Manual Ciclo Miller W-46 Iii

Number 39827
Installation Lufussa PA-III
Engine type 18V46

Engine number 91577-91581, 91597-91607
Specification 4301577-4301581, 4301597-4301607
This manual is intended for the personal use of engine operators and
should always be at their disposal. The content of this manual shall
neither be copied nor communicated to a third person.
Wärtsilä Finland Oy
 Copyright by Wärtsilä Finland Oy
All rights reserved. No part of this booklet 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
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THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITA-

TIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS
AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS
WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN
THE AREA, AND THE DESIGN OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGU-
LAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE
PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT
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TION CONTAINED HEREIN.
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Kimmo Kohtamäki +358 10 709 2860
General Manager Mobile:
+358 40 558 2372
kimmo.kohtamaki@
wartsila.com
Beatrice Nyberg +358 10 709 2861 Johanna Kilpinen +358 10 709 3260
Assistant in Vaasa beatrice.nyberg@wartsila.com Assistant in Turku johanna.kilpinen@wartsila.com
7SYXL)EWX )EWX%WME
Pasi Hautakoski +358 10 709 2826 Sten-Eric Björkman +358 10 709 2822
Regional Manager Mobile: Service Manager Mobile:
+358 40 565 8237 +358 40 589 3443
pasi.hautakoski@wartsila.com sten-eric.bjorkman
@wartsila.com
Kai Laine +358 10 709 2838 John Stolker +358 10 709 2829
Service Manager Mobile: Service Manager Mobile:
+358 40 520 0801 +358 40 529 1101
kai.laine@wartsila.com john.stolker@wartsila.com
1MHHPI)EWX-RHME4EOMWXER
Tom Backlund +358 10 709 3317 Harri Leinonen +358 10 709 3314
+358 40 729 2535 +358 40 500 5498
tom.backlund@wartsila.com harri.leinonen@wartsila.com
Klaus Westerinen +358 10 709 3281
Service Manager Mobile:
+358 40 502 6882
klaus.westerinen@wartsila.com
2SVXL'IRXVEP )EWX)YVSTI
Kari Koski-Tuuri +358 10 709 2875 Jari Lemberg +358 10 709 1307
+358 40 513 6876 +358 40 748 6609
kari.koski-tuuri@wartsila.com jari.lemberg @wartsila.com
Ton Makkee +358 10 709 1860 Kim Östman +358 10 709 1824
+358 40 762 5563 +358 40 836 5579
ton.makkee@wartsila.com kim.ostman@wartsila.com
7SYXL)YVSTI%JVMGE
Keijo Nieminen +358 10 709 3235 Hannu Koski +358 10 709 3144
+358 40 820 9235 +358 400 859 144
keijo.nieminen@wartsila.com hannu.koski@wartsila.com
Olli Laakso +358 10 709 3062
+358 400 863 062
olli.laakso@wartsila.com
%QIVMGEW
Juha Kuusisto +358 10 709 2842 Chris Morgan +358 10 709 2709
+358 40 516 2902 +358 10 751 8285
juha.kuusisto@wartsila.com chris.morgan@wartsila.com
Jari Mäki +358 10 709 1571

+358 40 524 4370
jari.maki@wartsila.com

*MRPERH
Vesa Honkela +358 10 709 2837
Sales Manager Mobile:
+358 40 550 8815
vesa.honkela@wartsila.com
Eero Hakala +358 10 709 1632 Guy Blomquist +358 10 709 3475
Account Manager Mobile: Account Manager Mobile:
+358 40 552 2512 +358 40 592 0488
eero.hakala@wartsila.com guy.blomquist@wartsila.com
Christian Wickström +358 10 709 2746 Ville Packalén +358 10 709 3642
Account Manager Mobile: Account Manager Mobile:
+358 40 556 3947 +358 40 502 4472
christian.wickstrom@wartsila. ville.packalen@wartsila.com
com
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Leif Enlund +358 10 709 2906
Manager, Service Mobile:
Projects + 358 40 501 9262
leif.enlund@wartsila.com
Harri Kanerva +358 10 709 2830 Jari Korpela +358 10 709 2877
Manager, El. & Mobile: Sales Support Manager Mobile:
Automation Technology +358 40 762 2219 +358 400 361 977
harii.kanerva@wartsila.com jari.korpela@wartsila.com
Mika Mannelin +358 10 709 1276 Jukka Suvanto +358 10 709 3616
Manager, Mechanical & Mobile: Sales Support Manager Mobile:
Combined Technologies +358 40 510 4538 +358 40 727 3034
mika.mannelin@wartsila.com
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Krister Slotte +358 10 709 3406 Ari Reunanen +358 10 709 3063
General Manager Mobile: Manager Mobile:
+358 400 526 763 Wärtsilä 46, 50DF +358 40 835 8581
krister.slotte@wartsila.com ari.reunanen@wartsila.com
Pia Jerkku +358 10 709 3178 Stefan Rösgren +358 10 709 2803
Assistant in Turku pia.jerkku@wartsila.com Manager Mobile:
Wärtsilä 20, Vasa 22, 24 +358 40 732 2691
stefan.rosgren@wartsila.com
Nancy Dahl +358 10 709 2781 Jonas Sundblom +358 10 709 1835
Assistant in Vaasa nancy.dahl@wartsila.com Manager Mobile:
Vasa 32, Wärtsilä 32 & + 358 40 735 1835
Wärtsilä 32, 34 Gas jonas.sundblom@wartsila.com
Engines
Johan Pellas +358 10 709 2806 Olli Tarvonen +358 10 709 2783
Manager Mobile: Technical Manager Mobile:
Condition Based +358 40 732 2687 Wärtsilä 32, 34 Gas +358 40 590 2256
Maintenance johan.pellas@wartsila.com Engines olli.tarvonen@wartsila.com
Karl-Erik Lindholm +358 10 709 2790 Karl-Johan Nixholm +358 10 709 2807
Manager Mobile: Technical Manager Mobile:
Automation & +358 40 732 2689 Wärtsilä 32 +358 40 765 5807
Measurements karl-erik.lindholm@ karl-
wartsila.com johan.nixholm@wartsila.com
Mats Lagström +358 10 709 2804
Technical Manager mats.lagstrom@wartsila.com
Vasa 32

*MIPH7IVZMGI
Leif Österroos +358 10 709 2708 Tapani Syrjänen +358 10 709 3359
General Manager Mobile: Manager Mobile:
+358 40 505 5198 Field Service +358 40 502 3562
leif.osterroos@wartsila.com tapani.syrjanen@wartsila.com
Maarit Merijärvi +358 10 709 2729 Tiina Mäkinen +358 10 709 3024
Assistant in Vaasa maarit.merijarvi@wartsila.com Assistant in Turku tiina.makinen@wartsila.com
Anders Knip +358 10 709 2820

Manager Mobile:
Warranty +358 400 56 0521
anders.knip@wartsila.com
Ralf Guldbrand +358 10 709 1859

Manager Mobile:
Marine & Offshore +358 40 767 8859
ralf.guldbrand@wartsila.com
Kaj-Erik Holm +358 10 709 2836 Reijo Seikkula +358 10 709 3230
Marine & Offshore +358 40 837 3882 Marine & Offshore +358 40 769 1787
kaj-erik.holm@wartsila.com reijo.seikkula@wartsila.com
Kristian Ölander +358 10 709 3041
Marine & Offshore +358 40 731 0003
kristian.olander@wartsila.com
Olav Hägglund +358 10 709 2862 Harri Hovi +358 10 709 3350
Service Manager Mobile: Service Manager harri.hovi@wartsila.com
Power Plant < 380 +358 40 556 4309 Power Plant ≥ 380
olav.hagglund@wartsila.com
Tapani Heininen +358 10 709 1844

Electrical & Automation +358 40 518 1961
Systems tapani.heininen@wartsila.com
Tarmo Pitkänen +358 10 709 2890

Workshop Manager Mobile:
+358 40 556 3937
tarmo.pitkanen@wartsila.com

Wärtsilä Global Network
www.wartsila.com
ARGENTINA +54 BRAZIL +55 CHINA +852
Wärtsilä Argentina S.A. Wärtsilä do Brasil Ltda. Wärtsilä China Ltd.

Service Office Buenos Aires Workshop Manaus Main Office Hong Kong
GMT: -3 GMT: -4 GMT: +8
Rua Acará, 12 - Distrito Industrial Room 4201 Hopewell Centre, 183 Queens Road
Viamonte 1336 fl 9 N° 52
68075-030 Manaus - AM East, Wanchai
C1053ACB Buenos Aires Postal Address: Manaus - AM Hong Kong
Postal Address: Buenos Aires Direct phone . . . . . . . . . . . . . . . . . . 92-613 14 81 Postal Address: Hong Kong
Direct phone . . . . . . . . . . . . . . . . . . 11-4374 1114 Direct phone Nro.2. . . . . . . . . . . . . . 92-613 20 32 Direct phone . . . . . . . . . . . . . . . . . . 2528 6605
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 11-4374 2830 Direct phone Nro.3. . . . . . . . . . . . . . 92-237 35 79 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2750 3669
24hrs phone Service . . . . . . . . . . . . 11-4577 8906 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 92-237 35 71 24hrs phone . . . . . . . . . . . . . . . . . . 9132 9523
24hrs phone Spare parts. . . . . . . . . 11-4569 0287 24hrs phone Nro.2 . . . . . . . . . . . . . . 9190 5818
Wärtsilä do Brasil Ltda. Telex . . . . . . . . . . . . . . . . . . . . . . 72571
.. WDHK HX
Service Office Rio de Janeiro
AUSTRALIA +61
GMT: -3
Wärtsilä China Ltd.
Av. Guilherme Maxwell, 419 - Bonsucesso Workshop Hong Kong
Wärtsilä Australia Pty Ltd. 21042-110 Rio de Janeiro GMT: +8
Postal Address: Rio de Janeiro Shop No. 1 Ground Floor, Eastwood Centre, No. 5,
Service Office Perth A Kung Ngam Village Road, Shau Kei Wan,
GMT: +8 Direct phone . . . . . . . . . . . . . . . . . . 21-505 65 62
Direct phone Nro.2. . . . . . . . . . . . . . 21-505 65 86 Hong Kong
109 Broadway Direct phone Nro.3. . . . . . . . . . . . . . 21-505 65 87 Postal Address: Hong Kong
W.A. 6054 Bassendean Fax . . . . . . . . . . . . . . . . . . . . . . . . . 21-868 45 61 Direct phone . . . . . . . . . . . . . . . . . . 2560 45 30
Postal Address: PO Box 3074 Bassendean 24hrs phone Sulzer products . . . . . 21-9983 90 56 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2560 45 89
Direct phone . . . . . . . . . . . . . . . . . . 8-9377 33 37 24hrs phone Wartsila products . . . . 21-9984 71 62
Wärtsilä China Ltd.
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 8-9377 33 38
24hrs phone . . . . . . . . . . . . . . . . . . 418-256 339 CANADA +1 Service Station Pan Yu
GMT: +8
Wärtsilä Australia Pty Ltd. Lian Huan Shan, Guaranteed Processing Zone,
Wärtsilä Canada Inc. Panyu Guangdong
Service Head Office Huntingwood Service Office Dartmouth Postal Address: Panyu Guangdong
GMT: +10 GMT: -4 Direct phone . . . . . . . . . . . . . . . . . . 20-8486 62 42
48 Huntingwood Drive Nova Scotia Fax . . . . . . . . . . . . . . . . . . . . . . . . . 20-8486 62 40
N.S.W. 2148 Huntingwood 164 Akerley Boulevard Burnside Industrial Park 24hrs phone . . . . . . . . . . . . . . . . . .1380-283 34 17
Postal Address: Huntingwood B3B 1R8 Dartmouth
Direct phone . . . . . . . . . . . . . . . . . . 2-9672 82 00 Postal Address: Dartmouth CHINA +86
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2-9672 85 85 Direct phone . . . . . . . . . . . . . . . . . . 902-468 12 64
Fax Spare parts . . . . . . . . . . . . . . . . 2-9672 81 88 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 902-468 12 65 Wärtsilä Engine (Shanghai) Co Ltd
24hrs phone . . . . . . . . . . . . . . . . . . 902-468 12 64
24hrs phone . . . . . . . . . . . . . . . . . . 418-256 339 Wärtsilä Engine (Shanghai) Co., Ltd
Wärtsilä Canada Inc. GMT: +8
AZERBAIJAN +994 Service Office Ingleside Unit A, 13A/F., Jiu Shi Fu Xin Mansion, 918 Huai
GMT: -5 Hai Road (M)
Ontario Shanghai
Wärtsilä (Caspian) Limited Postal Address: Shanghai
33 Dickinson Drive
Service Office Baku K0C 1M0 Ingleside Direct phone . . . . . . . . . . . . . . . . . . 21-6415 52 18
GMT: +4 Postal Address: Ingleside Fax . . . . . . . . . . . . . . . . . . . . . . . . . 21-6415 58 68
11, Rasul Rza Street 24hrs phone . . . . . . . . . . . . . . . . . . 1360 164 83 64
Direct phone . . . . . . . . . . . . . . . . . . 613-938 11 78
370001 Baku Fax . . . . . . . . . . . . . . . . . . . . . . . . . 613-938 20 41 Wärtsilä Engine (Shanghai) Co Ltd
Postal Address: Baku 24hrs phone . . . . . . . . . . . . . . . . . . 613-938 11 78
Wärtsilä Engine (Shanghai) Co., Ltd -
Direct phone . . . . . . . . . . . . . . . . . . 12-981 141 Wärtsilä Canada Inc. Workshop
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 12-987 132 GMT: +8
24hrs phone . . . . . . . . . . . . . . . . . . 850-318 7240
Service Office Point-Claire
GMT: -5 Ground Floor, Building #10, Riying Road (North),
e-mail . . . . . . . . . . . . office@wartsila-nsd.baku.az
........... Waigaoqiao Free Trade Zone
Quebec
295 Boul, Hymus 200137 Shanghai
BALTIC STATES, BELARUS, UKRAINE, H9R 1G6 Point-Claire Postal Address: Shanghai
MOLDOVA Postal Address: Point-Claire Direct phone . . . . . . . . . . . . . . . . . . 21-5046 1580
+375
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 21-5046 0798
Direct phone . . . . . . . . . . . . . . . . . . 514-695 83 20
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 514-697 98 62
Ernst G. Hubmann 24hrs phone . . . . . . . . . . . . . . . . . . 902-468 12 64 COLUMBIA +57
Service Office Minsk
GMT: +2 CHILE +56 Wärtsilä Colombia S.A.
ul. Zmitroka Bjaduli 8-11 Service Office Santa Fe de Bogotá
BY-220034 Minsk Wärtsilä Chile Ltda. GMT: -5
Postal Address: Minsk Avenida 19#118-30, Edificio Centro de Negocios
Service Office Iquique Of. 607
Direct phone . . . . . . . . . . . . . . . . . . 17-236 36 60 GMT: -4
Santa Fe de Bogotá
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 17-210 09 96 Desiderio García, Manzana C, Sitio 23-A, Barrio
Postal Address: Santa Fe de Bogotá
24hrs phone . . . . . . . . . . . . . . . . . . 29-636 36 60 Industrial
Direct phone . . . . . . . . . . . . . . . . . . 1-629 37 60
Iquique
Telex . . . . . . . . . . . . . . . . . . . . . . . . 1-629 38 21
Postal Address: Iquique
BANGLADESH +880
Direct phone . . . . . . . . . . . . . . . . . . 57-415 226
CYPRUS +357
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 57-414 731
Wärtsilä Bangladesh Ltd 24hrs phone . . . . . . . . . . . . . . . . . . 9-745 17 55
Wärtsilä Mediterranean Ltd
Service Office Dhaka Wärtsilä Chile Ltda.
GMT: +4 Service Office Limassol
Service Office Talcahuano GMT: +2
Iqbal Centre (14th Floor) 42, Kemal Ataturk GMT: -4 Rebecca Court, 2nd Floor, 1 Promachon
Avenue Banani C/A
Autopista 5980 Eleftherias, Ayios Athanasios
1213 Dhaka Talcahuano 4103 Limassol
Postal Address: Dhaka Postal Address: Talcahuano Postal Address: P.O. Box 53037 3133 Limassol
Direct phone . . . . . . . . . . . . . . . . . . 18 24 03 02 Direct phone . . . . . . . . . . . . . . . . . . 41-421 561 Direct phone . . . . . . . . . . . . . . . . . . 5-322 620
Direct phone . . . . . . . . . . . . . . . . . . 2-881 86 66 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 41-420 229 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 5-314 467
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2-988 33 72 24hrs phone . . . . . . . . . . . . . . . . . . 9-745 17 52 24hrs phone . . . . . . . . . . . . . . . . . . 9-642 234
Print date: 31 January 2001
DENMARK +45 FINLAND +358 FRANCE +33
Wärtsilä Danmark A/S Wärtsilä Corporation Wärtsilä France S.A.S.

Head Office Copenhagen GMT: +2 Etablissement de la Méditerranée
GMT: +1 John Stenbergin ranta 2 GMT: +1
Axeltorv 8, 1st floor Les Baux RN. 8
00530 HELSINKI
DK-1609 Copenhagen V
Postal Address: P.O. Box 196 00531 HELSINKI F-13420 Gemenos
Postal Address: Copenhagen V
Direct phone . . . . . . . . . . . . . . . . . . 33-45 41 33 Direct phone . . . . . . . . . . . . . . . . . . 10-709 00 00 Postal Address: Gemenos
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 33-45 41 30 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 10-709 57 00 Direct phone . . . . . . . . . . . . . . . . . . 442-320 606
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 442-320 666
Wärtsilä Danmark A/S Wärtsilä Corporation 24hrs phone . . . . . . . . . . . . . . . . . . 06-079 860 92
Service Office Esbjerg Service Division Turku
GMT: +1 Wärtsilä France S.A.S.
GMT: +2
Haekken 3 Stålarminkatu 45, Service Office Mantes-la-Jolie Cedex
DK-6700 Esbjerg GMT: +1
Postal Address: Esbjerg FIN-20811 TURKU
Postal Address: P.O. Box 50 TURKU 28 Bld Roger Salengro
Direct phone . . . . . . . . . . . . . . . . . . 76-13 50 00 F-78202 Mantes-la-Jolie Cedex
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 75-13 35 75 Direct phone . . . . . . . . . . . . . . . . . . 10-709 00 00
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 10-709 34 11 Postal Address: Mantes-la-Jolie Cedex
24hrs phone . . . . . . . . . . . . . . . . . . 99-56 99 56
Direct phone . . . . . . . . . . . . . . . . . . 1-34 78 88 00
Wärtsilä Danmark A/S Wärtsilä Finland Oy Fax . . . . . . . . . . . . . . . . . . . . . . . . . 1-34 78 88 05
Service Office Hirtshals Fax Nro.2 . . . . . . . . . . . . . . . . . . . . . 1-34 78 88 14
Service Office Turku
GMT: +1 24hrs phone . . . . . . . . . . . . . . . . . . 6-07 56 00 86
GMT: +2
Jens Munksvej 1 Telex . . . . . . . . . . . . . . . . . . . . . . . . 696922
Stålarminkatu 45
DK-9850 Hirtshals
Postal Address: P.O. Box 67 Hirtshals FIN-20811 TURKU Wärtsilä France S.A.S.
Direct phone . . . . . . . . . . . . . . . . . . 99-56 99 56 Postal Address: P.O. Box 50 TURKU Service Office Mulhouse Cedex
Fax Administration / Spare parts. . . 98-94 39 20 Direct phone . . . . . . . . . . . . . . . . . . 10-709 31 11 GMT: +1
Fax Sales . . . . . . . . . . . . . . . . . . . . . 98-94 40 16 Direct phone Conference room . . . 10-709 34 15 1, rue de la Fonderie
Fax Service . . . . . . . . . . . . . . . . . . . 98-94 60 44 Fax Business Control . . . . . . . . . . . 10-709 30 15 F-68054 Mulhouse Cedex
Fax Workshop . . . . . . . . . . . . . . . . . 98-94 52 53 Fax Field service . . . . . . . . . . . . . . . 10-709 34 55 Postal Address: PO Box 1210 Mulhouse Cedex
24hrs phone . . . . . . . . . . . . . . . . . . 99-56 99 56 Fax Operations Support, Logistics . 10-709 34 35
ISDN . . . . . . . . . . . . . . . . . . . . . . . . 98-94 64 80 Direct phone . . . . . . . . . . . . . . . . . . 389-66 68 68
Fax Service Sales . . . . . . . . . . . . . . 10-709 30 33 Fax Service . . . . . . . . . . . . . . . . . . . 389-66 68 60
Fax Service Sales . . . . . . . . . . . . . . 10-709 34 10 24hrs phone . . . . . . . . . . . . . . . . . . 387-37 97 20
EASTERN AFRICA +254
Fax Service Sales . . . . . . . . . . . . . . 10-709 31 79 Telex . . . . . . . . . . . . . . . . . . . . . . . .881699 sacmmf
Fax Service Sales . . . . . . . . . . . . . . 10-709 31 81
Wärtsilä Eastern Africa Ltd. Fax Technical Service . . . . . . . . . . . 10-709 32 79 Wärtsilä France S.A.S.
Service Office Nairobi Fax Training . . . . . . . . . . . . . . . . . . . 10-709 35 95 Etablissement du Nord
GMT: +3 24hrs phone . . . . . . . . . . . . . . . . . . 400-827 402
House of Vanguard, Fuji Plaza, “5th Floor” GMT: +1
ISDN Conference room. . . . . . . . . . 10-709 17 36 Z.I.A. Rue de Lorival
Chiromo Road, Westlands ISDN Training room. . . . . . . . . . . . . 10-709 46 72
Nairobi, Kenya 59474 Seclin, Cedex
Postal Address: P.O. Box 66782 Nairobi, Kenya Wärtsilä Corporation Postal Address: B.P. 411 Seclin, Cedex
Direct phone . . . . . . . . . . . . . . . . . . 2-447988 Direct phone . . . . . . . . . . . . . . . . . . 320-62 58 00
Direct phone Nro.2. . . . . . . . . . . . . . 2-447989 Service Division Vaasa Fax . . . . . . . . . . . . . . . . . . . . . . . . . 320-32 71 47
Direct phone Nro.3. . . . . . . . . . . . . . 2-446985 GMT: +2 Fax Nro.2 . . . . . . . . . . . . . . . . . . . . . 320-32 71 61
Direct phone Nro.4. . . . . . . . . . . . . . 2-351028 Kauppapuistikko 15 24hrs phone . . . . . . . . . . . . . . . . . . 06-11 85 54 40
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2-44 67 19 FIN-65100 VAASA 24hrs phone . . . . . . . . . . . . . . . . . . 06-09 10 93 69
24hrs phone . . . . . . . . . . . . . . . . . . 725 24 476 Postal Address: VAASA 24hrs phone Power and Marine . . . 06-11 85 54 38
e-mail . . . . . . . . . . . . . . . .wnsea@net2000ke.com
....... Direct phone . . . . . . . . . . . . . . . . . . 10-709 00 00
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 10-709 24 22 GERMANY +49
ECUADOR +593
Wärtsilä Finland Oy
Wärtsilä Ecuador S.A. Wärtsilä Compression Systems GmbH
Operations & Maintenance Ltd
Service Office Quito GMT: +2 Service Office Berlin
GMT: -5 GMT: +1
Järvikatu 2-4 visiting address: Pitkäkatu 20
Av. 12 de Octubre N24-593 y Gral. Salazar, Saatwinkler Damm 44-46
Edificio Plaza 2000, Piso 8 FIN-65100 VAASA
D-13627 Berlin
Quito Postal Address: P.O. Box 244 VAASA
Postal Address: Berlin
Postal Address: Quito Direct phone . . . . . . . . . . . . . . . . . . 10-709 00 00
Direct phone . . . . . . . . . . . . . . . . . . 30-346 70 60
Direct phone . . . . . . . . . . . . . . . . . . 2-235 130 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 10-709 17 57
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2-235 110 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 30-346 70 612
24hrs phone Service . . . . . . . . . . . . 9-706 333 Wärtsilä Finland Oy Fax Nro.2 . . . . . . . . . . . . . . . . . . . . . 30-346 70 622
24hrs phone Spare parts. . . . . . . . . 9-782 212 24hrs phone . . . . . . . . . . . . . . . . . . 30-346 70 670
Service Office Vaasa
EGYPT +20
GMT: +2 Wärtsilä Deutschland GmbH
Tarhaajantie 2 Service Office Hamburg
FIN-65380 VAASA GMT: +1
Office of Eng. Adly Abadir Youssef
Postal Address: P.O. Box 252 FIN-65101 VAASA Schlenzigstrasse 6
Representative Direct phone . . . . . . . . . . . . . . . . . . 10-709 00 00
GMT: +2 D-21107 Hamburg
Direct phone Softlab . . . . . . . . . . . . 10-709 28 89 Postal Address: Hamburg
15A, 26th. July Street, 5th Floor
11511 Cairo Fax Business Control . . . . . . . . . . . 10-709 15 66 Direct phone . . . . . . . . . . . . . . . . . . 40-751 90 0
Postal Address: P.O. Box 474 Cairo Fax Field service . . . . . . . . . . . . . . . 6 356 73 55 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 40-751 90 190
Direct phone . . . . . . . . . . . . . . . . . . 2-5799423 Fax IT Services . . . . . . . . . . . . . . . . 10-709 27 40 Fax Marine . . . . . . . . . . . . . . . . . . . . 40-751 90 192
Direct phone Nro.2. . . . . . . . . . . . . . 2-5799427 Fax Logistics . . . . . . . . . . . . . . . . . . 10-709 73 46 Fax Spare parts . . . . . . . . . . . . . . . . 40-751 90 193
Direct phone Nro.3. . . . . . . . . . . . . . 2-5798237 Fax Logistics . . . . . . . . . . . . . . . . . . 10-709 73 44 24hrs phone . . . . . . . . . . . . . . . . . . 170-187 40 68
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2-5799428 Fax Operation Support . . . . . . . . . . 10-709 27 77
Fax Nro.2 . . . . . . . . . . . . . . . . . . . . . 2-5799429 Fax Service Sales . . . . . . . . . . . . . . 10-709 13 80 GREECE +30
Alarm Consulting & Contracting Fax Service Sales . . . . . . . . . . . . . . 10-709 73 39
Company Wärtsilä Greece S.A.
Representative Fax Technical Service . . . . . . . . . . . 10-709 18 47 Service Office Piraeus
GMT: +2 Fax Technical Service, Controls & GMT: +2
EL Aelam City, 1st Building, Flat 507 Agouza Measurements. . . . . . . . . . . . . . . . . 10-709 12 91 4, Loudovikou Sq.
12311 Giza
Postal Address: Giza Fax Training . . . . . . . . . . . . . . . . . . . 10-709 73 76 18531 Piraeus
Direct phone . . . . . . . . . . . . . . . . . . 2-347 18 73 Fax Workshop . . . . . . . . . . . . . . . . . 10-709 28 88 Postal Address: P.O. Box 86011 Piraeus
Direct phone Nro.2. . . . . . . . . . . . . . 2-347 42 60 24hrs phone . . . . . . . . . . . . . . . . . . 400-365 721 Direct phone . . . . . . . . . . . . . . . . . . 1-413 54 50
Direct phone Nro.3. . . . . . . . . . . . . . 2-305 30 81 ISDN Auditorium . . . . . . . . . . . . . . . 10-709 15 87 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 1-411 79 02
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2-303 64 16 ISDN Auxilia . . . . . . . . . . . . . . . . . . . 10-709 50 00 24hrs phone . . . . . . . . . . . . . . . . . . 94-45 94 562
e-mail . . . . . . . . . . . . . . . . .alarmegy@intuch.com
...... ISDN Studio . . . . . . . . . . . . . . . . . . . 10-709 51 20 Telex . . . . . . . . . . . . . . . . . . . . . . . .212568 nava gr
GUAM +1671 Wärtsilä India Ltd. IRELAND +353
Service Office Navi Mumbai
Wärtsilä Pacific Inc. GMT: +5:30 Wärtsilä Ireland Ltd.
Service Office Hagatna 48, Neco Chambers, Sector-11, C B D Belapur Service Office Co. Donegal
GMT: +10 400 614 Navi Mumbai GMT: GMT
Postal Address: Navi Mumbai
238 East Marine Drive, Suite 3 St. Catherines Road, Killybegs
Direct phone . . . . . . . . . . . . . . . . . . 22-757 53 61
96910 Hagatna Co. Donegal
Direct phone Nro.2. . . . . . . . . . . . . . 22-757 53 71
Postal Address: Hagatna Postal Address: Co. Donegal
Fax Business Support . . . . . . . . . . . 22-757 53 70
Direct phone . . . . . . . . . . . . . . . . . . 671-477 4030 Fax Finance . . . . . . . . . . . . . . . . . . . 22-757 51 78 Direct phone . . . . . . . . . . . . . . . . . . 73-32 177
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 671-472 4505 Fax Operations & Maintenance . . . 22-757 53 70 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 73-321 80
Fax Power Plants. . . . . . . . . . . . . . . 22-757 51 77 24hrs phone . . . . . . . . . . . . . . . . . . 87-250 27 29
GUATEMALA +502 Fax Service . . . . . . . . . . . . . . . . . . . 22-757 51 76 Wärtsilä Ireland Ltd.
Wärtsilä Guatemala S.A. Wärtsilä India Ltd. Service Office Dublin
Spare Parts Office GMT: GMT
Service Office Guatemala City Belgard Industrial Estate, Mayberry Road
GMT: -8 GMT: +5:30
Plot No. 10, 11 & 12, Sector No. 1, Nerul 24 Dublin
14 Av. 7-12 Oficina No. 1 Zona 14 Postal Address: Dublin
Guatemala City 400 706 Navi Mumbai
Postal Address: Navi Mumbai Direct phone . . . . . . . . . . . . . . . . . . 1-459 56 68
Postal Address: Guatemala City Fax . . . . . . . . . . . . . . . . . . . . . . . . . 1-459 56 72
Direct phone . . . . . . . . . . . . . . . . . . 22-770 79 18
Direct phone . . . . . . . . . . . . . . . . . . 366 95 11 24hrs phone . . . . . . . . . . . . . . . . . . 87-243 56 66
Direct phone Nro.2. . . . . . . . . . . . . . 22-770 79 19
Direct phone Nro.2. . . . . . . . . . . . . . 366 95 12
Direct phone Nro.3. . . . . . . . . . . . . . 22-770 79 20
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 366 95 52 ITALY +39
Direct phone Nro.4. . . . . . . . . . . . . . 22-770 79 21
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 22-770 81 66
ICELAND +354
Wärtsilä India Ltd. Wärtsilä Italia S.p.A.
Vélar og Skip ehf. Stores Service Office Augusta
GMT: +5:30 GMT: +1
Representative Contrada Costa Pisone - Meccano 1
GMT: GMT B1-E22 Mohan Cooperative Industrial Estate,
Mathura Road 96011 Augusta
Hólmaslóð 4 Postal Address: Augusta
101 Reykjavik 110 04 New Dehli
Postal Address: New Dehli Direct phone . . . . . . . . . . . . . . . . . . 0931-512 380
Postal Address: Reykjavik Fax . . . . . . . . . . . . . . . . . . . . . . . . . 0931-511 899
Direct phone . . . . . . . . . . . . . . . . . . 5-620 095 Direct phone . . . . . . . . . . . . . . . . . . 11-694 19 28
Direct phone Nro.2. . . . . . . . . . . . . . 11-694 04 00
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 5-621 095
Direct phone Nro.3. . . . . . . . . . . . . . 11-694 02 99
Wärtsilä Italia S.p.A.
Fax Service . . . . . . . . . . . . . . . . . . . 11-694 19 29 Service Office Cagliari
INDIA +91 GMT: +1
Wärtsilä India Ltd. Molo Sant Agostino
Wärtsilä India Ltd. Sales & Service Office New Delhi 09100 Cagliari
Sales & Service Office Chennai GMT: +5:30 Postal Address: Cagliari
GMT: +5:30 24, Siri Fort Road Direct phone . . . . . . . . . . . . . . . . . . 070-667 991
Laxmi Chambers, 30, Anna Salai, Saidapet 10 049 New Delhi Fax . . . . . . . . . . . . . . . . . . . . . . . . . 070-653 346
600 015 Chennai Postal Address: New Delhi
Direct phone . . . . . . . . . . . . . . . . . . 11-625 11 05 Wärtsilä Italia S.p.A.
Postal Address: Chennai
Direct phone . . . . . . . . . . . . . . . .44-230.. 10 80 to 88 Direct phone Nro.2. . . . . . . . . . . . . . 11-625 11 06 Service Office Civitavecchia
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 44-230 10 89 Direct phone Nro.3. . . . . . . . . . . . . . 11-625 11 07 GMT: +1
Fax Nro.2 . . . . . . . . . . . . . . . . . . . . . 44-230 04 77 Direct phone Nro.4. . . . . . . . . . . . . . 11-625 11 08 Molo Vespucci
Direct phone Sales & Service Office 11-625 07 23 00053 Civitavecchia
Wärtsilä India Ltd. Direct phone Sales & Service Office 11-625 02 25 Postal Address: Civitavecchia
Service Office Kolkata Direct phone Sales & Service Office 11-625 02 26 Direct phone . . . . . . . . . . . . . . . . . . 0766-324 54
GMT: +5:30 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 11-625 11 09 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 0766-334 49
Fax Nro.2 . . . . . . . . . . . . . . . . . . . . . 11-625 09 14
East Angelia House, 3C Camac Street
700 016 Kolkata
Fax Nro.3 . . . . . . . . . . . . . . . . . . . . . 11-625 25 04 Wärtsilä Italia S.p.A.
Postal Address: Kolkata Wärtsilä India Ltd. Service Office Genova
Direct phone . . . . . . . . . . . . . . . . . . 33-245 83 20 GMT: +1
Service Office Secunderabad Via al Molo Giano
Direct phone Nro.2. . . . . . . . . . . . . . 33-226 95 67 GMT: +5:30
Direct phone Nro.3. . . . . . . . . . . . . . 33-229 96 02 16128 Genova
Flat # 302, Oxford Plaza, S.D. Road
Direct phone Nro.4. . . . . . . . . . . . . . 33-229 51 15 Postal Address: Genova
500 003, A.P Secunderabad
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 33-349 75 35 Direct phone . . . . . . . . . . . . . . . . . . 010-599 58 91
Postal Address: Secunderabad
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 010-247 23 41
Wärtsilä India Ltd. Direct phone . . . . . . . . . . . . . . . . . . 40-771 53 83
24hrs phone F. Borsarelli . . . . . . . .0335-679 07 83
Direct phone Nro.2. . . . . . . . . . . . . . 40-771 53 84
Service Office Mangalore Direct phone Nro.3. . . . . . . . . . . . . . 40-771 53 85
GMT: +5:30
Wärtsilä Navim Diesel S.r.l.
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 40-771 53 77
B-Wing, 6th Floor, Rama Bhavan Complex, Head Office Genova
Kodiabail INDONESIA +62 GMT: +1
575 003 Mangalore Via Carrara 24/26
Postal Address: Mangalore 16147 Genova
Direct phone . . . . . . . . . . . . . . . . . . 824-441 722
PT. Wärtsilä Indonesia Postal Address: Genova
Direct phone Nro.2. . . . . . . . . . . . . . 824-444 577 Service Office Bekasi Direct phone . . . . . . . . . . . . . . . . . . 010-373 07 79
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 824-443 556 GMT: +7 Fax Accountancy . . . . . . . . . . . . . . . 010-373 07 61
Cikarang Industrial Estate, Jl. Jababeka XVI Kav. Fax Commissioning and Warranty . 010-373 07 83
Wärtsilä India Ltd. W-28 Fax Spare parts . . . . . . . . . . . . . . . . 010-373 09 92
Marine Division 17530 Bekasi
GMT: +5:30 Postal Address: Bekasi Wärtsilä Navim Diesel S.r.l.
Centre Point, 4th Floor Juhu & S V Road Jn., Direct phone . . . . . . . . . . . . . . . . . . 21-893 76 54 Workshop Genova
Santacruz (West) Fax Management. . . . . . . . . . . . . . . 21-893 76 60 GMT: +1
400 054 Mumbai Fax Service . . . . . . . . . . . . 21-893
. . . . . . .76 61/893 76 55 Via dei Pescatori, Zona Porto Industriale del
Postal Address: Mumbai 24hrs phone . . . . . . . . . . . . . . . . . . 81-190 96 62 Levante
Direct phone . . . . . . . . . . . . . . . . . . 22-605 75 06 16129 Genova
Direct phone Nro.2. . . . . . . . . . . . . . 22-605 75 07 IRAN +98 Postal Address: Genova
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 22-605 75 11 Direct phone . . . . . . . . . . . . . . . . . . 010-247 09 32
Kalajoo Company Fax . . . . . . . . . . . . . . . . . . . . . . . . . 010-247 09 38
Wärtsilä India Ltd. Representative 24hrs phone Field service . . . . . . . . 335-716 76 78
Service Office Nagpur GMT: +3:30
GMT: +5:30 Apt. # 302, Sayeh Bldg., 1409 Vali Asr. Ave.
5th Floor, Paul Complex, Ajini Square, Wardha 19677 Tehran Service Office Golfo degli Aranci
Road Postal Address: P.O. Box 19945-583 Tehran GMT: +1
440 015 Nagpur Direct phone . . . . . . . . . . . . . . . . . . 21-204 58 88 Via Angioy 8/A
Postal Address: Nagpur Direct phone Nro.2. . . . . . . . . . . . . . 21-204 35 28 07020 Golfo degli Aranci
Direct phone . . . . . . . . . . . . . . . . . . 712-224 291 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 21-204 45 32 Postal Address: Golfo degli Aranci
Direct phone Nro.2. . . . . . . . . . . . . . 712-224 294 24hrs phone . . . . . . . . . . . . . . . . . . 911-213 2083 Direct phone . . . . . . . . . . . . . . . . . . 0789-615 075
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 712-224 226 e-mail . . . . . . . . . . . . . . . . . wartsilansd@neda.net
...... Fax . . . . . . . . . . . . . . . . . . . . . . . . . 0789-615 080
Wärtsilä Italia S.p.A. IVORY COAST +225 MALTA +356
Service Office La Spezia
GMT: +1 Wärtsilä NSD ACO. Malta Drydocks
Via della Concia, 38 Representative
19100 La Spezia Service Office Abidjan
GMT: +1
Postal Address: La Spezia GMT: -2
The Docks
Direct phone . . . . . . . . . . . . . . . . . . 0187-525 055 01 Abidjan CMR 01 Valetta
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 0187-523 346 Postal Address: 01 B.P. 4432 01 Abidjan Postal Address: P.O. Box 581 Valetta
Direct phone . . . . . . . . . . . . . . . . . . 21 35 03 51 Direct phone . . . . . . . . . . . . . . . . . . 82 24 51
Wärtsilä Italia S.p.A. Direct phone Nro.2. . . . . . . . . . . . . . 21 35 18 76 Direct phone Nro.2. . . . . . . . . . . . . . 82 24 91
Service Office Livorno Direct phone Nro.3. . . . . . . . . . . . . . 21 24 31 59 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 80 00 21
GMT: +1 e-mail . . . . . . . . . . . . . . . . . . .cwacom@comete.ci
.... e-mail . . . . . . . . . . . .info@maltadrydocks.com.mt
...........
Via Negrelli, 16 Telex . . . . . . . . . . . . . . . . . . . . . . . .1810 drydks mw
57100 Livorno
Postal Address: Livorno JAPAN +81 MEXICO +52
Direct phone . . . . . . . . . . . . . . . . . . 0586-887 200
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 0586-882 071 Wärtsilä Diesel Japan Co Ltd. Wärtsilä de Mexico S.A. de C.V.
Service Office Kobe GMT: -6
Wärtsilä Italia S.p.A. Guillermo Gonzalez Camarena # 1100, 5th Floor,
Service Office Marghera Venezia GMT: +9 Col. Centro Ciudad de Santa Fé, Delegacion
GMT: +1 Kobe Yusen Bldg., 1-1-1 Kaigan-dori, Chuo-Ku Alvaro Obregón
Via Bottenigo 147 r. 650-0024 Kobe 01210 Mexico, D.F.
30175 Marghera Venezia Postal Address: Kobe Postal Address: Mexico, D.F.
Postal Address: Marghera Venezia Direct phone Sulzer products . . . . . 78-321 15 01 Direct phone . . . . . . . . . . . . . . . . . . 5-570 92 00
Direct phone . . . . . . . . . . . . . . . . . . 041-538 20 63 Direct phone Warehouse . . . . . . . . 78-392 86 70 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 5-570 92 01
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 041-538 69 19 e-mail . . . . . . . . . . wdmex@mail.internet.com.mx
.............
Direct phone Wartsila products. . . . 78-392 53 33
Wärtsilä Italia S.p.A. Fax . . . . . . . . . . . . . . . . . . . . . . . . . 78-392 86 88 MOROCCO +212
24hrs phone . . . . . . . . . .9-04 . . . .906
. . . .25 07 S. Kenich/
Service Office Messina 9-02 116 02 34 T. Hitoshi
GMT: +1 HELVETEC SA
Via della Zagare, 8 Wärtsilä Diesel Japan Co Ltd. Representative
98100 Messina GMT: GMT
Branch Office Tokyo
Postal Address: Messina 61, Avenue Hassan II
Direct phone . . . . . . . . . . . . . . . . . . 090-293 15 05 GMT: +9 20000 Casablanca
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 090-694 731 Binary Kita-Aoyama Bild., 8F, 3-6-19, Postal Address: Casablanca
Kita-Aoyama, Minato-ku Direct phone . . . . . . . . . . . . . . . . . . 2-2-29 78 34
Wärtsilä Italia S.p.A. 107-0061 Tokyo Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2-2-26 93 49
Service Office Milano Postal Address: Tokyo
Société Salva
GMT: +1 Direct phone . . . . . . . . . . . . . . . . . . 3-3486 4531
Via N. Sauro 5, Peschiera Borromeo Fax . . . . . . . . . . . . . . . . . . . . . . . . . 3-3486 4153 Representative
20068 Milano GMT: GMT
Postal Address: Milano Wärtsilä Diesel Japan Co Ltd. 93, Boulevard de la Résistance
Direct phone . . . . . . . . . . . . . . . . . . 02-553 90 61 21700 Casablanca
Branch Office Yokohama Postal Address: Casablanca
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 02-553 90 638
GMT: +9 Direct phone . . . . . . . . . . . . . . . . . . 2-2-30 40 38
Wärtsilä Italia S.p.A. COSMO Yokohama City Square RM 202, Direct phone Service . . . . . . . . . .4-8-84 .. 36 27 or 28
Aoki-cho 5-25, Kanagawa-ku Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2-2-30 66 75
Service Office Napoli Fax Nro.2 . . . . . . . . . . . . . . . . . . . . . 2-2-30 57 17
GMT: +1 221 0057 Yokohama
Postal Address: Yokohama Fax Service . . . . . . . . . . . . . . . . . . . 4-8-84 36 29
Calata Porta di Massa 24hrs phone . . . . . . . . . . . . . . . . . . 6-1-52 49 81
80133 Napoli Direct phone . . . . . . . . . . . . . . . . . . 45-461 57 10 Telex . . . . . . . . . . . . . . . . . . . . . . . . 27012 sosalva
Postal Address: Napoli Fax . . . . . . . . . . . . . . . . . . . . . . . . . 45-461 57 07
Direct phone . . . . . . . . . . . . . . . . . . 081-552 75 30 NETHERLANDS +31
Direct phone Warehouse . . . . . . . . 081-552 73 90 KOREA +82
Fax Service . . . . . . . . . . . . . . . . . . . 081-552 76 80 Wärtsilä Nederland B.V.
Fax Warehouse . . . . . . . . . . . . . . . . 081-552 71 68
24hrs phone V. di Gennaro . . . . . . . 0336-940 466 Wärtsilä Korea Ltd. Service Office Delfzijl
GMT: +1
Wärtsilä Italia S.p.A. Service Office Pusan Damsterkade 6
GMT: +9 9934 CT Delfzijl
Service Office Palermo
GMT: +1 Pusan Marine Center Bldg., 10th Floor, 79-1, Postal Address: Delfzijl
Chungang-Dong, 4 Ga Direct phone . . . . . . . . . . . . . . . . . . 596-611 965
Via C. Colombo, 16
600 715 Pusan Fax . . . . . . . . . . . . . . . . . . . . . . . . . 596-611 965
90100 Palermo
Postal Address: Palermo Postal Address: Pusan Wärtsilä Nederland B.V.
Direct phone . . . . . . . . . . . . . . . . . . 091-545 738 Direct phone . . . . . . . . . . . . . . . . . . 51-469 54 21
Service Office Den Helder
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 091-362 358 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 51-469 54 22 GMT: +1
24hrs phone . . . . . . . . . . . . . . . . . . 17-546 02 02 Het Nieuwe Werk 102
1780 AK Den Helder
c/o ARSENALE M.M. Wärtsilä Korea Ltd. Postal Address: P.O. Box 116 Den Helder
GMT: +1 Service Office Seoul Direct phone . . . . . . . . . . . . . . . . . . 223-635 988
Via di Palma GMT: +9 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 223-633 890
74100 Taranto Noksan Bldg. 6th Floor, 50-11, Yonggang-dong,
Postal Address: Taranto Wärtsilä Nederland B.V.
Mapo-ku
Direct phone . . . . . . . . . . . . . . . . . . 099-453 50 60 Service Office Ijmuiden
121 070 Seoul GMT: +1
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 099-453 50 66
Postal Address: Seoul Trawlerkade 46
Wärtsilä Italia S.p.A. Direct phone . . . . . . . . . . . . . . . . . .2-32 72 80 32/5 1976 CB Ijmuiden
Service Office Trieste Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2-32 72 80 36 Postal Address: Ijmuiden
GMT: +1 Direct phone . . . . . . . . . . . . . . . . . . 255-511 678
Bagnoli della Rosandra, 334, San Dorligo della Fax . . . . . . . . . . . . . . . . . . . . . . . . . 255-536 724
MALAYSIA +65
Valle
34018 Trieste
Postal Address: Trieste Wärtsilä Singapore Pte Ltd
Direct phone . . . . . . . . . . . . . . . . . . 040-319 50 00 Representative
Fax Service . . . . . . . . . . . . . . . . . . . 040-319 56 47 GMT: +8
24hrs phone 2-stroke engines, S. Selangor
Urpis . . . . . . . . . . . . . . . . . . . . . . . . .0335-584 30 60
No. 1, Jalan SS3/51, Petaling Jaya,
24hrs phone 4-stroke engines, R.
Bertali . . . . . . . . . . . . . . . . . . . . . . . .0335-641 25 17 47300 Darul Ehsan
24hrs phone I.A. M. Mazzone . . . . .0335-725 52 54 Postal Address: Darul Ehsan
24hrs phone Spare Parts A. Fonda 0335 726 90 35 Direct phone . . . . . . . . . . . . . . . . . . 3-7877 24 87
24hrs phone Technical Service, A. Fax . . . . . . . . . . . . . . . . . . . . . . . . . 3-7876 76 04
Guglia . . . . . . . . . . . . . . . . . . . . . . . .0335-641 25 19 24hrs phone Mobile . . . . . . . . . . . . . 12-210 03 09
NETHERLANDS +41 Wärtsilä Norway AS PORTUGAL +351
Service Office Rubbestadneset
Wärtsilä Switzerland Ltd GMT: +1 Wärtsilä Portugal Lda.
N-5420 Rubbestadneset
Logistic Centre Ridderkerk Postal Address: Rubbestadneset Service Office Maia Codex
GMT: +1 Direct phone . . . . . . . . . . . . . . . . . . 53-42 25 00 GMT: GMT
Keurmeesterstraat 21 Fax Field Service/Spare Parts . . . . 53-42 25 06 Zona Industrial da Maia I, Sector X, Lote 362, No.
2984 BA Ridderkerk Fax Service Logistics. . . . . . . . . . . . 53-42 25 08 43
Postal Address: Ridderkerk Fax Ship Repair . . . . . . . . . . . . . . . . 53-42 25 09 4471 Maia Codex
Direct phone . . . . . . . . . . . . . . . . . . 180 41 30 97 24hrs phone Field service . . . . . . . . 94-56 75 90 Postal Address: P.O. Box 1415 Maia Codex
Direct phone Logistics . . . . . . . . . . . 180 44 66 80 24hrs phone Ship Repair. . . . . . . . . 53-42 28 10 Direct phone Business controlling &
Fax Logistics . . . . . . . . . . . . . . . . . . 180 41 22 13 24hrs phone Spare parts. . . . . . . . . 94-56 75 91 finance . . . . . . . . . . . . . . . . . . . . . . . 22-943 97 20
Fax Quality Control . . . . . . . . . . . . . 180 41 61 58 Direct phone Field service. . . . . . . . 22-943 97 26
PAKISTAN +92 Direct phone Spare parts . . . . . . . . 22-943 97 21
Mobile . . . . . . . . . . . . . . . . . . . . . . . 651 80 26 67
Direct phone Workshop. . . . . . . . . . 22-943 97 28
Wärtsilä Pakistan (Pvt.) Ltd. Fax . . . . . . . . . . . . . . . . . . . . . . . . . 22-943 97 29
NETHERLANDS +31
Service (North) e-mail . . . . . . . . . . . . . wartsila.pt@mail.telepac.pt
..........
GMT: +5
Wärtsilä Nederland B.V. 16 km Raiwind Road PUERTO RICO +1
Service Office Benelux Lahore
GMT: +1 Postal Address: P.O. Box 10104 Lahore
Direct phone . . . . . . . . . . . . . . . . . . 42-541 88 46 Wärtsilä Caribbean Inc.
Havenstraat 18-24
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 42-541 98 33 Service Office Guaynabo
3115 HD Schiedam
GMT: -4
Postal Address: Schiedam Wärtsilä Pakistan (Pvt.) Ltd.
Metro Office Park, 2 Calle 1, Suite 101
Direct phone . . . . . . . . . . . . . . . . . . 10-427 71 00 Service (South) 00968-1702 Guaynabo
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 10-426 45 71 GMT: +5
Postal Address: Guaynabo
24hrs phone . . . . . . . . . . . . . . . . . . 10-427 71 00 2nd Floor, P.O.F. Liaison Offices, 252 Sarwar
Shaheed Road Direct phone . . . . . . . . . . . . . . . . . . 787-792 80 80
Wärtsilä Nederland B.V. Saddar, Karachi Fax . . . . . . . . . . . . . . . . . . . . . . . . . 787-792 26 00
Postal Address: Saddar, Karachi Fax Nro.2 . . . . . . . . . . . . . . . . . . . . . 787-792 26 60
Service Office Stellendam 24hrs phone . . . . . . . . . . . . . . . . . . 787-505 25 35
GMT: +1 Direct phone . . . . . . . . . . .21-568. . . . . . 57
. 34, 568 87 50
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 21-568 27 97
Deltahaven 7
RUSSIA +7
3251 LC Stellendam PAPUA NEW GUINEA +61
Postal Address: Stellendam
Direct phone . . . . . . . . . . . . . . . . . . 187-491 956 Wärtsilä NSD Corporation, Russia
Wärtsilä Australia Pty Ltd.
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 187-493 429 Service Office St. Petersburg
Papua New Guinea Service Workshop GMT: +3
Wärtsilä Nederland B.V. GMT: +10
Schwedsky per., 2
Lihir Island
Service Office Urk 191186 St. Petersburg
GMT: +1 Postal Address: Postal Address: St. Petersburg
Industrierondweg 6D Direct phone . . . . . . . . . . . . . . . . . . 9865 638 Direct phone . . . . . . . . . . . . . . . . . . 812-118 63 31
8321 EA Urk Fax . . . . . . . . . . . . . . . . . . . . . . . . . 812-118 63 30
Postal Address: Urk PERU +51
Direct phone . . . . . . . . . . . . . . . . . . 527-682 053
Wärtsilä Vladivostok Ltd.
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 527-685 902 Wärtsilä del Peru Service Office Vladivostok
Service Office Lima GMT: +10
Wärtsilä Nederland B.V. GMT: -5 57 Krygina Str., 4th Floor
Service Office Zwolle J. Arias Araguez #210 San Antonio, Miraflores 690090 Vladivostok
GMT: +1 18 Lima Postal Address: P.O. Box 90-265 Vladivostok
Hanzelaan 95 Postal Address: Lima Direct phone . . . . . . . . . . . . . . . . . . 4232-510 710
8000 GB Zwolle Direct phone . . . . . . . . . . . . . . . . . . 1-241 70 30 Direct phone Nro.2. . . . . . . . . . . . . . 4232-518 501
Postal Address: P.O. Box 10608 Zwolle Fax . . . . . . . . . . . . . . . . . . . . . . . . . 1-444 68 67 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 4232-510 711
24hrs phone . . . . . . . . . . . . . . . . . . 1-996 86 97 24hrs phone . . . . . . . . . . . . . . . . . . 4232-488 744
Direct phone . . . . . . . . . . . . . . . . . . 38-425 32 53
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 38-425 35 38 e-mail . . . . . . . . vdolgikh@fastmail.vladivostok.ru
...............
PHILIPPINES +63
Fax Contracting . . . . . . . . . . . . . . . . 38-425 38 13
Fax Logistics . . . . . . . . . . . . . . . . . . 38-425 32 90 SAUDI ARABIA +966
Wärtsilä Philippines Inc.
Fax Parts global . . . . . . . . . . . . . . . . 38-425 33 97
Fax Project support . . . . . . . . . . . . . 38-425 34 71 Service Office Laguna Wärtsilä Saudi Arabia Ltd.
24hrs phone . . . . . . . . . . . . . . . . . . 38-425 32 53 GMT: +8
No. 6 Diode Street, Light Industry and Science Service Office Jeddah
Telex . . . . . . . . . . . . . . . . . . . . . . . . 42115 swdz nl
Park, Bo. Diezmo, Cabuyao GMT: +3
Laguna 21451 Jeddah
NEW ZEALAND +61 Postal Address: Laguna Postal Address: P.O. Box 2132 Jeddah
Direct phone . . . . . . . . . . . . . . . . . . 49-543 03 82 Direct phone . . . . . . . . . . . . . . . . . . 2-637 64 70
Wärtsilä Australia Pty Ltd. Direct phone Nro.2. . . . . . . . . . . . . . 2-843 73 01 Direct phone Nro.2. . . . . . . . . . . . . . 2-637 68 84
Direct phone Nro.3. . . . . . . . . . . . . . 2-664 62 14 Direct phone Nro.3. . . . . . . . . . . . . . 2-636 09 17
New Zealand Service Office Fax . . . . . . . . . . . . . . . . . . . . . . . . . 49-543 03 81 Direct phone Nro.4. . . . . . . . . . . . . . 2-638 06 98
GMT: +12 Fax Nro.2 . . . . . . . . . . . . . . . . . . . . . 2-843 73 05 Direct phone Nro.5. . . . . . . . . . . . . . 2-637 01 23
Port of Wellington Authority Complex, Shed 29, 24hrs phone . . . . . . . . . . . . . . . . . . 912-304 48 26
Direct phone Nro.6. . . . . . . . . . . . . . 2-637 22 11
Hinemoa Street,
POLAND +48 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2-637 64 82
Port Wellington
Postal Address: P.O. Box 1375 Port Wellington
Wärtsilä Polska Sp. z o.o. SINGAPORE +65
Direct phone . . . . . . . . . . . . . . . . . . 4-473 08 30
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 4-473 08 31 Service Office Gdansk
GMT: +1 Wärtsilä Singapore Pte Ltd
NORWAY +47 ul. Grunwaldzka 139 Service Office Singapore
PL-80-264 Gdansk GMT: +8
Postal Address: Gdansk 14 Benoi Crescent
Wärtsilä Norway AS Direct phone . . . . . . . . . . . . . . . . . . 58-345 23 44 SGP-629977 Singapore
Service Office Drobak Fax . . . . . . . . . . . . . . . . . . . . . . . . . 58-341 67 44
Postal Address: Singapore
GMT: +1 Wärtsilä Polska Sp. z o.o. Direct phone . . . . . . . . . . . . . . . . . . 2659 122
Hestehagen 5, Holter Industriomrade Direct phone Nro.2. . . . . . . . . . . . . . 2674 307
N-1440 Drobak
Service Office Warszawa
GMT: +1 Direct phone Nro.3. . . . . . . . . . . . . . 2674 308
Postal Address: Drobak Al. Wilanowska 372 Direct phone Nro.4. . . . . . . . . . . . . . 2674 309
Direct phone . . . . . . . . . . . . . . . . . . 64-93 76 50 PL-02-665 Warszawa Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2650 910
Fax Sales . . . . . . . . . . . . . . . . . . . . . 64-93 76 60 Postal Address: Warszawa Fax Marine . . . . . . . . . . . . . . . . . . . . 2640 802
Fax Service . . . . . . . . . . . . . . . . . . . 64-93 76 80 Direct phone . . . . . . . . . . . . . . . . . . 22-843 87 51 Fax Power Plants. . . . . . . . . . . . . . . 2643 186
Fax Spare parts . . . . . . . . . . . . . . . . 64-93 76 70 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 22-843 87 52 Fax Service . . . . . . . . . . . . . . . . . . . 2614 239
24hrs phone . . . . . . . . . . . . . . . . . . 41 62 47 47 24hrs phone . . . . . . . . . . . . . . . . . . 602-471 951 24hrs phone . . . . . . . . . . . . . . . . . . 9-8358 200
SOUTH AFRICA +27 TAIWAN, R.O.C. +886 TURKEY +90
Wärtsilä (South Africa) (Pty) Ltd. Wärtsilä Taiwan Ltd. Wärtsilä - Enpa Dis Ticaret A.S.
Head Office Cape Town Service Office Kaohsiung Service Office Besiktas/Istanbul
GMT: +2 GMT: +8 GMT: +2
Kaohsiung Service Station, 11F-1, 502 Chiu Ru 1st Süleyman Seba Cad. No. 92 Besiktas Plaza A Blok
36 Neptune Street, Paarden Eiland 7405
Road Zemin Kat
Cape Town 80690 Besiktas/Istanbul
Kaohsiung
Postal Address: P O Box 356, Paarden Eiland Postal Address: Besiktas/Istanbul
7420 Cape Town Postal Address: Kaohsiung
Direct phone . . . . . . . . . . . . . . . . . . 7-392 80 75 Direct phone . . . . . . . . . . . . . . . . . . 212-327 15 30
Direct phone . . . . . . . . . . . . . . . . . . 21-511 12 30 Direct phone Nro.2. . . . . . . . . . . . . . 212-258 55 16
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 7-392 80 83
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 21-511 14 12 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 212-327 15 35
24hrs phone Marine. . . . . . . . . . . . . 932-209 041
24hrs phone . . . . . . . . . . . . . . . . . . 83-658-6789 Fax Nro.2 . . . . . . . . . . . . . . . . . . . . . 212-258 99 98
24hrs phone Power Plants . . . . . . . 932-029 849
e-mail . . . . . . . . . . . . . . . . . wartcape@iafrica.com
...... 24hrs phone . . . . . . . . . . . . . . . . . . 532-233 00 47
Wärtsilä Taiwan Ltd. Wärtsilä - Enpa Dis Ticaret A.S.
SPAIN +34 Service Office Taipei 104 Service Office Tuzla-Istanbul
GMT: +8 GMT: +2
Wärtsilä Ibérica S.A. 3F/2, No. 111, Sung Chiang Road Aydintepe Mah. G.50 Sok. Tersaneler Mevkii Özek
Taipei 104 Is Merkezi D Blok No. 5-6
Service Office Bermeo Postal Address: Taipei 104 81700 Tuzla-Istanbul
GMT: +1 Direct phone . . . . . . . . . . . . . . . . . . 2-2515 22 29 Postal Address: Tuzla-Istanbul
Polígono Industrial Landabaso s/n Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2-2517 19 16 Direct phone . . . . . . . . . . . . . . . . . . 216-493 29 21
48370 Bermeo Fax . . . . . . . . . . . . . . . . . . . . . . . . . 216-493 29 20
Postal Address: P.O. Box 137 Bermeo THE UNITED KINGDOM +44
Direct phone . . . . . . . . . . . . . . . . . . 94-617 01 00 U.S.A +1
Fax Field service . . . . . . . . . . . . . . . 94-617 01 04 Wärtsilä UK Ltd.
Fax Spare parts . . . . . . . . . . . . . . . . 94-617 01 14 Wärtsilä North America, Inc.
24hrs phone . . . . . . . . . . . . . . . . . . 607-416 998 Service Office Aberdeen
GMT: GMT Service Office Ft. Lauderdale/Hollywood
Scotland GMT: -5
Wärtsilä Ibérica S.A. Florida
Girdleness Trading Estate, Wellington Road
Service Office Las Palmas de Gran Canaria 2900 S.W. 42nd Street
AB11 8DG Aberdeen
GMT: GMT 33312 Ft. Lauderdale/Hollywood
Postal Address: Aberdeen Postal Address: Ft. Lauderdale/Hollywood
Misiones 8 (El Cebadal) Direct phone . . . . . . . . . . . . . . . . . . 1224-871 166
35008 Las Palmas de Gran Canaria Direct phone . . . . . . . . . . . . . . . . . . 954-327 47 00
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 1224-871 188 Fax Service . . . . . . . . . . . . . . . . . . . 954-327 47 73
Postal Address: P.O. Box 2831 Las Palmas de 24hrs phone Service . . . . . . . . . . . . 7775-807 108 24hrs phone Customer Service . . . 954-931 83 30
Gran Canaria 24hrs phone Spare parts. . . . . . . . . 7775-807 109 24hrs phone Spare parts. . . . . . . . . 954-931 83 29
Direct phone . . . . . . . . . . . . . . . . . . 928-467 859 ISDN . . . . . . . . . . . . . . . . . . . . . . . . 1224-87 15 22 ISDN . . . . . . . . . . . . . . . . . . . . . . . . 954-327 03 93
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 928-465 931
24hrs phone . . . . . . . . . . . . . . . . . . 607-416 998 Wärtsilä UK Ltd. Wärtsilä North America, Inc.
Service Office Brixham Service Office Harvey
SWEDEN +46 GMT: GMT GMT: -6
South Devon Louisiana
Units 30/31, Northfield Industrial Estate, Northfield 1313 MacArthur Blvd.
Wärtsilä Sweden AB Lane South 70058 Harvey
Marine Service Gothenburg TQ5 8UA Brixham Postal Address: Harvey
GMT: +1 Postal Address: Brixham Direct phone . . . . . . . . . . . . . . . . . . 504-341 72 01
Polstjärnegatan 10, Direct phone . . . . . . . . . . . . . . . . . . 1803-883 830 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 504-341 04 26
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 1803-882 685 24hrs phone Customer Service . . . 504-341 72 01
SE-402 77 Gothenburg
Postal Address: P.O. Box 8006 Gothenburg 24hrs phone Marine. . . . . . . . . . . . . 7775-807 112 Wärtsilä North America, Inc.
Direct phone . . . . . . . . . . . . . . . . . . 31-656 100 Wärtsilä UK Ltd. Service Office Houston
Fax Marine . . . . . . . . . . . . . . . . . . . . 31-656 130 Texas
Service Office Glasgow
Fax Service Sales . . . . . . . . . . . . . . 31-656 107 Summit Tower 11 Greenway Plaza - Suite 2929
GMT: GMT
24hrs phone . . . . . . . . . . . . . . . . . . 706 69 02 91 77046 Houston
Scotland
Postal Address: Houston
Wärtsilä Sweden AB Unit 3, Jubilee Court, Hillington Industrial Estate Direct phone . . . . . . . . . . . . . . . . . . 713-840 0020
G52 4NQ Glasgow Fax . . . . . . . . . . . . . . . . . . . . . . . . . 713-840 00 09
Service Trollhättan Postal Address: Glasgow
GMT: +1 Direct phone . . . . . . . . . . . . . . . . . . 141-810 43 21 Wärtsilä North America, Inc.
Åkerssjövägen Fax . . . . . . . . . . . . . . . . . . . . . . . . . 141-883 38 46 Service Office Pearl River
SE-461 29 Trollhättan 24hrs phone Service . . . . . . . . . . . . 7775-807 108 GMT: -5
Postal Address: P.O. Box 920 Trollhättan 24hrs phone Spare parts. . . . . . . . . 7775-807 109 New York
Direct phone . . . . . . . . . . . . . . . . . . 520-422 600 ISDN . . . . . . . . . . . . . . . . . . . . . . . . 141-88 39 375 One Blue Hill Plaza, 3rd Floor
Fax Documentation . . . . . . . . . . . . . 520-422 620 10965 Pearl River
Fax Finance . . . . . . . . . . . . . . . . . . . 520-422 781 Wärtsilä UK Ltd. Postal Address: P.O. Box 1544 Pearl River
Fax Service Sales . . . . . . . . . . . . . . 520-422 727 Service Office Sevenoaks Direct phone . . . . . . . . . . . . . . . . . . 914-623 12 12
Fax Technical Service . . . . . . . . . . . 520-422 777 GMT: GMT Fax . . . . . . . . . . . . . . . . . . . . . . . . . 914-623 33 85
Fax Training . . . . . . . . . . . . . . . . . . . 520-422 721 Kent 24hrs phone Customer Service . . . 954-931 83 30
24hrs phone Service . . . . . . . . . . . . 70-557 02 99 Tubs Hill House, London Road
Wärtsilä North America, Inc.
24hrs phone Spare parts. . . . . . . . . 70-536 47 25 TN13 1BL Sevenoaks
ISDN . . . . . . . . . . . . . . . . . . . . . . . . 520-476 612 Postal Address: Sevenoaks Service Office Rancho Palos Verdes
Direct phone . . . . . . . . . . . . . . . . . . 1732-744 400 GMT: -8
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 1732-744 420 California
SWITZERLAND +41 Harbour Cove Plaza, Suite 210, 29000 South
Fax Sulzer products. . . . . . . . . . . . . 1732-744 433
24hrs phone . . . . . . . . . . . . . . . . . . 7775-807 100 Western Avenue
Wärtsilä Switzerland Ltd ISDN . . . . . . . . . . . . . . . . . . . . . . . . 1732-74 01 88 90275 Rancho Palos Verdes
Postal Address: Rancho Palos Verdes
Service Winterthur Wärtsilä UK Ltd. Direct phone . . . . . . . . . . . . . . . . . . 310-831 74 24
GMT: +1 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 310-831 74 26
Zürcherstrasse 12 Service Office Southampton 24hrs phone Customer Service . . . 954-931 83 30
GMT: GMT
CH-8401 Winterthur
Hampshire Wärtsilä North America, Inc.
Postal Address: P.O. Box 414 Winterthur Units 3 & 5, Third Avenue, Millbrook Industrial
Direct phone . . . . . . . . . . . . . . . . . . 52-262 49 22 Service Office Seattle
Estate GMT: -8
Direct phone Parts Sales After SO15 OLD Southampton Washington
Office Hours . . . . . . . . . . . . . . . . . . . 52-262 80 10 Postal Address: Southampton 1100 NW 51st Street
Fax Service . . . . . . . . . . . . . . . . . . . 52-262 07 09 Direct phone . . . . . . . . . . . . . . . . . . 2380-510 210 98107 Seattle
Fax Spare parts . . . . . . . . . . . . . . .52-262
. 07 22 / 23 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2380-510 310 Postal Address: Seattle
Fax Technical Service . . . . . . . . . . . 52-262 07 31 Fax Spare parts . . . . . . . . . . . . . . . . 2380-787 650 Direct phone . . . . . . . . . . . . . . . . . . 206-784 91 00
Fax Training . . . . . . . . . . . . . . . . . . . 52-262 07 31 24hrs phone Service . . . . . . . . . . . . 7775-807 100 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 206-781 55 86
24hrs phone Service . . . . . . . . . . . . 79-671 87 67 24hrs phone Spare parts. . . . . . . . . 7775-807 119 24hrs phone Customer Service . . . 206-784 91 00
UNITED ARAB EMIRATES +971
Wärtsilä Gulf FZE

