1.6 − 4 HP fuel pump connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 7
Fig. 1.6 − 5
Fig. 1.6 − 6
Fig. 1.6 − 7
lu
Pre−clearance levers to HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . .
Local start and stop unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency stop device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.6 – 8
1.6 – 9
1.6 – 10
Fig. 1.6 − 8 Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 15
Fig. 1.6 − 9 Speed sensor at the turning gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 17
Fig. 1.6 − 10 Speed sensors at camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 18
Fig. 1.6 − 11 Structure of WECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 25
a
Fig. 1.6 − 12 Principle diagram speed control system . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 33
Fig. 1.6 − 13 Signal block diagram of WECS 7000 in overall system . . . . . . . . . . . . . 1.6 – 35
Fig. 1.6 − 14 Front−end cabinet overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 37
Fig. 1.6 − 15 Local display unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 38
ern
Fig. 1.6 − 16 Example view of main page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 40

Fig. 1.6 − 17 Example view of history page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 41
Fig. 1.6 − 18 Example view of Start Blocks & Pressures page . . . . . . . . . . . . . . . . . . 1.6 – 41
Fig. 1.6 − 19 Example view of Menu page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 42
Fig. 1.6 − 20 View of control switches for local engine operation . . . . . . . . . . . . . . . . 1.6 – 42
Fig. 1.6 − 21 View of panel meters for digital indications . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 43
Fig. 1.6 − 22 System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 63
Fig. 2.3 − 1 Local control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 4
Fig. 2.3 − 2 Local control stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 6
Fig. 2.3 − 3 DE (Marine), gradual load increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 14
int
Fig. 2.3 − 4 Maximum sudden power increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 14

Fig. 2.3 − 5 Running−in diagram (n = constant 600 rpm) . . . . . . . . . . . . . . . . . . . . . . 2.3 − 18
Fig. 2.3 − 6 Local stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 28
Fig. 2.3 − 7 Manual stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 29
Fig. 2.4 − 1 Diagram of pneumatically driven hydraulic pump unit . . . . . . . . . . . . . . 2.4 − 76
Fig. 2.4 − 2 Pneumatic driven hydraulic pump and jacks . . . . . . . . . . . . . . . . . . . . . . 2.4 − 78
Fig. 2.4 − 3 Single hydrauli jack cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 80
Fig. 2.4 − 4 Twin hydraulic jack cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 80
Fig. 2.4 − 5 Hydraulic jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 81
for
Fig. 2.4 − 6 H.P. quick−release coupling (example) . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 83

Fig. 2.4 − 7 Dust caps H.P. quick−release coupling (example) . . . . . . . . . . . . . . . . . 2.4 − 83
Fig. 2.4 − 8 Hydraulic hand pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 84
xx− 8
Manual
ly
Fig. 2.4 − 9 Torque spanner − extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 91
Fig. 2.4 − 10 Lubricating oil pump assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 92
on
Fig. 2.4 − 11 Cooling water pump gear wheel assembly . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 93
Fig. 2.4 − 12 Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 94
Fig. 2.4 − 13 Cylinder liner clamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 95
Fig. 2.4 − 14 Explosion cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 96
Fig. 2.4 − 15 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 97
Fig. 2.4 − 16 Big end bearing and counter weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 98
Fig. 2.4 − 17 Exhaust connection cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 99
Fig. 2.4 − 18 Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 100
Fig. 2.4 − 19 Starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 100
se
Fig. 2.4 − 20 Cylinder head upper side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 101
Fig. 2.4 − 21 Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 102
Fig. 2.4 − 22 Actuator drive shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 103
Fig. 2.4 − 23 Starting air distrubutor drive on camshaft . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 104
Fig. 2.4 − 24 High pressure fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 105
Fig. 2.4 − 25 Injector, HP fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 106
Fig. 2.4 − 26 HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 107
Fig. 2.4 − 27 Gear wheel train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 112
Fig. 2.4 − 28
Fig. 2.4 − 29
Fig. 2.4 − 30
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Measuring the cylinder liner bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Measuring the big end bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve stem and valve disc burning in wear . . . . . . . . . . . . . . . . . . . . . . .
2.4 − 113
2.4 − 117
2.4 − 119
Fig. 2.4 − 31 Inlet valve and valve seat in cylinder head . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 120
Fig. 2.4 − 32 Exhaust valve and valve seat in cylinder head . . . . . . . . . . . . . . . . . . . . 2.4 − 120
Fig. 2.4 − 33 Driving gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 121
Fig. 2.4 − 34 Governor drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 122
a
Fig. 2.4 − 35 Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 124
Fig. 2.4 − 36 Fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 125
Fig. 2.4 − 37 Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 126
Fig. 2.4 − 38 HP fuel pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 126
ern
Fig. 2.4 − 39 Engine components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 127

Fig. 2.4 − 40 Turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 128
Fig. 2.4 − 41 Charge air cooler inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 128
Fig. 2.5 − 1 Engine block (view free−end side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 2
Fig. 2.5 − 2 Position bearing temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 4
Fig. 2.5 − 3 Positioning jack on side stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 5
Fig. 2.5 − 4 Positioning the main bearing jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 7
Fig. 2.5 − 5 Bearing shell driver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 8
Fig. 2.5 − 6 Inserting main bearing shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 9
Fig. 2.5 − 7 Pushing the upper main bearing shell into position . . . . . . . . . . . . . . . . 2.5 − 10
int
Fig. 2.5 − 8 Crankshaft axial locating bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 16

Fig. 2.5 − 9 Camshaft and axial bearing assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 19
Fig. 2.5 − 10 Connect the hoses to the pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 20
Fig. 2.5 − 11 ’0’−bearing bush in engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 21
Fig. 2.5 − 12 Liner in engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 22
Fig. 2.5 − 13 Liner lifting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 23
Fig. 2.5 − 14 Lifting the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 24
Fig. 2.5 − 15 Centre of gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 24
Fig. 2.5 − 16 Measuring the cylinder liner bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 25
for
Fig. 2.5 − 17 Marks on cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 26

Fig. 2.5 − 18 Replacing cylinder head stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 27
Fig. 2.5 − 19 Crankcase safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 29
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Fig. 2.6 − 1 Taking crankshaft deflection readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 3
Fig. 2.6 − 2 PTO shaft arrangement at free end. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 5
on
Fig. 2.6 − 3 Connecting rod and piston assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 6
Fig. 2.6 − 4 Removal of anti−bore polishing ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 7
Fig. 2.6 − 5 Hydraulic tool connecting rod studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 8
Fig. 2.6 − 6 Connection of the hydraulic tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 8
Fig. 2.6 − 7 Hoisting tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 9
Fig. 2.6 − 8 Fitting the protecting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 10
Fig. 2.6 − 9 Hoisting the piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 11
Fig. 2.6 − 10 Piston with fixating tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 11
Fig. 2.6 − 11 Removal of the retainer spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 12
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Fig. 2.6 − 12 Removal of gudgeon pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 12
Fig. 2.6 − 13 Marks on piston and connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 14
Fig. 2.6 − 14 Moving the connecting rod into the piston . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 15
Fig. 2.6 − 15 Piston on connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 16
Fig. 2.6 − 16 Lowering the piston and connecting rod into the cylinder liner . . . . . . . . . . 2.6 − 17
Fig. 2.6 − 17 Hydraulic tool big end bearing studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 20
Fig. 2.6 − 18 Connection HP hoses big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 20
Fig. 2.6 − 19 Frame and support big end bearing caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 21
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Fig. 2.6 − 20 Carriers of the big end bearing caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fig. 2.6 − 21 Mount piston support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fig. 2.6 − 22 Fit hydraulic tightening tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6 − 22
2.6 − 23
2.6 − 24
Fig. 2.6 − 23 Positioning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 24
Fig. 2.6 − 24 The big end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 25
Fig. 2.6 − 25 Liquid sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 29
Fig. 2.6 − 26 Electrically driven turning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 31
a
Fig. 2.7 – 1 Cross section cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 2
Fig. 2.7 – 2 Tilting frame cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 3
Fig. 2.7 – 3 Removal of the hot−box panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 4
Fig. 2.7 – 4 Removal of cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 5
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Fig. 2.7 – 5 Loosening the cylinder head nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 7

Fig. 2.7 – 6 Lifting the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 8
Fig. 2.7 – 7 Cylinder head on liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 9
Fig. 2.7 – 8 Protecting ring for cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 9
Fig. 2.7 – 9 Centring tool usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 13
Fig. 2.7 – 10 Valve clearance adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 15
Fig. 2.7 – 11 Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 17
Fig. 2.7 – 12 Removal of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 18
Fig. 2.7 – 13 Blueing test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 19
Fig. 2.7 – 14 Removing the exhaust valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 20
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Fig. 2.7 – 15 Removing inlet valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 21

Fig. 2.7 – 16 Mounting valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 23
Fig. 2.7 – 17 Extracting the valve guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 24
Fig. 2.7 – 18 Valve guide detail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 25
Fig. 2.7 – 19 Valves rotators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 27
Fig. 2.7 – 20 Indicator cock / safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 28
Fig. 2.8 − 1 Gearwheel drive camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 2
Fig. 2.8 − 2 Camshaft section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 3
Fig. 2.8 − 3 Axial bearing camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 4
for
Fig. 2.8 − 4 Removal of camshaft end journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 5

Fig. 2.8 − 5 Position of jack bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 6
Fig. 2.8 − 6 Position of pillar bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 6
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Fig. 2.8 − 7 Removal of the camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 7
Fig. 2.8 − 8 Tool for intermediate gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 9
on
Fig. 2.8 − 9 Intermediate gear wheel section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 10
Fig. 2.8 − 10 Removal of intermediate gear wheel shaft . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 10
Fig. 2.8 − 11 Mount shaft intermediate gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 11
Fig. 2.8 − 12 Crankshaft gear wheel assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 12
Fig. 2.8 − 13 Securing fuel tappet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 13
Fig. 2.8 − 14 Tappet securing plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 14
Fig. 2.8 − 15 Position of pillar bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 15
Fig. 2.8 − 16 Removal of camshaft section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 15
Fig. 2.8 − 17 Removal of camshaft journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 16
se
Fig. 2.8 − 18 Tightening camshaft section / journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 17
Fig. 2.8 − 19 Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 18
Fig. 2.8 − 20 Valve lifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 19
Fig. 2.8 − 21 Push rod assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 20
Fig. 2.8 − 22 Tappet guide block assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 20
Fig. 2.9 − 1 HP fuel pump and drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 3
Fig. 2.9 − 2 Removing the HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 4
Fig. 2.9 − 3 Tool dis/assembling HP Fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
lu 2.9 − 5
Fig. 2.9 − 4 HP Fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 6
Fig. 2.9 − 5 Injection timing deviation graph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 9
Fig. 2.9 − 6 HP fuel pump drive adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 10
Fig. 2.9 − 7 Fuel pump drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 12
Fig. 2.9 − 8 Cylinder head with injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 14
Fig. 2.9 − 9 Fuel injector assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 15
Fig. 2.9 − 10 Extracting the fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 16
a
Fig. 2.9 − 11 Fuel injector cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 17
Fig. 2.9 − 12 Protecting the nozzle tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 17
Fig. 2.9 − 13 Testing fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 19
Fig. 2.9 − 14 HP fuel pipe connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 22
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General Wärtsilä 38
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0.0. General
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Manual
Wärtsilä 38
General
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0.0.1. Introduction
on
The purpose of this manual is to give the user a guide for operation and
maintenance on the engine. Basic general knowledge hasn’t been
entered. The manual is part of the documentation supplied with the
engine.
Before starting or while performing any job could happen you have
se
questions which the manual gives no answers to, in this case do not take
any unnecessary risks and contact the Service department of Wärtsilä
Corporation or your local Wärtsilä Service network.
Wärtsilä Corporation reserves the right to minor alterations and
improvements due to engine development without being obliged to
enter the corresponding changes in this manual.
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The diesel engine will be supplied as agreed upon in the sales
documents. No claim can be made on the basis of this instruction
manual as there are some components described herein that are not
included in every delivery.
The operation and/or maintenance work described in this manual must
only be carried out by trained technicians specialised in diesel engines.
Be sure everyone who works with the engine has this manual available
a
and understands the contents.
Ensure all equipment and tools for maintenance purposes are in good
order.
ern
Use only genuine parts to ensure the best efficiency, reliability and life
time of the engine and its components.
Modifications as to the settings may only be made after written approval
from Wärtsilä Corporation. Settings altering may effect the warranty.
During the warranty period of the engine the owner is obliged to follow
strictly the instructions for operation and maintenance outlined in this
manual.
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0.0.2. Terminology
on
General about terminology
The most important term used in this instruction manual are defined
as follows:
1 Manoeuvring (Operating) side
The longitudinal side of the engine where the operating devices are
located (start and stop, instrument panels, speed governor, ...).
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2 Rear (Non−operating) side
The longitudinal side opposite to the manouvering side.
3 Driving end
The end of the engine where the flywheel is located.
4 Free end
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The end opposite the driving end.
Designation of cylinders
According to ISO recommendation 932 and DIN 6256 the designation
of cylinders begins at the driving end. In a V−engine the cylinders in
the left bank, seen from the driving end, are termed A1, A2, etc., and in
a
the right bank B1, B2, etc. (See fig. 0.0 − 1 ).
Designation of engine sides and ends
1 Manoeuvring side and ends
ern
Details located on the manoeuvring side may be marked with M" and
correspondly B" for the back one of the engine (B−bank on a
V−engine) (see also fig. 0.0 − 1 ).
2 Clockwise rotating engine
An engine which has a clockwise rotating crankshaft when looking from
the driving end.
3 Counter−Clockwise rotating engine
int
An engine which has a counter−clockwise rotating crankshaft when

looking from the driving end.
4 Bottom dead center (BDC)
It is the bottom turning point of the piston in the cylinder, where the
piston speed is zero.
5 Top dead center (TDC)
It is the top turning point of the piston in the cylinder, where the piston
for
speed is zero. During a complete working cycle, consisting of two

crankshaft revolutions in a four−stroke engine, the piston reaches the
TDC twice.
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Wärtsilä 38
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1. Top dead center at scavenging
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For the first time, the piston reaches the TDC when the exhaust stroke
of the previous working cycle ends and the suction stroke of the
following one begins. Exhaust valves as well as inlet valves are
somewhat open and then the scavenging phase takes place. If the
crankshaft is turned back and forth from this TDC both exhaust and
inlet valves will move, a fact which indicates that the cranckshaft is near
the position which is called TDC at scavenging.
2. Top dead center at firing
se
For the second time, the piston reaches the TDC when, within the same
cycle, the compression stroke comes to the end and the working one is
going to begin. Slightly before this TDC the fuel injection take place (on
an engine in operation) and therefore this TDC can be defined as TDC
at firing. In this case all the valves are closed and do not move if the
crankshaft is turned back and forth from this TDC. When watching the
camshaft and the injection pump it is possible to note that the tappet
lu
roller is on the lifting side of the fuel cam.
B6
A6 B5
A5 B4
A4 B3
a
A3 B2
A2 B1
65 A1
ern
43
Free end 21
Manoeuvring side
int
Driving end
Fig. 0.0 − 1 Engine definitions

for
0.0 − 4
Manual
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Marks on the flywheel
on
Markings on the circumference of the flywheel indicate the TDC for
each cylinder. From 15° before till 15° after each TDC the circumference
of the flywheel is divided into sections of 5°.
Where two TDC’s are indicated at the same mark, one cylinder is in TDC
at firing and the other in TDC at scavenging.
The indicator (1) is provided with a scale per degree, starting at 5°
before TDC till 5° after TDC.
For the firing order see chapter 1.0.
se
a lu
ern
1
int
CW CCW
Fig. 0.0 − 2 Example of reading the flywheel

for
0.0 − 5
Manual
Wärtsilä 38
General
ly
Designation of bearings
on
Main bearings
The flywheel bearing is No. 0, the first standard main bearing is No. 1,
the second No. 2 etc.
Thrust bearings
The thrust bearing rails are located at the flywheel side. the outer rails
close to the flywheel are marked with 00 and the inner rails with 0.
se
Camshaft bearing
Camshaft bearings are designated in the same sequence as the main
bearings and the thrust bearing bushings are designated, the outer one
00 and the inner one 0.
lu
Intermediate shaft (Power Take Off) bearing
The PTO bearing, for the additional power take off shaft on the engine,
is located on the pump cover at free end.
Intermediate (camshaft) gear wheel bearings

The bearings located directly behind the flywheel are designated as 00
a
and the inner bearings as 0.
ern
n+1 n n−1 4 3 2 1 0
int
n = number of cylinders on each bank

for
Fig. 0.0 − 3 Designation of main & camshaft bearings
0.0 − 6
Manual
ly
Designation of valves
on
AIR IN EXHAUST OUT
se
A D A&B INLET VALVES
C&D EXHAUST VALVES

B C
a lu
Fig. 0.0 − 4 Designation of valves
ern
int
for
0.0 − 7
Manual
Wärtsilä 38
General
ly
−o−o−o−o−o−
on
se
alu
ern
int
for
0.0 − 8
Manual
Main Data Wärtsilä 38
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1.0. Main Data
on
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a lu
ern
int
for
1.0 − 1
Manual
Wärtsilä 38
Main Data
ly
1.0.1. Basic information
on
In the Configuration Structure for Wärtsilä 38B engines the
following applications are identified:
1. Marine: Main engine, Fixed Pitch Propeller

2. Marine: Main engine, Continuous Pitch Propeller.
3. Marine: Main engine, Diesel Electric Propulsion
se
4. Power Plant: Power Plant Base Load
Engine types:
6L38B 12V38B
8L38B
lu 16V38B
9L38B 18V38B
Cylinder bore 380mm

Stroke 475mm
Number of cylinders 6/8/9/12/16/18
a
Direction of rotation Clockwise Counter Clockwise
ern
Firing order 6L38B 1−4−2−6−3−5 1−5−3−6−2−4

Firing order 8L38B 1−3−2−5−8−6−7−4 1−4−7−6−8−5−2−3
Firing order 9L38B 1−7−4−2−8−6−3−9−5 1−5−9−3−6−8−2−4−7
Firing order 12V38B A1−B1−A3−B3−A5−B5 A1−B2−A2−B4−A4−B6
50° consecutive A6−B6−A4−B4−A2−B2 A6−B5−A5−B3−A3−B1
A1−B1−A3−B3−A2−B2 A1−B4−A4−B7−A7−B6
Firing order 16V38B
A5−B5−A8−B8−A6−B6 A6−B8−A8−B5−A5−B2
50° consecutive
A7−B7−A4−B4 A2−B3−A3−B1
int
A1−B8−A7−B6−A4−B3 A1−B2−A5−B4−A9−B7
Firing order 18V38B
A2−B9−A8−B5−A6−B1 A3−B1−A6−B5−A8−B9
410° alternate
A3−B7−A9−B4−A5−B2 A2−B3−A4−B6−A7−B8
The Wärtsilä 38B diesel engine is a 4–stroke, medium speed,

turbocharged and intercooled engine with direct fuel injection.
for
1.0 − 2
Manual
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1.0.2. Output
on
Engine output according to engine rating plate
Fywheel Output 100% kW/Cyl.
Marine:
DE, CPP. 725
FPP 675
se
Power Plant:
BL 675
Rated Engine speed rpm [600]
Charge air coolant temperature oC 38
Suction air temperature oC 45
lu
Engine output according to ISO 3046−1 : 1995(E)
Fywheel Output 100% kW/ Same as table
Cyl. above
Rated Engine speed rpm [600]
a
ISO 3046 substitute reference conditions
Marine engines
Ambient air pressure kPa 100
ern
Site altitude above sea level m 0

Total exhaust gas back pressure kPa 3
Total suction air pressure loss kPa 1
Continuous Power and Prime Power engines
Ambient air pressure kPa 100
int

Sum of suction air losses and exhaust gas kPa 5
back pressures
for
1.0 − 3
Manual
Wärtsilä 38
Main Data
ly
Note! The full output of the engine is available at the ISO substitute
on
reference conditions. No compensation (uprating) is allowed for
operating conditions better than the ISO substitute reference
conditions. For derating data see section 1.0.3.
Fuel limiter settings

Marine:
DE 110 % for governing purposes only
CPP, FPP 100 %
se
Power Plant:
BL 100 % no overload is allowed
Continuous power base load

lu
Continuous power is defined in ISO 8528−1 as the power that a
generating set is capable to deliver continuously for an unlimited
number of hours per year, between stated maintenance intervals and
under the stated ambient conditions, if the maintenance has been
carried out as prescribed by the manufacturer.
a
Torsional vibration barred operational conditions
Barred speed/load range during normal oper- rpm none
ation
ern
Speed range to be restricted during misfiring for rpm none

continuous running
Note! Barred speed and load ranges:

The zone where the load caused by torsional vibrations exeed the
permissible values for continuous operation.
Misfiring: see section 2.3.3.8.3
int
for
1.0 − 4
Manual
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1.0.3. Derating conditions
on
1.0.3.1. Derating limits for ambient conditions
The derating is according to ISO 3046−1:1995(E) applying: hm = 0.90.

The rated output of the engine is available at the rated substitute
reference conditions. No compensation (upgrading) is allowed for
se
ambient conditions better than substitute.
1.0.3.2. Glycol derating

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Maximum allowable glycol−% in water is 50 %. In case glycol is applied
in cooling system the capacity of the lubricating oil cooler on the engine
and all external heat exchangers has to be designed for the specified
glycol−%.
1 If glycol is applied in winter season only, there is no derating for
glycol; anyway the settings of the thermostatic valves have to be
a
changed during winter time. while changing from the cold season to the
warm one the clycol cooling water has to be replaced by fresh water.
HT water system
ern
Control temperature for the HT water after the engine:

Dt HT water with glycol: −2°C/10% glycol (85°C at 50% glycol instead
of 93°C at 0%).
LT water system
Control temperature for the LT water:
Dt LT water with glycol: −1°C/10% glycol.
Note! As soon as there is no risk of below 0°C temperatures the glycol

cooling water must be replaced by fresh water immediately.
int
2 If the glycol is used also during summer time, then derating will be
applicable. For certain applications where glycol−water is used as
cooling media in the HT &/or LT − cooling system derating is 0,5%/10%.
for
1.0 − 5
Manual
Wärtsilä 38
Main Data
ly
1.0.3.3. Restrictions on the application of the
on
derating calculation
Modifications to the engine may be required when the calculated power

adjustment factor " a" trepasses the value of 0,95. In such a case the
derated output of the engine is subjected to the confirmation of the
Technology Department of Wärtsilä Italia S.p.A. by means of the
Performance Request Sheet".
se
1.0.3.4. Adjustment of power output for
ambient conditions
lu
The adjusted output for site conditions is calculated by means of the
following formula:
Px + a Pra
Px" is the adjusted power output under site conditions;
a
Pra" is the power output under substitute reference conditions;
a" is the power adjustment factor.
a" must be calculated by means of the following formula and
ern
parameters:
a + Ktot * 0, 7 (1 * Ktot) ǒ1ń0, 9 * 1Ǔ
Ktot + K1 K2 K3 K4
Derating due to the suction air temperature tx" (°C)

Marine:
int
tx v 15 K1 + 1 ) 0, 004 (tx * 15)

15 t tx v 45 K1 + 1
1,2
45 t tx K1 + ƪ(273 ) 45)ń(273 ) tx)ƫ
Continuous power and Prime Power engines:

for
tx v 15 K1 + 1 ) 0, 004 (tx * 15)

15 t tx v 35 K1 + 1
1.0 − 6
Manual
ly
1,2
35 t tx K1 + ƪ(273 ) 35)ń(273 ) tx)ƫ
on
Emergency Genset (LTP):
tx v 15 K1 + 1 ) 0, 004 (tx * 15)

15 t tx v 25 K1 + 1
1,2
25 t tx K1 + ƪ(273 ) 25)ń(273 ) tx)ƫ
se
Note! For suction air temperature below − 5 C heating of suction air and/or
special requirements may be required.
Derating due to the charge air coolant temperature tcx" (°C)

Marine:
tcx v 38
lu K2 + 1
38 t tcx K2 + (273 ) 38)ń(273 ) tcx)
a
tcx v 45 K2 + 1
ern
45 t tcx K2 + (273 ) 45)ń(273 ) tcx)
tcx v 35 K2 + 1
35 t tcx K2 + (273 ) 35)ń(273 ) tcx)
int
Note! The dew point shall be calculated for the specific site conditions.
The minimum charge air temperature shall be above the dew point
in order to avoid condensation occurs in charge air cooler.
for
1.0 − 7
Manual
Wärtsilä 38
Main Data
ly
on
Derating due to ambient air pressure pair" (kPa)
Marine:
Under the assumption that the ambient air pressure for marine
applications is equal to the barometric pressure, K3"
K3 + 1
se
Continuous power and Prime Power engines & Emergency Genset
(LTP):
0,7
pair v 100 lu K3 + ǒ pairń100 Ǔ
pair u 100 K3 + 1
Derating due to the total exhaust gas back pressure Dpex"

(kPa)
Marine:
a
Dpex v 3 K4 + 1
ern
1,5
Dpex u 3 K4 + ƪ103ń(100 ) Dpex)ƫ
Note! For total exhaust gas back pressure a factor is added to ISO
3046−1:1995(E). The factor shall be added if the design target of 3
kPa is exceeded.

int
Dpex v 5 K4 + 1
1,5
Dpex v 3 K4 + 1
for
1,5
1.0 − 8
Manual
ly
Note! Data mentioned in Operating Data (section 1.0.5.) must stay at the
on
nominal values
Reduce engine load if operating temperatures of lubricating oil or

cooling water exceed the nominal values or exhaust gas tends to exceed
the maximum values, see section 1.0.5.
High operating temperatures can be caused among other by:

1 contamination of coolers
se
2 reduction of charge air pressure by:
−contamination of turbocharger compressor and/or turbine
−too much wear of the turbine
−contamination of air in take filter
−contamination of charge air cooler
3
4
lu
deviation of setting of (individual) high pressure fuel pumps
bad functioning of fuel injectors
5 bad functioning of HP fuel pumps
6 high fuel CCAI value (> 870)
a
7 high ambient temperature
Note! Never change fuel rack settings to equalize the exhaust gas
ern
temperature.
int
for
1.0 − 9
Manual
Wärtsilä 38
Main Data
ly
1.0.4. Correction of heat balances
on
The following table supplyes a complete overview for heat balance
guidance values according to different ambient conditions in relation to
the substitute reference conditions as stated above.
Turbocharger air inlet temperature
se
Exhaust waste gate No Yes Reference
Air and exhaust mass flow kg/s −2.6 % +0.0 % per 10 °C higer suction air temp.
Exhaust gas temperature °C +10.3 °C +0.3 °C per 10 °C higer suction air temp.
Charge air heat, total kW +5.1 % +10.1 % per 10 °C higer suction air temp.
HT kW +8.4 % +14.1 % per 10 °C higer suction air temp.
LT
Jacket water heat
Lubricating oil heat
kW
kW
kW
lu
+0.1 %
+2.7 %
+1.3 %
+3.2 %
+0.8 %
+0.0 %
per 10 °C higer suction air temp.
Air temp. after compressor °C +11.5 °C +16.1 °C per 10 °C higer suction air temp.
LT−coolant temperature before air cooler
Exhaust waste gate No Yes Reference
a
Air and exhaust mass flow kg/s +0.0 % +0.0 per 10 °C higer LT−cool. temp.
Exhaust gas temperature °C +6.1 °C +6.6 °C per 10 °C higer LT−cool. temp.
ern
Charge air heat, total kW −5.3 % −5.2 % per 10 °C higer LT−cool. temp.
HT kW +0.0 % +0.0 % per 10 °C higer LT−cool. temp.
LT kW −13.3 % −14.0 % per 10 °C higer LT−cool. temp.
Jacket water heat kW +2.1 % +2.2 % per 10 °C higer LT−cool. temp.
Lubricating oil heat kW +0.7 % +0.8 % per 10 °C higer LT−cool. temp.
Air temp. after compressor °C +1.0 °C +1.0 °C per 10 °C higer LT−cool. temp.
Altitude
int
/ / Reference
Air and exhaust mass flow kg/s −4.1 % per 1000 Above Sea Level
Exhaust gas temperature °C +16.0 °C per 1000 Above Sea Level
Charge air heat, total kW +2.2 % per 1000 Above Sea Level
HT kW +4.8 % per 1000 Above Sea Level
LT kW −1.7 % per 1000 Above Sea Level
Jacket water heat kW +3.8 % per 1000 Above Sea Level
for
Lubricating oil heat kW +2.1 % per 1000 Above Sea Level

Air temp. after compressor °C +9.6 °C per 1000 Above Sea Level
1.0 − 10
Manual
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1.0.5. Operating Data
on
Operating Data Conditions
Max. Nom. Min.
Fuel condition before injection pumps:
− Pressure bar − − 10
− Viscosity (HFO) cSt 24 20 16
se
− Viscosity (LFO) 1) cSt 24 − 2
− Temperature (HFO) oC 140 − −
− Temperature (LFO) oC 45 − −
Lube oil condition:
lu
− Temperature before engine
− Pressure before engine
oC
bar
−
−
63
4.5
−
−
HT cooling water condition:
− Temperature before engine oC − 73 −
− Temperature after engine oC − 93 −
a
− Pressure before engine bar 4.6 3.8 2) −
LT cooling water condition:
− Temperature before engine oC 38 − −
ern
− Temperature after engine oC − − 44

− Pressure before engine bar 4.6 3.4 2) −
HT and LT cooling water static pressure:
− At inlet cooling water pump bar 0.8 − 0.5
Charge air temperature in air receiver oC − 50 −
Starting air pressure (min. pres. at 20 oC) bar 33 30 12
int
Firing pressure bar 210 − −

1)The temperature of the fuel shall be adjusted such that the minimum
viscosity before the engine is well above 2 cSt.
2) −static pressure to be added.
for
1.0 − 11
Manual
Wärtsilä 38
Main Data
ly
on
se
alu
ern
int
for
1.0 − 12
Manual
Fuel System Wärtsilä 38
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1.1. Fuel System
on
se
a lu
ern
int
for
1.1 − 1
Manual
Wärtsilä 38
Fuel System
ly
1.1.1. General
on
Selection of the most economical fuel for diesel engines depends on
several variables such as engine requirements, operating conditions,
fuel quality, availability, and costs. Engines vary widely in the grade of
fuel required for satisfactory operations. In general high speed engines
require a more refined fuel than low speed types.
se
High cetane number light distillate fuels are more expensive than low
cetane heavier−type fuels. For any class of fuel, careful control of
uniformity generally carries a price premium because of the operating
limitations imposed on the refiner.
Engine operation on any fuel resulting in excessive maintenance is
obviously uneconomical regardless of fuel cost. The engine
lu
manufacturer’s recommendation is the logical starting point for
selecting the fuel of an engine. These recommendations may
subsequently be tempered to obtain additional economies in view of
experience and the local fuel situation. Such steps, however, should be
taken carefully.
a
1.1.1.1. HFO engines running on distillate
fuels*
ern
Note! (*) This section must be taken into account for HFO engines only.
The engine is designed for continuous operation on heavy fuel. For limited
periods it is possible to operate the engine on distillate fuel without
modification. Engines designed for continuous or prolonged operation on
distillate fuels corresponding to ISO 8217 : 2005(E), F−DMA & DMB are
adapted to such fuels and consequentely require no modification.
For continuous operation on distillate fuel corresponding to ISO 8217 :
2005(E), F−DMC, no specific modifications are needed on the engine. See
int
also section 1.1.2.3.
Engines can be started and stopped on heavy fuel oil by providing the engine
and fuel system are preheated to operating temperature.
It is only recommended to change over from HFO to distillate fuel
operation when it is necessary to fill or flush the fuel oil system.
for
1.1 − 2
Manual
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1.1.2. Fuel
on
1.1.2.1. Residual fuel oil quality*
The fuel specification HFO 2" is based on the ISO 8217 : 2005(E)
standard and covers the fuel categories ISO−F−RMA30 & RMK55.
se
Additionally the engine manufacturer has specified an alternative fuel
HFO 1" with a tighter specification. By using a fuel meeting this
specification longer overhaul intervals of the specific engine
components are reached.
Note! The residual fuels are further in this manual indicated as Heavy Fuel
Oil (HFO). lu
Bunker quality
The residual fuel oil quality as bunkered must be within the following
specification:
Property Unit Limit Limit Test method
HFO 1 HFO 2 reference
a
Viscosity at: 100°C cSt max. 55 55 ISO 3104
Viscosity at: 50°C cSt max. 700 700 ISO 3104
Viscosity at: 100°F Redwood No.1 sec max. 7200 7200 ISO 3104
ern
Density at: 15°C 1) kg/m3 max. 991.0 991.0 ISO 3675 or

kg/m3 max. 1010.0 1010.0 ISO 12185
CCAI 2) 4) max. 850 870 ISO 8217,
Annex B
Water % volume max. 0.5 0.5 ISO 3733
Water before engine 4) % volume max. 0.3 0.3 ISO 3733
Sulphur % mass max. 2.0 5.0 ISO 8754 or
ISO 14596
int
Ash % mass max. 0.05 0.20 ISO 6245

Vanadium 3) mg/kg max. 100 600 ISO 14597 or
IP 501 or 470
Sodium 3) 4) mg/kg max. 50 50 ISO 10478
Sodium before engine 4) mg/kg max. 30 30 ISO 10478
Aluminium + Silicon mg/kg max. 30 80 ISO 10478 or
IP 501 or 470
for
Conradson Carbon residue % mass max. 15 22 ISO 10730

Asphaltenes 4) % mass max. 8 14 ASTM D 3279
1.1 − 3
Manual
Wärtsilä 38
Fuel System
ly
Property Unit Limit Limit Test method
on
HFO 1 HFO 2 reference
Flash point (PMCC) °C min. 60 60 ISO 2719
Pour point °C max. 30 30 ISO 3016
Total sediment, potential % mass max. 0.10 0.10 ISO 10307−2
se
a lu
ern
int
for
1.1 − 4
Manual
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1)Maximum of 1010 kg/m3 at 15°C, by providing the fuel treatment
on
system can remove water and solids.
2) Straight run residues show CCAI values in the 770 to 840 range and are
very good ignitors. Cracked residues delivered as bunkers may vary from
840 to − in exceptional cases − above 900 CCAI. At the moment most
bunkers remain in the range between 850 and 870.
3) Sodium contributes to hot corrosion on exhaust valves when combined
with high sulphur and vanadium contents. Sodium also strongly
contributes to foul the exhaust gas turbine blades at high loads.
The aggressiveness of the fuel depends on its proportions of sodium and
se
vanadium, but also on the total amount of ash. Hot corrosion and
deposit formation are, however, also influencedby other ash
constituents. It is therefore difficoult to set strict limits only based on
the sodium and vanadium content of the fuel. Also a fuel with lower
sodium and vanadium contents than that specified above can cause hot
corrosion on engine components.
lu
4) Additional properties specified by the engine manufacturer which are
not included in the ISO specification or differ from the ISO specification.
5)A sulphur limit of 1.5% mass will apply in SOx emission controlled
area designated by International Maritime Organization. There may be
also other local variations.
Lubricating oil, foreign substances or chemical waste, hazardous to, the
a
safety of the installation or detrimental to the performance of engines,
should not be contained in the fuel.
The limits above concerning the HFO 2" also correspond to the
ern
demands of:
− BS MA 100: 1996, RMH55 & RMK 55
− CIMAC 2003, Class Grade K700
− ISO 8217:2005(E), ISO−F RMK 700
int
Note! For fuel oil quality before engine see section 1.0.5. and 1.1.2.4.
for
1.1 − 5
Manual
Wärtsilä 38
Fuel System
ly
1.1.2.2. Crude oil quality*
on
Bunker quality
The crude oil quality as bunkered must be within the following
specification:
Property Unit Limit Test method refer-
se
ence
Viscosity at: 100°C cSt max. 55 ISO 3104
Viscosity at: 50°C cSt max. 700 ISO 3104
Viscosity at: 100°F Redwood No. 1 max. 7200 ISO 3104 or 12185
sec.
Density at:
CCAI
15°C 1) kg/m3
lu max.
max.
991
1010.0
ISO 3675 or 12185
870 ISO 8217

Sulphur % mass max. 4.5 ISO 8754
Ash % mass max. 0.15 ISO 6245
Vanadium mg/kg max. 600 ISO 14597 or
a
IP 501 or 470
Sodium mg/kg max. 50 ISO 10478
ern
Sodium before engine mg/kg max. 30 ISO 10478

Aluminium + Silicon mg/kg max. 30 ISO 10478 or
IP 501 or 470
Calcium + Potassium mg/kg max. 50 IP 501 or 500 for
+Magnesium before engine Ca and ISO 10478
for K and Mg
Conradson Carbon residue % mass max. 22 ISO 10370
Asphaltenes % mass max. 14 ASTM D 3279
int
Reid vapour pres. at 37.8°C kPa max. 65 ASTM D 323

Pour point °C max. 30 ISO 3016
Cloud point or °C max. 60 ISO 3015
Cold filter plugging point 2) IP 309
Total sediment, potential % mass max. 0.10 ISO 10307−2
Hydrogen sulphide mg/kg max. 5 IP 399
for
1.1 − 6
Manual
ly
1)Max.1010 kg/m3 at 15 °C, provided the fuel treatment system can
on
remove water and solids.
2)Fuel temperature in the whole fuel system including storage tanks
must be kept during stand−by, start−up and operation 10 − 15 0C
above the cloud point in order to avoid crystallization and formation of
solid waxy compounds (typically paraffins) causing blocking of fuel
filters and small size orifices. Additionally, fuel viscosity sets a limit to
cloud point so that fuel must not be heated above the temperature
resulting in a lower viscosity before the injection pumps than specified
above.
se
Lubricating oil, foreign substances or chemical waste, hazardous to the
safety of the installation or detrimental to the performance of engines,
should not be contained in the fuel.
Note!
a lu
For fuel oil quality before engine, in detail, see section 1.0.5. and
1.1.2.4.
ern
int
for
1.1 − 7
Manual
Wärtsilä 38
Fuel System
ly
1.1.2.3. Distillate fuel oil quality
on
Distillate fuels
The fuel specification is based on the ISO 8217:2005 (E) standard and
covers the fuel categories ISO−F−DMX, DMA. DMB and DMC.
The distillate grades mentioned above can be described as follows:
− DMX is a fuel which is suitable for use at ambient temperatures
down to −15°C without heating the fuel. In merchant marine
se
applications, its use is restricted to lifeboat engines and certain
emergency equipment due to reduced flash point. This type of fuel
is not further specified in this chapter.
− DMA is a high quality distillate, generally designed as MGO (Marine
gas Oil) in the marine field.
− DMB is a general purpose fuel which may contain trace amounts of
lu
residual fuel and is intended for engines not specifically designed to
burn residual fuels. It is generally designed as MDO (Marine Diesel
Oil) in the marine field.
− DMC is a fuel which can contain a significant proportion of residual
fuel. Consequently it is unsuitable for installations where engine or
fuel treatment plants is not designed for the use of residual fuels.
a
Note! The distillate fuels are further in this manual indicated as Light Fuel
Oil (LFO).
ern
int
for
1.1 − 8
Manual
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Bunker quality
on
The distillate fuel oil quality as bunkered must be in the following
specification based on ISO 8217: 1996(E) ISO−F−DMA, DMB and DMC:
Property Unit DMA DMB DMC1) Test meth. ref.