Service Office Jebel Ali, Dubai
GMT: +4
Jebel Ali, Dubai
Postal Address: P.O. Box 61494 Jebel Ali, Dubai
Direct phone . . . . . . . . . . . . . . . . . . 4 883 89 79
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 4 883 87 04
24hrs phone . . . . . . . . . . . . . . . . . . 4 883 56 01
e-mail . . . . . . . . . . . . . . .wartsila@emirates.net.ae
........
VENEZUELA +58
Wärtsilä Venezuela C.A.

Service Office Caracas
GMT: -4
Caracas
Postal Address: San Martin Postal 1020 Apartado
Postal N20438 Caracas
Direct phone . . . . . . . . . . . . . . . . . . 2-351 4864
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2 351 48 64
VIETNAM +84
Wärtsilä Vietnam Co Ltd

Service Office Ho Chi Minh City
GMT: +7
Central Plaza Office Bldg., 7th Floor, 17 Le Duan
Blvd., Dist. 1
Ho Chi Minh City
Postal Address: Ho Chi Minh City
Direct phone . . . . . . . . . . . . . . . . . . 8-824 45 34
Direct phone Nro.2. . . . . . . . . . . . . . 8-824 45 35
Direct phone Nro.3. . . . . . . . . . . . . . 823 66 86
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 8-829 48 91
24hrs phone . . . . . . . . . . . . . . . . . . 9-082 52 70
e-mail . . . . . . . . . . . . . . . . . . .wnsvn@hcm.vnn.vn
....

46 04 10 Table of Contents 91577
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0. Contents, instruction, terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00–1
0.1. Contents of the instruction book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00–1
0.2. General rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00–1
0.3. Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00–2
1. Main data, operating data and general design . . . . . . . . . . . . . . . . . . . . . . 01–1

1.1. Main data for WÄRTSILÄ® 46 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01–1
1.2. Recommended operating data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01–2
1.3. Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01–3
1.4. General engine design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01–3
2. Fuel, lubricating oil, cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–1

2.1. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–1
2.1.1. Fuel, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–1
2.1.2. Fuel treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–2
2.1.2.1. Purification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–2
2.1.2.2. Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–2
2.1.2.3. Viscosity control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–4
2.1.3. Maximum limits of fuel characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–5
2.1.4. Comments on fuel characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–6
2.1.5. Measures to avoid difficulties when running on heavy fuel . . . . . . . . . . . . . . . . . . . 02–10
2.1.6. General advice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–11
2.2. Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–12
2.2.1. System oil characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–12
2.2.2. Lubricating oil qualities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–13
2.2.3. Maintenance and control of the lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–14
2.2.4. Lubricating oil for the governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–16
2.2.5. Lubricating oils for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–17
2.2.6. Lubricating oils for turning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–17
2.2.7. Handling of oil samples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–17
2.2.7.1. Lubricating oil sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–18
2.2.7.2. Fuel oil sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–18
2.2.8. Dispatch and transportation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–18
2.3. Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–20
2.3.1. Cooling water, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–20
2.3.2. Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–20
2.3.3. Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–23
2.4. Injection water (DWI–engines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–23
2.4.1. Water quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–23
3. Start, stop and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–1

3.1. Turning of the crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–1
3.1.1. Turning of the crankshaft, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–1
3.1.2. Maintenance of turning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–2
3.2. Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–2
3.2.1. Start, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–2
3.2.2. Local start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–2
3.2.3. Remote– and automatic start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–5
3.3. Start after a prolonged stop (more than 8 h) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–6
3.3.1. Local start after a prolonged stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–6
3.4. Start after overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–6
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3.5. Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–7
3.5.1. Stop, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–7
3.5.2. Manual stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–8
3.5.3. Local stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–8
3.5.4. Remote stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–8
3.5.5. Automatic stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–8
3.6. Normal operation supervision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–8
3.6.1. Normal operation supervision, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–8
3.6.2. Every second day or after every 50 running hours . . . . . . . . . . . . . . . . . . . . . . . . . 03–9
3.6.3. Every second week or after every 250 running hours . . . . . . . . . . . . . . . . . . . . . . . 03–10
3.6.4. Once a month or after every 500 running hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–11
3.6.5. In connection with maintenance work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–11
3.7. Operation supervision after overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–12
3.8. Running–in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–13
3.9. Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–14
4. Maintenance schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 04–1

4.1. Maintenance schedule, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 04–1
4.2. Maintenance schedule for HFO operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 04–2
5. Maintenance tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–1

5.1. Maintenance tools, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–1
5.1.1. Use of this list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–1
5.1.2. Ordering of maintenance tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–1
5.2. Cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–2
5.3. Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–10
5.4. Connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–13
5.5. Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–17
5.6. Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–20
5.7. Injection equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–26
5.8. Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–30
5.9. Miscellaneous tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–32
5.10. Miscellaneous tools for air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–40
5.11. Optional tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–41
6. Adjustments, clearances and wear limits . . . . . . . . . . . . . . . . . . . . . . . . . . 06–1

6.1. Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06–1
6.2. Clearances and wear limits (at 20oC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06–2
6.2.1. Clearances and wear limits for V46 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06–2
7. Tightening torques and use of hydraulic tools . . . . . . . . . . . . . . . . . . . . . 07–1

7.1. Tightening torques for screws and nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–1
7.1.1. Camshaft, governor drive and overspeed trip device . . . . . . . . . . . . . . . . . . . . . . . 07–1
7.1.2. Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–3
7.1.3. Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–4
7.1.4. Injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–5
7.1.5. Injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–6
7.1.6. Engine driven lub. oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–6
7.1.7. Engine driven cooling water pump WD–125 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–7
7.1.8. Engine driven cooling water pump WD–200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–7
7.1.9. Exhaust pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–8
7.1.10. General torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–8
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7.2. Use of locking fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–9
7.3. Hydraulically tightened connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–9
7.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–9
7.3.2. Hydraulically tightened connections, V–engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–10
7.3.3. Dismantling hydraulically tightened screw connections . . . . . . . . . . . . . . . . . . . . . . 07–12
7.3.4. Reassembling hydraulically tightened screw connections . . . . . . . . . . . . . . . . . . . 07–13
7.3.5. Maintenance of high pressure tool set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–13
7.4. Use of hydraulic extractor cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–14
7.5. Use of low pressure pump for lifting purposes in the crankcase . . . . . . . . . . . . . . . . 07–15
7.6. Torque calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–16
8. Operating problems, emergency operation . . . . . . . . . . . . . . . . . . . . . . . . . 08–1

8.1. Problem, possible reason . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08–1
8.2. Emergency operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08–6
8.2.1. Operation with defective air cooler(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08–6
8.2.2. Operation with defective turbocharger(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08–6
8.2.3. Operation with defective cams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08–7
8.2.4. Operation with removed piston and connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . 08–7
8.2.5. Torsional vibrations and other vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08–8
9. Specific installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09–1

10. Engine block with bearings, cylinder and oil sump . . . . . . . . . . . . . . . . 10–1
10.1. Engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–1
10.2. Main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–1
10.2.1. Maintenance of the main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–1
10.2.2. Dismantling of a main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–1
10.2.3. Inspection of main bearings and journals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–6
10.2.4. Assembling the main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–7
10.3. Flywheel / thrust bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–11
10.3.1. Maintenance of flywheel / thrust bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–11
10.3.2. Dismantling of flywheel / thrust bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–11
10.3.3. Assembling the flywheel / thrust bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–16
10.4. Camshaft bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–21
10.4.1. Maintenance of camshaft bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–22
10.4.2. Inspection of the camshaft bearing bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–22
10.4.3. Removing the camshaft bearing bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–22
10.4.4. Mounting of camshaft bearing bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–23
10.5. Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–25
10.5.1. Maintenance of the cylinder liner and antipolishing ring . . . . . . . . . . . . . . . . . . . . . 10–25
10.5.2. Removing the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–25
10.5.3. Mounting the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–29
10.5.4. Honing of the cylinder liner bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–31
10.5.5. Cleaning of the cylinder liner water side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–31
11. Crank mechanism: Crankshaft, connecting rod, piston . . . . . . . . . . . . 11–1

11.1. Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–1
11.1.1. Vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–1
11.1.2. Crankshaft alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–2
11.1.3. Measurement of thrust bearing axial clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–3
11.1.4. Oil lock at crankshaft sealing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–4
11.1.4.1. Filling the oil lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–4
11.1.4.2. Cleaning the oil lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–4
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11.2. Connecting rod and piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–5
11.2.1. Removing and dismantling of piston and connecting rod . . . . . . . . . . . . . . . . . . . . 11–6
11.2.2. Inspection and maintenance of piston rings and gudgeon pin bearing . . . . . . . . . 11–11
11.2.3. Assembling and mounting of piston and connecting rod . . . . . . . . . . . . . . . . . . . . . 11–12
11.2.3.1. Assembly of a piston having the upper part fastened with studs . . . . . . . . . . . . 11–13
11.2.3.2. Assembly of a piston having the upper part fastened with screws . . . . . . . . . . . 11–14
11.2.3.3. Assembling of the piston and connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–15
11.3. Big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–21
11.3.1. Removing the big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–21
11.3.2. Inspection of the big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–24
11.3.3. Mounting of the big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–25
12. Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–1

12.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–1
12.2. Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–1
12.2.1. General maintenance of the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–1
12.2.2. Removing the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–1
12.2.3. Mounting the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–4
12.2.4. Adjusting valve clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–7
12.2.5. Checking of cylinder tightness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–8
12.3. Exhaust and inlet valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–8
12.3.1. Dismantling the valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–9
12.3.2. Checking and reconditioning valves and seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–11
12.3.3. Machine grinding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–12
12.3.4. Assembling of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–15
12.4. Valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–16
12.4.1. Removing an old seat ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–16
12.4.2. Fitting a new inlet valve seat ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–17
12.4.3. Fitting a new exhaust valve seat ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–18
12.5. Valve rotator (Rotocap) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–20
12.5.1. Rotocap maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–20
12.6. Indicator valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–21
12.6.1. Indicator valve, operation and maintenance: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–21
12.7. Safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–22
12.8. Starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–22
12.9. Injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–22
13. Camshaft driving gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–1

13.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–1
13.2. Intermediate gear and camshaft gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–1
13.2.1. Intermediate gear and camshaft gear maintenance . . . . . . . . . . . . . . . . . . . . . . . . . 13–1
13.2.2. Removing the camshaft gearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–3
13.2.2.1. Removing the camshaft gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–3
13.2.3. Mounting the camshaft gearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–9
13.2.3.1. Mounting the intermediate gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–9
13.2.3.2. Mounting the camshaft gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–13
13.3. Split gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–16
13.3.1. Split gear wheel maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–16
13.3.2. Removing the split gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–16
13.3.3. Mounting of the split gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–16
13.3.4. Removing only the split gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–17
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14. Valve mechanism and camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–1
14.1. Valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–1
14.1.1. Maintenance of valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–1
14.1.2. Dismantling of valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–2
14.1.3. Inspection of valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–4
14.1.4. Assembling of valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–4
14.2. Description of camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–5
14.2.1. Maintenance of camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–7
14.2.2. Removing the camshaft piece . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–7
14.2.3. Mounting the camshaft piece . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–8
14.2.4. Elastical coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–10
15. Turbocharging and air cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–1

15.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–1
15.2. Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–2
15.2.1. Description (TPL–turbocharger) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–2
15.2.2. Turbocharger maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–2
15.3. Water cleaning of turbine during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–2
15.3.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–2
15.3.2. Cleaning device for turbine and compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–3
15.3.3. Cleaning procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–3
15.4. Water cleaning of compressor during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–4
15.4.1. Cleaning procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–4
15.5. Allowable operation with damaged turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–4
15.6. Fastening of the turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–4
15.6.1. Assembling of the hydraulically tightened turbocharger fastening screws . . . . . . 15–4
15.7. Air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–5
15.7.1. Maintenance of charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–6
15.7.2. Pressure drop measurement over charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . 15–7
15.7.3. Cleaning cooler inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–8
15.8. Pulsation damper in air receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–10
16. Injection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–1

16.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–1
16.2. Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–1
16.2.1. Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–1
16.2.2. Maintenance of fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–2
16.2.2.1. Lubrication of fuel pump control rack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–2
16.2.3. Removing of injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–2
16.2.4. Mounting of the fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–4
16.2.5. Dismantling of fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–4
16.2.6. Assembling of fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–8
16.2.7. Control of fuel pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–11
16.2.8. Fuel injection pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–12
16.3. Fuel oil pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–15
16.3.1. Mounting of the fuel oil pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–15
16.4. Injection line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–16
16.5. Injection valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–17
16.5.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–17
16.5.2. Injection valve maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–17
16.5.3. Removing of main injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–17
16.5.4. Mounting of main injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–18
16.5.5. Overhauling of main injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–19
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16.6. Testing of fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–22
16.6.1. Checking the spray distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–22
16.6.2. Adjusting the opening pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–23
16.6.3. Checking the needle seat tightness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–23
16.6.4. Checking the needle spindle tightness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–23
16.6.5. Checking the tightness of sealing surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–23
17. Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17–1

17.1. General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17–1
17.2. Maintenance of fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17–3
17.2.1. Draining of fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17–3
17.2.2. Venting of fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17–4
17.2.3. Adjustment of pressure control valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17–4
18. Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–1

18.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–1
18.1.1. The engine lubricating oil circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–3
18.1.2. General maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–7
18.2. Lubricating oil pressure regulating valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–7
18.2.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–7
18.2.2. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–9
18.3. Lubricating oil level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–9
18.3.1. Lubricating oil level transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–9
18.3.2. Oil dipstick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–11
18.4. Running–in filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–12
18.5. Engine driven lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–12
18.5.1. Oil pump maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–13
18.5.2. Removing the pump from the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–13
18.5.3. Mounting the pump to the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–14
19. Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19–1

19.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19–1
19.1.1. HT–circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19–2
19.1.2. LT–circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19–3
19.1.3. Venting and pressure control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19–3
19.1.4. Preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19–4
19.1.5. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19–4
19.1.6. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19–5
19.2. Water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19–5
19.2.1. Water pump maintenance (WD–125) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19–6
19.2.2. Water pump maintenance (WD–200) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19–7
20. Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20–1

20.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20–1
20.1.1. SPEX–piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20–1
20.2. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20–2
20.2.1. Change of expansion bellows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20–2
20.2.2. Assembling the expansion bellows between turbocharger and exhaust pipe . . . 20–2
20.2.3. Suspension of the insulation box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20–3
21. Starting air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–1

21.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–1
6
Chapter Page
21.2. Main starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–2
21.3. Starting air distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–3
21.3.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–3
21.3.2. Starting air distributor maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–3
21.4. Starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–4
21.4.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–5
21.4.2. Starting valve maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–5
21.5. Starting air vessel and pipings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–5
21.6. Pneumatic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–6
21.6.1. General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–6
21.6.2. Maintenance of the pneumatic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–8
21.6.2.1. Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–8
21.6.2.2. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–8
22. Control mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–1

22.1. Control mechanism, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–1
22.1.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–1
22.1.2. Maintenance of the control mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–4
22.1.3. Check and adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–6
22.1.3.1. Stop lever stop position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–6
22.1.3.2. Actuator stop position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–7
22.1.3.3. Mechanical overspeed trip device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–7
22.1.3.4. Electro–pneumatic overspeed trip device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–8
22.1.3.5. Fuel rack position indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–9
22.1.3.6. Fuel rack settings on fuel pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–9
22.2. Speed governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–11
22.2.1. General PG–EG 200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–11
22.2.2. Actuator drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–11
22.2.3. Actuator removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–12
22.2.4. Mounting of the actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–13
22.2.5. Electrical governor/actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–14
22.3. Mechanical overspeed trip device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–15
22.3.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–15
22.3.2. Cocking the overspeed trip device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–16
22.3.3. Check of trip speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–17
22.3.4. Adjustment of trip speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–18
22.3.5. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–18
22.4. Electro–pneumatic overspeed trip device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–20
22.4.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–20
22.4.2. Check and adjustment of stop position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–20
22.4.3. Check of trip speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–20
22.4.4. Adjustment of trip speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–20
22.4.5. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–21
23. Instrumentation and automation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–1

23.1. Measuring and monitoring equipment mounted on the engine . . . . . . . . . . . . . . . . . 23–1
23.1.1. The local control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–1
23.1.2. Thermometers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–1
23.1.3. General information of electrical drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–3
23.1.4. Temperature sensors and pressure transducers . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
7
Chapter Page
23.2. Speed Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.2. Theory of operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.2.1. Diesel engine speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.2.2. Relay functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.2.3. Turbocharger speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.2.4. Digital output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.2.5. Additional special functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–5
23.2.2.6. Slow turning and starting function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–5
23.2.3. Functional circuit cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–5
23.2.3.1. C1 Power supply DC/DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–5
23.2.3.2. C2 nDE–measuring converter with relay functions for the engine speed and
tacho–failure/power alarm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–6
23.2.3.3. C3 Relay card I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–8
23.2.3.4. C4 Measuring converter for turbocharger speed nTC . . . . . . . . . . . . . . . . . . . . . 23–9
23.2.3.5. C5 Relay card II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–10
23.2.3.6. C6 Special application cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–11
23.2.4. Engine speed sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–11
23.2.5. TPL turbocharger speed measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–12
23.2.6. Trouble shooting procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–14
23.3. Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–20
23.3.1. Resistance v.s. temperature relationship for platinum resistance element Pt 100. 23–20
23.3.2. Electromotive forces of thermocouple Nickel–Chromium / Nickel–Aluminium
(NiCr–NiAl) Type K. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–21
8
46 98 48 Contents, instruction, terminology 00
0. Contents, instruction, terminology
0.1. Contents of the instruction book

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! "

"

"

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In all correspondence
or when ordering spare parts, be careful to state engine type and en-
gine number.
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0.2. General rules

. engine log book "
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00–1 00 –1
00 Contents, instruction, terminology 46 98 48
0.3. Terminology

3
Manoeuvring side:

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,

"#
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Rear side:

#
"
Driving end:

Free end:

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Designation of cylinders: 0
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3
Terminology

Designation of bearings
7 % 8

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9889

989

9889 ,
- 989

3

9889
989
: 3

9:+9
00 –2 00–2
Designation of bearings

Manoeuvring side and rear side. /

"

979 99

,1 61 -
Clockwise rotating engine.

"#

Counter–clockwise rotating engine.

"

1
Bottom dead centre, "
BDC

Top dead centre, "
TDC

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Top dead centre at firing: /

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3
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00–3 00 –3

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TDC at fir-
ing.
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Designation of valves
Air in Exhaust out

Marking of the flywheel: "

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61
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00 –4 00–4
Example of reading the flywheel

00–5 00 –5

00 –6 00–6
4600A0216 Table of Contents
Appendix 00A
Table of Contents
00A Risk Reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00A-1
00A.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00A-3
00A.2 Identified hazard, hazardous situation or event . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00A-4
00A.3 General identified hazards, hazardous situations or events . . . . . . . . . . . . . . . . . . . . . . . . . 00A-5
00A.3.1 Hazards that may be due to moving parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00A-5
00A.3.2 Hazards that may be due to incorrect operating conditions . . . . . . . . . . . . . . . . . . . . 00A-5
00A.3.3 Hazards that may be due to leakage, break-down or improper assembly of
components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00A-5
00A.3.4 Hazards that may be due to electricity or incorrect connections within electrical
components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00A-6
00A.3.5 Other hazards and hazardous situations where it is especially important to use
personal safety equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00A-7
1
4600A0216 Table of Contents
This page is intentionally left blank.
2
4600A0216 Risk Reduction 00A
00A Risk Reduction
00A-1
00A-2
00A.1 General
Read the engine manual including this appendix before installing, operating or
servicing the engine and/or related equipment.
Failure to follow the instructions can cause personal injury, loss of life and/or
property damage.
Proper personal safety equipment include proper work clothing, e.g. overalls, gloves,
hard hat, safety glasses and ear protection must be used in all circumstances.
Missing, imperfect or defective safety equipment might cause serious personal injury
or loss of life.
This appendix contains listed general identified hazards, hazardous situations or
events, which are to be noticed during normal operation and maintenance work.
00A-3
00A.2 Identified hazard, hazardous situation or event
Identified hazard, hazardous Chapter of engine manual

situation or event 3 4 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Dropping parts during maintenance X X X X X X X X X X X X X X X
work
Turning device engaged during X X X X X X X X
maintenance work 1)
Crankcase safety expl. valves will X X X
open if crank-case explosion
Noise level X X X X X X X X X X X X X X v X
Running engine without covers X X X X X X X X X X
In case of major failure, risk of X X X X X X X X
ejected parts
Contact with electricity during X X X X X X X
maintenance work if power not
disconnected
Electrical hazard if grounding of X X X X X
electrical equipment is incorrect
Ejection of components / high X X X X X X X
pressure gas due to high firing
pressures
Risk of ejected parts due to break X X
down of turbo-charger
Overspeed or explosion due to air- X X X
gas mixture in the charge air 2)
Ejection of fuel injector if not X X X
fastened and turning device
engaged
Fire or explosion due to leakage on X X X X X X
fuel / gas line or lube oil system
Inhalation of exhaust gases due to X X X
leakage 3)
Inhalation of exhaust gas dust X X X X X X X
Explosion or fire if flammable gas X X
or vapor is leaking into the
insulation box. 4)
Touching of moving parts X X X X X X X X X X X X X X X
1) Warning light when turning device engaged.

2) Suction air to be taken from gas free space.
3) Require proper ventilation of engine room and plant.
4)Require proper ventilation and/or gas detector in the engine space and the engine
room.
00A-4
00A.3 General identified hazards, hazardous situations or

events
00A.3.1 Hazards that may be due to moving parts
· Running engine without covers, coming in contact with moving parts

· Touching pump parts during unintentional start of el. driven pump motor
· Charger starts to rotate due to draft if not locked during mainteance
· Somebody sticks his hand into the compressor housing when the silencer is
removed and engine running
· Unexpected movement of valve or fuel rack(s) due to broken wire or soft /
hardware failure in the control system
· Unexpected movement of components
· Turning device engaged during maintenance work
· Turning device not engaged e.g. Turning device removed for overhaul, during
maintenance work could cause rotating crankshaft
· Mechanical breakage (of e.g. speed sensor) due to erratic actuator assembly to
engine or electrical connections
00A.3.2 Hazards that may be due to incorrect operating conditions
· Overspeed or explosion due to air-gas mixture in the charge air

· Overspeeding due to air-oil mist mixture in the charge air
· Malfunction of crankcase ventilation
· Oil mist detector will trip if water is present in lubricating oil
· Crankcase explosion if oil mist is mixed with fresh air during inspection after an
oil mist shut down
· Crankcase safety explosion valves will open if there is a crankcase explosion
00A.3.3 Hazards that may be due to leakage, break-down or improper

assembly of components
· Fuel or gas pipe will burst and spray fuel / gas

· Leakage of:
· Fuel in joints on low and/or high pressure side

· Lube oil
· High pressure water on DWI engines
· HT water
00A-5
· Charge air
· Exhaust gas
· Pressurized air from air container, main manifold or pipes
· High pressure gas and sealing oil on GD engines
· Fire or explosion due to leakage on fuel line

· Fire due to oil, fuel or gas leakage
· Explosion or fire if flammable gas or vapor is leaking into the insulation box
· Inhalation of exhaust gases or fuel gases due to leakage
· Failure of pneumatic stop
· Ejected components due to:
· Breakdown of hydraulic tool

· Breakdown of hydraulic bolt
· Breakdown of turbocharger
· High firing pressures
· Major failure
· Ejection of:
· Pressurized liquids and gases from the block and pipings

· High pressure fluid due to breakdown of hydraulic tool
· Gas due to high firing pressures
· Pressurized gases from high pressure gas system
· High pressure fluid due to breakdown of HP sealing oil pipe
· High pressure air during maintenance of oil mist detector main air supply
piping
· Cooling water, fuel or lube oil if sensor is loosened while the circuit is
pressurized
· Springs during maintenance work
· Oil spray if running without covers

· Ejection of fuel injector if not fastened and turning device en gaged
00A.3.4 Hazards that may be due to electricity or incorrect

connections within electrical components
· Fire or sparks due to damage or short circuit in electrical equipment

· Contact with electricity during maintenance work if power not disconnected
· Electrical hazard if grounding of electrical equipment is incorrect
00A-6
· Electrical shock if electrical equipment has a lead isolation break or connector

damage or is dismantled with power connected
· Overheating of control system component due to erratic electrical connections
· Incorrectly wired or disconnected emergency stop switch
· Overload of control system components due to damaged control circuitry or
incorrect voltage
· Engine not controllable if failure in the shutdown circuitry
· Unexpected start up or overrun
· Crankcase explosion if:
· Engine not safeguarded at high oil mist levels, due to energy supply failure
· Engine not (fully) safeguarded at high oil mist levels, due to failure in oil
mist detector circuitry
· Engine not (fully) safeguarded at high oil mist levels, due to erratic electrical
connector or leakage in pipe connection
00A.3.5 Other hazards and hazardous situations where it is

especially important to use personal safety equipment
· Slip, trip and fall, Incorrect lifting methods

· Water additives and treatment products (see 02A. Environmental Hazards)
· Touching the insulation box, turbo-charger, pipes, exhaust manifold or (other)
unprotected parts without protection during engine operation
· Dropping parts during maintenance work
· Starting maintenance work too early i.e. causing risk when handling hot
components
· Neglecting use of cranes and/or lifting tools
· Not using proper tools during e.g. maintenance work
· Contact with fuel oil or oily parts during maintenance work (see appendix 02A)
· Noise level
· Touching or removing Turbocharger insulation
· Preloaded fixation springs during check / replacement of sensor
00A-7
00A-8
4600B0217 Table of Contents
Appendix 00B
Table of Contents
00B Welding Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00B-1
00B.1 Precautions General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00B-3
00B.2 Preventing uncontrolled current loops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00B-4
00B.3 Preventing Radiation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00B-5
00B.4 Preventing damage due to sparks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00B-6
00B.5 Precaution checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00B-7
00B.5.1 Checklists General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00B-7
00B.5.2 Basic ECU (Despemes/Spemos) checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00B-7
00B.5.3 WECS 2000 checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00B-7
00B.5.4 WECS 3000 checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00B-7
00B.5.5 WECS 7000/8000 checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00B-8
1
4600B0217 Table of Contents
2
4600B0217 Welding Precautions 00B
00B Welding Precautions
00B-1
00B-2
00B.1 Precautions General
Main principles:
· Prevent uncontrolled current loops
· Prevent radiation
· Prevent sparks and hot metal slag hazards
CAUTION! If convenient, disconnect all global signals like power supply, data
communication etc.
00B-3
00B.2 Preventing uncontrolled current loops

Welding current path must always be checked, there should be a direct route from
the welding point to the return connection of the welding apparatus.
The highest current is always following the path of lowest resistance. In certain cases
the return current can therefore proceed via grounding wires and electronic
components in the control system.
To avoid this, the distance between the welding point and the return connection
clamp of the welding apparatus should always be shortest possible and without
electronic components in the returning loop path.
Attention must be paid to the security of the return connection clamp, a bad contact
may also cause sparks and radiation.
00B-4
00B.3 Preventing Radiation
The welding current and the arc emits a wide spectrum of electromagnetic radiation.
This may cause damages to sensitive electronic equipment.
To avoid this damage, all cabinets and terminal boxes must be kept closed during
welding procedures. Sensitive equipment can also be protected by means of
shielding with a conductive metal plate.
Also avoid having the cables of the welding apparatus laying in parallel with wires
and cables of the control system. The high welding current is easily inducting
secondary currents in other conductive materials.
00B-5
00B.4 Preventing damage due to sparks
Sparks are commonly projected around from the welding arc. Few materials
withstand the heat from these sparks. Therefore all cabinets and terminal boxes
should be kept closed during welding procedures.
Sensors, actuators, cables and other equipment out 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.
00B-6
00B.5 Precaution checklists
00B.5.1 Checklists General
The checklists (preferable glued to a plastic plate) in this chapter should be put into
the engines cabinet for respective system type. The checklist must be easily visible
and accessible when opening the cabinet.
00B.5.2 Basic ECU (Despemes/Spemos) checklist
The following precautions must be paid attention to before welding in the vicinity of
a basic ECU system:
· Close the cover of the cabinet

· Deactive the system by disconnecting all external connectors (X1...X4)
· If convenient, protect cables, sensors and other equipment from sparks with a
proper metal sheet
00B.5.3 WECS 2000 checklist
The following precautions must be followed before welding in the vicinity of a

WECS 2000 control system:
· Close the covers of the cabinet and all the distributed units
· Deactivate the system by disconnecting all external connectors (X1...X6)
· If convenient, protect cables, sensors and other equipment from sparks with a
proper metal sheet
00B.5.4 WECS 3000 checklist

WECS 3000 control system:

· Do not connect the welding apparatus return line to the aluminium profile
containing CCU’s, KDU’s and ignition modules
The profile is used as a common ground for these modules.
· Open all terminal fuses (F1...F20) in the cabinet

· Close the covers of the cabinet and all the distributed units
· If convenient, protect cables, sensors and other equipment from sparks with
proper metal sheet
00B-7
00B.5.5 WECS 7000/8000 checklist

WECS 7000 or 8000 control system:

· If the welding point is close to (approximately within a radius of 2 m) an
electronic module (SSM-701, SSM-558, CCD/PDM, Cense etc.) disconnect all
connectors of the unit
· Close the covers of the cabinet
· Disconnect the interconnections between the harnesses and the cabinet
· If convenient, protect harnesses, cables, sensors and other equipment from
sparks with a proper metal sheet
00B-8
46 02 31 Main data, operating data and general design 01
1. Main data, operating data and general de-

sign
1.1. Main data for WÄRTSILÄR 46

Cylinder bore 460 mm
Stroke 580 mm
Piston displacement per cylinder 96.4 l
Firing order
Engine type Clockwise rotation Counter–clockwise rotation
4L46 1–3–4–2 1–2–4–3
6L46 1–5–3–6–2–4 1–4–2–6–3–5
8L46 1–3–2–5–8–6–7–4 1–4–7–6–8–5–2–3
9L46 1–2–4–6–8–9–7–5–3 1–3–5–7–9–8–6–4–2
12V46 A1–B1–A5–B5–A3–B3–A6–B6–A2– A1–B4–A4–B2–A2–B6–A6–B3–A3–
B2–A4–B4 B5–A5–B1
B8–A6–B6–A7–B7–A4–B4 B5–A5–B2–A2–B3–A3–B1
B5–A6–B1–A3–B7–A9–B4–A5–B2 B5–A8–B9–A2–B3–A4–B6–A7–B8
01–1 01 –1
01 Main data, operating data and general design 46 02 31
1.2. Recommended operating data

Apply to normal operation at nominal speed.
Normal values Limits

Alarm Stop
Temperatures,_C
Lub. oil before engine 60–65 70 80 (xx)
Lub. oil differential high, after engine 10–13
HT water after engine 85–95 105 110
HT water differential low, before engine 5–15
HT water, rise over turbocharger 8–12
(only VTR– and Napier–chargers)
LT water before engine 28–38
Charge air in air receiver 40–60 75
Exhaust gas after cylinder See test records 490 550 (xx)
Preheating of HT water 70
Gauge pressures (bar)
Lub. oil before engine 4,0 3,0 2,0
Lub. oil before turbocharger: VTR 0,5–1,5 0,4
TPL 1,25–2,25 1,0
Napier 2,3–3,3 2,1
HT water before engine 3,0–4,5 (x) 2.0
LT water before charge air cooler 3,0–4,5 (x) 2.0
Fuel before engine 7–9 4,0
Starting air max. 30 18
Charge air See test records
Other pressures (bar)
Firing pressure See test records
(x) Depending on engine speed and installation.