Viscosity before injection cSt min. 2.0 2.0 2.0 ISO 3104
pumps 2)
Viscosity at 40°C cSt max. 6.0 11.0 14.0 ISO 3104
se
Viscosity before injection cSt max. 24.0 24.0 24.0 ISO 3104
pumps 2)
Density at 15°C kg/m3 max. 890 900 920 ISO 3675 or
12185
Cetane number min. 40 35 − ISO 5165 or 4264
Water % vol.
lu max. − 0.3 0.3 ISO 3733
Sulphur % mass max. 1.5 2.03) 2.03) ISO 8574
Ash % mass max. 0.01 0.01 0.05 ISO 6245
Vanadium mg/kg max. − − 100 ISO 14597 or
IP 501 or 470
Sodium before engine 2) mg/kg max. − − 30 ISO 10478
a
Aluminium + Silicon mg/kg max. − − 25 ISO 10478
Aluminium + Silicon before mg/kg max. − − 15 ISO 10478
engine
ern
Carbon residue (10% vol % mass max. 0.3 − − ISO 10370

dist. bottoms, micro method)
Carbon residue (micro % mass max. − 0.3 2.5 ISO 10370
method)
Flash point (PMCC) 2) °C min. 60 60 60 ISO 2719
Pour point : °C max. ISO 3016
winter quality −6 0 0
summer quality 0 6 6
int
Total sediment potential % mass max. − 0.10 0.10 ISO 10307−1
1) The use of ISO−F−DMC category fuel is allowed by providing the fuel

treatment system is equipped with a fuel centrifuge.
not included in the ISO specification or differ from the ISO specification.
3)A
for
sulphur limit of 1.5% mass will apply in SOx emission controlled

area designated by International Maritime Organization. There may be
also other local variations.
1.1 − 9
Manual
Wärtsilä 38
Fuel System
ly
Lubricating oil, foreign substances or chemical waste, hazardous to the
on
installation or detrimental to the performance of the engines, should
not be contained in the fuel.
Some distillate fuel oils may contain wax particles which solidify at
temperatures below 50 oC and may clog the fuel filter. It is advised to
install a heater in the supply line to the fuel filter. In case of a clogged
filter the heater can be switched on to overcome the problem.
Note! For fuel oil quality before engine, in detail, see section 1.0.5. and
1.1.2.4.
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Note! For fuel oils out of the specifications as stated in this paragraph,
contact Wärtsilä Corporation.
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1.1 − 10
Manual
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1.1.2.4. Fuel oil quality before engine
on
Requirement before engine
All fuel oil supplied to the engine must be properly conditioned and fulfil
the following requirements:
Property Unit Value
se
Fuel condition before injection pumps:
For pressure, temperature (LFO / HFO) and viscosity (LFO / HFO) see sec-
tion 1.0.5.
The HFO must be purified in an efficient centrifuge system. Furthermore, the
fuel should pass through an automatic filter before entering the engine.
Filter absolute mesh size, max (HFO, automatic fine
filter)
lu
Filter absolute mesh size, max (LFO, automatic or du-
[mm]
[mm]
10
10
plex filter)
Safety filter; absolute mesh size, max (HFO) [mm] 25
Water / volume 1) % max. 0.3
a
Sodium 1) mg/kg max. 30
Aluminium + Silicon 1) mg/kg max. 15
ern
Quantity of clean leak HFO (at 100% load) % 2) ca. 0.2

Quantity of clean leak LFO (at 100% load) % 2) ca. 2
Fuel flow / fuel consumption ratio (at 100% load) min. 4 : 1

not included in the ISO specification or differ fromthe ISO specification.
2) % of Specific Fuel Oil Consumption
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for
1.1 − 11
Manual
Wärtsilä 38
Fuel System
ly
1.1.2.5. Fuel conditioning
on
World wide different viscosity units are used. Fig. 1.1 – 1 , shows a
diagram to convert the viscosity from one unit to another.
The unit [mm2/s] is equal to [cSt].
[mm2/s]
se
a lu
ern
int
Fig. 1.1 – 1 Viscosity conversion diagram
Conversion from various viscosity units to [mm2/s] can be made in the

diagram, fig. 1.1 – 1 . The diagram should be used only for conversion of
for
viscosities at the same temperature. The same temperature should then

be used when entering the viscosity / temperature point into the diagram
of fig. 1.1 – 2 .
1.1 − 12
Manual
ly
Fuel oil viscosity and temperature
on
Proper atomisation of fuel in the combustion chamber of the engine
requires for each fuel oil a specific fuel viscosity. Controlled heating to
obtain the corresponding temperatures is required. These
temperatures can be determined from the diagram in fig. 1.1 – 2 . The
diagram shows:
− The viscosity−temperature lines for a number of viscosity grades.
For residual fuels (ISO RM..) the viscosity is specified at 100°C .
For distillate fuels (ISO DM..) the viscosity is specified at 40°C .
The line for 35 mm2/s at 100°C, fuel for instance is the one running
through points H and E.
se
Other viscosities fuels lines run parallel.
[mm2/s]
5000
Residual fuel Approx. pumping limit
2000
RM−55 (Max. 55mm2/s at 100°C)
H
1000
600
400
lu G
A
RM−45 (Max. 45mm2/s at 100°C)
RM−35 (Max. 35mm2/s at 100°C)
RM−25 (Max. 25mm2/s at 100°C)
RM−15 (Max. 15mm2/s at 100°C)
300
Distillate fuel RM−10 (Max. 10mm2/s at 100°C)
200
Centrifuging
Minimum storage temperature
100
a
temperature
80
C Viscosity range
60 residual fuels
50 before HP fuel
pumps
40
ern
F
30 B
25
D
20
16 E
14
12
10
9
8
7
int
DMC (Max. 14 mm2/s at 40°C)

6
DMB (Max. 11 mm2/s at 40°C) Max. temperature
5 DMA (Max. 6,0 mm2/s at 40°C) before HP fuel pumps
DMX (Max. 5,5 mm2/s at 40°C)

4
3
for
−10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 [°C]
Fig. 1.1 – 2 Viscosity temperature diagram
1.1 − 13
Manual
Wärtsilä 38
Fuel System
ly
− The (horizontal) line at 1000 mm2/s above which pumping is
on
difficult.
− The line with sharp bends through point G, which shows the
minimum storage temperature for all viscosity classes. For higher
viscosity class fuels a higher storage viscosity is accepted to limit the
heating demand.
− The line with sharp bends through point F, shows the required
centrifuging temperature. For viscosity classes higher than 40
mm2/s at 50°C a higher centrifuging viscosity than 14 mm2/s is
accepted to save heating power. Finally the line turns vertical at 97°C
se
because boiling of the sealing and operating water in the centrifuge
must be avoided. With further increase of viscosity the throughput
through the centrifuge must be reduced for maintaining the
required degree of purification.
− The maximum temperature before the HP fuel pumps is 130 °C for
fuels of the highest viscosity.
lu
Example:
RM35 a fuel with a viscosity of 380 mm2/s at 50°C (point A) or 35 mm2/s
at 100°C (point B):
− At 80°C (point C) the estimate viscosity is 77 mm 2/s.
a
− Is pumpable above 37°C (point H).
− Minimum storage temperature is 41°C (point G). It is advised to keep
the fuel about 10°C above this temperature.
ern
− Centrifuging temperature is 97°C (point F).

− Heating temperature before entering the engine for proper
atomisation with a viscosity between the 24 and 16 mm 2/s, is
maximum 127°C and minimum 112°C (point D and E).
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for
1.1 − 14
Manual
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Purification
on
Heavy fuel (residuals, and mixtures of residuals, distillate and DMC)
must be purified in an efficient working centrifuge before entering the
day tank. The fuel should be heated before centrifuging.
Recommended temperatures, depending on the fuel viscosity, are stated
in the diagram, see fig. 1.1 – 2 .
Sufficient heating capacity is needed to make centrifuging at
recommended levels possible. The temperature must be controlled on
±2°C before centrifuge when centrifuging high viscosity fuels with
densities approaching or exceeding 0.991 g/ml at 15°C.
se
Be sure the correct gravity disc is used. Never exceed the flow rates
recommended for the centrifuge for the grade of fuel in use. The lower
the flow rate the better the purification efficiency.
Recommended centrifuge flow rate

lu
Viscosity at 100°C
Viscosity at 50°C
mm2/s
mm2/s 12
− 10
40
15 25 35
80 180 380 500 730
45 55
Centrifuge flow
% of rated capacity 100 60 40 30 25 20 15
a
Sufficient separating capacity is required. The best and most
disturbance−free results are obtained with purifier and clarifier in
series. Alternatively the main and stand−by separators may run in
ern
parallel, but this makes heavier demands on correct gravity disc choice
and constant flow and temperature control to achieve optimum results.
Flow rate through the centrifuges should not exceed the maximum fuel
consumption of the engine by more than 10 %.
In case pure distillate fuel is used, centrifuging is still recommended as
fuel may be contaminated during transport and in storage tanks. The
full rated capacity of the centrifuge may be used provided the viscosity
is less than 12 mm2/s at centrifuging temperature.
int
for
1.1 − 15
Manual
Wärtsilä 38
Fuel System
ly
1.1.2.6. Avoiding difficulties during operation
on
on HFO*
The engine is designed for burning HFO. In order to avoid difficulties

mind the following points:
1 At all loads the charge air temperature should be kept at design
se
temperature by controlling the LT cooling water temperature.
2 Fuel injection temperature with regard to HFO. For requirements
see "Fuel viscosity / temperature in the engine". Poor fuel quality will
adversely influence wear, engine component life time and maintenance
intervals.
3 Clean the turbocharger turbine side frequently straight from the
lu
beginning. Fuels with high vanadium and sodium contents in
unfavourable ratio’s may lead to rapid contamination of the turbine and
higher gas temperatures. In such cases more frequently cleaning is
necessary.
4 Limit low load operation as much as operating conditions permit if
fuel is known or suspected to have higher sulphur content above 2 %,
a
carbon content " carbon residue" above 15 % and/or asphaltene content
above 8 %.
5 Avoid unstable and incompatible fuels (precipitation of heavy
components in the fuel) by avoiding blending of fuels unless the fuels
ern
are known to be compatible. Store fuels from different deliveries in

separate tanks.
If stability and compatibility problems occur never add distillate fuel as
this will probably increase precipitation. A fuel additive with highly
powerful dispersing characteristics can be of help until a new fuel
delivery takes place.
6 Some of the difficulties may occur on heavy fuels blended from
cracked residuals, see section 1.1.2.7.
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for
1.1 − 16
Manual
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1.1.2.7. Comments on fuel characteristics
on
1 Viscosity determines the complexity of the fuel heating and
handling system, which should be considered when estimating
installation economy. The standard engine fuel system is designed for
fuels up to the viscosity class 55.
2 When the density exceeds 0.991 g/ml at 15°C water, and to some
extent solid matter, can no longer be removed with certainty by a
centrifuge. Centrifuging systems claiming to clean fuel oils with
se
densities up to 1.010 g/ml at 15°C are on the market. If such systems of
the so called controlled discharge design are installed, fuels with
densities up to 1.010 g/ml at 15°C may be used.
Note! High density fuels with low viscosity may have low ignition
quality.
lu
3 Higher sulphur content increases the risk for corrosion and wear,
particularly at low loads, and may contribute to high−temperature
deposit formation. The lubricating oil specification must be matched to
such qualities.
4 High ash content causes abrasive wear, and may cause high
a
temperature corrosion and contributes to formation of deposits. The
most harmful ash constituents are the vanadium−sodium
combinations.
5 High vanadium content causes high temperature corrosion on hot
ern
parts like exhaust valves, particularly in combination with high sodium

content. The corrosion accelerates with increased temperatures
(increased engine output).
6 Sodium (Na) contributes to hot corrosion on hot parts like exhaust
valves in combination with high vanadium (V) content. Sodium also
contributes strongly to fouling of the turbine blading of the
turbocharger at high exhaust gas temperature. The permissable
content of Na of the cleaned fuel should be below 30 ppm.
int
7 High "carbon residue" may cause deposit formation in combustion

chamber and exhaust system, particularly at low engine output.
8 High content of asphaltenes may contribute to deposit formation in
the combustion chamber and exhaust systems (at low loads).
Asphaltenes may under certain circumstances precipitate from the fuel
and will block filters and/or cause deposits in the fuel system.
Precipitating asphaltenes may also cause excessive centrifuge sludge.
for
9 Heavy fuels may contain up to 1 % water at delivery. Water can

originate from the installation bunker tanks. To avoid difficulties in the
engine fuel injection system water must be removed.
1.1 − 17
Manual
Wärtsilä 38
Fuel System
ly
10 Reduced ignition and combustion quality can be caused by using
on
HFO from modern refinery processes compared with "traditional"
heavy fuels. HFO from modern refinery processes may approach at least
some of the limits of fuel characteristics.
Ignition quality is not defined nor limited in marine residual fuel
standards. The same applies to ISO−F−DMC marine distillate fuel.
The ignition quality of these fuels cannot for a variety of reasons be
determined by methods used for pure distillates, i.e. Diesel Index,
Cetane Index and Cetane Number.
Low ignition quality may cause trouble during starting and at low load
se
operation, especially at too low charge air temperature. This may result
in long ignition delay and as a consequence, in high firing pressure rise
ratio. The combustion will be more noisy in this case, known as "Diesel
knock", i.e. hard, high pitch combustion noise. Diesel knock increases
mechanical load on components surrounding the combustion space,
increases thermal load, increases lube oil consumption and increases
lube oil contamination. Basically a low viscosity, in combination with a
lu
high density, will result in a low ignition quality and is expressed in a
CCAI value.
mm2/s at 50 oC kg/m3 at 15 oC
a
ern
int
for
Fig. 1.1 – 3 Nomogram for deriving CCAI
1.1 − 18
Manual
ly
What do the CCAI values mean?
on
Straight run residues show CCAI values (Calculated Carbon Aromaticy
Index) in the 770 to 840 range and are very good igniters. Cracked
residues delivered as bunkers may range from 840 to, in exceptional
cases, above 900.
Normal diesel engines should accept CCAI values up to 850 with no
difficulties. CCAI values between 850 and 870 may cause difficulties
under unfavourable conditions such as low charge air temperatures,
insufficient preheating of the engine at the start, malfunctioning of fuel
injection system (in particular, badly maintained nozzles).
se
CCAI values above 870 are not advised.
Note! Although low ignition quality produces long ignition delay,

advancing the ignition timing makes things only worse; fuel is
injected at a lower compression temperature and this will
lu
produce even longer ignition delay.
11 Aluminum + Silicon. Fuels may contain highly abrasive particles

composed of aluminium and silicon oxides known as "catalytic fines"
from certain refining processes. If not removed by efficient fuel
treatment, wear of high pressure fuel pumps, nozzles and cylinder
liners can be expected in a few hours.
a
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1.1 − 19
Manual
Wärtsilä 38
Fuel System
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1.1.3. Internal fuel system
on
General
The fuel system on the engine consists of a Low Pressure a High
Pressure system and a leak−off fuel system. The systems are basically
situated inside the Hot Box.
System components are:
− HP fuel injection pumps
se
− Spring loaded fuel injections valves
− Fuel pipes
Note! For proper acknoledgement of the specific fuel system please refer
to the related diagram which is enclosed in section 3.1.1.
a lu
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int
for
1.1 − 20
Manual
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− The Low Pressure systems consists of supply and return connections
on
(101) and (102). Supply and return lines on the HP fuel pumps are
(20) and (21), see fig. 1.1 – 4 .
− The High Pressure injection system consists of the High Pressure
(HP) fuel pumps, fuel injectors and High Pressure fuel lines. These
components are described in chapter 2.9. "Injection system".
− The clean leak−off fuel from injectors, HP fuel pumps and possible
leak from damaged or broken HP fuel lines is drained via connection
(103). The clean leak fuel can be pumped to the day tank without
treatment.
se
− An other possible leakage, the dirty" fuel, has to be drained separately
via connections (104) and has to be led to the sludge tank.
20
a lu 21
ern
Fig. 1.1 – 4 Low pressure fuel pipes

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

intervals, tolerances, inspection, tightening torque and procedures
see chapter 2.4.
for
1.1 − 21
Manual
Wärtsilä 38
Fuel System
ly
1.1.4. Draining of fuel system
on
As the fuel quantity in the supply and discharge line is relatively large,
it is preferred to purge the fuel lines into a waste tank before
commencing any maintenance to this system and components.
Engines, operating on HFO, should be drained when engine and fuel are
still warm. Prior to perform any engine overhaul the fuel system is
recommended to be flushed with Light Fuel Oil.
se
1 Close the supply and return lines to the engine fuel system.
2 Drain the engine fuel system by removing plug (22) from the supply
and plug (23) from the return line of the HP fuel pumps.
a lu
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int
22
23
Fig. 1.1 – 5 Drain plugs engine fuel system

for
1.1 − 22
Manual
Lubricating Oil System Wärtsilä 38
ly
1.2. Lubricating Oil System
on
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a lu
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for
1.2 − 1
Manual
Wärtsilä 38
Lubricating Oil System
ly
1.2.1. Lubricants
on
Lubricating oil must have a number of physical and chemical qualities
which are required for reliable diesel engine operation. Lubricating oil
fulfills various functions in an internal combustion engine, in addition
to wear prevention it performs a cooling function, it acts as a sealant
agent and must also be able to neutralize combustion products on
se
engine parts as well as to remove dirt and general residuals.
Under normal operation the engine lubricating oil is exposed to high
pressures and temperatures. The oil is often finely divided as a spray or
mist, intimately mixed with air and subjected to catalytic effects of
various contaminators. The contact with air results in oxidation and the
production of gums, resins and acids.
lu
Other major contaminators are products of combustion, such as soot,
ash and (partially) unburnt fuel mixed with the lubricating oil on the
cylinder wall. High sulphur content of the fuel may also accelerate the
rate of oil degrading.
Some of the poisoning agents can be removed by means of normal
filtering; the maintenance of lubricating oil filter devices is therefore an
essential activity to prevent oil deterioration. Regular sampling and
a
testing is necessary to determine the oil condition; the samples should
be sent to a qualified laboratory for a detailed analysis.
The oil manufacturer remains responsible for the quality of the oil
ern
under operating conditions. Detecting needs for oil refreshment is

under the responsibility of the operator together with the advise of the
oil supplier and no–go criteria given by Wärtsilä Corporation.
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for
1.2 − 2
Manual
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1.2.1.1. Requirements
on
1.2.1.1.1. Main lubricating oil
Main lubricating oil for the engine must be of an approved brand
accordingly to the following specifications:
Viscosity class : SAE 40
Viscosity index (VI) : Min.95
Alkalinity (BN) : The required lubricating oil alkalinity is
se
linked to the engine−related fuel specification as mentioned in the table
below.
Category Fuel standard Lube oil BN [mg KOH/g]

ISO 8217: 1996(E) Required Recommended
A luDMX, DMA 10 − 30 10 − 22
B DMB 15 −30 15 − 22
C DMC, RMA10 − RMK55 30 −55 40
Remarks
Category A and B:
If the recommended lube oil BN is not available an approved lube oil
with a BN of 24−30 can also be used.
a
Category C:
If the recommended lube oil BN causes short oil change intervals (fuel
with high sulphur content), it is recommended to use lubricating oil
ern
with BN 50 − 55. If experience shows that the lube oil BN equilibrium

remains at an acceptable level (fuel with very low sulphur content) lube
oil with a BN 30 can also be used.
Additives
The oil should contain additives that ensures good oxidation stability,
corrosion protection, load carrying capacity, neutralisation of acid
combustion and oxidation residues and should prevent deposit
formation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
int
Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming
tendency and stability, according to the ASTM D 892−92 test method:
Sequence I, II and III : 100/0 ml
Base oils
Only the use of virgin base oils is allowed, i.e. recycled or re−refined
base oils are not allowed.
Approved lubricating oils
for
For a list with approved lubricating oils, please contact Wärtsilä

Corporation. Lubricating oils that are not approved have to be tested
according to the engine manufacturer’s procedures.
1.2 − 3
Manual
Wärtsilä 38
ly
Engine lubricating oil system requirements
on
Lubricating oil, supplied to the engine, must be conditioned:
– centrifugal separated on water and dirt
– filtered
– controlled to the correct temperature.
Water content max. % vol 0.3
Fineness automatic back−flush filter:
fine filter 30 µm Absolute mesh size
safety filter 100 µm Absolute mesh size
se
The suction height of the main lubricating
oil pump (including pressure losses in the
pipes and suction filter): max. m 4
Before any operation the lubricating oil
should be at least at preheated condition: min. °C 40
lu
1.2.1.1.2. Lubricants additional equipment
Lubricating oil for turning gear

For the turning gear lubrication an EP−gear oil is recommended,
a
viscosity 400−500 cST/40°C = ISO VG 460.
The lubricating oil is added before the start−up procedure.
For a list with approved lubricating oils, please contact Wärtsilä
Corporation.
ern
Actuator / Governor
Generally a 20W−40 multigrade oil can be used; for a proper
specification see the related section of the sub–supplier manual which
deals with recommended oils for hydraulic controls.
Oil for hydraulic tools

These tools require an oxidation resistant oil with a viscosity of about
45 mm2/s at 40 °C. The following oil specifications meets the
int
requirements:
− ISO hydraulic oil type HM
− DIN 51525 hydraulic oil type HL–P
− DIN 51585 corrosion test with steel, corrosion degree 0
− DIN 51759 corrosion test with copper, corrosion degree 1
− ASTM D 665 corrosion test approved.
for
1.2 − 4
Manual
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1.2.1.2. Influences on the lubricating oil
on
condition
When the engine is in operation under "extreme" conditions the

operator should check the oil condition more frequently.
The following engine conditions are "extreme" :
− During the engine running–in period when a relative large quantity
of metal wear products are generated and carried by the lubricating
oil.
se
− After replacement of liners and piston rings, the engine running–in
process will produce larger quantities of blow–by gas, which consist
of contaminating combustion products (sulphur dioxide, water and
CO2), and liner and piston ring wear products.
− Wide fluctuations in engine load create more blow–by.
− A bad fuel combustion process caused by bad condition of injectors
and/or fuel pumps and insufficient scavenging air pressure.
lu
− A fuel oil quality with a CCAI > 850.
− A frequent engine overhaul introduces a relative high percentage of
dirt into the crankcase.
− A delayed engine maintenance determines the risk of water and fuel
oil entering the lubricating oil. Eccessive clearance between piston
and liner, due to wear, increases the quantity of blow–by gas.
− Frequently cold starts.
a
− An high sulphur content in fuel (> 3% ) which causes fast BN
depletion.
ern
1.2.1.3. Testing of main lubricating oil
It is the duty of the operator to monitor the behaviour of the lubricating

oil carefully and at regular intervals in order to ensure the oil remains
in a good condition; that is especially necessary when a new engine is
put into operation, when a change is made in the brand of selected oil
int
or when the oil is taken from a batch with different composition.

However it is not advised to mix different types of lubricating oil and,
eventually, in such a case always consult the lubricating oil supplier.
Always follow the instructions of the supplier while testing the quality
of lubricating oils. On a new engine or after a major overhaul it is
advised to sample the lubricating oil at intervals of 250 operating hours
and send it to a qualified laboratory.
On the basis of the results it is possible to determine suitable intervals.
for
1.2 − 5
Manual
Wärtsilä 38
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Recommendations for sampling
on
− Samples should be drawn from the sampling valve which is
specifically fitted for this purpose.
− Ensure the total quantity of oil in circulation is approximately the
same before drawing each sample.
− Draw samples only when the engine is running and the oil is at
normal operating temperature.
− Before filling the sampling container open the sampling cock and
drain some oil to make sure that it is flushed and hot oil is flowing
slowly from the outlet point.
− Draw oil samples directly into clean, dry one−litre capacity
se
containers.
− Draw a sample during a period of about ten minutes.
− Shake the sample thoroughly before pouring into the sample bottle
which is provided for this purpose; the bottle should not be filled over
90% of its content.
lu
Information required for oil analysis
1 Name of vessel or plant
2 Owners
3 Date of sampling
4 Date and place
a
5 Oil brand, product name, nominal viscosity
6 Hours lubricating oil in service
7 Running hours of the engine.
ern
8 Engine model, manufacturer and serial number

9 Position of sample drawing in lubrication oil system
10 Type of fuel oil used including sulphur content
11 Date of previous sample drawn from the same source
12 Quantity of lubricating oil in system and top up
13 Any special reasons for the analysis sampling being if required out
of routine schedule
int
Unacceptable sampling
An unsatisfactory sample will be the result if oil is drawn from areas of
stagnation or where little flow is occurring. These places are:
− Sumps
− Auxiliary / smaller pipelines
− Purifier suction lines or discharge lines
− Drain plugs of filters, coolers etc.
for
Samples drawn from those points will not be representative for the bulk
of the oil in the active circulation.
1.2 − 6
Manual
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1.2.1.4. Condemning limits for main
on
lubricating oil
Condemning limits for main lubrication oil

While estimating the in−use lubricating oil condition the following
properties must be noted with reference to the corresponding limit
values. If the mesured values are exceeding the limits, notes will be
taken.
se
Compare the condition also with reference to guidance values for fresh
lubricating oil of the same brand and type which is currently used.
On basis of test results it can be determined whether lubricating oil is

suitable for further use.
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Condemning limits for used lubricating oil
Property Unit Limit Test method
Viscosity cSt at 40 °C max. 25% decrease ASTM D 445
max. 45% increase
a
Viscosity cSt at 100 °C max. 20% decrease ASTM D 445
max. 25% increase
Water vol−% max. 0.30 ASTM D 96 or
ern
ASTM D 1744
Base Number mg KOH/g min. 20 for HFO ASTM D 2896
operation
max. 50% depletion
for LFO operation
Insolubles w−% in n−Pentane max. 2.0 ASTM D 893b
Flash Point, PMCC °C min. 170 ASTM D 93
Flash Point, COC °C min. 190 ASTM D 92
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for
1.2 − 7
Manual
Wärtsilä 38
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1.2.1.5. Comments on lubricating oil
on
characteristics
1 Centrifuging of the system oil is required in order to separate water

and insolubles from the oil. Do not supply water during purifying. The
oil should be preheated till 80–90°C. Many oil manufacturers
recommend a separation temperature of 85–95°C for an effective
se
separation. Please check with the supplier of your lubricating oil for the
optimal temperature. Select the highest recommended temperature.
For efficient centrifuging, use not more than 20% of the rated flow
capacity of the separator. For optimum conditions, the centrifuge should
be capable of treating the entire oil quantity in circulation 4–5 times
every 24 hour at 20% of rated flow. The gravity disc should be selected
according to the oil density at separation temperature.
lu
Note! “Self–cleaning“ defective separators can, under certain
circumstances, quickly increase the water content of the oil.
2 Flash point
At 150 °C a serious risk of a crankcase explosion exists.
a
3 Water content
Lubricating oil with a high water content must be purified or discarded.
ern
4 Choose BN according to our recommendations.

A too low BN value increases the risk of corrosion and contamination
of the engine components.
5 Insolubles
The quantity of allowed insolubles depends on various factors, the oil
supplier’ s recommendations should be closely followed.
1.5% Insolubles in n–Pentane require actions, however, it can be said
that changes in the analyses usually give a better basis for estimation
than the absolute values.
int
Rapid and big changes of insolubles may indicate abnormal operation

of the engine or system.
6 Wear metal sudden increase is going to indicate an abnormal wear.
Immediate actions should be taken to find the cause. If necessary
contact the oil supplier and/or the engine manufacturer
for
1.2 − 8
Manual
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7 Measure and record the quantity which is added to compensate the
on
oil consumption. Wise attention to lubricating oil consumption may
give valuable information about the engine condition. A continuous
increase may indicate wear of piston rings, pistons and cylinder liners.
A sudden increase demands inspection of pistons, at least, if no reason
else is found.
8 Intervals between changes are influenced by system capacity (oil
volume), operating conditions, fuel oil quality, centrifuging efficiency and
total oil consumption. Efficient centrifuging in combination with large
systems (dry sump operation) generally allow longer intervals between
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changes.
9 Daily top up of the circulating tank/wet sump will extend the life
time of the lubricating oil.
1.2.1.6. Recommendations for refreshing

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

treatment. Dirt, metal particles, rags etc. may cause serious bearing
damages. After disconnecting pipes or components from the
a
system, cover openings with gaskets and/or tape them all. Avoid dirt
and water enter the lubricating oil during transport and storage.
1 Drain the oil system when the oil is hot. Be sure oil filters, coolers and
ern
external pipes have also been got empty. Use service air to empty coolers and
pipes.
2 Clean oil spaces including filters and camshaft compartment.
3 Check if filter elements from external system are clean and
undamaged.
4 Supply the required quantity of oil into the system.
5 The oil refreshment interval can efficiently be predicted by plotting
the analyses taken at regular intervals.
int
Copies of the lubrication oil analysis should be archived for at least

12,000 running hours of the engine.
for
1.2 − 9
Manual
Wärtsilä 38
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1.2.2. Internal lubricating oil system
on
Note! For proper acknoledgement of the specific lubricating oil system
please refer to the related diagram which is enclosed in section
3.1.1.
The lubricating oil system is build on the engine. The main oil supply
manifold is integrated in the engine block and takes care for the
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lubricating oil supply at the lower part of the engine. For the lubrication
of the upper part, the system is provided with external pipes.
During running−in the engine is protected against dirt by means of the
running−in filters.
Main lubricating oil system components built–on the engine are:
− Lubricating oil module with automatic backflush filter, lubricating
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oil cooler and thermostatic valves.
− Centrifugal filter.
− Dry sump.
− Engine driven main lubricating oil pump with combined pressure
control valve and safety valve.
− Pre−lubricating oil pump.
− Sampling valve.
a
− Crankcase air breather.
− Oil mist detector.
− Explosion valves.
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Note! For maintenance background information , safety aspects, tools,

see chapter 2.4
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for
1.2 − 10
Manual
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Lubricating oil is taken from an external sump via connection (203) and
on
is forced to the lubricate oil module. In the module the lubricating oil
is cooled to the correct temperature and filtered. For function description
of the oil module, see section 1.2.3.3. From the module the lubricating oil
is directed to the main oil supply manifold which is integrated in the
engine block.
the manifold supplies the oil to the lower part of the engine, See section
1.2.2.1. for detailed description of oil flow for:
− crankshaft main and axial bearings
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− connecting rods and pistons
− gear wheel of pump drives at the free end
− intermediate gearwheel for camshaft drive
− camshaft axial bearing
− actuator drive
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From manifold the flow is branched towards the upper part of the
engine for the lubricating oil supply to:
− turbocharger bearings
− camshaft bearings
− fuel pump drive
a
− valve drive
− cylinder heads with valve lifting gear
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See section 1.2.2.2. for detailed description.

After lubricating and cooling of the engine parts the oil is collected in
the dry sump and reaches an external wet sump through the connection
(202) .
Only components built−on the engine are described in this chapter,
external components are not dealt in this manual.
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for
1.2 − 11
Manual
Wärtsilä 38
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1.2.2.1. Oil flow lower part of the engine
on
Oil supply via running−in filter
The lube oil flowing from manifold to each main bearing, passes a
running−in filter (see fig. 1.2 − 1 ). They have to be used after a major
overhaul and removed after nearly 100 running hours.
To remove the running−in filter, turn it out of the supply line and
mount cover (25) with O−ring and retaining ring .
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If a filter get clogged within the first 100 running hours, the lube oil
supply will be guaranteed by a spring loaded by-pass valve in the filter.
a lu
25 20 6 20
ern
Fig. 1.2 − 1 Running−in filter main bearing
Note! It is recommended to install running−in filters after a major overhaul

and damages which can lead to the possibility of dirt in the internal
lubricating oil system. Remove them after nearly 100 running hours.
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for
1.2 − 12
Manual
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Oil flow main bearing
on
Lubricating oil in the manifold (20) flows via a horizontal and vertical
bore into groove (27) of the engine block, see fig. 1.2 − 2 . A portion of
the upper main bearing shell is provided with large size holes where the
oil flows towards the main bearing and the crankshaft.
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20
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27
28
a
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Fig. 1.2 − 2 Oil flow main bearing

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for
1.2 − 13
Manual
Wärtsilä 38
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Connecting rod oil flow
on
Via a "cross-over" channel (28) in the crankshaft (see fig.1.2 − 2 ) the
oil flows from the main bearing journal to the crankpin journal and big
end bearings.
Via large size holes in the lower big end bearing shell the oil flows into
a circumferential groove (29), see fig. 1.2 − 3 , which is situated in the
bearing cap and partly in the upper part of the connecting rod big end.
From that place the oil is provided up to the gudgeon pin bearing (30)
through an horizontal groove and a vertical hole in the connecting rod.
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lu 30
a
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29
int
Fig. 1.2 − 3 Oil flow connecting rod

for
1.2 − 14
Manual
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Piston oil flow
on
By means of holes in the middle of the gudgeon pin the oil enters a
distribution space (31) and leaves via holes at both outer ends. (See
fig.1.2 − 4 )
The oil is discharged into 4 vertical holes (32) in the piston skirt. At the end
of the vertical drillings the lubricating oil flow is restricted by orifices (34) in
order to control the oil quantity for piston crown cooling.
The oil spray from four horizontal holes (33) takes care of the
lubrication for the liner, the piston skirt and the piston rings. The excess
of lubricating oil on the liner is scraped off by the scraper ring and
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drained via a groove, below the scraper ring, through holes in piston
skirt down to the crank case.
After passing the restrictions (34) in top of the piston skirt the
lubricating oil enters the outer space (35) of the piston crown. The outer
space is separated from the center space by a rim in which there are two
rows of holes. Due to these holes the outer crown space is always partly
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filled with oil.
Due to the piston movement the lubricating oil is shaken resulting in
intensively cooling the piston crown. The displaced oil flows to the
center section (36) of the piston crown. A second shaker action takes
place for cooling the center of the crown.
From that place the oil runs down into the engine sump.
a
35
36
ern
34
33
32
31
int
for
Fig. 1.2 − 4 Oil flow piston
1.2 − 15
Manual
Wärtsilä 38
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Pump drive oil flow
on
Via an horizontal drilling (37) in the crankshaft, see fig. 1.2 − 5 , the oil
flows from the last main bearing journal to the driving gearwheel (38)
of the pump.
The gearwheel is provided with 4 radial holes (39) for the lubrication of
the gearwheel teeths. The outer end of the radial holes are provided with
calibrated holes for a proper oil spray.
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43
38
lu 41
37
42
a
40
ern
39
Fig. 1.2 − 5 Pump drive oil flow

int
Intermediate (PTO) shaft bearing oil flow

When the intermediate shaft is installed on the engine at the free end
for an additional power take off device, the lubricating oil flow for the
related bearings is taken via an horizontal drilling on the crankshaft
(37). One more horizontal drilling (40) in the intermediate shaft (41)
supplies the oil to the bearings through 4 radial holes (42). The assembly
for
described in the fig. 1.2 − 5 is also built with a filling plate instead of
the vibration damper (43) depending on the engine operation
frequencies.
1.2 − 16
Manual
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Intermediate gear wheel oil flow
on
Part of the lubricating oil flow is branched at (40) for the lubrication of
the intermediate gearwheels (41), see fig. 1.2 − 6 .
Both gearwheels are provided with 4 radial holes for the lubrication of
the gearwheel teeths. The outer end of the radial holes are provided with
calibrated holes for a proper oil spary.
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a lu
41
ern
40
int
Fig. 1.2 − 6 Oil flow gear drive

for
1.2 − 17
Manual
Wärtsilä 38
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Axial camshaft bearing and actuator drive oil flow
on
A part of the lubricating oil flow which is branched at (40), see fig.
1.2 − 6 , enters at (45), see fig. 1.2 − 7 , for the lubrication of the
camshaft zero bearing (42), the axial bearing rings (43), the actuator
drive (44) and is finally drained via (46) down to the engine sump.
42
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43
44
a lu
45
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46
Fig. 1.2 − 7 Axial camshaft bearing oil flow

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for
1.2 − 18
Manual
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1.2.2.2. Upper part of the engine oil flow
on
Engine upper part oil flow via running−in filter
The lube oil, which is flowing from manifold (20) (see fig. 1.2 − 8 ), is
supplied to an aluminium manifold (22) through a running−in filter
(14) for lubrication of the upper part of the engine.
The running−in filter must be removed after the first 100 running
hours or after every major overhaul of the engine.
If the filter is going to get clogged within the first 100 running hours,
the lube oil supply will be guaranteed by a spring loaded by-pass valve
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in the filter.
After the running−in filter removal, replaced it with the proper oil
supply pipe sealed with O−rings.
a lu 22
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int
20 14
Fig. 1.2 − 8 Running−in filter

for
1.2 − 19
Manual
Wärtsilä 38
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Drive HP fuel pump/valves/camshaft oil flow
on
From the aluminium manifold the lubricating oil is branched at (47)
(see fig. 1.2 − 9 ) for the lubrication of the camshaft bearing (48), the HP
fuel pump tappet (49) and push rod (50) of the fuel pump drive.
The lubricating oil in manifold (22) is also branched at (51) for
lubrication of the the valve drive tappets (52). A pipe connection at (53)
provides the cylinder head components with oil. (See fig. 1.2 − 9 ).
50 52 53 51 47
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47
49
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48
lu 48
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Fig. 1.2 − 9 Oil flow for drive HP fuel pump/valves and camshaft
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for
1.2 − 20
Manual
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Cylinder head (with valve lifting gear) oil flow
on
The lubricating oil while leaving the engine block at (53) (See
fig1.2 − 9 ), enters the cylinder head at (54) (See fig. 1.2 − 10 ). The
lubricated components are the rocker arms and shaft (55), the pivots for
push rod (56), the bridge pieces (57), the valve rotators (58), the valves
and related guides (59).
54 55 57 58 59
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56
a
ern
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Fig. 1.2 − 10 Oil flow cylinder head

for
1.2 − 21
Manual
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1.2.3. Components of internal system
on
1.2.3.1. Lubricating oil pump unit
The lubricating oil pump unit seen from engine side is shown in fig.
1.2 − 11 .
The lubricating oil pump (1) is driven through gearwheel (60). To avoid
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reversed flow during engine prelubricating by a stand by pump or by a
pre−lubrication pump via connection (62), a non return valve (10) is
mounted.
The combined pressure control and safety valve (16/15) with overflow
connection (63) are built-on the junction box (61), for description and
maintenance see section 1.2.3.1.1.
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a
64
1
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10 16/15
62
int
60
61
65
63
for
Fig. 1.2 − 11 Lubricating oil pump unit
1.2 − 22
Manual
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Removing pump unit from engine
on
1 Remove the pipe sections which are connected to the lubricating oil
pump unit.
2 By means of a crane and a sling, the lubricating oil pump unit can
be supported.
3 Remove all bolts (64) and (65), see fig. 1.2 − 11 .
4 Take the lubricating oil pump unit from the engine by a crane and
a sling.
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Dismantling pump
5 Remove the junction box (61) including the built-on pressure
control unit (16/15) and the overflow connection (63), see fig. 1.2 − 11 .
6 Remove the non return valve (10).
7 Remove the gear wheel (60) by removing the bolts (66) and the
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gland (67) by knocking on the gear wheel shaft hub 68).
8 Remove the pump drive−end cover (69) and both shafts (68) (70)
out from the pump housing (71), see fig. 1.2 − 12 .
9 Remove the pump front cover (72).
a
75
60
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67
66
72
76
int
68 69 73 70 71 74
Fig. 1.2 − 12 Gearwheel pump

for
1.2 − 23
Manual
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Pump inspection and assembling
on
1 Clean all the components.
2 Check the bearings and the shafts for wear and other possible
damages.
3 Inspect the housing and the cover faces for scoring and damages.
4 If necessary replace the bearings accordingly the planned
maintenance.
5 Replace the O-rings (73) (74).
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6 Install both shafts in the pump housing and mount both covers.
A wrong assembling of the pump driving cover is avoided by dowels (75).
7 First place the gear wheel (60) over pump shaft (68) and then the
clamping rings (76), the inner ring first; finally place the gland (67)
accordingly to fig. 1.2 − 12 .
Note!
lu
Mind the correct position of the clamping rings.
8 Fit the bolts (66) and tighten them evenly in steps of 10 Nm. For
final torque, see chapter 2.4.
9 Check if the shafts are free turning.
a
Mounting the pump unit on engine
1 Install the non return valve (10), mind the flow direction, renew all
ern
the O-rings, between the lubricating oil pump (1) and the junction box
(61), see fig. 1.2 − 11 .
2 Clean the flange connections of the pump (1), the overflow
connection (63) and the engine connections.
3 Renew the O-ring in the overflow connection (63) to the engine sump.
4 Lift the lubricating oil pump unit by the crane and the sling.
5 Place the pump unit close in touch to the engine.
int
6 Fasten the flange bolts (64) evenly in steps till the final torque
mentioned in chapter 2.4.
7 Fasten the flange bolts (65) of the overflow connection (63).
8 After the pump unit mounting onto the engine, check the backlash
of the pump drive.
9 Fit all the pipe connections to the lubricating oil pump unit.
10 Prelubricate and check the pump components for leaks.
for
11 Run the engine on nominal rpm without load and check the
lubricating oil pressure.
1.2 − 24
Manual
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1.2.3.1.1. Pressure control unit
on
The pressure control unit, see fig.1.2 − 11 and fig. 1.2 − 13 , avoids oil
pressure pulses due to variations of the pump screw revolution speed
and/or the lubricating oil viscosity. The unit consists of a housing, a
pressure control valve (16) and a spring (77) which is factory adjusted
by bolt (78). The reference pressure (79) for the control valve is the
pressure at the end of the engine lubricating oil manifold. A safety valve
(14) is integrated and factory adjusted.
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16 release to engine sump
15
77 x
79
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oil pressure from pump 80 78
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Fig. 1.2 − 13 Pressure control and safety valve unit
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Maintenance
1 Measure and note the ’X’ value, see fig. 1.2 − 13 .
Warning! Take good care for the strong spring tension of spring (77) when
removing cover (80).
int
2 Remove the pressure control valve (16) and the safety valve (15).
3 Clean all the parts and check for wear. Replace the worn or damaged
parts.
4 Check if the pressure control valve moves freely in the unit.
5 Renew the O−ring and the sealing rings. Fit all the parts back in
the unit.
6 Make sure the ’X’ value is the same as that measured before
for
maintenance actions, see fig. 1.2 − 13 .
1.2 − 25
Manual
Wärtsilä 38
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1.2.3.2. Pre−lubricating oil pump
on
The pre−lubricating oil pump (09), (see fig. 1.2 − 14 ) is an electric
motor driven gearwheel pump, it’s equipped with a safety overflow
valve. Lubricating oil is taken from an external sump via the connection
(207) and is forced to the lubricate oil module.
The pump and the electric motor (81) are both mounted on the pump
drive house (82) and connected to each other by a flexible coupling.
Check, through the inspection slot in the pump drive house, if the
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clearance on both sides of the coupling is 3 mm.
Between the discharge of the pre−lubricating oil pump and the junction
box (61) (see fig. 1.2 − 11 ) a non return valve (05.1) is mounted in order
to avoid a reversed flow.
The pre−lubricating oil pump runs if the engine is in the start mode
with the stand−by function switched on, furthermore, before and
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during the engine starting procedure or when the engine has been out
of operation for a long time. The suction height of the built−on
pre−lubricating pump (including pressure losses in the pipes) should
not exceed 3.5 m.
a
ern
05.1 81
int
82
09
for
Fig. 1.2 − 14 Pre−lubricating oil pump
1.2 − 26
Manual
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1.2.3.3. Lubricating oil module
on
The lubricating oil module is mounted on the rear of the engine and
comprises a lubricating oil cooler (04), the thermostatic valves (02) and
an automatic back−flushing filter (03). See fig. 1.2 − 15 .
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87 88
lu 93
91
96
a
03
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94
int
92
95
90
02
04 83
for
Fig. 1.2 − 15 Lubricating oil module
1.2 − 27
Manual
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1.2.3.3.1. Flows through the lubricating oil module
on
Lubricating oil flow through the cooler
The lubricating oil enters the module at (83) and is directed into the
by−pass branch (84) where it is split into two flows, the former which
is remaining in the by−pass branch and the latter which is directed over
the outside of the cooler tubes (85) to branch (86). See fig. 1.2 − 16 and
fig. 1.2 − 15 .
The lubricating oil from branch (84) and the cooled lubricating oil from
branch (86) are mixed by the thermostats (02) and, at the required
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temperature, discharged at (87).
From the outlet (87) the oil is directed to the build on automatic
back−flushing filter (03).See fig. 1.2 − 15 .
After passing the filter, the clean lubricating oil returns at (88), flows
through a passage behind the thermostatic unit (89) and leaves the
module at (90) towards the engine.
88
a
87 86
lu 86
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89 90 02 84 85 83 84 85
Fig. 1.2 − 16 Lubricating oil flow through the cooler

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for
1.2 − 28
Manual
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LT cooling water flow through the cooler
on
The LT cooling water, returning from the charge air cooler, enters the
module at (91), flows through a passage behind the thermostatic unit
(89) to the cooler (04) where it is forced through the cooling water tubes
and leaves the module at (92). See fig.1.2 − 15 and fig. 1.2 − 17 .
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91 92
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04
89
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Fig. 1.2 − 17 LT cooling water flow through the cooler

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for
1.2 − 29
Manual
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The module used as connection piece for cooling water flows
on
The HT cooling water, on its way from the charge air cooler to the
external cooling water cooler, flows through a passage incorporated in
the module. It enters the module behind the thermostatic unit (89) at
(93) and leaves the module at (94). See fig. 1.2 − 18 and fig. 1.2 − 15 .
The LT cooling water, on its way from the LT cooling water pump to the
charge air cooler, flows through a passage incorporated in the module.
It enters the module at (95) and leaves the module behind the
thermostatic unit at (96). See fig. 1.2 − 18 and fig. 1.2 − 15 .
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94
lu 93
95
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96
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94
int
95
for
Fig. 1.2 − 18 Cooling water flows not through the cooler
1.2 − 30
Manual
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1.2.3.3.2. Lubricating oil cooler
on
Removing the cooler stack
1 Drain the LT cooling water system at (97) and the HT cooling water
system at (98) and collect the water. See fig. 1.2 − 19 . Drain also the
piping from and to the lubricating oil unit.
2 Drain the lubricating oil by removing the drain plug (99) and by
opening the sampling valve (17), drain also the manifold (20) (See fig.
1.2 − 19 ) by removing the plug at the end of the manifold at driving
end.
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3 Remove the HT and LT cooling water pipes and the lubricating oil
pipes from the cooler.
103 102 102

lu 103
102
101 03 98
a
97 99
100
103
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105 104
17
110 111
int
110
106
112
107 108 107

for
108 107 109
Fig. 1.2 − 19 Lubricating oil cooler
1.2 − 31
Manual
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4 Remove the lubricating oil pipe (100) from the automatic
on
back−flush filter (03) and disconnect the electric wiring from the
pressure difference indicator (101). See fig. 1.2 − 19 .
5 Fit two eye bolts (M30) on the top side of the cooler housing and
support the module by using a crane and a sling before the removal of
the entire lubrication oil module from the engine block.
6 The module is mounted on the engine block with eight M16 bolts.
First remove the six bolts (102) at the side of the engine block before
removing the two bolts (103) at the top of the engine block.
7 Take good care the weight of the module is taken by the crane and
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afterwards remove the two bolts (103).
8 Lift the module from the engine block.
9 First remove the two bolts (104) at the bottom side of the cooler
before placing the module with the cooler section onto two wooden
beams.
10 Remove the thermostat cover" (105) with built on automatic
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back−flush filter (03) and remove cover (106).
11 Remove the filling plates − gaskets (107) at both sides.
12 Remove the visible O−rings (108) on both sides of the cooler stack
housing .
13 To allow the removal of the remaining O−rings (109) from the
a
cooler stack, the cooler must be partly pushed out of the cooler housing
side by side in both directions.
14 To prevent damages, support the cooler stack end plate (110) while
pushing the cooler stack out of the cooler housing.
ern
15 For cleaning of the water side, the charge air cooler cleaning
instructions can be used, see section 1.5.
For repair instructions, see chapter 1.5.
Note! Cooler stack tubes can not be exchanged
Mounting the lubricating oil cooler stack

1 Clean the cooler housing carefully and check if the locations of the
int
O−rings are clean and without damages, see fig. 1.2 − 19 .