(xx) Load reduction
01 –2 01–2
46 02 31 Main data, operating data and general design 01
1.3. Reference conditions

Reference conditions according to ISO 3046/I:
Air pressure 100 kPa (1.0 bar)
Ambient temperature 298 K (25_C)
Relative air humidity 30 %
Cooling water temperature before charge air cooler 298 K (25_C)
Should the engine be designated to operate outside of the above stated conditions,
the output will be as per the sales contract. The engine manufacturer can give ad-
vice about the correct output reduction. As a guideline, the derating calculation
is as follows:
(a + b + c) x Rated Output
a = 0.5 % for every _C the ambient temperature exceeds stated value in the sales
documents.
b = 1 % for every 100 m level difference above stated value in the sales docu-
ments.
c = 0.4 % for every _C the cooling water of the charge air cooler exceeds stated
value in the sales documents.
1.4. General engine design

The engine is a turbocharged intercooled 4–stroke diesel engine with direct fuel
injection.
The engine block is cast in one piece. The main bearings are underslung. The
main bearing cap is supported by two hydraulically tensioned main bearing
screws and two horizontal side screws. The cooling water header is cast into the
engine block. The crankcase covers, made of light weight metal, are sealed
against the engine block by means of rubber seals. The lubricating oil sump is
welded.
The cylinder liners are designed with high collars and drilled cooling holes. The
cooling effect is optimized to maintain the correct temperature on the inner sur-
face.
The main bearings are 3–metal bearings and can be removed by lowering the
main bearing cap. A hydraulic jack is provided for every main bearing to lower
and lift the main bearing cap.
The crankshaft is forged in one piece and balanced by counterweights as re-
quired.
The connecting rods are drop forged. The design is a three piece marine design.
The small end bearing is stepped to achieve large bearing surfaces. The big end
bearings are 3–metal bearings.
The piston upper part ring grooves are hardened. Cooling oil enters the cooling
space through the connecting rod. The cooling spaces are designed to give an op-
timal shaker effect. Part of the oil going to the cooling space is led to piston skirt
lubrication through nozzles situated in the piston.
01–3 01 –3
01 Main data, operating data and general design 46 02 31
The piston ring set consists of two chrome–plated compression rings and one
chrome plated, spring–loaded oil scraper ring.
The cylinder head, made of special cast iron, is fixed by four hydraulically ten-
sioned screws. The head is of the double deck design and cooling water is forced
from the periphery towards the centre thereby ensuring efficient cooling to the
important areas.
The inlet valves are stellite plated and the stems are chromium plated. The valve
seat rings are made of a special cast iron alloy and are changeable.
The exhaust valves seal against the directly cooled valve seat rings. The valves
are made of Nimonic in engines using HFO as fuel or they have Stellite seats and
chromium–plated stems in case of using MDO.
The seat rings, made of a corrosion and pitting resistant material, are replace-
able.
The camshafts are made up from one–cylinder sections with integrated cams.
The bearing journals are separate pieces and thus it is possible to remove a cam-
shaft piece sideways.
The injection pumps have separated roller followers and can be changed by ad-
justing the base measure with the tappet screw. The pumps and pipings are located
in a closed space, so called ”hot box”, for heavy fuel operation.
The charge air coolers are equipped with removable inserts.
The internal lubricating oil system is provided with a welded oil sump, lubri-
cating oil connections and a centrifugal type filter.
The starting system: The air supply to the cylinders is controlled by the starting
air distributor which in turn is operated by the camshaft.
01 –4 01–4
200322-01 Fuel, Lubricating Oil, Cooling Water
02. Fuel, Lubricating Oil, Cooling Water
For preventing and minimising the handling risks, read carefully

chapter 02A., Environmental Hazards.
02.1 Fuel
02.1.1 General
The WÄRTSILÄ® medium-speed diesel engines are designed to oper-

ate on heavy fuel (residual fuel) with a maximum viscosity of 55 cSt at
100 °C (approx. 730 cSt at 50 °C, approx. 7200 Redwood No.1 seconds
at 100 °F) and will operate satisfactorily on blended (intermediate)
fuels of lower viscosity, as well as on distillate fuel. Avoid the use of
fuels having a lower/higher viscosity than values found in the table
below, as such fuels may cause fuel injection pump plunger or fuel
nozzle needle seizure.
Fuel viscosity limits at engine inlet in running conditions (cSt)

Fuel WÄRTSILÄ®20 Vasa 32 & 32LN WÄRTSILÄ®46
WÄRTSILÄ®32
LFO, min. 1,8 2,0 2,8
HFO 16 - 24 16 - 24 16 - 24
The maximum limits of fuel characteristics for a certain engine are

stated in the documentation delivered with the engine.
Blended fuels (residuals and distillate) with a viscosity between
approx. 4 and 7 cSt at 100 °C (12 and 30 cSt at 50 °C, 75 and 200 Redwood
No.1 seconds at 100 °F) containing between 30 and 60 % distillate
should, however, be avoided due to the risk of precipitation of heavy
components in the blend, with filter clogging and large amount of
centrifuge sludge as a consequence.
When difficulties with filter clogging are experienced, fuel incompatibility
can be tested by the ASTM D4740-93 or ISO 10307-1/93 (LFO) or ISO
10307-2/A/93 (HFO) test methods.
W20/32/46, 32, 32LN 02 - 1

Fuel, Lubricating Oil, Cooling Water 200322-01
02.1.2 Fuel treatment
02.1.2.1 Purification
Heavy fuel (residuals, and mixtures of residuals and distillate) must
be purified in an efficient centrifuge before entering the day tank. The
fuel is to be heated before centrifuging.
Recommended temperatures, depending on the fuel viscosity, are
stated in the diagram, chapter 02, Fig 02-1.
Be sure that the correct gravity disc is used. Never exceed the flow
rates recommended for the centrifuge for the grade of fuel in use. The
lower the flow rate the better the efficiency.
Recommended centrifuge flow rate

Fuel in use
Max. viscosity (cSt/100°C) 10 15 25 35 45 55
Approx. viscosity (cSt/50°C) 50 90 205 350 530 730
Centrifuge flow rate 60 40 30 25 20 15
(% of rated capacity)
Note! Recommended centrifuge flow rates, see separator manufacturers

instruction manual.
In case pure distillate fuel is used, centrifuging is still recommended

as fuel may be contaminated in the storage tanks.
Rated capacity of the centrifuge may be used provided the fuel
viscosity is less than 12 cSt at centrifuging temperature.
Marine Gas Oil viscosity is normally less than 12 cSt at 15 °C.
02.1.2.2 Heating
See diagram, Fig 02-1. Keep the fuel temperature about 10 °C above the
minimum storage temperature indicated in the diagram in order to
minimize the risk of wax formation, and the temperature after the final
heater 5 - 10 °C above the recommended temperature before injection
pumps to compensate for heat losses between heater and engine.
02 - 2 W20/32/46, 32, 32LN

Fuel oil viscosity-temperature diagram
Centistokes
5000
2000
APPROX. PUMPING LIMIT
1000
600
H 700 cSt at 50 C
400 G
300 380 cSt at 50 C
A B
200 CENTRIFUGING
MINIMUM STORAGE TEMPERATURE
100 TEMPERATURE
80 VISCOSITY BEFORE
FUEL PUMPS
60 C
50
40 K
30 F
25
20 RECOMMENDED
RANGE D
16
14
12 E
10
9 GAS OIL
8 MAX. TEMP
7 MARINE DIESEL OIL
6
180 cSt at 50 C
5
5.5 cSt at 40 C 80 cSt at 50 C
4
11 cSt at 40 C 40 cSt at 50 C
3 14 cSt at 40 C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150

C
Fig 02-1 3202529238
Example: A fuel oil with a viscosity of 380 cSt (A) at 50 °C (B) or 80 cSt
at 80 °C (C) must be preheated to 112 - 126 °C (D-E) before the fuel
injection pumps, to 97 °C (F) at the centrifuge and to minimum 40 °C
(G) in storage tanks. The fuel oil may not be pumpable below 36 °C (H).
To obtain temperatures for intermediate viscosities, draw a line from
the known viscosity/temperature point in parallel to the nearest viscos-
ity/temperature line in diagram.
Example: Known viscosity 60 cSt at 50 °C (K). The following can be
read along the dotted line: Viscosity at 80 °C = 20 cSt, temperature at
fuel injection pumps 74 - 86°C, centrifuging temperature 86 °C, mini-
mum storage tank temperature 28 °C.
Conversion from various current and obsolete viscosity units to centi-
stokes can be made in the diagram, Fig 02-2. The diagram should be
used only for conversion of viscosities at the same temperature. The
same temperatures should then be used when entering the visco-
sity/temperature point into the diagram, Fig 02-1.
W20/32/46, 32, 32LN 02 - 3

Viscosity conversion diagram
Centistokes
5000
2000
1000
600
400
300
200
100
80
60
50
40
30
25
20
16
14
12
10
9
8
7
6
5
4
10 20 50 100 200 500 1000 2000 5000 10000

Sec. Saybolt Furol
1 2 5 10 20 50 100 200 500 1000
¡ Engler
10 20 50 100 200 500 1000 2000 5000 10000
Sec.Redwood I
10 20 50 100 200 500 1000 2000 5000 10000
Sec. Saybolt Universal
Fig 02-2 3202538935
When converting viscosities from one of the units on the abscissa to

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

An automatic viscosity controller, or a viscosimeter, at least, should be
installed in order to keep the correct viscosity of the fuel before the fuel
enters the engine fuel system.
02 - 4 W20/32/46, 32, 32LN

02.1.3 Maximum limits of fuel characteristics
The diesel engines WÄRTSILÄ® Vasa 32 & 32LN, WÄRTSILÄ® 20,

WÄRTSILÄ® 32 and WÄRTSILÄ® 46 are designed and developed
for continuous operation, without reduction of the rated output, on
fuels with the following properties:
Fuel characteristics, maximum limits

Kinematic viscosity cSt at 100 °C 55
cSt at 50 °C 730
Redwood No.1 sec. at 100 °F 7200
Kinematic viscosity cSt at engine inlet see
02.1.1
Density kg/m3 at 15 °C 991
Density 1) kg/m3 at 15 °C 10101)
Water vol-% 1.0
Water, before engine vol-% 0.3
Flash point, min. (PMCC) °C 60
Pour point °C 30
Total Sediment Potential mass-% 0.10
The limits above also correspond to the demands:

• ISO 8217:1996(E), ISO-F-RMH 55 and RMK 551)
• BS MA 100:1996, RMH 55 and RMK 551)
• CIMAC 1990, class H 55 and K 551)
1)
Provided the fuel treatment system can remove water and solids.
Four types of fuels are defined for the WÄRTSILÄ® Vasa 32 & 32LN,
WÄRTSILÄ® 20, WÄRTSILÄ® 32 and WÄRTSILÄ® 46 engines:
• HFO 1, heavy fuel oil of normal quality.
• HFO 2, heavy fuel oil below normal standard quality.
• DO, diesel oil or LFO, light fuel oil.
• CRO, Crude oil.
The maintenance intervals are decided by the characteristics of the
used fuel, see Chapter 04 Maintenance Schedule.
W20/32/46, 32, 32LN 02 - 5

The differences between HFO 1 and HFO 2 are seen below:
Fuel characteristics, maximum limits

HFO 1 HFO 2
Sulphur mass-% 2.0 2.0 - 5.0
Ash mass-% 0.05 0.05 - 0.20
Vanadium mg/kg 100 100 - 600
Sodium mg/kg 50 50 - 100
Sodium, bef. engine mg/kg 30 30
Aluminium + Silicon mg/kg 30 30 - 80
Aluminium + Silicon, bef. mg/kg 15 15
engine
Conradson Carbon Residue mass-% 15 15 - 22
Asphaltenes mass-% 8 8 - 14
CCAI 850 850 - 870
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! If any of specified fuel properties exceed HFO 1 maximum value

the fuel should be classified as HFO 2.
02.1.4 Comments on fuel characteristics
a) The viscosity is not a measure of the fuel quality, but determines the
complexity of the fuel heating and handling system, as a heavy fuel oil has
to be heated to reach a viscosity of 16 - 24 cSt at the point of injection. At
low viscosities, the flow past the plunger in the injection pump in-
creases. This leads to a decrease in the amount of injected fuel, which
in bad cases might make it impossible to reach full engine output.
The standard engine fuel system is laid out for max. 55 cSt at 100 °C
fuel (approx. 730 cSt at 50 °C, approx. 7200 Redwood No.1 seconds at
100 °F).
b) The density influences mainly on the fuel separation. Separators can
remove water and to some extent solid particles from fuels having
densities of up to 991 kg/m3 at 15 °C. There are also separators on the
market that can clean fuel with densities of up to 1010 kg/m3 at 15 °C.
The separator capability must be checked before purchasing a fuel with
a very high density, as a bad separation will lead to abnormal wear due
to unremoved particles and water. The separator disc must be chosen
according to the fuel density.
Caution! Fuels having a low viscosity in combination with a high density

usually have bad ignition properties!
02 - 6 W20/32/46, 32, 32LN

c) Ignition quality. Heavy fuels may have very low ignition quality. This
may cause trouble at start and low load operation, particularly if the
engine is not sufficiently preheated. Low ignition quality may also
result in a long ignition delay and can cause a fast pressure rise and
very high maximum pressures. This increases the mechanical load and
can even damage engine components such as e.g. piston rings and
bearings severely. Deposits on the piston top, on the exhaust valves, in
the exhaust system, and on the turbine nozzle ring and turbine blades
can also be expected. The turbocharger fouling will lead to decreased
turbocharger efficiency, and increased thermal load.
A symptom of low ignition quality is diesel knock, i.e. hard, high
pitched combustion noise. The effects of diesel knocking are increased
mechanical load on components surrounding the combustion space,
increased thermal load, as well as increased lubricating oil consump-
tion and contamination.
Caution! Although low ignition quality produces long ignition delays, ad-
vancing the injection timing makes things only worse: The fuel will
be injected at a lower compression temperature, and this will
produce an even longer ignition delay!
Ignition quality is not defined, nor limited, in marine residual fuel

standards. The same applies to ISO-F-DMC marine distillate fuel.
The ignition quality of a distillate fuel can be determined according
to several methods, i.e. Diesel Index, Cetane Index, and Cetane Num-
ber.
The ignition quality of a heavy fuel oil can be roughly determined by
calculating the CCAI (= Calculated Carbon Aromaticity Index) from
the viscosity and density of a fuel.
Determining of CCAI:
CCAI = ρ - 81 - 141 log10log10 (νκ + 0.85)
where ρ = density ( kg/m3 at 15 °C)

νκ = kinematic viscosity ( cSt at 50 °C)
Note! An increased CCAI value indicates decreased ignition quality!
CCAI can also be determined (but with limited accuracy) by the

nomogram, see Fig 02-3.
Straight run fuels show CCAI values in the 770 - 840 range, and are
very good igniters. Cracked residues may run from 840 to over 900,
while most bunkers remain in the 840 to 870 range at present.
W20/32/46, 32, 32LN 02 - 7

The CCAI is not an exact tool for judging fuel ignition properties.
Following rough guidelines can however be given:
• Engines running at constant speed and load over 50 % can without
difficulty use fuels with CCAI-values of up to 870.
• Engines running at variable speed and load can without difficulty
run on fuels with CCAI-values up to 860.
To avoid difficulties with poor ignition quality fuels the following
should be noted:
• Sufficient preheating of the engine before start.
• Proper function of the inverse cooling system.
• Proper function of the injection system, especially the injection
nozzle condition must be good.
Nomogram for deriving CCAI
VISCOSITY DENSITY CCAI

cSt (mm2/s) (kg/m3 at 15˚C)
820
50˚C 100˚C 840

4
860 800
2
5
880 810
6
7 820
900
8 3
9 830
10 920
840
4
15 940 850
5
20 960 860
6
25
30 7 870
8 980
35
40 9 880
50 10 1000
890
75
15 1020 900
100
150 20 910
1040
200 25
250 30 920
300
35
400 40 930
500
50
750 60
1000
Fig 02-3 3202599716
02 - 8 W20/32/46, 32, 32LN

d) The water content of heavy fuel oils varies widely. Water may come
from several different sources, it can either be fresh or salt. It can also
originate from e.g. condensation in the installation’s bunker tanks.
• If the water is sweet and very well emulsified in the fuel, the
effective energy content of the fuel decreases with increasing
water content, leading to an increase in fuel consumption.
• If the fuel is contaminated with sea water, the chlorine in the salt
will cause corrosion of the fuel handling system, including the
injection equipment. The effects of sodium, that also originates
from salt, are described more in detail below.
To avoid difficulties in the engine fuel injection system the water
content must be reduced to a max. of 0.3 % prior to the engine.
e) The sulphur in the fuel may cause cold corrosion and corrosive wear,
especially at low loads. Sulphur also contributes to deposit formation
in the exhaust system, normally together with vanadium and/or so-
dium in the form of sulphates. The deposits can also cause high
temperature corrosion, as described below.
f) A high ash content may be detrimental in several ways. Different ash
components can cause different problems:
• Aluminium and silicon oxides originate from the refining process,
and can cause severe abrasive wear mainly of the injection pumps
and nozzles, but also of cylinder liners and piston rings. An
efficient fuel separation is a must for minimising wear.
• Oxides of vanadium and sodium, mainly sodium vanadyl
vanadates, are formed during the combustion, and mix or react
with oxides and vanadates of other ash components, e.g. nickel,
calcium, silicon and sulphur. The sticking temperature of the
mixture may be such, that a deposit is formed on a valve, in the
exhaust gas system, or in the turbo-charger. This deposit is highly
corrosive in the molten state, destroying the protective oxide layer
on e.g. an exhaust valve, and leading to hot corrosion and a burned
valve. Deposits and hot corrosion in the turbocharger, especially
on the nozzle ring and turbine blades will cause a decreased
turbocharger efficiency. The gas exchange will be disturbed, less
air flows through the engine, and thus the thermal load on the
engine increases. The deposit formation increases at increased
temperatures and engine outputs.
To avoid the above mentioned problems when running on high ash
fuels, it is important to:
• Have an efficient fuel separation.
• Clean the turbocharger regularly with water, see section 15.3.
• Have a strict quality control of the bunkered fuel, i.e. to see that
the amounts of ash and dangerous ash constituents stay low.
• Maintain clean air filters and charge air coolers by regular clean-
ing based on pressure drop monitoring.
g) High carbon residue content may lead to deposit formation in the
combustion chamber and in the exhaust system, especially at low loads.
W20/32/46, 32, 32LN 02 - 9

• Deposit formation on injection nozzle tips will disturb the fuel

atomisation and deform the fuel sprays, decreasing the combus-
tion process efficiency, and even leading to locally increased
thermal loads.
• Deposits in the piston ring grooves and on the rings will hinder
the movement of the rings, causing a.o. increased blow-by of
combustion gases down to the crank case, which in turn increases
the fouling of the lubricating oil.
• Deposits in the exhaust gas system and in the turbocharger will
disturb the gas exchange and increase the thermal load.
h) High asphaltene content may contribute to deposit formation in the
combustion chamber and in the exhaust system, especially at low loads.
Asphaltenes are complex, highly aromatic compounds with a high
molecular weight, that usually contain sulphur, nitrogen and oxygen,
as well as metals like vanadium, nickel, and iron (see “Ash” above). A
high asphaltene content indicates that a fuel may be difficult to ignite
and that it burns slowly.
If the fuel is unstable, the asphaltenes may precipitate from the fuel
and block filters and/or cause deposits in the fuel system, as well as
excessive centrifuge sludge.
i) A low flash point (high vapour pressure) is often seen especially for
crude oils.
The low flash point will not influence the combustion, but the fuel can
be dangerous to handle and store. This is especially the case if the pour
point is high, and the fuel has to be heated due to this. Special explosion
proof equipment and separators can be used in extreme cases.
A high vapour pressure (low flash point) can also give cavitation and
gas pockets in the fuel pipes. These can be avoided by using an elevated
pressure in the fuel handling system.
It is to be noted that some insurance companies demand the use of
fuels having a flash point higher than 60 °C.
j) The pour point tells below which temperature the fuel does not flow,
and determines how easy it will be to handle the fuel. The whole fuel
handling system, including tanks and pipes, must be heated to a
temperature at least 10 - 15 °C above the pour point.
k) Total sediment potential tells something about the fuels stability. If
the TSP is high, the danger of sediment and sludge formation in tanks
and fuel handling systems increases, as well as the probability for filter
clogging.
TSP can also be used as a check for the compatibility of two different
fuels: The two fuels are mixed, and if the TSP for the mix remains low,
the fuels are compatible.
02.1.5 Measures to avoid difficulties when running on

heavy fuel
Poor fuel quality will influence on wear, engine part lifetime and
maintenance intervals adversely.
02 - 10 W20/32/46, 32, 32LN

In order to obtain maximum operating economy it is recommendable:
a) to limit maximum continuous output as much as operating condi-

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

components in the fuel), avoid, if possible, blending of fuels from
different bunker stations, unless the fuels are known to be compatible.
If stability and compatibility problems occur, never add distillate fuel,
as this will probably increase precipitation. A fuel additive with a
highly powerful dispersing characteristics can be of help until a new
fuel delivery takes place.
The characteristics of heavy fuels blended from residuals from mod-
ern refinery processes like catalytic cracking and visbreaking may
approach at least some of the limits of fuel characteristics given in the
chapter 02., sect. 02.1.3.
Compared with “traditional” heavy fuels blended from straight run
residuals, the “modern” heavy fuels may have reduced ignition and
combustion quality.
Fuels blended from catalytic cracking residuals may contain very
abrasive catalytic fines (silicon and aluminium oxides) which, if al-
lowed to enter the injection system, may wear down injection pumps
and nozzles in a few hours.
Some of the difficulties that may occur when operating on heavy fuels
blended from cracked residuals can be avoided by:
• Sufficient centrifuging capacity. The best and most disturbance-
free results are obtained with the purifier and clarifier in series.
Alternatively the main and stand-by separators may be run in
parallel, but this makes heavier demands on correct gravity disc
choice and constant flow and temperature control to achieve
optimum results. Flow rate through the centrifuges should not
exceed the maximum fuel consumption by more than 10 %.
• Sufficient heating capacity to keep centrifuging and injection
temperatures at recommended levels. It is important that the
W20/32/46, 32, 32LN 02 - 11

temperature fluctuations are as low as possible (± 2 °C before

centrifuge) when centrifuging high viscosity fuels with densities
approaching or exceeding 991 kg/m3 at 15 °C.
• Sufficient preheating of the engine and the fuel systems before
starting the engine.
• Keeping fuel injection equipment and the inverse cooling system
in good condition.
See also section 02.2.7., Handling of oil samples.
02.2 Lubricating oil
02.2.1 System oil characteristics
Viscosity. Viscosity class SAE 40. In WÄRTSILÄ® Vasa 32 engine type

also the use of SAE 30 class lubricating oil is allowed.
Viscosity Index (VI). Min.95.
Alkalinity (BN). The required lubricating oil alkalinity is tied to the fuel
specified for the engine.
Fuel standards and lubricating oil requirements

Category Fuel standard Lube oil BN
ASTM D 975-94 GRADE 1D, 2D
A ISO 8217: 1996(E) DMX, DMA
BS MA 100:1996 DMX, DMA 10 - 30
CIMAC 1990 DX, DA
ASTM D 975-94 GRADE 4D
B ISO 8217: 1996(E) DMB
BS MA 100:1996 DMB 15 - 30
CIMAC 1990 DB
ASTM D 396-94 GRADE No. 4-6
C ISO 8217: 1996(E) DMC, RMA10-RMK55
BS MA 100:1996 DMC, RMA10-RMK55 30 - 55
CIMAC 1990 DC, A10-K55
CRUDE OIL
D (CRO) 30
It is recommended to use in the first place BN 50-55 lubricants when

operating on heavy fuel. This recommendation is valid especially for
engines having wet lubricating oil sump and using heavy fuel with
sulphur contents above 2.0 % mass. BN 40 lubricants can be used when
operating on heavy fuel as well if experience shows that the lubricating
oil BN equilibrium remains at an acceptable level.
BN 30 lubricants are recommended to be used only in special cases,
such as installations equipped with an SCR catalyst. Lower BN prod-
ucts eventually have a positive influence on cleanliness of the SCR
catalyst. With BN 30 oils lubricating oil change intervals may be rather
short, but lower total operating costs may be achieved because of better
plant availability provided that the maintenance intervals of the SCR
catalyst can be increased.
02 - 12 W20/32/46, 32, 32LN

BN 30 oils are also a recommended alternative when operating on

crude oil. Though crude oils many times have low sulphur content, they
can contain other acid compounds and thus an adequate alkali reserve
is important.
Additives. The oils should contain additives that give good oxidation
stability, corrosion protection, load carrying capacity, neutralization of
acid combustion and oxidation residues, and should prevent deposit
formation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
Foaming characteristics. Fresh lubricating oil should meet the follow-
ing limits for foaming tendency and stability (according to the ASTM
D 892-92 test method):
• Sequence I: 100/0 ml
• Sequence II: 100/0 ml
• Sequence III: 100/0 ml
In this test a certain amount of air is blown through the lubricating oil
sample. The first number in the results is the foam volume after a
blowing period of 5 minutes and should be less than or equal to 100 ml.
The second number is the foam volume after a settling period of 10
minutes and should always be 0 ml.
Sequences I and III are performed at a temperature of 24 °C and
sequence II at a temperature of 93.5 °C.
02.2.2 Lubricating oil qualities
Lubricating oil is an integrated engine component and thus the

quality of it is upmost important. All lubricating oils, which have
been approved for use in WÄRTSILÄ® Vasa 32, WÄRTSILÄ® Vasa
32LN, WÄRTSILÄ® 20, WÄRTSILÄ® 32 and WÄRTSILÄ® 46 en-
gine types, have gone through an approval test according to the
engine manufacturer’s procedure.
The use of approved lubricating oil qualities during the warranty
period is mandatory and is also strongly recommended after the
warranty period.
The list of approved lubricating oils can be found in the end of this
chapter.
Note! Never blend different oil brands unless approved by the oil supplier,
and during the warranty period, by the engine manufacturer.
Attention! Before using a lubricating oil not listed in the table the engine
manufacturer must be contacted. Lubricating oils that are not
approved have to be tested according to the engine manufac-
turer’s procedures.
W20/32/46, 32, 32LN 02 - 13

02.2.3 Maintenance and control of the lubricating oil
a) Centrifuging of the system oil is recommended in order to separate

water and insolubles from the oil. Water must not be added when
centrifuging (“washing”). The oil should be pre-heated to 80 - 95 °C.
Many oil manufacturers recommend a separation temperature of
90 - 95 °C for an effective separation. Please check with the supplier
of your lubricating oil what the optimal temperature is. Use the
highest recommended temperature. For efficient centrifuging, use
only about 20 % of the rated flow capacity of the separator. For
optimum conditions the centrifuge should be capable of passing the
entire oil quantity in circulation 4 - 5 times every 24 hour at 20 % of
rated flow. Gravity disc should be chosen acc. to oil density at
separation temperature. Follow the operation instructions given by
the separator manufacturer for optimal performance of the separator.
Note! The lubricating oil separation efficiency influences the condition of

the lubricating oil and the change interval of the lubricating oil
batch. Depending on type of application and from the different
lubricating oil system arrangements point of view, the following
separation routines are adviced:
- Continous running of the separator(s) when the engine(s) is run-
ning, recommended in the first place.
- Periodical separation of auxiliary engine in stand-by or running
mode in installation equipped with one or more separator(s), which
treats lubricating oil of more than one engine.
Caution! Defects on automatic, “self-cleaning” separators can quickly in-

crease the water content of the oil under certain circumstances!
(The water control valve fails.)
b) During the first year of operation it is advisable to take samples of the

lubricating oil at 500 operating hours intervals. The sample should be
sent to the oil supplier for analysis. On the basis of the results it is
possible to determine suitable intervals between oil changes. Frequent
oil analysis at 500 - 1000 operating hours intervals is also recom-
mended after the first year of operation to ensure safe engine operation.
See also section 02.2.7., Handling of oil samples.
When estimating the condition of the used oil, the following properties
should be observed. Compare with guidance values (type analysis) for
new oil of the brand used.
Viscosity. Should not decrease by more than 20 % and not rise by more
than 25% above the guidance value at 100 °C.
Should not decrease by more than 25 % and not rise by more than
45% above the guidance value at 40 °C.
Flash point. Should not fall by more than 50 °C below the guidance
value. Min. permissible flash point 190 °C (open cup) and 170 °C (closed
cup) . At 150 °C risk of crankcase explosion.
02 - 14 W20/32/46, 32, 32LN

Water content. Should not exceed 0.3 %. A value higher than 0.3% can
not be accepted for longer periods, but measures must be taken; either
centrifuging or oil change.
BN (Base Number).
• Fuel category A and B:
The minimum allowable BN value of a used oil is 50 % of the
nominal value of a new oil.
• Fuel categories C and D:
The minimum allowable value of used oil is BN 20.
Insolubles. The quantity allowed depends on various factors. The oil
supplier’s recommendations should be followed. However, an n-Pentane
insoluble value above 1.5 % calls for attention. A value higher than 2 %
cannot be accepted for longer periods.
In general it can be said that the changes in the analyses give a better
basis of estimation than the absolute values.
Fast and great changes may indicate abnormal operation of the
engine or of a system.
c) Compensate for oil consumption by adding max. 10 % new oil at a
time. Adding larger quantities can disturb the balance of the used oil
causing, for example, precipitation of insolubles. Measure and record
the quantity added.
Attention to the lubricating oil consumption may give valuable infor-
mation about the engine condition.
A continuous increase may indicate that piston rings, pistons and
cylinder liners are getting worn, and a sudden increase motivates
pulling the pistons, if no other reason is found.
d) Guidance values for oil change intervals are to be found in chapter
04. Intervals between changes are influenced by system size (oil volume),
operating conditions, fuel quality, centrifuging efficiency and total oil
consumption. Efficient centrifuging and large systems (dry sump opera-
tion) generally allow for long intervals between changes. It is recom-
mended to follow up that the BN value of the lubricating oil keeps within
engine manufacturer’s limits during the whole oil change interval.
When changing oil the following procedure is recommended:
1 Empty oil system while oil is still hot. Be sure that oil filters and
coolers are also emptied.
2 Clean oil spaces, including filters and camshaft compartment. In-
sert new filter cartridges.
3 Fill a small quantity of new oil in the oil sump and circulate with the
pre-lubricating pump. Drain!
4 Fill required quantity of oil in the system, see chapter 01, section
01.1.
Oil samples taken at regular intervals analyzed by the oil supplier,
and the analysis results plotted as a function of operating hours is an
efficient way of predicting oil change intervals.
Send or ask the oil supplier to send copies of oil analyses to the engine
manufacturer who will then assist in the evaluation.
W20/32/46, 32, 32LN 02 - 15

In order to minimise the risk of lubricating oil foaming, deposit forma-

tion, blocking of lubricating oil filters, damage of engine components,
etc., the following procedure should be followed when lubricating oil
brand is changed from one to another:
• If possible, change the lubricating oil brand in connection with an
engine (piston) overhaul
• Drain old lubricating oil from the lubricating oil system
• Clean the lubricating oil system in case of an excessive amount of
deposits on the surfaces of engine components, like crankcase,
camshaft compartment, etc.
• Fill the lubricating oil system with fresh lubricating oil
If the procedure described above is not followed, responsibility of

possible damage and malfunctions caused by lubricating oil change
should always be agreed between the oil company and customer.
02.2.4 Lubricating oil for the governor
See the Instruction Book for the governor, attached. An oil of viscosity
class SAE 30 or SAE 40 is suitable, and the same oil can be used as
in the engine. Turbocharger oil can also be used in the governor. In
low ambient conditions it may be necessary to use multigrade oil (e.g.
SAE 5W-40) to get a good control during start-up. Oil change interval,
see maintenance schedule chapter 04.
Condensed water, high temperature or leaking drive shaft seal may
cause the oil to deteriorate, or internal surfaces of the governor to collect
deposits. If the reason cannot be clarified and rectified, a shorter oil
change interval or change of oil type should be considered.
The governor should be flushed with the oil in use or gasoil if heavy
contamination of the oil is evident.
Examples of suitable lubricating oils for governor can be found from
the end of this chapter, where the lists of approved lubricating oils for
an engine and turbocharger are available.
• If the system is equipped with a start booster, then this should
also be emptied when changing oil.
• In installations whereby the actuator is equipped with a filter, it
has to be cleaned when changing oil.
• Depending on the governor type, oil should be separately emptied
from the power cylinder. This is done by removing the plug in the
bottom of the power cylinder.
• Some governors are equipped with a magnetic oil plug, this plug
should be cleaned in connection with an oil change.
Caution! If turbine oil is used in the governor, take care not to mix it with
engine lubricating oil. Only a small quantity of engine lubricating oil
into the turbine oil may cause heavy foaming.
02 - 16 W20/32/46, 32, 32LN

02.2.5 Lubricating oils for turbochargers
Please note that different types of turbochargers can be used for the
engine. The lubricating system is different for the different turbo-
charger. One type of chargers has a common lubricating oil system with
the engine, see chapter 15, while the other type of chargers has an
internal lubricating system for the bearings, see chapter 15. See the
Instruction Book for the turbocharger, attached.
Note! In the ABB VTR..4 series turbochargers the use of synthetic low friction
lubricating oils is strongly recommended by the engine and the
turbocharger manufacturers!
Oil change interval is1500 h service for special mineral oils and 2500 h
service for synthetic lubricating oils.
Caution! Take care that the turbine oil is not mixed with engine lubricating
oil. Only a small quantity may cause heavy foaming.
The list of approved lubricating oils for the ABB VTR..4 series turbo-
chargers can be found in the end of this chapter. These lubricating oils
are, regarding viscosity and quality, according to the recommenda-
tions.
02.2.6 Lubricating oils for engine turning device
It is recommended to use EP-gear oils, viscosity 400-500 cSt at

40 °C=ISO VG 460 as lubricating oils for the turning device.
The list of lubricating oils for the engine turning device approved by
the turning device manufacturer can be found in the end of this chapter.
02.2.7 Handling of oil samples
When taking fuel oil or lubricating oil samples the importance of proper
sampling can not be over-emphasised. The accuracy of the analysis
results is significantly dependent on proper sampling and the results
will only be as good as the quality of the sample.
Use clean sample containers holding approximately 1 litre. Clean
sample containers and accessories (IATA carton boxes for transporta-
tion, ready made address labels, etc.) are available for example from
Wärtsilä local network office. Rinse the sampling line properly before
taking the actual sample. Preferably also rinse the sample bottles with
the oil a couple of times before taking the sample, especially if "un-
known" sample bottles need to be used. Close the bottles tightly using
the screw caps provided. Seal all bottles and record all the separate
seal numbers carefully. Put the bottles to be sent for analysing in
“Ziploc” plastic bags to prevent any spillage. Gently squeeze the “Ziploc”
W20/32/46, 32, 32LN 02 - 17

bag to minimise any air content prior to sealing.

The background information for the fuel oil/lubricating sample is as
important as the sample itself. Oil samples with no background infor-
mation are of very limited value. The following data are essential to
note when taking the sample:
• Installation name
• Engine type and number
• Engine operating hours
• Lubricating oil brand/fuel oil type
• Lubricating oil operating hours
• Where in the system the lubricating oil/fuel oil sample was taken
• Sampling date and seal number of the separate samples if seals
are available
• Reason for taking and analysing the sample
• Contact information: Name (of the person who took the sample),
telephone, fax, e-mail, etc.
Use for example the ready made "Oil Analyse Application" form, see
Instruction Manual attachments .
Observe personal safety precautions when taking and handling fuel oil
and lubricating oil samples. Avoid breathing oil fumes and mist, use
respirator if necessary. Use strong, heat and hydrocarbon resistant
gloves (nitrile rubber for example). Wear eye goggles if splash risk exists.
Wear facial screen and protecting clothes if hot product is handled.
02.2.7.1 Lubricating oil sampling

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

Fuel oil samples can be drawn from different places in the fuel oil
system. Fuel samples “as bunkered” or “before the engine” (after fuel
oil separation and filtration) are perhaps the most common sample
types. From the engines point of view the most important fuel oil
sample is naturally the one which enters the engine, i.e. taken after
fuel oil separation and filtration. But if for example fuel oil separator
efficiency needs to be checked samples should be taken just before and
after the separator. It is not advisable to take samples from tank bottom
drain valves, since these will probably contain high levels of water and
sediment and thus the samples will not be representative of the bulk
phase.
02.2.8 Dispatch and transportation
Place the bottle with the “Ziploc” bag inside the IATA carton box and
fold the box according to the assembly instructions given on the box.
Enclose a copy of the "Bunker Receipt", if available, before closing the
last flap on the IATA carton.
02 - 18 W20/32/46, 32, 32LN

Check the DNVPS Air Courier Directory and use appropriate label
for the IATA carton box to ensure that the sample is forwarded to the
nearest DNVPS laboratory. Complete the courier dispatch instructions
on the side of the IATA carton. Fill in the DNVPS universal account
number (950 500 010) to prevent rejection from the courier company
(DHL). Complete the Proforma Invoice Form and tape it to the outside
of the IATA carton.
Call the air courier directly at the number as indicated in the Air
Courier Directory and request urgent pick-up, if necessary. When the
courier arrives you will need to complete an Airway Bill.
It is recommendable to handle the dispatching of the fuel oil and
lubricating oil samples at site. The results will be achieved faster when
the dispatching is handled at site and additionally it is illegal to carry
fuel oil samples as personal luggage on normal aeroplanes.
Support with interpretation of the analysis results and advice on
possible corrective actions is available from Wärtsilä, if needed.
W20/32/46, 32, 32LN 02 - 19

02.3 Cooling water
02.3.1 General
In order to prevent corrosion, scale deposits or other deposits in closed

circulating water systems, the water must be treated with additives.
Before treatment, the water must be limpid and meet the specifica-
tion found in the end of this chapter. Further, the use of an approved
cooling water additive or treatment system is mandatory.
Caution! Distilled water without additives absorbs carbon dioxide from the
air, which involves great risk of corrosion.
Sea water will cause severe corrosion and deposit formation even if
supplied to the system in small amounts.
Rain water has a high oxygen and carbon dioxide content; great risk
of corrosion; unsuitable as cooling water.
If risk of freezing occurs, please contact the engine manufacturer for
use of anti-freeze chemicals.
Fresh water generated by a reverse osmosis plant onboard often has
a high chloride content (higher than the permitted 80 mg/l) causing
corrosion.
Caution! The use of glycol in the cooling water is not recommended, if it is

not necessary. Since glycol alone does not protect the engine
against corrosion, additionally an approved cooling water additive
must always be used!I
02.3.2 Additives
As additives, use products from well-known and reliable suppliers with

vast distribution nets. Follow thoroughly the instructions of the sup-
plier.
Attention! The use of emulsion oils, phosphates and borates (sole) is not
accepted.
In an emergency, if compounded additives are not available, treat the

cooling water with sodium nitrite (NaNO2) in portions of 5 kg/m3. To
obtain a pH value of 9, add caustic soda (NaOH), if necessary.
Attention! Sodium nitrite is toxic.
02 - 20 W20/32/46, 32, 32LN

Corrosion rate as a function of nitrite concentration
To give full protection the Nitrite level

Corrosion rate
should be kept above X ppm. The

actual concentration is additive
supplier dependent.
A permanent lower level will lead to
an accelerated corrosion rate.
Nitrite Concentration
X ppm
Fig 02-4 3202602002
Nitrite based cooling water additives are so called anodic inhibitors and
require proper dosing and maintenance in order to serve as intended.
The nitrite of the additive is as such a salt and it will increase the
conductivity of the water. The conductivity is on the other hand one of
the main parameters affecting the corrosion rate once a corrosion
process gets started, the higher the conductivity the higher the corro-
sion rate.
If the conditions (nitrite level, chlorides, pH, etc.) in the systems are
such that the nitrite based additive is no longer able to protect the
entire surface of the system there may occur a rapid, local corrosion in
the areas that are not protected. The corrosion rate at the attacked
areas will even be much greater than it would be with no additive at
all present in the system, see schematic graph of the corrosion rate as
a function of the nitrite dosage in Fig 02-4. Observe that the position
of the curve peak on the x-axis (= dangerous condition for corrosion) is
not stable, but will shift depending on temperature, pH, chlorides &
sulphates contents, etc. in the cooling water.
The table below shows shows examples of the most common cooling
water additive types.
W20/32/46, 32, 32LN 02 - 21

Summary of the most common cooling water additives

Additive Advantages Disadvantages
- good efficiency, if - suitable as additive except
dosage is controlled in air cooled heat ex-
Sodium carefully changers with large soft
- small active quantities, solder surfaces
nitrite 0.5 % by mass - toxic
- cheap - risk of spot corrosion when
too low concentration
- no increased risk of - tendency to attack zinc
corrosion coverings and soft solde-
Nitrite at over doses rings
- innocuous for the skin - toxic: lethal dosage 3 - 4 g
+ solid nitrite
borate - risk of spot corrosion when
too
low concentration
- not toxic - not active when water
- harmless to handle velocity exceeds 2 m/s
- commercial products very
Sodium expensive
silicate - increased risk of corrosion
when too low concen-
tration; spot corrosion
- limited suitability
- not toxic - more expensive than toxic
- harmless to handle additives
- increased risk of corrosion,
Sodium if unsufficently dosed
molybdate - can cause deposit
formation
(molybdates can collect to
ferrous sulphates)
- not toxic - more expensive than
Organic sodium
and nitrite and molybdate
inorcanic based
synergistic additives
based - big active quantitives by
mass
02 - 22 W20/32/46, 32, 32LN

02.3.3 Treatment
When changing the additive or when entering an additive into a system

where untreated water has been used, the complete system must be cleaned
(chemically) and rinsed before fresh treated water is poured into the system.
If, against our recommendations, an emulsion oil has been used, the
complete system must be absolutely cleaned of oil and greasy deposits.
Evaporated water should be compensated by untreated water; if
treated water is used the content of additives may gradually become
too high. To compensate for leakage or other losses, add treated water.
In connection with maintenance work calling for drainage of the
water system, take care of and reuse the treated water.
The list of approved cooling water additives and treatment systems
can be found in the end of this chapter.
Attention! Ask the supplier of the treatment product for instructions about
treatment procedure, dosage and concentration control.
Most suppliers will provide a test kit for the concentration control.
Additionally a frequent laboratory analysis of cooling water at 3 months
interval is recommended to ensure safe engine operation.
02.4 Injection water (DWI-engines)
02.4.1 Water quality
Water used for Direct Water Injection (DWI) has to fulfill the following
requirements:
Requirements for DWI-water

pH 5-9
Total Hardness max. 10 °dH
Chlorides max. 80 mg/l
Suspended Solids max. 50 mg/l
Silicon max. 50 mg/l
Temperature max. 50 °C
Fresh water to be used, see also section 02.3.1.

The water must not be contaminated by oil, grease, surfactants or
similar impurities. These kind of impurities may cause blocking of the
filters or other malfunctions in the direct water injection system.
W20/32/46, 32, 32LN 02 - 23

02 - 24 W20/32/46, 32, 32LN

46 02 16 A Table of Contents
Appendix 02A
Table of Contents
02A Environmental Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02A-1
02A.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02A-3
02A.2 Fuel oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02A-4
02A.2.1 Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02A-4
02A.2.2 Personal protection equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02A-4
02A.2.3 First aid measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02A-5
02A.3 Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02A-6
02A.3.1 Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02A-6
02A.4 Cooling water additives, nitrite based . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02A-8
02A.4.1 Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02A-8
02A.5 Handling of oil samples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02A-10
02A.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02A-10
02A.5.2 Dispatch and transportation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02A-11
1
46 02 16 A Table of Contents
2
W46 02 16 A Environmental Hazards 02A
02A Environmental Hazards
02A-1
02A-2
02A.1 General
Fuel oils, lubricating oils and cooling water additives may be environmentally
hazardous. Take great care when handling these products or systems containing these
products. Detailed information and handling instructions can be found in the text
below.
02A-3
02A.2 Fuel oils
Prolonged or repetitive contact with the skin may cause irritation and increase the
risk of skin cancer (polyaromatic hydrocarbons, etc.). Fumes, like hydrogen sulphide
or light hydrocarbons, that are irritating for eyes and respiratory organs may be
released during loading / bunkering. Fuel oils are mainly non-volatile burning fluids,
but may also contain volatile fractions. Risk for fire and explosion. May cause
long-term harm and damages in water environments. Risk of contamination of the
soil and the ground water. Take every appropriate measure to prevent water and soil
contamination.
02A.2.1 Handling
 Isolate from ignition sources, for example sparks from static electricity
 Avoid breathing fumes (may contain hydrogen sulphide, etc.) for example during
pumping and opening of storage tanks. Use gas mask if necessary
 The handling and storage temperatures must not exceed the flash point of the
product. Should be stored in tanks or containers designed for flammable fluids.
 Must not be let into the sewage system, water systems or onto the ground
 Methane may during long-term storage be formed in tanks, due to bacterial
activities. For example risk of explosions during unloading or storage tank
opening.
 Cloths, paper or any other absorbent material used to soak up spills are fire
hazards. Do not allow these to accumulate.
 Waste that contains the product is hazardous and has to be disposed of according
to directives issued by the local or national environmental authorities.
Collection, regeneration and burning should be handled by authorized disposal
plants.
02A.2.2 Personal protection equipment
 Respiratory organs protection:
 Oil mist:
Use respirator, combined particle and gas filter
 Evaporated fumes (hydrogen sulfide, etc.):
Use respirator, inorganic gas filter.
 Hands protection:
Strong, heat and hydrocarbon resistant gloves (nitrile rubber for example).
 Eye protection:
Wear goggles if splash risk exists.
02A-4
 Skin and body protection:

Wear facial screen and covering clothing as required. Use safety footwear when
handling barrels. Wear protecting clothes if hot product is handled.
02A.2.3 First aid measures
 Inhalation of fumes:
Move victim to fresh air, keep warm and lying still. Give oxygen or mouth to
mouth resuscitation as needed.
Seek medical advice after significant exposures.
 Inhalation of oil mist:
Seek medical advice.
 Skin contact:
Hot oil on the skin should be cooled immediately with plenty of cold water.
Wash immediately with plenty of water and soap. Do not use solvents, the oil is
spread and may be absorbed into the skin. Remove contaminated clothing.
Seek medical advice if irritation develops.
 Eye contact:
Rinse immediately with plenty of water, for at least 15 minutes and seek medical
advice. If possible, keep rinsing until eye specialist has been reached.
 Ingestion:
Rinse mouth with water. Do not induce vomiting, in order not to risk aspiration
into respiratory organs.
Seek medical advice.
NOTE! Complete safety data sheets for the specific products used at your
installation should be available from the fuel oil delivering company.
02A-5
02A.3 Lubricating oils

Fresh lubricating oils normally present no particular toxic hazard, but all lubricants
should always be handled with great care. Used lubricating oils may contain
significant amounts of harmful metal and PAH (polyaromatic hydrocarbons)
compounds. Avoid prolonged or repetitive contact with the skin. Prevent any risk of
splashing and keep away from heat, ignition sources and oxidizing agents. Risk of
long term contamination of the soil and the ground water. Take every appropriate
measure to prevent water and soil contamination.
02A.3.1 Handling
 Ensure adequate ventilation if there is a risk of release of vapors, mists or

aerosols. Do not breathe vapors, fumes or mist.
 Keep away from flammable materials and oxidants.
 Keep away from food and drinks. Do not eat, drink or smoke while handling.
 Use only containers, piping, etc. which are resistant to hydrocarbons. Open the
containers in well ventilated surroundings.
 Immediately take off all contaminated clothing.
 Empty packaging may contain flammable or potentially explosive vapors.
 Cloths, paper or any other absorbent material used to recover spills are fire
hazards. Do not allow these to accumulate. Keep waste products in closed
containers.
 Waste that contains the product is hazardous and has to be disposed of according
to directives issued by the local or national environmental authorities.
Collection, regeneration and burning should be handled by authorized disposal
plants.
 Hand protection:
Impermeable and hydrocarbon resistant gloves (nitrile rubber for example).
 Eye protection:
Wear goggles if splash risk exists.
Wear facial screen and covering clothing as required.
Use safety footwear when handling barrels.
Wear protecting clothes if hot product is handled.
02A-6
 Inhalation of fumes:
Move victim to fresh air, keep warm and lying still.
 Skin contact:
Wash immediately with plenty of water and soap or cleaning agent. Do not use
solvents (the oil is spread and may be absorbed into the skin). Remove
contaminated clothing. Seek medical advice if irritation develops.
 Eye contact:
Rinse immediately with plenty of water, continue for at least 15 minutes and
seek medical advice.
 Ingestion:
Do not induce vomiting, in order not to risk aspiration into respiratory organs.
Seek medical advice immediately.
 Aspiration of liquid product:
If aspiration into the lungs is suspected (during vomiting for example) seek
medical advice immediately.
installation should be available from the lubricating oil manufacturer or
your local dealer.
02A-7
02A.4 Cooling water additives, nitrite based

The products may be toxic if swallowed. Concentrated product may cause serious
toxic symptoms, pain giddiness and headache. Significant intake results in
greyish/blue discoloration of the skin and mucus membranes and a decreasing blood
pressure. Skin and eye contact of the undiluted product can produce intense
irritation. Diluted solutions may be moderately irritating.
02A.4.1 Handling
 Avoid contact with skin and eyes.

 Keep away from food and drinks. Do not eat, drink or smoke while handling.
 Keep in well ventilated place with access to safety shower and eye shower.
 Soak liquid spills in absorbent material and collect solids in a container. Wash
floor with water as spillage may be slippery. Contact appropriate authorities in
case of bigger spills.
 Bulk material can be land dumped at an appropriate site in accordance with local
regulations.
 Respiratory protection:
Not normally required. Avoid exposure to product mists.
 Hands protection:
Rubber gloves should be worn (PVC or natural rubber for example).
 Eye protection:
Eye goggles should be worn.
Use protective clothing and take care to minimize splashing. Use safety footwear
when handling barrels.
 Inhalation:
In the event of over exposure to spray mists move victim to fresh air, keep warm
and lying still. If signs and symptoms persist, seek medical advice.
 Skin contact:
Wash immediately with plenty of water and soap. Remove contaminated
clothing. If irritation persists, seek medical advice.
 Eye contact:
Rinse immediately with plenty of clean water and seek medical advice. If
possible, keep rinsing until eye specialist has been reached.
02A-8
 Ingestion:
Rinse mouth with water. Drink milk, fruit juice or water. Do not induce
vomiting without medical advice. Immediately seek medical advice. Do not give
anything to drink to an unconscious person.
installation should be available from the cooling water additive
manufacturer or local representative.
02A-9
02A.5 Handling of oil samples
02A.5.1 General
CAUTION! Observe personal safety precautions when taking and handling fuel oil
and lubricating oil samples.
 Avoid breathing oil fumes and mist and use respirator if necessary.
 Use strong, heat and hydrocarbon resistant gloves (nitrile rubber for example).
 Wear eye goggles if splash risk exists.
 Wear facial screen and protecting clothes if hot product is handled.
When taking fuel oil or lubricating oil samples the importance of proper sampling
can not be over-emphasised. The accuracy of the analysis results is totally dependent
on proper sampling and the results will only be as good as the submitted sample.
Use clean sample containers holding approximately 1 litre. Clean sample containers
and accessories (IATA carton boxes for transportation, ready made address labels,
etc.) are available for example from Wärtsilä local network office. Close the bottles
tightly using the screw caps provided. Seal all bottles and record all the separate seal
numbers carefully. Put the bottles to be sent for analyzing in "Ziploc" plastic bags to
prevent any spillage. Gently squeeze the Ziploc bag to minimize any air content prior
to sealing.
The background information for the fuel/oil sample is as important as the sample
itself. Oil samples with no background information are of very limited value. The
following data are essential to note when taking the sample:
 Installation name
 Engine type and number
 Engine operating hours
 Lubricating oil brand/fuel oil type
 Lubricating oil operating hours
 Where in the system the lubricating oil/fuel oil sample was taken
 Sampling date and seal number of the separate samples if seals are available
 Reason for taking and analyzing the sample
 Contact information: Name (of the person who took the sample), telephone, fax,
e-mail, etc.
Use for example the ready made "Oil Analyses Application" form, see Instruction
Manual attachments.
02A-10
02A.5.2 Dispatch and transportation
Place the bottle with the "Ziploc" bag inside the IATA carton box and fold the box
according to the assembly instructions given on the box. Enclose a copy of the
"Bunker Receipt", if available, before closing the last flap on the IATA carton.
Check the DNVPS Air Courier Directory and use appropriate label for the IATA
carton box to ensure that the sample is forwarded to the nearest DNVPS laboratory.
Complete the courier dispatch instructions on the side of the IATA carton. Fill in the
DNVPS universal account number (950 500 010) to prevent rejection from the
courier company (DHL). Complete the Proforma Invoice Form and tape it to the
outside of the IATA carton.
Call the air courier directly at the number as indicated in the Air Courier Directory
and request urgent pick-up. When the courier arrives you will need to complete an
Airway Bill.
It is recommendable to handle the dispatching of the fuel oil and lubricating oil
samples at site. The results will be achieved faster when the dispatching is handled at
site and additionally it is illegal to carry fuel oil samples as personal luggage on
normal aeroplanes.
Support with interpreting of the analysis results and advice on possible corrective
actions is available from Wärtsilä, if needed.
02A-11
02A-12
. Wärtsilä
Corporation REQUIREMENTS & OIL QUALITY
Finland
Technology
This doc is the property of Wärtsilä Corp. and shall neither be copied, shown or communicated to a third party without the consent of the owner.
Subtitle Product Made 12.12.97 KJi / JUE Page Document No Rev

Instruction Wärtsilä 46 Appd. 01.04.99 JJL / Leppänen 1 (7) 4V92A0670 c
Revised date: 03.03.2003 Changed by: KJi / JUE Approved by: JJL / Leppänen D-message No.: 43657
1.2.5 REQUIREMENTS AND OIL QUALITY

SYSTEM OIL REQUIREMENTS AND QUALITY FOR WÄRTSILÄ 46 ENGINES
Viscosity
Viscosity class SAE 40
Viscosity Index (VI)

Min. 95
Alkalinity (BN)
The required lubricating oil alkalinity is tied to the fuel specified for the engine, which is
shown in the table below.
FUEL STANDARDS AND LUBRICATING OIL REQUIREMENTS

Category Fuel standard Lube oil BN
ASTM D 975-94, GRADE 1D, 2D
A BS MA 100: 1996 DMX, DMA 10 - 30
CIMAC 1990 DX, DA
ISO 8217: 1996(E) ISO-F-DMX, DMA
ASTM D 975-94, GRADE 4D
B BS MA 100: 1996 DMB 15 - 30
CIMAC 1990 DB
ISO 8217: 1996(E) ISO-F-DMB
ASTM D 396-94, GRADE NO 4-6
C BS MA 100: 1996 DMC, RMA10-RMK55 30 - 55
CIMAC 1990, DC, A10-K55
ISO 8217: 1996(E) ISO-F-DMC, RMA10-
RMK55
D Crude oil (CRO) 30
®
E Orimulsion (ORI) 40 - 55
It is recommended to use in the first place BN 50-55 lubricants when operating on heavy
fuel and on Orimulsion®. This recommendation is valid especially for engines having wet
lubricating oil sump and using Orimulsion® or heavy fuel with sulphur content above 2.0 %
mass. BN 40 lubricants can be used when operating on heavy fuel as well if experience
shows that the lubricating oil BN equilibrium remains at an acceptable level.
BN 30 lubricants are recommended to be used only in special cases, such as installations

equipped with an SCR catalyst. Lower BN products eventually have a positive influence on
cleanliness of the SCR catalyst. With BN 30 oils lubricating oil change intervals may be
rather short, but lower total operating costs may be achieved because of better plant
availability provided that the maintenance intervals of the SCR catalyst can be increased.
Page Document No Rev
2 (7) 4V92A0670 c
BN 30 oils are also a recommended alternative when operating on crude oil. Though crude
oils many times have low sulphur content, they can contain other acid compounds and thus
an adequate alkali reserve is important.
The intervals between lubricating oil changes may be extended by adding oil daily to keep
the oil level constantly close to the maximum level.
An example of BN depletion curve with different BN lubricating oils is shown below.
60
BN Condemning limit: 20 mg KOH/g Oil Volume: 0.6 l/kW (Wet Sump)

Fuel sulphur content: 2.5 w-%
40
20
-20
0 2000 4000 6000 8000 10000
SERVICE HOURS
BN 55 Oil BN 40 Oil BN 30 Oil
Additives
The oils should contain additives that give good oxidation stability, corrosion protection,
load carrying capacity, neutralisation of acid combustion and oxidation residues and should
prevent deposit formation on internal engine parts (piston cooling gallery, piston ring zone
and bearing surfaces in particular).
Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming tendency and stability,
according to the ASTM D 892-92 test method:
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
Base oils
Use of virgin base stocks only is allowed, i.e. recycled or re-refined base oils are not
allowed.
3 (7) 4V92A0670 c
CONDEMNING LIMITS FOR USED LUBRICATING OIL
When estimating the condition of used lubricating oil, the following properties along with
the corresponding limit values must be noted. If the limits are exceeded, measures must be
taken. Compare also with guidance values for fresh lubricating of the brand used.
Property Unit Limit Test method

Viscosity cSt at 40 °C max. 25% decrease ASTM D 445
max. 45% increase
Viscosity cSt at 100 °C max. 20% decrease ASTM D 445
max. 25% increase
Water vol-% max. 0.30 ASTM D 95 or D 1744
Base Number mg KOH/g min. 20 in HFO operation, ASTM D 2896
max. 50% depletion in
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
CHANGE OF LUBRICATING OIL BRAND
In order to minimize the risk of lubricating oil foaming, deposit formation, blocking of
lubricating oil filters, damage of engine components, etc., the following procedure should
be followed when lubricating oil brand is changed from one to another:
 If possible, change the lubricating oil brand in connection with an engine (piston)
overhaul
 Drain old lubricating oil from the lubricating oil system
 Clean the lubricating oil system in case of an excessive amount of deposits on the
surfaces of engine components, like crankcase, camshaft compartment, etc.
 Fill the lubricating oil system with fresh lubricating oil
If the procedure described above is not followed, responsibility of possible damage and
malfunctions caused by lubricating oil change should always be agreed between the oil
company and customer.
APPROVED LUBRICATING OIL QUALITIES FOR WÄRTSILÄ 46 ENGINES
Should unapproved lubricating oils be used during the engine warranty period, and there
exist no agreement with the engine manufacturer about testing, the engine guarantee does
not hold.
GAS OIL AND MARINE DIESEL OIL OPERATION
If gas oil or marine diesel oil is used as fuel, lubricating oils with a BN of 10-25 are
recommended to be used. Also BN 30 lubricating oils included in Table 3 can be used in
gas oil and marine diesel oil fuelled engines.
4 (7) 4V92A0670 c
Table 1.
Approved system oils - fuel categories A and B, recommended in the first place in gas oil or
marine diesel oil installations:
SUPPLIER BRAND NAME VISCOSITY BN FUEL

CATEG.
BP Energol HPDX 40 SAE 40 12 A
Energol IC-HFX 204 SAE 40 20 A,B
Castrol MHP 154 SAE 40 15 A,B
Seamax Extra 40 SAE 40 15 A,B
TLX 204 SAE 40 20 A,B
ChevronTexaco Delo 1000 Marine 40 SAE 40 12 A
(Caltex + FAMM) Delo 2000 Marine 40 SAE 40 20 A,B
Taro 20 DP 40 SAE 40 20 A,B
ExxonMobil Mobilgard ADL 40 SAE 40 15 A,B
Mobilgard 412 SAE 40 15 A,B
Mobilgard 1 SHC SAE 40 15 A,B
Petrobras Marbrax CCD-410-AP SAE 40 12 A
Marbrax CCD-415 SAE 40 15 A,B
Marbrax CCD-420 SAE 40 20 A,B
Shell Gadinia Oil 40 SAE 40 12 A
Sirius FB Oil 40 SAE 40 13 A
Statoil MarWay SP40 SAE 40 12 A
TotalFinaElf / Disola M 4015 SAE 40 14 A
Lubmarine Aurelia 4020 SAE 40 20 A,B
Caprano S 412 SAE 40 12 A
Stellano S 420 SAE 40 20 A,B
HEAVY FUEL AND CRUDE OIL OPERATION
Today’s modern trunk piston diesel engines are stressing the lubricating oils heavily due to
a.o. low specific lubricating oil consumption. Also ingress of residual fuel combustion
products into the lubricating oil can cause deposit formation on the surface of certain
engine components resulting in severe operating problems. Due to this many lubricating oil
suppliers have developed new lubricating oil formulations with better fuel and lubricating oil
compatibility. The lubricating oils mentioned in Table 2 are representing new detergent/
dispersant additive chemistries and have shown good performance in Wärtsilä engines.
5 (7) 4V92A0670 c
Table 2.
Approved system oils - fuel category C and E, recommended in the first place when
operating on heavy fuel and Orimulsion® in order to reach full service intervals, BN 50-55
lubricating oils preferred in the first place:
LUBRICATING OILS WITH IMPROVED

DETERGENT/DISPERSANT ADDITIVE CHEMISTRY
CATEG.
BP Energol IC-HFX 404 SAE 40 40 C,E
Energol IC-HFX 504 SAE 40 50 C,E
Castrol TLX 404 SAE 40 40 C,E
TLX 504 SAE 40 50 C,E
TLX 554 SAE 40 55 C,E
Cepsa Troncoil 4040 PLUS SAE 40 40 C,E
Troncoil 4050 PLUS SAE 40 50 C,E
Ertoil Koral 4040 SHF SAE 40 40 C,E
Ertoil Koral 5040 SHF SAE 40 50 C,E
ChevronTexaco Taro 40 XL 40 SAE 40 40 C,E
(Caltex + FAMM) Taro 50 XL 40 SAE 40 50 C,E
Delo 3400 Marine 40 SAE 40 40 C,E
Delo 3550 Marine 40 SAE 40 55 C,E
ExxonMobil Exxmar 40 TP 40 SAE 40 40 C,E
Exxmar 50 TP 40 SAE 40 50 C,E
Mobilgard M 440 SAE 40 40 C,E
Mobilgard M50 SAE 40 50 C,E
Mobilgard 440 SAE 40 40 C,E
Mobilgard 50 M SAE 40 50 C,E
Mobilgard SP 55 SAE 40 55 C,E
Pertamina Martron 440 SAE 40 40 C,E
Martron 450 SAE 40 50 C,E
Petrobras Marbrax CCD-440 SAE 40 40 C,E
Marbrax CCD-450 SAE 40 50 C,E
Petron Petromar XC 4040 SAE 40 40 C,E
Petromar XC 5540 SAE 40 55 C,E
Repsol YPF Neptuno W NT 4000 SAE 40 SAE 40 40 C,E
Neptuno W NT 5500 SAE 40 SAE 40 55 C,E
Shell Argina X 40 SAE 40 40 C,E
Argina XL 40 SAE 40 50 C,E
6 (7) 4V92A0670 c
Statoil MarWay 4040 SAE 40 40 C,E

MarWay 5040 SAE 40 50 C,E
TotalFinaElf / Aurelia XL 4055 SAE 40 55 C,E
Lubmarine Aurelia XT 4040 SAE 40 40 C,E
Aurelia XT 4055 SAE 40 55 C,E
Stellano S 440 SAE 40 40 C,E
Stellano S 450 SAE 40 50 C,E
Table 3.
Approved system oils - fuel categories A, B, C and D. Lubricating oils with BN 30 included
in Table 3 are designed to be used when operating on crude oil and in special cases when
operating on heavy fuel, e.g. in installations equipped with an SCR catalyst.
BN 30 LUBRICATING OILS WITH IMPROVED

DETERGENT/DISPERSANT ADDITIVE CHEMISTRY
CATEG.
BP Energol IC-HFX 304 SAE 40 30 A,B,C,D
Castrol TLX 304 SAE 40 30 A,B,C,D
Cepsa Troncoil 3040 PLUS SAE 40 30 A,B,C,D
Ertoil Koral 3040 SHF SAE 40 30 A,B,C,D
ChevronTexaco Taro 30 DP 40 SAE 40 30 A,B,C,D
(Caltex + FAMM) Delo 3000 Marine 40 SAE 40 30 A,B,C,D
ExxonMobil Exxmar 30 TP 40 SAE 40 30 A,B,C,D
Mobilgard M 430 SAE 40 30 A,B,C,D
Mobilgard 430 SAE 40 30 A,B,C,D
Pertamina Martron 430 SAE 40 30 A,B,C,D
Petrobras Marbrax CCD-430 SAE 40 30 A,B,C,D
Petron Petromar XC 3040 SAE 40 30 A,B,C,D
Shell Argina T 40 SAE 40 30 A,B,C,D
Statoil MarWay 3040 SAE 40 30 A,B,C,D
TotalFinaElf / Aurelia 4030 SAE 40 30 A,B,C,D
Lubmarine Stellano S 430 SAE 40 30 A,B,C,D
Before using a lubricating oil not listed in Tables 1-3, the engine manufacturer must be
contacted. Lubricating oils that are not approved have to be tested according to engine
manufacturer’s procedures.
APPROVED LUBRICATING OILS FOR ABB VTR-TURBOCHARGERS
SPECIAL LOW FRICTION SYNTHETIC OILS: CHANGE INTERVAL: 1500 hours

(ABB’s List 2b)
7 (7) 4V92A0670 c
MANUFACTURER BRAND NAME VISCOSITY VISCOSITY VI

cSt at 40 °C cSt at 100
°C
Shell Corena AP 68 68 8.5 94
SPECIAL LOW FRICTION SYNTHETIC OILS: CHANGE INTERVAL: 2500 hours

(ABB’s List 3b)
MANUFACTURER BRAND NAME VISCOSITY VISCOSITY VI
cSt at 40 °C cSt at 100
°C
Agip Dicrea SX 68 71.6 10.5 134
BP Enersyn TC-S 68 68 8.5 98
ChevronTexaco Cetus PAO 68 68 10.3 138
(Caltex + FAMM)
Castrol Aircol SR 68 68 10.5 142
ExxonMobil Compressor Oil RS 68 67 10 135
Rarus SHC 1026 66.8 10.4 144
SHC 626 69.9 10.9 147
Shell Corena AS 68 67.8 10.1 145
TotalFinaElf / Barelf SM 68 73.8 11.4 147
Lubmarine
APPROVED LUBRICATING OILS FOR ENGINE TURNING DEVICE
It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40 °C = ISO VG 460 as

lubricating oils for turning device.
LUBRICATING OILS FOR ENGINE TURNING DEVICE

SUPPLIER BRAND NAME VISCOSITY VISCOSITY VISCOSITY
cSt at 40 °C cSt at 100 °C INDEX (VI)
Agip Blasia 300 23.0 95
BP Energol GR-XP 460 425 27.0 88
Castrol Alpha SP 460 460 30.5 95
ChevronTexaco Meropa 460 460 31.6 100
(Caltex + FAMM)
ExxonMobil Spartan EP 460 460 30.8 96
Mobilgear 634 437 27.8 96
Shell Omala Oil 460 460 30.8 97
8 (7) 4V92A0670 c
TotalFinaElf / Epona Z 460 470 30.3 93

Lubmarine
LUBRICATING OILS FOR GOVERNOR / ACTUATOR
An oil of viscosity class SAE 30 or SAE 40 is suitable and usually the same oil can be used
as in the engine. Turbocharger oil can also be used in the governor. In low ambient
conditions it may be necessary to use a multigrade oil (e.g. SAE 5W-40) to get a good
control during start-up. Oil change interval: 2000 service hours.
. Wärtsilä ,167$//$7,210$18$/
Technology Oy Ab
Finland
This doc is the property of Wärtsilä Technology and shall neither be copied, shown or communicated to a third party without the consent of the owner.
Subtitle Product Made 09.10.1998 KJi / HPH / Hanstén Page Document No Rev
Cooling Systems 20, 32, 46, 64, Appd. 12.10.1998 EFl / Fontell 1 (4) 4V92A0765 c
34SG, 32DF,
50DF
Revised date: 10.1.2003 Changed by: Kji /ILe Approved by: VJn / Nurminen D-message No.: 43058
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75($70(176<67(06
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:b576,/b'):b576,/b')$1':b576,/b6*(1*,1(7<3(6
5$::$7(548$/,7<
Raw water quality to be used in the closed cooling water circuits of engines has to meet the following
specification.
3URSHUW\ /LPLW
pH min. 6.5
Hardness max. 10 °dH
Chlorides max. 80 mg/l
Sulphates max. 150 mg/l
$33529('&22/,1*:$7(5$'',7,9(6
0DQXIDFWXUHU $GGLWLYHQDPH
S.A. Arteco N.V. Havoline XLi

Technologiepark-Zwijnaarde 2
B-9052 Ghent/Zwijnaarde, Belgium
GE Betz Europe CorrShield NT 4293
Interleuvenlaan 25
B-3001 Heverlee, Belgium
GE Betz CorrShield NT 4200
4636 Somerton Road
Trevose
PA 19053, United States
Drew Ameroid Marine Division DEWT-NC powder
Ashland Chemical Company Drewgard 4109
One Drew Plaza Liquidewt
Boonton, NJ 07005, USA Maxigard
Vecom CWT Diesel QC-2
Houseman Ltd Cooltreat 651
The Priory, Burnham
Slough SL1 7LS, UK
Kuwait Petroleum (Danmark) AS Q8 Corrosion Inhibitor Long-Life
Hummetoftveij 49
DK-2830 Virum, Denmark
2 (4) 4V92A0765 c
0DQXIDFWXUHU $GGLWLYHQDPH
Maritech AB Marisol CW
Box 143
S-29122 Kristianstad, Sweden
Nalco Chemical Company Nalco 39 (L)
One Nalco Centre Nalcool 2000
Naperville, Illinois
60566-1024 USA
Nalfleet Marine Chemicals Nalcool 2000
PO Box 11 Nalfleet EWT 9-108
Winnington Avenue, Northwich Nalfleet CWT 9-131C
Cheshire, CW8 4DX, UK
Rohm & Haas RD11
La Tour de Lyon RD11M
185, Rue de Bercy RD25
75579 Paris, Cedex 12, France
RRS-Yhtiöt Korrostop KV
Pieksämäentie 398A
77570 Jäppilä, Finland
Tampereen Prosessi-Insinöörit Oy Ruostop XM
Keisarinviitta 22
33960 Pirkkala, Finland
Texaco Global Products, LLC Havoline XLi
1111 Bagby
Houston, TX 77002
TotalFinaElf WT Supra
Diamant B, 16, rue de la République
92922 Paris La Défense Cedex, France
Unitor ASA Dieselguard NB
P.O. Box 300 Skøyen Rocor NB liquid
N-0212 Oslo, Norway Cooltreat AL
Vecom Holding BV Vecom CWT Diesel QC-2
PO Box 27
3140 AA Maassluis, The Netherlands
In order to prevent corrosion in the cooling water system, the instructions of right dosage and
concentration of active corrosion inhibitors should always be followed. The information can be found
in the table below.
'RVDJHSHUPñRI &RQFHQWUDWLRQRIDFWLYHFRUURVLRQ
3URGXFWGHVLJQDWLRQ
V\VWHPFDSDFLW\ LQKLELWRU
Corrshield NT 4293 10 litres 670 – 1000 ppm as NO2

CorrShield NT 4200
DEWT-NC powder 3 – 4.5 kg 1500 – 2250 ppm as NO2
Drewgard 4109 16 – 30 litres 640 – 1200 ppm as NO2
Liquidewt 8 – 12 litres 470 – 700 ppm as NO2
Maxigard 16 – 30 litres 640 – 1200 ppm as NO2
Cooltreat 651 5 litres 800 ppm as NO2
3 (4) 4V92A0765 c
'RVDJHSHUPñRI &RQFHQWUDWLRQRIDFWLYHFRUURVLRQ
3URGXFWGHVLJQDWLRQ
V\VWHPFDSDFLW\ LQKLELWRU
Q8 Corrosion Inhibitor 50 – 100 litres 1.6 - 3.2 w-% of active compounds

Long-Life measured with a supplier’s refractometer
Maricol CW 8 – 16 litres 1000 – 2000 ppm as NO2
Nalco 39 (L) 16 - 36 litres 550 - 1200 ppm as NO2
Nalcool 2000 32 - 48 litres 1000 - 1500 ppm as NO2
Nalfleet EWT 9 - 108 2.2 - 3.4 litres 1000 - 1500 ppm as NO2
Nalfleet CWT 9 - 131C 8 - 12 litres 1000 - 1500 ppm as NO2
Korrostop KV 20 – 25 litres 120 - 150 ppm as Mo
RD11 (RD11M) 5 kg 1250 ppm as NO2
RD25 50 litres 710 ppm as Mo
Ruostop XM 20 litres 120 ppm as Mo
Havoline XLi 50 - 100 litres 1.6 - 3.2 w-% of active compounds
measured with a supplier’s refractometer
WT Supra 50 - 100 litres 1.6 - 3.2 w-% of active compounds
Dieselguard NB 2 - 4.8 kg 1500 ppm as NO2
Rocor NB Liquid 10 - 24 litres 1500 ppm as NO2
Cooltreat AL 50 – 100 litres 1.6 - 3.2 w-% of active compounds
Vecom CWT Diesel QC-2 6 - 10 litres 1500 - 2500 ppm as NO2
1RWH)RUVRPHSURGXFWVWKHUHFRPPHQGHGPLQLPXPDQGPD[LPXPOLPLWV
DUHOLVWHGLQWKHWDEOHDERYH6LQFHWKHDPRXQWRIDFWLYHFRUURVLRQLQKLELWRUV
HVSHFLDOO\QLWULWHVLVGHFUHDVLQJGXULQJWKHVHUYLFHRIHQJLQHVWKHHQJLQH
PDQXIDFWXUHUUHFRPPHQGVWRVWDUWWKHGRVDJHIURPWKHXSSHUOHYHO
Note 2: The nitrite content of nitrite-based cooling water additives tends to

decrease in use. The risk of local corrosion increases substantially when
nitrite content goes below the recommended limit.
$33529('&22/,1*:$7(575($70(176<67(06
(/<6$725
As an alternative to the approved cooling water additives, the Elysator cooling water treatment
system can also be used. The Elysator protects the engine from corrosion without any chemicals. It
provides a cathodic/anodic protection to engine’s cooling water system by letting magnesium anodes
corrode instead of the engine itself. Raw water quality specification is the same as in connection with
cooling water additives. More information in document 4V92A1322.
The Elysator can be a sensible alternative in installations where the environmental factors are
considered important.
4 (4) 4V92A0765 c
The installation, operation and maintenance instructions of the manufacturer should always be
followed. The contact information can be found in the table below.
6XSSOLHU 7UHDWPHQWV\VWHP
International Watertreatment Maritime AS Elysator

N-3470 Slemmestad
Norway
46 03 51 Start, stop and operation 03
3. Start, stop and operation
3.1. Turning of the crankshaft
3.1.1. Turning of the crankshaft, general

Turning is performed by means of an electrically driven turning device built on
the engine.
The turning device consists of an electric motor which drives the turning gear
through a gear drive and a worm gear. There is a control box, including a cable,
which allows the turning to be accomplished from any position near the engine.
The turning speed is about 1/3 rev/min.
The engaging and disengaging of the turning gear is done by the lever (1). The
lever is secured by a locking pin (6). (Fig. 3.1.)
The turning device is provided with a stop valve which prevents the engine from
starting in case the turning gear is engaged. (See chapter 21.)
For careful adjustment of the crankshaft position there is a hand wheel (2) with
which it is possible to perform manual turning.
Electrically driven turning device

1 3
5
3
1
5
6
2
2 030103
03–1
4
4
In–line engines V–engines
Fig. 3.1.
03–1 03 –1
03 Start, stop and operation 46 03 51
3.1.2. Maintenance of turning device

Secondary shaft
Grease the secondary shaft of the turning gear with water resistant grease accord-
ing to the maintenance schedule in chapter 4.
The greasing takes place with the turning gear engaged (the secondary shaft in
the in–position), when the extra grease comes out from the locking pin bore in
the other end of the shaft. Excessive greasing is to be avoided.
Oil change
Change the gear box lubricating oil once during the first year of operation. For
approved lubricating oils, see chapter 2. After that, oil should be changed accord-
ing to chapter 4.
Check also that the vent hole (3) is open.
1 Drain old oil, preferably when warm, through the drain hole (4).
2 Rinse the gear box with clean, thin fluid oil.
3 Fill the gear box with oil (according to the table in chapter 2.) through the
filling hole (5) until the oil level reaches the level screw. Utmost cleanliness must
be observed.
4 Close the oil holes and drive the turning device a few revolutions.
5 Check the oil level and fill, if necessary.
3.2. Start
3.2.1. Start, general
Before starting the engine, check that:
the fuel system is in running order (correct preheating, correct pressure, suffi-
cient precirculation to heat the fuel injection pumps)
the LT– and HT–circulating systems and the raw water system are in running
order (correct pressures, circulating water preheated and pre–circulated suffi-
ciently to heat the engine)
the oil level in the turbocharger is correct
the oil level in the governor is correct
the starting air pressure exceeds 15 bar (normally, 10 bar is still sufficient to
start the engine)
the starting air system is drained of condensate
in DWI engines the 24V control voltage is switched on
in CR (Common Rail) engines the 90V injection voltage is switched on
3.2.2. Local start

1 Start the prelubricating oil pump to obtain a lubricating oil pressure, min.
0,5 bar, or if full flow electric lubricating oil pumps are installed, adjust the pres-
sure to nominal. (See section 1.2.)
03 –2 03–2
2 If the engine is connected to reduction gear: Set the governor to idle speed
and disconnect the propeller shaft or set the propeller blades to zero.
3 Due to the automatic slow turning function it is not required to turn the en-
gine with air before starting, but always when there is time available turn the
crankshaft two revolutions with turning gear keeping the stop lever in stop posi-
tion (see Fig. 3.2.) and indicator valves open.
4 Shut the indicator valves.
5 Disengage the turning gear from the flywheel.
6 Check that the automatic alarm and stop devices in the installation are set
to operation.
7 Check that the stop lever is in work position (normal). (See Fig. 3.2.)
8 Open the starting air valve and shut the blow–off valve when there is no more
condensate.
03–2
Fig. 3.2.
9 Switch the engine to local control. (See Fig. 3.3.)
03–3 03 –3
Different versions of local manoeuvring panel
030305
Fig. 3.3.
10 Push the start button on the local manoeuvring panel. If the engine has not
been running during last 30 minutes it will do automatic slow–turning and the
engine turns slowly two revolutions. When the slow turning is over the engine
immediately takes a full start. The start signal is automatically on for 12 seconds
or until the engine has reached the preset speed. (More detailed information in
chapter 23.)
NOTE ! If the engine stops during the slow turning period, do not try to start
again. The engine must be inspected to find the reason for stopping.
During the starting procedure the speed controller limits the fuel rack movement
to avoid overspeeding and unnecessary smoke.
11 Check immediately after start that the pressure and temperature values are
normal. (See section 1.2.)
NOTE ! In an emergency, it is possible to start the engine manually by operating

the start control valves by hand. (See Fig. 3.4.) Hold the start valve open
until the engine speed has achieved 120 rpm. (Monitor the speed via the
local indicator.) Extreme care must be taken while starting because the
automatic start control is not in operation.
03 –4 03–4
Emergency
start
030506
Fig. 3.4.
3.2.3. Remote– and automatic start

See installation specific instructions.
03–5 03 –5
3.3. Start after a prolonged stop (more than 8 h)
3.3.1. Local start after a prolonged stop

1 Check
the lubricating oil level in the oil tank
the lubricating oil pressure
the circulating water level in the expansion tank
LT/HT water pressure
the raw water supply
the fuel oil level in the day tank
the fuel oil pressure
the starting air pressure min. 15 bar
the governor oil level (sight glass or stick)
the turbocharger oil level (sight glass at both ends)
that the fuel racks move freely to prevent risk of overspeed.
2 Observe section 3.2.2.
3 After starting check
that the starting air distributing pipes are not hot at any cylinder (leakage from
the starting valve).
that the turbocharger lubricating pump is operating; spraying oil can be seen
inside the bearing chamber (ABB turbochargers)
the turbocharger oil level
the governor oil level
exhaust gas temperatures after each cylinder (all fuel pumps are operating)
3.4. Start after overhaul

1 Check that the connections between the speed governor, overspeed trip and
injection pumps are set correctly (hold original values in fuel pumps in relation
to governor position) and move freely. Check that all connections are locked
properly and that the injection pump racks move freely in the pumps.
2 Release the overspeed trip manually the speed governor control lever being
in max. position and the stop lever in work position. Check that all injection pump
racks move to a value less than 5 mm.
3 If the injection pump, camshaft or its driving mechanism have been touched,
check the fuel pump timing (see chapter 16.) and refer to values in setting table
included in the Official Trial Report. Adjust the timing if necessary (see chapter
16.).
03 –6 03–6
4 Check the cooling water system for leakage, especially:

the lower part of the cylinder liner
the oil cooler (installation)
the charge air cooler(s)
5 Check and adjust the valve clearances. If the camshaft or its driving mecha-
nism have been touched, check, at least, the valve timing of one cylinder (V
engines: on each cylinder bank). (For guidance values see chapter 6.)
6 Start the priming pump. Adjust the pressure so that oil appears from all the
bearings and lubricating nozzles, from the piston cooling oil outlet and from the
valve mechanism. Adjust the oil pressure to nominal (see section 1.2.) and check
that there is no leakage from the pipe connections inside or outside the engine.
7 Rags or tools left in the crankcase untensioned or unlocked screws or nuts
(those which are to be locked), worn–out self–locking nuts, MAY CAUSE TO-
TAL BREAKDOWN. Well cleaned oil spaces (oil sump and camshaft spaces)
help protect the oil pump and oil filter.
8 When starting see the instructions in sections 3.2.2. and 3.3.
3.5. Stop
3.5.1. Stop, general
The engine can always be stopped manually (with the stop lever, (see Fig. 3.2.)
independent of the remote control or automation system.
When overhauling the engine, make absolutely sure that the automatic start
and the priming pump are inoperative. Close the starting air shut–off valve
located before the solenoid valve. Move the stop lever into STOP position.
If the engine is to be stopped for a long time, close the indicator valves. It is
also advisable to cover the exhaust pipe opening.
The lubricating oil system on a stopped engine should be filled with oil every sec-
ond day by priming the engine. At the same time, turn the crankshaft into a new
position. This reduces the risk of CORROSION on journals and bearings when
the engine is exposed to vibrations. Start the engine once a week to check that
everything is in order.
Prolonged stop
Circulate the cooling water properly once in a while during possible prolonged
stops (months) of the engine and keep the cooling water additive (nitrite) dosage
at least at the maximum recommended level and preferably at 1,5 times the nor-
mal dosage.
The measures needed when keeping the engine stopped for a long time depend
much on the conditions in the place of storage.
If the engine is to be removed from service for months, please contact Wärtsilä
for further instructions.
3.5.2. Manual stop

If the engine is provided with built–on cooling water pumps:
1 Idle the engine 5...7 min before stopping.
03–7 03 –7
2 Stop the engine by moving the stop lever to stop position (see Fig. 3.2.). The
time of slowing down offers a good opportunity to detect possible abnormal
sounds.
If the engine is provided with separate cooling water pumps:
1 Idle the engine 3...5 min before stopping. Run the cooling water pumps for
5 more minutes.
2 Stop the engine by moving the stop lever to stop position (see Fig. 3.2.). The
time of slowing down offers a good opportunity to detect possible abnormal
sounds.
3.5.3. Local stop

1 See section 3.5.2.1.
2 Switch the engine to local control.
3 Stop the engine by pushing the stop button at the local manoeuvring panel.
Stop solenoid at speed governor is energized and the fuel racks move to stop–
position. Stop signal is automatically on for 100 s which is long enough to stop
the engine.
(For more detailed information see chapter 23.)
3.5.4. Remote stop

1 See section 3.5.2.1.
2 To energize the remote stop see the manual for installation. Function on the
engine is the same as when using local stop.
3.5.5. Automatic stop

The automatic shut down system is activated by some disturbance in the system.
A stop signal is energized simultaneously with the stop solenoid in the speed gov-
ernor and the pneumatic stop valve on the engine. Through the pneumatic stop
valve air is fed to a stop cylinder fitted on each fuel pump which drives the pumps
to stop position.
3.6. Normal operation supervision

3.6.1. Normal operation supervision, general
1 There is no automatic supervision or control arrangement that could re-
place an experienced engineers’ observations. LOOK and LISTEN to the en-
gine.
2 Strong gas blow–by past the pistons is one of the most dangerous things that
can occur in a diesel engine. If gas blow–by is suspected (e.g. because of a sudden
increase of the lubricating oil consumption) check the crankcase pressure. If the
pressure exceeds 30 mm H2O, check the crankcase venting system. If that is in
good working condition, pull the pistons!
3 Operation at loads below 20 % of rated output should be limited to maxi-
mum 100 hours continuously when operating on heavy fuel by loading the engine
above 70 % of rated load for one hour before continuing the low load operation.
03 –8 03–8
Idling (i.e. main engine declutched, generator disconnected) should be limited as

much as possible. Warming–up of the engine for more than 3...5 minutes before
loading, as well as idling more than 3...5 minutes before stopping is unnecessary
and should be avoided.
3.6.2. Every second day or after every 50 running

hours
1 Read all thermometers and pressure gauges and, at the same time, the load
of the engine. All temperatures are more or less depending on the load whereas
the lubricating oil and circulating water pressures (when using engine–mounted
pumps) are depending on the engine speed. Therefore, always compare the values
read with those at corresponding load and speed in the Acceptance Test Records
and curves. Guidance values are stated in chapter 1.
2 Check the oil level in the oil tank. Estimate the appearance and consistency
of the oil. A simple check of the water content is to place a drop of oil on a hot
surface (about 150 C). If the drop keeps ”quiet”, it does not contain water; if
it ”frizzles” it contains water. Compensate for oil consumption by adding max.
10% fresh oil at a time.
3 Check that the ventilation (de–aerating) of the engine circulating water sys-
tem (the expansion tank) is working.
4 Check the quantity of leak–fuel from the draining pipes.
5 Check that the charge air condense water drain pipes are open.
6 Clean the compressor side of the turbocharger by injecting water. See chap-
ter 15. and the instruction manual of the turbocharger.
7 Marine engines (propulsion engines): On a stopped engine, prime the en-
gine and turn the crankshaft into a new position. This reduces the risk of crank-
shaft and bearing damage due to vibrations.
03–9 03 –9
Condensation in charge air coolers
AMB air
temperature
oC
f = Relative humidity (%)
P = Air manifold pressure (bar

abs.)
Water
dewpoint
oC
WATER CONTENT (kg water / kg dry air)
Fig. 3.5.
Example: If the ambient air temperature is 35C and the relative humidity is
80%, the water content in air can be read from the diagram (0.029 kg water/kg
dry air). If the air manifold pressure (receiver pressure) under these conditions
is 2.5 bar, i.e. absolute air pressure in the air manifold is abt. 3.5 bar (ambient
pressure + air manifold pressure), the dew point will be 55C (from diag.). If the
air temperature in the air manifold is only 45C, the air can only contain 0.018
kg/kg (from diag.). The difference, 0.011 kg/kg (0.029–0.018) will appear as con-
densed water.
3.6.3. Every second week or after every 250 run-

ning hours
1 Clean the centrifugal lubricating oil filter.
2 Keep the injection pump racks clean (free from sticky deposits), check that
the parts of the fuel control shaft system move easily.
3 Clean the turbine side of the turbocharger by injecting water. See chapter
15. and the instruction book of the turbocharger.
03 –10 03–10
3.6.4. Once a month or after every 500 running

hours
1 Check the content of additives in the circulating water.
2 Check the cylinder pressures. At the same time, note the load of the engine.
Fuel rack position, turbine speed, charge air pressure and inlet air temperature all
offer an accurate estimation of the engine load.
NOTE ! Measurement of cylinder pressures without simultaneous measurement of

the engine load is practically worthless.
3.6.5. In connection with maintenance work

1 Record the following steps and the running hours in the engine log:
lubricating oil sampling (record also operating time of oil). Lubricating oil
analysis without statement of operating time is of limited value (”go – no go”
only).
lubricating oil changes
cleaning of centrifugal lubricating oil filters
cleaning of lubricating and fuel oil filter cartridges
change of parts in connection with maintenance according to chapter 4.
03–11 03 –11
3.7. Operation supervision after overhaul

1 At the first start, listen carefully for possible unusual sounds. If anything is
suspected, stop the engine immediately, otherwise stop the engine after 5 minutes
idling at normal speed. Inspect at least the temperatures of the main and big end
bearing and of all other bearings which have been opened. Make visual inspection
from below to the cylinder liners and piston skirts which have been opened. If
everything is in order, restart.
2 Inspect that there is no leakage of gas, water, fuel, cooling oil or lubricating
oil. Especially observe the fuel lines, injection pumps and injection valves. Watch
the quantities emerging from the leak oil pipes!
CAUTION ! Inspect that the starting air distributing pipe is not hot at any cyl-
inder (leaky starting valve). May cause explosion!
3 After overhauling, the following instructions are especially important:

Inspect pressures and temperatures.
Inspect the automatic alarm and stop devices.
Inspect that the turbocharger lubricating pumps are operating. (Spraying oil
can be seen through the sight glass.) (Only VTR–turbochargers.)
Inspect the pressure drop over the fuel filter and lubricating oil filter.
Inspect the oil level in the oil sump/oil tank. Estimate the condition of the oil.
Inspect the ventilation (de–aerating) of the engine circulating water system.
Inspect the quantity of leak fuel.
Inspect the gossip holes of the coolers.
Inspect the content of additives in the circulating water.
Inspect the cylinder pressures.
Listen for unusual sounds.
Inspect the crankcase pressure.
Inspect the starting air pipes.
03 –12 03–12
3.8. Running–in
1 After piston overhaul, follow program A in Fig. 3.6. as closely as possible.
The piston rings have slid into new positions and need time to bed–in. If the pro-
gram cannot be followed, do not load the engine fully for 4 h, at least.
2 After changing piston rings, pistons or cylinder liners and after honing
of cylinder liners follow program B in Fig. 3.6. as closely as possible.
If the program cannot be followed, do not load the engine fully for
10 h, at least.
CAUTION ! Avoid ”running–in” at continuous and constant low load
The important thing is to vary the load several times. The ring groove will have
a different tilting angle at each load stage, and consequently the piston ring a dif-
ferent contact line to the cylinder liner.
The running–in may be performed either on distillate or heavy fuel, using the nor-
mal lubricating oil specified for the engine.
For use of running–in filters see chapter 18.
Running–in programme
Fig. 3.6.
A ............ After piston overhaul
B ______ After change of piston rings, pistons or cylinder liners, after honing of
cylinder liners
1. Stop. Check big end bearing temperatures and inspect the cylinder liners and
pistons from below.
2. End of running–in programme. Engine may be put on normal load.
03–13 03 –13
3.9. Loading
(See Fig. 3.7.)
The loading of the engine is subjected to a heated engine with HT–water tempera-
tures 70C.
Lubrication oil temperatures 40C.
If the temperatures are lower the loading time must be twice as long.
Normally the loading is automatically controlled by the engine control system.
Engine loading curve

ngine load %
100
75
50
25
0
0 30 60 90 120 150 180 300 360
Time (s)
Normal max. loading in operating condition
(HT–water and lub. oil temperature at nominal level)
Emergency loading
Load acceptance with preheated engine in stand–by condition
(HT–water temperature min. 70°C, lub. oil temperature min. 40°C
Fig. 3.7.
03 –14 03–14
46 03 36 Maintenance schedule 04
4. Maintenance schedule
4.1. Maintenance schedule, general

The maintenance necessary for the engine depends primarily on the operating
conditions. The periods stated in this schedule are guidance values only but must
not be exceeded during the guarantee period. See also the instruction books of the
turbocharger and the speed governor, separate instructions for additional equip-
ment and chapter 3.
1 Before any steps are taken, carefully read the corresponding section in this
manual detailed in the last column of the table.
2 Note the “Risk reduction” in chapter 00A.
3 Note the “Environmental hazards” in chapter 02A.
4 During all maintenance work, observe the utmost cleanliness and order.
5 Before dismantling, check that all pipe systems concerned are drained or
pressure released. After dismantling, cover immediately holes for lubricating
oil, fuel oil and air with tape or plugs.
6 When replacing a worn–out or damaged part that has an identification
mark stating cylinder or bearing number, mark the new part with the same number
on the same spot. Every replacement should be entered in the engine log and the
reason should be clearly stated.
7 Always renew all gaskets, sealing rings and o–rings at maintenance work.
NOTE ! The O–rings in the cooling water system must not be lubricated with oil
based lubricants, use soap or similar.
8 After re–assembling, check that all bolts and nuts are tightened and locked,
if necessary.
Whenever overhauling the engine, make absolutely sure that:

The starting air shut–off valve located before the main starting valve is closed.
The main starting air line on the engine is drained.
The automatic start is disconnected.
The prelubrication oil pump is stopped.
The stop lever is moved into STOP–position.
NOTE ! If the above mentioned is neglected, it may cause engine damage and/or
personal injury.
04–1 04 –1
04 Maintenance schedule 46 03 36
4.2. Maintenance schedule for HFO operation

Daily routine checks
Air coolers Check draining of air coolers 3.6.2.
Check that the draining pipe is open, check for any leak- 15.
age.
Charge air coolers, Check pressure drop indicators 3.6.2.
charge air filters, fuel Change filter cartridges if high pressure drop is indicated. 17.
and lub. oil filters 18.
Gauges and indicators Take readings 3.6.2.
Read and record all temperature and pressure gauges, at
the same time and at the same load of the engine. (Use eg.
“Operation data record” in “ATTACHMENTS”)
Governor, actuator Check oil level in governor 2.
Check oil level, and look for leaks. 22.
Injection and fuel system Check leak fuel quantity 3.6.2.
Check the amount of leak fuel from the injection pumps 17.
and nozzles.
Turbocharger Water cleaning of compressor 15.
Clean the compressor by injecting water.
Check turbocharger oil levels 15.
Check oil level, and look for leaks. 2.
Cooling water system Check water level in cooling system 19.
Check the water level in the expansion tank(s) and/or the
static pressure in the engine cooling circuits.
Lubricating oil system Check lubricating oil level. 18.
Oil mist detector Observe normal operation
Pneumatic system Drain condensated water 21.5.
Control mechanism Check for free movement 22.
Equipment item Every second day, irrespective of the engine being in Section
operation or not
Crankshaft In a stopped engine, turn the crankshaft into a new posi- 3.
tion.
Equipment item Once a week irrespective of the engine being in opera- Section
tion or not
Start process Test start (if the engine on stand–by). 3.
04 –2 04–2
Interval: 100 operating hours

Turbocharger (TPL) Water cleaning of turbine 15.
Clean the turbine by injecting water, more often if neces-
sary.

Control mechanism Visual inspection and lubrication of control mechanism 16.2.2.
and fuel racks 22.
Turbocharger Water cleaning of turbine 15.
(VTR, Napier) Clean the turbine by injecting water, more often if neces-
sary.
Air filter(s) Clean turbocharger air filter(s) 15.
(Napier–turbochargers) Remove the filter(s) and clean according to the manufac-
turer’s instructions. (More often, if necessary.)
Centrifugal filter Clean centrifugal filter 18.
(optional) Clean more often if necessary. Remember to open the
valve before the filter after cleaning.

Cooling water Check water quality 19.
Check content of additives. 2.
Cylinder pressure Check cylinder pressure 12.
Record firing pressures of all cylinders and record the run- 3.6.4.
ning parameters simultaneously.
Lubricating oil Take a sample of lubricating oil for laboratory analysis 2.2.3.
Take a sample for analyzing also immediately after filling
in a new installation or after changing to a new lubricating
oil brand.
Low pressure accumula- Check air pressure in the low pressure accumulator, if 18.
tor (optional) installed. (Lubricating oil system.)
Waste gate valve Function check 15.
(optional)
By–pass valve Function check 15.
(optional)
Oil mist detector Function check

Air filter(s) Clean turbocharger air filter(s) 15.
(VTR –turbochargers) Remove the filter(s) and clean according to instructions of
the manufacturer (more often, if necessary).
Engine holding down Check the tightness
bolts Check to be done on new installations.
04–3 04 –3

Turbocharger (if separate Change lubricating oil in turbocharger(s) 2.
lub.oil system) Change lubricating oil in the turbocharger. Take care that
the turbine oil is not mixed with the engine lubricating oil. 15.
Check change interval according to lubricating oil
type.
2.

Measuring instruments Check gauges and engine instrumentation 23.
Check pressure and temperature gauges, sensors and
cabling. Replace faulty ones.
Safety and control sys- Functional check of control systems. 23.
tems Check function of the alarm and automatic stop devices.
1.
Governor Change lubricating oil in the governor 2.
Change lubricating oil. 22.
Mechanical overspeed Check function of the mechanical overspeed trip device 22.
trip device Note that the electrical overspeed trip takes place first.
Check function and tripping speed. 6.
El.–pneum. overspeed Check el.–pneumatic overspeed trip device 22.
trip device Note that the electrical overspeed trip takes place first.
Check function and tripping speed. 6.
Valves Check yoke and valve clearances 6., 12.
Valve rotators Visual inspection 12.
Control mechanism Check control mechanism and fuel racks 22.1.2.
Check for wear in all connecting links between the gover-
nor and all injection pumps.
Check that the fuel rack moves easily and the fuel pumps
follow.
Oil mist detector Change fresh air filter

Turbocharger (if separate Change lubricating oil in turbocharger(s) 2.
lub.oil system) Change lubricating oil in the turbocharger. Take care that
the turbine oil is not mixed with the engine lubricating oil. 15.
Check change interval according to lubricating oil
type.
2.
04 –4 04–4

Injection valves Test fuel injectors. 16.6.
Test the opening pressure of the fuel nozzle. Replace out-
side o–rings.

Crankshaft Check crankshaft alignment 11.
Check alignment, use form No. 4611V005. Alignment
check is performed on a warm engine.
Low pressure accumula- Check the condition of the membrane in the low pres- 18.
tor (optional) sure accumulator, if installed. (Lub.oil system)
Flexible mounting Check the alignment Technical
(if used) Check tightness of the thrust rubber elements. docu-
Inspection according to maintenance instructions for resil- ments
ient installation.

Air coolers Clean the charge air cooler(s). 15.
More often if necessary. Cleaning interval is based on
pressure drop measurement
Injection valves Inspect injection valves. 16.5.
Change the main nozzles to new ones or to reconditioned
ones. Check the effective needle lift. Check the springs.
Replace the O–rings. Adjust the nozzle opening pressure
in a test pump.
Replace the complete injection valve if necessary.
Exhaust manifold Check expansion bellows. 20.
Replace if necessary.
Check supports of the exhaust system.
Flexible pipe connec- Marine installations: Inspect flexible pipe connections
tions Replace if necessary.
Power plant installations:
Follow the maintenance schedule of the installation.

Turning device Grease the secondary shaft of the turning gear 3.1.2.
Napier –turbochargers Dismantle and clean complete turbocharger 15.
Inspect turbocharger cooling water ducts for possible de- 19.
posits and clean if the deposits are thicker than 1 mm.
Check turbocharger bearings, replace if necessary.
See manufacturer’s instructions.
Fuel system Check the adjustment of the pressure control valve 17.
Oil mist detector Replace oil mist detector supply air filter
04–5 04 –5

Cylinder liners Inspect the cylinder liners 10.
Measure the bore using form No. 4610V001, replace liners 6.
if wear limits are exceeded. Hone the liners.
Check the deposits from cooling bores. If the deposits are
thicker than 1 mm, clean.
Change the antipolishing rings.
Connecting rods Inspect big end bearing, one / bank 11.
Dismantle the big end bearing. Inspect mating surfaces. 6.
If defects found, open all big end bearings.
Change bearing shells, if necessary.
Measurement records 4611V008 and 4611V003.
Check a small end bearing and piston pin, one / bank
If defects found, open all and replace if needed.
Measurement record 4611V004.
Piston Check the cooling gallery deposit, one piston / bank. If 11.
the deposition exceeds 0.3 mm, open all piston tops. Mea-
sure the height of piston ring grooves (measurement re-
cords 4611V009 and 4611V002).
Check the retainer rings of the gudgeon pins.
Inspect the piston skirt, clean lubricating oil nozzles 11.2.3.
Piston rings Replace piston rings. 11.
Note the running–in programme.
Cylinder heads Overhaul of cylinder heads 2.3.
Dismantle and clean the inner side, inlet and exhaust 12.
valves and ports. Inspect cooling water spaces and clean, if 19.
the deposits are thicker than 1 mm. If cylinder head cool-
ing water spaces are dirty, check also the cooling water
spaces in liners and engine block and clean them all, if the
deposits are thicker than 1 mm.
Improve the cooling water treatment.
Grind all the seats. Grind the valves.
Replace the O–rings in the valve guides.
Check the starting valves. Replace parts if necessary.
Check the safety valves.
Valve rotators Dismantle, inspect and clean 12.5.
Camshaft driving gear Inspect camshaft driving gears 13.
Inspect teeth surfaces and running pattern. 6.
VTR –turbochargers Inspect and clean 15.
Clean the compressor and turbine mechanically if neces- 19.
sary. Inspect turbocharger cooling water ducts for possible
deposits and clean if the deposits are thicker than 1 mm.
VTR –turbochargers Replace turbocharger bearings
with roller bearings See manufacturer’s instructions.
Turbochargers with plain Inspect turbocharger bearings
bearings See manufacturer’s instructions.
04 –6 04–6

TPL–turbochargers Dismount and clean 15.
– Check tolerances
– Inspect and assess the shaft and the bearing parts
– Clean turbine and compressor casings and check for
any cracks and erosion / corrosion
– Clean nozzle ring and check for any cracks and erosion
Fuel injection pump Overhaul of injection pumps 16.
Clean and inspect injection pumps, replace worn parts.
Replace the erosion plugs.
Pilot injection valves Replace pilot nozzles 16.5.
(optional)
Lub. oil pump driving Inspect lube oil pump driving gear 18.
gear (if pump installed) Replace parts if necessary. 6.
HT–water pump driving Inspect HT–water pump driving gear 19.
LT–water pump driving Inspect LT–water pump driving gear 19.
Air filter Clean the insert and inside of the filter. 21.
(in pneumatic system)
Flexible pipe connec- Marine installations:
tions Replace flexible pipe connections with new ones
Depending on the condition of the connection and the pur-
pose of use these can be used even longer.
Power plant installations:
Follow the maintenance schedule of the installation.

Turning device Change lubricating oil in the turning device 3.
2.
Crankshaft Inspect one main bearing 10.
Check condition. Note the type of bearings in use and do 6.
the inspection accordingly. If defects are found, open all
including the flywheel bearing.
Check thrust bearing clearance 11.
Check axial clearance. 6.
Vibration damper in Take oil sample for damper condition evaluation 7.,
camshaft free end See manufacturer’s instructions. 14.
(viscous type) (optional)
Lub. oil pump Inspect the lubricating oil pump. 18.
(optional) Replace bearings and shaft sealing.
HT–water pump Inspect HT–water pump 19.
(optional) Dismantle and check. Replace bearings and shaft sealing.
LT–water pump Inspect LT–water pump 19.
(optional) Dismantle and check. Replace bearings and shaft sealing.
04–7 04 –7

Governor / actuator General overhaul and testing. 22.
Engine fastening bolts Check tightening of engine fastening bolts 7.

Piston Inspect the piston cooling gallery, all cylinders 11.
Clean if needed.
Valves Change inlet– and exhaust valves. 12.3.
Valve rotators and valve Change valve rotators and valve guides. 12.3.
guides
Napier –turbochargers Rotor shaft balance check
Check the rotor shaft balance of the turbocharger at the
latest every 32000 h or every 4 years. It is advisable to
contact the engine or turbocharger manufacturer.
Fuel injection pump Change injection pump elements. 16.
Lubricating oil thermo- Clean and inspect oil thermostatic valve 18.
static valve (optional) Clean and check the thermostatic element, valve cone–cas-
ing and sealings.
HT–water thermostatic Clean and inspect HT–water thermostatic valve 19.
valve (optional) Clean and check the thermostatic element, valve cone–
casing and sealings.
LT–water thermostatic Clean and inspect LT–water thermostatic valve 19.
valve (optional) Clean and check the thermostatic element, valve cone–cas-
ing, indicator pin and sealings.
Exhaust manifold Change expansion bellows between exhaust pipe sec- 20.
tions, after the cylinder head and before the turbocharger.
Main starting valve General overhaul of main starting valve 21.
Replace worn parts.
Governor drive Visual inspection of governor driving gears 22.
Replace parts if necessary. 6.
04 –8 04–8

Main bearings Change main bearing shells, flywheel bearing shells and 10.
thrust bearing halves.
Crankshaft Change crankshaft seal. 11.
Vibration damper in Dismantle the damper, check condition 7.,
crankshaft free end (only to be opened by authorized personnel, contact the 11.
(spring type) (optional) engine manufacturer)
Cylinder liners Clean cylinder liner cooling water spaces and change 10.
liner o–rings.
Connecting rods Change big end and small end bearing shells. 11.
Valve mechanism Check bearing clearances in the tappets and rocker 14.
arms. Dismantle one rocker arm assembly for inspection, 12.
proceed with other rocker arm bearings if defects are 6.
found.
Change valve tappet roller bearing bushes.
Valve seats Change inlet– and exhaust valve seats. 12.4.
Camshaft Inspect camshaft bearing bush, one / bank. 10.4.
If defects are found, inspect all including driving end and 6.
thrust bearing. Replace if necessary.
Measurement record 4610V003.
Vibration damper in Dismantle the damper, check condition 7.,
camshaft free end (only to be opened by authorized personnel, contact the 14.
(spring type) (optional) engine manufacturer)
Elastic coupling in cam- General overhaul of the elastic coupling 7., 14.
shaft driving end (Opening is strongly recommended to be done by autho-
(optional) rized personnel only, contact the engine manufacturer)
Turbocharger with plain Change bearings.
bearings See manufacturer’s instructions.
Air cooler Change charge air cooler(s). 15.
Fuel injection pump Change: Fuel pump tappet roller pins, control sleeve and 16.
control rack.
Exhaust manifold Change exhaust pipe support plates.
Starting air distributor General overhaul of starting air distributor. 21.3.
Replace worn parts.
Interval HFO 2: Interval HFO 1:

36000 operating hours 48000 operating hours
Piston Change piston crowns. 11.2.
For difference between HFO 1 and HFO 2 see section 2.1.3.
04–9 04 –9

VTR–turbochargers Replace compressor wheel
(with light alloy com- See manufacturer’s instructions.
pressor wheel)
Charge air bellow Change expansion bellow(s) between the turbocharger
and air inlet box.
Control mechanism Change: 22.
– bearing bushes and thrust washers for control shaft
– ball joints between the control shaft and control racks
– bearing bushes for transversal connection bars (V46)
– ball joint for the spring loaded rod

Governor drive Change bearing bushes for: 22.
– governor drive vertical shaft
– governor driving gear horizontal shaft
Camshaft bearings Change camshaft bearings. 10., 13.
Change camshaft driving end bearing bush and camshaft
thrust bearings
Intermediate gear Change: 13.
Thrust bearing and bearing bushes of intermediate gear.
Piston Change: piston skirts and gudgeon pins. 11.
Cylinder heads Change cylinder heads. 12.
Valve mechanism Change rocker arm bearing bushes. 12.
Fuel system Change: 16.4.
– main injection pipes
– pilot injection pipes (optional)
Injection valves Change nozzle holders. 16.5.
Change main nozzles. Change pilot nozzles (optional).
Flexible mounting Change rubber elements.
(if used)
Interval HFO 2: Interval HFO 1:

72000 operating hours 96000 operating hours
Cylinder liners Change cylinder liners. 10.
6.
For difference between HFO 1 and HFO 2 see section 2.1.3.
04 –10 04–10
46 03 18 Maintenance tools 05
5. Maintenance tools
5.1. Maintenance tools, general

Maintenance of a diesel engine requires some special tools developed in the
course of engine design. Some of these tools are supplied with the engine and oth-
ers are available through our service stations or for direct purchase by the custom-
er.
Tool requirements for a particular installation may vary greatly depending on the
use and service area. Standard tool sets are therefore selected to meet basic re-
quirements.
This list represents a comprehensive selection of tools for the WÄRTSILÄR 46
engine.
Tool sets are grouped in order to facilitate selection for specific service opera-
tions. This makes the job of the end–user much easier.
5.1.1. Use of this list

1 Read the corresponding item in this Instruction Manual before any mainte-
nance work is started.
2 Check with list below that all the maintenance tools are available.
3 Check that necessary spare parts and consumable parts are available.
5.1.2. Ordering of maintenance tools

1 Find the tools that interests you in the following pages.
2 Select the tool or parts required. You should use the code number in the list
when ordering.
3 Make a note of the specifications and other information as required for the
order.
4 Send the order to your local service station.When possible, state the installa-
tion name and engine number(s) when ordering.
05–1 05 –1
05 Maintenance tools 46 03 18
5.2. Cylinder cover

(Chapter 12)
Description Code Weight Dimensions
No (kg)
Hydraulic pump with hoses 860100 30
Hydraulic pump 860175

1000 bar
Flexible hose, short 861011 0,7
Flexible hose, long 861012 2,0
Quick coupling, male 860177

Quick coupling, female 860176

No (kg)
Pin for hydraulic tensioning tool 861146 0,6
05 –2 05–2

No (kg)
Hydraulic tightening tool for M90x6 861143 95
screws

No (kg)
Lifting tool for hydr. tightening tools 834045 119
05–3 05 –3

No (kg)
Lifting tool for cylinder cover 832001 20,5

No (kg)
Assembly tool for valves 834001 38
05 –4 05–4

No (kg)
Turning tool for grinding valves 841010 4

No (kg)
Lifting eye for injection valve 805001 1.0
05–5 05 –5

No (kg)
Valve clearance feeler gauge 848001 0.035

No (kg)
T–handle for cylinder ind. valve 808001 0.45

No (kg)
Spindle for removing valve seat 845001 1.4
rings

No (kg)
Extraction tool for exhaust valve 845002 4,8
seat rings
05 –6 05–6

No (kg)
Extraction tool for inlet valve seat 845003 4,6
rings

No (kg)
Spindle for valve guide removing 845004 5
tool

No (kg)
Bed for tension cylinder 845005 5,2

No (kg)
Bed for tension cylinder 845011 5,6

No (kg)
Fitting tool for inlet valve seat ring 845012 5
05–7 05 –7

No (kg)
Fitting tool for exhaust valve seat 845006 7
ring

No (kg)
Lapping tool for injection valve 840001 4.3
sealing surface

No (kg)
Lapping tool for starting valve 840003 2.7
sealing surface

No (kg)
Lapping tool for safety valve 840004 0.4
sealing surface
05 –8 05–8

No (kg)
Grinding device for valve seats 842015 18

No (kg)
Flange for removing tool 845031 13

No (kg)
Lifting tool for rocker arms 836031 2
05–9 05 –9
5.3. Piston
(Chapter 11)
No (kg)
Lifting tool for piston 835001 16

No (kg)
Tap M16 802001

No (kg)
Piston assembly ring for liner with 845010 10
antipolishing ring
05 –10 05–10

No (kg)
Protecting sleeve for connecting rod 835005 4.0

No (kg)
Assembly guide for connecting rod 836008 3.1
and piston

No (kg)
Pliers for piston rings 800002 0.5
05–11 05 –11

No (kg)
Pliers for securing ring 800001 1.3

No (kg)
Clamp device for piston rings 843001 1.5

No (kg)
Guide lever for piston assembly 835002 1.2
05 –12 05–12
5.4. Connecting rod
(Chapter 11)

No (kg)
screws

No (kg)
Pin for hydraulic tensioning tool 861028 0.05

No (kg)
Hydraulic tightening tool for M42 861120 10
srcews
05–13 05 –13

No (kg)
Distance sleeve 861027 2.3

No (kg)
Stud remover (M42) 803001 0.5

No (kg)
Stud remover (M72x6, M90x6) 803003 0.8
05 –14 05–14

No (kg)
Mounting device for big end bear- 836010 150
ing, complete
100
Mounting device for big end bearing
upper half
1. Frame
2. Car 836038
50
Mounting device for big end bearing
lower half 836006
1.Outside support
2. Inside support
Clip
Plate 836007
Shaft
3. Rod
05–15 05 –15

No (kg)
Combined big end bearing lock and 846008 3.1
foot support

No (kg)
Guide lever for positioning the big 846012 5
end bearing at the piston assembly.