2 Support both cooler stack end plates with a crane and a sling while
lifting the cooler stack carefully into the cooler housing.
Mind the position of the locating pin (111) counter hole in the cooler
stack end plate corresponds with the position of cover side (106) ,see fig.
1.2 − 19 .
3 Fit one O−ring (109), see fig. 1.2 − 19 with silicon grease on the
end plate of the cooler stack. Check if the O−ring is without damages.
for
4 Push the cooler stack with the O−ring side into the cooler housing
till both O−ring grooves at the other side are visible.
1.2 − 32
Manual
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5 Fit the other O−ring (108) at this side and use silicon grease. Check
on
if the O−ring is without damages.
6 Pull the cooler stack into position and check the pin counter hole
(111) is matching on cover (27).
7 Fit at both sides O−rings (108) with silicon grease. Check if the
O−rings are without damages.
8 Place the three gasket−locating plates (107) at non−thermostat"
side.
The gasket−locating plates (107) at non−thermostat" side should fit
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into a groove between the two O−rings (108) and (109) to locate the
position of the cooler stack in the cooler housing.
Note! The free spaces between the gasket−locating plates form telltale
channels for leaking fluid in case one of the O−rings is leaking.
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9 Place the O−ring (112) in the "non−thermostat cover". Check if
the O−ring is without damages.
10 Place and tighten the "non−thermostat cover" (106).
11 Place the O−ring in the "thermostat cover". Check if the O−ring
is without damages.
a
12 Place the three gasket−filling plates (107) at thermostat" side.
13 Place and tighten the "thermostat cover" with built on automatic
back−flush filter(4).
ern
14 Lift the entire lubrication oil module by using a crane and a hoisting
sling and mount the two bolts (104) at the bottom side of the cooler
before placing the module onto the engine block.
15 First tighten the two bolts (103) at the top of the engine block by
hand.
16 Tighten the 6 bolts (102) at the module side.
17 Tighten the two bolts (103) at the top of the engine block.
int
18 Connect the HT and LT cooling water pipes and the lubricating oil
pipes to the cooler.
Connect the lubricating oil pipe (100) to the automatic back−flush filter
(03) and connect the electric wiring.
19 Replace the water and oil drain plugs and close the sampling valve
(17).
20 Start the pre−lubrication oil pump and check for leaks and verify
the oil level.
for
21 Fill the cooling water system and check for leaks and verify the
water level.
1.2 − 33
Manual
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1.2.3.3.3. Thermostatic valve
on
The lubricating oil temperature is controlled by thermostatic valves (7)
to keep it at the proper value at engine inlet, See fig. 1.2 − 20 .
Thermostatic valves in closed position:

The top side figure at the left side shows the thermostatic valve position
with cold lubricating oil. The thermostatic valves are closed for oil from
the cooler at (86). Oil from the cooler by-pass (84) flows via the
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thermostatic valves (7) and the channel (87) to the automatic
back−flush filter.
Thermostatic valves in open position:

The top side figure at the right side shows the thermostatic valves
position with hot lubricating oil. The thermostatic valves are open for
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oil from the cooler at (86). Oil from the cooler enters at (86) and flows
via the thermostatic valves (7) and the channel (87) to the automatic
back−flush filter.
Operation
The cooling systems will usually operate in a small range around
nominal temperature.
a
Any system, which is operating at temperatures with a deviation of 6°C
or more from the nominal one, is probably malfunctioning. The cause
should be identified and fixed immediately.
ern
Maintenance
It is advised to check periodically the correct working range of the
elements. That can be done by slowly heating the elements in a bucket
with water while measuring the water temperature. Replace elements
out of range. The nominal temperature range is mentioned on the
elements themselves.
int
Warning! The elements exposed to temperatures 10°C above the maximum

working range, which are harmful for the wax elements, should be
renewed.
Trouble shooting
for
If the cooling system does not operate near to the operating temperature
see section 2.3.3.7. Operating troubles.
1.2 − 34
Manual
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on
115
116
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87
88 87
lu 86 88 86
114
a
ern
02 84 90 02 84
113 90
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Fig. 1.2 − 20 Thermostatic valve
1.2.3.3.4. The thermostatic valves removal / mounting
1 Drain the lubricating oil by removing the plug (113) and remove the
cover (114). See fig. 1.2 − 20 .
2 Remove the two bolts M6 of the sleeve (115) and place two M8 bolts
instead to loosen the sleeve. Remove the thermostatic valve(s)
for
3 Check the valve and the sleeve. Renew the O−ring (116) and fit
valve, sleeve, cover and plug. Run the prelubricating oil pump and check
for leaks .
1.2 − 35
Manual
Wärtsilä 38
ly
1.2.3.3.5. Automatic back−flushing filter
on
General
The automatic back−flushing filter (3), see fig. 1.2 − 21 is mounted on
the "thermostat cover"(105) of the lubrication oil cooler.
The filter works with permanent back−flushing using its own process
fluid. No external power is required to operate the automatic filter.
The solids caught during continuous back−flushing are filtered out by
the centrifugal filter (6).
The filtered back−flushed oil is fed back via the centrifugal filter (34)
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into the engine sump.
03 105
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int
06
Fig. 1.2 − 21 Automatic back−flushing filter

for
1.2 − 36
Manual
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on
120 118
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88 119 117 87
Fig. 1.2 − 22 Automatic back−flushing filter (Filtration phase)

a
Filtration phase
The oil to be filtered enters through inlet (87) and passes the turbine
ern
(117). After the turbine the oil enters the filter candles (118) at both
ends. Direct at the right side and via the central connection tube (119)
at the left side. The oil flows from the inside to the outside while leaving
most of the dirt particles at the inside of the filter candles (118).
The fluid filtered in this way now passes through the protective filter
(120) to the filter outlet (88).
int
for
1.2 − 37
Manual
Wärtsilä 38
ly
on
132 126 118 132 124 132 122 125
131
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129 130 117 87
Fig. 1.2 − 23 Automatic back−flushing filter (Back flushing phase)

a
Back flushing phase
The oil flow energy drives the turbine (117) installed in the inlet flange
ern
(87). The high speed of the turbine (117) is reduced by the worm gear
unit (122) and the gear (123) to the lower speed required for turning the
flushing arm (124).
The individual filter candles (118) are now connected successively via
the continuously rotating flushing arm (124), the flushing bush (125)
and the centrifugal filter (5), see fig. 1.2 − 21 to the engine sump.
The lower pressure in the interior of the filter candles (118) during the
back−flushing operation and the higher pressure outside the filter
candles (118) produce a counter−flow through the mesh from the clean
int
filter side via the dirty filter side to the centrifugal filter (5), see fig.
1.2 − 21 .
The counter−flow together with the cross−flow (unfiltered oil entering
the top side of the filter candles (118)) result in an efficient cleaning
action.
The rotary motion of the flushing facility can be seen at the visible shaft
end (132) in the left filter cover (126).
for
1.2 − 38
Manual
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on
121 120 118
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Fig. 1.2 − 24 Automatic back−flushing filter (Overflow valves)
a
Functioning of the overflow valves
If the filter candles (118) (first filter stage) shouldn’t be adequately
cleaned any longer for whatever reason, the overflow valves (121) are
ern
opened at a differential pressure of 2 bar upwards and all the fluid is

filtered through the protective filter (120) (second filter stage).
However, before this situation arises, the installed differential pressure
indicator (101), see fig. 1.2 − 19 emits a differential pressure warning.
The cause must now be identified and fixed.
Note! The filter may only be operated in this emergency condition for a
short time (opened overflow valves and differential pressure
int
warning). Prolonged operation in this mode can result in damages

to engine components.
The overflow valves are closed under normal operating conditions, even
during start−up at lower fluid temperatures.
for
1.2 − 39
Manual
Wärtsilä 38
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on
120 123 122
A
127
127
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118 124 A 117
Fig. 1.2 − 25 Automatic back−flushing filter (Maintenance)

a
Maintenance
Even with automatic filters, inspections and maintenances must be
ern
performed at regular intervals.

It is important to remember that, in spite of constant back−flushing,
the mesh may become clogged depending on the quality of the fluid.
In order to maintain a trouble−free operation, the following aspects
must be observed during maintenance:
1 The filter must be switched off for all maintenance works.
2 Check the filter and connections for leaks.
3 Have a visual inspection of all the filter candles (118) once a year.
int
Note! If a higher differential pressure occurs beforehand, all the filter

candles (118) and the protective filter (120) must be checked and, if
necessary, cleaned.
See also the section: ”filter candle inspection and cleaning”.
for
1.2 − 40
Manual
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on
Warning! A highly contaminated protective filter (120) is a sign of prolonged
operation with defective or clogged filter candles (118) and thus
opened overflow valves (121), see fig.1.2 − 24 .
It is necessary to check these components.
4 Check the turbine (117) for a free movement as well as the worm
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gear unit (122) and the included gear (123) with flushing arm (124).
Note! To have that check the cover (127) must be removed. Now check the
free movement with a suitable spanner on the hexagon of the worm
gear unit (128), see fig. 1.2 − 25 .
If the movement is sluggish, refer to section: ”Sources of faults and
their remedy”.
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5 It is recommended to replace the filter candles (118) after 2 years.
Note! A longer use is also possible if the filter candles (118) are checked
carefully.
a
6 Replace the dynamic loaded seals (129), see fig.1.2 − 23 when
required.
It is advisable to replace all static seals during an overhaul.
ern
int
for
1.2 − 41
Manual
Wärtsilä 38
ly
Filter candle inspection and cleaning
on
1 Drain the filter by means of the drain screw.
2 Remove the left cover (126). see fig.1.2 − 23 .
3 Pull the entire filter element including the flushing arm (124) and
the gear (123) out of the housing.
Note! Make sure that the exposed gear (123) is not damaged.
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4 Remove the upper cover plate (130).
5 The filter candles (118) can now be pushed out from below or pulled
out from above.
6 Place the filter candles (118) in a cold solvent−free cleaner, max.
soaking time 24 hours.
7 After immersing the filter candles (118), clean them from the
Note!
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outside inwards using high pressure.
the filter candles must be ensured to be cleaned at a pressure of
max. 60 bar and at a minimum distance of 20 cm from the cleaning
nozzle. Otherwise, damages could occur to the mesh.
a
8 Before the filter candles (118) are installed, they must be visually
inspected and the damaged candles replaced by new ones.
Note! Defective filter candles (118) must not be used anylonger.

ern
Warning! During maintenance take good care that the outside of the
protective filter (120) is the clean side, see fig.1.2 − 24 .
Note! Before the installation of the entire filter element, the free motion of
the flushing facility must be checked. The flushing arm (124) must
int
not grind against the bottom filter plate (131)
9 Now push the entire filter element into the housing.

The gear (123) is forced into the drive pinion of the gear unit (122) by
slightly turning the flushing shaft (132).
10 The filter re−assembling must be performed following a reverse
actions sequence.
for
1.2 − 42
Manual
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1.2.3.3.6. Trouble shooting automatic back−flushing
on
filter
Sources of faults and their remedy
Fault Cause Reasons and remedy
− Viscosity too high − Wait for normal operating

conditions
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− High volume of dirt − Check by−pass treatment unit (cen-
trifugal filter)
− Filter candles clogged − Clean candles
− Flushing volume too low − Check flow control device in outlet
and sludge discharge line for clog-
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− Shaft end does not turn
ging
− Turbine jammed
− Remove parts jammed between
turbine and wall
∆p rises − Gear unit defective
a
− Check for free movement
(see section ”Maintenance”)
ern
Replace gear unit if necessary

− Flushing arm (41) jammed, Re-
move any foreign matter
− Operating pressure < 2 bar
− Run for prolonged period at higher
pressure 5−6 bar and thus elimin-
ate the blockage
int
− Oil quantity too low / Increase oil

quantity
for
1.2 − 43
Manual
Wärtsilä 38
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1.2.3.4. Centrifugal filter
on
The centrifugal filter is mounted on the engine as a part of the engine
filter system.
The centrifugal filter starts working when the engine runs and
lubricating oil feed valve (12) is open for supply from the back flush filter
at (134) and for supply to the centrifugal drive at (135), see fig. 1.2 − 26 .
The valve is open with the lever in the horizontal position ("ON").
For maintenance of the filter, switch over valve (12) to the vertical
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position ("SERVICE") to close the oil supply to the filter and to open the
drain hole (146) see fig. 1.2 − 27 , to the engine sump.
134
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12
int
135
Fig. 1.2 − 26 Centrifugal filter on engine

for
1.2 − 44
Manual
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Operation
on
The filter comprises a housing (136) in which a dynamically balanced
rotor unit (137), with a hardened steel spindle, (138) rotates. The rotor
comprises a cleaning chamber(139) and an outlet chamber (140). The
oil flow at connection (141)) from the back flush filter enters at the inner
side of the spindle (138) and flows to the cleaning chamber (139). Then
the oil passes from the cleaning chamber to the outlet chamber (140),
with outlet holes (142), at the lower part of the rotor.
The oil flow, directed at connection (143) from the lubricating oil pump,
drives a pelton turbine wheel (144) which is connected to the spindle.
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Due to the high speed of the rotor, the oil is subjected to a high
centrifugal force inside the cleaning chamber (139). The dirt particles
will form a deposit of heavy sludge on the wall (137) of the rotor.
The clean oil, from the outlet holes (145) and the oil from the turbine
wheel drive, returns to the engine oil sump via drain hole (146) of the
filter housing back.
a lu
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int
for
1.2 − 45
Manual
Wärtsilä 38
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on
149
150
148
137
139
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140
142
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144
147
a
136 143
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int
146
141
Fig. 1.2 − 27 Centrifugal filter

for
1.2 − 46
Manual
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Filter cleaning
on
Note! Clean more frequently if the filter has collected the maximum
quantity of dirt (the dirt deposit layer is 25mm thick) within the
recommended cleaning interval (weekly).
1 Close the oil supply to the filter by means of valve (133), see fig.
1.2 − 26 .
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2 Open and slacken the cover clamp (147). Remove the cover (148),
see fig. 1.2 − 27
3 Lift off the rotor unit (137) together with the spindle (138). Hold the
rotor body and remove the rotor cover nut (149). Remove the rotor cover
(150) and the rotor wall (137) from the rotor bottom.
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4 Remove sludge from the rotor cover and the inside of the rotor body
by means of a wooden spatula or suitably shaped piece of wood and wipe
clean. Ensure all rotor components are thoroughly cleaned and free
from dirt deposits.
Note! Use a paper insert for easy dirt removal on the rotor unit.
See the parts catalogue for the part number of the insert.
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5 Clean out the oil pipes of the rotor drive connection (143) with
compressed air.
6 Examine the top and bottom bearings to ensure they are free from
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damage or excessive wear. Examine the all the O-ring for damage.
Renew the O−rings and the paper insert if necessary.
7 Reassemble the rotor in opposite order. Use silicone grease for the
O−rings.
8 Examine the spindle journals to ensure they are free from damage
or excessive wear.
9 Replace the rotor unit (137) together with the spindle (138). Refit
the filter cover (148). Tighten the cover with the filter cover clamp (147).
int
10 Open the oil supply to the filter by means of valve (133), see fig.
1.2 − 26 .
for
1.2 − 47
Manual
Wärtsilä 38
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1.2.3.5. Lubricating oil sampling valve
on
Take the lubricating oil samples according the instructions in section
1.2.1.3.
Fig. 1.2 − 28 shows the position of the lubricating oil sampling valve
(17) on the engine.
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17
Fig. 1.2 − 28 The Location of the lubricating oil sampling valve

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for
1.2 − 48
Manual
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1.2.3.6. Crankcase breathing system
on
The crankcase breather avoids any overpressure in the crankcase due
to blow–by gasses from piston rings and turbocharger.
The crankcase breather consists of a pipe (153), which connects the
space inside the cranck case to the discharge line (see fig. 1.2 − 29 ).
Inspect periodically proper functioning of the system during engine
operation. The free end of the vent pipe should be covered by an anti
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flame gauze. Clean this gauze periodically to avoid crankcase over
pressure.
At the bottom, the vent device is provided with perfored metal sheets
(154) in order to have a filter element which prevents any inclusion of
dangerous dirt for the safe life of the engine.
A part of the crankcase gasses consist of oil particles and water vapour.
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Note! Excessive smoke from crankcase breather might indicate that a hot
spot is vaporizing lubricating oil and may lead to a crankcase
explosion.
a
ern
int
for
1.2 − 49
Manual
Wärtsilä 38
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on
153
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154
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Fig. 1.2 − 29 Crankcase breather and vent pipe
for
1.2 − 50
Manual
Starting Air System Wärtsilä 38
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1.3. Starting Air System
on
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for
1.3 − 1
Manual
Wärtsilä 38
Starting Air System
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1.3.1. General
on
The engine is started by means of compressed air with a maximum
pressure of 30 bar. and a minimum pressure of 12 bar. The required
temperature of the engine room at minimum pressure is 20°C or higher.
The starting air should be clean and free from water and oil to make a
normal start possible.
The start is performed by direct injection of air into the cylinders
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through the starting air valves on the cylinder heads.
A non−return valve, a safety valve and a flame arrester are mounted in
the main supply air pipe. As a precaution the engine can not be started
when the turning gear is engaged.
1.3.1.1.
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Starting air quality
Starting air supplied to the engine should be cleaned by means of an oil

and water separator. For safety reasons the control air supply pipe to the
air container is provided with an oil mist detector and a pressure control
a
valve (see relevant system diagram in section 3.1.1).
Requirements
ern
Maximum size of particles 40 micron

Maximum oil contents 5 mg/m3n
( Reference: Pneurop− recommendations 6611 )
1.3.1.2. Starting air quantity
The starting air consumption is about 1.8 Nm3 (at 20°C) per start.
int
Note! At remote and automatic starting, the consumption is 2 ... 3 times

higher.
for
1.3 − 2
Manual
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1.3.2. Internal starting air system
on
Engine start process
The main starting is operated pneumatically via the starting valve.
Before activating the starting valve, the pilot air has to pass through the
blocking valve in order to avoid an accidental engine start with the
engaged turning gear.
After the engine is ready for start which means:
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Lubricating oil pressure is minimal 0.8 bar.
Control air pressure is minimal 10 bar.
Cooling temperature is minimal 60° C.
Low lubricating oil level switch of the turbocharger is released.
Stop lever is in operation position
Turning gear is not engaged
External start blockings are released
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The engine is normally started from the control room.
In case of an emergency the engine can be started by pushing the
emergency start button (2). See section 2.3.2. fig. 2.3 − 2 and section
1.6.8.5.
When the starting valve (20) is operated electrically (remote control) or
a
manually (on the engine) pilot air to activate the main starting valve
(01) has to pass the blocking valve (19).
With the turning gear engaged main starting valve (01) will not be
ern
activated to avoid an engine start.

When the turning gear is dis−engaged the main starting valve (01) can
be activated. Starting air goes to the starting air distributor (04) and
through the flame arrester (02) to the starting air valves (03) in the
cylinder heads.
The starting air distributor controls opening and closing of the starting
air valves in the cylinder heads according to the firing order.
The engine starts.

int
Note! For proper acknoledgement of the specific starting air system and
main components please refer to the related diagram which is
enclosed in section 3.1.1.
for
1.3 − 3
Manual
Wärtsilä 38
Starting Air System
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Engine stop process
on
Normally the engine is stopped remotely from the control room or
locally by means of the stop button on the WECS cabinet. See section
2.3.4.
In case of a failure of the normal stop functions the engine can be
stopped manually by pushing the emergency stop button (3) on the local
start / stop unit, see fig. 2.3 − 7 .
When the control valve is activated a pilot air signal is directed to the
stopping valve for the HP fuel pumps, thus it lets the control air (30 bar)
flow to the pneumatic stop cylinders on the fuel pumps which will push
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the fuel pump rack to zero" load position.
The stop system is provided with an air container with a sufficient
capacity for, at least, one emergency stop in case of an air supply lack via
the connection (302).
In case of a failure of the normal and emergency stop functions, the
engine can be locally stopped by pulling the lever (1) on the common fuel
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control shaft, see also section 2.3.4. fig. and fig. 2.3 − 7 .
Note! Leave the main ball valve (15) and the air supply to (302) always
open during engine operation.
see chapter 2.4.
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int
for
1.3 − 4
Manual
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1.3.3. Components of starting air system
on
1.3.3.1. Main starting valve
The main start valve is controlled by the WECS system and is
pneumatically operated. The start sequence is described as follows.
Start sequence (fig. 1.3 − 1 ).
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pilot air enters at port (26) and operates valve (27).
starting air flows via non return valve (13) to port (28).
air passes valve (29) and flows direct to the engine at (25) and the
engine starts to rotate.
pilot air to port (26) stops when the engine starts.
26 27 25
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29
28
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13
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Fig. 1.3 − 1 Starting and slow turn sequence

for
1.3 − 5
Manual
Wärtsilä 38
Starting Air System
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1.3.3.2. Starting air distributor
on
General
The free end of the camshaft is provided with an extension shaft (30)
to drive the starting air distributor (2), see fig. 1.3 − 2 .
The air distributor makes the starting valves on the cylinder heads
operate according to the firing order.
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2 30
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Fig. 1.3 − 2 Starting air distributor with drive

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for
1.3 − 6
Manual
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Working principle of starting air distributor
on
When the main starting valve is activated the compressed air enters at
(31) and flows to the starting air valve in the cylinder head accordingly
to the position of the slot (32) in disc (33) via the channel (34).
Fig. 1.3 − 3 , and fig. 1.3 − 4 . show an example of cylinder number 1.
When the air enters at (31) the disc (33) is pushed against the housing
(35) and only admits air to the cylinder which is in starting position. Via
the slot (32) the air passes through the drilling in the housing and goes
via (34) and a pilot air line, see fig. 1.3 − 5 , to the piston of the air
starting valve in the cylinder head, see fig. 1.3 − 6 . The starting valve
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opens and allows the starting air enter the engine cylinder. The engine
starts to rotate and the air distributor disc as well. The starting valve
in the cylinder head is opened untill the slot (32) closes the air supply.
The pressure of the starting air valve on the cylinder head is released
via the groove (36) in the back side of disc (33). The right side of fig.
1.3 − 3 . shows the pressure is released via the opening (37). That
procedure takes place as long as the main starting valve is open.
lu 34 30 36
31
37
a
x
32 40
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y 39
33
41
z
35 38
32
33
int
cylinder 1 CW turning engine

36
CCW turning engine

for
Fig. 1.3 − 3 Starting air distributor
1.3 − 7
Manual
Wärtsilä 38
Starting Air System
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Checking the timing
on
1 Disconnect the air supply line to (31) at the cover of the starting air
distributor. See fig. 1.3 − 3 and fig. 1.3 − 5 .
2 Remove cover (38) and the gasket, see fig. 1.3 − 3 .
3 Turn the flywheel to 5° after TDC of cylinder 1. The beginning of
the slot opening (32) in the distributor disc should just open the air duct
to cylinder 1 in the distributor housing, see fig. 1.3 − 4 . Mind the
direction of rotation! The direction of rotation, seen towards
the distribution disc, is indicated with an arrow on the
distributor housing, it is counter clockwise for a clockwise
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turning engine and it is counter clockwise for a clockwise
turning engine.
4 Check if timing is correct. If not continue with setting the timing.
If the timing is correct continue with the next point.
5 Fit the cover, using a new gasket
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6 Connect the air supply line to the cover of the starting air
distributor.
32 36
2 Cyl. 1
a
1 4
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3 6
CCW turning engine CW turning engine

int
Fig. 1.3 − 4 Setting of air distributor disc

Note! In the fig. 1.3 − 4 there is a complete overview of the distributor
discs for 6L engines, the working principles description and the
maintenance operations mentioned can be easily extended to 8L
and 9L engine configurations just by taking into account a different
number of cylinders connected to the starting air supply system.
for
1.3 − 8
Manual
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Setting the timing
on
1 Check if the position of the flywheel is 5° after TDC of cylinder 1.
2 Pull the distributor shaft (39) complete with nut (40), distributor
disc and driver (41) out of the distributor housing.
3 Loosen nut (40) a few turns, see fig. 1.3 − 3 . Pay attention to the
type of thread, in connection with the direction of rotation.
Look at the final digit on the rating plate of the starting air distributor.
1 = left−hand thread
2 = right−hand thread
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4 Tap on the end of the distributor shaft with a plastic hammer to
separate the distributor disc from the conical part of the shaft.
5 Tighten the nut manually, but not too tight, so that the distributor
disc can still turn on the shaft.
6 Place the distributor shaft, complete with nut, distributor disc and
driver, into the distributor housing.
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Note! Make sure that the driver (41) fits properly in the shaft. The driver
recesses “X” and “Y” have different lengths. See fig. 1.3 − 3 .
Check if distance “Z” is 1.75 mm at the “X” and “Y” side with the
engine at ambient temperature. There should be no clearance
between the distributor disc and the distributor housing.
a
7 Set the distributor disc so that the first part of the slot (32) in the
distributor disc intersect with the air passage to cylinder 1 in the
distributor housing. See fig. 1.3 − 4 .
ern
Note! Pay attention to the direction of rotation!

8 Tighten the nut without turning the distributor disc.
9 Check if measurement Z" is still 1.75 mm.
10 Fit the cover with a new gasket.
11 Fit the air supply line on the cover of the starting air distributor.
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for
1.3 − 9
Manual
Wärtsilä 38
Starting Air System
ly
on
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31
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Fig. 1.3 − 5 Pilot air lines
Replacing the driver

a
1 Disconnect the air supply line (31) from the cover of the starting air
distributor, see fig. 1.3 − 5 .
2 Remove cover (38) and the gasket, see fig. 1.3 − 3 .
ern
3 Pull the distributor shaft (39), complete with nut (40), distributor
disc and driver (41) out of the distributor housing.
4 Remove the dowel pin from the driver and distributor shaft.
5 Fit the new driver with a new dowel pin.
6 Place the distributor shaft, complete with nut, distributor disc and
driver, into the distributor housing.
Note! Make sure that the driver (41) fits properly in the shaft. The driver
int
recesses “X” and “Y” have different lengths. See fig. 1.3 − 3 .
Check if distance “Z” is 1.75 mm at the “X” and “Y” side with the
engine at ambient temperature. There should be no clearance
between the distributor disc and the distributor housing.
7 Check if the timing is correct. If not correct continue with setting

the timing. If correct continue with next point.
8 Fit the cover, using a new gasket
for
9 Connect the air supply line to the cover of the starting air
distributor.
1.3 − 10
Manual
ly
1.3.3.3. Starting air valve on cylinder head
on
General
When the main starting valve is activated starting air flows to all
starting valves in the cylinder heads and enters at (42), see fig . 1.3 − 6 .
The starting air valve is operated by air pressure controlled by the
starting air distributor and enters at (43). Piston (44) together with
valve (45) is pushed against the spring tension. The valve opens and
starting air flows from (42) via (46) into the cylinder.
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53
47
43
48
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46
44 50 49 51 45 42 52
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Fig. 1.3 − 6 Starting air valve
ern
Maintenance
Carry out maintenance during the normal maintenance intervals of the
cylinder head.
1 Remove the plate (47) and pull the complete starting air valve out
of the cylinder head.
2 Remove the self locking nut (48), piston (44) and spring (49).
3 Clean all components and check the seat condition of valve and
valve housing. If necessary, lap the seats by hand. Keep the piston on the
valve spindle mounted for support during grinding.
int
4 Check if the vent holes (50) in the valve housing are open.
5 Lubricate piston and housing with lubricating oil and re−assemble
the valve, spring and piston.
6 Check if the valve moves smoothly and closes completely.
7 Renew the O−ring (51) and lubricate with silicone grease.
8 Renew the copper ring (52) between starting air valve housing and
cylinder head.
for
9 Place plate (47) and tighten the bolts (53) to the torque setting as
mentioned in section 2.4.4.5.
1.3 − 11
Manual
Wärtsilä 38
Starting Air System
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1.3.3.4. Starting air pipes
on
Starting air distribution pipes supply the cylinder units of starting air
of max. 30 bar. After the main starting valve is opened, starting air flows
to each of the starting air valves.
Before the starting air enters the main distribution pipe (54) the air passes
a flame arrester (02). Via connecting pipe (56) the air is supplied to the
starting valve in the cylinder head. See fig. 1.3 − 7 .
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Control air to the starting valve is supplied through pipe connection
(57). Pipe connection (58) is connected to the stop cylinders on the fuel
pump.
Connection pipe (56) is fitted with two O−rings. Always use silicon
grease when mounting new O−rings.
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58
54 56
57
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for
Fig. 1.3 − 7 Starting air pipe arrangement
1.3 − 12
Manual
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1.3.3.5. Pneumatic control system
on
General
The following devices are involved in the start and stop process; consult also
the system diagram at chapter 3.1.:
− The blocking valve (19) on turning gear is a start interlock to avoid
the start of the engine when the turning gear device is engaged.
− The pneumatic stop cylinders (08) are connected to the fuel rack of
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each HP fuel pump. In case of an emergency engine stop, the
stop/shutdown control valves (17) CV153, in combination with
stopping valve will pressurize all stop cylinders and push all the HP
fuel pump racks to zero" position.
− The emergency push button on the control valve gives the possibility
to stop the engine locally in case of an emergency.
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− The air container (07) is a pressurised air tank for back up in order
to stop the engine in case of too low control air pressure. A pressure
transmitter connected to this air vessel will warn in case of too low
internal air pressure.
− The drain valve (10) which automatically drains the air filter each
time the engine is started.
− The starting control valve (20) CV321 activates the main starting
a
valve.
Maintenance
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The system consists of high class components and it requires no other

maintenance than a function check and cleaning of the air filter (06).
Check during a start the automatic working of the water drain valve.
Filter
The bottom section of the air filter is connected by an internal spindle
to the top section. To open the filter, close the air supply ball valve (15).
Release the air pressure and loosen the central spindle to remove the
int
bottom section of the filter. Clean the insert and the inside of the filter
every 8000 h.
Warning! After the filter is replaced and safe loked, open the valve (15) to
supply pressurised air to the system.
Start and stopping solenoid valves

In case of a malfunction in the electric system of the valve, test the valve
for
by pushing the button on the solenoid. In case of a mechanical

malfunction, a special tool is required to open the valve. If the problem
still exists replace the valve.
1.3 − 13
Manual
Wärtsilä 38
Starting Air System
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on
Water drain valve
Clean the valve in case of malfunctioning.
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1.3 − 14
Manual
Cooling Water System Wärtsilä 38
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1.4. Cooling Water System
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for
1.4 − 1
Manual
Wärtsilä 38
Cooling Water System
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1.4.1. General
on
To prevent formation of scale and to maintain the highly efficient and
uniform heat transfer rate through the engine liners and cylinder
heads, only soft, treated water (cooling water), should be used.
Furthermore, water should be free of corrosive properties. A competent
water chemist specialised in closed cooling water circuits or
manufacturer of water treatment chemicals should be consulted for
recommendations.
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1.4.2. Cooling water
1.4.2.1.
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General
Cooling water = Make−up water + additives.

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

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

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

requirements see below.
1.4 − 2
Manual
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1.4.2.2. Requirements
on
Make–up water must be checked before adding the additive.
For make−up water quality see table.
Make−up water quality

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

a
Cooling − cooling water loss through evaporation should be
water supply compensated by make−up water.
− cooling water loss through leakages or otherwise
should be compensated by adding fully treated
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water.
Cooling Cooling water to be drained may be re−used provided
water re−use that it is collected in a clean tank.
Property Unit
Temperatures and pressure See operating data
Static pressure inlet HT and
LT cooling water pump [bar] 0.5 − 0.8
Preheating:
int
− Temperature of HT cooling
water system before starting. [°C] min. 60
Note! Re−use of cooling water provided that the quality is beyond any
doubt is highly recommended instead of new. Used cooling water
contains very little oxygen, is environmentally more friendly and
for
needs less correction.

Not re−usable cooling water should be drained and disposed of in
an ecologically safe way.
1.4 − 3
Manual
Wärtsilä 38
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1.4.2.3. Qualities of cooling water additives
on
General
Use of approved cooling water additives during the warranty period is
mandatory and is also strongly recommended after the warranty period.
Start always with the maximum concentration of additives due to the
fact that the concentration of active corrosion inhibitors drops in time.
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Approved cooling water additives
For approved cooling water additives and systems please contact
Wärtsilä Corporation.
Recommended
Coolant based on
Nitrite − borate
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aluminium and zinc.
− Toxic.
Limited suitable (see restrictions when mentioned):
Coolant based on
Nitrite (sole) − In combination with borate (pH control)
a
nitrite performs better.
− Not to be used with soldered surfaces,
aluminium and zinc.
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− Toxic.
Silicate − Harmless to handle.
− Can protect steel as well as copper and
aluminium.
− Not so efficient.
Molybdate − Harmless to handle.
− Can form undesirable deposits.
Organic − May contain phosphonates, polymers
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(like polycarboxylic acid) and azoles (for

instance tolytriazole).
Not advised
Chromate, Phosphate, Borate (sole) and Zinc.
The use of glycol is not recommended. If however glycol is used an
additional de−rating has to be applied. See section de−rating, 1.0.3.
for
1.4 − 4
Manual
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1.4.2.4. Cooling water control
on
Check the cooling water quality according the maintenance schedule.
Most suppliers of cooling water additives can provide a test kit for measuring the
active corrosion inhibitors.
Note! With most additives correct dosing is very important. Under dosing of
additives causes spot corrosion while overdoses may cause
deposits.
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Request the supplier of the treatment product for instructions, procedures, dosage
and concentration based on the applicable make −up water.
1 Follow thoroughly the instructions of the supplier.
2 Record results of tests in the engine log book.
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1.4 − 5
Manual
Wärtsilä 38
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1.4.3. Internal cooling water system
on
1.4.3.1. General
The cooling water system on the engine is arranged by two separate

cooling water circuits. The High Temperature (HT) and the Low
Temperature (LT) circuit.
− The HT cooling water circuit cools the cylinders, cylinder heads and
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the HT section (first stage) of the charge air cooler.
− The LT cooling water circuit cools the LT section (second stage) of
the charge air cooler.
Note! For proper acknoledgement of the specific cooling water system

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and main components please refer to the related diagram which is
enclosed in section 3.1.1.

intervals, tolerances, inspections, tightening torques and
procedures see chapter 2.4
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1.4 − 6
Manual
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1.4.3.2. Cooling water flow HT section
on
Relative cold water, returning at (401) from the external system, is
mixed before the suction side of the HT cooling water pump with water
returning from the HT cooling water outlet manifold via the
thermostatic valve of the HT system. The cooling water regulated at the
correct temperature is forced to the cooling water inlet channel. The
inlet channel is integrated in the engine block, where the flow is split
over all cylinders. Two adjustable orifices, one in the the cooling water
outlet manifold and one in the by−pass before entering the HT cooling
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water pump, are adjusted to the nominal flow during the engine
commissioning.
22
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21
Fig. 1.4 − 1 Cooling water flow to the cylinder head

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Cooling water flow to cylinder liner and cylinder head

Via a recess around each cylinder liner the cooling water flows upwards
through bores in the cylinder liner collar resulting in an effective cooling
of the liner top side. After cooling the liner top side, the cooling water
enters the cylinder head through bores in the rim at the cylinder head
bottom side, see fig. 1.4 − 1 .
The cooling water is forced over the cylinder head bottom and along the
injector sleeve. A part of the cooling water is forced around both the
for
exhaust valve seats. The cooling water leaves at the top of the cylinder
head at exhaust gas side and enters the cooling water outlet manifold (22).
see fig. 1.4 − 1 .
1.4 − 7
Manual
Wärtsilä 38
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Cooling water flow to HT section charge air cooler
on
The water from the the cylinder outlet manifold enters the HT section of
the charge air cooler (first stage). Then the water leaves the charge air
cooler and is forced to an adjustable orifice which adapts the water flow
to the nominal rate. Through the thermostatic valve the water returns to
the suction side of the cooling water pump via the by−pass or leaves the
engine via connection (402) to the external system. The HT cooling water,
returning via the by−pass, passes a second adjustable orifice before
entering the cooling water pump.
Thermostatic valves
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There are two thermostatic blocks, one for the HT and one for the LT
cooling water circuit. Each block accommodates a thermostatic valve
which regulates the engine cooling water temperature. The temperature
ranges for HT and LT cooling water are different. Make sure that the
elements of the HT and LT cooling water systems are not mixed up; for
instance during testing. In case of a failure of the thermostatic valve it is
possible to force the water flow completely or partly over the cooler by
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means of the manually override (4); see fig. 1.4 − 2 .
5
a
To cooler By−pass From engine
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2 4
3
HT 1
By−pass To cooler
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LT
From engine
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Fig. 1.4 − 2 Location of cooling water thermostatic valves
1.4 − 8
Manual
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on
Operation
Cooling systems will usually operate in a range slightly below or above
the nominal operating temperature.
Any system operating with a deviation of 6°C or more from the nominal
operating temperature is to be checked on cause. The cause should be
located and corrected immediately.
Trouble shooting
In the event the cooling system does not operate near to the operating
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temperature see section 2.3.3.7. Operating problems.
1.4.3.2.1. Maintenance of the thermostatic valves
Check periodically the correct working range of the elements

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accordingly to the maintenance intervals.
Removal / mounting of the thermostatic valves

1 Drain the cooling water system, see section 1.4.5.4., and, if
necessary, at the lowest point of the external system; collect the treated
cooling water for re−use.
a
2 Remove bolts (1) sleeve (2) and thermostatic valve (3), see fig.
1.4 − 2 .
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3 Check the element status by warming it up slowly while it’s

submerged in water; measure continuously the water temperature.
Read the temperature which the valve starts opening at. The nominal
temperature range is mentioned on the elements.
Note! Be careful not to mix the thermostatic valves of different cooling

water systems since each system has its own working range.
4 Renew the sealing rings.
5 Renew the element if damaged or out of range.
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Note! If manual override (4) is separated from thermostatic valve (3) make
sure plate (5) is fitted correctly which means the slot at the manual
override side, see fig. 1.4 − 2 .
6 Fill the cooling water system and check for leaks .
Warning! Elements exposed to a 10°C above the maximum working range do

for
harm the wax elements and should be renewed.
1.4 − 9
Manual
Wärtsilä 38
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1.4.3.3. Cooling water flow LT section
on
Relative cold water, returning at (451) from the external cooler, is mixed
before the suction side of the LT cooling water pump with water
returning from the lubricating oil cooler via the LT thermostatic valve.
The LT cooling water regulated at the correct temperature is forced to
the Low Temperature section (second stage) of the charge air cooler and
then to the lubricating oil cooler.
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The water leaves the lubricating oil cooler and flows to an adjustable
orifice which adapts the water flow to the nominal flow.
The water returns through the thermostatic valve to the suction side of
the cooling water pump via the by−pass or leaves the engine to the
external system via connection (452).
The cooling water, returning via the by−pass, passes a second adjustable
orifice before entering the cooling water pump.
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The adjustable orifices, one at the outlet of the lubricating oil cooler and
one at the by−pass before entering the cooling water pump, are adjusted
to the nominal flow during engine commissioning. The LT section of the
charge air cooler is de−aerated via an orifice and connected to (454).
a
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1.4 − 10
Manual
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1.4.4. Components of internal system
on
1.4.4.1. Cooling water pump
Cooling water pumps for the HT cooling water system (07) and for the
LT cooling water system (06) are commonly assembled with exactly the
same parts. Although the pump parts are identical they are assembled
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differently to fit in their specific positions. See fig. 1.4 − 3 .
Each cooling water pump is engine driven via a gearwheel (23). At the
suction side a mix of cooling water returning from the external system
at (24) and from the by−pass connection at (7) is forced by the pump to
the pressure side (25). See fig. 1.4 − 4 .
In order to avoid any reversed flow of cooling water in case of an engine
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stop, a cooling water stand by or preheating pump is used at connection
(20) and a non return valve is mounted in casing (26) , see fig.1.4 − 4 .
Maintenance of the pump mainly consists in replacing the water and/or
oil seals in case of leakage. A leaking seal is indicated by liquid which
appears from the tell tale hole (28). See fig. 1.4 − 4 . The bearings are
lubricated by splash oil.
a
06 26 20
07
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25 24
int
23
7
for
Fig. 1.4 − 3 Cooling water pump
1.4 − 11
Manual
Wärtsilä 38
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1.4.4.1.1. Maintenance of the cooling water pump
on
For inspection and renewal of the rotating part of the mechanical water
seal (49) it is not necessary to remove the cooling water pump from the
engine. See fig. 1.4 − 4 .
36 26 59
35
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05
20 25
43
41
37
33 31 30 39 58
60 lu 57
54
23
7
24 53
a
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“x”
34 29 32 30 38 44 60 42 28
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45 46 47 48 49 55 28 56 52 51 50
for
Fig. 1.4 − 4 Cooling water pump assembly
1.4 − 12
Manual
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Removal of the cooling water pump, see fig. 1.4 − 4 .
on
1 Drain the cooling water and collect it for re–use. See section 1.4.5.4.
2 Remove the bolts (33) and remove the suction line (24) at
connection (34).
3 Remove the bolts (35) and remove the supply line (20) of the
preheating pump at connection (36).
4 The orifice by−pass (29) is adjusted during commissioning and
locked with two bolts (30). Don’t remove these two bolts.
Note! If it is necessary to renew the ”O”rings (31) mark the position of the
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orifice by−pass flange (29) on the pump suction flange (32) before
removing the two bolts (30).
5 Place cooling water pump hoisting tool 9651DT907 and loosen the
connection of the cooling water pump bearing housing (37) at the
engine. lu
6 Slide the compete pump carefully out of the pump casing cover. Be
careful not to damage the pump gear wheel (23).
Disassembling the cooling water pump, see fig. 1.4 − 4 .

1 Remove nuts (38) , washers and by−pass suction connection (39).
a
2 Remove bolts (43) , washers and non return valve casing (26).
3 Remove nuts (42) , washers and pressure chamber (41) from bearing
housing (37).
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4 To remove the impeller (44) loosen all locking bolts (45) a few turns.
Remove the bolts adjacent to each threaded hole in conical outer part (46)
and screw them as jack bolts into these holes pressing it of the conical
inner part (47).
Remove the impeller and the locking assembly from the pump shaft (53).
5 Remove ring (48) and the rotating parts of the mechanical water
seal set (49).
6 To remove the gear wheel (23) loosen all locking bolts (50) a few
turns. Remove the bolts adjacent to each threaded hole in conical outer
int
part (51) and screw them as jack bolts into these holes pressing it of the
conical inner part (52). Remove the gear wheel and the locking assembly
from the pump shaft (53).
7 Remove circlip (54). Apply slight force on the pump shaft (53) at the
impeller side to push the shaft out of bearing housing.
8 Remove non–rotating ring (55) of the mechanical seal set together
with the O−ring and remove the oil seal (56).
for
9 Remove ball bearings (57) from the pump shaft.
1.4 − 13
Manual
Wärtsilä 38
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Pump inspection and assembling
on
1 Clean all parts carefully and check for wear and damage; replace if
necessary.
2 Inspect parts for cavitation, scoring and other possible damage.
3 Replace all wearing parts (bearings, oil seal, mechanical seal and
O–rings).
4 Clean recesses of the cooling water pump and check if sealing water
circulation holes (40) and drain hole (28) are open and clean.
5 Fit O–ring (60) with silicon grease and fit a new oil seal (56) with
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lubricating oil and with the lip pointing to the bearing side.
6 Press the non–rotating ring (55) of the mechanical seal set with
O−ring in the bearing housing (37). Use a plastic pressure piece.
7 Heat ball bearings (57) electrically up to 80°C and shrink it on the
pump shaft (53).
8 Wait till the bearings and shaft are cooled down.
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9 Push the pump shaft in the bearing housing and fit the circlip (54).
10 Check if the shaft is free spinning.
11 Prior to installation of the gear wheel locking assembly, clean and
slightly oil the contact surfaces of all parts (Do not use Molybdenum
Disulphide). Note that by re−assembling, the threaded holes in conical
outer part (51) have to be positioned opposite undrilled spaces of the
a
conical inner part (52) and have to be kept free for disassembling.
12 Place the locking assembly together with the gear wheel (23) over the
pump shaft (53).
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13 Tighten the locking bolts (50) lightly and slide gear wheel (23) to its
position on the pump shaft. Hold the gear wheel in position while
tightening the bolts evenly and crosswise in two ore three steps to the
final torque. See section 2.4.4.
14 Re−check tightening torque by applying it to all bolts all the way
around.
15 Check if measurement X" is 122±1 mm.
16 Put some liquid soap on the bellows of the rotating part of the
int
mechanical seal set (49) and slide it on to the pump shaft until the seal
faces touch each other.
17 Place ring (48) over the pump shaft.
18 Prior to installation of the impeller locking assembly clean and
slightly oil the contact surfaces of all parts (Do not use Molybdenum
Disulphide). Note that by re−assembling, the threaded holes in the
conical outer part (46) have to be positioned opposite undrilled spaces
of the conical inner (47) and have to be kept free for disassembling.
for
19 Place the locking assembly in the impeller and place impeller together
with locking assembly over the pump shaft (53).
1.4 − 14
Manual
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20 Keep on pressing on the conical outer part (46), against the spring
on
pressure of the mechanical seal, as far as possible on to the pump shaft
while tightening the bolts evenly and crosswise in two or three steps to
15 Nm.
21 Re−check tightening torque by applying it to all bolts all the way
around.
22 Place pressure chamber (41), washers and nuts (42). Tighten the nuts
evenly in three steps to 43 Nm.
23 Place non return valve casing (26), washers and tighten with bolts (43).
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24 Fit new O–ring (60) with silicon grease on suction/by−pass
connection (39).
25 Place the suction/by−pass connection, washers and nuts (38). Tighten
the nuts evenly in thee steps to 43 Nm.
26 Fit new O–rings (58), and (59) and one on the by−pass connection
(not visible) with silicon grease on the pump.
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Mounting the cooling water pump to the engine, see fig. 1.4 − 4 .
1 Place hoisting tool 9651DT907 for cooling water pump .
2 Lift the pump in position and push the pump carefully in the pump
casing cover. Be careful not to damage the pump gear wheel (23) and
O−rings.
a
3 Tighten the the pump on the engine cover.
4 Fit the supply line of the preheating pump at connection (36) and
tighten bolts (35).
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5 Fit the suction line at connection (34) and tighten with bolts (33).
6 Pipe connections to pump casings must be stress free. Tighten
flange bolts evenly and cross wise.
7 Check the presence of backlash by opening the cover next to the
pump.
8 Refill the cooling water systems and check the levels.
int
1.4.4.2. Flexible pipe connections
Some pipe connections are made flexible by the application of a

"metal–grip–coupling". To apply the "metal–grip–coupling" the pipe
ends should be well in line and lateral within 1% of the pipe diameter.
Fitting instructions
9 Remove sharp edges and burrs.
for
10 Clean pipe where coupling mounts. Eliminate such as scratches,

cracks, remove rust, paint and other coatings,
1.4 − 15
Manual
Wärtsilä 38
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11 Mark half width of coupling symmetrically on both pipe ends.
on
12 Slide coupling over pipe end. Do not rotate coupling if teeth are in
contact with the pipe.
13 Push pipes together and make sure they are in line.
14 Position coupling such that marks are visible on both sides.
15 Tighten bolt with a torque wrench.
Note! Torque indicated on coupling is valid for radially rigid pipes.
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Couplings can be used several times! No dirt under sealing lips!
Disassembling of coupling
Loosen screw. Casing must eventually be spread and grip ring with
screw driver released from anchoring on pipe. Do not rotate coupling as
long as teeth are in contact with the pipe. Grease bolt before new
assembly. lu
a
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1.4 − 16
Manual
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1.4.5. Maintenance cooling water system
on
1.4.5.1. General
Normally, no reason for maintenance of the cooling water systems exists

unless the temperatures tend to rise without a clear reason. A deviation
in cooling water temperature can be caused by any malfunctioning in
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one of the cooling water thermostats. All the inspections and cleaning
of the cooling water system components should be carried out at
planned intervals.
If the risk of freezing occurs, drain all the water. Collect drained water
for re–use.
If an emulsion oil has been used the entire system must be cleaned from
oil deposits. Changing brand and type of additives requires the cleaning
lu
of the entire system by flushing.
Compensate leakage or spillage by treated water.
1.4.5.2. Cleaning
a
In completely closed systems the fouling will be minimal if the cooling
water is treated accordingly to the instructions in section 1.4.2.
Depending on the cooling water quality and the efficiency of the
ern
treatment, cooling water spaces may or may not foul over the period
beetween inspections. Deposits on cylinder liners, cylinder heads and
cooler stacks should be removed to avoid any disturbance in the heat
transfer to the cooling water with a thermal overload as a consequence.
Any need of cleaning should be investigated, especially during the first
year of operation. This may be executed during a cylinder liner
inspection for fouling and deposits on the liner itself and the block.
Deposits can quite vary in structure and consistency and, in principle,
can mechanically and/or chemically be removed.
int
1.4.5.3. Cooling water venting

To keep at low level the quantity of air in the cooling water, the water
surface in the make–up tank and expansion tank must be free of
turbulence.
Permanent venting pipes for HT (404) and LT (454) water must terminate
for
below the water level. Check periodically the tank level. Air also tends to
enter the cooling water through a defective shaft seal of the cooling water
pump when the suction pressure is below zero.
1.4 − 17
Manual
Wärtsilä 38
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1.4.5.4. Draining of cooling water
on
The cooling water quantity in the system, supply and return pipes of the
LT and HT sections is relatively large. Before starting any maintenance
to this system and relevant components, drain and collect the cooling
water for re−use. Drain points are, for the HT system the plug (60) and
for the LT system the plugs (61) and (62). See fig. 1.4 − 5 . If necessary
drain also the external systems at the lowest points.
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60
a
61
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62
Fig. 1.4 − 5 Draining points of the HT and LT cooling water system

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for
1.4 − 18
Manual
Charge Air and Exhaust Gas System Wärtsilä 38
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1.5. Charge Air and Exhaust Gas System
on
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1.5 − 1
Manual
Wärtsilä 38
Charge Air and Exhaust Gas System
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1.5.1. General
on
The term charge air" or supercharging" refers to the practice of filling
the cylinder, with air at a pressure substantially higher than
atmospheric pressure to support the combustion of the fuel, plus a
sufficient excess to control internal combustion and exhaust gas
temperatures.
Supercharging is realised by a turbo charging system consisting of
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centrifugal compressor(s) each driven by an exhaust gas turbine.
Turbochargers utilise energy in the exhaust gasses and improve the
engine efficiency. The speed of turbochargers has no fixed ratio to the
engine speed but will vary with the load.
1.5.2.
a lu
Quality of suction air filtration
The highest allowable concentration of dust and harmful components

at the turbocharger inlet, after filtration, is given in the table below.
Property Unit Unit

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Dust concentration 3.0 [mg/Nm3] 3.0 [mg/Nm3]

(particles > 5 micron)
Chlorides (Cl) 1.5 [mg/Nm3] 1.16 [mass−ppm]
Hydrogen Sulphide (H2S) 375 [micro g/ Nm3] 0.25 [vol−ppm]
Sulphur dioxide (SO2) 1.25 [mg/Nm3] 0.43 [vol−ppm]
Ammonia (NH3) 94 [micro g/ Nm3] 0.125 [vol−ppm]
Note! Nm3 is given at 0°C and 1013 mbar.
int
Measurements are to be performed during a 24−hour period and the

highest 1−hour average is to be compared with the above mentioned
boundary values.
Weather conditions such as wind speed, wind direction, ambient
temperature and air humidity may vary considerable during one year.
Therefore a one−day measurement may not reflect the most critical
situation.
for
A detailed investigation concerning filtration has to be done in

installations where the air includes components that are known to be
caustic, corrosive or toxic.
1.5 − 2
Manual
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1.5.3. Charge air system
on
1.5.3.1. General
If the engine takes combustion air from the engine room, all combustion
air should than first be supplied into the engine room. The design of
engine room ventilation, special in the vicinity of the charge air intake
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filters, can highly influence the good performance of the engine
combustion process. Full air supply to the air intake filter under arctic
conditions may create too low combustion gas temperature, and
ambient air further heated in the engine room under tropical conditions
will raise the exhaust gas temperatures in the engine far too much. For
good engine operation the following should be taken into consideration:
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− Engine room ventilation should be such that water, foam, sand, dust
exhaust smoke etc. can’t enter the engine room.
− Avoid heating of fresh combustion air by striking hot engine room
machinery.
− In case the engine room temperature raises over 45°C the engine
room ventilation ducting should be directed even nearer to the
a
turbocharger inlet filter to avoid further heating of the fresh air. If
such situation cannot be arranged, derating of the engine load
should be considered to avoid thermal overloading the engine.
ern
− Avoid discharge of generator cooling air to the turbocharger intake.

− For restrictions on suction air temperatures, see also chapter 1.0.
It is recommended to have separate ventilators for combustion air and

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

tolerances, inspections, tools and torque spanner instructions, see
chapter 2.4.
for
1.5 − 3
Manual
Wärtsilä 38
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1.5.4. Internal system
on
Note! For proper acknoledgement of the specific exhaust, charge air
system and main components please refer to the related diagram
which is enclosed in section 3.1.1.
The charge air and exhaust gas system is build on the engine.
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The exhaust gas flow to the turbine side of the turbocharger from the
cylinder heads via the exhaust gas manifold. The turbine uses the
residual energy in the exhaust gas to drive the compressor weel of the
turbocharger. The exhaust gas leaves the turbine at connection (501).
The compressor takes air via suction branch (601), the compressed air
is cooled to the required temperature in a two stage charge air cooler and
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flows to the cylinders via the charge air receiver.
a
ern
int
for
1.5 − 4
Manual
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1.5.4.1. Charge air cooler
on
1.5.4.1.1. General
To maintain the required charged air temperature at higher engine load

the charge air has to be cooled.
The temperature at the compressor discharge side at full load is
approximately 200°C. To cool the charged air after the compressor the
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air passes a two stage air cooler (02) in which the compressed air is
cooled. See fig. 1.5 − 1
The first stage is cooled by HT cooling water system and cools the charge
air till approximately 90–100°C. The second stage is cooled with water
from the LT cooling water system and cools the charge air till the
required temperature of approximately 50°C.
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a
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02
int
Fig. 1.5 − 1 Charge air cooler

for
1.5 − 5
Manual
Wärtsilä 38
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1.5.4.1.2. Cooler stack
on
The charge air cooler consists of a cooler stack (20) together with the
cooling water header (21) and cooling water return header (22) are one
unit. See fig. 1.5 − 2 .
The cooling water header (21) contains the HT and LT supply and
return connections and the drain plugs (23) for both systems.
HT water enters the cooler at (24) and is discharged at (25). LT water
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enters the cooler at (26) and is discharged at (27).
24
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25
a
27
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26
21 20 22
23
int
23
23
23
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Fig. 1.5 − 2 Cooler stack
1.5 − 6
Manual
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1.5.4.1.3. Operation
on
To prevent the cooling water from freezing when the engine is not in
operation the temperature in the engine room should be kept at a
minimum temperature of + 5 °C . When the temperature is below 5 °C
provisions have to be taken by means of anti freeze additives. In this
case it must be realized that this affects the heat balance.
A rising air temperature accompanied by a fall in air pressure indicates
the fin plates around the tubes are becoming contaminated. A rising air
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temperature with water pressure difference over the cooler indicates
contamination inside the tubes by scale or dirt. In either case cleaning
of the cooler stack is required.
1.5.4.1.4. Condensate draining holes

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Check daily, during operation of the engine, if the condensate draining
holes (607), located on the housing of the charge air cooler and charge
air receiver are open. Under normal operating conditions only
compressed air should escape from these holes and possible some
condensate.
If excessive water escapes from the condensate draining holes this can
a
be caused by:
Condensate due to high air humidity.
Condensate can be formed at the outside of the tubes of the LT part of
ern
the air cooler and is carried together with the air into the combustion
chambers of the cylinders.
The quantity of condensate depends on the suction air temperature,
humidity, charge air pressure and charge air temperature. There will
always be some condensate on the pipes of the LT section of the charge
air cooler. By increasing the temperature of the the LT cooling water
before the charge air cooler the quantity of condensate is reduced.
Do not reduce the cooling water flow. Excessive water (condensate) in
the combustion chambers can cause corrosion on liners, piston rings
and pistons and cold corrosion on fuel injector nozzles.
int
Charge air cooler stack has one or more leaking tubes.

This should be confirmed by a lowering of the level of the HT and / or
LT expansion tank. Check the kind of water (treated water or not)
Continuously water leaking when the engine is out of operation may
indicate a leaking cooler stack.
Inspection of the cooler stack on short notice is required.
Note! Condensate draining holes have the function to inform the
for
operator on the presence of water in the charge air receiver.

Condensate draining holes are not designed to drain large
quantities of water and should always be open.
1.5 − 7
Manual
Wärtsilä 38
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1.5.4.1.5. Maintenance
on
Clean the cooler at intervals according to chapter 2.4.1. or, if at full load
the charge air temperature can not be maintained.
Removal of the cooler stack

1 Drain the HT and LT cooling water by removing plug (23), see fig.
1.5 − 3 , and collect water for re−use.
2 Loosen all connections from supply and return pipes to the water
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header (21). See fig. 1.5 − 3 .
3 Remove all bolts (29) from the flange of the cooler stack and use
M12 jack bolts to loosen the cooler stack from the housing.
4 Check if the cooler stack is free.
5 Slide the cooler stack for 1/3 out of the cooler housing.
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a
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int
21
Fig. 1.5 − 3 Front view charge air cooler

for
1.5 − 8
Manual
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6 Fit strip (31) with rollers against the housing, according fig. 1.5 − 4 .
on
130mm
21 39
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30
31
Fig. 1.5 − 4 Loosening the cooler stack
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7 A dis/assembly tool for the charge air cooler is needed accordingly
to the engine configuration: the tool 9651DT908 is suitable for 6L38B
engines while the tool 9651DT909 is for 8L and 9L38B engines.
8 Fit hinged part (32) of tool with bolts (33) against the cooler stack
housing according fig. 1.5 − 5 .
9 Use a crane and connect it to eye bolt (34). Hoist the hinged part
a
(32) to horizontal position and keep it horizontal.
10 Fit rolling part (35) of tool with bolts (36) on the flange of the cooler
stack and tighten it according fig. 1.5 − 5 .
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36 35 34 32 33
Dis/assembly tool
38
int
37
21
31
for
Fig. 1.5 − 5 Removal of cooler stack
1.5 − 9
Manual
Wärtsilä 38
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11 Slide the cooler stack completely out of the housing while keeping
on
part (32) horizontal. Fit the header (21) with bolts (37) to the vertical
part (38) of tool 9651DT908, according fig. 1.5 − 5 .
12 Remove bolts (33) and carefully lift the cooler stack together with
tool.
Note! Do not exert forces onto the cooler stack to avoid distortion.
Mounting the cooler stack

1 Remove the sealing compound around the cooler stack, housing and
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cooler stack flange.
2 Check if the cooler stack, housing and flange are clean and not
damaged, particularly the joint faces. Apply sealing compound on the
contact faces for the cooler stack at the inside part of cover (28).
For sealing compound see part catalogue.
3 Fit the tool including hinged part (32) and roller part (35) to the
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cooler stack and tighten it with four bolts (37) to the vertical part (38)
and with bolts (36) to the rolling part, according fig. 1.5 − 5 .
4 Fit strip (31) with rollers against the housing and fit the two guide
pins (39), according fig. 1.5 − 4 .
5 Lift the cooler stack with tool on eye bolt (34). Place the cooler stack
as far as possible against the housing on rollers (31) and fit bolts (33).
a
according fig. 1.5 − 5 .
6 Keep hinged part (32) horizontal by crane, remove the four bolts
(37), according fig. 1.5 − 5 .
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7 Apply sealing compound on the joint faces on the charge air cooler
where the cooler stack will be in contact with the inside part of cover
(28).
8 Slide cooler stack 2/3 into the housing and apply sealing compound
on the cooler stack flange. For sealing compound see part catalogue.
9 Push the cooler stack further into the housing just over the guide
pins (39). Remove strip with rollers (31) and and slide the cooler stack
further in the housing. See fig. 1.5 − 4 .
int
10 Remove the complete tool. Fit all bolts (29) hand tight, see fig.
1.5 − 3 .
11 Check if the flange of the cooler stack is in full contact with the
housing and tighten all bolts (29)
12 Connect the cooling water supply and return pipes to the water
header.
13 Refill cooling water system and check charge air cooler and piping
for
on water leaks.
1.5 − 10
Manual
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1.5.4.1.6. Cleaning
on
General
Cleaning of the water and air side of the charge air cooler is required to
restore thermal cooler performance.
Fouling of the cooler depends on the local situation. For this reason it
is not possible to give a general advise for cooler cleaning. Chemical
cleaning of fins and tubes is possible.
Several international companies supply equipment and chemicals for
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cleaning heat exchangers.
During cleaning the cooler should internally be inspected on scaling and
corrosion.
Scale increases the risk of pitting corrosion and possible obstacles which
can block the tubes leading to erosion.
Always check for corrosion after cleaning.
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Cleaning water side
Remove the water covers from the stack and inspect the tubes
internally. When deposits are soft, which will occur in most of the
installations, use special nylon brushes connected to a rod. the type of
rod must be selected in accordance with the finned tube. Replace gaskets
a
and, if applicable, O−rings.
Cleaning air side

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Remove the cooler stack. To clean the fins of the tubes, immerse the
stack in a chemical bath containing a degreasing solvent. Raising and
lowering the stack in the solvent or bringing the solvent into movement
by means of a steam jet or air, will accelerate the cleaning process. Direct
after the cleaning is completed, the cooler is to be flushed by applying
a powerful water jet.
Note! When using chemicals take the necessary precaution and follow the
instructions provided by the manufacturer of the chemicals.
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Hydraulic cleaning
Hydraulic cleaning has to be carried out with the cooler stack removed
using a high pressure spray gun with a special nozzle to remove dirt
deposits inside the tubes. For the outside of the tubes a nozzle with a
diameter of 3 mm is recommended. If the water jet attacks the tubes
vertical, parallel to the fins, a pressure of 120 bar is suitable to be applied
at a distance of 2 m from the fin surface.
for
Note! When using a high pressure water cleaning device, be careful not
to damage the fins. Damaged fins will result in a decreased capacity
of the cooler stack.
1.5 − 11
Manual
Wärtsilä 38
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1.5.4.1.7. Repairs
on
Leaking tubes
Tube leaks can be caused by corrosion, erosion or improper operation
of the cooler a leaking tube cannot be removed, they are roller expanded
into tube plates.
Leaking tubes can be sealed by turned hardwood plugs or rubber plugs
on both sides. Up to 10 tubes per system may be sealed. Fit a new cooler
stack or send the cooler stack for repair if more than 10 tubes are
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leaking.
Hydro test cooler with specified test pressure which is stated on the
name plate fitted on the cooler side wall or casing.
Leaking seal
All seals are either O−rings, soft metal rings, gaskets or liquid gasket
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If necessary disassemble the cooler as far as needed. Remove dirt and
corrosion residues and restore the surfaces in good shape again. Mount
new seals.
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int
for
1.5 − 12
Manual
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1.5.5. Inlet and Exhaust gas module
on
Charge air ducting after the charge air cooler
In case the cylinder heads have to be lifted only the 4 bolts of inlet bend
(32) at the cylinder head side have to be removed. See fig. 1.5 − 6 . The
tapered position of the flanges makes lifting and lowering of the cylinder
heads easy.
Exhaust gas ducting
The exhaust gas system is a Single Pipe Exhaust System (SPEX). The
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system is assembled of similar sections (33) and interconnected by
compensators (34). Branches of the ducting are rigid mounted against
the cylinder heads. See fig. 1.5 − 6 .
All exhaust gas connections are face to face mounted (no gaskets).
In case one or more cylinder heads should be removed, don’t disconnect
the clamps (35) of the exhaust at cylinder head side before it is secured.
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Use two bolts through holes (36), see fig. 1.5 − 7 , and fixated section
(33) to the support beam (37) of the cooling water manifold.
32 34 33
a
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Fig. 1.5 − 6 Exhaust gas system
37
36
int
33 35
Fig. 1.5 − 7 Fixation of exhaust section

for
1.5 − 13
Manual
Wärtsilä 38
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1.5.5.1. Compensator
on
Compensators in the exhaust gas manifold make thermal expansion of
the manifold possible. Make sure that, whenever the bellows have to be
replaced, the arrow on the compensator corresponds to the gas flow
direction, see fig. 1.5 − 8 . There is no gasket between bellows and
exhaust manifold, it is a face to face connection. The compensator is
provided with a male/female connection (38) at the closed side of the
inner sleeve (39). The opposite side is provided with a flat side (40).
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Centre line deflection of the compensator must be limited till ±1mm.
40
38
a
39
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Fig. 1.5 − 8 Gas flow in Compensator
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Mounting instructions compensator

1 Ensure flanges and sealing surfaces are clean.
2 Place the compensator in position and ensure that the flanges
assemble freely. Make sure the compensator is in line. (maximum off set
1mm)
3 First fit the ’V’ clamp at the male / female (38) side over the flange
profiles. See fig. 1.5 − 8 .
4 Engage the T−bolts through the trunnions and turn the nuts on
int
the T−bolts.
5 Over−tighten the nuts evenly to 20Nm, keeping the distance
between the gaps equal on each side of the clamp, then slacken them off
½ a turn and tighten the nuts again to 12Nm.
6 Next fit the ’V’ clamp at the flat side (40) over the flange profiles and
follow the same tightening procedure.
for
1.5 − 14
Manual
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1.5.5.2. Insulation box
on
The insulation box, enclosing the exhaust gas ducting, is rigid mounted
via the inlet bends to the engine block.
Warning! The heat insulating material, as part of the panels, is at the inside
cladded with stainless steel sheeting.
This sheeting should not be painted as part of the heat insulation
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exist in the reflection of heat radiation.
1.5.5.3. Operation
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1 Check the working of water separating pockets and drainage
system of the external exhaust system.
2 Measure periodically the exhaust gas back pressure. The back
pressure should not exceed the value as mentioned in chapter 1.0.
3 Check periodically the proper working of the silencer by measuring
and comparing the noise attenuation.
a
4 Check proper working of the sliding supports of the ducting after
the turbocharger.
5 Check during operation of the engine the entire exhaust gas system
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on gas leakages.
1.5.5.4. Maintenance
Well designed and installed exhaust gas systems require little

maintenance and can be limited to long term visual periodical
inspections consisting of:
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1 Inspection to bolt connections of all flange joints in the manifold.

2 Inspection to all rigid and flexible mountings between manifold and
the engine room structure. Special attention should be paid to the
support in the ducting after the turbocharger. This support should be
rigidly mounted against the engine room structure.
3 Inspection to the exhaust ducting insulation and cladding between
turbocharger and external exhaust system.
4 Check if the external exhaust system after the turbocharger is not
for
supported by the engine.

5 Inspection to the good working of soot arresters.
1.5 − 15
Manual
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1.5.6. Turbocharger
on
1.5.6.1. General
The turbocharger consists of two main components, a turbine and a

compressor which are mounted on a common shaft. The bearings on
this shaft are cooled and lubricated by the engine lubricating oil system.
The turbocharger is equipped with cleaning devices for compressor side
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and for turbine side.
The rotor shaft rpm. is measured by a speed transmitter system
installed at the compressor side and described in the sub−suppliers
manual of the turbo charger.
1.5.6.2.
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Maintenance
For maintenance, inspection and replacement intervals of turbocharger

components, see the rating plate on the turbocharger foot. Maintain the
turbocharger accordingly to the Operation Manual of the manufacturer
which is delivered as part of the engine documentation. It is
a
recommended to make use of the Wärtsilä Corporation service network.
To overhaul the turbocharger, remove protecting covers, and disconnect
oil supply and discharge pipes. Disconnect exhaust and inlet ducts.
ern
During the assembly renew all the seals. Use high temperature resistant
grease on the exhaust bolt connections.
1.5.6.3. Turbocharger cleaning devices
The diesel engine efficiency is highly related to the efficiency of the

turbocharger. The turbocharger efficiency is directly influenced by the
degree of fouling on the compressor wheel, the exhaust gas nozzle ring
and the turbine wheel. The fouling consists mainly of deposits on the
int
nozzle vanes and the rotor blades due to dust and greasy substances
which are present in the charge air. Regular cleaning is necessary during
engine operation. The cleaning is not effective on very dirty
components.
The following factors may influence the degree of fouling e.g.:

− Bad combustion performance.
for
− Lubricating oil flow trough the piston rings as for instance during
prolonged idle running.
1.5 − 16
Manual
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The cleaning device
on
The engine is equipped with permanent pipings for compressor and
turbine cleaning. The valve unit, which is a part of the cleaning device,
contains the water supply inlet and the air supply inlet.
1.5.6.4. Compressor side cleaning
The compressor should be daily washed by water injection during

engine operation. The cleaning process have good results as long as the
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deposit amount is limited. In case of a very thick hardened dirt crust,
the compressor must be dismantled for cleaning.
In this cleaning method the water is not acting as a solvent but removes
mechanically the deposits by means of the water droplets impact. Use
clean water without additives.
Daily cleaning of the compressor prevents excessive dirt.
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In case of an engine stop during cleaning, the cleaning process should
be interrupted by operating.
Note! For the compressor side cleaning it’s strictly recommended to

respect the procedure and the proper cleaning sequence which has
a
been defined for the specific turbocharger.
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The cleaning system consists in a water container (01) with valves (05
and 06) and pipe (02) connected to the pressure side and with pipe (03)
connected to the suction side of the compressor. See fig. 1.5 − 9 .
Cleaning procedure
Water injection is to be executed when the engine is running at normal
operating conditions at high load (about 80% of max load) and the
int
compressor running at high speed. Record the charge air pressure,

exhaust gas temperatures and the turbocharger speed to ascertain the
cleaning efficiency.
for
1.5 − 17
Manual
Wärtsilä 38
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on
04
02 03
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05
06
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Fig. 1.5 − 9 Compressor cleaning device

a
1 Loosen grip screw (04) on container (01), see fig. 1.5 − 9 .
2 Fill container with clean water till approximate 1 cm below the edge.
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3 Retighten grip screw (04).

4 By opening both valves (05) and (06) charged air enters the
container via pipe (02).
The water content is forced to the compressor inlet via pipe (03).
5 The complete water volume should be injected in 4 − 10 sec. After
the water is injected close valves (05) and (06). The success of cleaning
can be evaluated by comparing engine exhaust gas temperatures before
and after cleaning. If unsuccessfully, the cleaning process should be
repeated earliest after an interval of 10 minutes.
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6 On completion of the cleaning process the engine should at least run

another 5 minutes at high load.
for
1.5 − 18
Manual
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1.5.6.5. Turbine side cleaning
on
The turbine should be daily washed by water injection during engine
operation. The cleaning process have good results as long as the deposit
amount is limited.
In this cleaning method the water is not acting as a solvent but removes
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mechanically the deposits by means of the water droplets impact. Use
clean water without additives.
The engine should run a further 15 min after a wet cleaning process, to
prevent corrosion on the internal casing surface.
In case of an engine stop during cleaning, the cleaning process should

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be interrupted.
Note! For the turbine side cleaning it’s strictly recommended to respect
the procedure and the proper cleaning sequence which has been
defined for the specific turbocharger.
a
Cleaning procedure.
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To correctly perform the washing procedure, the injected water

pressure has to be adjusted in the external system to 2 ± 0,2 bar and
maintained at this level for all the washing sequence. See fig. 1.5 − 10
for system layout.
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for
1.5 − 19
Manual
Wärtsilä 38
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on
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Scavenging air
supply lu
Regulating knob
for water flow
Water supply
”L” ball valves through the
a
flow−meter
IN OUT
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Fig. 1.5 − 10 Turbine washing system layout
1 Connect the portable flow−meter/regulator to the turbocharger

piping, see fig. 1.5 − 10 . The flow meter allows water flow regulation
int
to the required water amount.