No (kg)
Removing and assembling tool for 834012 46
gudgeon pin bearing
05 –16 05–16
5.5. Cylinder liner
(Chapter 10)

No (kg)
Lifting tool for cylinder liner 836009 20

No (kg)
Yoke for lifting the cylinder liner 836039 15

No (kg)
Measuring rail for cylinder bore 847001 2.0
05–17 05 –17

No (kg)
Inside micrometer for cylinder bore 848012 0.6

No (kg)
Support for cylinder liner lifting de- 836033 41.8
vice (36)

No (kg)
Cylinder liner honing tools 842014 18 485 x 305 x 75
05 –18 05–18

No (kg)
Dismantling tool for antipolishing 836043 4
ring
05–19 05 –19
5.6. Main bearing

(Chapter 10)
No (kg)
Stud remover screw for mounting 803004 0.9
and dismantling device (M56)

No (kg)
Turning tool for main bearing shell 851001 0.5
05 –20 05–20

No (kg)
Turning tool for thrust washer and 851020 3.4
bearing shell

No (kg)
Hydraulic pump, complete 860050
Hydraulic pump, low pressure 860181 12.4
(Max. 150 bar)
Quick coupling, male 860172
Flexible hose, long 861012 2.0
Straight male stud 860174
Quick coupling, female 860173
05–21 05 –21

No (kg)
Mounting device for hydraulic cylin- 861041 10,2
der
05 –22 05–22

No (kg)
Hydraulic tightening tool for M56 861100 13
screws

No (kg)
Distance sleeve 861009 4.5

No (kg)
Pin for tightening nuts 861010 0.05
05–23 05 –23

No (kg)
Bar for lifting tool 831003 16.5

No (kg)
Lifting tool 1000 kg 836001 10
05 –24 05–24

No (kg)
Transport device 836030 0.6

No (kg)
Transport device into crankcase 836041 16
05–25 05 –25
5.7. Injection equipment

(Chapter 16)
No (kg)
Flare nut Wrench (32 mm) 806052 0.13

No (kg)
Special key for high pressure line 806058 3.5
(46 mm)
05 –26 05–26

No (kg)
Special key for main nozzle cap nut 806054 3.8
(70 mm)

No (kg)
Box insert tool for pilot nozzle cap 806055 0.2
nut (36 mm)
05–27 05 –27

No (kg)
Special socket wrench for main fuel 809032 0.1
valve connection piece (36 mm)

No (kg)
Testing device for nozzle equipment 864001 13
05 –28 05–28

No (kg)
Lifting tool for injection pump 831004 2

No (kg)
Yoke for injection pump lifting tool 831007

No (kg)
Withdrawing device for injection 836040 4.3
pump spindle

No (kg)
Timing tool for injection pump, GD 862020 2
05–29 05 –29
5.8. Camshaft

No (kg)
Locking device for camshaft 834053 14

No (kg)
Locking bar for valve tappet 845013 0.4

No (kg)
Locking bar for injection pump 845014 0.4
tappet
05 –30 05–30

No (kg)
Mounting and removing device for 834010 70
camshaft bearings

No (kg)
Camshaft piece mounting device 845020
05–31 05 –31
5.9. Miscellaneous tools

No (kg)
Deflection indicator for crankshaft 848111 4,3

No (kg)
Limiter for fuel rack movement 863001 0.3
05 –32 05–32

No (kg)
Hydraulic tension cylinder 834050 19

No (kg)
Checking device for cylinder 848020 4.5
05–33 05 –33

No (kg)
Mounting device for overspeed 837020 0.5
cylinder and elastic link rod

No (kg)
Lever for drawing off the overspeed 837040 2.5
cylinder

No (kg)
Stud remover M20 837039 0.2
05 –34 05–34

No (kg)
Universal puller 837038 4.3

No (kg)
Guiding mandrel for assembly of 846160 7.2
HT pipe sealing

No (kg)
Torque wrench 730R/20 820008 1.5
(Max 200 Nm)
05–35 05 –35

No (kg)
Torque wrench 721/80 820009 4.8
(Max 800 Nm)

No (kg)
Torque wrench 820010 0.8

No (kg)
Air operated hydraulic pressure unit 860170 8,2
05 –36 05–36

No (kg)
Eye–bolt screw (M10) 831005 0.1

No (kg)

No (kg)
05–37 05 –37

No (kg)
Shackle A 0.4 833002 0.1

No (kg)
Shackle A 0.6 833003 0.2

No (kg)
Shackle A 1.6 833004 0.4

No (kg)
Lifting bend, 500 kg 833005 1 1500 mm
05 –38 05–38

No (kg)
Hydraulic tightening tool for M30 861164 6.1 130
screws
168
0545ah28001

No (kg)
Distance ring 861165 0.1 68
0545ah29001

No (kg)
Differential pressure gauge 848051
0545ah30001
05–39 05 –39
5.10. Miscellaneous tools for air cooler

No (kg)
Mounting device for air cooler 846053 70
12V46

No (kg)
Mounting device for air cooler 846053 92
16V46, 18V46
05 –40 05–40
5.11. Optional tools

No (kg)
Lifting tool for camshaft pieces 836024 34.6

No (kg)
Lifting tool for drive gear 836023 16.5

No (kg)
Lifting bar for drive gear 836034 16.5

No (kg)
Connecting piece for camshaft ex- 836019 18.0
tension piece lifting tool
05–41 05 –41

No (kg)
Lifting device for end piece of cam- 836018 6.5
shaft

No (kg)
Lifting device for camshaft piece 836029 12.7

No (kg)
Lifting device for bigger intermedi- 836021 1.7
ate gear

No (kg)
Lifting device for end piece of cam- 836017 14.5
shaft
05 –42 05–42

No (kg)
Lifting device for camshaft drive 836020 12
gear

No (kg)
Lifting device for smaller intermedi- 836022 8.4
ate gear

No (kg)
Guide shaft extension for heat ex- 845009 4.3
changer plates

No (kg)
Pressure testing flange for cylinder 848021 78
head
05–43 05 –43

No (kg)
Pressure test flange 847012 4

No (kg)
Honing machine with crane 842010 45

No (kg)
Assembly rig for cylinder head 847002
05 –44 05–44

No (kg)
Assembly trestle for injection pump 862023

No (kg)
Distance sleeve 861122 4

No (kg)
screws
05–45 05 –45

No (kg)
Extractor for water pump WD–200L 837001
impeller

No (kg)
Assembling tool for WD–200L wa- 846030
ter pump bearing

No (kg)
Assembling tool for water pump 846031
WD–200L sealings

No (kg)
Extractor for water pump WD–125L 837005
impeller
05 –46 05–46

No (kg)
ter pump front bearing

No (kg)
Assembling tool for water pump 846004
WD–125L sealings

No (kg)
ter pump back bearing
05–47 05 –47

No (kg)
Lifting tool for lubricating oil pump 836046 83

No (kg)
Lifting tool for cooling water pump 836054

No (kg)
Assembling tool for bellows D280 846602 2,1
0580ah52001
05 –48 05–48
46 04 10 Adjustments, clearances and wear limits 06
6. Adjustments, clearances and wear limits
6.1. Adjustments
Valve timing (Miller)

Valve opens closes
Inlet valve 44_ before TDC 10_ before BDC
Exhaust valve 53_ before BDC 40_ after TDC
Valve clearances, cold engine

Inlet valves 1 mm
Exhaust valves 1,5 mm
Other adjustments
Opening pressure of main fuel injection valve 450 bar
Opening pressure of safety valve on lub.oil pump 6–8 bar
Fuel delivery commencement see test records
Tripping speed of electro–pneumatic and mechanical overspeed trip devices

Installation Nominal speed Electro–pneumatic Mechanical tripping
(rpm) tripping speed (rpm) speed (rpm)
Power plants, 500 550 575
Diesel electric marine
installations 514 565 590
Marine, 500 550 590

propulsion installa-
tions 514 570 605
06–1 06 –1
06 Adjustments, clearances and wear limits 46 04 10
6.2. Clearances and wear limits (at 20oC)
6.2.1. Clearances and wear limits for V46

Part, measuring point Drawing dimension Nominal Wear
(mm) clearance limit
Min. Max. (mm) (mm)
10 Crankshaft journal, diameter 449.960 450.000
Crankshaft journal, ovality 0.020 0.030
Crankshaft journal, taper 0.020/100 0.025/100
Main bearing shell thickness 9.825 9.845 9.800
Measurement record 4610V004: Main bearing shell
Bore of main bearing housing 470.040
Assembled bearing bore ∅ µ 450.405 450.485
∅´ 450.450 450.530
Main bearing clearance µ 0.405–0.525
(also flywheel bearing) ´ 0.450–0.570
Thrust bearing, axial clearance 0.470–1.050 1.500
Thrust washer thickness 24.720 24.750 24.50
Camshaft diameter 299.968 300.000
Camshaft bearing bush thickness 9.875 9.890
Camshaft bearing housing bore 320.000 320.036
Assembled bearing bore 300.260 300.330 300.370
Camshaft bearing clearance 0.260–0.362 0.400
Measurement record 4610V003: Camshaft bearing bore
Camshaft thrust bearing housing, bore 230.000 230.029
Camshaft thrust bearing diameter 210.000 210.029
Camshaft thrust bearing width
– housing 60.000 60.060
– shaft 29.980 30.020
Camshaft thrust bearing clearance 0.200–0.290 0.350
Camshaft thrust bearing, axial clearance 0.280–0.440 0.700
Cylinder liner diameter 460.000 460.063
Cylinder liner ovality at TDC 0.03 0.30
Measurement records 4610V001 and 4610V002: Cylinder liner
Thrust bearing thickness 14.820 14.850
06 –2 06–2

Min. Max. (mm) (mm)
11 Crank pin, diameter 449.960 450.000
Crank pin, ovality 0.020 0.030
Crank pin, taper 0.020/100 0.030/100
Big end bearing shell thickness 9.820 9.840
Measurement record 4611V008: Big end bearing shell
Big end bore diameter 470.000 470.040
Ovality 0.020 0.10
Measurement record 4611V003: Big end bearing bore
Assembled bearing bore ∅µ 450.420 450.540
∅´ 450.340 450.460
Big end bearing clearance µ 0.420–0.580
´ 0.340–0.500
Gudgeon pin diameter 219.980 220.000
Small end bore 250.000 250.046
Gudgeon pin bearing clearance 0.150–0.246
Measurement record 4611V004: Gudgeon pin
Connecting rod axial clearance in piston
Small end bearing bush, thickness 14.920 14.935
Clearance gudgeon pin – piston 0.06–0.10
Bore diameter in piston 220.06 220.08
Piston ring gap (clamped ∅ 460)
Compression ring 1
Compression ring 2 1.10–1.50 3.0
Oil scraper ring 2.00–2.60 3.0
1.40–1.95 3.0
Measurement record 4611V007: Piston rings
Piston ring axial clearance:
Oil scraper ring 0.063–0.105 0.3
Measurement record 4611V002: Piston ring groove wear curve
Piston ring groove height:
Groove I and II 10.110 10.130 10.6
Groove III 8.050 8.070 8.3
Measurement record 4611V009: Piston ring groove height
Piston clearance at bottom in cross direc- 0.250–0.290
tion of engine
Corresponding piston diameter 459.710 459.750
06–3 06 –3

Min. Max. (mm) (mm)
12 Valve guide diameter assembled 34.147 34.174 34.350
Measurement record 4612V002: Valve guides
Valve stem diameter 33.975 34.000 33.900
Measurement record 4612V001: Valves
Valve stem clearance 0.147–0.199 0.450
Valve seat radial deviation in relation to 0.10
valve guide (max. value)
Inlet valve seat bore in cylinder head 172.000 172.025
Exhaust valve seat bore in cylinder head:
outer bore 180.000 180.029
inner bore 162.00 162.025
06 –4 06–4

Min. Max. (mm) (mm)
13 Intermediate gear of camshaft drive
bearing clearance 1 (see Fig. 6.1.) 0.200–0.350 0.5
axial clearance 2 0.33–0.52
Bearing diameter, in situ 210.200 210.320
Bearing journal diameter 209.971 210.000
Camshaft driving gear backlash:
Crankshaft gear wheel
– intermediate gear wheel 0.300–0.904
Small intermediate gear wheel
– camshaft gear wheel 0.389–0.754
Fig. 6.1.
06–5 06 –5

Min. Max. (mm) (mm)
14 Valve tappet diameter 1 (see Fig. 6.2.) 159.815 159.915
Guide diameter 2 160.00 160.063
Diameter clearance 3 0.085–0.248
Roller pin bore in the tappet 4 60.000 60.030
Bearing bush bore diameter 5 60.090 60.120 60.200
Tappet pin diameter 59.971 59.990
Bearing clearance tappet–tappet pin 6 0.010–0.059
bearing bush–tappet pin 7 0.100–0.149
Roller bore diameter 12 70.000 70.030
Bearing bush outer diameter 13 69.870 69.900 69.800
Bearing journal diameter 8 (see Fig. 6.3.) 109.966 109.988
Rocker arm bearing diameter, in situ 9 110.088 110.154 110.500
Bearing clearance 0.100–0.188
Yoke pin diameter 10 41.904 41.920
Yoke bore diameter 11 42.000 42.025
Diameter clearance 0.121–0.080
Section A–A
Fig. 6.2.
Section B–B
Fig. 6.3.
06 –6 06–6

Min. Max. (mm) (mm)
16 Nozzle needle lift (see Fig. 6.4.) 1,20 1,25 1,30
Fig. 6.4.

Min. Max. (mm) (mm)
16 Injection tappet diameter 1 (see Fig. 6.5.) 179.875 179.915
Guide diameter 2 180.000 180.063
Roller pin bore in the tappet 4 75.000 75.030
Tappet pin diameter 5 74.971 74.990
Roller bore diameter 12 75.090 75.120
Bearing clearance tappet–tappet pin 6 0.010–0.059
roller bore–tappet pin 7 0.100–0.149
161101
Fig. 6.5.
06–7 06 –7
Part, measuring point Drawing dimension Nominal

(mm) clearance
Min. Max. (mm)
18 Lubricating oil pump, diameter of shaft 59, 970 60,000
Backlash for driving gear 0,422–0,731
Fig. 6.6.
Part, measuring point Drawing dimension Nominal

(mm) clearance
Min. Max. (mm)
19 Backlash for water pump driving gear 0.422–0.731
WD 200 (Fig. 6.7.)
Fig. 6.7.
06 –8 06–8

Min. Max. (mm) (mm)
19 Backlash for water pump driving gear 0,456–0,729
WD 125 (Fig. 6.8.)
Fig. 6.8.

Min. Max. (mm) (mm)
22 Driving shaft for governor 1 (see Fig. 6.9.) 32.000 32.016
Bearing for driving shaft 2 32.050 32.075
Bearing clearance 0.034–0.075 0.15
Axial clearance 3 0.100–0.150 0.40
Backlash for driving gear 7 0.138–0.685 0.80
Backlash for driving gear 8 0.040–0.185 0.30
Control shaft 4 (see Fig. 6.10.) 44.961 45.000
Control shaft bearing 5 45.080 45.180
Clearance 0.800–0.219 0.5
Shaft for connection bar levers 7 44.961 45.000
Bearing diameter, in situ 8 45.025 45.064
Bearing clearance 0.025–0.103 0.2
06–9 06 –9
Fig. 6.9.
View A:
Fig. 6.10.
06 –10 06–10
46 03 49 Tightening torques and use of hydraulic tools 07
7. Tightening torques and use of hydraulic

tools
7.1. Tightening torques for screws and nuts

Threads and contact faces of nuts and screw heads should be oiled with lubricat-
ing oil unless otherwise stated. Note that locking fluids are used in certain cases.
Due to the risk of overtensioning the screws, Molykote or similar low friction
lubricants must not be used for any screws or nuts unless otherwise advised.
1 Nm = 0.102 kpm
NOTE ! The position numbers of components in this chapter are not necessarily
the same as those to be found in the assembly instructions in chapters
10–23. This is to be taken in consideration when looking for torque val-
ues.
7.1.1. Camshaft, governor drive and overspeed trip

device
Pos. Camshaft (see Fig. 7.1.) Torque Nm
1 Camshaft flange connection nuts (M20) 550"24
Pretightening before final tightening 200
2 Camshaft gear flange connection screws (M20) 575"25
47 Elastical coupling, vibration damper fastening screws (M10) 85
Fig. 7.1.
07–1 07 –1
07 Tightening torques and use of hydraulic tools 46 03 49
Pos. Govenor drive (see Fig. 7.2.) Torque Nm

3 Hexagon socket head screw M8x60 25
Fig. 7.2.
Pos. Overspeed trip device (see Fig. 7.3.) Torque Nm

4 Overspeed trip housing fastening screws (M12) 85"4
5 Overspeed trip fastening screws (M10) 50"2
42 Locking screw of centrifugal tripping mechanism 14
Fig. 7.3.
07 –2 07–2
7.1.2. Cylinder head
Pos. Cylinder head (see Fig. 7.4.) Torque Nm

7 Connection piece to nozzle holder (M22) 150"5
Use Molykote G–n plus lubricant on threads and the sealing cone.
8 Main injection valve fastening nuts (M16) 125"5
10 Injection pipe nut 200"5
12 Rocker arm console fastening screw (M24) 600"25
13 Locking screw for valve clearance adjusting screw (M12) 30"5
48 Locking nut for adjusting screw of yoke (M24x2) 400"25
67 Clamp tightening screw (M16) 170"10
Fig. 7.4.
07–3 07 –3
Pos. Starting valve, safety valve (see Fig. 7.5.) Torque Nm

14 Fastening nuts for cylinder head safety valve (M16) 85"5
15 Fastening nuts for starting valve (M16) 150"5
16 Nut for starting valve spindle (M12) 45"2
Fig. 7.5.
7.1.3. Crankshaft
Pos. Crankshaft (see Fig. 7.6.) Torque Nm
17 Split gear screws on crankshaft
(M30) 10.9 1900"100
(M36) 10.9 3160"150
Apply Loctite 243 on threads M36. (See section 7.2.)
18, 19 Flywheel fastening screws and flywheel fitting bolts
In case you need the tightening torque for these screws, please contact
the nearest Wärtsilä service office.
44 Tightening screws of vibration damper or gear wheel for engine driven 2800
pumps (M39x3) (if installed)
45 Fitting bolts of vibration damper or gear wheel for engine driven 2200
pumps (M39x3) (if installed)
Fig. 7.6.
07 –4 07–4
7.1.4. Injection pump

Pos. Injection pump (see Fig. 7.7.) Torque Nm
22 Locking screw (M12) for injection pump adjusting screw (locked with 60"5
locking fluid)
23 Injection pump fastening nuts (M24) 460"20
24 Injection pump cover fastening screws (M14) 150"5
25 Injection pump element fastening screws (M12) 125"5
26 Main injection pipe fastening nut 200"5
46 Erosion plug, see instructions for locking in section 16.2.7. “Con- 350"5
trol of fuel pump adjustment”.
105 Stop washer mounting screw 100
106 Pneumatic cylinder fastening screw 30
View A:
070909
Fig. 7.7.
07–5 07 –5
7.1.5. Injection valve
Pos. Injection valve (see Fig. 7.8. ) Torque Nm

28 Main injection nozzle cap nut 600"15
Molykote G–n plus
60 Counter nut of main injection valve adjusting screw 300"10
071105
Fig. 7.8.
7.1.6. Engine driven lub. oil pump
Pos. Engine driven lube oil pump (see Fig. 7.9.) Torque Nm
30 Lube oil pump gear fastening screws 41"4
Fig. 7.9.
07 –6 07–6
7.1.7. Engine driven cooling water pump WD–125

Pos. Engine driven water pump (optional) (see Fig. 7.10.) Torque Nm
43 Water pump gear fastening screws 50±3
To be tightened evenly (0–20–40–50)Nm
24 Hexagon screw 110
Apply Loctite 243 on threads, see section 7.2.
Fig. 7.10.
7.1.8. Engine driven cooling water pump WD–200

Pos. Engine driven water pump (see Fig. 7.11.) Torque Nm
43 Water pump gear fastening screws 41
24 Hexagon screw 200
66 Hexagon screw 10
Fig. 7.11.
07–7 07 –7
7.1.9. Exhaust pipe

Pos. Screw connection (see Fig. 7.12. ) Torque Nm
83 Exhaust manifold fastening screws (M20) 300
Use Molykote G–n plus lubricant on the threads.
84 Flange connections of the exhaust manifold
Use Molykote G–n plus lubricant on the threads.
M24 510
M20 300
M16 145
M12 61
072001
Fig. 7.12.
7.1.10. General torques

We recommend the use of torque measuring tools also when tightening other
screws and nuts. The following torque values apply to screws treated with lubri-
cating oil or Loctite.
These tightening values can not be used if the rod diameter of the screw has been
reduced or the thread ends in final pass.
Screw Width across flats of Key width of hexagon Torque Torque

dimension hexagon screws socket head screws Nm kpm
Strength class 8.8
M8 13 6 25 2,5
M10 17 8 50 5,0
M12 19 10 85 8,5
M16 24 14 190 19
M20 30 17 370 37,5
M24 36 19 640 65
07 –8 07–8
Screw Width across flats of Key width of hexagon Torque Torque

dimension hexagon screws socket head screws Nm kpm
Strength class 10.9
M8 13 6 37 3,8
M10 17 8 75 7,7
M12 19 10 130 13,3
M16 24 14 310 31,6
M20 30 17 620 63,2
M24 36 19 1060 108
Strength class 12.9
M8 13 6 43 4,4
M10 17 8 87 8,9
M12 19 10 150 15,3
M16 24 14 370 37,7
M20 30 17 720 73,4
M24 36 19 1240 127
7.2. Use of locking fluids

When using locking fluid (Loctite), clean parts carefully in degreasing fluid and
let them dry completely before applying locking fluid.
7.3. Hydraulically tightened connections
7.3.1. General
The screws will be overloaded if the maximum hydraulic pressure is exceed-
ed. In case it is impossible to turn the nuts, when the maximum hydraulic pressure
is reached, check is there corrosion in the threads and are the tools and manome-
ters operational.
When tightening hydraulic bolt connections, follow the instructions given in sec-
tion 7.3.4.
07–9 07 –9
7.3.2. Hydraulically tightened connections, V–en-

gines
Pos. Screw connection Hydraulic pressure Tightening Hydraulic
(see Fig. 7.13.) when tightening torque for stud cylinder
(bar) ("3%) (Nm)
Stage I Stage II
34 Cylinder head bolts M90 x 6 300 450 400 "40 861143
35 Main bearing bolts M90 x 6 400 815 400 "40 861143
36 Thrust bearing bolts M56 400 600 300 "30 861100
37 Lateral bolts of main bearings 300 600 By hand 861100
and thrust bearing M56
38 Big end bearing bolts M72x6 400 800 400" 40 861142
39 Connecting rod bolts M42 400 760 150" 10 861120
40 Counterweight bolts M72x6 300 650 400" 40 861142
41 Central bolts for intermediate 400 815 400" 40 861143
gears M90x6
49 Fixing bolts M42 300 700 By hand 861120
(resilient mounting)
Fig. 7.13.
07 –10 07–10
Pos. Screw connection Hydraulic pressure Tightening Hydraulic

(see Fig. 7.14.) when tightening torque for stud cylinder
(bar) ("3%) (Nm)
Stage I Stage II
31 Turbocharger fastening screws 200 500 By hand 861164
M30
071501
Fig. 7.14.
07–11 07 –11
Use of hydraulic cylinders:
7.3.3. Dismantling hydraulically tightened screw

connections
1 Attach distance sleeves and hydraulic cylinders to the nuts according to Fig.
7.15. A. Screw on the cylinders by hand.
2 Connect the hoses to the pump and cylinders according to scheme 7.15. B.
Open the release valve (2) and screw cylinders in clockwise direction to expel
possible oil.
3 Turn the cylinders or distance sleeves in counter–clckwise direction about
half a revolution (180), M72 x 6 thread sleeve 3/4 revolution (270). Otherwise
the nuts will be locked by the cylinder and impossible to loosen.
4 Close the release valve and pump pressure to the stated value. (See stage
II in section 7.3.2.) Read pressure in both manometers (6) (Fig. 7.15.).
5 Turn the nuts in counter–clockwise direction about one revolution with a
pin.
6 Open the release valve slowly and remove the hydraulic tool set.
7 Screw off the nuts.
Fig. 7.15.
07 –12 07–12
7.3.4. Reassembling hydraulically tightened screw

connections
1 Screw on the nuts and attach distance sleeves. Screw on the cylinders by
hand.
2 Connect the hoses to the pump and cylinders according to Fig. 7.15. Check
that the release valve (2) is open and screw the cylinders in clockwise direction
to expel possible oil.
3 Close the release valve (2) and pump the pressure to the value of stage I
stated in the table of section 7.3.2.
4 Tighten the nuts with a pin until close contact to face. Keep the pressure
constant at the stated value during tightening.
5 Release the pressure.
6 Pump the pressure to the value of stage II and tighten the nuts. Observe, that
the nuts turn equally.
7 Open the release valve slowly and remove the hydraulic tool set.
7.3.5. Maintenance of high pressure tool set

The hydraulic tool set consists of a high pressure hand pump with integrated oil
container, hoses fitted with quick–connections and non–return valves, cylinders
and a pressure gauge mounted on the hand pump and another mounted after the
last hydraulic jack. See Fig. 7.15.
The components are connected in series, the pressure gauge being the last compo-
nent thus ensuring that every cylinder is fed with the correct pressure.
The non–return valves in the hoses are integrated with the quick–connections and
are opened by the pins located in the centre of the male and female parts. If these
pins get worn the connection must be replaced due to the risk of blocking.
In the high pressure hydraulic tool set it is recommended to use a special hy-
draulic oil or at least an oil with a viscosity of about 2E at 20C.
During the filling of the high pressure pump container, it is recommended to
connect the set according to scheme B Fig. 7.15. Before filling, open the release
valve (2) and empty the cylinders (4) by pressing piston and cylinder together.
After that, the container can be filled through the filling plug (1).
After filling, vent the system by pressing in, with a finger, the centre pin of
the female part of the last quick–connection; the connection being disconnected
from the pressure gauge. Keep on pumping until airfree oil emerges from the con-
nection.
Check the pressure gauge of the hydraulic tool set regularly. For this purpose
a comparison pressure gauge is supplied. This pressure gauge can be connected
to the plug hole (7) and the outlet hose of the pump is connected direct to the pres-
sure gauges.
07–13 07 –13
7.4. Use of hydraulic extractor cylinder

For some power demanding operations a hydraulic extractor cylinder (834050)
is used. In connection with this cylinder the hydraulic high pressure hand pump
is utilized. (Connection scheme acc. to Fig. 7.16.)
Fig. 7.16.
The effective area of the piston is 58.32 cm 2 which gives the following relation
between pressure and force (Fig. 7.17.)
Relation between pressure and force for hydraulic extractor cyl-

inder 834050.
Max. pressure
Fig. 7.17.
According to the design of the cylinder, the outer cylinder (1) must not be loaded,
but the force is created between the surfaces A and B in Fig. 7.16.
07 –14 07–14
The piston is prevented from running out of the cylinder by an expansion ring (2).
The strength of this ring is limited and it is recommended that care be taken when
operating at the end of the stroke.
7.5. Use of low pressure pump for lifting purposes in the

crankcase
A special low pressure pump (150 bar, 860050) is delivered for lifting the main
bearing cap in the crankcase. Normal engine oil, which is used in the engine
lubricating system (sump) must be used in this pump if the drain oil from the
tools is led to the sump of the engine. However, it is also possible to connect the
drain oil back to the pump chamber. (Fig. 7.18.) When lifting the main bearing
connect the pressure hose to connection ”UP”, when lowering connect the hose
to connection ”DOWN”.
View A
Fig. 7.18.
07–15 07 –15
7.6. Torque calculations
NOTE ! Torque wrench settings must be recalculated according to the following

formula when using tools (806054) and (806058) together with torque
wrench (820009) or (820008).
M1 + B x M
(B ) A)
071702
Fig. 7.19.
Example:
M + 600 Nm
A + 272 mm
B + 880 mm
M1 + 880 x 600 + 458 Nm

(880 ) 272)
07 –16 07–16
46 94 34 Operating problems, emergency operation 08
8. Operating problems, emergency

operation
For preventive action, see chapter 3. and 4. Some possible operating
problems require prompt action. Operators should acquire knowledge
of this chapter for immediate action when needed.
8.1. Trouble, possible reason

See chapter,
section
1. Crankshaft does not rotate when attempting to start
a) Turning device is connected. 3.1., 21.1.
NOTE! Engine cannot be started when turning device is connected.
However, before starting, always check that turning device is removed.
b) Starting air pressure too low, shut–off valve on starting air inlet pipe 21.1., 21.6.
closed.
c) Jamming of starting valve in cylinder head. 21.5.
d) Jamming of starting air distributor piston. 21.4.
e) Starting air solenoid valve faulty. 21.6.2.
f) Inlet or exhaust valve jamming when open. ”Negative” valve clearance 12.
(strong blowing noise).
g) Starting automation outside engine faulty. 3.2., 23.
2. Crankshaft rotates but engine fails to fire
a) Too low speed (1b).
b) Automatic shut–down is activated. 23.
c) Load limit of control shaft or of governor is set at a too low value. 22.1.3.
d) Overspeed trip device has tripped. 22.3., 22.4.
e) Starting fuel limiter wrongly adjusted. 22.1.3., 22.5.
f) Some part of fuel control mechanism jamming and prevents fuel ad– 22.
mission.
g) Pipe connections between injection pumps and valves not tightened. 17.2.2.
h) Fuel filter clogged. 17.2.
i) Three–way cock of fuel filter wrongly set, valve in fuel inlet pipe
closed, fuel day tank empty, fuel feed pump not started or faulty.
k) Very low air and engine temperatures (preheat circulating water!) in 2.1.
connection with low ignition quality fuel.
l) Fuel insufficiently preheated or precirculated. 2.1., Fig. 2.2.
m) Too low compression pressure (1f)
08-1 08 –1
08 Operating problems, emergency operation 46 94 34
See chapter,
section
3. Engine fires irregularly, some cylinders do not fire at all
a) See points 1f, 2f, g, h, k, l, 4d.
b) Injection pump control rack wrongly adjusted. 22.1.3.
c) Injection pump control sleeve does not mesh properly with rack (may 16.2.5., 16.2.6.
cause overspeed if set in direction towards increased fuel quantity).
d) Injection pump faulty (plunger or tappet sticking; delivery valve spring 16.
broken, delivery valve sticking).
e) Injection valve faulty; nozzle holes clogged. 16.
f) Piston rings ruined; too low compression pressure. 11.2.1.
g) 8...18–cylinder engines. It may be troublesome to make these fire on
all cylinders when idling, due to the small quantity of fuel required.
In normal operation this is acceptable.
For special cases, when engines have to idle continuously for longer
periods (several hours), it is advisable to adjust the rack positions
carefully (reduce rack position somewhat on those cylinders having the
highest exhaust gas temperatures, increase somewhat on those cylinders
not firing). This adjustment should be done in small steps and the
difference between rack positions of various cylinders should not
exceed 1mm.
4. Engine speed not stable
a) Governor adjustment faulty (normally too low compensation). 22.
b) See point 2f.
c) Fuel feed pressure too low. 1.3.
d) Water in preheated fuel (vapor lock in injection pumps).
e) Loading automation (e.g. controllable pitch propeller)outside engine
faulty.
5. Knocks or detonations occur in engine
(If reason cannot be found immediately, stop the engine)
a) Big end bearing clearance excessive (loose screws !). 6.2. table 11, 7.3.,
11.2.1.
b) Valve springs or injection pump tappet spring broken. 12., 16.

c) Inlet or exhaust valve jamming when open.
d) Excessive valve clearances. 6.1., 12.2.3.
e) One or more cylinders badly overloaded (3b, c)
f) Injection pump or valve tappet guide block loose. 16.2.4., 14.1.4., 7.1.
g) Initial phase of piston seizure

h) Insufficient preheating of engine in combination with a low ignition
quality fuel.
08 –2 08-2
See chapter,
section
6. Dark exhaust gases
a) Engine badly overloaded (check injection pump rack positions and Test Records
exhaust gas temperatures).
b) Late injection (wrongly set camshaft drive). 6.1., 16.2.7.
c) See points 3b, c, d, e.
d) Insufficient charge and scavenging air pressure Test Records
– charge air filter clogged 15.2.2.
– turbocharger compressor dirty 15.2.2.
– charge air cooler clogged on air side 15.7.2.
– turbocharger turbine badly fouled
NOTE! Engines starting on heavy fuel may smoke if left idling.
7. Engine exhaust gases blue–whitish or gray–whitish
a) Excessive lubricating oil consumption due to: gas blow–by past piston 11.2.1.
rings; worn or broken oil scraper rings or worn cylinder liners; sticking
compression rings; compression rings turned upside–down; ring
scuffing (burning marks on sliding surfaces).
b) Blue–whitish exhaust gases may occasionally occur when engine has 3.6.
been idling for a lengthy time or at low ambient temperature, or for a
short time after starting.
c) Grey whitish exhaust gases due to water leakage from exhaust gas
boiler or turbocharger.
8. Exhaust gas temperature of all cylinders abnormally high
a) Engine badly overloaded (check injection pump rack positions). Test Records
b) See point 6d.
c) Charge air temperature too high Test Records,
– charge air cooler clogged on water side or dirty on air side 15.7.1., 15.7.2.
– water temperature to air cooler too high, water quantity insufficient 1.3.
– engine room temperature abnormally high 1.3.

d) Excessive deposits in cylinder head inlet or exhaust ports.
e) Exhaust turbine dirty. 15.3.
9. Exhaust gas temperature of one cylinder above normal Test Records
a) Faulty exhaust gas thermometer 3.6.2.
b) Exhaust valve
– jamming when open
– ”negative” valve clearance
– sealing surface blown by (burned)
c) Faulty injection valve
– opening pressure much too low 6.1.
– sticking of nozzle needle when open 16.5.4.
– broken spring
08-3 08 –3
See chapter,
section
d) Late injection, refer to engine setting table 6.1., 16.2.7.
e) Fuel supply insufficient (fuel filter clogged)
f) Injection pump faulty, see points 3b and 3d.
10. Exhaust gas temperature of one cylinder below normal
a) Faulty exhaust gas thermometer. 23., 3.6.2.
b) See points 2f, h, 3b, c, d, e.
c) Leaking injection pipe or pipe fittings. 16.4.
d) When idling, see point 3g.
11. Exhaust gas temperatures very unequal
a) See points 9a, c, e.
b) Too low fuel feed pressure: too small flow injection pumps (see points
2h, i), which may cause great load differences between cylinders al
tough injection pump rack positions are the same.
Dangerous ! Causes high thermal overload in individual cylinders.
c) See points 1f, 6b.
d) When idling, see point 3g.
e) Exhaust pipe turbine nozzle ring partly clogged.
12. Lubricating oil pressure lacking or too low 1.2.
a) Faulty pressure gauge, gauge pipe clogged 23.
b) Lubricating oil level in oil tank too low. 18.
c) Lubricating oil pressure control valve out of adjustment or jamming. (18.)
d) Three–way cock of lubricating oil filter wrongly set
e) Leakage in lubricating oil suction pipe connections. 18.1.
f) Lubricating oil badly diluted with diesel oil, viscosity of oil too low. 2.2.1., 2.2.3.
g) Lubricating oil pipes inside engine loose or broken. 18.
13. Too high lubricating oil pressure
a) See points 12a and c.
14. Too high lubricating oil temperature 1.2.
a) Faulty thermometer.
b) Insufficient cooling water flow through oil cooler (faulty pump, air in 19.
system, valve closed), too high LT–water temperature. 1.3.
c) Oil cooler clogged, deposits on tubes.
d) Faulty thermostatic valve (18.)
15. Abnormally high cooling water outlet temperature, difference 1.2.
between cooling water inlet and outlet temperatures excessive
a) One of thermometers faulty.
b) Circulating water cooler clogged, deposits on plates (installation).
08 –4 08-4
See chapter,
section
c) Insufficient flow of cooling water through engine (circulating water 3.6.2., 19.
pump faulty), air in system, valves closed.
d) Thermostatic valve faulty. (19.)
16. Water in lubricating oil 2.2.3., 3.6.,
a) Leaky oil cooler.
b) Leakage at cylinder liner O–rings (always pressure test when cooling
water system has been drained or cylinder liners have been dismantled).
c) Faulty lubricating oil separator (installation). See separator instruction 2.2.3.
book!
17. Water in charge air receiver 15.7.1.
(escape through drain pipe in air cooler housing)
a) Leaky air coolers.
b) Condensation (too low charge air cooling water temperature) 3.6.2., Fig. 3.6.
18. Engine looses speed at constant or increased load
a) Engine overload, a further increase of fuel supply is prevented by the 22.1.
mechanical load limiter.
b) See points 2c, f, g, h, i.
c) See points 4c, d, 5g.
d) Scavenge air fuel limiter built in the governor is limiting fuel. (Scav– 22., Governor
enge air pipe between the manifold and governor is leaking, scavenge manual
air pressure too low or the governor wrongly adjusted.)
19. Engine stops
a) Shortage of fuel, see points 2h, i.
b) Overspeed trip device has tripped. 22.3., 22.4.
c) Automatic stop device has tripped.
d) Faulty governor or governor drive. 22., Governor
manual
20. Engine does not stop although stop level is set in stop position or
remote stop signal is given
a) Injection pump control rack wrongly set (3b, c).
Trip overspeed trip device manually. If the engine does not stop im –
mediately, block fuel supply as near the engine as possible (e.g. by fuel
filter three–way cock).
Before restarting the engine, the fault must be located and corrected.
Great risk of overspeed.
b) Fault in stop automation. Stop by means of stop lever.
c) The engine driven by generator or propeller or by another engine con–
nected to the same reduction gear.
08-5 08 –5
See chapter,
section
21. Engine overspeed and does not stop although overspeed trip
device trips
a) Injection pump control rack wrongly set (3b, c).
Load the engine, if possible.
Block fuel supply, e.g. by means of fuel filter three–way cock.
b) An overspeeding engine is hard to stop. Therefore, check regularly the 22.1.3.
adjustment of the control mechanism
(the injection pump rack positions)
1) The stop lever being in stop position or the overspeed trip device be
ing tripped and the speed governor at max. fuel admission.
2) the stop lever and the overspeed trip being in work position and the
speed governor in stop position.
This control should be done always when the control mechanism or the
injection pumps have been touched.
8.2. Emergency operation

Operation with defective parts:
8.2.1. Operation with defective air cooler(s)
If the water tubes of an air cooler are defective, the cooling water may
enter the cylinders. If water or water mist flows out of the drain pipe,
check whether it is cooling water or condensate. If condensate, reduce
cooling (see chapter 3, Fig. 3.6.). If cooling water, stop the engine as soon
as possible and fit a spare cooler. If no spare cooler is available, the folĆ
lowing can be done as an emergency solution:
a) Dismantle the cooler for repair
and blank off the opening in the charge air cooler housing. Shut off
water supply and return pipes. Repair the cooler, e.g. by plugging the
leaking tubes.
b) If there is not time enough to remove the defective cooler
and repair it, shut off water supply and return pipes.
c) Operating with a partially plugged, shut–down or removed air
cooler.
Engine output must be limited so that the normal full load exhaust temĆ
peratures are not exceeded. The turbocharger may surge before the
admissible exhaust temperatures are reached. In such a case, engine
load must be reduced further to avoid continuous surging.
8.2.2. Operation with defective turbocharger(s)

A defective turbocharger is to be treated in accordance with the service
instructions given in the turbocharger instruction book (blocking or
removing the rotor etc.)
08 –6 08-6
Available load from the engine with blocked turbocharger(s) is about

20% of full load. The engine output must, however, be limited so that the
normal full load exhaust temperatures are not exceeded. Maximum
allowable exhaust gas temperature after cylinder at continuous operaĆ
tion with blocked turbocharger is 500_C.
(See also section 15.6.)
8.2.3. Operation with defective cams
If the camshaft piece with its damaged cams cannot be removed and
replaced by a new one, the engine can be kept running by the following
means:
a) Injection pump cams
Slight damage:
Set the injection pump control rack to zero position and lock it by using
the limiter tool 863001 (See chapter 16.).
Bad damage:
Remove the fuel injection pump and the tappet of the pump. Mount the
injection pump and the tappet guiding pin back but leave the tappet out.
See chapter 16.
NOTE ! With regards to torsional vibrations and other vibrations,

see chapter 08, section 8.2.5..
When operating with a shut-off injection pump over a long period, the
valve push rods of the inlet and outlet valves are to be removed. The
indicator valve on the respective cylinder is to be opened once an hour
to allow any accumulated oil to escape. With one cylinder out of operaĆ
tion, reduce load to prevent exhaust temperature of the remaining cylinĆ
ders from exceeding normal full load temperatures.
b) Valve cams
Stop fuel injection to the cylinder concerned, see chapter 16. Remove the
valve push rods and cam followers of the cylinder. Replace the tubes covĆ
ering the push rods.

With one cylinder out of operation, reduce load to prevent exhaust temĆ
peratures of the remaining cylinders from exceeding full load temperaĆ
tures.
8.2.4. Operation with removed piston and connecting
rod
If damage to the piston, connecting rod or big end bearing cannot be
repaired, the following can be done to allow emergency operation:
08-7 08 –7
1 Remove the piston, connecting rod and big end bearing.

2 Cover lubricating oil bore in crank pin with a suitable hose clip,
and secure.
3 Fit completely assembled cylinder head but omit valve push rods.
4 Prevent starting air entry to the cylinder head by removing the
pilot air pipe.
5 Shut down injection pump (chapter 16.).

With one cylinder out of operation, reduce load to prevent exhaust temĆ
perature of the remaining cylinders from exceeding normal full load
temperatures.
If the turbocharger(s) surge, reduce load further to avoid continuous
surging.
Operation with removed piston and connecting rod, from one or more
cylinders, should be performed only in absolute emergency conditions
when there are no other means of proceeding under own power.
8.2.5. Torsional vibrations and other vibrations

When running the engine with one cylinder (or more) out of operation,
the balance of the engine is disturbed and severe or even dangerous
vibrations may occur. The vibration conditions are in practice depenĆ
dent on the type of the installation. As a general advice, when there are
cylinders out of order:
− Reduce load as much as possible.
− Keep the speed in a favorable range (completely depending on the
type of the installation).
− If one or several pistons are removed, the lowest possible speed
should be used.
It is advisable to contact the engine manufacturer for more instructions.
08 –8 08-8
46 94 00 Specific installation data 09
9. Specific installation data

Chapter 09 is reserved for items having no place reserved anywhere else
in the manual. (Normally chapter 09 is empty.)
09-1 09 –1
09 Specific installation data 46 94 00
This page intentionally left blank.
09 –2 09-2
46 03 18 Engine block with bearings, cylinder and oil sump 10
10. Engine block with bearings, cylinder and

oil sump
10.1. Engine block

The nodular cast iron engine block is cast in one piece. The jacket water distribut-
ing pipes are incorporated in the engine block. The crankcase covers as well as
other covers tighten against the engine block by rubber sealings and four screws
each. Some of the crankcase covers are equipped with safety valves which relieve
the overpressure in case of a crankcase explosion. The number of relief valves
depends on the crankcase volume. The crankcase is also provided with a vent pipe
including a non–return valve with a drain connection. This vent pipe should be
routed away from the engine room.
10.2. Main bearings

The main bearing caps, which support the underslung crankshaft, are clamped by
hydraulically tensioned screws, two from below and two horizontally. The bear-
ing shells are axially guided by lugs to provide a correct assembly. Bearing shells
are of tri–metal type. All main bearings are equipped with temperature sensors.
10.2.1. Maintenance of the main bearings

For maintenance intervals see chapter 4., Maintenance schedule. If abnormal
temperatures appear the suspect bearing has to be inspected by opening it.
10.2.2. Dismantling of a main bearing

1. Pump oil from the oil sump to the storage tank.
Loosening the side screws:

2. Remove both crankcase covers on each side of the bearing.
3. Remove carefully the main bearing temperature sensor (1) (see Fig. 10.1.)
and ensure that it will not be damaged while working with the bearing.
4. Remove the caps from the side screws of the bearing in question.
5. Lift the distance sleeves (861009) into position on the side screws. Both sides
can be loosened simultaneously.
10–1 10 –1
10 Engine block with bearings, cylinder and oil sump 46 03 18
100201
Fig. 10.1.
6. Screw on the hydraulic tool (861100), connect the hoses of the hydraulic
pump 860170 according to Fig. 10.2.
NOTE ! Some hydraulic pumps have a built–on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
101102
Fig. 10.2.
7. Keep on turning the hydraulic tool until the piston and cylinder end faces
are at the same level.
8. Turn the hydraulic tool back about half a turn (180)
9. Pump the hydraulic pressure to the stated value. (See section 7.3.2.)
10. Loosen the nut about half a turn with the pin 861010.
11. Release the pressure slowly disconnect the hoses and unscrew the hydraulic
tool.
12. Remove the nuts from the side screws by hand.
Opening the main bearing nuts:
13. Fit the transport device (836041) and tackle (836001) according to (Fig.
10.3.). Fasten the transport device to the threaded holes of the crankcase cover
fastening screws. Use e.g. M24 screws from the mounting device for big end
bearing (836010).
10 –2 10–2
10–3v–1
Fig. 10.3.
14. Lift the hydraulic jack (861143) inside the engine by using the mounting
device (861041) connected to the tackle. (See Fig. 10.4.)
10–4v–1
Fig. 10.4.
Screw on the hydraulic jack by using a wrench when at the right position. Repeat
the procedure with the other screw by fitting the hydraulic jack from the other side
of the engine.
10–3 10 –3
NOTE ! Hydraulic jack can also be lifted in two parts. Use lifting device for lifting
the cylinder in position and lock it together with the nut by using two
pins or bolts (see Fig. 10.5.). The inside part of the hydraulic jack can
then be lifted by hand and screwed into position.
NOTE ! Never turn the crankshaft with hydraulic tools 861143 mounted to the
main bearing screws, because then the counterweights do not have
enough space to rotate.
Inside part of 861143

lifted by hand
10–5
Fig. 10.5.
15. Connect the hoses of the hydraulic pump (860170) to hydraulic jacks ac-
cording to Fig. 10.6. and open the pump valve.
100901
Fig. 10.6.
16. Keep on turning the hydraulic tool as long as it rotates. Repeat the proce-
dure few times to get all oil out from the jack.
10 –4 10–4
17. Turn the hydraulic jack back about 3/4 of a turn (270).
19. Loosen the nuts about 3/4 of a turn by using the pin (861010).
20. Release the pressure slowly, disconnect the hoses and unscrew the hydraulic
tools. Remove the hydraulic jacks from the crankcase by using the tool (861041)
and the tackle.
Lowering the main bearing cap:
21. Connect the hoses of the hydraulic pump (860050) to the hydraulic jack,
the supplying hose set to the side marked ”DOWN”. From the connection ”UP”,
the hose is preferred to be connected back to the pump chamber. See Fig. 10.7.
Use clean engine oil.
View A:
10–6–4
Fig. 10.7.
22. Remove the side screws to be able to lower the main bearing cap. Use stud
remover (803004).
10–17
Fig. 10.8.
23. Remove the nuts of the main bearing screws.
24. Lower the main bearing cap by pumping oil pressure to the hydraulic jack
with the hydraulic pump if necessary. If the bearing cap comes down without
pumping, control the lowering speed with the valves of the pump.
10–5 10 –5
NOTE ! Only the lower part of the hydraulic jack is pulling down.
Removing the bearing shells:

25. Remove the lower bearing shell by hand.
26. Insert the turning tool (851001) into the main bearing journal radial oil
hole. (See Fig. 10.9.)
Fig. 10.9.
27. Turn the crankshaft carefully until the bearing shell has turned 180 and
can be removed.
28. Cover the two main bearing journal radial oil holes with tape.
NOTE ! Every second main bearing should be in place at the same time to support
the crankshaft.
10.2.3. Inspection of main bearings and journals

1. Bearings: Clean the bearing shells and check for wear, scoring and other dam-
age. Main bearing shells are of TRIMETAL–type and can be used until the over-
lay is partially worn off. When the underlaying nickel–barrier or the lining mate-
rial is exposed in any area, the bearing must be replaced.
CAUTION ! Never re–install a bearing with the nickel barrier exposed in any
part of the bearing shell.
2. Journals: The main bearing journals should be inspected for surface finish.
Damaged journals, i.e. rough surface, scratches, marks of shocks etc., should be
polished. If, after a longer running period, considerably uneven wear appears
10 –6 10–6
(table 10. section 6.2.), the crankshaft may be reground and used together with
thicker bearing shells, see Spare Part Catalogue.
No scraping or other damage of bearing shells, caps and saddles is allowed. Burrs
should be locally removed, only.
10.2.4. Assembling the main bearing

Fitting the bearing shells
1. Clean the main bearing shells, the cap and the journal very carefully.
2. Take off the protecting tape from the journal oil holes and lubricate the jour-
nal with clean engine oil.
3. Lubricate the bearing surface, back side and end faces of the upper bearing
shell with clean lubricating oil.
CAUTION ! The bearing shell can be completely destroyed (deformed) during

the assembly, if it is not lubricated properly.
4. Place the end of the bearing shell in the slot between the journal and the
bearing bore, with the lug guiding in the oil groove (see Fig. 10.10.), and push
it by hand as far as possible (recommended 2/3 of its lenght).
Push by
hand Detail A:
Fig. 10.10.
5. Insert the turning tool (851001) into the main bearing journal radial oil hole
and turn the crankshaft carefully until the bearing shell has turned into position.
Take care that the bearing shell lug slides into the oil groove without being dam-
aged.
10–7 10 –7
10–10
Fig. 10.11.
CAUTION ! A bearing shell forged into its place can be completely destroyed
due to deformation.
6. Remove the turning tool.

7. Lubricate the bearing surface and both ends of the lower bearing shell with
clean lubricating oil and place it in the bearing cap.
Lifting the bearing cap

the supplying hose connected to the side marked ”UP”. (See Fig. 10.12.)
View A
Fig. 10.12.
From the connection ”DOWN” the hose can be connected back to the pump
chamber. Grease the guide faces of the main bearing cap.
9. Lift the main bearing cap by pumping oil pressure to the hydraulic jack with
the hydraulic pump. Screw the main bearing nuts in position by hand. Ensure that
10 –8 10–8
the bearing caps and shells are correctly in joining places.
Fitting the side screws

10. Clean the side screws properly and lubricate the threads (the threads to-
wards the bearing cap). Fit the screws and tighten to bottom by hand or by using
the tool (803004).
11. Tighten the side screw nuts by hand.
Pretightening the sidescrews

12. Lift the distance sleeve (861009) into position on the side screw on the rear
side of the engine.
13. Screw on the hydraulic tool (861100) and connect the hoses. (Fig. 10.13.)
103201
Fig. 10.13.
15. Pump to the pretightening pressure of 200 bar.
16. Tighten the nuts by the pin.
Tightening the main bearing

17. Lift the hydraulic jacks (861143) for main bearings into position by using
the mounting device (861041). (See Fig. 10.14.)
10–9 10 –9
Fig. 10.14.
18. Connect the hoses of the hydraulic pump (860170) Keep on turning the
hydraulic jack as far as it rotates. (See connection diagram in Fig. 10.6.)
19. Pump to the stated pressure, (see section 7.3.2.) and tighten the nuts by the
pin (861010).
20. Remove the tools.
21. Re–install the temperature sensor.
Final tightening of the side screws

side of the engine.
23. Screw on the hydraulic tool (861100) and connect the hoses.
24. Pump to full stated pressure, see section 7.3.2.
25. Tighten the nut.
26. Lift the distance sleeve (861009) into position on the manoeuvring side
screw.
tools.
10 –10 10–10
Tightening order Tightening

pressure
Loosening: 1. Side screw nuts one by one or simultaneously
2 . Main bearing nuts simultaneously
Pretightening: 1. Side screw nut on rear 200 bar
side
Final tightening: 1. Main bearing nuts simultaneously 7.3.
2. Side screw nut on rear 7.3.2.
side
3. Side screw nut on ma-
noeuvring side
31. Fill the oil sump with oil if you have finished your work. Take care that all
tools and clothes will be removed from the oil sump before filling.
10.3. Flywheel / thrust bearings

A combined flywheel/thrust bearing is located at the driving end.
The flywheel bearing shells are of the same type as the main bearings, only differ-
ent size. The two pairs of thrust washers guide the crankshaft axially.
10.3.1. Maintenance of flywheel / thrust bearings

For maintenance intervals see chapter 4., Maintenance schedule. If abnormal
temperatures appear, the bearing has to be inspected.
10.3.2. Dismantling of flywheel / thrust bearing

1. Pump oil from the oil sump to the storage tank if not done yet.
Loosening the side screws

2. Remove the two crankcase covers next to the flywheel end, on both sides of
the engine.
3. Remove carefully the temperature sensor (1) (see Fig. 10.15.) and ensure
that it will not be damaged while working with the bearing.
4. Remove the caps from the side screws of the flywheel / thrust bearing.
5. Lift the distance sleeves (861009) into position on the side screws. Both sides
can be loosened simultaneously.
10–11 10 –11
100201
Fig. 10.15.
6. Screw on the hydraulic tool (861100), connect the hoses of the hydraulic
pump (860170) according to Fig. 10.16.
101102
Fig. 10.16.
7. Keep on turning the hydraulic tool until the piston and the cylinder end faces
8. Turn the hydraulic tool back about half a turn (180).
10. Loosen the nut about half a turn with the pin (861010).
tool.
12. Remove the nuts from the side screws by hand.
Opening the flywheel / thrust bearing nuts

13. Lift the distance sleeve (861009) into position on the flywheel bearing nut
and hang it by inserting the pin (861010), see Fig. 10.17. Screw on the hydraulic
tools (861100), connect the hoses of the hydraulic pump (860170) according to
Fig. 10.18.
10 –12 10–12
10–14
Fig. 10.17.
101501
Fig. 10.18.
14. Keep on turning the hydraulic tools as far as it rotates.
15. Turn the hydraulic tool back about half a turn (180).
17. Loosen the nuts about half a turn with the pins (861010).
18. Release the pressure slowly, disconnect the hoses and remove the hydraulic
tools.
Lowering the flywheel / thrust bearing cap
the supplying hose set to the side marked ”DOWN”. From the connection ”UP”
the hose is preferred to be connected back to the pump chamber. (See Fig. 10.19.)
10–13 10 –13
View A:
10–16–4
Fig. 10.19.
20. Remove the side screws of the flywheel/thrust bearing to be able to lower
the bearing cap. If necessary, use stud remover (803004).
10–17
Fig. 10.20.
21. Remove the nuts of the flywheel / thrust bearing screws.
22. Lower the bearing cap by pumping oil pressure to the hydraulic jack with
the hydraulic pump.
NOTE ! Only the lower part of the hydraulic jack is pulling down.
Removing the flywheel/thrust bearing shells

23. Remove the lower bearing shell and the lower thrust washers.To remove
the thrust washer next to the driving end an M8 screw or eyebolt can be fitted to
each end of the washer to help the removing, see Fig. 10.21. Note the guide pins
(c).
24. Insert the turning tool (851020) into the bearing journal radial oil hole to
remove the upper bearing shells. (See Fig. 10.22.)
10 –14 10–14
10–18
Fig. 10.21.
10–19
Fig. 10.22.
25. Turn the crankshaft carefully until the bearing shell and the washers have
turned 180and can be removed. Depending on the position of the crankshaft the
thrust washers can be quite loose.
26. Cover the two bearing journal radial oil holes with tape.
27. Check the bearing in the same way as the main bearings in section 10.2.3.
The thrust washers on the same side have to be changed in pairs.
10.3.3. Assembling the flywheel / thrust bearing

Fitting the flywheel / thrust bearings
1. Clean the bearing shells, washers, cap and journal very carefully.
2. Take off the protecting tape from the bearing journal radial oil holes and lu-
bricate the journal with clean engine oil.
3. Lubricate the upper bearing shell running surface and place the end of the
bearing shell in the slot between the journal and the bearing bore. The axial loca-
10–15 10 –15
tion of the shell is to be secured by keeping the bearing shell end recesses (A) at
the same level with the axial faces (B) of the engine block. (See Fig. 10.23.)
Fig. 10.23.
CAUTION ! The bearing shell can be completely destroyed (deformed) during

the assembly, if it is not properly lubricated.
4. Insert the shell by hand as far as possible. (See Fig. 10.24.)
PUSH BY HAND
Fig. 10.24.
5. Insert the turning tool (851020) into the bearing journal radial oil hole and
turn the crankshaft carefully until the bearing shell has turned into position.
6. Remove the turning tool.
7. Lubricate the running surfaces of the upper thrust washers and push the
washers into position by hand. To facilitate the mounting of the washer the crank-
shaft can be axially moved to each direction.
10 –16 10–16
CAUTION ! A bearing shell forced into its place can be completely destroyed
due to deformation.
8. Lubricate the running surfaces of the lower thrust washers and push them
into position on the guiding pins (C) in the bearing cap. For mounting the thrust
washer next to the driving end an M8 screw can be fitted to each end of the washer.
(See Fig. 10.25.)
Fig. 10.25.
9. Lubricate the running surface of the lower bearing shell and place the shell
in the bearing cap. The axial location of the shell is to be secured by keeping the
bearing shell end recesses (A) at the same level with the axial faces (B) of the
bearing cap. (See Fig. 10.26.)
Fig. 10.26.
Lifting the bearing cap
the supplying hose connected to the side marked ”UP”. (See Fig. 10.27.)
10–17 10 –17
View A:
Fig. 10.27.
11. Lift the bearing cap by pumping oil pressure to the hydraulic jack with the
hydraulic pump. Screw the cap nuts in position and tighten by hand. Ensure that
the bearing caps and shells are correctly in joining places.
Fitting the side screws
12. Clean the side screws properly and lubricate the threads (the threads to-
wards the bearing cap). Fit the screws and tighten to bottom by hand or by using
the tool (803004).
13. Tighten the side screw nuts by hand.
Pretightening of the side screws

side of the engine.
15. Screw on the hydraulic tool (861100) and connect the hoses according to
Fig. 10.28.
10 –18 10–18
103201
Fig. 10.28.
18. Tighten the nuts with the pin (861010).
Tightening of the flywheel / thrust bearing

19. Lift the distance sleeves (861009) into position on the flywheel bearing nuts
and hang them by inserting the pins (861010). (See Fig. 10.29.)
20. Screw on the hydraulic tools (861100).
21. Connect the hoses of the hydraulic pump (860170). according to Fig.
10.30. Keep on turning the hydraulic jacks as far as they rotate.
Fig. 10.29.
10–19 10 –19
101501
Fig. 10.30.
22. Pump to the stated pressure, (see section 7.3.2.) and tighten the nuts with
the pin (861010).
tools.
24. Re–install the temperature sensor.
Final tightening of the side screws

side of the engine.
29. Lift the distance sleeve (861009) into position on the manoeuvring side
screw.
tools.
34. Fill the oil sump with oil if you have finished your work. Take care that all
tools and clothes will be removed from the oil sump before filling.
10.4. Camshaft bearings

The camshaft bearing bushes are fitted in housings directly machined in the en-
gine block. Bushing can be inspected and measured either by removing the cam-
shaft journal or opening one connection in the camshaft and sliding the complete
shaft towards the free end of the engine.
10 –20 10–20
10.4.1. Maintenance of camshaft bearings

For maintenance intervals see chapter 4., Maintenance schedule.
10.4.2. Inspection of the camshaft bearing bushing
When the camshaft bearing journal has been removed, the inner diameter of the
bearing bushing can be measured at site, by using a ball anvil micrometer screw.
The wear limit is stated in table 10, section 6.2. If the wear limit for one camshaft
bearing bushing is reached, all camshaft bearing bushes should be replaced. For
visual inspection of the camshaft bearing bushing, proceed as follows:
1. Remove the both camshaft covers adjacent to the bearing concerned.
2. Remove the cover from the starting air distributor, see chapter 14.
3. Loosen the rocker arm bracket fastening nuts on the cylinders where the
camshaft is to be moved axially. See chapter 14.
4. Open the flange connection between the camshaft piece and bearing journal
on the driving end of the bearing concerned.
5. Move the camshaft towards the free end of the engine max. 35 mm by using
a suitable lever.
Checking the bearing:
6. Check the uncovered part of the bearing bushing by means of a mirror. All
camshaft bearing bushes towards the free end of the engine, seen from the bearing
concerned, can be checked when the camshaft is in this position.
10.4.3. Removing the camshaft bearing bushing
1. Remove the camshaft cover, injection pump, valve tappets and camshaft
piece from the two cylinders adjacent to the bearing concerned, see chapter 14.
If an end bearing has to be removed, the respective camshaft end piece has to be
removed also.
2. Remove the camshaft bearing journal, see chapter 14.
3. Assemble the removing device (834010) according to Fig. 10.31.A or, if the
first bearing at the flywheel end is concerned, according to Fig. 10.31. B.
Bearing bush Bearing bush
Fig. 10.31.
10–21 10 –21
4. Tighten the hydraulic tool (2)(834050) by tensioning the pull screw (1)
slightly.
5. Connect the hoses of the hydraulic pump (860100) to the hydraulic tool ac-
cording to Fig. 10.32.
6. Pump pressure to the hydraulic tool to withdraw the bearing bushing. The
pressure must not exceed the ”Max. pressure” –value stated in the diagram
in section 7.4. If the bearing bush does not move when this pressure is achieved
a light knock on the end flange (5) may be necessary.
7. Open the pump valve, disconnect the hoses of the hydraulic tool and disman-
tle the removing device.
Fig. 10.32.
10.4.4. Mounting of camshaft bearing bushing

1. Lubricate lightly the outer surface of a new bearing bushing with clean
engine oil and put it on the guide sleeve (4).
2. Assemble the mounting device (834010) according to Fig. 10.33.A, or if the
first bearing at the flywheel end is concerned according to Fig. 10.33.B.
Make sure that the bearing bush is mounted to correct position. (The oil slot di-
rected upwards and the oil hole of the bush directed against the oil hole of the en-
gine block. Detail C in Fig. 10.34.)
The mark at the end of the bearing bush has to be aligned with the side of the en-
gine block. (Detail D in Fig. 10.34.)
Bearing bush Bearing bush
Fig. 10.33.
10 –22 10–22
Fig. 10.34.
3. Tighten the hydraulic tool (2) by tensioning the pull screw (1) slightly.
4. Connect the hoses of the hydraulic pump (860100) to the hydraulic tool ac-
cording to Fig. 10.32.
5. Pump pressure to the hydraulic tool to mount the bearing bushing. The
pressure must not exceed the ”Max. pressure” –value stated in the diagram
in section 7.4..
6. Open the pump valve, disconnect the hoses of the hydraulic tool and disman-
tle the mounting device.
7. Lubricate the bearing bushing running surface with clean engine oil and
insert the camshaft bearing journal. See chapter 14.
8. Mount the camshaft pieces, valve tappets, injection pumps and camshaft
covers, see chapters 14. and 16.
10–23 10 –23
10.5. Cylinder liner

The cylinder liner is centrifugally cast of special cast iron alloy. The collar is
equipped with cooling bores and drillings for temperature monitoring.
10.5.1. Maintenance of the cylinder liner and anti-

polishing ring
The cylinder liner must always be inspected when overhauling the piston. For
maintenance schedule see chapter 4. The liner diameter is measured according
to the measuring document 4610V001. To estimate the lifetime of a cylinder liner
it is very important to fill in the document properly. Measuring documents can
be found in chapter ”ATTACHMENTS”.
When overhauling the liner, if necessary, the cooling water space can be cleaned
of deposits by using a wire brush. The cooling bores in the collar can be cleaned
by boring with a suitable drill.
The antipolishing ring at the top of the cylinder liner is recommended always to
be changed when changing the piston rings.
10.5.2. Removing the cylinder liner

1. Drain the engine cooling water and remove the cylinder head,
antipolishing ring, and piston with connecting rod. (See sections 11.2.1. and
12.2.2.)
2. Loosen the cylinder liner fastening screw (1) and remove the holder (2). (See
Fig. 10.35.)
Fig. 10.35.
3. Fit the cylinder liner lifting device (836009) in position according to Fig.
10.36. In V–engines use lifting eyes indicated by the arrows.
10 –24 10–24
View A:
Fig. 10.36.
4. Remove the cylinder liner WENCOM–temperature sensors.
5. Turn the crankshaft so that the counterweights are pointing at the manoeu-
vring side and fit the support (836033) to the counterweight fastening bolts. (Fig.
10.37.) Use the transport device (836041) and tackle (836001) when lifting the
support into position inside the crankcase. Fasten the screws (5).
10–25 10 –25
Fig. 10.37.
6. Turn the crankshaft to BDC and fit the hydraulic jack (834050) and yoke
(836039) on the support. (Fig. 10.38.)
10 –26 10–26
View B:
Fig. 10.38.
7. Connect the hoses of the hydraulic pump (860100) to the hydraulic jack
(834050) according to Fig. 10.39.
Fig. 10.39.
8. Pump oil to the hydraulic tool to push the cylinder liner up. When the liner
starts to move freely, use crane to lift the liner out. (Fig. 10.38.) Be careful not
to damage the cylinder head screws. When pushing the liner out, the pressure
10–27 10 –27
must not exceed the ”Max. pressure” –value stated in the diagram in section
7.4.
9. Open the pump valve, disconnect the hoses of the hydraulic jacks and remove
the tools 836039, 834050 and 836033.
10.5.3. Mounting the cylinder liner

1. Check that all the contact faces of the engine block and cylinder liner are
clean and intact.
2. Check that the o–ring grooves of the cylinder liner are clean, and insert new
o–rings.
3. Lubricate the lower o–rings and the corresponding sealing faces with vase-
line or soft soap and assemble the lifting device (836009). Notice that the mark
on the liner is to be directed towards the driving end. (Fig. 10.40.)
4. Apply sealing compound to the sealing faces between the upper part of the
cylinder liner and the water space of the engine block.
5. Lower the liner carefully into the bore of the engine block. When the lowest
o–ring touches the engine block align the liner so that the mark on the liner
is directed towards the driving end of the engine, see Fig. 10.40. Lower further
until the liner column faces the engine block.
Driving end
Distinct mark
Fig. 10.40.
6. Mount the holder (2) (Fig. 10.35.) and tighten the cylinder liner fastening
screw (M24x100) to stated torque. (See section ”General torques” in chapter 7.)
7. Check the cylinder liner inner diameter and complete the form 4610V001
(see chapter ”ATTACHMENTS”). (Fig.10.41.)
10 –28 10–28
103703
Fig. 10.41.
8. Re–install the WENCOM–temperature sensors.
9. Mount the piston with connecting rod and cylinder head, then refill cooling
water. (See sections 11.2.3. and 12.2.3.)
10. Check the o–ring seals from the crankcase side while circulating cooling
water. If there is an engine driven cooling water pump, apply 3 bar static pressure.
NOTE ! Because the top of the liner is very heavy the loosened liner must be prop-
erly supported e.g. to engine room wall.
Avoid unnecessary turning of the liner. Extreme care must be taken if turning is
compulsory. Note the location of the centre of gravity. (See Fig. 10.42.)
Centre of gravity
Fig. 10.42.
10–29 10 –29
10.5.4. Honing of the cylinder liner bore

It is recommended to hone the cylinder liner whenever new piston rings are
mounted. Normally a light honing is sufficient. For the honing process the fol-
lowing instructions are prescribed:
Only ceramic hones with a coarseness of 80 and 400 should be used as follows:
− A coarseness of 80 must be used until the inside of the liner has been entirely
honed.
− A coarseness of 400 must be used for about 30 strokes to give a correct surface
finish.
The pitch angle of the honing lines in the cross hatch pattern should be about
30 which is achieved by combining e.g. 40 strokes/min with a rotational speed
of 100 rpm.
For cooling, a honing oil is preferred but a light fuel oil may also be used.
When honing the liner fitted to the engine the used honing oil must be directed
from the engine with e.g. a tarpaulin or similar.
The honing time depends on the condition of the bore surface: usually only
a few minutes’ honing is required.
After honing, the liner bore must be carefully cleaned by using a suitable brush
and solvent or fuel oil. Dry with a cloth and lubricate with engine oil for corrosion
protection.
Check the cylinder liner inner diameter. (See section 10.5.3.)
10.5.5. Cleaning of the cylinder liner water side

The water side of the cylinder liner can be cleaned of deposits with a wire brush.
The cooling bores in the collar can be cleaned by boring with a suitable drill
(diam. 18 and 25 mm).
10 –30 10–30
46 04 10 Crank mechanism: Crankshaft, connecting rod, piston 11
11. Crank mechanism: Crankshaft, connect-

ing rod, piston
11.1. Crankshaft
Description of the crankshaft:
The crankshaft is forged in one piece and provided with counter–weights, fas-
tened with hydraulically tensioned screws. At the driving end of the engine the
crankshaft is equipped with: a V–ring for sealing of the crankcase, a combined
flywheel/ thrust bearing and a split gear wheel for camshaft driving. The crank-
shaft can be turned by an electrical turning device operating the flywheel.
11.1.1. Vibration damper

Depending on the installation the engine may be equipped with a vibration damp-
er to dampen the torsional vibrations which are excited by the engine.
Fig. 11.1.
The inner part (1) of the damper is bolted onto the free end of the crankshaft and
follows its torsional vibrations. The outer part consists of spring packs (2),
spacers (3), a clamping ring (4) and side plates (5). The springs are clamped at
their outer end by the spacers and their inner ends mesh with grooves of the inner
part. The cavities between spring packs and spacers are filled with oil which
11–1 11 –1
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 10
comes through the crankshaft drillings.

Due to torsional vibrations the inner member will twist against the outer part, the
springs will deflect, one cavity will reduce and one will enlarge and the oil will
flow through the narrow gap between inner and outer part, generating the hydro-
dynamic friction and therefore damping the vibrations.
NOTE ! For more information, see separate damper manual in “Technical docu-
ments”.
11.1.2. Crankshaft alignment

1. Turn the crank of the first cylinder against normal running direction near
BDC (bottom dead centre) and fit the transducer of the crankshaft deflection indi-
cator (848111) to the punch marks between two counterweights. (See Fig. 11.2.)
The distance between the transducer and connecting rod should be as small as
possible when starting the measurement.
Fig. 11.2.
2. Perform the measurement according to the instructions of the indicator.

3. Read and record the deflections at measuring points A, B, C, D and E (Fig.
11.3.) when turning the crankshaft in the normal running direction. (Use form
4611V005 ”Crankshaft alignment”.)
11 –2 11–2
DIAL INDICATOR POSITION

as seen from the flywheel end
REAR SIDE
OPERATING
SIDE
Fig. 11.3.
4. Repeat this procedure with other cylinders.
5. The following limits of misalignment are given for an engine at its normal
running temperature:
a)On the same crank, the difference between two diametrically opposed
readings must not exceed 0.30 mm. Realignment is necessary if this limit is
exceeded by more than 0.02 mm.
b)On two adjacent cranks the difference between two corresponding read-
ings must not exceed 0.15 mm. Realignment is necessary if this limit is exceed-
ed.
To investigate the cause of excessive deflection, the crankshaft has to be either
uncoupled from its driven equipment or in any case the coupling alignment has
to be controlled.
If the engine is rigidly mounted, the engines’ mounting bolts have to be slackened
to determine if a permanent deformation of the engine foundation has occurred.
NOTE ! In an engine having abnormal temperature, the corresponding values

must be based on experiences from the particular installation.
11.1.3. Measurement of thrust bearing axial clear-

ance
1. Lubricate the bearings by running the prelubricating pump for a few min-
utes.
2. Apply the measure gauge for instance against the plane end surface of the
flywheel.
3. Move the crankshaft by a suitable lever in either direction until contact is
established with the thrust bearing.
4. Set the measure gauge to zero.
11–3 11 –3
5. Move the crankshaft in the opposite direction and read the axial clearance
from the measure gauge. Reference values in chapter 6., table 11.
11.1.4. Oil lock at crankshaft sealing

This optional equipment collects the minor oil leakage past the crankshaft sealing
and returns oil back to the crankcase. By the same the oil lock prevents the pos-
sible pressure in the crankcase from blowing oil out through the crankshaft bor-
ing.
The oil lock is filled with lubricating oil before the first start of the engine.
11.1.4.1. Filling the oil lock

If there is any oil leakage from the shaft boring:
1. Check that the oil lock is filled with lubricating oil. The oil pocket should
be filled up to the plug hole (14). (See Fig. 11.4.)
2. If necessary fill the oil pocket.
3. Contact the engine manufacturer, if the oil leakage continues although the
oil pocket is filled.
Fig. 11.4.
11.1.4.2. Cleaning the oil lock

1. Remove the plug (1). (Fig. 11.4.)
2. Blow through the holes of the oil lock from outside with compressed air.
3. Fill the oil pocket with lubricating oil after cleaning.
11 –4 11–4
11.2. Connecting rod and piston
Description of connecting rod and piston:

The connecting rod is a three–piece design. Extensive research and development
has been carried out to develop a connecting rod in which the combustion forces
are distributed over a maximum bearing area and where the relative movements
between mating surfaces are minimized.
The connecting rod is forged and machined with round sections of alloy steel. The
lower end is split horizontally in three parts to allow removal of piston and con-
necting rod parts. All connecting rod bolts are hydraulically tightened. The big
end bearing and gudgeon pin bearing are of tri–metal design.
Between the connecting rod and big end bearing there is a compression shim.
Oil is led to the gudgeon pin bearing and piston through a bore in the connecting
rod. (Fig. 11.5.)
2 Piston, upper part

3 Piston lower part
4 Connecting rod
5 Compression shim
6 Connecting rod bearing, upper part
Lube oil flow in 7 Connecting rod bearing, lower part
connecting rod 8 Gudgeon pin
9 Securing ring
10 Connecting rod bolt
11 Connecting rod nut
12 Connecting rod bearing bolt
13 Connecting rod bearing nut
Fig. 11.5.
The piston is of a composite type with a nodular cast iron skirt and a forged steel
crown screwed together. The space between the crown and the skirt is supplied
with lubricating oil for cooling the crown by means of a cocktail shaker effect.
The lubricating oil is led from the main bearing through the drillings in the crank-
shaft to the big end bearing, and further through the drillings in the connecting
rod, gudgeon pin and piston skirt up to the cooling space and from there back to
the oil sump. Part of the lubricating oil is led out from the piston skirt through
special nozzles to lubricate the liner (Fig. 11.6.).
11–5 11 –5
NOTE ! Always handle the pistons with care.
The piston ring set consists of two compression rings and one spring–loaded oil
scraper ring.
Nozzle to lubricate the

liner
Lube oil flow

in piston
Fig. 11.6.
11.2.1. Removing and dismantling of piston and con-

necting rod
Removing of the piston
1. Remove the cylinder head, see chapter 12.
2. Turn the crankshaft to BDC.
3. Loosening of the antipolishing ring:
Cover the piston top with cloth or paper, pressed tightly against the cylinder wall
to collect the dropping carbon deposits.
A: Loosening the antipolishing ring with a ring–type tool (836043)
Place the tool (836043) onto the piston top and expand it to the bore diameter.
Bring the piston in question to TDC by turning the crankshaft carefully. (See Fig.
11.7.A.)
B: Loosening the antipolishing ring with a trifurcated tool
(836043)
Fit the tool (836043) to the grooves made especially for this purpose as shown
in Fig. 11.7.B and tighten the screw (9).
Hammer lightly from below with a soft hammer.
11 –6 11–6
112901
Fig. 11.7.
Lift the ring off when it is loose.

4. Fit the distance sleeves 861027 crosswise on the two diagonally opposite con-
necting rod screws and screw on the hydraulic tools 861120. (See Fig. 11.8.)
View A :
Fig. 11.8.
5. Connect the hoses of the hydraulic pump according to Fig. 11.9. and open
the pump valve.
11–7 11 –7
Fig. 11.9.
6. Keep on turning the hydraulic tools until the piston and the cylinder faces
7. Turn the hydraulic tool back half a turn (180_).
8. Shut the pump valve and pump to stated pressure. (See section 7.3.2.)
9. Loosen the nuts half a turn by the pin.
10. Open the pump valve slowly and disconnect the hoses and unscrew the hy-
draulic tool.
Repeat the same procedure on the other two connecting rod screws. Remove three
(3) nuts at BDC and after that turn the piston to TDC and remove the last nut.
11. Clean the threaded holes in the piston crown and fasten the lifting tool
(835001) using the holes, which are applicable to the piston in question. Use the
correct lifting point for engines of L or V configuration. (See Fig. 11.10.) Two
different kinds of lifting tools are shown in the picture.
110603
Fig. 11.10.
12. Mount the protecting sleeve (835005) to the connecting rod to protect the
cylinder liner when lifting the piston. (Fig. 11.11.)
13. Lift the piston carefully out from the cylinder liner, use lever (837040)
to hold the piston in the correct position when it leaves the cylinder liner.
11 –8 11–8
14. Mount the guide tool (836008) according to Fig. 11.11. before the connect-
ing rod comes out from the cylinder.
View A
Fig. 11.11.
Dismantling the piston

15. Lower the piston/connecting rod onto a plain surface (a wooden board) so
that the connecting rod is showing upwards. Be careful not to damage the piston
surface. (See Fig. 11.13.)
16. Remove the securing ring (9) from the gudgeon pin hole by using the pliers
800001. (Fig. 11.12.)
11–9 11 –9
Fig. 11.12.
NOTE ! Never compress the securing ring more than necessary to remove it from
the groove.
17. Fasten an eyebolt M10 in the middle of the gudgeon pin (see Fig. 11.13.).
Before removing the pin be sure that you have proper markings on the pin and
piston to be able to fit the parts back into the original positions. (See Fig. 11.18.)
18. Draw the pin carefully out. Lift the connecting rod slightly so that the gud-
geon pin comes out easily. In low temperatures the gudgeon pin may stick but will
be easily removed after uniformly heating the piston to about 30_C.
11 –10 11–10
Fig. 11.13.
19. Lift the connecting rod out from the piston carefully.
Piston upper part and lower part can be separated by loosening the screws (14).
(See Fig. 11.15.)
11.2.2. Inspection and maintenance of piston rings

and gudgeon pin bearing
1. Clean all the parts carefully. Remove the piston rings by using the pliers
800002. The design of the pliers prevents overstressing of the rings.
Remove burned carbon deposits from the piston and piston ring grooves. Special
care should be taken not to damage the piston material. Never use emery cloth
on the piston skirt.
The cleaning is facilitated if coked parts are soaked in kerosene or fuel oil. An
efficient carbon solvent – e.g. ARDROX No. 668 or similar– should preferably
be used to facilitate cleaning of the piston crown. When using chemical cleaning
agents, take care not to clean piston skirt with such agents because the phosphate/
graphite overlay may be damaged.
Check the piston rings:
Check the rings for wear by inserting them in a new cylinder liner and measure
the ring gap at the joint. Measure the height of the piston ring grooves, and the
piston ring side clearances. Use new rings when measuring the clearances. See
clearances and wear limits in chapter 6. When measuring use form 4611V009 (see
“ATTACHMENTS”).
11–11 11 –11
Always replace the piston rings with new ones when removing from the
grooves.
NOTE ! When assembling a new cylinder liner or a honed one, all the piston
rings have to be changed, too.
Check the gudgeon pin:

2. Check the gudgeon pin clearances by measuring the pin diameters and bear-
ing bores separately (see clearance and wear limits in chapter 6., table 11).
If the bearing bore diameter exceeds the wear limit replace the bearing bushing.
Measure the gudgeon pin diameter in four different places and in four directions.
When measuring the gudgeon pin and bore, use form 4611V004 (see “ATTACH-
MENTS”).
3. Check that the plugs in both ends of the gudgeon pin are properly fitted.
4. Check that the oil bores in the gudgeon pin are in good condition.
Removing the gudgeon pin bearing bushing

It is very seldom you need to remove the gudgeon pin bearing bushing and when
doing so there is a great risk to damage the connecting rod. However, if there is
a need to remove the bearing bushing, please contact the nearest Wärtsilä service
office.
11.2.3. Assembling and mounting of piston and con-

necting rod
There are two different constructions of piston used; one having the piston upper
part fastened with studs and nuts and the other having the piston upper part fas-
tened with hexagonal socket–head screws.
It is not recommended to install two different types of piston in the same engine.
Components of the different piston assemblies are not interchangeable.
Checking the contact surfaces
Before fitting a used piston upper part to a lower part, or vice versa, check the
condition of the mating surfaces (see Fig. 11.14. or 11.16.) for contact marks. Lo-
cal spot material can be removed by means of an oilstone.
NOTE ! Grinding away larger areas of fretting (destruction of surface geometry)

and scraping away fretting (creation of notches) is strictly forbidden.
11 –12 11–12
11.2.3.1. Assembly of a piston having the upper part fastened

with studs
Mating surfaces
112702
Fig. 11.14.
The studs (14) (Fig. 11.15.) must be renewed when changing the piston top if the
length of the stud measured from the support surface of the piston top exceeds
140.5mm or the overall length of the stud exceeds 174.5mm.
1. Tighten the studs to the piston upper part with a torque of 10Nm.
2. Apply lubricating oil to the threads and landing surfaces of the nuts (14).
(Fig. 11.15.)
112802
Fig. 11.15.
11–13 11 –13
3. Tighten the nuts crosswise with a torque of 60 Nm.

4. Tighten crosswise by the angle of 170_.
5. Loosen the nuts.
6. Check the torque of the studs (10 Nm).
7. Pretighten the nuts crosswise to 60 Nm.
Checking after tightening

The nuts must not turn with the torque of 170 Nm.
11.2.3.2. Assembly of a piston having the upper part fastened
with screws
Mating surfaces
Fig. 11.16.
1. Apply lubricating oil to the threads and landing faces of the screws (14).
(Fig. 11.17.)
11 –14 11–14
Fig. 11.17.
2. Tighten crosswise with a torque of 220 Nm.
3. Loosen the screws.
4. Pretighten crosswise to 40 Nm.
Checking after tightening

The screws must not turn with the torque of 175 Nm.
11.2.3.3. Assembling of the piston and connecting rod
NOTE ! When assembling be sure that the various markings on the different parts
are according to Fig. 11.18.
11–15 11 –15
View A
Markings of the classi-

fication authority
All markings on
the same side
(Towards the
driving end in
A–bank, to-
wards the free
end in B–bank)
Cylinder numbers Factory markings

on the same side
(On plug hole side
of the connecting
rod.)
Fig. 11.18.
1. Lift the piston to a plain surface (a wooden board) (See Fig. 11.19.)
11 –16 11–16
Fig. 11.19.
2. Lubricate the gudgeon pin and push it into the gudgeon pin bore as far as
shown in Fig. 11.19. Be sure that all parts are assembled in their original positions
(the factory markings on the piston’s upper part appear on the same side as the
markings of the piston’s lower part, connecting rod and gudgeon pin). (See Fig.
11.18.)
3. Lower the connecting rod carefully into the piston so that a slight contact
is reached on surface (A). Slide the gudgeon pin into position. Mount the securing
ring (9) (Fig. 11.12.) with pliers 800001.
NOTE ! Never compress the securing ring more than necessary to fit into the
groove. If the ring is loose in its groove after mounting, it must be re-
newed.
NOTE ! The number of the cylinder is stamped in the upper part of the piston
and on the connecting rod, see Fig. 11.18.. When the piston has been re-
newed, the same markings must be stamped in the same locations as those
visible on the replaced piston.
4. Turn the piston to an upright position and lift it onto a support for cleaning
and piston ring assembly.
Mounting of the piston
5. Turn the crankshaft to TDC.
11–17 11 –17
NOTE ! When turning the crankshaft ensure that the big end bearing is in its nor-
mal running position (connecting rod studs have space to turn).
6. Mount the piston rings by using the pliers 800002. When new rings are
mounted, check the height clearance by using a feeler gauge with the rings fitted
into their grooves.
The rings should be placed with gaps located 180_ in relation to each other. Note
that the mark ”TOP” near the gap is visible on the upper surface.
NOTE ! Always renew the piston rings if they have been removed from the piston
during maintenance.
7. Clean the cylinder liner bore carefully and lubricate with engine oil.
8. Lubricate the piston and place the clamping device for the piston rings
(843001) around the piston, checking that the piston rings slide into their grooves.
9. Check and clean the contact surface of the connecting rod foot. Ensure that
the oil bores are clear. Note that the markings on the foot of the connecting rod
are on the same side as on the big end bearing body. (See Fig. 11.18.)
10. Check and clean the big end bearing contact surface. Ensure that the sur-
face is free from oil. Fit the compression shim (5) into position. (See Fig. 11.20.)
11. Fit the piston assembly ring (845010) to the place of the antipolishing ring.
12. Mount the protecting sleeve (835005) into position. Use guide tool
(836008) and lever (837040) when lowering the piston and remove the guide tool
when the connecting rod lower end has slid into the cylinder. (See Fig. 11.20.)
13. Lower the piston carefully into the cylinder liner.
14. Use the positioning tool (846012) to hold the big end bearing in the correct
position when lowering the piston.
15. Make a final check of the contact surfaces (clean and free from oil) before
the connecting rod slides over the studs. Check that the shim (5) is in place.
16. Lower the piston completely while taking care that the foot of the connect-
ing rod slides over the studs (10) without jamming. (See Fig. 11.5.)
17. Remove the lifting tool (835001), the clamping device (843001), the piston
assembly ring (845010), the protecting sleeve (835005) and the positioning tool
(846012).
18. Fit one (1) of the connecting rod nuts (11) in place by hand and turn the
piston to BDC. Fit all nuts in place by hand until they are seated.
11 –18 11–18
Fig. 11.20.
19. Lift the distance sleeves (861027) crosswise on the two diagonally opposite
connecting rod studs and screw on the hydraulic tools (861120). (See Fig. 11.21.)
20. Connect the hoses of the hydraulic pump (860100) according to Fig. 11.22.
and open the pump valve.
11–19 11 –19
View A
Fig. 11.21.
Fig. 11.22.
21. Keep on turning the hydraulic tools until the piston and cylinder end faces
22. Shut the pump valve and pump to the stated pressure of stage 1. (See
section 7.3.2.)
24. Open the pump valve slowly, move the tools to the two remaining studs
and tighten them in the same way.
25. Release the pressure.
26. Tighten the nuts to the final pressure of stage 2 (see section 7.3.2.) and
tighten with the pin (861028). Observe, that the nuts turn equally.
27. Release the pressure and remove the tools.
28. Mount the hydraulic tools on the two first studs and tighten them to the
final pressure. Observe, that the nuts turn equally.
(The tightening order is also shown in Fig. 11.23.)
11 –20 11–20
Fig. 11.23.
29. Release the pressure and remove the tools.
30. Clean the antipolishing ring carefully and check its condition. No cracks
are allowed. It is recommended to renew the antipolishing ring every time the pis-
ton rings are renewed.
31. Clean the top of the cylinder liner and check that no debris or particles re-
main between the liner and the antipolishing ring.
32. Fit the antipolishing ring in place.
11.3. Big end bearing

Description of the big end bearing:
The connecting rod is horizontally split in three parts to allow easy removal of
piston and big end bearing.
Two bearing shells are fitted in the big end bearing.
Lubricating oil is fed through a drilling from the main bearing to the crank pin
and part of the oil rises through a central bore in the connecting rod to the piston.
The big end bearing is connected to the connecting rod with hydraulically ten-
sioned screws. Similarly, the two big end bearing halves are connected together.
A 5 mm compression shim is fitted between the connecting rod and big end bear-
ing.
The bearing shell is of tri–metal type.
11.3.1. Removing the big end bearing

1. Remove the cylinder head (section 12.2.2.) and piston (section 11.2.1.).
2. Turn the crankshaft to BDC. Ensure that the big end bearing stays in its nor-
mal running position while turning.
3. Turn the big end bearing upside down and secure it with locking plates
(846008). (See Fig. 11.24.)
11–21 11 –21
11–18v
Fig. 11.24.
4. Fit the hydraulic tightening tools (861142) for loosening the big end bearing
nuts. The tool can be lifted in three parts: distance sleeve, cylinder and piston.
11–19
Fig. 11.25.
5. Connect the hoses of the hydraulic pump according to Fig. 11.26.
6. Turn the hydraulic tightening tools to the bottom.
11 –22 11–22
112001
Fig. 11.26.
7. Loosen the tools about 3/4 of a turn (270_).
9. Loosen the nuts about half a turn (6 keyholes).
10. Release the pressure slowly, disconnect the hoses and loosen the hydraulic
tools.
11. Remove the locking plates.
12. Fit the big end bearing mounting device (836027) to the A–bank side of
the engine when removing the big end bearing of a B–bank connecting rod (see
Fig. 11.27.). Turn the crankshaft to a suitable position to connect the big end bear-
ing to the device with the connecting rod nuts (11).
13. Remove the big end bearing nuts from the other side of the engine and fit
the rod (836007) together with the outside support (836006).
14. Slide the big end bearing lower half out along the rod (836007) until it is
against the support (836006).
15. Fit the inside support (836004) and remove the outside support (836006).
The lower half can be lifted away with M12 eye bolt fitted to the bearing side.
16. Remove the rod (836007).
17. Slide the upper half out with the tool (836027). Fit the eyebolt M12 and
lift the big end bearing upper half away (see Fig. 11.27.).
18. Cover the crank pin oil holes with plugs or tape.
11–23 11 –23
View A View B
11–21v
Fig. 11.27.
11.3.2. Inspection of the big end bearing

1. Check the big end bearing clearances by measuring the big end bearing
bores and crank pin diameters separately. Use form 4611V003 (see “ATTACH-
MENTS”). Always when measuring the big end bore, the connecting rod and
the big end bearing caps must be tightened. See tightening instructions for big
end bearing (section 11.3.3.) and for connecting rod (section 11.2.3.).
See clearance and wear table 11 in chapter 6.
2. Bearing shells are of tri–metal type. See Fig. 11.28. If the running layer is
worn off more than 30% the bearing shells must be replaced by new ones.
Tin–flash
Running layer: Tin–antimony 0.06
Bonding layer: Nickel
Intermediate layer: Lead bronze 1.0
Fig. 11.28.
Thickness of the shell can be measured according to form 4611V008 (see “AT-
TACHMENTS”) and compared with the values given in the clearance and wear
table (chapter 6.).
11 –24 11–24
11.3.3. Mounting of the big end bearing

1. Remove the plugs from the crank pin oil holes. Clean the crank pin and lu-
bricate it properly with clean engine oil.
2. Fit the bearing shell to the big end bearing upper half.
NOTE ! Note, that LOWER and UPPER big end bearing shell halves are differ-
ent. The shells must never be installed in the incorrect location.
3. Fit the big end bearing upper half to the mounting device and fasten it with
connecting rod nuts. (Fig. 11.29.)
NOTE ! The bearing must be turned so that in the final position, the locating pins
are towards the driving end on A–side bearings and towards the free end
on B–side bearings. The cylinder numbers are facing the manoeuvring
side on the A–bank and the rear side on the B–bank.
4. Slide the bearing carefully to its required position. Note that the crankshaft
is turned to the correct position.
5. Fit the rod (836007) to the other side of the engine together with the inside
support (836004).
6. Fit the bearing shell to the big end bearing lower half.
7. Lift the big end bearing lower half to the mounting device and slide it to-
wards the inside support (836004).
8. Fit the outside support (836006).
9. Remove the inside support (836004) and slide the big end bearing lower half
carefully to its required position.
10. Fasten the big end bearing nuts by hand until the shells are together.
11. Remove the mounting device.
12. Turn the big end bearing upside down and secure it with locking plates
(846008), check the clearance between upper and lower half (same clearance on
both sides).
13. Fit the hydraulic tightening tool (861142).
14. Connect the hoses of the hydraulic pump and open the pump valve.
15. Keep on turning the hydraulic tool as far as it rotates.
11–25 11 –25
Fig. 11.29.
16. Shut the pump valve and pump to stated pressure (see section 7.3.2.)
18. Open the pump valve slowly and remove the hydraulic tools.
19. Turn the big end bearing to normal position. Fit the piston (see section
11.2.3.) and cylinder head (section 12.2.3.).
11 –26 11–26
46 03 18 Cylinder head with valves 12
12. Cylinder head with valves
12.1. General
Every cylinder is equipped with a cylinder head including two inlet and two outlet
valves with rotators, a main injection valve, a starting valve (on B–bank in some
cases a dummy), a safety valve and an indicator valve.
Cylinder heads are cast of special quality grey iron and are water cooled. Water
is lead into the cylinder head from the engine block through the cylinder liner wa-
ter bores. Water leaves the cylinder head through an outlet channel on the top and
flows to a common pipe and is drained away.
12.2. Cylinder head

For the maintenance schedule, see chapter 4.
12.2.1. General maintenance of the cylinder head

General maintenance includes a thorough check of the cylinder heads including
cooling water spaces. Possible scale formation in cooling spaces can disturb the
cooling effect and therefore has to be cleaned off. Cleaning can be done by using
chemical solvents: contact a special company for chemical cleaning.
Combustion spaces must be inspected carefully for possible damage. Valve seats
(13) and the injection valve sleeve (14) have to be inspected for possible water
leakages and replaced if necessary. (See Fig. 12.1.) Valve guides (15) have to be
checked and replaced if badly worn. O–rings (16) must be replaced with every
overhaul.
The sealing surface between cylinder head and cylinder liner has to be inspected
and reconditioned if necessary.
Fig. 12.1.
12.2.2. Removing the cylinder head

1. Drain the cooling water. Remove the cooling water discharge pipes (1) by
opening the flanges. (See Fig. 12.2.)
12–1 12 –1
12 Cylinder head with valves 46 03 18
12–1v–1
Fig. 12.2.
2. Turn the engine with the turning gear so that the piston in the reference
cylinder is at TDC, valves are closed and rocker arms are unloaded.
3. Remove the rocker arm casing cover (2), the rocker arm casing, the ”Hot
box” cover (3) and the insulating pane (4) over the exhaust gas connection to the
cylinder head. (See Fig. 12.3.)
4. Remove the clamps (5) of the exhaust and suction air pipes.
5. Loosen the oil pipe (7), fuel valve leaking pipe (8) and pilot starting air pipe
(9).
6. Remove the main injection pipe (10). Protect the connections of the injection
pipes and oil pipe from damage and ingress of dirt.
View A:
Fig. 12.3.
12 –2 12–2
7. Open the quick connections A, (B and C) for exhaust gas temperature moni-
toring sensors (B and C optional for exhaust gases and HT–water) (see Fig. 12.4.)
8. Fasten the lifting cable to the rocker arms.
9. Open the rocker arm fastening bolts (12), remove the rocker arms and push
rods.
View X:
12–3
Fig. 12.4.
10. Remove the protecting caps of the cylinder head screws.
11. Lift the hydraulic tools (861143) in position using the lifting tool (834045).
(See Fig. 12.5.) Connect the hoses according to the drawing.
12. Screw on the cylinders. Keep on turning the hydraulic tool as long as it ro-
tates to expel any possible oil. Repeat the tightening procedure to expel all oil.
120402v
Fig. 12.5.
12–3 12 –3
13. Turn the cylinders back about 3/4 of a turn (270_).

15. Loosen the nuts about 3/4 of a turn by using the pin (861010).
16. Release the pressure, disconnect the hoses and unscrew the cylinders. Lift
off the hydraulic tool set.
17. Remove the cylinder head nuts.
18. Apply the lifting tool (832001). (See Fig. 12.6.)
View A
Fig. 12.6.
19. Lift off the cylinder head.
20. Cover the cylinder opening with a piece of plywood or similar and install
the caps to protect the screw threads.
12.2.3. Mounting the cylinder head

1. Clean the sealing surfaces and put a new cylinder head gasket and new O–
rings for the circulating water jacket. Lubricate the O–ring sealing surfaces with
vaseline or oil. Check the seal rings of charge air, starting air and push rod protect-
ing pipe.
2. Attach the lifting tool (832001) to the cylinder head.
3. Lift the cylinder head. When lowering the head, take care that the starting
air connecting pipe and push rod protecting pipes slide into the seal rings without
force.
4. Screw on the cylinder head nuts.
5. Connect the exhaust gas sensors and HT cooling water sensors if installed.
6. Fit the main injection pipe (10). (Fig. 12.3.)
7. Fit the oil pipe (7), fuel valve leaking pipe (8) and pilot starting air pipe (9).
8. Fasten the exhaust and air pipe clamps (5): Support the lower clamps from
below eg. by means of a wedge to position the pipes correctly. (See Fig. 12.7.)
(Tightening torques in chapter 7.)
12 –4 12–4
Fig. 12.7.
NOTE ! Before mounting the upper clamps ensure, that the pipes are sitting even-
ly all around against the mating surface in the cylinder head.
9. Lift the hydraulic tool set (834045) into position according to Fig. 12.5. Con-
nect the hoses according to the scheme. Open the release valve of the hydraulic
pump and screw on the cylinders further to expel all possible oil. Repeat the tight-
ening procedure to expel all oil.
NOTE ! Note the general tightening instructions for hydraulically tightened con-
nections in section 7.3. before tightening.
10. Shut the release valve and tension the screws by pumping to the stated pres-
sure. (See section 7.3.2.)
11. Tighten the nuts by means of the pin until firm contact is made. Keep the
pressure constant while tightening.
12. Relieve the pressure and tension the screws again to the stated pressure.
Check the tightness of the nuts.
13. Open the release valve of the pump.
14. Remove the hoses and the cylinders.
15. Apply the protecting caps to the cylinder head screws.
16. The yokes may be adjusted here according to section 12.2.4. before assem-
bling the rocker arms.
17. Reconnect the cooling water discharge pipes (1). Replace the sliding ring
gaskets (42) with new ones. Use a special guiding mandrel (846160) when assem-
12–5 12 –5
bling the flange (43). (See Fig. 12.8. item I.) It is advisable to use some glue to
keep the o–ring (44) in place when connecting the pipe (1) to the connection piece
(41) (Fig. 12.8. item II).
Fig. 12.8.
18. Lift the rocker arms into position and fasten the fastening screws (12) (Fig.
12.4.) to stated torque. (See section 7.1.2.)
19. Fit the rocker arm casing to its place.
20. Adjust the valve clearance. (Section 12.2.4.)
21. Re–install the rocker arm casing cover the exhaust pipe insulating pane (4)
and the Hot Box cover.
22. Before starting, fill the engine cooling water system and turn the crank-
shaft two revolutions with the indicator cocks open.
12 –6 12–6
12.2.4. Adjusting valve clearance
12–7
Fig. 12.9.
1. Turn the crank of the reference cylinder to TDC at ignition.
2. Loosen the locking screw (17) of the adjusting screws on the rocker arm as
well as on the yoke (18) and turn the adjusting screws in a counter–clockwise di-
rection to provide ample clearance. (See Fig. 12.9.)
3. Press the fixed end of the yoke against the valve stem by pressing down on
the adjustable end. Screw down the adjusting screw (19) until it touches the valve
end and note the position of the spanner (pos. a). Keep on screwing down while
the yoke tilts, until the guide clearance is on the other side and the fixed end of
the yoke starts lifting from the valve stem. Now press down on the fixed end. Note
the position of the spanner (pos. b).
4. Turn the adjusting screw counterclockwise to the middle position between
”a” and ”b”, i.e. ”c”. Lock the nut (18).
5. Valve clearances for inlet and exhaust valves are given in chapter 6.
6. Before adjusting the valve clearance hit the push rod end of the rocker arm
with a soft hammer to ensure that the push rod is correctly seated.
7. Put a feeler gauge corresponding to the valve clearance between the surface
of the yoke and the shoe at the rocker arm. Tighten the adjusting screw (20) until
the feeler gauge can be moved to and fro with only a slight force. Hold the adjust-
ing screw and tighten the locking screw (17) to stated torque. (See section 7.1.2.)
Take care not to over tension the locking screw and plate (21).Check that the
clearance has not changed while tightening.
12–7 12 –7
12.2.5. Checking of cylinder tightness

The condition of inlet– and exhaust valves can be estimated by checking the cyl-
inder tightness according to the following work phases:
1. Turn the crankshaft to such a position that the valves of the cylinder in ques-
tion are all closed.
2. Connect the checking device (848020) to the indicator valve (42) of the cylin-
der head. (See Fig. 12.10.)
Fig. 12.10.
3. Open the indicator valve. Read instructions in section 12.6. Note that the
thread of the valve screw is left–handed.
4. Supply pressurized air (5–7 bar) via the checking device.
5. Shut the valve of the checking device and record the pressure drop in a certain
time (e.g. 20 s).
6. Close the indicator valve (see section 12.6.) and remove the tool (848020).
There is no use giving absolute guiding values for the pressure drop, but you can
evaluate the condition of the valves by comparing the pressure drop in different
cylinders.
12.3. Exhaust and inlet valves

The valve mechanism consists of a system where valve guides and exhaust and
inlet seats are integrated into the cylinder head. There is also a rotating mecha-
nism called Rotocap (23) for the exhaust and inlet valves which will ensure
smooth and even valve wear. Double valve springs (26) make the valve mecha-
nism dynamically stable. (See Fig. 12.11.)
12 –8 12–8
NOTE ! Exhaust and inlet valves differ in dimensions and also in material and
must not be mixed.
13. Exhaust valve seat

14. Inlet valve seat
15. Valve guide
23. Rotocap
24. Exhaust valve
25. Inlet valve
26. Valve springs
27. Valve cotters
EXHAUST INLET
Fig. 12.11.
12.3.1. Dismantling the valves

1. Fit the tool assembly (834001) in position (according to Fig. 12.12.) and at-
tach the fastening screws of the tool. Use the holding tool for valves (834002) if
necessary.
2. Fit the hydraulic jack (834050) and the nut (28). Leave about 40 mm distance
between the jack and the nut.
3. Use the hydraulic pump (860170) to press the spring assembly down enough
to remove the valve cotters (27). (See Fig. 12.11.)
12–9 12 –9
121003
Fig. 12.12.
4. Knock at the centre of the valve discs with a soft piece of wood, plastic ham-
mer or similar, to loosen the valve cotters for removal.
5. Release the pressure carefully so that the valve springs are slowly unloaded.
NOTE ! Take care that the springs are fully unloaded before removing the nut.
6. Spring holders (Rotocaps) and springs can now be removed.