2 Before washing, make sure that the exhaust gas temperature before
the turbine is not higher than 430°C. In case it is not, reduce the engine
load till turbine inlet temperature is 430°C.
3 Allow a sufficient time for the cooling down of all the components
before cleaning (15 minutes at least). Gas temperature is indeed
different from components temperatures.
for
4 Make sure that before starting the washing sequence, water supply
is in close position and the L" ball valve is on scavenging air supply
position, as per normal running conditions. See fig. 1.5 − 11 .
1.5 − 20
Manual
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on
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Fig. 1.5 − 11 Position of valves before and after cleaning procedure
on L engines
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int
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Fig. 1.5 − 12 Position of valves during cleaning procedure on L en-

gines
1.5 − 21
Manual
Wärtsilä 38
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5 Turn L−valve" to switch it from scavenging air supply to water
on
supply.
6 Open water supply and adjust the water flow pressure by external
system to have 2 ± 0,2 bar. See fig. 1.5 − 12 .
7 Check for water flow indication on the flow−meter to be as
indications in the following table. If water flow indicator is not showing
the required value, adjust it by the regulating knob. In order to avoid
any flooding of the turbocharger casing, water flow and pressure
parameters should be strictly adhered to.
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TPL size Water flow rate per TC
TPL69 0.28 ... 0.34 dm3/s
TPL73 0.39 ... 0.45 dm3/s
8 Water injection time is 10 minutes per each turbine. (During
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washing sequence, exhaust gas temperature after the turbocharger may
significantly fall down, between 50 to 150°C; exhaust gas temperature
before the turbocharger may rise up to 500°C.)
9 Close water supply to stop the water flow and turn L" valve to
scavenging air supply position, as shown in fig. 1.5 − 11 .
10 After both TC have been washed, allow sufficient time for drying all
a
parts to prevent corrosion on internal casing surface.
11 Engine should be run at low load for further 15 minutes to allow
proper thermal distribution, before loading it again.
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12 Repeat complete washing sequence for the turbocharger every 150

operating hours.
Note! This washing frequency has to be considered as a starting

indication. The Frequency of Turbine Side Washing procedures
should be indeed modified according to engine performance feed
back together with first scheduled turbocharger inspection results.
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for
1.5 − 22
Manual
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1.5.6.6. Compensator by−pass
on
The compensator (Bellow) enables thermal expansion. Make sure that,
whenever the compensator has to be replaced, the arrow has to point
according to exhaust gas flow direction, see fig. 1.5 − 13 . There is no
gasket between compensator and exhaust manifold, it is a face to face
connection tightened with "V" clamps, see fig 1.5 − 14 .
Centre line deflection of the compensator must be limited till ±1mm.
The ducting can be inspected after removal of one or more panels.
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Fig. 1.5 − 13 Gas flow in compensator
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1
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Fig. 1.5 − 14 By−pass pipe compensator
’V’ Clamp thigtening instructions

1 Ensure flanges and sealing surfaces are clean.
for
2 Place the compensator (1) in position and ensure that the flanges
assemble freely. Make sure the compensator is in line. (maximum off set
1mm)
1.5 − 23
Manual
Wärtsilä 38
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3 Fit the clamp ’V’ sections over the flange profiles. See fig. 1.5 − 13 .
on
4 Engage the T−bolts through the trunnions and locate the nuts on
the T−bolts.
5 Over−tighten the nuts evenly to 20Nm, keeping the distance
between the gaps equal on each side of the clamp, then slacken them off
½ a turn. Next tighten them to 12Nm.
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a lu
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int
for
1.5 − 24
Manual
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1.5.6.7. Exhaust waste gate valve control
on
All signals and system parts described in this section are shown in the
block diagram, figure 1.5 − 15 .
MCM700
Engine speed RM
Engine speed (flywheel side) (camshaft side)
SE167
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ST174
TC Acquisition
Module
Load reduction request
lu IS743
Charge air pressure J1939 Waste gate valve command
CV519
PT601.1 Valve related info
Modbus
Fig. 1.5 − 15 Block Diagram Exhaust WasteGate Valve Control

a
1.5.6.7.1. General
Exhaust wastegate valve control is used for limiting the charge air
ern
pressure at high loads. The charge air pressure is limited to a constant

level, typically to the level at 85% load by opening the wastegate valve
(1) gradually at loads over 85%, see fig. 1.5 − 16 . The wastegate valve
allows the exhaust gasses to bypass the turbocharger, from turbine inlet
(3) directly to turbine outlet (2), in this way the the turbocharger speed
decreases which results in a lower charge air pressure.
The WECS controls the wastegate valve based on engine speed and
charge air pressure measurements. In addition, the WECS performs
control loop failure detection to result in restricted valve control and
int
generating a wastegate failure alarm. Basically, the failure detection is

based on actual charge air pressure and the validity of the charge air
pressure measurement. Furthermore, load reduction requests are
activated in case control loop failures are detected.
The position of the wastegate valve is controlled by the Wärtsilä Engine
Control System (WECS). In the WECS a signal from the charge air
pressure and engine speed is converted in a 4 to 20 mA signal which
operates a pneumatic actuator (4) with a service air pressure between
0 and 8 bar. To visualise the valve position an indicator is provided.
for
The control of the wastegate is indicated at the WECS on the Local

Display Unit ( LDU ) at the by−pass and wastegate page .
1.5 − 25
Manual
Wärtsilä 38
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For settings of the waste−gate valve, see setpoints on the Instrument
on
Data List in the Catalogue.
02 − To turbine outlet
03 − From turbine inlet
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01
a lu
Fig. 1.5 − 16 Position of wastegate valve
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1.5.6.7.2. Wastegate pneumatic control valve assembly

The pneumatic control valve assembly for wastegate consists basically
of a control valve (1) an actuator (2) a drive shaft (3) and a valve (4). See
fig. 1.5 − 17 . The valve (4) has a metallic seat which, is within a certain
range self adjusting. This means the more the valve is closed the tighter
it becomes. The flow direction is indicated by the arrows in the figure.
See fig. 1.5 − 17 . The flow direction for the wastegate valve (4) is in
opposite direction of the arrow on the valve−housing.
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for
1.5 − 26
Manual
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01
on
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04
03
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Fig. 1.5 − 17 Waste−gate valve assembly
1.5.6.7.3. Normal operation

a
The MCM700 utilises a PID type of closed loop control with engine
speed (SE167, ST174) or engine load (UT793, GT165) and charge air
pressure (PT601) as input signals. The control output (CV519) is
ern
connected to the control valve positioner. Either the engine speed or the
engine load is utilised to calculate the charge air pressure set point for
the PID control. The engine load signal will be utilised for pump drive
applications. Otherwise, the engine speed signal will be utilised.
1.5.6.7.4. Control loop failure monitoring

The charge air pressure signal (PT601) is essential for the wastegate
control. If the signal falls, the MCM700 is not able to control the
wastegate and initiates the following actions:
int
− Sensor failure (PT601) becomes active

− Command wastegate valve (CV519) to closed position
− Generate load reduction request due to failed strategic sensor
(PT601)
If the difference between actual charge air pressure and desired charge
air pressure atcertain engine speed or load is too high, then the
MCM700 initiates the following actions:
for
− wastegate valve alarm (CV519) becomes active

− Command wastegate valve (CV519) to open position
− Generate load reduction request due to failed control loop (CV519)
1.5 − 27
Manual
Wärtsilä 38
ly
on
A mechanical valve failure or an electrical failure in the control loop can
cause this type of failure. Both load reduction requests imply to reduce
the engine load to 85% (max.).
1.5.6.8. Local indications

Detailed control related information is available on the Local Display
Unit (LDU) through Modbus communication.
se
1.5.6.9. Remote outputs
Detailed alarm and load reduction request related information is
available for the external system through Modbus communication.
a lu
ern
int
for
1.5 − 28
Manual
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1.5.6.10. Degraded operating modes
on
The effects due to single system failures for each sub−function are
described in the Cause & Effect Matrixes given below.
1.5.6.10.1. Exhaust Wastegate Valve Control

Troubleshooting
No. Failure descrip- Availability Failure Indication Effect description

of waste-
se
tion gate valve
control
Modbus Hardwired Engine
Response
1 MCM700 failure Control: Exhaust waste gate valve

control is not operational; control
valve in closed position
Modbus: communication is not op-
N Y Y
lu erational;alarm activated by external
alarm system
Hardwired:WECS fail alarm
(NS871) activated
2 TC Acquisition Mod- Control: Exhaust waste valve con-

trol is not operational; the control is
ule failure 1) acting on frozen value of signal
PT601
Safety: load reduction request is
activated at faulty Acquisition mod-
a
ule−TC; waste gate control valve
CV519 must be closed manually
N Y Y
Modbus: TC Acquisition Module
failure alarm (TE832) active; Sensor
failure (PT601.1) is activated; TC
ern
Acquisition Module load reduction

request is activated
Hardwired: WECS fail alarm
(NS871) is activated; Load reduction
request (IS743) is activated
3 PT601.1 failure Control: Exhaust waste valve con-

trol is not operational; waste gate
control valve CV519 is forced to
closed position
Safety: load reduction request is
N Y Y activated at faulty PT601.1
Modbus: PT601.1 failure indication
is activated
int
Hardwired: load reduction request

(IS743) is activated
4 CV519 failure Control: Exhaust waste valve can

not be controlled by WECS; waste
gate control valve CV519 is forced to
open position
Safety: Load reduction request is
activated when the valve failure
N Y Y (CV519) is detected
Modbus: WECS activates waste
gate valve (CV519) failure alarm and
load reduction request when the
for
valve failure is detected

Hardwired: Load reduction request
(IS743) is activated
1.5 − 29
Manual
Wärtsilä 38
ly
5 SE167 failure Control: Engine speed related ex-
haust waste gate valve control is
on
Y Y N fully operational
Modbus: Sensor failure (SE167) is
activated when engine running
6 ST174 failure Control: Engine speed related ex-

haust waste gate valve control is
Y Y N fully operational
Modbus: Sensor failure (ST174) is
activated when engine running
Additional notes:
1) Automatic control of exhaust wastegate valve to closed position at
se
faulty TC Acquisition Module requires major software update.
a lu
ern
int
for
1.5 − 30
Manual
Control System Wärtsilä 38
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1.6. Control System
on
se
a lu
ern
int
for
1.6 – 1
Manual
Wärtsilä 38
Control System
ly
1.6.1. General
on
The engine is equipped with a Wärtsilä Engine Control System, the
WECS 7000.
The WECS comprises:
− Measuring of the engine and turbocharger speed
− Controlling the engine speed / load.
− Engine safety system
se
− starting of the engine
− stopping of the engine
− start blocking
− automatic shut down of the engine
− load reduction request
− The signal processing of all monitoring and alarm sensors
lu
− The read out of important engine parameters on a graphical display
− The data communication with external systems (e.g. alarm and
monitoring systems).
For functional description of the WECS 7000 see section 1.6.8.
Control of the rotating speed of an engine is accomplished by varying
the rate of fuel admission in the engine cylinders. The duty to which the
a
engine is applied usually determines the degree of accuracy required in
engine speed control.
An actuator is used to control the engine speed and thus enables the
engine to respond to changing load requirements.
ern

intervals, tolerances, inspection, tightening torques and instructions,
see chapter 2.4
int
for
1.6 – 2
Manual
ly
1.6.2. Speed control system
on
The speed control system consists of:
− A digital speed control unit.
− An electro hydraulically controlled actuator (1) with ball head back
up and mechanically driven by actuator drive (2), see fig. 1.6 − 1 .
The actuator provides the mechanical power for displacement of the
HP fuel pump racks by transmission via power output shaft (3).
− A booster servo unit (4), see fig. 1.6 − 1 .
se
− A linkage system from the actuators to the HP fuel pumps (fuel
control mechanism), see section 1.6.4.
For specific information about speed control unit, actuator and booster,
consult the sub−suppliers manual.
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for
1.6 – 3
Manual
Wärtsilä 38
Control System
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1.6.3. Actuator
on
Many governing problems are the result of improper selection or
improper treatment of the oil used in the actuator. The actuator should
be serviced on a routine schedule. Develop the schedule with
consideration to the operating temperature and the conditions in which
the governing system operates.
While changing the oil type flush the hydraulic system before the oil
se
change. Do not mix different oil types. The most of the actuators with
sumps do not have filters, therefore, add only clean oil. If water happens
to enter the actuator then change the oil immediately. Clean oil is of
most importance in hydraulic governing system.
Consult the suppliers manual for oil quality and viscosity selection as
well as for acceptable operating temperatures.
lu
Maintain the oil level in the actuator between the limits on the sight
glass and do not overfill. During a refill keep the oil level low and add
more oil during running of the engine if needed. The oil in bad condition
causes approximately 50% of all governing troubles.
It is strictly recommended all the booster oil connections to the actuator
have to follow an upwards or at least horizontal direction in order to
avoid air bubbles could lead to any misfunctioning.
a
During engine operation, when one of the following circumstances are
observed the engine should be stopped, the oil changed and the reason
for the oil deterioration be examined:
ern
− The oil is contaminated or suspected to contribute for speed

instability.
− The oil is supposed to be dirty and fumes bad.
− There is water in the oil.
− The viscosity of the oil has changed; increased or decreased.
− The actuator parts are damaged or in bad conditions.
− The actuator has run at a temperature higher than recommended
int
due to the used oil.

− Governing operating temperatures have changed.
− The oil in operation has a wrong viscosity range.
for
1.6 – 4
Manual
ly
1.6.3.1. Booster
on
The booster (4) is activated by compressed air (starting air) and when
the engine is going to be started the air is supplied at (5). The booster
supplies the actuator with pressurized oil via lines (7) in order to have
enough oil pressure for the HP fuel pumps linkage manoeuvring, that
oil pressure eliminates the pressure rising lag due to the gear pump in
the actuator; finally a faster engine start and a reduced starting air
consumption are achieved. See fig. 1.6 − 1 .
se
The booster is positioned lower than the actuator to prevent trapped air
in booster and oil lines.
Note! Consult the related section on the Suppliers Manual for detailed
information about the specific mounted booster and maintenance.
a
1
lu
ern
8
7
int
2
6
4
Fig. 1.6 − 1 Actuator / drive / booster

for
1.6 – 5
Manual
Wärtsilä 38
Control System
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1.6.4. Fuel control mechanism
on
General
The actuator output shaft movement is transferred to the common control
shaft (9) via lever (10), link (11) and lever (12). The common control shaft
is supported by bearings (13). See fig. 1.6 − 2 .
Warning! Special attention must be paid to the fuel linkage mechanism in order
to have easy movement and proper connections since a defect may
se
result in a disastrous engine over speed, an unstable engine
operation or a limited engine load range.
On the control shaft mechanical limiters are mounted in order to limit
the rotation of the common fuel control shaft and thus the stroke of the
fuel racks; the limiters are factory adjusted at minimum and maximum
position.
a lu
Lever (14) is connected to the HP fuel pump fuel rack. A sensor (17) at
the end of the common fuel control shaft indicates the fuel rack position
on the WECS display.
20 12
ern
11
10
17
9
13
16
int
14
13
for
Fig. 1.6 − 2 Fuel control mechanism
1.6 – 6
Manual
ly
1.6.4.1. Load indication HP fuel pump
on
The fuel racks (22) are provided with a scale in mm divisions as
indicator.
se
22
a lu
Fig. 1.6 − 3 Load indication
ern
1.6.4.2. HP fuel pump connection
From the control shaft the rotation is transferred to the HP fuel pump
racks through the lever (23). If one of the racks is going to jam the
torsion springs enable the complete movement of the control shaft and
thus the movement of the remaining fuel pump racks.
int
23
for
Fig. 1.6 − 4 HP fuel pump connection
1.6 – 7
Manual
Wärtsilä 38
Control System
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1.6.4.3. Fuel rack adjustment
on
1 Adjust spring loaded levers with set screws (25) at a pre−clearance
of 5 mm.
se
5 mm
25
lu
Fig. 1.6 − 5 Pre−clearance levers to HP fuel pump
a
2 Place actuator lever in mid position.
3 Record all pump rack positions and calculate the average position.
With the set screws (25) all pump racks readings should be adjusted at
ern
the average value calculated.

4 Check the position of the actuator in relation with the HP fuel
pump rack position according table 1.6.1 and procedure of section
1.6.4.5.
int
for
1.6 – 8
Manual
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1.6.4.4. Stop mechanism
on
1.6.4.4.1. Local stop
Normally the engine is stopped remotely in the control room or locally
by means of the stop button on the Local Control Panel. In case of a
failure of the normal stop functions the engine can be stopped by
pushing the emergency stop button (4) on the local start / stop unit, fig.
1.6 − 6 .
1.6.4.4.2. Manual stop
se
In case of a failure of the normal and emergency stop functions, the
engine can be stopped by means of stop lever (1), see fig. 1.6 − 6 . When
the lever is moved to the stop position the common fuel control shaft
pulls the fuel rack on the HP fuel pumps to the zero" position.
lu 01
03
a
02
ern
04
05
06
int
Fig. 1.6 − 6 Local start and stop unit
Note! Valve (2) should always be open during engine operation to ensure
sufficient control air to the start / stop unit. See also the start air
system diagram which is enclosed in chapter 3.1.
for
1.6 – 9
Manual
Wärtsilä 38
Control System
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1.6.4.4.3. Stop device
on
Check of stop cylinder adjustment (limit position)
1 Set the stop lever (1) to the normal operation" position.
See fig. 1.6 − 6 .
2 Place the actuator at 100 % fuel position. The reference scale (20)
is at position 8. See fig. 1.6 − 2 .
3 Push the button (3) on the stop solenoid valve, see fig. 1.6 − 6 . and
check if the HP fuel pump racks (22) are moving to zero" position. See
se
fig. 1.6 − 7
27
lu
22
a
26
ern
Fig. 1.6 − 7 Emergency stop device
Stop cylinders maintenance

4 Check the control air pressure at the stop cylinders.
int
5 Check for air leaks in the piping.

6 Check the mechanical parts, the piston, the sealing ring (26) and the
cylinder (27) for wear and replace them if necessary. See fig. 1.6 − 7 .
for
1.6 – 10
Manual
ly
1.6.4.5. Checking linkage between actuator
on
and common fuel control shaft
1 Place the HP fuel pump racks (16) on position 48 mm by moving

lever (10), see fig. 1.6 − 2 .
2 Check if the load indicator scale on the actuator of power output
shafts indicates 8.
se
3 Check the free movement of the linkage system.
4 Place the HP fuel pump rack on position 0 mm by moving lever (10).
Check if load indicator scale of power output shaft of the actuator
indicates about 0 .
Table: 1.6.1
lu actuator lever Fuel pump rack
position
Check point 0 0
100 % load 8 48
Manual stop 0 0
a
1.6.4.6. Checking actuator stop position
ern
1 Place the actuator output shaft in 100% position and observe that
all fuel pump racks are also at 100% load position.
2 Move the stop lever (1) in stop position and check if all fuel racks
are back in zero fuel position.
3 Place the actuator output shaft again in the 100% position and
observe that all fuel pump racks are back at 100% load position.
4 Activate the stop cylinders (by pressing button (3)) and observe the
stop lever has moved in stop position.
int
5 After the fuel racks are in the " zero fuel position" the locking pawl
(05) should fit in the slot (06), see fig. 1.6 − 6 .
for
1.6 – 11
Manual
Wärtsilä 38
Control System
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1.6.4.7. Removing / Mounting the actuator
on
Note! Be sure the connection to the actuator is free.
Removing
1 Make a clear reference match mark on the levers and the power
output shafts.
2 Remove the levers and disconnect the electrical connections of the
se
actuator.
3 Remove the bolts and lift the actuator from the engine.
Mounting
1 Clean the joint faces of the actuator and check the condition of the
serrated output shafts of the actuator.
lu
2 Fit the actuator and fasten the bolts and the electrical connections
to the actuator.
3 Mount the levers according to the match marks on the power shaft.
In case of a new actuator copy the old mark.
4 Check the position of the actuator in relation with the HP fuel
pump rack position according to the table 1.6.1 and procedure of
a
section 1.6.4.5.
5 Check the actuator stop position according the procedure
highlighted in section 1.6.4.6.
ern
int
for
1.6 – 12
Manual
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1.6.5. Governing system maintenance and
on
trouble shooting
The maintenance of the actuator is limited and should mainly consists

of:
− inspection for the proper working of the actuator
− inspection for the proper connections of the linkage mechanism
− lubricating oil refreshment
se
Trouble shooting
Any fluctuation in engine speed or load is usually due to an improper
actuator working however, before exchanging or doing any inspection
on the actuator check the following items:
1 Check engine load is not beyond maximum load.
lu
2 Check if the fuel supply to the fuel pumps is at operating pressure
and no vapour lock exists.
3 Check the cylinder firing pressures and the proper injectors
working.
4 Check the adjustment of the external setting devices for the
actuator.
a
5 Check the adjustment and the linkage between the actuator and the
HP fuel pumps.
6 Check the actuator drive for any misalignment or eventual
ern
excessive backlash.
7 Check the level and the quality of the actuator lube oil. Replace the
lube oil and flush the lube oil system if it is supposed to be critical.
8 Check the actuator oil pressure at the test port of the actuator.
Booster maintenance
1 Check if the sump of the actuator is filled with oil up to the correct
level.
int
2 Check the starting air supply is connected to the appropriate

booster air inlet. Use the alternative inlet with the built–in orifice if a
slower fuel rack movement is required.
3 When all the air and the oil connections are secured, purge the air
from the booster and the oil lines by providing the booster with air from
an independent supply without cranking the engine. Add oil to the
actuator as much as needed. A certain failure into the purge air process
may result in residual trapped air and thus in a sluggish response of the
for
governing system.
1.6 – 13
Manual
Wärtsilä 38
Control System
ly
Fuel control mechanism maintenance
on
1 The fuel control mechanism should be operated with a minimal
friction resistance.
In the linkages and in the common fuel control shaft the bearings
require no lubrication and should not be in contact with degreasing
agents.
The pivot points should be periodically lubricated with engine
oil/grease.
2 Keep all the parts of the fuel control system clean and well
preserved against any rust.
se
3 The clearances of all the connections should be at minimum values.
The total backlash should not exceed 0.5 mm at the HP fuel pump rack
position.
4 Check the adjustment of the mechanism and the stop position
actuators at regular intervals.
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for
1.6 – 14
Manual
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1.6.6. Oil mist detector
on
The oil mist detector (OMD) protects the engine against serious
damages which might be originated from a crank drive bearing or piston
component overheating.
The atmosphere of the crankcase compartments is continuously drawn
out by means of headers and directed through an optical measuring
track; in that measuring track the opacity (turbidity) of the drawn
se
crankcase atmosphere is determined by means of infrared light.
Air from the air supply control unit is being transferred through the
pipe (2) into the OMD. By means of the under pressure due to the air
flow the oil mist is sucked through the pipe (3), which is connected with
the oil mist suction line in every crankcase compartment. The air flow
coming from the OMD should leave free without any obstruction and
without pipe connections. In the OMD the oil mist opacity is being
lu
measured and its status can be read on the display.
Note! In case of an oil mist alarm, the oil mist detector must be in condition
to react within the next few seconds and shut down the engine, in
order to minimise immediate or consequential damages!
a
02
ern
01
03
int
Fig. 1.6 − 8 Oil mist detector

For more information about the performance, the maintenance, etc,
see the supplier manual delivered as a part of the engine
documentation.
for
1.6 – 15
Manual
Wärtsilä 38
Control System
ly
1.6.7. Engine instrumentation
on
Documentation
The following set of instrumentation related documents are delivered
with the engine documentation:
− Setting list:
To state set−point values for alarms, load reductions, shut downs
and start blocking which are related to the sensors list of the specific
se
project.
− Wiring diagrams:
Connection diagram of the specific engine instrumentation signals
and Junction Box.
− Sub−supplier manuals:
Manuals related sub supplier equipment, e.g. speed control, OMD.
Note!
lu
Do not modify any parameter setting of the listed documents without
written permission of the engine manufacturer.
Instrumentation
The engine is equipped with the following type of sensors:
a
− Pressure analogue sensor (0.5−4.5V ratiometric):
For all pressure measurements handled by the WECS
− Pressure analogue sensor (4−20mA):
For all pressure measurements handled by systems other than
ern
WECS, e.g. speed control, external systems

− Pressure switch (on/off type):
For the WECS back−up safety system and external systems
− Thermocouple (type K):
For all temperature measurements related to the exhaust gas, main
bearings and cylinder liners
− Thermistor (NTC type resistor):
For all temperature measurements related to fluids and air
− Magnetic pick−up:
int
For speed measuring of turbine speed and engine speed handled by

the WECS (main safety) and the speed control
− Inductive pick−up (proximity type):
For engine speed measurement handled by the WECS (main safety
and back−up safety)
− Level switch (NPN type):
For lubricating oil level measurement handled by the WECS
− Position switch (on/off type):
For detecting the position of e.g. turning gear handle, bypass valve
for
position, etc.
Details of the sensor can be found in the Instrument List.
1.6 – 16
Manual
ly
1.6.7.1. Switches, transmitters and
on
temperature elements
Switches
With reference to the specific engine wiring diagrams, all the on/off
switches are drawn in the specified position of operation. This informa-
tion is relevant with respect to the fail−safe concepts of the alarm and
the safety system while changing switches or wiring.
se
Note! Some switches are normally opened e.g. will be engaged in normal
engine operating conditions.
Note! Check / calibrate the switches, transmitters and temperature

elements accordingly to the maintenance schedule, section 2.4.1.
lu
1.6.7.2. Speed sensors
General about speed sensors connections.

a
The engine is equipped with speed sensors (2) and (3) at several
locations. See fig. 1.6 − 9 and 1.6 − 10 .
ern
Turning gear wheel

There are two magnetic pick−ups for the WECS and two pick−ups for
the speed control system to detect the engine speed at the turning gear
wheel (1) at the driving−end. The speed controller converts the pulses
from the magnetic pick−up to engine rpm.
int
X
for
Fig. 1.6 − 9 Speed sensor at the turning gear wheel
1.6 – 17
Manual
Wärtsilä 38
Control System
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Camshaft gearwheel
on
One inductive proximity switches (3) to detect engine speed at the
camshaft gearwheel cover (4). The speed monitoring system converts
the pulses from the proximity switches to engine rpm.
se
lu 4 3 X 5
Fig. 1.6 − 10 Speed sensors at camshaft
Turbocharger
One magnetic pick−up for turbine to detect the turbine speed. See
sub−suppliers manual for details. The speed monitoring system
a
converts the pulses from the magnetic pick−up’s to the turbine rpm
value.
ern
Engine speed sensor adjustment check
Warning! Check the speed sensor adjustment only with a stopped engine.
Improper sensor adjustments can result in failure of overspeed

detection and loss of speed/control functions. Therefore it is necessary
to check the sensor adjustment prior to a first start of the engine. The
following checks should be carried out:
int
1 Remove the connector of the sensor.

2 Check the distance X between the sensor tip and tooth of gear
wheel. "X" must be 1.5 mm ± 0.5 mm. See fig. 1.6 − 9 and 1.6 − 10 .
3 Adjust the gap if necessary and secure the locking nut (use Loctite
to avoid loosening).
4 Check if tooth of gear wheel will not touch the sensor tip while
turning.
for
5 Install the connector of the sensor.
1.6 – 18
Manual
ly
1.6.7.3. Electro Static Discharge (ESD)
on
Note! ESD, the invisible threat!
The components of modern printed circuit boards are sensitive to
electrostatic discharge (ESD). Any damage due to electrostatic
discharge can cause immediate failures of a printed circuit board or
problems as the components start to deteriorate. Pay always attention
to ESD protection, just because the ESD damage is usually invisible.
Always handle carefully printed circuit boards, EPROMs and SRAM.
Static electricity is generally induced when two materials are rubbed
se
against each other. This causes unbalanced electricity in the objects (or
persons) and they become charged with static electricity. On the other
hand, conducting materials in the environment usually have a balanced
electrical situation. A discharge current is induced when a charged
person touches a conducting object. Even when people is moving around
charging and discharging processes continuously takes place but
lu
normally causing no damage. Those discharge currents, however, easily
could damage the thin layers in the integrated circuits.
The following precautions significantly reduce the risk of failures and
malfunctions due to ESD:
− Always keep the board in its protection bag/box during
transportation and storage. Remove it from the bag only shortly
before the installation.
a
− Make sure your body always has the same potential as the table
frame, board, rail, or junction box in which you install a printed
circuit board. This can be done with help of a special
ern
ground−terminal with wristband, but also by simply touching the

object with one hand and inserting the printed circuit board with the
other hand.
− Avoid touching the connector pins!
− Use the protective bag under and between the boards when placing
them on a table.
− Do not pass the board straight into the hands of another person
exceptif it is in a protective bag. It is also possible to place the board
on a non−conducting table and let the other person pick it up from
there.
int
− Clear the installation site from all construction or package materials

before the installation. Keep the environment tidy.
− Before inserting the board into its frame or enclosure, check that the
frame or the enclosure are clean. Check that the connector pins are
clean and straight so that the board can be easily and properly
inserted into its frame.
− Do not place the board on a conducting surface such as a metallic
table. If the board has been placed on a conducting table, place one
for
hand on the table and lift the board with the other one.
− Handle damaged boards as functional ones, because the damage
grade is usually unknown.
1.6 – 19
Manual
Wärtsilä 38
Control System
ly
1.6.7.4. Welding precautions
on
Introduction
The aim of this section is to give an instruction concerning treatment
and protection of engine mounted electrical equipment when arc
welding is performed in the vicinity.
Precautions
Main principles:
se
− Preventing uncontrolled current loops while welding.
Welding current path must always be checked, there should be a
straight route from the welding point back to the return connection
of the welding apparatus. The highest current is always following the
path where it meets the lowest resistance. In certain cases the return
current can therefore proceed via grounding wires and electronic
components in the control system. To avoid that, the distance
lu
between the welding point and the return connection clamp of the
welding apparatus should always be as short as possible and without
electronic components in the returning loop path. Attention must be
paid to the connectivity of the return connection clamp, a bad contact
might also cause sparkles and radiation.
a
− Preventing radiation.
The welding current and the arc is emitting a wide spectrum of
electromagnetic radiation. That might cause damages on sensitive
electronic equipment. To avoid those damages all cabinets and
ern
terminal boxes must be kept closed while welding. Sensitive

equipment can also be protected by means of shieldings with a
conductive metal plate. Also avoid having the cables of the welding
apparatus laying in parallel with wires and cables in the control
system. The high welding current is easily inducing secondary
currents in other conductive materials.
− Preventing damages due to sparks.

Sparks are commonly flying all around from the welding arc. Few
int
materials withstand the heat from those sparkles. Therefore all

cabinets and terminal boxes should be kept closed while welding;
sensors, actuators, cables and other equipment on the engine must
be protected by means of proper protection. Sparks can also be a
problem after they have cooled down, i.e. causing short circuits,
sealing problems etc.
for
1.6 – 20
Manual
ly
Precaution checklist
on
The following precautions must be paid attention to before welding in
the vicinity of the WECS control system:
− Close the covers of the cabinet and all the distributed units
− Deactivate the system by disconnecting all external connectors (X1
... X6).
− If the welding point is close to (approximately within a radius of 2 m)
an electronic module (CCM, MCM, etc.) disconnect all connectors of
the unit
se
− Do not connect the welding apparatus return line to the aluminium
profile containing electronic modules. The profile is used as a
common ground for these modules.
− If convenient, protect harnesses, cables, sensors and other
equipment from sparks with a proper metal sheet.
lu
1.6.7.5. General list of abbreviations
A/D Analogue to Digital Converter

a
BDC Bottom Dead Center
Bit Binary Digit’, ”0” or ”1”; used in computers to store in-
formation
ern
BMEP Brake Mean Effective Pressure

BTDC Before Top Dead Center
Byte Group of 8 bits
CA Crank Angle degrees / Charge Air
CAC Charge Air Cooler
CAN Controller Area Network
CCD Capacitive Coil Driver
int
CCM Cylinder Control Module

DC Direct Current
EPS Engine Position Signal
ESS Engine Speed Signal
FCV Flow Control Valve
FBD Functional Block Diagram
GD Gas−Diesel
for
GRU Gas Regulating Unit

HT High Temperature
1.6 – 21
Manual
Wärtsilä 38
Control System
ly
HW Hardwired
on
I/O Input/Output
I/P Current to Pressure converter
ID Identification number
J 1939 A high level protocol databus, running on CAN,
standardized by SAE (Also referred to as ”slow−CAN”)
kbit/s (times) thousand bits per second
LED Light Emitting Diode
se
LT Low Temperature
Mb Mega bit (one million bits)
MB Mega Byte (one million bytes)
MCC Main Combustion Chamber
MCM Main Control Module
MFI Main Fuel Injection
lu
Modbus databus, speed 9.6/19.2 bits/second
RS −485 Arrangement with master−slave
MPI tbd ”Interfaces MPI or Profibus”
N.C. Not Connected
NC Normally Closed
a
NO Normally Open
PCB Printed Circuit Board
PCC Pre Combustion Chamber
ern
PID Control function with Proportional−Integration−Derivation

PLC Programmable Logic Controller
Profibus High level protocol specified in European Fieldbus
Standard EN50170 Profibus is an RS −485 databus,
speed 187.5 bits/second
PT Pressure Transmitter
Pt100 Platinum temperature sensor
RPM (rpm) Revolutions per Minute
int
RS−485 Standard serial databus

SCI Serial Communication Interface
SG Spark−ignited Gas−engine
SSM Sub System Module
TBD (or tbd) To Be Determined
TC TurboCharger or ThermoCouple
for
TDC Top Dead Center

TJ Thermocouple type J
1.6 – 22
Manual
ly
TK Thermocouple type K
on
TS Thermocouple type S
TT Thermocouple type T
UPS Uninterruptible Power Supply
WE CAN Wärtsilä Engine Controller Area Network
WECS Wärtsilä Engine Control System
Wepmit Wärtsilä Engine Parameter Monitoring Interface Tool
WOIS Wärtsilä Operator Interface System
se
1.6.7.6. List of sensor tags and ISO codes
Normally a tag will identify sensors. For example:

You find sensor tag PT201 for the pressure transmitter measuring the
lubricating oil pressure at engine inlet. The mnemonic represents the
lu
type of sensor. The numerical part indicates the location of the
measurement point in the system.
The mnemonic is built up according to ISO3511/2.

The most common mnemonics are:
a
CV Control Valve
GS Position Sensor
ern
GT Position Transmitter
LS Level Switch
LT Level Transmitter
nY Calculated value
PDS Pressure Differential Switch
PDT Pressure Differential Transmitter
PSZ Pressure Switch
PT Pressure Transmitter
int
SE Speed Emitter
ST Speed Transmitter
TE Temperature Emitter
TT Temperature Transmitter
UI Universal Indicator
UT Universal Transmitter
for
1.6 – 23
Manual
Wärtsilä 38
Control System
ly
The numerical part refers to the location in the system, which is
on
Wärtsilä specific. The sensor tags are described in the instrument list
belonging to each engine.
The first digit refers to the system. The system numbering is as follows:
0nn DWI water
1nn diesel fuel system
2nn lube oil system
3nn compressed air
se
4nn cooling water
5nn exhaust gas
6nn charge air
7nn miscellaneous
8nn control system
lu
9nn gas fuel system
a
ern
int
for
1.6 – 24
Manual
ly
1.6.8. WECS Control System
on
1.6.8.1. System description
1.6.8.1.1. General
The Wärtsilä Engine Control System (WECS) 7000 is a diesel engine

automation system for monitoring and controlling the safety
se
functions of the engine. WECS 7000 is not a ships alarm system.
Generally, relevant engine data available in WECS is transmitted
through serial line to the ships alarm system. Essential signals (e.g.
engine start/stop, standby pump control, external shutdown, etc.) are
hardwired to the ships automation system. The interface between
WECS 7000 and the ships automation system(s) is accommodated in
a dedicated Junction Box near the engine. An external governor, not
lu
part of WECS, generally accommodated in the Junction Box handles
speed control of the diesel engine.
1.6.8.1.2. System structure

The essential components of WECS 7000 are shown in fig. 1.6 − 11 .
The WECS can be connected to service tool (laptop) for maintenance.
a
CAN−repeater
CW−CAN (500 kbit/s)
ern
J1939 (250 kbit/s)

CCM−10
MCM−700 Cylinders
Exh. Exh.
temp. temp.
Liner Liner
TC & FE temp. temp.
Acquisition Modules
int
Local Display Unit

LUBE OIL STOP
SHUTDOWN RELAY
LUBE OIL LOCAL
SHUTDOWN
BLOCKIN BLOCKIN
START
Start, Stop and
G
OPTIONAL
SHUTDOWN
MCU
G
LOCAL
START
WECS START
STOP/SHUTDOW
N
LOCAL STOP
LUBE OIL
FUEL
LIMITER
SLOW
SHUTDOWN
TURNING
back up instruments Slow turn
Solenoid’s
OVERSPEE
FAILUR
SWITCH
SHUTDOWN FAILURE RM−11
E
D
OPTIONAL ALARMSWITCH
SPEED
SWITCH
EMERGENCY
SHUTDOWN 1
SPEED SWITCH
FAILURE
STOP
WECS
ENERGIZED 2STOP
FAILUR
WATCHDOG
SOLENOID SPEED
STOP/SHUTDOW
E
OVERRID PULSE
EMERGENCY
N STOP
FAILURE
E
SHUTDOWN
SHORT
RESET
CIRCUIT
Relay Module RM
Engine mounted
Hardwired connections
Junction Ships
Governor box Automation
Modbus (RS−485, 9.6/19.2 kbit/s) System
for
Fig. 1.6 − 11 Structure of WECS
1.6 – 25
Manual
Wärtsilä 38
Control System
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All sensors on the engine are connected to the Control Modules. The
on
number of modules depend on the cylinder configuration. The signals
to and from the external system have to be connected to the junction box
terminals. The junction box consist of power supplies for the
WECS−7000 and a galvanic separation of I/O signals to and from
WECS−7000.
Here below a summary of the modules follows with their main
functionality descriptions:
FE/TC acquisition modules: Data acquisition module, for measuring
engine parameters not related to the
se
cylinders
Cylinder controller: Data acquisition module; for measuring
cylinder related parameters (max. 3
cylinders per module).
Main controller MCM700: Main controller for safety, monitoring
lu and control.
CANrepeater: Communication module for service.
RM: Relay Module, Back−up safety system,
for engine speed, lubricating oil pressure,
HT−cooling water temperature/
pressure. Control system for start, stop
and emergency stop.
a
LDU: Local Display Unit; monochrome screen,
shows engine parameters.
LCP: Local Control Panel; panel with LDU,
ern
operating push buttons and back−up

indicators Junction box: Interface
between WECS−7000 and ships alarm
systems.
1.6.8.1.3. Signal conditioning
All applicable sensor signals are measured and processed individually.

The sensor signals, excluding signals from back−up safety sensors, are
int
sampled with a sampling rate depending on the required accuracy. The

sensor data (binary information) is monitored in the MCM700 main
controller module for changes in status values, which occur whenever
preset levels of alarms, safety stops, load reduction requests,
prelub/standby pump control, etcetera, are exceeded. All relevant
measured (and calculated) values can be shown locally on the LDU and
are available for the ships alarm system.
The signals from the back−up safety sensors are measured and
for
individually processed in the Relay Module for changes in status values,

which occur whenever preset levels of safety stops are exceeded. Safety
stop info is also relayed back to the MCM700 main controller and
1.6 – 26
Manual
ly
therefore can be shown locally on the LDU and is available for the ships
on
alarm system.
1.6.8.1.4. Failure detection
The failure detection in WECS 7000 is based on the following principles:

− Sensor failure detection (analog), i.e. out of (sensor) range detection
including wire break detection
− Monitoring of stop solenoid loops, i.e. open loop and short circuit
detection
se
− Wire break detection of digital safety sensors, e.g. emergency stop
loop
− Control loop failure detection (e.g. waste gate valve control and
by−pass valve control) based on evaluation of control valve feedback
signals and engine data
− Module failure based on a CAN data frame detection scheme between
lu
data acquisition module (acquisition modules, cylinder controllers)
and MCM700 main controller
1.6.8.1.5. Preventing unnecessary safety actions

a
WECS 7000 has the following design features to ensure proper handling
of the safety function:
− when sensor failure is detected, the related sensor is excluded from
any safety action by the WECS
ern
− proper filtering of sensor signals is utilised to avoid unnecessary

safety actions (e.g. false stops) during fluctuations or transients in
the sensor signal
− galvanic isolation of I/O signals to and from WECS 7000 to avoid
electrical interaction
− Shutdown−override, to disable shutdowns in critical situations
− The WECS design is fail−safe with respect to the ship’s safety
int
1.6.8.1.6. Redundancy of sensor and WECS 7000
− Redundant overspeed detection system

− Redundant safety system with respect to the safety functions in
accordance with the classification demands
− Redundant emergency stop system
− Redundant power supply (24Vdc and 230Vac) circuitry with
automatic change−over functionality
for
1.6 – 27
Manual
Wärtsilä 38
Control System
ly
1.6.8.1.7. Diesel engine control principles
on
General
The principles of the following diesel engine control functions are
outlined in this section:
− Start sequence
− Shutdown sequence
− Speed control
− Bypass valve control
− Exhaust waste gate valve control
se
A description of the failure aspects and safety override aspects can be
found in section 1.6.8.4.
The control sequences are stepwise described in the tables below.
Start sequence
The control principles of the start sequence are outlined in table 1.6.2.
0
1
lu Table 1.6.2: Start sequence
Ready to start, fuel control enabled
Start command active
2 Start solenoid activated
3 Fuel control to start fuel limit
a
4 Starting solenoid de−activated at n1 rpm
5 Fuel control for running activated at n2 rpm
6 Engine running
ern
Shutdown sequence
The control principles of the shutdown sequence initiated by a stop
command are outlined in table 1.6.3. A description of the shutdown
sequence initiated by a safety stop and emergency stop sequence can be
found in section 1.6.8.4. In these cases, the shutdown sequence must be
reset manually
Table 1.6.3: Shutdown sequence

int
0 Engine running
1 Stop command active
2 Stop solenoid activated
3 Fuel control to zero fuel
4 Stop solenoid de−activated when engine stands still
5 Fuel control enabled when engine stands still after 10 sec.
for
6 Ready to start
1.6 – 28
Manual
ly
Speed control
on
The speed is basically a PID type of closed loop control with engine speed
and speed reference as (main) input signals. The fuel control output
signal is connected to the fuel rack actuator on the engine. The WECS
disables/enables the speed controller. Disabling the speed controller
actually means set fuel control output to zero fuel position.
Note! The speed control is not part of the WECS
Exhaust waste gate valve control

The WECS utilises a PID type of closed loop control with engine speed
se
or engine load and charge air pressure as input signals. The control
output is connected to the control valve positioner. Either the engine
speed or the engine load is utilised to calculate the charge air pressure
set point for the PID control.
a lu
ern
int
for
1.6 – 29
Manual
Wärtsilä 38
Control System
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1.6.8.1.8. Main control software structure
on
The WECS−7000 control software is structured around so−called
engine modes, which reflect the main operational conditions of the
engine. For all sub−functions related to the engine control, a specific
behaviour related to the active engine mode is specified.
Other software parts as the safety system, the I/O functions, the
internal communications (between the different WECS7000 modules),
the external communications (with the Local Display Unit and with the
se
customer system) and information exchange with the control software
runs independently.
There is also an interaction between the WECS7000 main program and
the safety −back−up module (RM11).
The possible engine modes has been ordered in priorities from highest
to lowest: lu
− Emergency mode: can be preceded by any other mode
− Shutdown mode : can be preceded by stop −, start − or run mode
− Run mode : must preceded by start mode
− Start mode : must be preceded by stop mode
− Standby mode : must be preceded by stop mode
− Stop mode : can be preceded by shutdown−or emergency mode
When the system is powered up, the default engine mode is set to stop
a
mode. After this, the different control modes are activated according to
the conditions defined for these modes. If an engine mode with a higher
priority is triggered the engine mode will be changed to the mode with
ern
the highest priority. For operations control, the structure of the

software program is not the most interesting part, but the structure of
operations with as starting point the stop mode.
Stop mode
The stop mode is the basic engine mode when the engine is not running.
The engine is "ready for start" as indicated on the Local Display Unit
(LDU) or remotely, unless one or more start blockings are active.
int
Possible start blockings are:

− Turning gear engaged
− Stop lever in stop position
− Low control air pressure
− Low lubricating oil pressure
− Low lubrication oil level in turbo charger
− Low (HT) cooling water temperature/pressure at engine inlet
− External start block
for
The pre−lubrication pump runs continuously to prevent the start

blocking of the "low pre−lubricating oil pressure" and " low lubrication
oil level in the turbo charger" .
1.6 – 30
Manual
ly
For safety reasons, it is only possible to start the engine either from the
on
remote control panel, or with the local start button :
− Remote start is only possible if the local/remote switch is in the
remote position
If the engine is not running the pre−heating unit for cooling water is
set to independent temperature control for keeping the engine heated.
This is not controlled by the WECS7000.
Standby mode
If the engine is in stop mode, no start blocking is active and the local
se
remote switch is in the remote position, then the standby mode can be
activated through a stand−by mode request. In the standby mode the
engine is direct ready to start. The prelubricating pump is running
continuously. If one of the start blocks becomes active then the main
routine will change over to stop mode.
Start mode
lu
If the engine is in stop mode and no start blocking is active or the engine
is in standby mode, then the start mode can be activated through a start
command (local or remote push−button). The start command activates
the start solenoid of the starting air valve , enabling starting air to
entering into the cylinders. During the start up of the engine some
safeties are temporary overruled. When the start mode is accomplished
a
successfully within a certain time frame the main routine will be change
over to run mode and the overruled safeties are enabled again.
If the start mode is not accomplished successfully in that time frame the
ern
main routine detects a start failure. The main routine will change over
to shutdown− or emergency mode (depending of the trigger) and the
monitoring sub routine will indicate the failure on LDU and MODBUS
address.
The black−out start skips all start blockings except the blockings for
turning gear engaged and stop lever in stop position. However, skipping
of the lubricating oil related start block is limited to 5 minutes. The main
routine is not different as above.
int
Run mode
The main routine is switched to run mode if the start mode is
accomplished successfully within a certain time frame. The engine will
ramp up to idle speed approx. 320 rpm (or rated speed approx. 600 rpm
if selected) and the safety control is active.
With the speed controller it is possible to increase (up to max. rated
speed) or decrease (down to min. idle speed) the speed of the engine with
the digital speed setting. Of course only settings between idle and rated
speed are possible. Also analog speed setting is possible (4−20 mA).
for
If in run mode particularly measuring values exceeds the setpoints of

load reduction level (see for that signals the column load reduction in
1.6 – 31
Manual
Wärtsilä 38
Control System
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project specific MODBUS list) than the engine load should be reduced
on
within a certain time hence a shutdown might occur. The control will
remain in run mode until a stop, shutdown or emergency request is
activated and interrupts the main routine. The shutdown mode and
emergency mode will interrupt the run mode if a shutdown value
exceeds the limit or an emergency shutdown is given.
This safety function can be overruled by the stop/shutdown override
function but should only be used in case an engine stop would cause
more damage than an overruled safety stop. During the time the
function for stop/shutdown override is active the engine can be operated
se
normal. Only a few shutdowns can not be overruled e.g. emergency stop
and overspeed.
Shutdown mode
The shutdown mode of the main routine can be activated by a normal
stop or through triggering by exceeding the shutdown limit of a
lu
measuring value. All shutdown values are mentioned in the project
specific MODBUS list as a stop and will be shown on the LDU display
and MODBUS address.
If the shutdown mode becomes active the common fuel rack is forced to
zero position. The stop solenoid is energized and the pneumatic stop
cylinders on the fuel pumps are activated. The engine will stop after
running out time of the slowness mass. When the engine has stopped,
a
the activation of the stop solenoid is released after about 10 seconds.
If the shut down is triggered by exceeding the shutdown limit of a
measuring value the engine will remain in shutdown mode until the
ern
cause has been solved and the system is reset. Thereafter the main
routine will go to stop mode. Notice that a shutdown caused by the oil
mist detector should be reset on the oil mist detector and at the WECS.
If it was a normal stop the main control routine will automatically go
to stop mode.
Emergency mode.
The emergency mode can be activated by triggering the emergency stop
int
push−buttons and will be shown on the LDU display and on the

MODBUS address.
The fuel rack is forced to zero position and the stop solenoid is energized
to activate the stop cylinders on the fuel pumps. The engine will stop
after running out time of the slowness mass.
The engine will remain in emergency mode until the cause has been
solved and the system is reset. Thereafter the main routine will go to
stop mode.
for
1.6 – 32
Manual
ly
1.6.8.1.9. Speed control in overall application
on
The engine is delivered with an off−engine speed controller related to
the on−engine actuator. The speed controller is intended for use in
propulsion applications, where the engine is directly or via a clutch
coupled to the mechanical drive of the propeller shaft. The speed
controller is also used in auxiliary and diesel electric propulsion
applications, where the engine is directly coupled to the generator. The
control provides closed loop speed control. The speed controller can be
build in the junction box or in the engine control− or switchboard room.
se
The principle diagram, see fig. 1.6 − 12 , shows the main functions of
the speed controller:
− Speed controller PID dynamic settings
− Fuel−limiter
− Torque limiter
− Idle or rated selection lu
− Ramp up and down functions
− Clutch/alternator status
− Load sharing
− Master / slave selection
I/O digital: Powe r suppl y

a
Isoch/droop 24 Vdc / 2 A
Clutch closed
Etc.
Speed cont roller Vdc

ern
Control logic
Vdc
PID LS S LSS Actuator

+
Speed controller control
setting
Rpm var.gain Torque Booster
limiter limiter
mA mA
Hz mA
int
Actual
speed speedsensors Receiver
engine pressure
Ac tuator
Mechanical
Governor
for
Fig. 1.6 − 12 Principle diagram speed control system
1.6 – 33
Manual
Wärtsilä 38
Control System
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On−engine actuator
on
A selection can be made for:
− Actuator without ball−head.
− This is a mechanical hydraulic governor with an electro−hy-
draulic controlled actuator. This type is normally used in diesel
electric installation or for an auxiliary generator set application.
The actuator is available for use with either direct− or reverse−
acting electronic controls.
− Actuator with ball−head
se
− This is a mechanical/hydraulic, pneumatic governor with a cen-
trifugal flyweight valve assembly and an Electro−hydraulically
controlled actuator. To achieve back−up control, the electronic
system must be reverse−acting. The speed setting of the mechan-
ical governor is slightly higher than of the electronic governor sys-
tem. In case of current fail (drop to zero) the electric actuator will
call for an increased fuel position above setting of the mechanical
lu
governor.
In this case the mechanical back−up takes over, based on the LSS
(Low Signal Select principle)
Off−engine speed controller (governor)

The speed controller is operating together with the actuator as a
a
balanced speed controller and actuator system.
− The signals between engine / WECS system and speed controller
runs via the junction box.
ern
Note! For the off− engine speed controller consult the sub−supplier
manual delivered with the engine documentation.
int
for
1.6 – 34
Manual
ly
1.6.8.2. General application info
on
1.6.8.2.1. WECS 7000 in overall system
Fig. 1.6 − 13 , illustrates a simplified version of a typical diesel engine

application. Relevant engine data is transmitted through a serial line.
Essential signals (e.g. engine start/stop, standby pump control, external
shutdown, etc.) are hardwired to the ships automation system.
se
SHIPS AUTOMATION SYSTEM
Including ALARM SYSTEM
INDICATION SIGNALS
lu
CONTROL SIGNALS
SERIAL DATA
POWER SUPPLY LINES

a
JUNCTION BOX
ern
POWER SUPPLY LINES
FUEL CONTROL SIG-

INDICATION SIGNALS
CONTROL SIGNALS
TO SPEED CONTROL
NAL TO ACTUATOR
SENSOR SIGNALS
SERIAL DATA
WECS 7000
int
(mounted on engine)
ENGINE
Hard wired communication

for
Serial line communication
Fig. 1.6 − 13 Signal block diagram of WECS 7000 in overall system
1.6 – 35
Manual
Wärtsilä 38
Control System
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1.6.8.2.2. Tasks of WECS 7000 in application
on
The WECS 7000 is handling the following tasks:
− Safety function, handling start blocks, reset safety system, safety
stops, manual emergency stops
− Load reduction function, initiating request for load reduction to the
ships automation system
− Diesel start/stop function, handling diesel start/stop commands and
optional initiating standby mode
se
− Remote start interlock, i.e. blocking remote start when needed
during local operation
− Control functions, handling by−pass valve control, waste gate valve
control, prelub pump start request and standby pump start requests
to the ships automation system
− Digital indication of relevant engine parameters by panel meters
− Indication of relevant engine data by the LDU
lu
− Indication of relevant engine data by the ships alarm & monitoring
system
The WECS 7000 is also generating alarms which are visualised by the
LDU. However, the ships alarm system is always responsible for the
alarm handling where latching and acknowledgement are actually
carried out in this application.
a
Note! In case of loss of the serial line to the ships alarm system, alarm
information is still available on the LDU as back−up.
ern
1.6.8.3. Local user interface description
System start up
To start−up the WECS 7000, the following circuit breakers has to be
switched on:
− Circuit breaker Main supply" (inside junction box), to connect the
int
230Vac supply
− Circuit breaker Back−up supply" (inside junction box), to connect
the 24Vdc supply
Warning! The WECS 7000 will start−up when at least one power supply is
available. However, both power supply sources are required for
fail−safe operation.
for
1.6 – 36
Manual
ly
1.6.8.3.1. Front−end cabinet overview
on
A quick reference is described below to provide a view of the available
controls and indications at the front−end of the engine−mounted
WECS cabinet, see fig. 1.6 − 14 .
The operator interface is described in the following categories:
− Local Display unit (LDU)
− Local control buttons / switches
− Local back−up indicators
se
lu Stop lever
ENGINE
SPEED Main page
Exhaust gastemperature 4835C

LUBE OIL 80
60
80
60
PRESSURE 40
20
0
40
20
0
−−
20 −−
20
−−
40 −−
40
−−
60 −−
60
−−
80 −−
80
a
Mode: Running AL O
HT WATER
TEMPERATURE
REMOTE LOCAL
Locking pin
ern
START STOP SHUTDOWN ENGINE

stop lever
RESET MODE
int
Emergency
start button
Emergency
stop button
for
Fig. 1.6 − 14 Front−end cabinet overview
1.6 – 37
Manual
Wärtsilä 38
Control System
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1.6.8.3.2. Local Display Unit (LDU)
on
The Local Display Unit (LDU) replaces the traditional pressure gauge
panel, the thermometers and other instruments, see fig. 1.6 − 15 . It is
connected to the MCM700 main controller, which sends the necessary
data to the display.
Main Main page
se
Exhaust gas temperature 483 5C
80
60
80
60
Up
Info 40
20
0
40
20
0
−20 −20
−40
−60
−40
−60 Enter
History
−80 −80
Engine speed Fuel rack pos.

Down
Shift 720 rpm 33 mm
Mode: Running A L O
Startblocks and air lu Additional info

pressures
Engine Exhaust Cylinder Crank Water Oil system

performance gas liners case system
Fig. 1.6 − 15 Local display unit

a
On the LDU, all relevant system data can be displayed. This system data
can be retrieved via the pages given in table 1.6.4.
ern
Table 1.6.4.
Pages on LDU display System data / information showed
Main page The main engine data
Help on using keys page How to use the keys
History page The last 100 events of the engine including
date and time stamp
Start Blocks & Air Pressures The start block status and air pressure levels
int
Engine Performance page Engine performance related parameters

Exhaust Gas Temp. page Exhaust gas temperatures for each cylinder
Liner Temperatures page Liner temperatures for each cylinder
Crankcase page Main bearing temperatures and OMD status
Cooling Water Systems page HT & LT water related parameters
Fuel & Lube Oil Systems page Fuel oil & lube oil related parameters
for
Menu page The list of dedicated pages
1.6 – 38
Manual
ly
From the Menu page, a selection can be made to one of the following
on
dedicated pages showed in table 1.6.5.
Table 1.6.5.
Menu page Status / information showed
Automation System page Status of modules
Pump Control page Status of pump control outputs
By−pass control page Status of valve control outputs, by−pass valve
se
position & related sensors
Waste gate control page Status of valve control outputs & related sen-
sors
Cold air waste gate control page Status of valve control outputs & related sen-
sors
Wencom page lu Exhaust gas temperature deviations with re-
spect to mean temperature
FAKS page (* ) Status of FAKS sensors
Miscellaneous page Status of miscellaneous switches
(* ) Option depending if FAKS sensors are installed.

Note!
a
Main Page, see fig. 1.6 − 16 , displays an example of the following data:
− Exhaust gas temperature deviation relative to cylinder 1.
− Engine speed
ern
− Fuel rack position

− Start failure status
− Stop / Shutdown Override status
− Engine mode
− Common engine alarm indicated with A at the right bottom corner
− Common load reduction request status indicated with L at the right
bottom corner
− Common shutdown status indicated with S at the right bottom corner
int
for
1.6 – 39
Manual
Wärtsilä 38
Control System
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on
se
lu
Fig. 1.6 − 16 Example view of main page
Typical data showed on the information pages comprises of:

− Functional name of (engine) parameter
a
− Analogue value as number or in bar pattern or meter bar
− Status value
− Abnormal value inverted
ern
− Sensor code (only on History page and dedicated pages)
Examples of the typical data can be found in the following figures,

1.6 − 17 , 1.6 − 18 and 1.6 − 19 .
int
for
1.6 – 40
Manual
ly
on
se
lu
Fig. 1.6 − 17 Example view of history page
a
ern
int
Fig. 1.6 − 18 Example view of Start Blocks & Pressures page

for
1.6 – 41
Manual
Wärtsilä 38
Control System
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on
se
lu
Fig. 1.6 − 19 Example view of Menu page
1.6.8.3.3. Local control buttons / switches

a
Fig. 1.6 − 20 , shows the following control button / switches which are
ern
provided for local operation:

− START button with green coloured button to initiate a local engine
start
− STOP button with red coloured button to initiate a local engine stop
− SHUTDOWN RESET button with blue coloured button to reset
WECS after a shutdown
− ENGINE (START) MODE selector switch to block a remote engine
start
int
for
Fig. 1.6 − 20 View of control switches for local engine operation
1.6 – 42
Manual
ly
1.6.8.3.4. Local backup indicators
on
The engine parameters as shown in fig. 1.6 − 21 , are generated from
back−up sensors and back−up circuitry independent from WECS main
circuitry.
ENGINE
se
SPEED
a lu
LUBE OIL
PRESSURE
HT WATER
TEMPERATURE
ern
Fig. 1.6 − 21 View of panel meters for digital indications
1.6.8.3.5. Emergency start / stop

int
Emergency operation
For emergency operation, in case of complete loss of WECS system, the
engine is provided with emergency push buttons direct on the starting
and stopping solenoid valve. See fig. 1.6 − 14 . The engine speed can be
controlled by the speed setting governor system.
Local Display Unit and Back−up instruments

for
The Local Display Unit and back−up instruments are situated on the
WECS cabinet. The maximum distance between WECS cabinet and
junction box is limited to 10−meter cable length.
1.6 – 43
Manual
Wärtsilä 38
Control System
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1.6.8.4. Instructions for normal operating mode
on
1.6.8.4.1. General
All necessary instructions to operate the engine in conjunction with the

WECS and external governor are described in this chapter. Both WECS
and external governor are considered to be fully operational. If this is
not the case, relevant instructions given in section 1.6.8.5. should be
followed.
se
1.6.8.4.2. Control of prelubricating oil pump
The pre−lubricating pump is controlled by the WECS in conjunction

with starter box of the pump. Generally, the following selections can be
lu
made at the starter box:
− At OFF position, the pre−lubricating pump is off
− At MANUAL position, the engine is manually lubricated before
starting the engine
− At AUTOMATION position, pre−lubrication of the engine is
controlled by the WECS. Consequently, at engine standstill,
a
pre−lubrication is activated to remove the start blocks related to
lube oil pressure. In addition, if the engine is running the
pre−lubricating pump is automatically switched off at 400 rpm and
switched on again at 320 rpm. If the engine is not running then
ern
pre−lubrication is constantly active.

Control of the pre−lubricating pump by the WECS is to be considered
as an auxiliary function. Therefore, activation of the pre−lubricating
pump will not generate an (common engine) alarm.
Warning! When the engine stands still for a long period, it’s recommended to
select the OFF position at the pre−lubricating oil pump starter box.
int
1.6.8.4.3. Control of pre−heater
Pre−heating of the cooling water is preferably controlled automatically

and in conjunction with the WECS. Generally, the Engine Running
output from the WECS is utilised in conjunction with the pre−heater
unit to control the circulating pump automatically. Consequently, at
engine standstill, pre−heating is activated to remove the start block
for
related to cooling water. If the engine is running the pre−heating is

de−activated. Temperature control is automatically controlled within
the pre−heater unit and is independent from the WECS.
1.6 – 44
Manual
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1.6.8.4.4. Start blockings
on
At engine standstill, the WECS is constantly checking the start blocks
to safeguard the diesel engine and the crew close to the engine. The
responsible operator has to take care for removing all start blockings
prior to start. An engine start attempt is blocked at the following basic
conditions:
− low pre−lubricating oil pressure
− low pre−lubricating oil level at turbocharger
se
− low control air pressure
− low HT cooling water (pre−heating) temperature
− turning gear engaged
− stop lever in stop position
− external start block active
− active shutdown (i.e., the WECS is still waiting for the shutdown
reset command)
lu
− local/remote switch at LOCAL position (only blocks the remote start)
In addition, an engine start attempt is blocked if the engine is already
running. Start blocks can not be overridden except in the following cases:
− Blackout start, see section 1.6.8.5.2. for instructions
− Emergency start directly at engine, see 1.6.8.5.3. for instructions
Note! The engine is ready to start when no start block is activated
a
A corresponding message Ready To Start is shown on the LDU main
page and is also send to the ships alarm system through the serial link.
If the engine is not ready to start the LDU main page will show the
ern
message Start Blocked.
1.6.8.4.5. Local start
When the engine is ready to start, a start attempt can be initiated by

pushing the local button START located at the WECS cabinet
front−end. See fig. 1.6 − 14 .
int
During starting, the LDU main page will show successively Ready to
Start −> Starting −> Running. The last message indicates that the
engine is running. At this point, the WECS generates the Engine
Running signal for the ships alarm and automation systems.
for
1.6 – 45
Manual
Wärtsilä 38
Control System
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1.6.8.4.6. Remote start
on
When the engine is ready to start and the Local/Remote switch at the
WECS cabinet front−end is at the REMOTE position, a start attempt
can be initiated by pushing the button START located at the remote
control stations on board. See fig. 1.6 − 20 .
Note! The Local / Remote switch at the WECS cabinet front−end only
blocks the remote start command. It does not affect any transfer of
speed control related functionality.
se
After a successful start attempt, the Engine Running signal will be
activated as described in section 1.6.8.4.5.
1.6.8.4.7. Start failure

lu
When the engine speed has not reached a certain value within 20
seconds, the start attempt is considered to be unsuccessful. The WECS
interrupts the starting sequence and stops the engine. In addition a
start failure (alarm) will be generated for the ships alarm and
automation systems.
The engine is ready to start after the WECS has released the stopping
devices. At this point, the engine can be re−started.
a
During the start attempt, the LDU main page will show successively
Starting −> Shutdown and Failed Start Attempt−> Ready to Start.
ern
Note! In case of a start failure the engine can be re−started after the
WECS has released the stopping devices (indicated by ready to
start).
int
for
1.6 – 46
Manual
ly
1.6.8.4.8. Local stop
on
By pushing the local STOP button located at the WECS cabinet
front−end the engine stops. See fig. 1.6 − 20 .
During stopping, the LDU main page will show successively Running
−> Shutdown −> Ready to Start. The engine is ready to start after the
WECS has released the stopping devices.
Note! Re−starting after a normal local stop is only possible after the WECS
se
has released the stop devices and no start blocks are existing.
1.6.8.4.9. Remote stop
By pushing the STOP button located at the remote control stations on

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board the engine will stop.
Activation of the remote stop command can be observed on the LDU
miscellaneous page. During stopping, the LDU main page will show
successively Running −> Shutdown −> Ready to Start. The engine is
ready to start after the WECS has released the stopping devices.
Note! Re−starting after a normal remote stop is only possible after the
a
WECS has released the stop devices and no start blocks are
existing.
ern
1.6.8.4.10. Standby engine mode selection
A remote standby request from the ship’s automation (power

management) system is needed to initiate standby operation of the
engine. The WECS accepts the standby request only if the engine is
ready to start and the Local/Remote switch at the WECS cabinet
front−end is at the REMOTE position. During standby operation, the
int
WECS sends a Standby Mode (active) message to the ship’s automation

system through the serial link.
The WECS disables standby operation when any of the following
conditions is TRUE:
− Remote standby request is cancelled
− Local/Remote switch at the WECS cabinet front−end is at the
LOCAL position.
− Engine is not ready for start
for
During standby request, the LDU main page will show successively
Ready to Start −> Standby.
1.6 – 47
Manual
Wärtsilä 38
Control System
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1.6.8.4.11. Remote start during standby operation
on
During standby operation, a start attempt can be initiated by pushing
the button START located at the remote control stations on board.
When the engine is running, standby operation is de−activated. After
a normal stop, standby operation will be restored if the conditions as
stated in section 1.6.8.4.10. are still satisfied.
se
1.6.8.4.12. Alarms
General
The WECS monitors the sensor data for changes in status values, which
occur whenever pre−set levels of alarms are exceeded. The associated
alarm messages are send to the ships alarm & monitoring system
lu
through Modbus communication. The alarm settings are stated in the
Modbus−list.
Note! In general, an alarm is generated for warning of an abnormal

condition. Depending on the cause of the alarm, quick attention
might be needed to solve the problem.
The following type of alarms are generated in the WECS:
a
− Engine parameter related alarms
− Control loop failure related alarms
− Sensor failure alarms
ern
− WECS module failure alarm

− Relay module failure alarm
− WECS failure alarm
− Common engine alarm
Note! Latching and acknowledge of alarms are exclusively handled in the
ship’s alarm & monitoring system
Engine parameter related alarms

int
This type of alarms indicate abnormal conditions of the diesel engine

parameters, e.g. temperatures, pressures, levels, etc.
The WECS handles the following actions at an alarm condition:
− The measured value is shown inverted on the LDU
− An alarm message is shown on the history page of the LDU
− An alarm indication (A) is shown on the diesel parameter dedicated
page of the LDU
− An alarm (active status) message is send to the ships alarm &
for
monitoring system through Modbus communication

− Common engine alarm is activated
1.6 – 48
Manual
ly
When the alarm condition is not valid anymore, the WECS handles the
on
following actions:
− The measured value is shown as normal text on the LDU
− An alarm (not−active status) message is send to the ships alarm &
monitoring system through Modbus communication
− The alarm indication on the diesel parameter dedicated page of the
LDU is removed
Control loop failure related alarms

This type of alarms indicate abnormal conditions of control loops
se
related to bypass valve control, waste gate valve control, etc. Details of
this type of alarms can be found in the related sections.
Sensor failure alarms

Generally this type of alarms indicates a failure in the sensor loop. The
failure check covers detection of loop failure (short circuit, open loop)
lu
and detection of sensor failure (out of range detection).
In case of speed measuring sensors, the WECS carries out a different
failure detection scheme. Engine speed is measured with two speed
sensors. Each turbocharger speed is measured with a single speed
sensor. All speed related signals are processed in the MCM700 main
controller module. In principle, sensor failure detection in this case is
based on comparison of the available speed measuring data to
a
determine which speed sensor loop(s) is (are) malfunctioning.
The WECS handles the following actions at a sensor failure condition:
− An analogue value (−900) indicating sensor failure alarm is shown
ern
on the diesel engine parameter dedicated page of the LDU

− An analogue value (−900) indicating sensor failure alarm is send to
the ships alarm & monitoring system through Modbus
communication
After solving the sensor failure, the sensor values shown on the LDU
and which is also send through Modbus communication are restored to
the actual valid values.
Note! When sensor failure is detected, the related sensor is excluded from
int
any safety action by the WECS

Note! Sensor failure detection is available for all analogue sensors
Note! Sensor failure detection for digital sensors is only available for the
level measurements and the shutdown related measurements
Note! Sensor failure related to digital sensors for start block (Turning Gear
Engaged) and start block (Stop Lever in Stop Position) will cause an
active start block instead of sensor failure alarm
for
1.6 – 49
Manual
Wärtsilä 38
Control System
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Warning! Sensor failures related to essential safety functions, i.e. overspeed
on
protection, lube oil pressure safety, emergency stop, oil mist
detection, require immediate repair where possible
Warning! Sensor failures related to essential control loops, e.g. waste gate
valve control require immediate repair if engine power > 85% is
required
WECS module failure alarm

In case a module, acquisition module or cylinder controller, is not
se
communicating correctly with the MCM700 main controller module, a
dedicated module failure alarm will be generated. The WECS handles
the following actions at a module failure condition:
− A failure alarm message is shown on the history page of the LDU
− A failure indication is shown on the Automation System page of the
LDU lu
− All sensor values related to the faulty module are set to the value
−900 on the LDU indicating sensor failure (due to module failure)
− An analogue value (−900) indicating module failure alarm is send to
the ships alarm & monitoring system through Modbus
communication
− All sensor values related to the faulty module are send as −900
values through Modbus communication indicating sensor failure
a
(due to module failure)
− WECS failure alarm is activated
When the module failure is solved, the related parameters are restored
to the actual values.
ern
Note! In general, a module failure is caused by a supply failure (broken

fuse) or a CAN−failure (broken wire or broken termination resistor)
Warning! Module failure requires immediate repair where possible to restore
safety and control related functionality
Relay module failure alarm
The relay module generates a RM−failure alarm at:

int
− Failure of power supply to relay module (main and/or back−up)

− Internal power supply failure
− Broken fuses (F1− F5)
− Short circuit of I/O lines
− Loop failure of:
− Lubricating oil pressure switch
− Optional shutdown switch
− Emergency stop switch
− Stop solenoids
for
Note! All failures detected by the relay module are indicated by dedicated
failure alarm LED’s on the relay module.
1.6 – 50
Manual
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Note! Relay module failure alarm is combined with F16 supply failure
on
alarm. Supply F16 is handling direct stop order from MCM700 main
controllerto stop solenoid.
Warning! RM−failure including F16 supply failure require immediate repair
where possible to restore back−up safety functionality.
WECS failure alarm

The MCM700 main controller module generates WECS failure alarm at:
− FE/TC acquisition module (communication) failure; safety and
control functionality is partly lost
se
− Cylinder controller module (communication) failure; cylinder
related safety functionality is partly lost
− Relay module failure, including F16 supply failure; back−up safety
functionality is lost
− Breakdown of MCM700 main controller module; main safety and
control functionality as well Modbus communication are lost
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Warning! Breakdown of the MCM700 main controller module requires
immediate repair to restore the main safety and control
functionality.
a
Common engine alarm
The WECS activates the common alarm output at:
− Active engine parameter related alarm
ern
− Active control loop related alarm

− Active WECS failure alarm
Note! Active sensor failure alarms and active start blocks are excluded
from the common engine alarm output.
int
for
1.6 – 51
Manual
Wärtsilä 38
Control System
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1.6.8.4.13. Load reduction requests
on
occur whenever pre−set levels of load reduction are exceeded. The
associated load reduction request messages are send to the ships alarm
& monitoring system through Modbus communication. In addition, a
(hardwired) common load reduction request signal is send to the ships
automation system. The load reduction request settings are stated in
the Modbus list
se
Note! Latching and acknowledge of alarms are exclusively handled in the
ship’s alarm & monitoring system
Warning! In general, a load reduction request is generated for warning of an
abnormal condition which requires a reduction of power.
When a pre−set level of load reduction is exceeded, the associated
engine parameter can be seen on the LDU history page. Corresponding
lu
messages are also send to the ship’s automation system through the
serial link.
Warning! A load reduction request can be followed by a shutdown if the

relevant temperature or pressure exceeds the shutdown pre−set
level. This is the case for liner temperatures, main bearing
temperatures and also for HT cooling water temperature or pressure
a
depending on the actual classification requirements.
1.6.8.4.14. Shutdowns
ern
General
occur whenever pre−set levels for shutdowns are exceeded.
Consequently, the WECS initiates a safety action to result in shutting
down of the engine. In addition, a (hardwired) common shutdown
indication signal is send to the ships automation system.
Note! The WECS initiates safety actions to protect the engine from
int
possible damage due to critical conditions.
When a pre−set level of shutdown is exceeded, the associated shutdown

indication can be seen on the LDU history page. Corresponding
messages are also send to the ship’s automation system through
Modbus communication. The shutdown settings are stated in the
Modbus−list.
for
Note! Latching and acknowledge of shutdowns are exclusively handled

in the ship’s alarm & monitoring system
Shutdown due to loss of engine speed
1.6 – 52
Manual
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In general, each shutdown condition is associated to a single sensor.
on
However, the WECS also initiates a shutdown when the engine speed
is completely lost. In this case, the shutdown is actually related to two
sensors.
Reset shutdown
During a shutdown sequence, the WECS activates all shutdown devices
to stop the engine. When the engine stands still, the WECS releases the
stop devices. However, shutdown mode is still active and needs to be
reset in order to enable a re−start of the engine.
se
During a shutdown sequence, the LDU main page will show
successively Running−> Shutdown −> Ready to start (after reset).
The engine is ready to start after a shutdown−reset command.
Note! A reset shutdown command can be given either locally by pushing
the Reset Shutdown button on the WECS cabinet front−end or by
pushing the remote Reset Shutdown button at the remote control
lu
stations.
Note! Reset shutdown commands are only effective after the WECS has
released the stop devices.
Note! It’s not necessary to remedy the shutdown condition first before
resetting shutdown mode. However shutdown override should be
activated, to prevent a shutdown directly after a re−start of the
a
engine in this case.
Note! After a shutdown on high oil mist concentration, the safety circuitry
of the oil mist detector must be reset separately by pushing the reset
ern
button near the detector.
Remote shutdown override

Safety stops initiated by WECS can be overridden to prevent shutting
down of the engine in critical situations, e.g. in dangerous manoeuvring
situations. Overriding safety stops actually means that only the stop
order to the stop devices is disabled. Otherwise, the WECS operates as
described in General and Shutdown due to loss of engine speed
of this section.
int
Note! The shutdown override functionality in the WECS is to be

considered as a pre−shutdown override facility. Consequently,
once a shutdown has been initiated by the WECS, overriding this
shutdown is not possible anymore and the engine will be stopped
Note! A shutdown override command can be given by pushing the
Shutdown Override button at the remote control stations on the
bridge
for
Most of the engine parameters which are monitored for exceeding

shutdown levels, e.g. main bearing temperature, cylinder liner
1.6 – 53
Manual
Wärtsilä 38
Control System
ly
temperature and HT cooling water temperature, are also monitored for
on
exceeding alarm and load reduction request levels. This 3−stage
safeguarding scheme supports the responsible operator in utilising the
shutdown override functionality in the proper way when needed.
Activating shutdown override is reflected in the common engine alarm
output as follows:
− The common engine alarm output is slowly on/off switching when
shutdown override is active
− The common engine alarm output is fast on/off switching when
shutdown override is active and at least one shutdown condition has
se
been identified
Warning! The responsible operator should verify whether the WECS has
identified a shutdown condition before releasing the shutdown
override command. Follow the procedure for releasing the
shutdown override command
lu
Procedure for releasing the shutdown override command
1 Observe the common engine alarm lamp at the remote stations on
the bridge
2 If the alarm lamp is slowly blinking, then the shutdown override
button can be safely released without danger for shutting down the
engine −> step 8
a
3 If the alarm light is fast blinking then try to reset the shutdown by
pushing the reset shutdown button
4 In case the common engine alarm lamp is slowly blinking after the
ern
reset, then carry out step 2

5 In case the common engine alarm lamp remains fast blinking, then
observe the cause of the shutdown condition at the ship’s alarm system
6 If the shutdown condition can not be cancelled, then the engine will
be stopped after releasing the shutdown override button
7 Consider when it is safe to release the shutdown override button to
stop the engine
8 End of procedure
int
Warning! Always release the shutdown override button when the critical
situation is over to restore the full protection of the engine against
possible damage due to critical conditions
In case shutdown override is active, then the LDU main page will show
the message Shutdown override active. Identified shutdown conditions
for
will be displayed as well in this situation. Corresponding messages are

send to the ship’s alarm & monitoring system through Modbus
communication.
1.6 – 54
Manual
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1.6.8.4.15. Emergency stop and overspeed safety trip
on
General
Both emergency stop and overspeed safety trip are to be considered as
emergency shutdowns. Emergency shutdowns can not be overridden.
During an emergency shutdown sequence, the WECS activates all
shutdown devices to stop the engine. In addition, a (hardwired)
common shutdown indication signal is send to the ships automation
system. When the engine stands still, the WECS releases the stop
se
devices. However, emergency mode is still active and needs to be reset
in order to enable a re−start of the engine.
Note! Reset shutdown commands are only effective after the WECS has
released the stop devices.
During an emergency shutdown sequence, the LDU main page will
show successively Running−> Emergency −> Ready to start (after
lu
reset). The engine is ready to start after a shutdown−reset command.
When an emergency stop command is given, the associated shutdown
indication can be seen on the LDU history page. Corresponding
messages are also send to the ship’s automation system through
Modbus communication.
a
Note! Latching and acknowledge of (emergency) shutdowns are
exclusively handled in the ship’s alarm & monitoring system.
Emergency stop
ern
In an emergency, the engine must be stopped by operating any of the

emergency stop buttons located at the remote stations. The emergency
stop chain is redundant and monitored for loop failures to secure the
reliability.
Note! Reset (emergency) shutdown is only possible after releasing the
emergency stop button first
Warning! An emergency stop loop failure requires immediate repair to restore

int
the emergency stop functionality
Overspeed safety trip

The WECS protects the engine against overspeed. The overspeed
protection is separately handled by the main safety system (MCM700
main controller) and the back−up safety system (relay module). Both
overspeed settings are stated in the Modbus list.
for
Warning! A single engine speed sensor failure requires immediate repair

where possible to restore the overspeed protection and cancelling
the risk of a shutdown due to loss of both engine speed sensors
1.6 – 55
Manual
Wärtsilä 38
Control System
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1.6.8.4.16. Control of standby pumps
on
The WECS system has standby pump start outputs for:
− HT cooling water
− LT cooling water
− Lubricating oil
− Fuel oil (only if the engine equipped with a driven main pump)
If pressure drops below a pre−set level when the engine is running,
WECS activates the standby output. The output−contact is available
se
for the standby pump starter, and the standby pump should be started.
An alarm on the MODBUS is raised. When the pressure is raised to
normal or lower level by the standby pump, both the standby output and
alarm from WECS are reset, thus meaning no latching of the output(s)
is done in WECS. Latching must be done in the standby starter and
alarm system respectively. The reason for the pressure drop should be
investigated as soon as possible.
lu
The following conditions will cause the start of stand by pumps:
− HT cooling water standby pump starts at low pressure high cooling
water system
− LT cooling water standby pump starts at low pressure low cooling
water system
− Lubricating oil standby pump starts at low pressure lubricating oil
a
system
− Fuel oil standby pump starts at low pressure fuel oil system
Note!
Stop of the standby pump should ALWAYS be a manual operation.
ern
Before stopping the standby pump, the reason for the pressure drop
must have been investigated and rectified.
There are no standby pumps on multi engines installations, diesel
electric installation or an auxiliary generator set .
int
for
1.6 – 56
Manual
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1.6.8.4.17. Exhaust waste gate valve control
on
General
Exhaust waste gate valve control is used for limiting the charge air
pressure at high loads. The charge air pressure is limited to a constant
level, typically to the level at 85% load by opening the waste gate valve
gradually at loads over 85%. By opening the waste gate valve a part of
the exhaust gas flows direct to the exhaust gas outlet pipe after the
turbocharger
se
The WECS controls the waste gate valve based on engine speed and
charge air pressure measurements. In addition, the WECS performs
control loop failure detection to result in restricted valve control and
generating a waste gate failure alarm. Basically, the failure detection is
based on actual charge air pressure and the validity of the charge air
pressure measurement. Furthermore, load reduction requests are
lu
activated in case control loop failures are detected.
Operation of the waste gate valve is locally indicated on the LDU Bypass
& Waste gate Control page. The %−value of the valve control output is
displayed. Waste gate failure alarm is active when the % value is
replaced by the message FAILURE. Load reduction request indications
are shown in case control loop failures are detected. Corresponding
messages including waste gate failure alarm are also send to the ship’s
a
automation system through Modbus communication.
Waste gate failure alarm is active when:

ern
1 The difference between actual charge air pressure and desired

charge air pressure at a certain engine speed (load / propeller curve) is
too high
2 The receiver pressure measurement is not valid
Failure condition #1 may be occur due to the following reasons:

− Waste gate valve is seized
− Control air supply pressure is too low
int
− Faulty valve control loop
Failure condition #2 may be occur due to the following reasons:

− Faulty charge air pressure sensor loop
− Faulty FE acquisition module or communication with MCM700
main controller
Note! The waste gate valve remains in closed position in case of a
MCM700 main controller breakdown
for
Warning! Waste gate valve failure condition requires the engine load to be
limited to 85% and the control valve to be manually closed
1.6 – 57
Manual
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Control System
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1.6.8.4.18. Speed control
on
General
The external speed control basically maintains the pre−set engine
speed or engine load by governing the actuator on the engine. The
WECS disables or enables speed control. Consequently, when the
engine is ready to start the WECS enables the fuel control. Otherwise,
during a shutdown or emergency sequence the WECS is shutting down
the fuel control. In general, the speed setting signal and idle or rated
speed selection for the speed control are set at the remote stations
se
located on the bridge and in the ECR (Engine Control Room).
Speed control alarms

The Major alarm will be activated when the engine is shutdown by the
speed control, as a result of one of the following failures:
is enabled
lu
− If the Overspeed Trip level is exceeded, when immediate shutdown
− If both speed sensor inputs should fail

The speed control activates a Minor Alarm as a result of one of the
following failures:
− If one of the speed signals fails
− If the Charge air Pressure input fails; signal is below 2mA or above
a
22mA
− If the Analogue Speed Reference input fails; signal is below 2mA or
above 22mA
− If the Analogue Speed Reference input fails; signal is below 2mA or
ern
above 22mA
− If the Synchrophaser Bias input fails; signal is below 2mA or above
22mA
− If the MW Load input fails; signal is below 2mA or above 22mA
− If the Modbus serial communication have failed
Rectification and reset of the fault will reset the Minor Alarm. All
alarms are self−resetting, once the fault has been rectified (except
speed sensor fault), unless the reset function is configured for operation
via the Modbus. Both alarms are connected to the ship’s alarm &
int
monitoring system.
for
1.6 – 58
Manual
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1.6.8.5. Instructions degrading operating mode
on
1.6.8.5.1. General
All necessary instructions to operate the engine in case of degraded
operation of the WECS and/or external governor (speed control) and/or
auxiliary systems are described in this chapter.
se
1.6.8.5.2. Blackout start
The WECS has a Remote Blackout Start input that can be activated to
start the engine while certain start blocks are existing. Primarily, this
function is intended to start the engine immediately after a blackout
situation on the ship while auxiliary systems are not yet available due
to this blackout. Therefore, the conditions for blackout start are
restricted to the following start blocks:
lu
− lubricating has been off for more than 5 minutes
− turning gear engaged
− stop lever in stop position
− active shutdown (i.e. the WECS is still waiting for the shutdown
reset command)
Warning! To prevent a possible shutdown on lubricating oil pressure directly
a
after a blackout start, it’s highly recommended to utilise the
Shutdown Override command prior to the start as well; release the
shutdown override button when the engine is running
ern
Note! The blackout start command can also be utilised to start the engine
when only the start block for HT cooling water temperature can not
be cancelled
int
for
1.6 – 59
Manual
Wärtsilä 38
Control System
ly
1.6.8.5.3. Emergency start direct at the engine
on
The engine can be started by operating the master−starting valve
manually if the WECS fails. The emergency start is initiated by pushing
the emergency start button direct on the start solenoid ,see fig. 1.6 − 14 .
During the emergency start the stop lever can control the acceleration.
Note! Emergency start direct at the engine is only needed when the relay
module totally fails or when the power supply to the WECS totally
fails
Normally, the speed control will also fail when the power supply to the
se
WECS totally fails, unless an additional independent power supply has
been installed. Consequently, if the speed control also fails in this
situation, the engine can only be controlled if the engine is equipped
with a mechanically driven hydraulic governor/actuator. (see section
sup−suppliers manual for instructions).
Note! The status of the WECS is indicated as described in section
lu
1.6.8.4.12., sub−section Relay module failure alarm and WECS
failure alarm
Note! The start is mechanically blocked if the stop lever on the engine is
in STOP position, or pneumatically blocked if the turning gear is
engaged
Note! Emergency start can be utilised as a last option if blackout start is
not possible anymore
a
ern
1.6.8.5.4. Emergency stop direct at the engine
The engine can be stopped by operating the stopping valve manually if

the WECS fails. The emergency stop is initiated by pushing the
emergency stop button direct on the stop solenoid, see fig. 1.6 − 14 .
Note! Emergency stop direct at the engine is only needed at a WECS
failure due to total power supply failure ( main supply and back−up
supply are both missing)
int
for
1.6 – 60
Manual
ly
1.6.8.5.5. Overriding WECS or its parts
on
Turning off main system
If there are serious WECS problems the functionality of the system can
be reduced into minimum by turning off the MCM700 main controller.
Disconnecting fuse F1 inside the WECS cabinet can do this. After this
action only the minimum safety functionality of the Relay Module is
available; i.e. backup overspeed trip, backup lube oil pressure
shutdown, optional shutdown and emergency stop. Turning off the
se
MCM700 main controller will naturally stop the Modbus
communication to the external alarm system. On the LDU all values will
be shown inverted because they are no more updated. It is anyhow
possible to operate the engine with local start, stop and reset buttons.
Also backup instrumentation is still operational.
Note! There is no automatic check for start conditions when the MCM700
lu
main controller is turned off. The operator must personally ensure
that all start conditions are met and that it’s safe to start the engine.
Note! Turning off the MCM700 main controller does not give any help if
problems occur with the Relay Module. In that case the only reliable
way to solve the problem is to replace the faulty module with a spare
Relay Module.
a
Turning off subsystems(s)
If WECS problems are limited to one acquisition module or cylinder
ern
controller, it is also possible to turn off the relevant acquisition module

or cylinder controller by disconnecting the main and back up power
supply of one single bank. That is:
− Fuse F2.1 for turning off main power supply of A−bank
− Fuse F2.2 for turning off backup power supply of A−bank
− Fuse F3.1 for turning off main power supply of B−bank
− Fuse F3.2 for turning off backup power supply of B−bank
The fuses are located inside the WECS cabinet.
int
This way of working guarantees that monitoring, safety and control

functions needed for safe operation of the engine are minimally
influenced. All signals connected to the disconnected acquisition
modules or cylinder controllers will give an alarm (−900 value) over
Modbus to the LDU and to the ship’s alarm system. The disconnected
acquisition modules or cylinder controllers will also cause a dedicated
module failure alarm (−900 value) over Modbus to the ship’s alarm
system. In LDU module failure alarms are indicated on the Automation
for
page.
1.6 – 61
Manual
Wärtsilä 38
Control System
ly
Disconnecting sensors(s)
on
If problems are limited to one signal or sensor only, it is possible to
disconnect the signal. The exact connection can be found on the wiring
diagram drawings supplied with each engine. A sensor failure code
(−900 value) will be indicated over Modbus to the LDU and to the ship’s
alarm system for the disconnected sensor.
Pressure signals from ratio−metric pressure sensors and temperature
signals from thermistors are depending on the sensor supply voltage.
The pressure signals might exceed shutdown levels in case of sensor
supply failure. In this case, the sensor that is causing the shutdown
se
(PT201.1 and PT401, depending on classification requirements) can be
disconnected to avoid false shutdowns related to this sensor.
Note! Signals indicating sensor failure are ignored when start conditions
are checked. The operator must personally ensure that
disconnected signals are not in a critical situation when the engine
is started.
Note! Initial reason for the problem should be investigated immediately
lu
and needed actions to cure the problem should be taken as soon as
possible. Once the problem is solved the system should be returned
to normal operation.
Mechanical back−up speed control

Normally, the external speed control maintains the pre−set engine
a
speed or engine load by governing the actuator on the engine. In case
the control current loop between the speed control and actuator fails,
then the mechanical hydraulic governor automatically controls the
engine speed instead. The speed setting of the mechanical hydraulic
ern
governor is slightly higher than the speed setting of the electronic speed
control when set at rated speed (600 rpm).
Control current loop failure can be caused by one of the following
reasons:
− Broken or short circuit wiring
− Faulty speed control
− Speed control power supply failure
int
Note! The engine can run on the mechanical hydraulic governor in case
of total power supply failure
Note! If both speed signals to the electronic speed control are faulty, then
the control current loop must be disconnected (preferably at engine
side) to enable fuel control by the mechanical hydraulic governor
Note! The speed setting of the mechanical hydraulic governor can be set
to lower values if needed; however, restore the previous speed
setting (slightly above 600 rpm) of the mechanical hydraulic
governor if the electronic speed control is operating again
for
Warning! A faulty electronic speed control system requires immediate repair

where possible to restore the full speed control functionality
1.6 – 62
Manual
ly
1.6.8.6. Failure identification facilities
on
1.6.8.6.1. General
Relevant information to identify the failures is described in this chapter.