7. Note the marks of the valves or mark them so that they can be reinstalled into
the same guide if they are in good condition. Valves are marked according to the
gas flow: inlet A and B, exhaust C and D. (See Fig. 12.13.)
Air in
Exhaust
out
00–3
Fig. 12.13.
12 –10 12–10
12.3.2. Checking and reconditioning valves and seats

There are three alternatives used as EXHAUST valves depending on the installa-
tion:
I II III
Stellit Nimonic Nimonic
valve disc diam. 160 valve disc diam. 170
Fig. 12.14.
1. Check first which kind of an exhaust valve (I, II or III) is in question.
2. Clean the valves, seats, ducts and guides as well as the underside of the cylin-
der head.
NOTE ! No scratches or notches are allowed on the valve surfaces, especially on

the area marked with an ”A” in Fig. 12.15.
3. Compare the burn–off on the valve disc to Fig. 12.15. Read the limit values
for measures (X), (Y) and (Z) from the following table.
Burn-off area
Y Z
461256-1
Fig. 12.15.
12–11 12 –11
Inlet Exhaust valve

valve I II III
Stellit Nimonic ¬ 160 Nimonic ¬ 170
B0314 / B0361 B0375 *)
(Y) minimum 13 mm 12,5 mm 12,5 mm 13 mm 11,3 mm
(Y) nominal 14,5 mm 14 mm 14 mm 14,5 mm 12,5 mm
Seat face inner diameter 133 mm 140 mm 133,5 mm 131,5 mm 131,5 mm
(X) minimum
(Z) maximum 2 mm 2 mm 2 mm 2 mm 2 mm
*) = component code stamped in the end of the valve stem.
If any of these dimensions exceed the given limits, the valve must be replaced.
4. Reconditioning of valves and valve seats has to be done by grinding or by
machining.
5. Before grinding check the valve stem clearance by measuring the stem and
guide and change the worn part if necessary. Use measuring documents
4612V001 and 4612V002. The valve guide can be pressed out by using the tools
845004 and 845005. (Fig. 12.16.) Check the bore in the cylinder head. When re-
fitting, cooling with liquid nitrogen is recommended, but pressing in with oil lu-
brication is also acceptable. After the new guide is fitted, check the guide bore.
122002
Fig. 12.16.
12.3.3. Machine grinding

1. Seat face of the valve: The seat angle of the INLET valve is 20_ and the EX-
HAUST valve 30_. See tolerances in Fig. 12.17. Check the minimum allowable
edge thickness (Y) and the minimum seat face inner diameter (X) of the inlet
valve and the exhaust valve from section 12.3.2.
12 –12 12–12
INLET
EXHAUST EXHAUST
121107
Fig. 12.17.
2. Seat ring for the inlet valve: The seat angle of the inlet valve seat ring is
19.5_, see tolerances in Fig. 12.18. The seat can be ground until the outer seat
diameter reaches 171.5 mm (See Fig. 12.18.). After that the seat ring must be re-
placed with a new one.
121304
Fig. 12.18.
3. Seat ring for the exhaust valve: There are two alternatives used for exhaust
valve seat rings. These can be identified easily by the form and diameter of the
seat face. (See table below.) The seat can be ground until the outer seat diameter
reaches the maximum value given in the table.
Sharp edge (V) should be removed after grinding. (See Fig. 12.19.)
12–13 12 –13
A B
1223p
Used with exhaust valve I and II III

Seat angle and tolerances see Fig. 12.19. see Fig. 12.19.
Outer seat diameter, nominal 160 0/– 0,2 mm 173 ± 0,1 mm
Outer seat diameter, maximum 164 mm 177 mm
121205
A: B:
Fig. 12.19.
4. Check with a blueing test that the contact area is big enough and that it is at
the inner edge of the seat. (See Fig. 12.20.) Ensure, that the valve used in the blue-
ing test is the one that will be assembled to the seat concerned.
Spread a thin layer of blue paint on the whole seat face of the valve. Fit the valve
into its place in the valve guide and press the valve gently against the valve seat
using the tool (841010). Repeat 2–3 times turning the valve about 45_ between
the strokes.
Ensure, that the sealing faces are absolutely clean and the blue paint layer is as
thin as possible.
12 –14 12–14
10 – 30% 120806p
INLET:
EXHAUST: I, II III
30 – 95% 30 – 95%
Fig. 12.20.
5. If the contact area is not big enough, the seat ring can be lapped lightly by
hand to ensure good contact between the seat and the valve.
12.3.4. Assembling of valves

1. Check the valve springs for cracks and wear marks. If there are any, replace
the springs with new ones.
2. Clean the valve guides (15) thoroughly and fit new o–rings (16). (Fig. 12.1.)
3. Lubricate the valve stems (29) with clean engine oil.
4. Fit the valves and check for free movement. Before closing the sealing sur-
face between valve and seat be absolutely sure that it is clean. If you are fitting
back old valves, be sure that they go back to their original locations.
5. Install the springs and be sure that the seating faces are undamaged and clean,
both on springs (26) and (30) as well as on the spring discs (rotocaps)(23).
6. Fit the assembling tool (834001) in position.
7. Compress the springs with the hydraulic tool. Put in the valve cotters (27)
after lubricating them properly. Unload the springs slowly.
While unloading the springs check that the cotters fit properly; the spaces be-
tween the two halves should be equal on both sides.
12–15 12 –15
12.4. Valve seats

Maintenance of valve seats:
If there is a need to remove or fit in valve seat rings, it is strongly advised to con-
tact the engine manufacturer.
Fig. 12.21.
12.4.1. Removing an old seat ring

1. Set the removing tools (845001 and 845003 for the inlet valve seat ring, or
845001 and 845002 for the exhaust valve seat ring) so that the clutches fit under
the edge of the seat ring. Tighten the nut (31). (See Fig. 12.22.)
2. Fit the plate (32) and the hydraulic jack (33) and tighten the nut (34) slight-
ly.
3. Connect the hoses of the hydraulic pump (860170) to the hydraulic jack and
loosen the seat ring by pumping.
4. Release the pressure, disconnect the hoses and dismantle the loosening tool.
12 –16 12–16
121402
Fig. 12.22.
12.4.2. Fitting a new inlet valve seat ring

1. Check the bore diameter in the cylinder head, see table 12 in chapter 6.
2. The ring can be assembled by cooling with liquid nitrogen of –190_C and
with the cylinder head temperature at a minimum of 20_C, or by pressing in with
a guided arbor.
3. Check the eccentricity of the sealing face in relation to the valve guide, and
if it exceeds 0.1 mm, the seat surface must be ground with a seat grinding ma-
chine.
12–17 12 –17
12.4.3. Fitting a new exhaust valve seat ring

1. For fitting an exhaust valve seat ring an oven for heating the cylinder head
and a freezer for cooling the seat ring are required.
2. Check the seat bore diameters (A) and (B) in the cylinder head. (Fig. 12.23.)
(See correct values in table 12 in chapter 6.) Clean the bores carefully.
3. Heat the cylinder head up to +50...+60_C.
4. Cool the seat ring in the freezer to –18...–25_C.
5. Lubricate the bore A (see Fig. 12.23.) with Molykote 111 lubricant or similar
and apply Loctite 620 locking compound to bore B.
6. Fit the o–ring (45) to the ring groove, dry the outer surface of the seat ring
and fit the seat ring to its place.
EXHAUST INLET
122403
Fig. 12.23.
When the cylinder head has reached the room temperature:
7. Check the eccentricity of the sealing face in relation to the valve guide. En-
sure that the seat ring is in continuous contact against the bottom machined sur-
face. The maximum allowed eccentricity is 0.07mm. If the eccentricity is
0.07–0.25mm, the seat surface can be ground with a seat grinding machine.
Hydraulic test:
A hydraulic test at 10 bar must be carried out as follows every time a new exhaust
valve seat ring has been fitted:
1. Block the cooling water inlet passages (38) (8 pcs) and the deaerating hole
(39) (see Fig. 12.24.) rather with a special tool (848021). (See Fig. 12.25.) Note
the washers (47) and the correct tightening torque (640Nm) of the tightening nuts.
If the tool (848021) is not available:
– Block the 8 cooling water inlet passages (38) with rubber expansion plugs.
– Tap the deaerating hole (39) with M8 thread and block it with a plug.
2. Block the cooling water outlet passage (40) (See Fig. 12.24.) with a pressure
test flange (847012) (See Fig. 12.25.) and fill the cooling water space with water.
12 –18 12–18
3. Connect the checking device (848020) to the test flange and replace the hose
coupling with the transformation piece (46) taken from the test flange.
4. Connect the low pressure pump (860050) to the transformation piece and
apply a pressure of 10 bar.
CAUTION ! Beware of the rubber plugs while there is pressure in the cylinder
cover. The plugs may be dangerous if they become loose.
121607
Fig. 12.24.
122500
Fig. 12.25.
12–19 12 –19
12.5. Valve rotator (Rotocap)

Exhaust and inlet valves are equipped with Rotocaps. These are rotating mecha-
nisms which turn the valves 8_ at every opening. The rotation makes the valves
wear smoothly and increases the maintenance intervals.
12.5.1. Rotocap maintenance
Fig. 12.26.
1. Remove the spring band (6).
2. Remove the cover plate (1).
3. Remove the cap spring (3).
4. Remove the steel balls (4) and turning springs (5).
5. Clean the base plate (2) and all other parts. Check that there is no serious
damage. Change if necessary.
6. Reinstall the parts in the opposite order than previously described.
12 –20 12–20
12.6. Indicator valve

The inside construction of the valve is such that the pressure in the cylinder tight-
ens it. Consequently the force needed to close the valve is relatively low.
The valve has a left–handed screw and it is opened and closed respectively as fol-
lows. (Fig. 12.27.)
Fig. 12.27.
12.6.1. Indicator valve, operation and maintenance:

1. When starting the engine the indicator valves should be closed using only
just enough force to bring the sealing surfaces together. The pressure of the cylin-
der will push them tight together.
2. When stopping the engine the indicator valves should be opened only half
a turn. This way the tightening effect due to the temperature decrease will not oc-
cur.
3. When opening the indicator valve for measuring the cylinder pressure, inad-
vertent tightening instead of opening must be avoided.
4. When closing the indicator valve after measuring the cylinder pressure only
minimal torque is needed. So called ”fingertight” is usually enough.
5. Add high temperature lubricant (lubricant specification to be 1000_C) to
the valve stem threads when you feel that it is not moving easily.
6. Always use the correct T–handle wrench (808001) to open and close the in-
dicator valve. (Fig. 12.27.)
12–21 12 –21
12.7. Safety valve

(Fig. 12.28.)
Each cylinder head is equipped with a spring loaded safety valve. This valve will
prevent any excessive cylinder pressure and emits an alarm when operated. The
blow out pressure is stamped into the top of the valve. Safety valves which begin
to leak in service, must be replaced at the first opportunity. Before refitting, the
valve should be lubricated with a high temperature lubricant.
1. Spindle
2. Housing
3. Plug
4. Spring
Fig. 12.28.
12.8. Starting valve

The starting valves are described in chapter 21.
When refitting the starting valves, the outer cylindrical surfaces should be lubri-
cated with engine oil or a special lubricant.
12.9. Injection valve

The injection valves are described in chapter 16.
When refitting, the injection valves should be lubricated with engine oil only.
12 –22 12–22
46 03 18 Camshaft driving gear 13
13. Camshaft driving gear
13.1. General
The camshafts are driven by the crankshaft through gears. The gears are alike for
both camshafts. (Fig. 13.1.) Therefore in this chapter only the gear system for one
camshaft is described.
The gearing consists of a split gear on the crankshaft, two hydraulically fastened
intermediate gears and a camshaft driving gear. Lube oil nozzles provide for lu-
brication and cooling of the gears. The camshafts rotate in the same direction as
the crankshaft at half the speed.
Fig. 13.1.
13.2. Intermediate gear and camshaft gear

The intermediate gearwheels (1) and (2) are connected together with a hydrauli-
cally tightened screw (3). The bearings (4) for the intermediate wheel assemblies
are incorporated into the crankcase. Lubrication for the bearings is from the pres-
surised engine system through the thrust bearing (5), along the screw (3) and
through the bores in the bearing shaft (6). The camshaft driving wheel (7) is fixed
to the camshaft end (8) by a guiding pin (9) and fastened by means of a flange
connection between the camshaft end (10) and the camshaft extension (8). (Fig.
13.2.)
13.2.1. Intermediate gear and camshaft gear mainte-

nance
Whenever the opportunity occurs, check the condition of gears, measure the tooth
backlash and the bearing clearances, and refer to section 6.2. Early detection of
any tooth damage can prevent serious damage.
13–1 13 –1
13 Camshaft driving gear 46 03 18
Fig. 13.2.
13 –2 13–2
13.2.2. Removing the camshaft gearing
NOTE ! Special tools are needed for this work. Please contact the engine manufac-
turer.
13.2.2.1. Removing the camshaft gear

1. Remove the gear covers and the camshaft covers.
2. Unscrew the fastening screws (11) for the camshaft thrust bearing housing
(18) and remove the cover (13). (See Fig. 13.2.)
3. Unscrew the fastening screws (14) and remove the outer shaft plate (15) to-
gether with the outer part of the thrust bearing (12).
4. Open the fastening screws (16) and remove the house plate (19) and inner
shaft plate (17) together with the inner part of the thrust bearing (33).
5. Slide the camshaft thrust bearing housing (18) out. (Use extraction holes
M16 if needed.)
6. Turn the crankshaft to TDC at ignition for cylinder No.1 and secure the
camshaft by using the locking tool (834053). Fasten the tool with three nuts from
the camshaft piece fastening studs. (See Fig. 13.3.)
View A
13–6
Fig. 13.3.
7. Open the flange connection screws (20) and remove the camshaft extension
(10) by using the lifting tool (836024) together with the connection (836017) and
(836018). (See Fig. 13.4.)
NOTE ! Support the driving wheel when lifting the extension piece out.
NOTE ! Do not turn the crankshaft while one or more of the gear wheels is loose.
If you have to turn the crankshaft, first loosen the push rods or rocker
arms (to avoid contact between pistons and valves).
13–3 13 –3
13–2–3v
Fig. 13.4.
8. Lift the camshaft driving wheel out by using the lifting device (836024) to-
gether with the connection (836020) and (836023) (or 836034 on the other bank).
(See Fig. 13.5.)
13 –4 13–4
13–3v
Fig. 13.5.
9. Lift the camshaft extension out by using the lifting device (836024) together
with connection (836019). (See Fig. 13.6. )
13–15v
Fig. 13.6.
13–5 13 –5
Removing the intermediate gear
NOTE ! The intermediate wheels (1 and 2) must not be dismantled unless it is ab-
solutely necessary. The relative position between the two wheels has been
adjusted when assembled at the factory and should not be changed. If
you must separate the two gear wheels you must mark them so that they
can be assembled back exactly to the correct positions.
13–4
Fig. 13.7.
10. Open the screws (21) to remove the cover (22) from the intermediate gear
thrust bearing. (Fig. 13.7.)
11. Open the fastening screws (23) and remove the shaft plate (24) together
with the outside thrust bearing (5).
12. Open the fastening screws (25) and remove the housing plate (26) together
with the inside thrust bearing (32).
Opening the nut of the center stud

Open the nut (27) of the center stud (3) by using hydraulic tool (861143) as fol-
lows:
13 –6 13–6
130502
Fig. 13.8.
13. Lift the hydraulic tool (861143) onto the center stud.
14. Screw on the hydraulic tool (861143), when at the right position.
16. Keep on turning the hydraulic tool as long as it rotates. Repeat the proce-
dure a few times to get all oil out from the tool.
17. Turn the hydraulic tool back about 3/4 of a turn 270.
19. Loosen the nut (27) about 3/4 of a turn with the pin (861010).
tools.
21. Remove the hydraulic tool.
22. Remove the nut.
Removing the intermediate gears

23. Unscrew the center stud (3) by using a tool (803003) and slide the stud
against the flywheel.
24. Slide the smaller intermediate gear (2) against the engine frame and re-
move the distance ring (28). (See Fig. 13.7.)
25. Screw the lifting tool (836021) to the shaft (6) of the bigger intermediate
gear (1) and lift the tool (836021) and the shaft (6) out together by using the lifting
device (836024) together with connection (836023 or 836034). (See Fig. 13.9.)
13–7 13 –7
13–61v
Fig. 13.9.
26. Slide the smaller intermediate gear (2) out from engine frame and support
it so that you can put the lifting tool (836022) to the shaft of the smaller intermedi-
ate gear and tighten it with a wrench. (See Fig. 13.10. )
130702
Fig. 13.10.
27. Remove the smaller intermediate gear by using the lifting device (836024)
together with connection (836023 or 836034). (See Fig. 13.11.)
13 –8 13–8
13–71v
Fig. 13.11.
28. Remove the center stud (3).
NOTE ! The intermediate wheels (1 and 2) must not be dismantled unless it is ab-
solutely necessary. The relative position between the two wheels has been
adjusted when assembled at the factory and should not be changed.
13.2.3. Mounting the camshaft gearing

13.2.3.1. Mounting the intermediate gears
CAUTION ! Check that cylinder A1 (or B1) is at TDC of ignition cycle before
proceeding.
13–9 13 –9
Mark A Mark B
mark A–A mark B–B

13–8v
Fig. 13.12.
When cyl. A1 (B1) is at TDC of ignition cycle notice that:

Assembly marks “A” (”B”) on camshaft driving wheel must be aligned with
the side of the engine block. (See Fig. 13.12.)
Assembly marks on the bigger intermediate gear and marks “A–A” (”B–B”)
on the crankshaft gear must be aligned.
Guide pin (9) in the first camshaft piece must be in the correct position (Shown
in Fig. 13.12.)
1. Mount the shaft (6) and the big intermediate wheel (1) together with screws
M12 (29). (See Fig. 13.7.) Fasten to stated torque. (See ”General torques” in
chapter 7.)
2. Lift the smaller intermediate wheel (2) into position using lifting device
(836024) with connection (836022) and (836023 or 836034), see Fig. 13.13. At
the same time the center stud (3) must be put into position inside the smaller inter-
mediate gear (Fig. 13.10.). When the gear is fitted inside the bearing, slide it
against the engine frame.
13 –10 13–10
13–10v
Fig. 13.13.
3. Lift the distance ring (28) (Fig. 13.14.) to the shaft of the smaller intermedi-
ate gear.
NOTE ! The distance ring must be aligned so that the adjusting slot is against the
smaller intermediate gear. (See Fig. 13.14.)
131701
Fig. 13.14.
13–11 13 –11
4. Lift the bigger intermediate wheel into position by using the lifting device
(836024) together with connection (836021) and (836023 or 836034). (See Fig.
13.15.)
13–11v
Fig. 13.15.
5. Slide the smaller wheel (2)against the bigger intermediate gear (1).
NOTE ! Check that the assembly marks are as shown in Fig. 13.12.
6. Clean the center stud (3) and lubricate the threads. (See Fig. 13.16.)
7. Screw the center stud (3) in position and tighten it to stated torque (see sec-
tion 7.3.2.) by using a tightening tool (803003).
8. Screw the nut (27) by hand against the end surface; check that the nut is in
the guide. (Fig. 13.16.)
Pretightening the central nut of the intermediate gear
9. Lift the hydraulic tool (861143) into position on the center stud (3). (See
Fig. 13.8.)
10. Screw on the hydraulic tool (861143).
13 –12 13–12
12. Keep on turning the hydraulic tool as long as it rotates.

14. Tighten the nut (27) with the pin (861010).
15. Release the pressure slowly.
16. Check that the assembly marks are still as shown in Fig. 13.12.
17. Check that there is no clearance between gear wheels and distance ring.
18. Repeat the hydraulic tightening to eliminate any clearance between the
threads and other parts.
19. Mount the inside thrust bearing (32) and the housing plate (26) (Fig.
13.16.), tighten the screws M16 (25) to stated torque. (See section ”General
torques” in chapter 7.)
20. Mount the outside thrust bearing (5) together with the shaft plate (24).
Tighten the screws M10 (23) to stated torque. (See section ”General torques” in
chapter 7.)
21. Check the axial clearance by moving the shaft and record the movement
with a dial indicator. Refer to section 6.2.
13.2.3.2. Mounting the camshaft gear

1. Lift the camshaft driving wheel (7) (Fig. 13.17.) into position so that the
marks on the wheel are in accordance with the side of the engine block. (See Fig.
13.12.)
2. Fit the camshaft end piece (10) by using the lifting tool (836024) with con-
nection (836017) and (836018); note that the pin (9) is in the correct position.
(See Fig. 13.17.) Fasten the screws M20 (20) to stated torque. (See section 7.1.1.)
3. Mount the bearing housing (18). If necessary use a hydraulic jack or crane
to support the shaft while assembling the housing.
13–13 13 –13
13–4
Fig. 13.16.
4. Fit the inner shaft plate (17) with the inner part (33) of the thrust bearing.
Fit the house plate (19) and tighten the screws (16) to stated torque. (See section
”General torques” in chapter 7.)
5. Fit the outer part (12) of the thrust bearing together with shaft plate (15)
and tighten the screws M12 (14) to stated torque. (See section ”General torques”
in chapter 7.)
6. Check the axial bearing clearance and backlash between the gears (2) and
(7). Refer to section 6.2.
7. Lock the screws (14) with locking wire and mount the cover (13).
8. Tighten the rocker arm bracket fastening screws, if loosened and mount
the covers. (See chapter 14.)
9. Check the valve timing and fuel pump timing (see chapter 16.) of one cylin-
der and compare to the tested values of the setting table in the delivery documents.
Readjust if necessary.
10. Tighten the nut (27) of the intermediate gears center stud (3) to stated
torque (see section 7.3.2.) by using tightening tool (861143). Tightening order
is the same as previously described in this section.
11. Disconnect the hoses and remove the hydraulic tool (861143).
12. Assemble the intermediate gear thrust bearing cover (22). (Fig. 13.16.)
13. Mount the covers for the gearing and camshaft.
13 –14 13–14
130100v
Fig. 13.17.
13–15 13 –15
13.3. Split gear wheel

The split gear is divided into two parts which are connected together with con-
necting screws (30), and then to the crankshaft with screws (31).
Fig. 13.18.
If only the split gear wheel has to be changed, one half of the wheel can be re-
moved or mounted at a time.
13.3.1. Split gear wheel maintenance

Whenever the opportunity occurs check the condition of gear, measure the tooth
backlash and the bearing clearances and refer to section 6.2. Early detection of
any tooth damage can prevent serious damage.
13.3.2. Removing the split gear wheel

Both the camshaft gear and intermediate gear are dismantled according to section
13.2.2..
NOTE ! Special tools are needed for this work. Please contact the engine manufac-
turer.
1. Lower the bearing cap of main bearing No.1. (See section 10.2.2.)
2. Loosen the fastening screws (30).
3. Unscrew the axial screws (31).
4. Unscrew the fastening screws (30) and remove the gear wheel halves.
13.3.3. Mounting of the split gear wheel

1. Clean the parting surfaces of the wheel halves and the contact faces of the
gear wheel and the crankshaft.
13 –16 13–16
2. Lower the bearing cap for main bearing No.1. (See section 10.2.2.)
3. Apply Loctite 242 to the threads of the screws (31) and (30), and engine
lubricating oil under the screw heads. (Do not use Molykote.)
4. Mount the gear wheel halves on the crankshaft with the parting face at right
angles with the crank of cylinder No.1 and fasten the screws (31) and (30) by
hand.
5. Tighten the axial screws (31) to a torque of 10 Nm and check that contact is
established between the gear wheel and the crankshaft flange.
6. Tighten the fastening screws (30) to stated torque. (See section 7.1.3.) The
screws closest to the crankshaft flange are to be tightened first.
7. Tighten the axial screws (31) to stated torque. (See section 7.1.3.)
8. Check the split gear wheel roundness. Place the cylindrical pin in the tooth-
cap as shown in Fig. 13.19. Turn the engine and use a dial indicator to get indica-
tions. Repeat the procedure and take comparative indications from at least four
different locations. The difference between the four indications must be less than
0.09 mm.
9. Lift the bearing cap for main bearing No.1. (See section 10.2.4.)
Fig. 13.19.
13.3.4. Removing only the split gear wheel

If you remove only the split gear wheel:
1. Check the fuel pump timing of one cylinder. (See section 16.2.7.)
2. Lower the bearing cap of the main bearing No.1. (See section 10.2.2.)
3. Turn the crankshaft so that the bolt heads of the fastening screws (30) are
downwards.
4. Unscrew the fastening screws (30).
5. Unscrew the axial screws (31) of the lower half.
6. Remove the lower half of the split gear wheel.
13–17 13 –17
7. Clean the parting surfaces of the wheel half and the contact faces of the gear
wheel and the crankshaft.
8. Apply Loctite 242 on the threads of the screws (31) and engine lubricating
oil under the screw heads. (Do not use Molykote.)
9. Mount the new gear wheel half on the crankshaft against the old upper half
and tighten the screws (30) to a torque of 600Nm. Check with a feeler gage that
the joint surfaces meet properly.
10. Tighten the new half axial screws (31) to stated torque. (See section 7.1.3.)
Check that contact is established between the gear wheel and the crankshaft
flange.
11. Remove the fastening screws (30).
12. Turn the crank of cylinder no. 1 carefully to TDC.
13. Unscrew the axial screws (31) of the other half.
14. Remove the other half of the split gear wheel.
15. Clean the parting surfaces of the wheel half and the contact faces of the
gear wheel and the crankshaft.
17. Mount the new gear wheel half to the crankshaft against the upper half
and tighten the screws (30) to stated torque. (See section 7.1.3.) Check that the
joint surfaces meet properly.
19. Tighten the axial screws (31) of the new half to stated torque. (See section
7.1.3.) Check that contact is established between the gear wheel and the crank-
shaft flange.
20. Turn the crankshaft half a turn.
21. Check the split gear wheel roundness as mentioned in section 13.3.3.
22. Lift the bearing cap of main bearing No.1 back to its place. (See section
10.2.4.)
23. Check that the fuel pump timing of the reference cylinder has not
changed. (See item No. 1 of this section.)
13 –18 13–18
46 01 01 Valve mechanism and camshaft 14
14. Valve mechanism and camshaft
14.1. Valve mechanism

!

" !

"

#
$

%

& %

#

#

' !

#

(
)) 1. Screws
3. Rocker arms
4. Push rod
5. Protecting sleeves
8. Cover
11. Valve tappet
12. Shaft
13. Bracket
14. Yoke

14.1.1. Maintenance of valve mechanism

*

#

14–1 14 –1
14 Valve mechanism and camshaft 46 01 01
14.1.2. Dismantling of valve mechanism

Rocker arm bracket complete:
1. Remove the covers of the valve mechanism and camshaft from the cylinder
concerned.
2. Turn the crankshaft so that the valve tappet rollers in the cylinder con-
cerned are at an unloaded cycle, and a clearance exists between the rocker arm
and yoke.
3. Secure the rocker arm bracket with crane by using a lifting sling (see
Fig. 14.2.) or by using a special tool (836031). (See Fig. 14.3.)
1. Screws
2. Locking screw
3. Rocker arm
7. Shaft
13. Rocker arm bracket
20. Bushing
14–7

4. Open the screws (1) and lift the rocker arm bearing bracket (13) from the
cylinder head.
5. Remove the yoke (14). (See Fig. 14.1.)
14 –2 14–2
14–71

Rocker arms:
6. Support the bracket by crane and open the locking screws (2). Slide the
brackets (13) out from the shaft (7) on both sides. Remove the rocker arms (3)
and the shaft.
7. Remove the push rods (4) and the protecting sleeves (5) by lifting up
through the guide holes in cylinder head.
Valve tappets:
8. Open the screws (9) and remove the cover (8).
9. Lift the valve tappet (11) out.
Roller and shaft:

10. Push the springloaded locking pin (6) down and pull the shaft (12) out.
Before dismantling, mark the parts so that they will be reinstalled
into their original positions.
14–3 14 –3
4. Push rod
5. Protect sleeve
6. Locking pin
8. Cover
9. Screw Section A:
10. Guiding pin
11. Valve tappet
12. Shaft
17. O–ring
18. O–ring
19. Ball head pin
26. Compression spring
27. Bearing bush
28. Roller
140207

14.1.3. Inspection of valve mechanism

Rocker arm:
1. Clean the rocker arm bearing bushing and the journal, then measure
for wear. When cleaning, pay special attention to the oil holes. Refer to chapter
6. for all clearances and wear limits.
Push rod:
2. Inspect the ball head running surface for possible mechanical damage.
Valve tappet:
3. Clean and inspect all parts of the valve tappet and corresponding
bore in the engine block. When cleaning, pay special attention to the oil
holes.
4. Measure the bearing bush (27), shaft (12) and the roller (28) for wear.
5. Inspect the ball head pin (19) running surface for possible mechanical
damage.
6. Change the O–rings (17) and (18) if they are damaged or hard.
14.1.4. Assembling of valve mechanism

Valve tappets: (see Fig. 14.4.)
1. Lubricate the parts of the valve tappet with clean engine oil, add Rust-
ban 326 or similar grease to the tappet guiding surface against the roller (B in Fig.
14 –4 14–4
14.4.) and assemble. Keep the roller (28) at the correct level and slide the journal
(12) into position observing that the locking pin (6) secures to the corresponding
drilling in tappet body.
2. Insert the valve tappet (11) into the guide hole in the engine block.
3. Mount the cover (8).
Push rods:
4. Grease the O–rings (17) and (18) properly. Insert the protecting sleeves
(5) and push rods (4) into position through the cylinder head guide bores.
5. Mount the yoke. (For adjusting the yokes see chapter 12.)
Rocker arms: (see Fig. 14.2.)

6. Lubricate the rocker arm parts properly with clean engine oil. Assemble
the bushing (20) to the journal (7).
7. Fit the rocker arms to the journal.
8. Slide the brackets and journal together and secure the journal with the
locking screws (2).
NOTE !

9. Check for free movement of the rocker arms.

10. Mount the complete rocker arm bracket into position on the cylinder
head and tighten the screws (1) crosswise to stated torque. (See chapter 7.)
11. Check and adjust the valve clearances according to chapter 12. and
mount the covers.
14.2. Description of camshaft

+

!
( #

!

!
must
be put back to the original places after overhaul
!

!

14–5 14 –5
Fuel
inject.

!

'

#

,

'

#
-
14 –6 14–6

14.2.1. Maintenance of camshaft

#

'

-
#
14.2.2. Removing the camshaft piece

1. Remove the camshaft covers from the cylinders concerned.
2. Remove the cover (8) (see Fig. 14.6.) from the starting air distributor.
3. Loosen the valve clearance adjusting screws (see section 12.2.4.)
and the rocker arm bracket fastening nuts of the cylinders in which the camshaft
is to be moved axially.
4. Turn the camshaft so that you can lock the valve tappets one by
one to the uppermost position with locking bars (845013) and (845014). (See Fig.
14.8.)
5. Open the nuts (3) (Fig. 14.5.) and unscrew the flange connection studs (7)
from both ends of the camshaft piece.
6. Assemble the special mounting device (845020). (See Fig. 14.8.) Fas-
ten the device to engine frame with camshaft cover fastening nuts (21). Adjust
the flat bar (22) with screws (23) and the support (24) close to the camshaft piece.
7. It is also possible to use lifting tool (836024) with connection (836029)
to support the camshaft piece. (See Fig. 14.9.)
14–7 14 –7
Section A–A:

8. Move the free end of the camshaft towards the free end of the engine
a maximum of 35 mm by using a suitable lever.
NOTE ! ! " # #
9. Disengage the camshaft piece from the centering and fixing pins (4)
(Fig. 14.5.) and lower it sideways using the screw (25).
14.2.3. Mounting the camshaft piece

1. Clean and degrease the flange connection surfaces and threaded
holes. (See Fig. 14.5.)
2. Insert the fixing pins (4) with retainer rings (9), with the longer part of the
pin in the bearing journal.
3. Move the camshaft piece in position using the screw (25), (see Fig.
14.8.), or by using a special tool (836024) with connection (836029). (See Fig.
14.9.)
14 –8 14–8
$
4. Mount the camshaft piece (1) on the fixing pin. (See Fig. 14.5.) After
centering it at either end, press together the camshaft using three assembly screws
at both ends of the camshaft piece.
5. Fasten the studs (7) by hand and tighten the nuts (3) by using the torque
wrench (820009). (For tightening torques see chapter 7.)
6. Check the tappet rollers carefully. Even slightly damaged rollers have to
be changed.
7. Turn the camshaft and remove the locking bars one by one when there
is a contact between the roller and the cam.
8. Mount the cover (8) of the starting air distributor.
9. Tighten all the loosened rocker arm bracket fastening nuts.
10. Check the valve clearances on the cylinder concerned and on all cylin-
ders towards the free end on that bank. (See chapter 12.)
11. Check the fuel pump timing on the cylinder concerned (see chapter 16.)
and on the next cylinder towards the free end. If any corrections have to be done
on the next cylinder, all the pumps on that side have to be checked.
14–9 14 –9
14.2.4. Elastical coupling

#

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,

.

NOTE ! # #& ' #
14 –10 14–10
46 03 49 Turbocharging and air cooling 15
15. Turbocharging and air cooling
15.1. Description
The engine is equipped with two turbochargers and coolers situated either in the
free end or in the driving end of the engine.
The turbochargers are driven by exhaust gases coming from various cylinders
through opened exhaust valves. The compressor (1) rotates with the turbine (2)
and draws air in from the engine room raising the ambient air pressure to a higher
level (charge air pressure). The air is heated up in the process and has to be cooled
down in the air cooler (3) before entering the air receiver (4) and the cylinder
through opened inlet valves.
Fig. 15.1.
15–1 15 –1
15 Turbocharging and air cooling 46 03 49
15.2. Turbocharger
15.2.1. Description (TPL–turbocharger)
The turbocharger is of axial turbine type.
It is mechanically independent of the engine to which it is applied, but the lubri-
cating system forms part of the engine lubricating oil system.
The turbocharger is equipped with cleaning devices to clean the turbine and com-
pressor by water injection.
Speed is measured by a pick up installed on the compressor side.
15.2.2. Turbocharger maintenance

Normal overhauls can be carried out without removing the turbocharger from its
place.
When dismantling, drain first the lubricating oil system of the turbocharger, re-
move the protecting covers and disconnect the oil, air and exhaust connections.
When reassembling, take care that all seals are intact. High temperature resistant
lubricants are used for exhaust pipe screws.
Maintenance of the turbocharger is carried out according to following instruc-
tions and the instructions of the turbocharger manufacturer. It is recommended
to use the service network of the engine manufacturer or the turbocharger
manufacturer.
15.3. Water cleaning of turbine during operation

15.3.1. Description
Practical experience shows that the formation of dirt deposits on the turbine side
can be reduced by periodical cleaning during operation. By the same the overhaul
periods can be lengthened. Dirty turbines cause higher exhaust gas temperatures
and higher stresses of the bearings due to imbalances. Usually, though, washing
of the turbine side is necessary only when running on heavy fuel.
During an extended period of operation, periodical cleaning prevents the build–
up of significant deposits on the turbine blades and nozzle blades. This cleaning
method does not work on very dirty turbines which have not been washed regular-
ly when put into operation or after revisions.
Water must be injected into the exhaust system with the engine running at suitable
output (see cleaning instructions). The disadvantages of adjusting the output oc-
casionally are not significant compared with the advantages of cleaning.
The necessary water flow is basically dependent on the volume of gas and its tem-
perature. The flow should be adjusted so that all of the water is evaporated and
escapes through the exhaust. Additives or solvents must not be used in the clean-
ing water. The use of salt water is prohibited.
15 –2 15–2
The turbine washing intervals are stated in the maintenance schedule in chapter
4.
15.3.2. Cleaning device for turbine and compressor

The engine is equipped with permanent pipings for turbine (42) and compressor
(52) cleaning. (Fig. 15.2.)
An electrical control unit (48) controls the cleaning procedure. The cleaning pa-
rameters (number of water injections, injection time, interval between the injec-
tions e.t.c.) can be set with a terminal.
All cleanings (turbine washing, turbine thermal shock cleaning, compressor
cleaning) can be inactivated by jumpers in the terminal box.
Fig. 15.2.
15.3.3. Cleaning procedure

1. Record the engine and turbocharger parameters (engine load, charge air
pressure, TC speed, exhaust gas temperature before and after turbine) about one
hour before water cleaning for later use to assess efficiency of the cleaning.
2. Carry out the cleaning procedure according to the TPL cleaning device
manual. (See “Technical documents”.)
3. Repeat the readings made before the water cleaning procedure.
15–3 15 –3
15.4. Water cleaning of compressor during operation

By spraying water into the compressor, this can be cleaned while in operation.
The cleaning effect is good as long as the deposit formation has not gone too far.
If, however, a very thick hardened crust of dirt has formed, the compressor will
have to be dismantled for cleaning.
By this method water is not acting as a solvent but instead removes the deposits
mechanically by the impact of the water droplets. It is therefore recommended
to use clean water without any additives. The cleaning water should not contain
any cooling water agents which might remain on the compressor.
Regular cleaning of the compressor prevents or delays excessive contamination,
but in no way replaces the usual overhauls where the turbocharger is completely
dismantled. (See turbocharger instruction manual.)
Cleaning is performed using the equipment described in section 15.3. Water
cleaning of compressor should be done daily, when the turbocharger is in use.
15.4.1. Cleaning procedure

See TPL cleaning device manual in “Technical documents”.
15.5. Allowable operation with damaged turbocharger

In case of a serious breakdown of the turbocharger, a blanking device (the pre-
ferred option) or a rotor locking device can be fitted according to the instructions
in the Turbocharger Manual. The WÄRTSILÄ–engines can in an emergency
situation like this operate temporarily at 20% output. The thermal overload is a
limiting factor on the diesel engine, therefore the exhaust gas temperatures must
be carefully watched during operation.
The exhaust gas temperature after the cylinder cover must not exceed 500C.
(See also section 8.2.2.)
NOTE ! Both turbochargers of a V–engine must be locked or blanked if one of

them fails.
15.6. Fastening of the turbocharger

15.6.1. Assembling of the hydraulically tightened
turbocharger fastening screws
1. Install the screw (34) and the washer (35) to their places. (See Fig. 15.3.)
2. Put the distance ring (861165) according to Fig. 15.3.
3. Tighten the round nut (36) to stated torque using the tool (861164). (See
tightening instructions and pressures in section “Hydraulically tightened connec-
tions” in chapter 7.)
15 –4 15–4
071208
Fig. 15.3.
15.7. Air cooler

The engine is equipped with two air coolers to cool down the compressed and
heated air after turbochargers. The insert type charge air coolers are mounted in
a welded housing (40). (Fig. 15.4.) The housing is fastened to the engine block
with screws.
As a standard two stage charge air coolers are used, where the charge air tempera-
ture is kept on the right level by regulating the temperatures of the incoming HT–
and LT–cooling water.
15–5 15 –5
Air in
Charge air
cooler
Air to re-
ceiver
LT–side HT–side
Fig. 15.4.
15.7.1. Maintenance of charge air cooler

1. The air cooler is provided with water separators (45) located after the cool-
er inserts. (See the principle in Fig. 15.5.)
2. Condensate from the air is drained through a drainer (46) under the cooler
housing after the inserts. Examine regularly that the pipe is open.
NOTE ! If water keeps on dripping or flowing from the draining hole for a longer
period (unless running all the time in conditions with very high humidity)
the cooler insert may be leaking and must be dismantled and pressure
tested.
3. At longer stops, the cooler should be either completely filled or completely

empty, as a half–filled cooler increases the risk of corrosion. If there is a risk of
the water level in the system decreasing when the engine is stopped, drain the
cooler completely.
4. Clean and pressure test the cooler at intervals according to chapter 4 or if
the air temperature in the charge air receiver cannot be held within stipulated val-
ues at full load.
5. Always check for corrosion when cleaning.
15 –6 15–6
Air coolers
Air flow
View A:
151704
Fig. 15.5. Principle of the water separator and drainer
15.7.2. Pressure drop measurement over charge air

cooler
Air cooler fouling can be determined on the air side by measuring the air pressure
drop over the air cooler, and on the water side by measuring the cooling water
temperature difference over the air cooler.
Measuring the pressure drop by using a differential pressure gauge (848051) can
be done by connecting the gauge to measuring points shown in Fig. 15.6. Follow
the instructions of the gauge.
L–engines V–engines
152301
Fig. 15.6. Pressure drop measurement

The cooler has to be cleaned if the air pressure drop over the cooler exceeds the
pressure drop of a clean cooler by 50% or more.
Example: If the air pressure drop over a new cooler is 400 mmWG, cleaning is
needed when the pressure drop exceeds 600 mmWG.
15–7 15 –7
15.7.3. Cleaning cooler inserts

1. Drain water from the air cooler LT and HT side by opening the drain con-
nections (12) and vent connections (13). (See Fig. 15.7.)
2. Remove the HT and LT cooling water pipes (14 and 15) from the cooler.
150511v
Fig. 15.7.
3. Open all the air cooler fastening screws (27). (See Fig. 15.8.)
4. Fit the tool (846053) and fasten it with connection screws (43). (Note that the
support arrangement of the tool depends upon the installation and may be differ-
ent from the one shown in Fig. 15.8.) Pull out the air cooler horizontally (by using
a block and a tackle). When the cooler is outside of the cooler housing it can be
removed by truck or by crane using the lifting yokes of the cooler.
5. Clean the air side according to the cooler manufacturer’s instructions.
15 –8 15–8
Lifting yoke
View B:
15–7v–12
Fig. 15.8.
NOTE ! Use of a high pressure water cleaning device may cause damage to the
fins, which will result in an increased pressure drop over the cooler.
6. Remove the flow return header (30) and the inlet/outlet header (31) to make
the water side accessible. (See Fig. 15.9.)
7. Clean the water side. Regular cleaning is necessary. The cleaning intervals
depend on the cooling water used. Cleaning of the water side is not only required
to maintain the thermal performance of the cooler, but also to prevent scaling and
corrosion. Scaling increases the risk of pitting corrosion and obstacles partly
blocking the tubes lead to erosion.
Mechanical cleaning:
Mechanical cleaning is done by use of nylon brushes fitted to a rod. The length
of the rod corresponds to the tube length of the cooler in question and the type
of the brushes is chosen in accordance to the finned tube type. Mechanical clean-
ing can be done on site or with the cooler removed. Check the gaskets (32) and
(33) and replace if necessary.
Hydraulic cleaning:
Hydraulic cleaning is carried out with the cooler removed using a high pressure
spray gun to remove dirt deposits inside the tubes. It is recommended that the size
of the spray gun nozzle is 3 mm.
Chemical cleaning:
Chemical cleaning is recommended, when the cooler is removed. The tube
bundle is immersed into a chemical cleaning bath. Time of immersion is a func-
15–9 15 –9
tion of the degree of fouling. When the cleaning is complete, the cooler is to be
flushed by applying a powerful water jet. If the result is still not satisfactory,
cleaning should be repeated.
Fig. 15.9.
8. Reassemble the cooler insert and lift it on the tool (846053) (spread plenty
of vaseline on the tool, where the cooler will be seated).
9. Pull the cooler into the welded housing (40) (by using a block and a tackle),
be careful not to move the steel sealing bars (44). (See Fig. 15.8.)
10. Fit and tighten the air cooler fastening screws (27).
11. Tighten the supporting screws (28) lightly against the air cooler and lock
with nuts.
12. Tighten the supporting screws (29) to a torque of 20 Nm and lock with
nuts.
13. Remove the tool (846053). Connect the HT and LT cooling water pipes (14)
and (15).
When filling the system with water, check for possible leaks.
15.8. Pulsation damper in air receiver

A pulsation damper is used in 18V46 engines to improve the combustion stability
and turbocharger behaviour in general. It is located within the charge air receiver.
(See Fig. 15.10.)
Normally, the pulsation damper does not require any maintenance.
If there is a need to remove the pulsation damper, it is important to notice the fol-
lowing when remounting:
Loctite 243 must be used on all threads.
Tightening torque for M12 screws is 70 Nm.
Pay specified attention to the clearance between the pipe end and the receiver
end plate. (See Fig. 15.10.)
15 –10 15–10
The damper probably has to be removed in two pieces due to the length. It is
possible to replace the damper with a two piece construction. In this case attention
must be given to the gap between the pipe ends. (See Fig. 15.10.) Tightening
torque for the pipe coupling screws is stamped on the coupling (51).
Mounting of the pulsation damper
Turbocharger end 7 51
70"1
152401p
Fig. 15.10.
15–11 15 –11
15 –12 15–12
46 03 51 Injection system 16
16. Injection system
16.1. Description
Basically the entire fuel system mounted on the engine is situated inside the insu-
lated Hot Box. Circulating fuel, together with heat radiation from the engine,
keeps the whole space hot so that no extra heating pipes are needed on the engine.
The liquid fuel injection system consists of injection pump, high pressure pipe
and injection valve. The injector is uncooled and is situated in the middle of the
cylinder head.
The drain fuel from the pumps and fuel valves is led through special leak fuel
channels out from the engine. Flow switches monitor the leak separately from
pumps and injectors, injection pipes and from the Hot Box.
16.2. Fuel injection pump
16.2.1. Fuel injection pump

The injection pumps are one cylinder pumps of a monoblock design where cylin-
der and cylinder cover are integrated together. Each pump is equipped with a main
delivery valve, a constant pressure valve and an emergency stop cylinder.
Main delivery valve
This valve is working as a delivery valve to control the fuel flow to the injector
and as a non return valve to avoid high pressure peaks from the injection line en-
tering the pump chamber.
Constant pressure valve
This valve stabilizes the pressure pulsations in the injection pipe.
Emergency stop cylinder
This cylinder pushes the fuel pump to the zero position with control air pressure
(30 bar) when the electronic overspeed control is activated or (depending on the
installation) when an automatic shut down system is operated.
16–1 16 –1
16 Injection system 46 03 51
160104
Fig. 16.1.
1 Main injection 56 Fuel in
4 Leak fuel 57 Fuel out
5 Lubricating oil 58 Leak from injection pipe
6 Air 59 Normal back flow
16.2.2. Maintenance of fuel injection pump

Fuel pumps are inspected according to the maintenance schedule in chapter 4.,
but always when working with the camshaft or gears it is important to check the
fuel pump adjustments of the affected cylinders.
16.2.2.1. Lubrication of fuel pump control rack
Use normal grease press filled with engine lubricating oil.
1. Open the plug (54) from the left side of the pump. (See Fig. 16.5.)
2. Press oil in through the nipple (55) on the right until first drops appear on
the left side.
3. Remove the press and close the left side plug.
16.2.3. Removing of injection pump

If running on HFO it is recommended to change over to light fuel before stopping
for an overhaul.
1. Shut off fuel supply to the engine and stop the lubricating oil pump.
16 –2 16–2
2. If possible use air to blow the fuel out from low pressure system.
See chapter 17.
3. Remove the main injection pipe (1) and leak fuel connections. (See Fig.
16.1.)
4. Open the fuel feed connection by removing the screws (3).
5. Open the leak fuel connections (4) from the pump chamber; loosen the lu-
brication pipe (5) and the air connection (6) to the emergency stop cylinder.
NOTE ! Cover immediately all openings with tape or plugs to avoid dirt entering
the system.
6. Open the fuel rack connection by removing the screw (7).

7. Turn the crankshaft so that the injection pump tappet is in the bottom posi-
tion, the roller resting on the base circle of the cam.
Fig. 16.2.
8. Open the nuts (8) and lift off the pump by using the lifting tools (831007 and
831001).
16–3 16 –3
NOTE ! Be careful not to damage the o–rings (9) on the fuel feed connection while
lifting the pump.
9. Cover the bore in the engine block.
16.2.4. Mounting of the fuel injection pump

(See Fig. 16.2.)
1. Clean the pump of protection oil; check free movement of the control rack.
2. Clean the plane on the engine block and the pump base carefully.
3. Check the O–rings (10) on the base of the pump and lubricate with vaseline
or engine oil. Check that the fuel cam is not in the lifting position.
4. Fit the pump to it’s position by using the lifting tools (831001 and 831007).
Be careful not to damage the O–rings on the fuel supply connection while lower-
ing the pump. Tighten the nuts (8) to stated torque. (See chapter 7.)
5. Remove the protecting tapes and plugs. Fasten the fuel supply connection
with screws (3) and fit the injection–, leak fuel–, control air– and lubricating oil
pipes. Fasten the injection pipe to stated torque.
6. Fit the fuel rack connection and fasten the screw (7).
NOTE ! Always replace the self locking nut (7).
7. Rotate the control shaft and check that all pumps follow the shaft movement
. Check the fuel rack positions of all pumps, see chapter 22.
8. Open the fuel supply to the engine and circulate the fuel for some time to vent
the system; see chapter 17. Turn simultaneously the crankshaft with turning gear.
16.2.5. Dismantling of fuel injection pump

Before dismantling, the outside of the pump must be cleaned carefully.
1. The use of a special rotating device (862023) (Fig. 16.3.) is recommended
where the pump can be put in different positions depending on the work.
16 –4 16–4
Fig. 16.3.
2. Open the bottom cover screws (12) and remove the flange (13). (See Fig
16.5.)
3. Secure the push spindle assembly by using a tool (836040) as shown in Fig.
16.4. and push the assembly slightly to be able to remove the retainer ring (14)
with pliers (800001). (This can be done hydraulically if using assembling trestle
862023.)
Fig. 16.4.
16–5 16 –5
NOTE ! The tappet is spring loaded; Be careful when loosening the tool.
4. The push spindle assembly (15, 16) and the element plunger (17) can be taken
out now.
NOTE ! Be careful when handling the plunger and taking it out from the push
spindle assembly. Plungers, elements and pump valves are matched and
they must be kept together during overhaul.
5. Remove the springs (18), spring disc (42) and the control sleeve (19).
6. Turn the pump to the vertical position.
7. Open the screws (20) crosswise in steps of 30_ and also screws (21). Remove
the cover (22) carefully with its valves.
8. Remove the main delivery valve (23) and the constant pressure valve (25)
with springs.
16 –6 16–6
160207
Fig. 16.5.
16–7 16 –7
9. Take out the element cylinder (26) by tapping the bottom of the element with
a soft tool. If O–rings are seated tightly you can use air for assistance by opening
the plug (27) at the pump chamber and blowing air in. Air will create a lifting
force on the element. The element cylinder can be removed now by using the
screws (21) for lifting.
10. To remove the control rack (28) open the pneumatic cylinder fastening
screws (29) and remove the cylinder (30) with piston (32) and sliding O–ring
(50). (See Fig. 16.6.) Loosen the grub screw (34) and pull out the control rack.
Pull
out
Fig. 16.6.
11. It is recommended to keep the components of different pumps apart from

each other or to mark the parts so that they can be fitted back into the same pump.
The parts must be protected against rust and especially the running surface of the
element plunger should not be unnecessarily handled with bare fingers.
12. Wash the element plunger and the cylinder in clean fuel for inspection and
normally keep the plunger and cylinder always together, the plunger being in-
serted in the cylinder.
16.2.6. Assembling of fuel injection pump

1. Wash the components in absolutely clean diesel oil and lubricate internal
parts with clean engine oil. When handling parts of the injection equipment, keep
hands absolutely clean and grease them with grease or oil.
2. Renew the seal rings (35) of the pump cover, (36) and (38) on the element
cylinder and seal (47) on upper spring disc. (See Fig. 16.5.) Lubricate the rings
with lubricating oil.
3. Reinstall the main delivery valve (23) and constant pressure valve (25) with
springs into the cover (22).
4. Mount the element cylinder (26) and the cover (22) together using screws
(21). Note that the pins (39) are fitted properly. (Fig. 16.7.) Lift the assembly (22,
26) into position in the pump chamber.
16 –8 16–8
Pump cover:
Seen from below
Fig. 16.7.
NOTE ! Be careful with the valves in the pump cover. Some oil may be used in the
valves to keep them in position during assembly.
5. Tighten first screws (21) crosswise in three steps to nominal torque and then
screws (20) in the same way. (See chapter 7.)
6. Mount the control rack (28) and fasten the grub screw (34). (Fig. 16.6.) Fit
the counter sleeve (48) and pressure plate (33) together with screw (31) to posi-
tion. Fit the piston (32) and put on the cover (30) with screws (29).
7. Turn the pump upside down and fit the control sleeve (19). (Fig. 16.5.) Move
the control rack to a position where two marks (A) can be seen. (Fig. 16.8.) One
of the control sleeve teeth is chamfered (B) and this tooth must slide into the tooth
space between the marks on the rack. (See Fig. 16.9.)
Fig. 16.8.
NOTE ! This may cause the engine to overspeed if mounted incorrectly.
16–9 16 –9
8. Reinstall the spring disc (42) and springs (18). (See Fig. 16.5.)
9. Assemble the element plunger and push spindle assembly (15,16) and lift
carefully into position.
10. Note the mark on one of the plunger vanes (C). See Fig. 16.8. The marked
plunger vane must slide into the marked groove on the control rack side of the
control sleeve (D). It corresponds to the marks on the control rack (A) and the
chamfered tooth (B) of the control sleeve.
Fig. 16.9.
11. Press the push spindle down carefully by using a tool (836040). (See Fig.
16.4.) To make the plunger vanes slide into the grooves on control sleeve you can
gently move the control rack.
12. When the plunger is deep enough, install the retaining ring (14) with pli-
ers (800001). After removing the tool check that the control rack can be easily
moved.
13. Before installing the flange (13) make sure that the shaft sealing (43) is in
good condition. If necessary replace the sealing by opening the screws (44) and
removing the cover (45). (Fig. 16.10.)
16 –10 16–10
Fig. 16.10.
NOTE ! If the sealing starts to leak, fuel can enter the lubricating oil system and
possibly spoil it.
14. Install the flange (13) and fasten the screws.

15. Check that the control rack can be easily moved.
16. Unless the pump is immediately mounted on the engine it must be well
oiled and protected by plastic cover or similar. The fuel ports and injection line
connections must always be protected by plugs or tape.
16.2.7. Control of fuel pump adjustment

The beginning of the effective pump stroke is determined by using a pneumatic
timing tool connected to one of the erosion plug holes and sealing against the spill
port cone.
Control of fuel pump timing is necessary if major components have been
changed, e.g. injection pump, pump element, pump tappet, camshaft piece or
some work has been done with gears; especially to the intermediate gear.
1. Cut fuel supply to the engine.
2. If possible use air to blow the fuel out from low pressure system (see chapter
17).
3. Remove one of the erosion plugs (46) from the pump. (See Fig. 16.5.)
4. Mount the timing tool (862020) and connect the air supply as shown in Fig.
16.11.
16–11 16 –11
AIR
Fig. 16.11.
5. Turn the crankshaft to a position 22_ before TDC at ignition.
6. Set the fuel rack to 35 mm position.
7. Turn the crankshaft to the normal running direction of the engine and read
and record the full pressure from the pressure gauge (A) (Fig. 16.11.) when the
plunger is closing the spill port (B) completely.
If the gauge doesn’t work properly ensure that the throttle points (C) of the timing
tool (862020) are clear and open.
8. Turn the engine against the normal running direction until the pressure in
instrument (A) falls down to zero.
9. Turn the crankshaft slowly to the normal running direction of the engine.
Preferably by hand from the turning gear. Keep on turning until the pressure in
the instrument starts to rise. Stop turning when the pressure has increased

. Record the pressure and the position of the fly-

wheel.
E.g. if full measured pressure was 4 bar, the timing should be checked at 2 bar.
10. Compare the measured values to the correct values given in the ”set-
tings”–table of the test records. The deviation to those readings should be max
0,5_. The deviation between the different cylinders in one engine should not ex-
ceed 1,0_ crank angle. If larger deviations are noted the injection pump lifter must
be adjusted. (See section 16.2.8.)
11. If no adjustment is needed, mount the erosion plugs (46) (see tightening
torque in chapter 7.) securing with a locking wire and switch on the fuel. Inspect
for possible leaks before starting the engine again.
CAUTION ! Never use copper seal rings on injection pumps. A deformed seal
ring may cause hazardous fuel spray and fire.
16.2.8. Fuel injection pump adjustment

Pump timing can alter due to manufacturing tolerances in pumps, cams and gears
or when doing some modifications to the engine. To get the best possible opera-
16 –12 16–12
tion from the engine it is important that fuel pump adjustments are done properly
and in accordance with the setting table, (see test records).
1. Remove the pump. (See section 16.2.3.)
2. Fasten the pump base using suitable sleeves under the nuts (8). (See Fig.
16.12.)
3. Measure the distance (X) between the adjusting screw and the pump base up-
per surface when the cylinder is turned to a position where the delivery stroke
should start. (See setting table in delivery documents.)
161202
Fig. 16.12.
4. Use Fig. 16.13. to determine the correction needed for the adjusting screw
to achieve the right timing.
0.8 mm in tappet position corresponds to about 1_ on flywheel scale.
16–13 16 –13
Adjusting of tappet position
Adjusting of tappet
position (mm)
(dimension X)
Spring holder
contact against
retaining ring
Change of inj.
timing (deg.
BTDC)
Plunger contact against

element cylinder
160902
Fig. 16.13.
Example: According to measurements the delivery stroke starts 15.5_ before

TDC instead of 16.8_ given on the setting table. The change of injection timing
has to be +1.3_ and from Fig. 16.13. you can read that dimension X (see Fig.
16.12.) has to be 1,04 mm smaller.
5. Open the locking screws(49) and adjust the distance X to the correct position;
lock the screws again to stated torque (see chapter 7.) before the final checking
of distance X. Note the correct positioning of the securing plate (distance from
the top of the tappet given in Fig. 16.12.)
6. Open the nuts (8) and remove the sleeves.
7. Fit the fuel pump according to section 16.2.4.
8. Check again the timing.
9. If in tolerance, fit the erosion plugs (46) (see tightening torque in chapter
7.) securing with a locking wire and switch on the fuel. Inspect for possible leaks
before starting the engine again.
16 –14 16–14
CAUTION ! Never use copper seal rings on injection pumps. A deformed seal
ring may cause hazardous fuel spray and fire.
16.3. Fuel oil pipe
16.3.1. Mounting of the fuel oil pipe

If you have removed the fuel oil pipe between cylinders A1 and A2 (B1 and B2)
and now must remount it, you must pay attention to the following:
The distributor housings (51 and 52) for cylinders A1 and A2 (B1 and B2) pumps
have to be loosened before mounting part (53) of the fuel oil pipe. (Fig. 16.14.)
Free end Flywheel end
B–
bank B–bank
A–
bank A–bank
Section A–A
Fig. 16.14.
16–15 16 –15
16.4. Injection line
161004
Fig. 16.15.
The main injection line consists of a connection piece (1), which is fastened to
the main nozzle holder (2), and a two layer injection pipe (3).
The connection piece seals with plain metallic surfaces and these surfaces are to
be checked before mounting. Always tighten the connection piece to correct
torque before mounting the injection pipe and also when only the injection pipe
has been removed.
The injection pipes are delivered as complete with connection nuts assembled.
Always tighten the connections to correct torque. (See chapter 7.)
When removed, the injection line components have to be protected against dirt
and rust.
16 –16 16–16
162006
Fig. 16.16.
16.5. Injection valves
16.5.1. Description
The engine is equipped with an injection system where the injection valve is cen-
trally located in the cylinder head and includes a nozzle holder and a nozzle. Fuel
enters the nozzle holder through a connection piece fastened to the nozzle holder
from the side. (See Fig. 16.15.)
16.5.2. Injection valve maintenance

Injection valve maintenance is done according to the maintenance schedule in
chapter 4. or if the engine running parameters give an indication of poor injection
(e.g. large deviation from normal exhaust gas temperature).
NOTE ! If running on HFO it is recommended to change over to light fuel before

stopping for an overhaul.
16.5.3. Removing of main injection valve

1. Remove the rocker arm casing and the Hot–Box cover.
2. Remove the injection pipe by opening the nuts (6) and (7) and the leak fuel
connection (8). (See Fig. 16.16.)
3. Loosen the sealing flange of the connection piece by loosening the nuts (9)
and unscrewing the connection piece. Protect the fuel holes.
16–17 16 –17
4. Remove the fastening nuts (26) of the injection valve. (Fig. 16.17.)
Fig. 16.17.
5. Lift out the injection valve by using the eyebolt M12 (805001). If necessary,
use the extractor (837038). If too much force has to be used, there is a risk of the
stainless sleeve of the cylinder head coming loose which, in such a case, must be
checked.
6. Protect the fuel inlet hole of the injection valve and the bore in the cylinder
head.
16.5.4. Mounting of main injection valve

1. Check that the bottom of the stainless sleeve in the cylinder head is clean.
If necessary, clean or lap the surface. If lapping is necessary, the cylinder head
must be lifted off. (Instructions for removing and assembling the cylinder head,
see chapter 12.) Use a special steel washer and fine lapping compound for lap-
ping. The injection valve seals directly to the bottom of the stainless sleeve.
2. Put new o–rings on the injection valves. Lubricate the injection valve with
oil.
3. Fit the injection valve into the cylinder head bore.
NOTE ! The locating pin (11) determines the correct position of the fuel injector
when mounting. (See Fig. 16.20.)
4. Tighten the fastening nuts (26) (Fig. 16.17.) of the injection valve to correct
torque in steps of 10 Nm. (See chapter 7.)
5. Put new o–rings (19) to the sealing flange of the connection piece. (See Fig.
16.16.)
6. Place the flanges and the cutting ring (10) on the connection piece and
screw the connection piece into the nozzle holder by hand.
16 –18 16–18
7. Tighten the connection piece to stated torque. (See chapter 7.)