Basically, an overview is given describing which sensor signals a certain
module handles. In addition, an overview is given describing the effects
of certain failures on safety and control functionality (short form failure
description). The typical system layout of the WECS as shown in fig.
1.6 − 11 , illustrates all the subsystems and the internal and external
se
signal links.
1.6.8.6.2. Overview of sensors for each WECS module
The system layout is shown in fig. 1.6 − 22 .
RM
lu MCM 700
LDU
Hard wired info signals
modbus #1
a
Acq Mod FE
modbus #2 System data

ern
RS232 for external systems

for programming
CAN
Acq Mod TC
modbus #3 System data
for external systems
RS232
for programming
CCM 10
int
CAN repeater
CW−CAN CW/CAN
for programming
Fig. 1.6 − 22 System layout
Referring to fig. 1.6 − 22 , all sensor signals connected to a certain

for
module are given in the following tables.
1.6 – 63
Manual
Wärtsilä 38
Control System
ly
Table 1.6.6: Inputs direct to MCM700 main controller
on
Sensor ID Measurements L38B V38B
PT311 Control air pressure X X
GS171 Stop lever position X X
GS792 Turning gear position X X
GT165 Fuel rack position X X
NS700 Oil mist detector failure X X
QS700 Oil mist alarm X X
se
QS701 Oil mist shutdown X X
SE167 Engine speed X X
PT700 Cranckcase pressure Option Option
TE231 Lube oil temperature LOC inlet Option Option
LS108A Fuel oil leakage dirty fuel DE
lu X X
LS108B Fuel oil leakage dirty fuel DE X
TE272 Lube oil temperature TC / A outlet X X
TE282 Lube oil temperature TC / B outlet X
TE601 Charge air temperature X X
TE401.1 HT water temp. engine outlet X X
a
TE651 Suction air temperature TCA input Option Option
ern
Table 1.6.7: Inputs to FE acquisition module ACQ700

PT101 Fuel oil pressure engine inlet X X
PT301 Starting air pressure X X
TE101 Fuel oil temperature engine inlet X X
PDS243 Lube oil filter pressure difference X X
PT401 HT water pressure engine inlet X X
int
TE401 HT water temperature engine inlet X X

TE201 Lube oil temperature, engine inlet X X
TE432 HT water temp. CAC outlet X X
TE471 LT water temp. CAC inlet X X
TE472 LT water temp. CAC outlet X X
PT201.1 Lube oil pressure, engine inlet X X
PT601.1 Charge air pressure X X
for
LS103A Fuel oil leakage injection pipe X X

LS103B Fuel oil leakage injection pipe X
1.6 – 64
Manual
ly
LS107A Fuel oil leakage dirty fuel FE X X
on
LS107B Fuel oil leakage dirty fuel FE X
Table 1.6.8: Inputs to TC acquisition module CCM10 TC

PT471 LT water pressure CAC inlet X X
PT432 HT water pressure CAC outlet X X
TE517 Exhaust gas temp. TC / A outlet X X
TE527 Exhaust gas tem. TC / B outlet X
se
TE511 Exhaust gas temp TC / A inlet 1 X X
TE521 Exhaust gas temp. TC / B inlet 1 X
TE621 Charge air temp. before cool. / A Option Option
TE631 Charge air temp. before cool. / B X
SE518 lu TC speed turbo A X X
SE528 TC speed turbo B X
LS271 Lube oil level TC / A X X
LS281 Lube oil level TC / B X
PT271 Lube oil pressure a. orifice TC A X X
PT281 Lube oil pressure a. orifice TC B X
a
GS643C Bypass feedback CLOSE position Option Option
GS643O Bypass feedback OPEN position Option Option
ern
Table 1.6.9: Inputs to CCM10

TE70i Main bearing i temperature X X
TE711 PTO bearing temperature Option Option
TE7ijA Cylinder liner Ai temperature j X X
TE50iA Exhaust gas temp. cylinder Ai X X
TE7ijB Cylinder liner Bi temperature j X
int
TE50iB Exhaust gas temp. cylinder Bi X
Table 1.6.10: Inputs to RM (relay module)

PSZ201.1 Lube oil pressure, engine inlet X X
PSZ401 HT water pressure, engine inlet Option Option
(only for GL)
ST174 Engine speed X X
for
TSZ402 HT water temp. engine outlet Option Option

(only for LR)
1.6 – 65
Manual
Wärtsilä 38
Control System
ly
on
1.6.8.6.3. Sensor signals to external speed control
All sensor signals connected to the external speed control are given in
table 1.6.11.
Table 1.6.11: Inputs to External Speed Control

SE167.2 Engine speed, flywheel X X
se
SE168.2 Engine speed, flywheel X X
PT601.2 Charge air pressure, X X
for external governor
lu
1.6.8.6.4. Sensors to external system
All sensor signals connected to the external system are given in table 1.6.12.
Table 1.6.12: Inputs to External System

a
GT165.2 Fuel rack position to CPP X X
PS210.1 Lube oil pressure, standby pump GL GL
control (high−speed) only only
ern
PS210.2 Lube oil pressure, standby pump GL GL

control (low−speed) only only
PS410 HT water pressure, standby pump GL GL
control only only
PS460 LT water pressure, standby pump GL GL
control only only
int
for
1.6 – 66
Manual
ly
1.6.8.6.5. Trouble shooting guide
on
An overview of possible failures with the associated failure indications
and effects including recommendations is given in the table 1.6.13.
This overview is to be considered as a guide for troubleshooting.
The following failure types are considered:
− Power supply failures
− WECS module failures
− Speed control failures
− Sensor failures related to engine safety
se
− Sensor failures related to external safety
− Sensor failures related to engine control
− Sensor failures related to speed control
− Sensor failures related to CPP system
− Sensor failures related to start blocks
Cause
lu
Table 1.6.13: Trouble shooting guide
Failure indication Effect Recommendation
Main power supply Main supply failure WECS remains fully Repair faulty supply
failure alarm active operational for fail−safe oper-
ation
Back−up power sup- Back−up supply fail- WECS remains fully Repair faulty supply
a
ply failure ure alarm active operational for fail−safe oper-
ation
Dual power supply Both supply failure Completely loss of In case of mechan-
failure alarms active. WECS functionality ical hydraulic gov-
ern
WECS failure active. Engine speed control ernor−actuator:

Relay module failure handled by mechan- Stop engine with stop
alarm active. ical hydraulic gov- lever when possible
Major alarm from ernor − actuator; and re−start engine
speed control. speed setting only di- after repair of at least
rectly on governor. one supply to restore
Engine is stopped functionality.
in case of actuator In case of actuator
without mechanical without mechanical
int
back−up back−up:
Immediate repair of
at least one power
supply to restore sys-
tem functionality and
start−up of engine
for
1.6 – 67
Manual
Wärtsilä 38
Control System
ly
Cause Failure indication Effect Recommendation
on
Faulty FE acquisition WECS failure alarm All sensor signals in Requires immediate
module due to fuse active listed in table 2 are repair where possible
failure, CAN failure or FE acquisition mod- not available. Asso- to restore full func-
internal failure ule failure alarm ac- ciated safety functionality
tive. tionality is disabled.
Associated sensor Associated control
failure signals are ac- functionality is dis-
tive. abled or restricted
Blown fuse F2.1,
se
F2.2 indication in
case of fuse failure
Faulty TC acquisition WECS failure alarm All sensor signals in Requires immediate
module due to fuse active listed in table 3 are repair where possible
failure, CAN failure or TC acquisition mod- not available. Asso- to restore full func-
internal failure ule failure alarm ac- ciated safety functionality
tive. lu tionality is disabled.
Associated sensor Associated control
failure signals are ac- functionality is dis-
tive. abled or restricted
Blown fuse F3.1,
F3.2 indication in
case of fuse failure
Faulty Cylinder con- WECS failure alarm All sensor signals in Requires immediate
a
troller− xx module active. listed in table 4 are repair where possible
due to fuse failure, Cylinder controller− not available. Asso- to restore full func-
CAN failure or inter- xx module failure ciated safety functionality
nal failure (xx refers alarm active. tionality is disabled.
ern
to A1, A2, A3, B1, B2, Associated sensor Each Cylinder con-
B3) failure signals are ac- troller module failure
tive. effects 3 main bear-
Blown fuse F2.1, ing temperature
F2.2, F2.3, F3.1, measurements and
F3.2, F3.3 indication cylinder temperature
in case of fuse failure related measure-
ments for 3 cylinders.
Oil Mist Detection is
int
operational
for
1.6 – 68
Manual
ly
on
MCM700 main con- WECS failure alarm Main WECS function- Requires immediate
troller module due to active. ality is not available. repair where possible
fuse failure, CAN fail- Blown fuse F6 indica- Resulting in: to restore full func-
ure or internal failure tion in case of fuse Only local start/ tionality and maxi-
failure stop operations mum allowable en-
Maximum allowable gine load
engine load is 85%.
Loss of Modbus
communication.
se
Available (back−up)
functions:
Local start/stop.
Emergency stop.
Lubricating oil pres-
sure safety.
lu Overspeed protec-
tion.
Optional shutdown.
Standby pump logic
(only for GL).
Faulty relay module WECS failure alarm WECS remains fully Requires immediate
due to fuse failure active. operational. repair where possible
Relay module failure Back−up safety still to restore full func-
a
active. operational tionality
Blown fuse F1 indica-
tion
Faulty relay module WECS failure alarm Back−up safety and Requires immediate
ern
due to internal failure active. starting control are repair where possible
Relay module failure not available. Result- to restore full func-
active ing in: tionality
Emergency start di-
rectly on engine is
the only way to start
the engine.
Available functional-
ity:
int
Main WECS function-

ality except starting is
fully operational.
for
1.6 – 69
Manual
Wärtsilä 38
Control System
ly
on
Faulty speed control Major speed control Engine speed control In case of mechan-
due to fuse failure or alarm active handled by mechanical hydraulic gov-
internal failure ical hydraulic governor−actuator:
ernor − actuator; Stop engine with stop
speed setting only lever when possible
directly on gov- and re−start engine
ernor. after repair of faulty
Engine is stopped speed control
in case of actuator In case of actuator
se
without mechanical without mechanical
back−up back−up:
Immediate repair of
faulty speed control
to start−up of engine
Faulty speed signal Minor speed control Speed control re- Requires immediate
SE167.2 or SE168.2 alarm active lu mains fully oper- repair where poss-
ational ible to restore full
functionality
Dual speed signal fail Major speed control Speed control Stop engine with stop
(both SE167.2 and alarm active stops the engine. In lever when possible
SE168.2) case of mechanical and re−start engine
hydraulic gov- after repair of at least
ernor−actuator, the one speed signal to
a
engine can be re− restore speed control
started safely after functionality
disconnecting fuel
control signal from
ern
actuator/governor.
Faulty speed signal Sensor failure indica- WECS remains fully Requires immediate
SE167 tion (−900) operational repair where possible
to restore full func-
tionality
Faulty speed signal Sensor failure indica- WECS main function- Requires immediate
ST174 tion (−900) ality remains fully op- repair where possible
erational. to restore full func-
Back−up safety is re- tionality
int
stricted due to:

Loss of overspeed
protection.
Loss of lubricating oil
safety.
Loss of speed switch
logic e.g. engine run-
ning).
for
1.6 – 70
Manual
ly
on
Dual speed signal fail Sensor failure indica- Engine is stopped. Requires immediate
(both SE167 and tion (−900), 2x Overspeed safety is repair to restore full
ST174) completely lost. functionality and
safely re−start the
engine
Faulty OMD (Oil Mist Detector failure in- OMD functionality is Requires immediate
Detector) due to fuse dication (−900) not available. The repair where possible
failure or internal fail- main bearing safety to restore full func-
ure is operational. tionality
se
Faulty signal Sensor failure indica- Main lubricating oil Requires immediate
PT201.1 due to tion (−900) safety including start repair where possible
broken wiring or FE block is not available. to restore full func-
acquisition module Back−up lubricating tionality
failure oil safety is oper-
ational.
Faulty
PSZ201.1 active.
lu
signal WECS failure alarm
Relay module failure

Back−up lubricating
oil safety is not avail-
able. Main lubricating
Requires immediate
repair where possible
alarm active (dedi- oil safety is oper- tionality
cated LED on module ational.
is active)
Faulty signal Sensor failure indica- Main safety stop on Requires immediate
a
TE402.1 due to tion (−900) HT water tempera- repair where possible
broken wiring or TC ture is not available. to restore full func-
acquisition module Back−up HT water tionality related to LR
failure temperature safety requirements
ern
stop is operational
Faulty signal WECS failure alarm Back−up HT water Requires immediate
TE402.2 due to active. temperature indica- repair where possible
broken wiring Relay module failure tion is not available to restore full func-
alarm active (dedi- Back−up HT water tionality related to LR
cated optional shut- temperature safety requirements
down input LED is ac- stop is not available.
tive) Main safety stop on
HT water tempera-
int
ture is operational
Faulty signal PT401 Sensor failure indica- Main safety stop on Requires immediate
due to sensor failure, tion (−900) HT water pressure is repair where possible
broken wiring or FE not available. Back− to restore full func-
acquisition module up HT water pressure tionality related to GL
failure safety is operational. requirements
for
1.6 – 71
Manual
Wärtsilä 38
Control System
ly
on
Faulty signal PSZ401 WECS failure alarm Back−up HT water Requires immediate
due to broken wiring active. pressure safety stop repair where possible
Relay module failure is not available. to restore full func-
alarm active (dedi- Main safety stop on tionality related to GL
cated optional shut- HT water pressure is requirements
down input LED is ac- operational
tive)
Faulty signal OS735 WECS failure alarm Emergency stop Requires immediate
between Junction active. not available. repair where possible
se
Box and engine due Relay module failure Normal stop com- to restore full func-
to broken wiring alarm active (dedi- mands are oper- tionality
cated emergency ational
stop input LED is ac-
tive)
Faulty signal OS735 WECS failure alarm Emergency stop re- Requires immediate
between Junction active. lated to specific repair where possible
Box and emergency
stop button due to
broken wiring
lu
Relay module failure
alarm active (dedi-
cated emergency
emergency stop
button not avail-
able.
tionality
stop input LED is ac- Other emergency

tive) stop buttons are
operational
a
Faulty optional shut- WECS failure alarm Optional shutdown Requires immediate
down signal (often active. (often gearbox lu- repair where possible
gearbox lubricating Relay module failure bricating oil safety to restore full func-
oil safety trip) due to alarm active (dedi- trip) not available tionality
ern
broken wiring cated optional shut-

down input LED is ac-
tive)
Faulty signal Sensor failure indica- Overload alarm is Requires immediate
GT165.1 due to sen- tion (−900) not available which repair where possible
sor failure or broken effects engine load to restore full func-
wiring control by CPP sys- tionality
tem
Faulty signal Part of CPP system Effects engine load Requires immediate
int
GT165.2 control by CPP sys- repair where possible

tem to restore full func-
tionality
Faulty signal Sensor failure indica- Waste gate valve Requires immediate
PT601.1 due to sen- tion (−900). control disabled. repair where possible
sor failure, broken BP valve failure Load reduction re- to restore full allow-
wiring or TC acquisi- (CVS643) indication quested to minim- able engine power
tion module failure (−900). ise engine load up
WG valve failure to 85%
for
(CV519) indication
(−900).
1.6 – 72
Manual
ly
on
Faulty signal TE401 Sensor failure indica- Associated safety Requires immediate
due to sensor failure, tion (−900) functionality not repair where possible
broken wiring or FE available. to restore full func-
acquisition module Associated start tionality.
failure block not activated
Faulty signal Sensor failure indica- Associated start Requires immediate
LS271/LS281 due to tion (−900) for each block not activated repair where possible
broken wiring sensor to restore full func-
tionality.
se
Faulty signal PT311 Sensor failure indica- Associated safety Requires immediate
due to sensor failure, tion (−900) functionality not repair where possible
broken wiring available. to restore full func-
Associated start tionality.
block not activated
Faulty signal GS792 − lu Associated start Requires immediate
due to broken wiring block activated repair to enable an
engine start attempt.
Emergency start di-
rectly on engine can
be utilised when
needed.
Faulty signal GS171 − Associated start Requires immediate
a
due to broken wiring block activated repair to enable an
engine start attempt.
Emergency start di-
rectly on engine can
ern
be utilised when
needed.
int
for
1.6 – 73
Manual
Wärtsilä 38
Control System
ly
on
se
alu
ern
int
for
1.6 – 74
Manual
Start, Operation and Stop Wärtsilä 38
ly
2.3. Start, Operation and Stop
on
se
a lu
ern
int
for
2.3 − 1
Manual
Wärtsilä 38
Start, Operation and Stop
ly
2.3.1. General
on
Before an operator takes an engine into operation for the first time, he
should be acquainted with the location and function of the components
of the installation.
Before starting completely new installations or those which have been
out of service for some time, the operator is advised to test all fuel,
se
lubricating oil, water and air lines to check if they are tight and
functional.
Air should be purged from liquid systems by means of ventilation
devices at the highest point while filling or circulating the liquid.
The engine should be cranked a few revolutions to ensure there are no
restrictions. After all necessary settings have been made prior to
lu
starting, the engine should run at the idle speed/load recommended in
the main data, see chapter 1.0. The engine speed/load should be
increased gradually while observing pressures and temperatures to
make sure all parts are working properly.
Wärtsilä Corporation issues instructions for each engine and such
instructions are the result of wide experience. To secure the utmost in
reliability and efficiency these instructions should be read, understood,
a
and followed.
All well−managed installations maintain engine room logs. The logs
should have provision for recording the starting and stopping time of
ern
each engine, the loads, pressures and temperatures. These logs are
usually based on a 24−hours operating period and provide space for
each of the shift engineers. Well maintained logs will provide an
valuable record of the performance of the engines and all maintenance
made or needed.
Note! If the engine is intended to run on HFO it is recommended to

int
start, run and stop the engine on HFO.

for
2.3 − 2
Manual
ly
2.3.2. Start
on
2.3.2.1. Preheating
In a stand−by preheated mode the engine is ready to accept load
instantly.
Stand−by preheated conditions means:
− Fuel must be of the correct viscosity in the internal engine system.
− Circulating HT cooling water temperature at a minimum of 60 °C.
se
Cooling water must flow in a reversed way through the engine for an
optimum engine preheating result.
− Lubricating oil temperature should be at least 40 °C.
− Water temperature of the LT section of the charge air cooler should
not be below 10 °C.
2.3.2.2. Putting the engine into operation
lu
Before a trial run and after maintenance/repairs or a prolonged stop, the
engine and system should be thoroughly inspected and prepared for
operation.
Before an engine is started, pay attention to:
− Levels in tanks.
a
− Vented systems.
− Check the correct valves positions in supply and discharge lines on
the engine.
− Observe the system diagrams.
ern
− Required coolers are in service.

− Leaking pipes.
− Safety systems tested and operational.
− Check crankcase for possible water leakages from liner walls.
− Cooling water has preheated the engine.
− Fuel is circulating at the required pressure and viscosity.
− The prelubricating to the engine is correct.
− Filters on differential pressures.
− Starting air vessels are on pressure and drained from water and oil.
int
− Gauges for normal readings.

− Prohibiting tags removed.
− Start blocking is released.
− Engine and engine shafting clear for rotating.
− Engine room is free of obstructions.
− Have two crankshaft revolutions by means of the turning gear while
keeping the indicator cocks open.
for
Note! Check if there is air supply to the stop device and leave valve (15)
always open during engine operation for air supply to the oil mist
detector. See fig. 2.3 − 2 .
2.3 − 3
Manual
Wärtsilä 38
ly
2.3.2.3. Local start
on
1 Depending on the system, start the prelubricating oil system and
obtain a minimum pressure of about 0.8 bar. If an external full flow
lubricating oil pump is installed adjust the pressure at nominal. See
section 1.0.5.
Warning! If a stand−by pump is used for prelubricating purposes, prevent a
continuous operating in order to avoid excessive fouling of the
turbocharger. See also the supplier’s turbocharger manual.
se
2 Set speed setting to idle speed/low load. In case of marine
application disconnect the propeller shaft or place the propeller blades
in vane position.
3 Follow the instructions in section 2.3.2.2.
4 Open the indicator cocks.
lu
5 Crank the engine two revolutions by means of the turning gear.
Observe if any water or oil are escaping from the indicator cocks while
cranking.
6 Close the indicator cocks.
7 Disengage the turning gear.
a
8 Check if the automatic alarm and stop devices are in service.
9 Switch the engine control to the local one.
ern
ENGINE
SPEED Main page

LUBE OIL 80
60
80
60
PRESSURE 40
20
0
40
20
0
−20 −20
−40 −40
−60 −60
−80 −80
Mode: Running ALO

HT WATER
TEMPERATURE
int
REMOTE LOCAL
START STOP SHUTDOWN ENGINE CRANK TEST

RESET MODE
Fig. 2.3 − 1 Local control panel

for
2.3 − 4
Manual
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10 Push the start button at the local control panel for a while, see fig.
on
2.3 − 1 , and observe the crankshaft starts to rotate; soon combustions are
going to take place, no additional action is needed as the complete procedure
is automised.
11 During the starting procedure a fuel limiter controls the fuel rack
movement in order to avoid excessive fuel injection and unnecessary
smoke. The limiter is automatically released after the engine reaches
idle speed/low load.
12 Direct after engine start check:
− The starting air manifold on the cylinder heads is not hot. (this could
se
happen wether the starting air valve remains open and the hot
combustion gases are flushing back to the manifold, so please check
the starting air valves do not remain in open position).
− Levels in tanks and sumps remain normal.
− Combustion is occurring into all cylinders; that’s indicated by an
exhaust gas temperature rise up.
lu
− The HP fuel system is free of leakages.
− No engine alarm is appearing.
− The engine and system for anomalies.
− The engine gauges for deviations.
− The actuator stability and the uniformity of crankshaft rotation.
Note! In case of an emergency, it is possible to start the engine manually.
a
The stop lever (1) must be in normal operation position. Activate the
start solenoid at the local start / stop unit on the engine manually by
pushing the start button (2). Push the start button until the engine starts.
ern
See fig. 2.3 − 2 .

Take notice of the following consequences:
− During an emergency start the start inhibit logic is by−passed in the
automation system.
− For proper handling of the (electronic) speed control the speed
control unit has to be set in the RUN position by the automation
system.
int
for
2.3 − 5
Manual
Wärtsilä 38
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on
01
STOP
02
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15
03 lu 04
Fig. 2.3 − 2 Local control stand

a
2.3.2.4. Remote or automatic start
ern
A remote or automatic start of an engine requires the same preliminary

settings as for a normal (local) start with the exception the engine is not
under maintenance for any reason.
To start the engine remotely it should first have been started locally
under full supervision of the operator. After performing a successful
start and having the engine left in a stand by mode, it is allowed to
switch the engine controls from local to remote.
int
After switching to remote or automatic engine control, every person

within the engine room must to be aware of an eventual engine start
without any notice.
2.3.2.5. Start after a stop

for
1 After a stop if the engine is expected to run again by few hours, the
following rules must be observed:
2.3 − 6
Manual
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− The engine is left in the preheating mode, the cooling water and the
on
lubricating oil still keep on circulating in order to mantain the engine
preheated.
− Pressures, flows and fuel viscosity remain at nominal values as
required for a normal (local) start.
− No maintenance is carried out.
− The turning gear is not engaged.
2 If an engine start is not performed within a 8 hours’ period, before
a new start sequence the engine should be cranked 2 revolutions with
se
open indicator cocks in order to be sure no liquid is collected on top of
the pistons. The conditions which are applicable for a normal start must
still be verifyed.
3 Keep the fuel and lubricating oil separators in operation when a
restart is expected by few hours.
2.3.2.6.
lu
Start after overhaul
In general, an overhaul indicates the engine is out of service for some
purpose. The more extensive the overhaul, the more carefully the
operator has to be during the following start−up procedure.
a
General
1 After any kind of maintenance the operator should be fully
ern
informed regarding the results of the maintenance in order to operate

the engine accordingly.
2 Full attention must be paid for pipes systems cleaning between
filters and engine.
3 Depending on the specific maintenance, safety devices setting and
function must be tested.
4 Activate the stop solenoid with the governor power shaft at the
maximum load position and the stop lever in operating position in order
to check all HP fuel pump racks move to zero at once.
int
5 Prelubricate the engine. Check, where possible, if all the points to

be lubricated are going to receive oil.
Test run
After maintenances and/or repair works on the engine parts run the
engine at idling speed/low load.
for
Note! If anything anomalous is suspected during the test run procedure,

stop the engine immediately.
2.3 − 7
Manual
Wärtsilä 38
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1 Start the engine. Immediately after the start up check:
on
− Leakage of air, water, fuel or lubricating oil. Especially, observe
fuel lines, HP fuel pumps and injectors.
− Excessive amounts of the leakage from oil pipes.
− Pressures.
− Temperatures.
− Strange noises.
− Fluid levels.
2 Check all cylinders combustion condition which is indicated by an
increased exhaust gas temperature.
se
3 After 5 minutes test run stop the engine,
Warning! The crank case covers removal, immediately after an engine stop,
is only allowed if a maximum 5 minutes’ test run has been
performed. lu
4 Open the crank case covers.
5 Check the main and connecting rod bearing temperatures, in
particular the bearings which have been object of maintenance.
Check if the connecting rod big end moves easily in axial direction.
6 Inspect during cranking liners and pistons for normal pattern from
a
the crankcase side.
7 Check if the cylinder liners bottom part is showing traces of water
leakages.
ern
Operating check
8 If the 5 minutes test run is ok, start the engine and pay attention
to the following points:
− Check the readings and alarms of safety and alarm system.
− Check the pressure and temperature gauges.
− Check the automatic alarm and stop devices.
int
− Check the pressure drop over fuel filter and lubricating oil filter.
− Check the oil level in the oil sump/oil tank. Make some simple quality
checks of the oil.
− Check the vent system of the engine cooling water systems.
− Check the quantity of fuel leakages.
− Check the presence of water at the condense water drain holes of the
charge air receiver.
for
− Check the circulating water quality.

− Check the cylinder pressures.
2.3 − 8
Manual
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− Listen for strange noises.
on
− Check the crankcase pressure.
− Check the maximum cylinder pressures, see section 2.3.3.5.
After checking, continue with local start procedures as mentioned in
section 2.3.2.
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a lu
ern
int
for
2.3 − 9
Manual
Wärtsilä 38
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2.3.3. Operation
on
General
The normal operation and supervision include all the activities in order
to assure a smooth and trouble free operation of the complete
installation against the lowest costs as well as to guarantee the safety
of operators who are attending that plant.
se
Golden rule
Successful operation of a diesel engine mainly depends on the
quality of the systems which are supporting the engine itself.
To guarantee a trouble free and smooth plant operation the following
remarks should be taken into account:
lu
1 There is no automatic supervision or control arrangement that
replaces an experienced engineer observations. It is not only a matter
of FEEL, LOOK and LISTEN, but also a correct interpretation of
signals from monitoring devices. Do not jumper safety devices in case
of malfunction but make the safety equipment reliable. In case the
malfunction can not locally be solved contact Wärtsilä Corporation,
Service department.
a
2 Keep the engine installation in operation in a way as that it is
designed for.
3 The operator is supposed to know what normally can be expected
ern
from a plant in operation and ought to have admission to all relevant

technical data which are part of the installation such as:
− Testbed− and commissioning protocols.
− Manual, parts catalogue and sub−suppliers manuals.
− Engine log book for each engine etc.
4 The operator must have full confidence of the process values.The
indicated process values must be in accordance to the specified
operating data.
5 By constantly keeping the engine and/or installation logs the
int
operator must be aware in time about all changes at the engine and
installation processes level and, at the same time, be able to take
necessary corrective actions.
6 Operators involved should have more than marginal knowledge of
the on−going processes in the engine and the installation.
− The basic knowledge is supposed to be gained by intensive basic
studies, by long term practical experiences on comparable
installations and studies of relevant manuals available.
for
− The Training Center of Wärtsilä Italia Service department is capable

to offer adequate courses of any level in order to form the skill and
the knowledge which is required to the involved personnel.
2.3 − 10
Manual
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7 Operators safety should be guarantied without restriction while
on
they are attending the installation.
− Only under operators safe working conditions an installation safe
running operation can be reached. Unsafe locations must be avoided
in general.
− Operators safety includes also the use of adequate clothes and shoes
completed with helmets, glasses, gloves and ear protections.
− Furthermore, the operators safety depends largely by the rules
observation.
8 Sufficient means and tools should to be available in order to provide
se
the operators with optimum working conditions for uninterrupted
operation of the engine and the installation.
9 Always manage the engine and the installation in a safe way. That
purpose can be reached when the following issues are kept in mind:
− The installation is assembled and put into operation accordingly to
manufacturer’s prescriptions.
lu
− Specified genuine parts have been used as spares.
− The operator is interacting with the systems and their safeties.
− The working reliability of all the safety systems is periodically
approved.
10 Loading
The engine output increase procedure depends largely on the engine
preheating time and load level. See also section 2.3.3.2.
a
11 Idling should be avoided as much as possible.
12 Check if condense water drain holes in the charge air receiver are
open.
ern
13 Continuous operation at loads in the range between 5 and 20 % of

rated output should be limited to maximum 100 hours. If a prolongued
use is needed at those conditions, load the engine above 70 % of rated
load for one hour before restoring the low load operation.
14 Never try to align the exhaust gas temperatures of all the cylinders
to the same level by adjusting the rack positions of the relevant HP fuel
pumps.
Note! The maximum deviation between fuel rack positions is 0.5 mm.
int
for
2.3 − 11
Manual
Wärtsilä 38
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2.3.3.1. Maintenance points during operation
on
The following notes give some additional information about
maintenance points mentioned in the maintenance schedule.
Note! For the complete maintenance schedule see section 2.4.1.3.
1 Observe all temperature and pressure readings. To keep a close

surveillance on the engine in operation it is advised to keep a log book
for temperatures, pressures and other parameters. This provides a good
overview of the normal values and trends. Deviations can be detected
se
early.
2 Temperature and pressure readings.
Check daily the proper working of temperature and pressure sensors.
Defective instruments should be replaced as soon as possible.
3 Check the engine circulating water venting system on working.
4 Fluid levels.
lu
Checks should include the following list:
− lubricating oil level
− level of fresh cooling water system(s)
− level of daily service fuel tank.
5 Leaks
During operation check the following systems for eventual leaks:
a
− fuel system
− lubricating oil system
− cooling water system
− charge air system (condense water drain holes must be open) and
ern
exhaust gas system

− start, stop and pneumatic control system.
6 Draining
The daily fuel service tank must regularly be drained at the lowest points for
water and sludge. If water or sludge of any importance appears, investigate
the origin. Air vessels and water separators in air lines should be regularly
drained.
7 Keep the HP fuel pump racks clean (free from sticky components),
check is the rack linkage connections are moving easyly or have
int
excessive clearances.
8 Circulate the lubricating oil once a week on a stopped engine. This
reduces the risk of CORROSION on the engine parts.
9 Check the cylinder firing pressures. At the same time record the
engine load, the fuel rack position, the turbine speed, the charge air
pressure and the inlet air temperature. All offer information about the
engine performance.
10 Record lube oil analysis and lube oil service time.
for
11 Record the cleaning frequency of the engine mounted centrifugal

lubricating oil filters.
2.3 − 12
Manual
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12 Record the frequency of lubricating oil filter candles replacements.
on
2.3.3.2. Loading performance
The increase load steps must be controlled in order to let the charge air
system provide the cylinders with sufficient air for a complete
combustion. Expecially turbocharged engines should be stepwise
loaded due to the air deficit which is evident until the turbocharger has
se
reached the relevant rated speed. The engine loading should preferably
be controlled by a load/speed increase program included in the control
system.
Note! Maximum loading speed should be performed when absolutely

necessary only.
lu
Before any operation the engine should be at least properly preheated
which means:
− Fuel oil must be at correct viscosity
− HT cooling water temperature must be 60 °C minimum
− Lubricating oil temperature must be 40 °C minimum
a
2.3.3.2.1. Gradual load increase
ern
Load the engine as gradually as possible. The following curves show the
maximum permissible load steps at certain engine conditions as a
function of time [s].
Note! Fast loading creates larger thermal load strain and reduces consider-
ably the engine components life time.
The engine loading should be performed in a minimum of four steps:

int
− Step1: 0 − 28 %
− Step2: 28− 55 %
− Step3: 55− 85 %
− Step4: 85− 100 %
Wärtsilä Corporation recommends to apply the load even in a more

for
gradual way during the normal operation.
2.3 − 13
Manual
Wärtsilä 38
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Engine load [%]
100
on
Preheating
temperature
75
Operating
50 temperature
se
25
Emergency at
operating
temperature
0
0 30 60 90 120 150 180 210 240 270 300 330 360
lu Time [s]
Fig. 2.3 − 3 DE (Marine), gradual load increase
2.3.3.2.2. Sudden load increase
Limiting curves for step loadings as a function of engine % load are

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

50
Maximum sudden
40 load increase
30
20
int
10
0
0 20 40 60 80 100
Engine load [%]
for
Fig. 2.3 − 4 Maximum sudden power increase
2.3 − 14
Manual
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2.3.3.3. Wärtsilä 38B operating areas
on
2.3.3.3.1. Restrictions for operation
at excessive suction air temperature
In case the engine loading is required at excessive ambient conditions,
consider that derating may be required, see section 1.0.3.
The lowest suction air temperature during idling is −5 oC. For operation
se
with temperatures below 0 oC a special non−standard equipment is
requiredon the engine.
2.3.3.3.2. Restrictions for low load and idling

lu
During idling and low load operation, also depending on the fuel quality
and combustion, more soot and sludge will be formed than during
higher loads. These combustion products will contaminate the internal
urfaces and components of the engine. Lubricating oil filters and separ-
ator will be harder loaded during such periods as well. When the engine
is put into operation after a stop, piston ring sticking and valve stem
a
sticking may occour and lead to dangerous damages. Furthermore, com-
bustion products, not sufficiently neutralised by the lubricating oil, may
cause corrosion. At higher engine loads the concentration of all kind of
combustion products automatically reduces. That is really important if
ern
the engine is going to be stopped.

The following recommendations must be applyed to idling and low load
operation.
− Idling (declutched main engine, unloaded generator):
− Maximum 15 min, ( recommended minimum 10 minutes ) if the
engine is expected to be stopped after idling.
− Maximum 6 hours if the engine is expected to be loaded after id-
ling.
int
Note! Unnecessary idling should be avoided as much as possible.

− Operation between 5...20% load:
− A 100 hours’ maximum continuous operation. At intervals of 100
operating hours and also before a planned engine stop a minimum
70% load must be kept for 1 hour.
2.3.3.3.3. Load decrease before a planned stop

for
For a planned stop decrease the engine load 20% every minute.
2.3 − 15
Manual
Wärtsilä 38
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2.3.3.4. Engine log sheet (example)
on
To keep a close surveillance on the engine in operation it is advised to
keep a log book for temperatures, pressures and other parameters. This
provides a good overview of the normal values and trends. Deviations
can be detected early.
YEAR .. WEEK .. day ... ... ... ... ... ... ...
se
Time ... ... ... ... ... ... ...
Engine speed rpm ... ... ... ... ... ... ...
Turbocharger speed rpm ... ... ... ... ... ... ...
Fuel rack position mm ... ... ... ... ... ... ...
Load kW ... ... ... ... ... ... ...
Load indication actuator ... ... ... ... ... ... ...
HT cooling lu bar ... ... ... ... ... ... ...
LT cooling bar ... ... ... ... ... ... ...
Lubricating oil bar ... ... ... ... ... ... ...
Fuel bar ... ... ... ... ... ... ...
Charge air receiver bar ... ... ... ... ... ... ...
Exhaust gases after turboch. m.bar ... ... ... ... ... ... ...
Barometer m.bar ... ... ... ... ... ... ...
Crankcase pressure m.bar ... ... ... ... ... ... ...
a
Ambient air oC ... ... ... ... ... ... ...
Air after turbocharger oC ... ... ... ... ... ... ...
Air in receiver oC ... ... ... ... ... ... ...
Water before air coolers oC ... ... ... ... ... ... ...
ern
Water before oil coolers oC ... ... ... ... ... ... ...
Lubricating oil before coolers oC ... ... ... ... ... ... ...
Lubricating oil after coolers oC ... ... ... ... ... ... ...
Lubricating oil before engine oC ... ... ... ... ... ... ...
HT water before the engine oC ... ... ... ... ... ... ...
HT water after the engine oC ... ... ... ... ... ... ...
HT water after the HT cooler oC ... ... ... ... ... ... ...
Fuel before the engine oC ... ... ... ... ... ... ...
oC
int
Fuel after the engine ... ... ... ... ... ... ...
Exhaust gases cyl.1, A1 / B1 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.2, A2 / B2 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.3, A3 / B3 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.4, A4 / B4 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.5, A5 / B5 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.6, A6 / B6 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.7, A7 / B7 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.8, A8 / B8 oC ./. ./. ./. ./. ./. ./. ./.
for
” cyl.9, A9 / B9 oC ./. ./. ./. ./. ./. ./. ./.

Exhaust gases before turboch. oC ... ... ... ... ... ... ...
Exhaust gases after turboch. oC ... ... ... ... ... ... ...
2.3 − 16
Manual
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2.3.3.5. Measurement of cylinder pressure
on
General
The cylinder pressure is measured by means of a peak pressure meter
connected to the indicator cock on the cylinder head top.
The read pressure values can only be used for comparison to those
pressures from the remaining engine cylinders.
Depending on the fuel type, the engine load and rpm, the pressure
measured at the indicator cock differs from the maximum pressure in
se
the cylinder and can be 5−15 bar higher.
Note! Cylinder pressure measurement at the indicator cock is useful for
individually comparison, however, the value measured is not repre-
sentative for the real cylinder pressure.
More sophisticated instruments can plot the cylinder pressure / crank

lu
angle diagram while showing the combustion starting point, the angle
of maximum pressure and its rising trend. However, the mean indicated
pressure and the heat release, as calculated from those data, don’t
represent the engine performance as measured at the indicator cock.
The data which have been read at the indicator cocks should not be used
for that purpose since:
a
− The cylinder pressure indicator is placed on the cylinder head top
at the end of a narrow bore in the combustion chamber roof. Whitin
thas bore the pressure is rising steeper with pressure fluctuations,
ern
at the same time higher maximum values are read than those which
are effective within the cylinder space.
− Due to the length of the indicator channel the pressure pulse is
delayed giving a wrong pressure/time diagram monitoring.
Note! It is strictly not allowed to switch off the fuel injection of a cylin-
der to measure compression pressure.
Checking cylinder firing pressure

int
Check cylinder firing pressures. At the same time record engine load,
fuel rack position, turbine speed, charge air pressure and inlet air
temperature. All offer information about the engine performance.
Note! Recording cylinder combustion pressures without
simultaneously recording engine load is practically worthless.
for
2.3 − 17
Manual
Wärtsilä 38
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2.3.3.6. Running−in
on
The running−in procedure is mainly intended for piston rings and
liners adjustment after an overhaul.
In order to perform a good running−in it is important to apply different
load levels during that period. The piston ring grooves have different
tilting angles at each load and consequently the piston rings have
different contact lines on the cylinder liner walls.
Running−in may be performed either on distillate or heavy fuel while
using the proper lubricating oil for the specific fuel. (Keep BN value in
se
mind).
1 Carry out the start after an overhaul procedure (except the
operating check), see section 2.3.2.6..
2 Start the running−in procedure.
a = gradual load increase 30 minutes.
b = constant load period 30 minutes.
lu
c = recovery period 5 minutes.
1..7= load steps to be followed after changing piston rings, pistons or
cylinder liners.
1A ..3A = load steps to be followed after piston overhaul.
Engine load %
a
100 7
6
a b c
3A 5
ern
80
4
2A 3
60
40 1A 2
int
20 1
0
0 1 2 3 4 5 6 7 8
Operating hours
Fig. 2.3 − 5 Running−in diagram (n = constant 600 rpm)

for
3 Record data on the engine log sheet at the end of each load step. Use
the test report as a reference.
2.3 − 18
Manual
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Never try to adjust the cylinder exhaust gas temperatures by
on
readjusting fuel rack position.
4 Finally the engine is ready for operation.
2.3.3.7. Operating Troubles
Some operating troubles require a prompt corrective action. Operators

should be acquainted with the contents of this section for immediate
action.
se
Action Chapter /
lu section
1. Crankshaft does not rotate in a
start attempt on air
a) Turning gear is engaged.
b) Starting air pressure too low.
c) Starting air valve kept closed by Locate the problem. 2.3.2.
safety system.
a
d) Engine in overspeed stop position.
e) Main starting air valve jams.
ern
f) Incorrect adjustment of the pilot starting

air system.
2. Crankshaft rotates however the
engine does not fire
a) Too low speed. See 1b.
b) Stop solenoid in actuator is activated. Locate the problem.
c) Load limiter is set incorrect.
d) Fuel limiter is set incorrect.
int
e) Fuel pump rack blocked. 2.9.

f) In case of starting on HFO, too low
engine and/or fuel temperature.
g) Too low compression pressure.
h) Combustion air temperature too low.
j) Vapour in fuel booster line.
for
2.3 − 19
Manual
Wärtsilä 38
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Action Chapter /
on
section
3. Engine fires irregularly
a) See points 2e, 2f, 2g, 2h 2j, 4d.
b) Fuel pump rack is set incorrectly or Readjust fuel rack.
jams.
c) HP pump operates improper.
d) Bad working fuel injector. Nozzle holes clogged. 2.9.
e) Piston rings do not seal properly.
se
f) Fuel booster pressure too low. Check compression pressure.
g) Valves in supply/return manifold to HP
fuel pump closed.
4. Engine speed not stable
a) Actuator setting incorrect. lu
b) See point 3b.
b) Control mechanism jams.
c) Too much clearances in control
mechanism.
d) Water in fuel.
e) Automatic load control mechanism
a
faulty.
5. Knock or detonation
a) Big end bearing clearance excessive.
ern
b) Valve springs or cam follower spring

broken.
c) Excessive valve clearance. Find cause of excessive wear.
Readjust valve clearance.
d) Valve(s) jams.
e) HP fuel pump drive spring broken
f) One or more cylinders too much fuel. See 3b, 3c.
h) Piston seizure.
int
j) Ignition delay. Locate the problem.

for
2.3 − 20
Manual
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Action Chapter /
on
section
6. Exhaust gases dark coloured
a) Engine overloaded. Check HP fuel pump rack
positions, exhaust gas tem-
peratures and charged air
pressure/temperature.
b) Delayed injection, wrong setting. Check timing.
c) See points 3b, 3c.
se
d) Insufficient charge air pressure due to:
− clogged air filter of turbocharger Test Records
− dirty compressor section
− clogged nozzle ring
− turbine speed too low
− too much clearance between rotor
and shroud ring. lu
e) Deteriorated injectors.
f) Too fast engine loading e.g. during start 2.9.
up.
7. Exhaust gases blue−whitish or
grey−whitish coloured
a) Excessive lubricating oil consumption Endoscopic inspection of the
a
due to gas blow−by of piston rings, or cylinder liner.
broken sticking piston rings or too
much wear of rings / liners.
ern
b) Grey−whitish gases due to water

leakage in the combustion chamber.
Note:
Blue−whitish smoke appears when run-
ning at low load or at low ambient tem-
perature shortly after starting.
int
for
2.3 − 21
Manual
Wärtsilä 38
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Action Chapter /
on
section
8. Exhaust gas temperatures of one
or more cylinders too high
a) Engine overloaded. See engine log sheet, test bed
protocol.
b) See points 3c and 4g.
c) Charge air temperature too high. Inspection air cooling system.
se
d) Exhaust valve leaking. Inspection/overhaul exhaust
valve.
e) Turbocharger contaminated.
f) Malfunctioning of exhaust gas
temperature measuring equipment.
g) See point 3d. lu
9. Exhaust gas temperature of one Test Records
cylinder below normal
a) Malfunctioning of exhaust gas
temperature measuring equipment.
b) Leaking of fuel injector or HP fuel pipe.
c) Malfunctioning of HP fuel pump plunger. Inspection/overhaul HP fuel
a
pump.
d) See points 3b, 3d.
10. Exhaust gas temperatures very
ern
unequal
a) Too low fuel booster feed pressure. Insufficient filling of HP fuel
pumps (see points 2j, 2k),
which may cause great load
differences between cylinders
although HP fuel pump rack
positions are equal.
Dangerous ! Causes high
thermal overload in individual
int
cylinders.
b) See points 2g, 3b and 6b when idling.
for
2.3 − 22
Manual
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Action Chapter /
on
section
11. Lubricating oil pressure too low
a) Malfunctioning of pressure gauge /
transmitter.
b) Lubricating oil level in oil tank too low.
c) ∆ pressure too high. See trouble shooting of auto-
matic back−flushing filter
se
Check working automatic
d) Filter contaminated. back−flushing filter
e) Lubricating oil temperature too high.

f) Lubricating oil seriously diluted with
fuel or water.
g) Malfunctioning of lubricating oil pressure Inspection/overhaul pressure
lu
control valve. control valve.
h) Lubricating oil suction pipe leakage.
i) Suction strainer dirty or blocked.
j) Malfunctioning of lubricating oil pump.
k) Lubricating oil pipes inside engine
damaged.
a
12. Lubricating oil pressure too high
a) See point 11f.
13. Lubricating oil temperature:
ern
too high
a) Wrong temperature indication. Check temperature reading.
b) Disturbance of cooling water system.
c) Too high LT water temperature.
d) Oil cooler contaminated.
e) Malfunction of thermostatic valve.
f) Insufficient heat transferred to coolant to
int
maintain temperature.
too low
g) See points 13a and 13e.
for
2.3 − 23
Manual
Wärtsilä 38
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Action Chapter /
on
section
14. Cooling water:
temperature too high
a) Malfunctioning of pump.
b) Water cooler contaminated.
c) Malfunction of thermostatic valve.
d) Incorrect valve position in the system.
se
difference between inlet and
outlet temperature too high
e) See point 14a.
f) Water cooler clogged or contaminated.
g) Insufficient flow of cooling water through
engine, air in system, valves leaking.
15. Water in lubricating oil
a) Leaking oil cooler.
lu
b) Leakage along cylinder liner O−rings.
c) Wrongly adjusted water seal of the oil See separator instruction
separator. book!
a
d) Defective cylinder liner or cylinder head.
16. Charge air receiver temperature too
high
ern
a) Insufficient performance of the charge Vent the water side of the

air cooler(s). charge air cooler and/or clean
the charge air cooler.
b) HT and/or LT cooling water temperature
too high.
17. Water in charge air receiver
a) Charge air coolers leakage. Inspect cooler
b) Condense water Increase charge air
int
(charge air temperature too low) temperature

18. Engine looses speed at constant or
increased load
a) Engine overloaded. A further increase of
fuel supply is prevented by the
mechanical load limiter.
b) See points 2c, 2e, 4e and 4f.
for
2.3 − 24
Manual
ly
Action Chapter /
on
section
19. Engine stops
a) Shortage of fuel. See point 4d.
b) Overspeed trip device is activated.
c) Automatic stopping device is activated.
d) Malfunctioning of actuator.
20. Engine does not stop although
se
stop lever is set in stop position or
remote stop signal is given
a) HP fuel pump control rack wrongly set Activate overspeed trip device
(3b, 3c). manually. If the engine does
not stop immediately, close the
fuel supply to the engine.
Before starting the engine, the
lu fault must be located and
corrected.
Great risk of overspeed.
b) Malfunction remote engine stop. Use stop lever on the engine.
c) The engine is driven by generator,
propeller or other source.
a
21. Engine continuous running with
activated overspeed trip device
a) HP fuel pump control rack Load the engine, if possible.
ern
wrongly set (3b, 3c). Close fuel supply to engine.

Make proper adjustment fuel
racks.
int
for
2.3 − 25
Manual
Wärtsilä 38
ly
2.3.3.8. Emergency operation
on
2.3.3.8.1. Operation with defective charge air
cooler(s)
Leaking cooling water tubes of a charge air cooler permit cooling water
entering the cylinders. Water in the charge air receiver can be indicated
se
by the condense water drain holes. If water or water mist escapes the
hole, check whether it is cooling water or condense water. If condense
water drains, see section 1.5.4.1.4. If cooling water drains, stop the
engine as soon as possible and plug off the leaking tube. If cooler leakage
cannot be remedied by tube plugging exchange cooler for a spare.
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2.3.3.8.2. Operation with defective turbocharger
Note! In case of a defective turbocharger and the turbo charger has to shut
down execute all measures according the Operation Manual of the
turbocharger supplier.
a
In case the turbocharger is blocked or the cartridge is removed the
compensator between the compressor outlet and the charge air cooler
inlet should be removed to allow more air to the engine.
ern
Permissible output with a defective turbocharger is approx. 10% load.

In case of HFO operation it is advised to change over to light fuel oil.
Operation with one turbocharger defective

In case one turbocharger is blocked or the cartridge is removed the
compensator between the compressor outlet and the charge air cooler
inlet should be removed and a blind flange should be fitted at the charge
air cooler inlet. The air to engine is supplied to both banks by the
turbocharger which is still working . It might be possible in such a case
int
to run the engine at a output higher than 10% , but the restrictions for
exhaust gasses should be observed.
Restrictions for exhaust gas temperatures

With a blocked turbocharger the exhaust gas temperatures increase
very steep at higher output! Of all exhaust gas temperature alarms
specially the exhaust gas temperature TC inlet should be maintained.
for
(Alarm settings exhaust gas temperature cylinder and TC outlet will be

trespassed in these circumstances.
2.3 − 26
Manual
ly
2.3.3.8.3. Operation with one cylinder misfiring
on
A torsional vibration analysis is made for each installation and all
possible modes of operation. This is done for as well normal conditions
as for so called misfire conditions.
With misfire conditions we mean: no combustion in one cylinder, only
compression and expansion. This can occur due to for instance a defect
HP fuel pump. In case there is also no compression and expansion,
Wärtsilä Corporation has to be consulted.
se
Eventual restrictions, from point of view of torsional vibration
behaviour, mentioned in a torsional vibration analysis report, have to
be obeyed! Otherwise, especially in emergency operation −one cylinder
unit out of operation− critical components as torsional vibration
damper, crankshaft, torsional elastic coupling, gearwheel, propeller
shaft etcetera, are subjected to not allowable torsional vibration loads.
lu
Note! Engine operation, with one cylinder out of service, is only allowed
in case restrictions, mentioned in a report concerning torsional
vibration behaviour of this particular installation, are observed!
2.3.3.8.4. Operation with WECS / Governor problems

a
All necessary instructions to operate the engine in case of degraded
operation of the WECS and / or external governor (speed control) and
ern
/ or auxiliary systems are described in section 1.6.8.5.

int
for
2.3 − 27
Manual
Wärtsilä 38
ly
2.3.4. Stop
on
The engine can always be stopped: remotely, locally or manually.
The local(/remote) stop involves the following devices:
− Stop cylinders on fuel pumps.
− Stop signal to the actuator controller.
Local stop
se
Push the stop button on the local control panel (see fig. 2.3 − 6 ). The
engine stops hard wired via the relay module.
ENGINE
SPEED
lu Main page

LUBE OIL 80
60
80
60
PRESSURE 40
20
40
20
0 0
−20 −20
−40 −40
−60 −60
−80 −80
Mode: Running ALO

a
HT WATER
TEMPERATURE
REMOTE LOCAL
ern
START STOP SHUTDOWN ENGINE CRANK TEST

RESET MODE
Fig. 2.3 − 6 Local stop

int
Note! Before a planned stop decrease the engine load 20% step wise every
minute and idle engine for 10 minutes at least and 15 minutes
maximum.
Remote stop:
for
Push the stop button in the control room, the engine stops by means of
a complete electronically managed procedure.
2.3 − 28
Manual
ly
Manual stop
on
Move the stop lever (1) on the engine control unit into STOP position.
See fig. 2.3 − 7 . Lock the handle with the locking pin (4).
01
STOP
se
02
15
03
lu
04
a
Fig. 2.3 − 7 Manual stop
Note! Valve (15) should always be open during engine operation to ensure
ern
sufficient control air to the start / stop unit.

Emergency stop
− Local emergency stop:
In case of an electric power failure it is possible to stop the engine
by−passing the WECS control system. By pushing the emergency
stop button (3) on the local start / stop unit, see fig. 2.3 − 7 , the stop
cylinders on the HP fuels are activated. Keep the emergency stop
button pressed until the engine has completely stopped.
− Remote emergency stop:
int
If the emergency stop button on the automation system is activated,

the following devices are involved:
− Emergency stop solenoid valve.
− Speed control unit.
Actions after final stop of the engine

For safety reasons the following actions have to be performed after the
complete stop of the engine:
for
1 Open the indicator cocks.

2 Close the shut off valve in the starting air system.
2.3 − 29
Manual
Maintenance Wärtsilä 38
ly
2.4. Maintenance
on
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a lu
ern
int
for
2.4 − 1
Manual
Wärtsilä 38
Maintenance
ly
2.4.1. Maintenance Schedule
on
2.4.1.1. General
This section describes when and which inspection and maintenance

actions have to be carried out. In case you need more information, please
contact the Service department of Wärtsilä Corporation.
se
The needed engine maintenance depends mainly on the operating
conditions. The intervals stated within the following tables are
guidance values only and must not be exceeded ; the same schedule is
strongly adviced to be always observed in order to keep the same engine
efficiency. See also the suppliers manuals for additional information.
2.4.1.2.
lu
Rules for inspection and maintenance
Read carefully the following rules before performing any inspection

and/or maintenance action.
a
General
1 When the engine is under any overhaul make sure the remote or
ern
automatic start device and the external pumps are out of operation and
provided with prohibiting tags.
2 In order to perform any job in safety conditions engage the turning
gear; close the main valve in the starting air (30 bar) supply line,
pressure release the starting air system on the engine and put the fuel
rack manual control lever in stop" position.
3 Provide the engine parts with reference marks for easy
re−assemblying at the same position. Reference marks on the engine
parts must be copied on new parts to be installed for replacements.
int
Every exchange should be recorded in the engine log book while

mentioning the reason too.
4 Use this INSTRUCTION MANUAL during maintenance actions in
combination with the SPARE PARTS CATALOGUE.
5 During all the maintenance actions, observe the utmost cleaning and
order.
6 Be aware of the risk of the crankcase or the camshaft case explosion!
for
Before performing any maintenance or inspection action on the engine,

always let the engine cool down sufficiently. A 10 minute cooling period
is a minimum requirement after a normal stop.
2.4 − 2
Manual
ly
7 Observe the fire precautions when engine maintenance jobs or
on
cleaning are going to be performed.
8 Always replace locking washers, copper rings, split pins, locking
wires, self locking nuts and O−rings while assembling. In case copper
rings have to be re−used, please take care of a preliminar proper
annealing.
9 In general never leave O−rings mounted on spares; store O−rings
in a dry, cool and dark place.
10 It’s strongly advised to avoid any electric welding on the engine or
se
using the engine as a conductor for welding.
Removal
1 Before using the hydraulic tools read section 2.4.3. carefully.
2 Before dismantling, check all the pipe systems concerned to be
drained and pressure released. After dismantling, cover immediately all
lu
holes for lubricating oil, fuel oil and air with a tape, plugs, clean cloth
or similar. Open the indicator cocks.
3 If heavy parts are removed from the engine, e.g. a piston or a
connecting rod, the crankshaft may start turning due to unbalanced
weights; for safety reasons always keep the turning gear engaged
throughout the jobs.
a
4 In many cases it is advised to record clearances before disassembling.
Mounting
ern
1 Make sure all parts have been carefully cleaned (free of carbon
deposit) before mounting. Do not use cotton waste for inside cleaning
of engine but use lint free cleaning rags.
2 Before using the hydraulic tools read section 2.4.3. carefully.
3 Never use other lubricants for bolt connections of engine
components than those advised, tightening torques will strongly differ
if lubricants of different brand or type are used. In case of doubts contact
the technical service of Wärtsilä Corporation.
int
4 Before fitting spare parts, available as complete sub−assemblies,

all the integrated O−rings must be inspected on ageing and damages,
and replaced if necessary.
5 In general, all the pipes should be carefully cleaned before
installing. The fuel, lubricating oil and air lines should be acid cleaned
and neutralized. After pipe sections heating, the iron oxidation must be
removed by pickling (acid cleaning). Please contact our technical service
department for detailed information.
for
6 Fit all the pipes stress free.
2.4 − 3
Manual
Wärtsilä 38
Maintenance
ly
on
Last check
1 It is important no tool, part or other foreign matter to be left in or
on the engine and all parts have been thoroughly cleaned before closing
the engine.
2 Due to the compression behaviour of some gasket material the
prestress of some flange connections must be checked after about 24
running hours after the maintenance.
3 Record the renewed engine parts.
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4 Record the engine running hours.
a lu
ern
int
for
2.4 − 4
Manual
ly
2.4.1.3. Maintenance schedule
on
2.4.1.3.1. General
The total running hours between overhauls as well as the effective life
time of components depend generally on the following aspects:
− The operation and the maintenance of the engine should be in
se
accordance with the instructions as specified in the engine
documentation.
− The intervals stated in the maintenance schedule are guidance
values only, but must not be exceeded during the whole engine life.
− Everyone who is concerned with the maintenance of the engine must
be qualified and have adequate training for the proper job to be
lu
performed. The engine documentation should always be available.
− In order to ensure the efficiency, reliability and lifetime of the engine
and its components, only genuine spare parts should be used.
− The common load of the engine should be in the range between 60%
and 100% of the maximum output, which is indicated on the engine
plate, about from 3,000 up to 6,000 hours are supposed to be
a
annually run.
− The build−on components which are supplied by third party should
be maintained accordingly to the suppliers instructions.
ern
− The quality and the treatment of the lubricating oil, fuel, cooling
water and air should be in accordance with the rules; refer to the
related chapters for detailed specifications.
Deviation from the above mentioned factors may result in related
adaptation of the running hours between overhauls and/or the effective
life time of the components.
2.4.1.3.2. Procedure for inspection and maintenance

int
Inspection
− For example, if the valve rotators, related to a certain cylinder unit,
have to be replaced, then inspect also the rotators of another cylinder
unit; if the result of this second inspection is also negative replace all
valve rotators.
for
− The results of the first 4.000 running hours inspection are aimed to
establish the further service intervals.
2.4 − 5
Manual
Wärtsilä 38
Maintenance
ly
General maintenance points
on
Description D W S Every
A E P
I E E 1 2 3
L K C 1 2 4 2 4 6
Y L I 5 0 0 0 0 0 0
Y A 0 0 0 0 0 0 0
L 0 0 0 0 0 0 0
Check the engine on leakages, bolt connec- * *

tions, cables and wiring.
se
Check the telltale hole of the charge air receiver * *
for possible water.
Record performance data in the engine log * *
sheet.
Check fluid levels of:
lu
− Engine lube oil * *
− Cooling water systems * *
− Governor/Actuator * *
Record combustion pressures. * *
Engine arrangement
a
Check foundation bolts and chocks / girders. *
For stationary, the first year every 2 months.
ern
Check foundation bolts and chocks / girders. *

Inspect elastic engine mounting elements (if ap- *
plicable).
Check reference points of epoxy resin chocks (if *
applicable).
Inspect elastic elements and membrane plate of *
flexible coupling according manufacturers in-
struction.
int
Renew elastic elements of flexible coupling *

Measure axial displacement and crankshaft *
deflections of crankshaft.
Check alignment between engine and engine *
driven machinery.
for
2.4 − 6
Manual
ly
Fuel System (Chapter 1.1.)
on
A E P
I E E 1 2 3
L K C 1 2 4 2 4 6
Y L I 5 0 0 0 0 0 0
Y A 0 0 0 0 0 0 0
L 0 0 0 0 0 0 0
Check the leak fuel quantity of the fuel system. *

Drain impurities and condensate of fuel day *
se
tank.
Renew O−rings of low pressure fuel supply and *
return lines every 8000 runnyng hours.
Inspect one fuel pump drive after the first 4000 * *
running hours lu
Inspect all fuel pump drives *
Lubricating oil system (Chapter 1.2.)
Remove commissioning lube oil filters after the *
first 100 running hours.
Inspect / overhaul the thermostatic valves. *
a
Renew the thermostatic valves. *
Sample / analyze lubricating oil; record analyze *
results, lubricating oil service time consumption
ern
and charge changes.

Lubricating oil filter *
− check functioning of external lubricating oil fil-
ter, according the suppliers instructions
Clean centrifugal filter. * *
Renew all sealing rings of centrifugal filter. *
Inspect / overhaul lubricating oil pump(s). *
int
for
2.4 − 7
Manual
Wärtsilä 38
Maintenance
ly
Starting air system (Chapter 1.3.)
on
A E P
I E E 1 2 3
L K C 1 2 4 2 4 6
Y L I 5 0 0 0 0 0 0
Y A 0 0 0 0 0 0 0
L 0 0 0 0 0 0 0
Drain starting air vessels and air treatment *

unit(s). Check the entire system on leakages,
se
oxidation and water.
Inspect / overhaul the starting air valves. *
Inspect / overhaul the main starting air valve. *
Inspect the starting air distributor and drive. *
Cooling water system (Chapter 1.4.)
lu
Check cooling water quality. * *
Clean the cooling water system and check on *
corrosion.
Check working of cooling water venting system. * *
Inspect / overhaul HT/LT thermostatic valves. *
a
Renew HT/LT thermostatic valves. *
Inspect / overhaul HT and LT cooling water *
ern
pumps and renew seals.

Renew bearings and impeller HT/LT cooling wa- *
ter pump
Renew HT/LT cooling water pump at 48,000 *
running hours.
Engine driven Pumps Driving Gear
Inspect driving gear of the built−on pumps after * *
int
the first 4,000 running hours.

for
2.4 − 8
Manual
ly
Charge air and exhaust gas system (Chapter 1.5.)
on
A E P
I E E 1 2 3
L K C 1 2 4 2 4 6
Y L I 5 0 0 0 0 0 0
Y A 0 0 0 0 0 0 0
L 0 0 0 0 0 0 0
Clean turbine every 150 operating hours. *

Clean turbine by water injection.
se
Clean compressor by water injection. *
Inspect and clean the compressor and turbine *
mechanically depending on turbocharger per-
formance.
Check plain the bearings of the turbocharger
lu *
Overhaul turbochargers and renew bearings. *
Overhaul turbocharger and renew plain bear- *
ings and check balance of rotor shaft.
Renew compressor and turbine wheel after *
50,000 running hours.
Check functioning of exhaust waste gate. *
a
Check functioning of by−pass valve. *
Inspect / clean air filter. * *
ern
Renew filter material if applicable. *

Overhaul the charge air cooler. *
Inspect / repair the exhaust gas lines, expan- *
sion bellows, insulation etc.
Renew exhaust expansion bellows after 48,000 *
running hours
int
for
2.4 − 9
Manual
Wärtsilä 38
Maintenance
ly
Control system (Chapter 1.6.)
on
A E P
I E E 1 2 3
L K C 1 2 4 2 4 6
Y L I 5 0 0 0 0 0 0
Y A 0 0 0 0 0 0 0
L 0 0 0 0 0 0 0
Check and lubricate the control mechanism. * *

Inspect / overhaul the control mechanism. *
se
Keep electrical and electronic equipment * *
clean,free of moisture,overheating and static−
electricity.
Keep or make the sensors clean *
Check the alarm and safety system in operation
lu * *
and after every start.
Check settings of the alarm and safety system. *
Check the measuring devices on proper work- * *
ing.
Calibrate the measuring devices. *
a
Turn on all screws in terminals. *
Check mounting of sensors and cabinets. *
Check all connectors on properly connection. *
ern
Check functioning of the oil mist detector. * *

Operation (Chapter 2.3.)
Test start process in stand−by position. * *
Carry out load performance test *
Carry out a test run ( after overhaul ). *
Carry out a running−in program and record *
int
readings.
Check functioning of turning and start interlock *
device.
Refresh lube oil of turning device. *
for
2.4 − 10
Manual
ly
Engine block with bearings and cylinder liner (Chapter 2.5.)
on
A E P
I E E 1 2 3
L K C 1 2 4 2 4 6
Y L I 5 0 0 0 0 0 0
Y A 0 0 0 0 0 0 0
L 0 0 0 0 0 0 0
Inspect one cylinder liner after the first 4,000 *

running hours.
se
Overhaul of cylinder liners including honing and *
renew anti−polishing rings.
Renew cylinder liners after 60,000 running *
hours
Inspect the crankcase visually. lu *
Inspect the cooling water spaces. *
Inspect one main bearing and one main journal. *
Renew main bearings and inspect the main *
journals.
Inspect one camshaft bearing and journal. *
a
Renew camshaft bearings and inspect journals. *
ern
int
for
2.4 − 11
Manual
Wärtsilä 38
Maintenance
ly
Crankshaft, PTO shaft, connecting rod, piston (Chapter 2.6.)
on
A E P
I E E 1 2 3
L K C 1 2 4 2 4 6
Y L I 5 0 0 0 0 0 0
Y A 0 0 0 0 0 0 0
L 0 0 0 0 0 0 0
Inspect one gudgeon pin and bearing after the *

first 4,000 running hours.
se
Inspect the PTO bearing after the first 4,000 *
running hours.
Inspect the PTO bearing and replace the seal- *
ing ring
Inspect gudgeon pins and bearing. lu *
Renew gudgeon pins and bearings after 60,000 *
running hours.
Inspect one connecting rod after the first 4,000 *
running hours.
Inspect one connecting rod. *
Inspect / overhaul connecting rods. *
a
Inspect one crankpin journal and crankpin bear- *
ing.
ern
Inspect crankpin journals. *

Renew crankpin bearings. *
Inspect one piston with piston rings, without dis- *
mantling of piston rings after the first 4,000 run-
ning hours.
Inspect / overhaul pistons and renew piston *
rings.
Renew pistons after 60,000 running hours *
int
Renew crankshaft sealing *

Sample fluid of vibration damper(s). *
for
2.4 − 12
Manual
ly
Cylinder head with valves (Chapter 2.7.)
on
A E P
I E E 1 2 3
L K C 1 2 4 2 4 6
Y L I 5 0 0 0 0 0 0
Y A 0 0 0 0 0 0 0
L 0 0 0 0 0 0 0
Check valve clearances after the first 100 oper- *

ating hours in new and overhauled engines.
se
Inspect one cylinder head after the first 4,000 *
running hours.
Overhaul cylinder heads. *
Inspect safety valves. *
Check valve clearances. lu *
Check function of valve rotators. *
Inspect / overhaul valves. *
Renew exhaust valves and rotators. *
Renew inlet valve rotators. *
a
Renew inlet valves *
Camshaft and valve drive mechanism (Chapter 2.8.)
Inspect one fuel pump drive and roller after the *
ern
first 4.000 running hours.

Inspect / overhaul all fuel pump drives. *
Inspect one inlet and exhaust tappet guide *
block and tappet after the first 4,000 hrs.
Inspect / overhaul all inlet and exhaust tappet *
guide blocks and tappets.
Check pushrod pivots. *
int
Check bearing clearances of rocker arms. *

Inspect / overhaul rocker arms and bracket. *
Inspect camshaft sections. *
Inspect camshaft driving gear after the first *
4,000 running hours.
Inspect camshaft driving gear. *
for
Renew bearings intermediate gearwheel *
2.4 − 13
Manual
Wärtsilä 38
Maintenance
ly
Injection system (Chapter 2.9.)
on
A E P
I E E 1 2 3
L K C 1 2 4 2 4 6
Y L 5 0 0 0 0 0 0
I
Y 0 0 0 0 0 0 0
A
0 0 0 0 0 0 0
L
Check the fuel oil leakages quantity. *
se
Inspect / test fuel injectors. *
Renew fuel injector nozzles. *
Renew inner parts of injector holder. *
Renew nozzle holder complete after 48,000 run- *
ning hours. lu
Inspect HP fuel lines. *
Inspect one HP fuel pump, after the first 4,000 *
running hours.
Renew fuel pump elements. *
Inspect / overhaul HP fuel pumps and renew *
a
anti−cavitation plugs.
Check the HP fuel pump timing *
Renew HP fuel pump after 48,000 running hrs. *
ern
Renew O−rings in supply and discharge pipe of *

HP fuel pumps.
int
for
2.4 − 14
Manual
ly
2.4.2. Maintenance Tools
on
2.4.2.1. General
The maintenance of a diesel engine requires a certain number of special

tools which are developed in the course of engine design. Some tools are
supplied with the engine as prescribed ones and some more ones are
se
available through Wärtsilä service stations or for direct purchase by the
customer.
Tools requirements for particular installation may vary greatly
depending on the use and service area. Standard tool sets are therefore
selected to meet basic requirements.
For a specific installation the tool requirements may vary greatly
lu
depending on the use and the service area. Special tools are therefore
selected to meet basic requirements.
Note! This section represents a comprehensive selection of tools for the
Wärtsilä 38B engines. These tools are not all described in the related
sections. The tool set depends on the scope of supply.
a
The following lists of tools are grouped in order to facilitate the selection
for specific service operations.
Miscellaneous tools, as mentioned in section 2.4.2.3., are concerned in
ern
various chapters.
2.4.2.2. Tool set
Depending on the scope of supply the following tool set and lists are
available:
int
1. Tool set for unrestricted area Standard Set"

2. Optional tools Special Tools lists"
for
2.4 − 15
Manual
Wärtsilä 38
Maintenance
ly
Basic common tools list"
on
Article number Description Number
9622DT384 Socket for nozzle tip 1

9622DT803 Cleaning tool for injector sleeve 1
9622DT805 Clamp nozzle holder 1
9612SW510 T−wrench for indicator cock 1
9612DT212 Pneumatic driven hydraulic pump 1
se
9622DT804 Lifting/extracting device for nozzle holder 1
9622DT801 Compress tool for valve springs 1
9612DT246 Crow foot wrench 41 mm 1
9622DT242 Lifting tool for fuel pump 1
9612DT100 Pin tool
lu 3
9622DT133 Hydraulic hand pump + hose 1
9622DT911 Tool set for cylinder head 1
(9622DT910) Hydraulic jack set (included in 9622DT911) 4
9612DT974 Lifting tool for cylinder head 1
9622DT812 Injector testing device 1
9622DT250 Socket 36 mm 1
a
9622DT257 Torque spanner 8−54 Nm 1
9622DT356 Protecting ring for cylinder head 1
9612DT961 Hydraulic hose set 1
ern
9622DT162 Valve clearance feeler gauge 1

9612DT965 Lever fuel cam roll 1
9622DT385 Torque spanner 40−200 Nm 1
9622DT216 Torque wrench 200−800 Nm 1
9622DT800 Lifting tool for rocker arm bracket 1
9622DT147 Hydraulic jack 12 ton 1
9622DT146 Hydraulic hose set + distribution block 1
9622DT171 Tappet blocking plate 1
int
9622DT179 Grease pump 1

9612DT760 Blocking pin for fuel pump tappet 1
for
2.4 − 16
Manual
ly
1. Standard Set"
on
Articlenumber: 9654DT902
Note! Only for L38B engines
consists of:
the above described list of basic common tools extended with the
following tools
se
Articlenumber Description Number
9622DT149 Tool set for main bearing studs 2

9622DT150 Spare seal set 1
9622DT224 Spare seal set
lu 1
9622DT260 Piston ring pliers 1
9622DT152 Main bearing shell driver 1
9622DT919 Dis/assembling tool for anti bore polishing ring 1
9622DT926 Positioning tool for cylinder liner 1
9622DT923 Lifting tool for piston 1
9622DT922 Protecting plate for connecting rod foot 1
a
9622DT924 Guide ring for piston rings 1
9622DT168 Piston support in liner 2
9622DT170 Big end bearing lock 1
ern
9612DT907 Hydraulic twin jack for connecting rod 2

9622DT915 Extracting tool for cylinder liner 1
9622DT901 Trolley for main bearing 1
9622DT921 Frame+support for connecting rod caps 1
9622DT163 Tap M16 for piston crown 1
9612ZT334 Air tool 3/8" 1
9653DT903 Hydraulic jack for side studs 2
9622DT914 Lifting tool for cylinder liner 1
int
9622DT178 Circlip pliers for piston 1

9622DT928 Connecting rod fixating tool 1
for
2.4 − 17
Manual
Wärtsilä 38
Maintenance
ly
on
Articlenumber: 9654DT903
Note! Only for V38B engines
consists of:
the above described list of basic common tools extended with the
following tools
se
Articlenumber Description Number
9622DT149 Tool set for main bearing studs 2

9622DT150 Spare seal set 1
9622DT224 Spare seal set
lu 1
9622DT260 Piston ring pliers 1
9622DT152 Main bearing shell driver 1
9622DT919 Dis/assembling tool for anti bore polishing ring 1
9622DT926 Positioning tool for cylinder liner 1
9622DT923 Lifting tool for piston 1
9622DT922 Protecting plate for connecting rod foot 1
a
9622DT924 Guide ring for piston rings 1
9622DT168 Piston support in liner 2
9622DT170 Big end bearing lock 1
ern
9612DT907 Hydraulic twin jack for connecting rod 2

9622DT915 Extracting tool for cylinder liner 1
9622DT901 Trolley for main bearing 1
9622DT920 Frame+support for connecting rod caps 1
9622DT163 Tap M16 for piston crown 1
9612ZT334 Air tool 3/8" 1
9653DT903 Hydraulic jack for side studs 2
int
9622DT914 Lifting tool for cylinder liner 1

9622DT178 Circlip pliers for piston 1
9622DT928 Connecting rod fixating tool 1
9612DT901 Low pressure hand pump plus hose 1
9651DT901 Support for exhaust manifold 9
for
2.4 − 18
Manual
ly
Workshop tools list"
on
consists of a number of additional tools not delivered as standard
with the engine delivery. They have been designed for advanced
maintenance actions.
se
9612DT234 Jack bolt for camshaft thrust journal 1
9612DT257 Pin for camshaft bearing bush 1
9622DT929 Measuring strip for cylinder liner 1
9622DT912 Tool set for counter weight studs 1
9612DT911 Suction cup for valves
lu 1
9622DT988 Valve guide extractor 1
9612DT801 Pillar bolt for camshaft sections/gearwheel assembly 1
9612DT963 Fixating tool for camshaft 1
9622DT931 Hydraulic nipple for gearwheel 1
9612DT969 Remover for connecting rod studs M36x3 1
a
9612DT976 Remover for cylinder head studs M64x4 1
9612DT977 Remover for main bearing cap studs M72x4 1
9622DT806 Tilting frame for cylinder head 1
ern
9622DT811 Tool for mounting valve seats 1

9622DT908 Extractor for camshaft bearing bush 1
9612DT401 Micrometer gauge for cylinder liner 1
9622DT800 Valve seat cutter tool set 1
9622DT808 Extractor for exhaust valve seat 1
9622DT810 Extractor for inlet valve seat 1
9612DT479 Lapping ring for cyl.liner−cyl. block contact face 1
9622DT807 Lapping ring for cyl.head−cyl. liner contact face 1
int
9612DT936 Tool for intermediate gearwheel shaft 1

9622DT959 Disassembling tool for fuel pump 1
9622DT960 Compress tool for fuel pump bracket spring 1
9622DT802 Extractor for injector sleeve 1
9612DT968 Hydraulic nipple for camshaft end journal 1
9622DT961 Lifting eye for fuel pump drive 1
9622DT962 Measuring tool for fuel pump drive adjustment 1
for
9653DT902 Mounting tool for O−ring cylinderhead stud 1
2.4 − 19
Manual
Wärtsilä 38
Maintenance
ly
Extended Workshop lists"
on
consists of a supplementary number of tools not delivered as
standard with the engine delivery. They have been designed for even
extended maintenance actions.
Note! In common for all L38B engines.
se
9622DT927 Dis−assembly tool for camshaft section 1

9612DT988 Dis/assembly tool for camshaft journal 1
9612DT985 Dis/assembly tool for camshaft gearwheel 1
9612DT986
9622DT319
lu
Dis/assembly tool for intermediate gearwheel
Counter weight dummy
1
1
9612DT570 Torque spanner 260/800 Nm 1
9612DT938 Extension for torque spanner (camshaft section) 1
a
Note! In common for all L38B engines with turbocharger at free end.

ern
9651DT907 Dis/mounting tool for lube oil & cool. water pumps 1
Note! In common only for 6L38B engines.

int
9651DT908 Dis/assembly tool for charge air cooler 1
Note! In common only for 8/9L38B engines.

for
2.4 − 20
Manual
ly
Note! In common for all V38B engines
on
9612DT989 Dis/assembly tool for camshaft journal 1

9612DT990 Dis−assembly tool for camshaft section 1
9612DT937 Dis/assembly tool for intermediate gearwheel 1
9612DT930 Dis/assembly tool for camshaft gearwheel 1
se
9651DT906 Maintenance kit for cooling water pump 1
9612DT570 Torque spanner 260/800 Nm 1
9612DT938 Extension piece for torque wrench 1
9651DT903 Lifting tool for charge air cooler
lu 1
9612DT938 Extension piece for torque wrench 1
Note! In common for all V38B engines with turbochargers at free end.

a
9622DT971 Lifting tool for cooling water pump 1
ern
9651DT904 Dis/assembly tool for lubricating oil pump 1
Note! Only for 18V38B engines.

int
9651DT906 Maintenance kit for cooling water pump 1

9612DT551 Dis/Assembly tool for vibration damper 1
for
2.4 − 21

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Wärtsilä Italia S.p.A.

Fax (Spare parts) +39 040 319 5237

THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE

OF THE SUBJECT-PRODUCT IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS

SALES SUPPORT TECHNICAL SERVICE

Americas Wärtsilä 38B engines

Middle East and South Asia Wärtsilä 26 engines

Southern Europe and Africa Sulzer Z engines

Italy GMT engines

Spare Parts Catalogue

Record Book of Engine Parameters

x Engine Test protocol

1.0. Main Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 1

1.1. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 1

1.2. Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 1

1.2.2.2. Upper part of the engine oil flow . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 19

1.3. Starting Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 1

1.4. Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 1

1.5. Charge Air and Exhaust Gas System . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 1

1.5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 2

1.5.5.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 15

1.5.6.8. Local indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 28

2.3. Start, Operation and Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 1

2.3.3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 10

2.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 1

2.4.4.3. Engine block with bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 94

2.5. Engine Block with Bearings and Cylinder Liner . . . . . . . . . . . . . 2.5 − 1

2.5.3.1. Removal of the ’0’−bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 17

2.6.5.2. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 − 28

2.7. Cylinder Head with Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 1

2.7.1.3. Mounting of the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 10

2.7.4. Valve rotators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 26

2.8. Camshaft and Valve Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 1

2.9.3.1. Disassembling the fuel pump drive . . . . . . . . . . . . . . . . . . . . . . 2.9 − 12

3.1. Instruction Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 − 1

Fig. 1.2 − 22 Automatic back−flushing filter (Filtration phase) . . . . . . . . . . . . . . . . . . . 1.2 − 37

Fig. 1.3 − 3 Starting air distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 7

Fig. 1.6 − 16 Example view of main page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 40

Fig. 2.3 − 4 Maximum sudden power increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 14

Fig. 2.4 − 6 H.P. quick−release coupling (example) . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 83

Fig. 2.4 − 39 Engine components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 127

Fig. 2.5 − 8 Crankshaft axial locating bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 16

Fig. 2.5 − 17 Marks on cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 26

Fig. 2.7 – 5 Loosening the cylinder head nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 7

Fig. 2.7 – 15 Removing inlet valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 21

Fig. 2.8 − 4 Removal of camshaft end journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 5

An engine which has a counter−clockwise rotating crankshaft when

speed is zero. During a complete working cycle, consisting of two

Fig. 0.0 − 1 Engine definitions

Fig. 0.0 − 2 Example of reading the flywheel

Intermediate (camshaft) gear wheel bearings

n = number of cylinders on each bank

Fig. 0.0 − 3 Designation of main & camshaft bearings

C&D EXHAUST VALVES

1. Marine: Main engine, Fixed Pitch Propeller

Cylinder bore 380mm

Firing order 6L38B 1−4−2−6−3−5 1−5−3−6−2−4

The Wärtsilä 38B diesel engine is a 4–stroke, medium speed,

Site altitude above sea level m 0

Suction air temperature oC 35

Fuel limiter settings

Continuous power base load