8. Tighten the sealing flange fastening screws (9). (Fig. 16.16.)
9. Check the right distance of the inner nut from the pipe end, see Fig. 16.18.
163400
Fig. 16.18.
10. Lubricate the threads of the nuts (6) and (7) (Fig. 16.16.) as well as the
conical sealing surfaces of the injection pipe (3) with Molykote G–n Plus.
11. Fit the injection pipe (3) in place, turn the nuts alternately, Move the pipe
at the same time back and forth for better centering of the sealing surfaces.
12. Tighten the cap nuts to stated torque. (See chapter 7.)
13. Mount the Hot–Box covers and rocker arm casing.
16.5.5. Overhauling of main injection valve

1. Inspect the nozzle after removing the injection valve from the engine. Clean
outside of the nozzle with a brass wire brush.
2. Release nozzle spring tension by opening counter nut (12) and opening the
adjusting screw (13). (See Fig. 16.20.)
3. Remove the nozzle from the holder by opening the cap nut (17). (See Fig.
16.20.) Be careful not to drop the nozzle. If there is carbon between the nozzle
and the nut it may be difficult to remove the nozzle. In such a case, place the
nozzle with the nut on a soft support and knock the nozzle out by using a piece
of pipe. Never knock directly on the nozzle tip.
16–19 16 –19
Fig. 16.19.
4. Check the nozzle needle movement which may vary as follows:

− needle completely free
− needle free to move within the normal lifting range
− needle is sticking
The needle must not be removed by force because this often results in complete
jamming. Unless it can be easily removed, immerse the nozzle in lubricating oil
and heat oil to 150...200_C. Normally, the needle can be removed from a hot
nozzle.
5. Clean the components. If possible, use a chemical carbon dissolving solution.
If there isn’t such available, immerse the components in clean fuel oil, white spirit
or similar to soak carbon, then clean the components carefully. Do not use steel
wire brushes or hard tools. Clean the nozzle orifices with needles provided for
this purpose. After cleaning, rinse the components to remove carbon residues and
dirt particles. Before inserting the needle in the nozzle body, immerse the compo-
nents in clean fuel oil or special oil for injection systems.
Seat surfaces, sliding surfaces (needle and housing) and sealing faces against the
nozzle holder should be carefully checked.
NOTE ! The nozzle can also be sent to the engine manufacturer for possible re-
conditioning. Note that the nozzle can be reconditioned only once due to
surface hardening on the nozzle body.
16 –20 16–20
Dismantling the nozzle holder:

6. Open the nozzle holder by removing the counter nut (12) and adjusting screw
(13). Open the guiding screw (14) and turn the nozzle holder upside down and
remove the spring guide (29), the spring (15) and the push rod (16).
Fig. 16.20.
7. Clean and check the parts carefully.
8. Check the high pressure sealing faces of the nozzle holder, i.e. the contact
face to nozzle and the bottom of the fuel inlet hole.
9. Check max lift of nozzle; i.e. sum of measures A and B in Fig. 16.21. If the
wear B exceeds 0,05 mm the nozzle holder can be sent to the engine manufacturer
for reconditioning. If total lift is out of the limit value given in chapter 06 and the
nozzle is already reconditioned once, the nozzle should be replaced with a new
one.
16–21 16 –21
Fig. 16.21.
Assembling the injection valve:
10. Reassemble the injection valve.
11. Fit the nozzle to the nozzle holder together with the cap nut (17) carefully,
note the position of locating pins (18).
NOTE ! Use Molykote or similar in the contact surface between the cap nut and
nozzle and in the thread.
12. Tighten the cap nut to the torque given in chapter 7.

13. If the tests according to section 16.6. give satisfactory results the injection
valve can be reinstalled in the engine. Otherwise, replace the nozzle with a new
one.
16.6. Testing of fuel injectors

16.6.1. Checking the spray distribution
The symmetrical distribution of the spray can be evaluated when having the open-
ing pressure adjusted to 50–100 bar. The needle stroke using a hand test pump of
original type is close to nominal at this low opening pressure.
1. Prestress the spring (15) slightly by tightening the adjusting screw (13). (See
Fig. 16.20.)
2. Connect the injection valve to the test pump. Pump to expel air. Shut the
manometer valve and pump rapidly to blow dirt out of the nozzle orifices.
16 –22 16–22
3. Adjust the opening pressure to 50–100 bar. (See section 16.6.2.)

4. Put a dry paper under the nozzle and give the pump a quick blow.
5. Check the uniformity of the spray marks.
6. Unequal distribution is an indication of blocked or worn sprayholes. Re-
peat the test after cleaning the nozzle.
16.6.2. Adjusting the opening pressure

Correct opening pressure is adjusted by the adjusting screw (13) on the top of the
injection valve. (See Fig. 16.20.) When increasing the opening pressure, the
needle stroke is getting shorter and the function of the nozzle (in terms of spraying
and sound) can no longer be evaluated.
1. Open the manometer valve.
2. Pump slowly and watch the manometer to note the nozzle opening pressure.
3. Adjust the opening pressure to correct value (see section 1.2.) with the ad-
justing screw (13).
4. Lock the adjusting screw by tightening the counter nut (12).
16.6.3. Checking the needle seat tightness

1. Increase pressure to a value 50 bar below the stated opening pressure.
2. Keep pressure constant for 10 seconds by pumping slowly (to compensate
for the back flow).
3. Check that no fuel drops occur on the nozzle tip.
4. The nozzle has to be replaced or repaired if any drops appear on the nozzle
tip.
NOTE ! Some spill fuel can come out from the nozzle holder due to the back flow.
16.6.4. Checking the needle spindle tightness

Use in the test device tank preferably calibration fluid with a viscosity of 4...7cSt
at room temperature. If such is not available, also diesel oil can be used.
1. Increase the pressure in the test pump to over 300 bar.
2. Stop pumping and measure the pressure drop time from 250 to 200 bar.
With a new nozzle the time varies between 1–2 seconds. If the pressure drop time
is less than 1 seconds the guiding is too worn and the back leakage is too big.
If the pressure drop time of a new nozzle is more than 15 seconds, clean the nozzle
well and test again. If the time is still too long, contact the supplier of the parts
for further instructions. The reason might be too small needle clearance.
When the above mentioned tests are passed successfully the injection valve in
question is acceptable for further use.
16.6.5. Checking the tightness of sealing surfaces

If leakages occur on the high pressure sealing surfaces, the damaged component
should be replaced with a new one or reconditioned.
16–23 16 –23
16 –24 16–24
46 04 10 Fuel system 17
17. Fuel system
17.1. General description

The engine is designed for continuous heavy fuel duty. The engine can be started
and stopped on heavy fuel provided that the fuel is heated to the correct operating
temperature.
Only the internal fuel system is described in this manual. Fuel treatment system
before the engine, see separate instructions.
Fig. 17.1. shows an example of an internal fuel system. The instrumentation of
the system depends on the installation.
To find the installation specific fuel oil system drawing, see ”Technical docu-
ments”.
17–1 17 –1
17 Fuel system 46 04 10
Instrumentation on engine
170119
Fig. 17.1.
System components
01 Pressure gauge 08 Fuel rack
02 Pressure sensor 09 Pulse damper
03 Injection pump 10 Pressure control valve
04 Temperature sensor 11 Waste pipe
05 Fuel manifold 12 Injection valve
06 Leakage collector 13 Camshaft
07 Mechanical overspeed trip device 14 Flywheel
Pipe connections
101 Fuel oil inlet 104 Dirty fuel oil leakage
102 Fuel oil outlet 104.1 Fuel oil leakage, visual control
103 Clean fuel oil leakage 104.2 Fuel oil leakage, visual control
Electrical instruments
PT101 Fuel oil inlet pressure GS166 Overload
TE101 Fuel oil inlet temperature GS172 Mechanical overspeed
LS103 Clean fuel oil leakage level ST173 Engine speed
LS108 Dirty fuel oil leakage level ST191 Torsional vibration
A161 Speed setting device M755 Electric motor for turning gear
GT165 Fuel rack position GS792 Turning gear position
SE167 Speed pick–up for speed control
Pressure monitoring
The pressure gauge (01) on the instrument panel and a pressure sensor (02) con-
nected to the fuel supply line indicate the fuel pressure before the engine. The
pressure sensor is fitted for remote indication and alarms.
Temperature monitoring
A pt100 sensor (04) fitted on the fuel supply line indicates the fuel temperature
before the engine.
17 –2 17–2
46 04 10 Fuel system 17
Leak fuel monitoring

Leaking fuel from the injection system is collected in a leak fuel manifold (05)
on the hot box. The manifold is divided in two sections to collect separately the
normal backflow from pumps and nozzles and separately the possible leak from
the injection pipes.
Leakage sensor (06) on the leak fuel outlet pipe monitors the leakage and gives
an alarm from an abnormal high backflow or from a leak in an injection pipe. All
leak fuel pipes are equipped with quick couplings to make the trouble shooting
easier.
Leaking fuel can be reused after special handling.
A separate leakage pipe system (11) leading from the top level of the engine col-
lects the waste oil, –fuel or –water that is leaking when overhauling the engine.
Pressure regulating
A separate pressure control valve (10) is fitted to the fuel outlet pipe to regulate
the fuel pressure and to keep the pressure constant when running on variable load.
The high pressure system, with injection pump and injection valves, is described
in chapter 16.
17.2. Maintenance of fuel system

When working with the fuel system, always observe the utmost cleanliness.
Pipes, tanks, and the fuel treatment equipment such as pumps, filters, heaters and
viscosimeters, included in the engine delivery or not, should be carefully cleaned
before put into use.
The fuel should always be purified and in heavy fuel oil operation a fine filter is
required in the fuel treatment system.
For maintenance of the fuel treatment equipment, see separate instructions.
17.2.1. Draining of fuel system
Because the fuel volume in the supply line is relatively high, it is preferable to
use control air pressure to blow the fuel out from the supply pipes to a suitable
tank when overhauling the fuel pumps or supply lines. (See Fig. 17.2.)
Air
7 bar close
Fig. 17.2.
17–3 17 –3
17 Fuel system 46 04 10
The pressure control valve (10) has to be adjusted so that the air pressure will open
it.
Blow the system about 10–15 minutes to be sure that all of the fuel is out.
17.2.2. Venting of fuel system

After starting the fuel feed pumps, circulate the fuel in the engine system and turn
the engine simultaneously with the turning gear. Normally, air is vented out with-
out any other procedure.
Venting of filters and other instrumentation according to separate instructions.
17.2.3. Adjustment of pressure control valve
Fig. 17.3.
Check the adjustment at the intervals recommended in chapter 4. Adjust the valve
at the normal operating temperature with an idling engine.
All pressures mentioned in the instructions refer to the readings at the pressure
gauge (1) (Fig. 17.1.) in the instrument panel of the engine.
Turn the adjusting screws of the pressure control valve clockwise to achieve
higher pressure, counter–clockwise to achieve lower pressure.
1. Preadjustment
Raise the pressure in system by closing the control valve (10) slowly. Adjust the
booster pump pressure to 12 bar.
2. Adjustment of pressure control valve (10)
Open the pressure control valve and adjust the pressure to the level stated on sec-
tion 1.2.
NOTE ! The lock nut (12) for recirculating screw (13) also acts as a seal and there-
fore some leakage can occur while regulating the valve.
17 –4 17–4
46 02 31 Lubricating oil system 18
18. Lubricating oil system
18.1. Description
The engine is lubricated by a wet sump oil system where oil is mainly treated out-
side the engine by continuous separating.
The main functions for the oil lubrication are preventing metal to metal contact
at the bearing surfaces, heat transfer and cleaning. Various auxiliary devices guar-
antee that oil lubrication is first–rate in all circumstances.
Fig. 18.1. shows an example of an internal lubricating oil system. The location
of the system components depend on the installation.
To find the installation specific lubricating oil system drawing, see ”Techni-
cal documents”.
The system components outside the engine are not handled in this manual.
18–1 18 –1
18 Lubricating oil system 46 02 31
Fig. 18.1. Example of an internal lubricating oil system

System components: Electrical instruments:
01 Oil sump PSZ201 Lubr.oil inlet pressure
03 Sampling cock PT201 Lubr.oil inlet pressure
04 Running–in filter TE201 Lubr.oil inlet temperature
05 Turbine LT204 Lubr.oil level
06 Compressor TE700 ... Main bearing temperature
07 Crankcase breather
08 Lubricating oil main pump
09 Pressure control valve
Pipe connections:
201 Lubr.oil inlet PI Manometer
204 Lubr.oil from engine driven pump TI Thermometer
205 Lubr.oil to priming pump LI Dipstick
213 Lubr.oil from separator and filling
214 Lubr.oil to separator and drain
217 Lubr.oil to generator bearing
218 Lubr.oil from generator bearing
223 Flushing oil from external filter
701A Crankcase vent, A–bank
XA Condensate water drain, A–bank
Y Intermediate gear wheels
ZA Lubr.oil to valve gear, cam shaft, injection pumps
− The oil pump takes suction from the wet sump and discharges oil under pres-
sure to the cooler.
− The pressure regulating valve having a control pressure connection controls
the oil pressure going to the engine.
18 –2 18–2
18.1.1. The engine lubricating oil circuit

After coming to the distributing pipe at the bottom of the oil sump, the oil circuit
is as follows:
To the piston
Gudgeon pin bearings
Up through the
connecting rod
Connecting rod bearings
Through the crankshaft
Main bearings
Up through the hydraulic jacks
Distributing pipe at the bottom of

the oil sump
Fig. 18.2.
Lubricating oil is led to the piston through the bored passages in the gudgeon pin
and piston skirt up to the cooling space. Part of the lubricating oil is led out from
the piston skirt through the special nozzles to the cylinder liner forming an oil film
between the piston and the cylinder liner surfaces.
18–3 18 –3
Nozzle to lubricate the

liner
Lube oil flow in pis-

ton
Fig. 18.3.
From the cylinder liner oil gets back to the oil sump.
Lubrication of special points
The lubricating oil system in the engine incorporates pipes which supply lubri-
cant to the most important operation points. Pipes are situated in 46–engines on
both ends of the engine, where oil is led or sprayed to various points.
18 –4 18–4
From the flywheel end oil is led to:
Fig. 18.4.
1. Governor drive bearings
2. Governor drive gears
3. Camshaft thrust bearings
4. Intermediate gears
5. Bearings of intermediate gears
18–5 18 –5
From the free end oil is led to:

Camshaft bearings, tappets,
valve mechanisms and fuel pumps.
Turbochargers, if equipped with plain bearings
and situated in the free end.
Fig. 18.5.
NOTE ! The speed governor and the turbocharger (if equipped with ball and roll-
er bearings) have their own oil systems, see separate instruction books.
18 –6 18–6
18.1.2. General maintenance

Use only high quality oils approved by engine manufacturer according to section
2.2.
CAUTION ! Utmost cleanliness should be observed when treating the lubricat-

ing oil system. Dirt, metal particles and similar may cause serious
bearing damage. When dismantling pipes or components from
the system, cover all openings with blank gaskets, tape or clean
rags. When storing and transporting oil, take care to prevent dirt
and foreign matters from entering the oil. When refilling oil, use
a screen.
18.2. Lubricating oil pressure regulating valve
18.2.1. Description
The lubricating oil system is equipped with a pressure regulating valve to keep
the oil pressure constant in the lubricating oil feed pipe under variable conditions
(pressure changes after feed pump; pressure drop changes in coolers and filters
etc.) (See Fig. 18.6.)
18–7 18 –7
Pressure
regulating valve
Fig. 18.6.
The feed oil pressure affects through the choke (3) also in the spring chamber (5)
to the back side of the main regulating piston (4) thus demanding less spring pow-
er to keep the valve closed. (See Fig. 18.7.) The feed pressure is also led to the
pilot control piston (2). When the control pressure reaches the preadjusted value,
the pilot control piston opens and releases the pressure in spring chamber (5).
The pressure drop in chamber (5) makes the feed oil pressure open the main regu-
lating piston by the same reducing the feed pressure.
The set point is adjusted by the engine manufacturer but can be readjusted
if necessary by operating the adjusting screw (10); clockwise to increase the pres-
sure and counterclockwise to decrease the pressure. Note section 6.1. for correct
set values.
18 –8 18–8
TO THE
CRANKCASE
OIL IN
CONTROL OIL
PRESSURE
Fig. 18.7.
18.2.2. Maintenance
1. Dismantle all moving parts. Check them for wear and replace worn or dam-
aged parts with new ones.
2. Clean the valve carefully.
3. Check that the components do not stick.
4. After re–assembling, check that piston (4) closes properly (especially if
some components have been replaced with new ones).
18.3. Lubricating oil level
18.3.1. Lubricating oil level transducer

The wet sump is provided with an oil level transducer, which makes the use of
an oil level stick unnecessary.
It consists of three floaters and four relays, which control the level of lubricating
oil in the oil sump:
1. The middle floater (1) (Fig. 18.8.) controls two relays. In the lower position
it starts the oil supply pump for oil refill and in the higher position it stops the
pump. The quantity filled is equivalent to 10% of the total oil volume in the wet
sump.
2. The topmost floater (2) controls the maximum limit of lubricating oil. If the
oil surface for some reason reaches this level an alarm is activated resulting in
engine shutdown.
3. The undermost floater (3) controls the minimum limit of lubricating oil. If
the oil level reaches this point an alarm is activated resulting in engine shutdown.
18–9 18 –9
NOTE ! After an engine shutdown due to too low or high lubricating oil level the
engine may not be restarted before the reason for shutdown is clarified
and eliminated and the lubricating oil level is restored to the right level.
Fig. 18.8.
18 –10 18–10
18.3.2. Oil dipstick

In wet sump engines there is an oil dipstick located on the manoeuvring side of
the engine. (See Fig. 18.9.)
Fig. 18.9.
Conversion table for oil dipstick

cm m3 in oil sump cm cm cm
12V 16V 18V 12V 16V 18V 12V 16V 18V 12V 16V 18V
1 6.0 7.5 8.2 13 7.8 9.7 10.6 24 9.4 11.7 12.8 36 11.0 13.7 15.1
2 6.1 7.7 8.4 14 7.9 9.9 10.8 25 9.5 11.9 13.0 37 11.1 13.9 15.3
3 6.3 7.9 8.6 15 8.1 10.1 11.0 26 9.6 12.0 13.2 38 11.2 14.1 15.5
4 6.4 8.0 8.8 16 8.2 10.3 11.2 27 9.8 12.2 13.4 39 11.4 14.2 15.6
5 6.6 8.2 9.0 17 8.4 10.4 11.5 28 9.9 12.4 13.6 40 11.5 14.4 15.8
6 6.7 8.4 9.2 18 8.5 10.6 11.7 29 10.0 12.5 13.8 41 11.7 14.6 16.1
7 6.9 8.6 9.4 19 8.6 10.7 11.8 30 10.2 12.7 14.0 42 11.8 14.8 16.3
8 7.0 8.8 9.6 20 8.7 10.8 12.0 31 10.3 12.9 14.2 43 11.9 15.0 16.4
9 7.2 9.0 9.8 21 8.8 11.0 12.2 32 10.4 13.1 14.3 44 12.1 15.1 16.6
10 7.3 9.1 10.0 22 9.0 11.2 12.4 33 10.6 13.2 14.5
11 7.5 9.3 10.2 22.5 9.1 11.4 12.5 34 10.7 13.4 14.7
12 7.6 9.5 10.4 23 9.3 11.5 12.7 35 10.8 13.6 14.9
1 cm å litres of oil: 150 185 200
= Range of use
18–11 18 –11
18.4. Running–in filter

A new engine is provided with running–in filters situated in the lubricating oil
delivery pipes in both ends of the engine (see figures 18.4. and 18.5., the running–
in filters marked with grey) and in the crankcase under the main bearings. The
filters have to be used for 100–500 h. This includes the testing at the engine
manufacturer and on site. Therefore the filters have usually been taken off by the
installing personnel.
It is also recommended to use running–in filters after certain operations, such as
major engine repairs or installation oil system maintenance or repair.
Flange (17) (see Fig. 18.10.) has to be used when a running–in filter is installed.
When the filter is removed the flange has to be removed as well.
NOTE ! The minimum operating time of a running–in filter is 100h and maxi-
mum 500h. Change the insert (16) within this time.
Fig. 18.10.
18.5. Engine driven lubricating oil pump

The lubricating oil pump is a three–rotor screw pump and it is driven by the gear
mechanism at the free end of the engine.
18 –12 18–12
2.
1.
Fig. 18.11.
1. Lubricating oil pump
2. Centrifugal filter (optional)
18.5.1. Oil pump maintenance

Check the oil pump at the intervals stated in chapter 4. If oil leakage occurs, check
the pump immediately. No outside lubrication is required.
18.5.2. Removing the pump from the engine

1. Acquaint yourself first with the pump manufacturer’s instructions in
“Technical documents”.
2. The tool (836046) can be used for lifting the pump as follows:
3. Fasten the lifting lug (28) to the pump (see Fig. 18.12.) and the rail (29) with
equipment to the air cooler housing.
4. Fit the bracket (30) between the pump and the rail and adjust the lift height
with the adjusting nut of the fastener (31).
18–13 18 –13
5. Open the pump fastening screws.
NOTE ! The glide of the rail moves very easily. Make sure that the rail is in a hori-
zontal position and that there is nobody in front of the pump when it gets
loose from the pump cover. The maximum allowable load of the lifting
tool is 650kg.
Fig. 18.12.
Removing the driving gear

6. Loosen all screws (4) a few turns. (See Fig. 18.13.)
7. Remove the screws adjacent to the threaded holes and screw them into these
holes to press off the outer ring. The connection is then released.
8. Remove the jack screws first after the locking assembly has been taken off
from the hub.
Instructions for dismantling and assembling the pump, see separate oil
pump manual in “Technical documents”.
18.5.3. Mounting the pump to the engine
Assembling the driving gear

1. Clean and oil slightly all contact surfaces, including the threads and screw
head bearing surfaces.
2. Tighten the locking screws (4) lightly and align the hub. Check that the gear
wheel (2) is in the right position.
18 –14 18–14
Fig. 18.13.
3. Tighten the screws (4) evenly in diametrically opposite sequence in two or
three stages to the correct torque (see chapter 7.). If the gear wheel (2) has been
changed, check the backlash after mounting the pump on the engine. (See chapter
6.)
4. Use the lifting tool (836046) as shown in Fig. 18.12. when assembling the
pump back to the engine.
18–15 18 –15
18 –16 18–16
46 00 29 Cooling water system 19
19. Cooling water system
19.1. Description

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To find the installation specific cooling water system drawing see
”Technical documents”.

System components: Pipe connections:

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19–1 19 –1
19 Cooling water system 46 00 29
19.1.1. HT–circuit
Charge air cooler (HT)
402, HT–water outlet 401, HT–water inlet

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19 –2 19–2
19.1.2. LT–circuit
Charge air cooler (LT)
452, LT–water outlet 451, LT–water inlet

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19–3 19 –3

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NOTE !

19.1.4. Preheating

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Before starting, the HT circuit is heated up to about 60_C by a sepa-
rate heater. This is of utmost importance when starting and idling on
heavy fuel.
19.1.5. Maintenance
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19 –4 19–4
19.1.6. Cleaning
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19–5 19 –5
19.2. Water pump

19.2.1. Water pump maintenance (WD–125)

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Dismantling of the water pump:
1. Drain water from the pump by removing the plug (82). See Fig. 19.5.
2. Loosen the inlet and outlet pipes from the pump.
!
3. Remove the pump from the engine frame by opening the fastening screws
(7). Be careful not to damage the pump gear.
4. Open the lock nuts (61) and remove the suction flange (4). Open
the lock nuts (67) and remove the pressure chamber (2).
5. Remove the hexagon screw (24) and the washer (25) and then the
impeller (3) with an extractor (837005).
19 –6 19–6
6. Remove the shaft sealing (40) and the sealing flange (5) together with
the ring (41).
7. Open the screws (43) and remove the pump gear.
8. Remove the locking ring (11). Dismantle the bearing part carefully by
drawing the shaft with bearings outwards from the bearing housing (6).
Mounting of the pump:

1. Assemble the outer ring of the bearing (30) to the bearing housing (6)
by using the tool (846002).
2. Warm the bearing (31) and the inner ring of bearing (30) up to +80
°C electrically or by clean lubricating oil and push them to the shaft.
3. Push the shaft with bearings to the bearing housing (6) by using
the tool (846003).
4. Fit the locking ring (11) to its place.
5. Assemble the pump gear to the driving end of the shaft. Tighten the
screws (43) to stated torque. See chapter 07.
6. Lubricate the radial shaft sealing (44) with oil and assemble it to the
bearing housing the lip of the sealing towards the bearing housing. Use the tool
(846004).
7. Assemble the V–ring (45) to the shaft the lip towards the shaft sealing (44).
8. Assemble the sealing flange (5) and fit the o–ring (50) on it.
9. Lubricate the o–ring (42) with soapy water and assemble it with the
ring (41) to the sealing flange (5).
10. Lubricate the rubber bellow of the shaft sealing (40) and the shaft
with soapy water and push the shaft sealing to the shaft with the tool (846004).
11. Fasten the impeller (3), washer (25) and hexagon screw (24).
Tighten the screw to stated torque. (See chapter 07). Loosen the impeller with the
extractor (837005). Tighten the impeller finally to the stated torque using locking
fluid.
12. Tighten the studs (60), if loose and the plug (82) to the pressure
chamber (2). Assemble it to the bearing housing (6) and tighten the lock nuts (67).
13. Fit the o–ring (51) to the suction flange (4) and tighten the flange to
the pressure chamber (2) with nuts (61).
14. Fit the pump carefully to its place and fasten with screws (7). Re-
assemble the inlet and outlet pipes.
19.2.2. Water pump maintenance (WD–200)

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19–7 19 –7
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Removing the pump from the engine:

1. Drain water from the pump by removing the plug (82). (See Fig. 19.6.)
2. Loosen the pipes (8) and (9) from the pump.
"
3. The tool (836054) can be used for lifting the pump as follows:
4. Fasten the lifting lug (28) to the pump (see Fig. 19.7.) and the rail (29)
with fastener (31) to the air cooler housing.
5. Adjust the lift height with the adjusting nut of the fastener (31).
6. Open the pump fastening screws (7). (See Fig. 19.6.)
NOTE ! # $

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19 –8 19–8
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Removing the driving gear:
7. Loosen all screws (43) a few turns. (See Fig. 19.6.)
8. Remove the screws adjacent to the threaded holes and screw them
into these holes to press off the outer ring. The connection is then released.
9. Remove the jack screws first after the locking assembly has been taken
off from the hub.
Dismantling the water pump:
10. Open the lock nuts (61) and remove the suction flange (4). Open
the lock nuts (67) and remove the pressure chamber (2).
11. Remove the hexagon screw (24) and the washer (25) and then the
impeller (3) with an extractor (837001).
12. Open the screws (62) and remove the shaft sealing (40) and the
sealing flange (5) together with the ring (41).
13. Remove the screws (66) and the bearing flange (11). Dismantle the
bearing part carefully by drawing the shaft with bearings outwards from the
bearing housing (6).
Mounting the water pump:
1. Assemble the retaining ring (34) and the support ring (36) to the shaft.
2. Warm the bearings (30) and (31) up to +80°C electrically or by clean lu-
bricating oil and push them to the shaft.
3. Push the shaft with bearings to the bearing housing (6) by using
the tool (846030).
4. Assemble the bearing flange (11) and tighten the screws (66) to stated
torque using the locking fluid. See chapter 7.
5. Lubricate the radial shaft sealing (44) with oil and assemble it to the
bearing housing the lip of the sealing towards the bearing housing. Use the tool
(846031).
19–9 19 –9
6. Assemble the sealing flange (5) and fasten with screws (62).
7. Lubricate the o–ring (42) with soapy water and assemble it with the
ring (41) to the sealing flange (5).
8. Lubricate the rubber bellow of the shaft sealing (40) and the shaft
with soapy water and push the shaft sealing to the shaft with the tool (846031).
9. Fasten the impeller (3), washer (25) and hexagon screw (24). Tight-
en the screw to stated torque. (See chapter 7.) Loosen the impeller with the extrac-
tor (837001). Tighten the impeller finally to the stated torque using the locking
fluid.
10. Tighten the studs (60), if loose and the plug (82) to the pressure
chamber (2). Assemble it to the bearing housing (6) and tighten the lock nuts (67).
11. Fit the o–ring (50) to the suction flange (4) and tighten the flange to
the pressure chamber (2) with nuts (61).
Assembling the driving gear:
1. Clean and oil slightly all contact surfaces, including the threads and
screw head bearing surfaces.
2. Tighten the locking screws (43) lightly and align the hub. Check that
the gear wheel is in the right position.
3. Tighten the screws (43) evenly in diametrically opposite sequence in two
or three stages to the correct torque. (See chapter 7. ) If the gear wheel has been
changed, check the backlash after mounting the pump on the engine. (See chapter
6.)
4. Use lifting tool (836054) as shown in Fig. 19.7. when assembling the pump
back to the engine.
5. Fit the pump carefully to its place and fasten with screws (7). Re-
assemble pipes (8) and (9).
19 –10 19–10
46 02 29 Exhaust system 20
20. Exhaust system
20.1. Description
20.1.1. SPEX–piping
The ”SPEX” exhaust system is a combination of a pulse system and a constant
pressure system retaining the kinetic energy of exhaust gases in a simple constant
pressure–type exhaust pipe.
Exhaust gases from each cylinder are led into two common exhaust manifolds
connected to the turbochargers. Pipe sections are provided with bellows in each
end to avoid thermal deformation.
The complete exhaust system is enclosed by an insulation box built up of sand-
wich steel sheets, flexibly mounted to the engine structure.
200102v
Fig. 20.1.
20–1 20 –1
20 Exhaust system 46 02 29
20.2. Maintenance
20.2.1. Change of expansion bellows
1. Remove the necessary parts (2) of the insulation box. (See Fig. 20.1.)
2. Open the flange screws (6) of the expansion bellows (5) in question and re-
move the bellows.
When fitting new bellows:
3. Check that the exhaust pipe flanges are parallel and positioned on the same
center line to avoid lateral forces on the bellows.
4. Check the correct tightening torques for the flange connections (6). (See
chapter 7.)
20.2.2. Assembling the expansion bellows between

turbocharger and exhaust pipe
Thermal expansion of the connection piece (7) (see Fig. 20.2.) as well as the trans-
versal movement of the last engine side exhaust pipe section (8) cause together
lateral movement (=misalignment) of the bellows flanges. To avoid overstressing
the convolutions a proper alignment with a pre–offset is required.
200201v
Fig. 20.2.
Proceed according to the following instructions:
1. Join the connection piece (7) to the turbocharger (TC) so, that the connec-
tion piece is offset as much as possible from the centerline (CL) of the engine.
2. Fasten the bellows to the exhaust pipe (8) so that the bellows lies as near as
possible to the centerline of the engine.
20 –2 20–2
46 02 29 Exhaust system 20
3. Connect the connection piece (7) and the bellows. Before the final tighten-
ing of the screws use tool (846602) to make the maximum possible pre–offset
(=4mm). The offset can be acchieved by tightening the screw (9) of the tool. (See
Fig. 20.2.)
4. See the correct tightening torques for the flange connections in chapter 7.
20.2.3. Suspension of the insulation box

The insulation box is mounted on flexible elements (3) (Fig. 20.1.) to dampen
vibrations thus protecting the insulation. Replace the elements with new ones, if
necessary.
20–3 20 –3
20 Exhaust system 46 02 29
20 –4 20–4
46 01 19 Starting air system 21
21. Starting air system
21.1. Description

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21–1 21 –1
21 Starting air system 46 01 19
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21 –2 21–2
21.3. Starting air distributor
To the starting valve

21.3.1. Description

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1. Remove the protecting plate (29) and end plate (30). (Fig. 21.3.) Loosen
all pipes from the distributor. Remove the fastening screws and lift the distributor
off.
2. Remove the plugs (31). The pistons (27) will come out due to the spring
force (32).
21–3 21 –3
3. Take care not to damage the sliding surfaces of the pistons and
liners.
4. In case of a stuck piston, use thread M8 at the end of the piston to get
it out, if necessary.
5. It is recommended not to change the place of the pistons, although
they are precision machined to be interchangeable. Utilize cylinder numbers
stamped at the control air connections.
6. Clean the parts and check for wear.
7. If a liner is worn, press it out. It may be necessary to heat the distributor
up to about 200_C as Loctite is used for fixing and sealing.
8. Clean the bore carefully so that the new liner can be inserted by hand. Other-
wise there is a risk of deformation of the liner and sticking of the piston.
9. Apply Loctite 242 on the outside surfaces when mounting the liner. Check
that the openings in the liner correspond to those in the housing.
10. Check that there is no Loctite on the inside sliding surfaces.
11. Apply Molykote Paste G to the piston sliding surfaces before reassem-
bling. Wipe off surplus paste. Check that pistons do not stick.
12. Apply silicon sealant to both sides of the intermediate plate (33). Do not
use too much as surplus sealant will be forced into the system when tightening
the fastening screws.
13. After mounting the distributor to the engine but before connecting the
control air pipes and the end plate (30), check that all pistons work satisfactorily,
e.g. by connecting compressed air (working air of 6 bar) to the distributor air inlet
and by turning the crankshaft. It is then possible to see whether the pistons follow
the cam profile.
CAUTION ! When testing the starting air distributor always vent the control
air pipes to the starting valves to avoid the engine from starting.
21 –4 21–4
21.4. Starting valve

21.4.1. Description

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1. Remove the fastening yoke and pull out the valve.
2. Open the self–locking nut (34) and remove the piston (35).
3. Clean all the parts.
4. Check the sealing faces of the valve and valve seat. If necessary, lap the
valve by hand. See instructions for the engine valves in chapter 12. Keep the pis-
ton on the valve spindle to get guiding.
5. If it is necessary to change the piston seals, take care not to deform
the Teflon ring, located outside the O–ring, more than necessary. Lubricate the
seals and the piston with lubricating oil.
6. After reassembling the valve, check that the valve spindle with the piston
moves easily and closes completely.
7. Check that the vent holes (36) in the valve are open.
8. Check that the O–ring of the valve housing is intact. Lubricate with
oil.
9. Check that the seal is intact and in position, when mounting the valve
into the cylinder head.
10. Tighten the valve to the torque stated in section 7.1.2.
21–5 21 –5
21.5. Starting air vessel and pipings

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The piping between the air vessels and the engines must be careful-
ly cleaned when installing. Also in service they must be kept free of
dirt, oil and condensate.

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21 –6 21–6
21.6. Pneumatic system
21.6.1. General description

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Stop
Start
Start fuel limiter
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210704

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installation specific drawing of the internal starting air system can
be found in ”Technical documents”.
21–7 21 –7
210813v

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21 –8 21–8
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21–9 21 –9

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21 –10 21–10
46 01 46 Control Mechanism 22
22. Control Mechanism
22.1. Control mechanism, general

22.1.1. Description

Flywheel
end

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22–1 22 –1
22 Control Mechanism 46 01 46
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22 –2 22–2

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22–3 22 –3
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22.1.2. Maintenance of the control mechanism
CAUTION ! Special attention should be paid to the function of this system as

a defect may result in a disastrous overspeeding of the engine or
an engine unable to take load.
a) The control system should work with minimal friction.

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22 –4 22–4
Flywheel
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22 –6 22–6
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a) Check of stop position
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22 –8 22–8
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22.1.3.5. Fuel rack position indicator
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22.1.3.6. Fuel rack settings on fuel pumps
a) Check of adjustment
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22–9 22 –9

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22 –10 22–10
22.2. Speed governor

22.2.1. General PG–EG 200

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22–11 22 –11

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Change the worn parts.
NOTE !

22.2.3. Actuator removal

1. Loosen the terminal shaft lever (24) (see Fig.22.7.) and make a clear
mark on the lever and terminal shaft for refitting. Remove the lever and open the
electrical connection (37). (See Fig. 22.11.)
2. Drain oil from the actuator by opening the oil plug (38). (See Fig. 22.11.)
3. Open the pipe connections to the booster.
4. Open the screws (39) and pull the actuator vertically upwards by using a
lifting sling. (See Fig. 22.13.)
22 –12 22–12

NOTE !

22.2.4. Mounting of the actuator

1. Clean the sealing face carefully on the actuator drive; check the con-
dition of the serrated shaft sleeve (35).
2. Use a sealing compound (Loctite 510 or similar) on the sealing face when
assembling.
3. Be careful, not to damage the serrated joint when lifting the actuator
into the position.
4. Fasten the fastening screws (39), pipe connections to the booster and
the electrical connection (37).
5. Assemble the terminal shaft lever (24) to the correct position.
3

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Check the stop
position according to section 22.1.3.
When mounting a new actuator, proceed as follows:
6. Set the fuel racks (1) to the 14 mm position.
7. Turn the actuator terminal shaft to 8. Read the position from the actua-
tor‘s own scale (73). (See Fig. 22.13.)
8. Mount the terminal shaft lever (24), to such a position on the serrated
terminal shaft that it is suitable for the spring loaded rod (16).
22–13 22 –13
9. Move the fuel rack to the 35 mm position. Check that the actuator termi-
nal shaft is at 20. Adjust, if necessary, from the spring loaded rod (16).
22.2.5. Electrical governor/actuator

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22 –14 22–14
22.3. Mechanical overspeed trip device

22.3.1. Description

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22–15 22 –15
22.3.2. Cocking the overspeed trip device

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1. Turn the pressure reducing valve (33) (Fig. 22.15. ) counterclockwise
so that the pressure gauge (34) points at zero.
VIEW A
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2. Turn the lever of the mechanical overspeed trip device (14) to the
run position by using the tool (837040). (See Fig. 22.16.)

//
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3. Adjust the air pressure to 3.5 bar from the pressure reducing valve (33)
after depressing the spindle.
22 –16 22–16
#
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22.3.3. Check of trip speed

&

7
Overspeed test:
1. Increase the maximum speed of the electrical governor to 600 rpm
with a hand held programmer:
(Service values, Heading: “Speed reference” – Prompt: “Maximum speed”)
2. Start the engine.
3. Check that the critical shutdown parameters of the engine are ok.
4. Loosen the plug from the stop–solenoid valve (valve A in Fig. 22.9.) to
disconnect the electro–pneumatic overspeed trip device.
5. Increase the engine speed slowly by giving the “Increase”–command.
NOTE ! ( '

6. Note the speed from the local speed indicator and record the speed when
the mechanical overspeed trip device is activated.
7. Reconnect the plug and set the maximum speed of the electrical governor
back to the original value. (See item 1.)
22–17 22 –17
NOTE ! )

*+
22.3.4. Adjustment of trip speed

1. Remove the plug (48). (See Fig. 22.14.)
2. Turn the crankshaft until the locking screw (49) is in front of the opening.
3. Loosen the locking screw (49), and turn the spring retainer (51).
If higher tripping speed is desired, tension the spring by turning the
spring retainer (51) clockwise.
If a lower tripping speed is desired, turn the spring retainer (51)
counterclockwise.
NOTE ! , "

4. Tighten the locking screw (49) to stated torque. (See section 7.1.1.)
5. Mount the plug (48) and check the tripping speed according to section
22.3.3.
6. The spring (42) can be replaced by opening the spring retainer (51), if
necessary.
22.3.5. Maintenance
CAUTION ! Always release the tripping device manually by lever (47) before
starting the maintenance work.
1. Remove the spring (53).

2. Remove the air pipe (74).
3. Remove the spindle system of the mechanical overspeed trip device by
opening the screws (69).
4. Use a tool (837020) to disassemble the spindle system and open the
screws (52).
5. Remove the spindle (45) with the piston (59) and the spring (46).
6. Open the screws (54) and remove the cover (55). Remove the centrifugal
tripping mechanism by removing the screws (56). The screws are secured by wire
which must be removed.
7. Check all moving parts for wear and replace if necessary.
8. Check that the oil drain hole (57) is open.
22 –18 22–18
9. Change the self–locking nut (58) whenever it seems to be loose, or when

it has been removed.
10. Tighten the screws (56) to stated torque (see 7.1.1.) when assembling
and lock with steel wire.
11. Tighten the screws (54) to stated torque, (see 7.1.1.)
12. Use tool (837020) when mounting the spring (46).
13. When assembling the spindle and spring assembly, it is correctly
done if the clearance between the lever (14) and spindle (45) is 0.3 – 0.5mm. (See
Fig. 22.8.)
1

14. Check the trip speed according to 22.3.4.
22–19 22 –19
22.4. Electro–pneumatic overspeed trip device
22.4.1. Description

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22 –20 22–20
1. Fuel rack
60. Pneumatic cylinder
66. Air connection
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22.4.5. Maintenance
a) Three–way solenoid valve:
1 #

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b) Air cylinder (60) (Fig. 22.17.) (see cross section in Fig. 16.6.)
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22–21 22 –21

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22 –22 22–22
46 02 29 Instrumentation and automation 23
23. Instrumentation and automation
23.1. Measuring and monitoring equipment mounted on

the engine
23.1.1. The local control panel

The local control panel (1) (see Fig. 23.1.) is located somewhere near by the en-
gine. The following instruments are included:
Display units for:
− fuel oil pressure before the engine
− lubricating oil pressure before the engine
− starting air pressure before the engine
− high temperature (HT) water pressure before the engine
− low temperature (LT) water pressure before the engine
− charge air pressure
Tachometers for engine speed and turbocharger speed
Start and stop buttons
Selector switch for local/remote control
Running hours counter
Erroneous or damaged instruments should be repaired or changed at the first op-
portunity.
23.1.2. Thermometers
Lubricating oil before the engine (3)
HT water before the engine (4)
HT water after cylinders (5) (2 pcs)
fuel oil before the engine (6)
charge air (7)
HT water after charge air cooler (8) (2 pcs)
LT water after charge air cooler (9) (2 pcs)
LT water before charge air cooler (10)
Erroneous and damaged thermometers have to be replaced by new ones at the first
opportunity.
The amount of thermometers may vary depending on the installation.
23–1 23 –1
23 Instrumentation and automation 46 02 29
Thermometers
Fig. 23.1.
23 –2 23–2
23.1.3. General information of electrical drawings

Information about instrument coding, location of terminal boxes, drawing num-
bers of wiring diagrams, cabling and device list e.t.c. can be found in the drawing
”General information of electrical drawings” placed in file ”Technical docu-
ments”.
WÄRTSILÄ 46 DIESEL ENGINE, ELECTRICAL DRAWINGS

1 INSTRUMENT CODING
1.1 The letter codes are formed acc. to ISO standard 3511 part 1 and 2
The first letter: Measured or initiating variable
E = Electrical variables Q = Quality (e.g. concentration)
G = Position S = Speed
K = Time T = Temperature
L = Level U = Multivariable
P = Pressure
The next letters: Output function

C = Controlling T = Transmitting
E = Sensing element V = Valve
M = Signal converting Z = Emergency or safety acting
S = Switching
1.2 The number code is formed according to following

100 serie = Fuel oil
200 serie = Lubrication oil
300 serie = Starting air
400 serie = Cooling water
400 = HT–water
450 = LT–water
500 serie = Exhaust gas
600 serie = Charge air
700 serie = Others
700 = Main bearing
710 = Cylinder liners
750 = Miscellaneous
In liquid and air systems: (series: 100, 200, 300, 400 and 600)
XX1 = Inlet
XX2 = Outlet
XXXA = Bank (or B, V–engines only)
In exhaust gas and other systems: (series:500 and 700 up to 749)
XX1 = Bearing or cylinder number (up to 10)
XXX1 = Valve or sensor number (up to 3)
XXXXA = Bank (or B, V–engines only)
If additional sensors are installed for the same variable, function and location, the number code is formed
by using additional running number
XXX.1
XXX.2 etc.
2 DRAWING SYMBOLS
2.1 Standards
IEC standards 617–2, –3, –5, –7 and –8 are applied
2.2 Reference conditions
Normal atmosphere pressure
Temperature +20C
Voltage off
Vessels empty
Fig. 23.2.
23–3 23 –3
23.1.4. Temperature sensors and pressure transduc-

ers
See the General arrangement –drawing of your engine and the Device list, both
included in the engine delivery drawings.
23.2. Speed Monitoring System

23.2.1. Introduction
SPEMOS – Speed Monitoring System – is an electronic speed measuring/moni-
toring system especially designed for diesel engines in marine and stationary
installations. It is located within the logic controller box.
The following functions are included with this equipment:
measuring of engine speed
8 speed–controll ed relay functions
measuring of 1 or 2 turbocharger speeds
additional cards for special functions, if required
23.2.2. Theory of operation

23.2.2.1. Diesel engine speed
The engine speed is sensed by means of two touch– free, inductive proximity
switches mounted to count the cogs passing its sensing head when the engine is
running.
The frequency output from the sensor, proportional to the engine speed, is con-
verted to a 0...10 V DC–voltage. This voltage is buffered and sent out to be mea-
sured by the remote voltage–measuring, panel mounted speed indicators.
23.2.2.2. Relay functions
The speed signal is transferred to the relay driver circuit, controlling the relay
functions. There are 6 separate pre–adjusted relays, which can individually be ad-
justed to switch at any speed of the engine speed range. In addition, there is an
individual adjustable delay.
The relays have two change–over contacts with a breaking capacity of 110 V
DC/0.3 A or 24 V DC/1 A.
23.2.2.3. Turbocharger speed
A sensor is attached against the end of the turbocharger’s rotating shaft, sensing
its speed. The sinusoidal voltage from the sensor is amplified and converted to
a square wave signal before being converted into a speed proportional DC–volt-
age.
23.2.2.4. Digital output
The speeds can be measured as a frequency with a frequency counter.
NOTE ! The frequency is not equal to the numerical value of the speed. The actual
conversion factors are printed on the printed circuit cards.
23 –4 23–4
23.2.2.5. Additional special functions

If used, see application on separate installation drawings.
23.2.2.6. Slow turning and starting function
The starting system has separate slow turning and main starting valves. When
starting, the slow turning valve and the auto stop valve are activated. The engine
is turned slowly. Pulse counter is calculating engine pick–up pulses.
When the engine has turned two revolutions, which corresponds to 64 pulses, the
slow turning valve and the auto stop valve will be released and the main starting
valve is activated. The engine will start with full starting air pressure. The start
procedure is activated for 12 sec. The start valve is activated during the start peri-
od until the engine speed is above 80 rpm.
If the engine has not reached 120 rpm in 12 seconds, the start failure alarm will
be activated. When the engine has recently been in operation (within 30 minutes)
the engine will start immediately without a slow turning procedure.
23.2.3. Functional circuit cards

The SPEMOS speed measuring system includes the following printed circuit
boards:
1. Power supply card
DC/DC 24 V DC
alt. 48 – 110 V DC....................................................................................C1
2. nDE–measuring converter with two relay
functions for engine speed + fail indication...............................................C2
3. Relay I
3 engine speed–controlled relay functions ................................................C3
4. nTC–measuring converter
for one or two turbochargers ................................................................. C4
5. Relay II
3 engine– or charger speed–controlled relay functions.............................. C5
6. Additional card (optional)
for special applications............................................................................. C6
23–5 23 –5
23.2.3.1. C1 Power supply DC/DC

Supply voltage:................. ......................18...40 V DC smoothed
..................... ..................... ..................... alt. 40...160 V DC
Output voltage:................ ..................... 12 V 1.5 V
Output current:................ ..................... 500 mA
Output ripple:.................. ..................... 10 mV RMS
Ambient temperature:..... ..................... –25...+71C
Short–circuit–proof:....... ..................... by current limitation
Isolation voltage:.............. ..................... 2 kV, 50 Hz, 1 min
..................... ..................... ..................... 5 kV, 1.2/50 us
Fuse:............ ..................... ..................... T 1.6 A, 5 x 20 mm
The power supply is short–circuit–proof and overheating protected. A green light
emitting diode indicates that voltage is provided. The supply voltage is galvani-
cally isolated from the output voltage in this card.
Power supply
Fig. 23.3.
23.2.3.2. C2 nDE–measuring converter with relay functions for

the engine speed and tacho–failure/power alarm.
a) Theory of operation
The speed sensors are touchfree proximity switches mounted adjacent to a cog-
wheel to count the cogs passing.
The output from the sensors are square–wave frequencies proportional to the en-
gine speed.
The frequency is converted to a DC–voltage proportional to the input frequency.
This voltage flows through a buffer which provides the measuring voltage for the
remote speed indicators.
The same buffered voltage controls the relays. The switchpoint of the fuel limiter
relay can be adjusted over the whole speed range with a separately adjustable on–
and off–delay.
23 –6 23–6
A frequency output can be used for measuring the speed digitally.

If one of the speed sensors is damaged, or the cable to one of the sensors is broken,
a tacho–failure alarm will automatically operate. However, the measuring system
will still operate correctly. This same alarm relay will also be activated due to a
power failure of the system. The card also includes a relay for indication of 0 rpm.
b) Adjustment procedures
The analog output of the card is 0...10 V DC which corresponds to 0...650RPM.
As an option a 4...20 mA output is available.
The card is accurately precalibrated at the factory. Nevertheless, if a recalibration
is required, follow these instructions:
1. The output level. For fine adjustment of the output signal (0...10 V DC), an
oscillator is required. Supply a frequency of 346.7 Hz to the frequency input of
the card and adjust with P1 until 10.00 V DC is achieved on the voltage output.
2. The fuel limiter function: Not used.
3. The tacho/power failure function. The setting of this function is fixed. If the
frequency on one of the inputs is not present or the frequency differs between the
channels, a tacho–failure alarm will operate. In an alarm situation a relay makes
a switchover and there will be an open circuit between the board terminals in
question. Also a power failure will cause the same operation.
4. The 0 rpm indication. This relay function is related to the input frequency
and the setting is fixed. When an engine is running, there is a closed circuit be-
tween certain board terminals.
Test points:
TP1 and TP2: When bridged together, engine speed simulation with built in
oscillator is performed.
TP3: Reference voltage test point for adjustment of switching level of fuel limit
control relay.
TP4: Internal ground (0 V DC).
5. Technical specification
Inputs:......... 2 frequency inputs for 12 V pk square wave signals
Supply voltage:................. + 12 V DC, – 12 V DC, GND
Current consumption:..... max. 2 x 80 mA
Outputs:...... ..................... 12 V pk, square wave frequency
..................... ..................... (board terminal no. 13)
..................... ..................... 0 – 10 V DC, max. 25 mA
..................... ..................... (board terminals 16 and 18)
Optional output:............... 4 – 20 mA, max. 500 . load res
..................... ..................... (board terminal 15)
Ripple:......... <20 mV at full scale, 200 mV at 10% of full scale
23–7 23 –7
Relay function:
Switchpoint: ..................... 0...100 % of measuring range
Delay:.......... ..................... 0.1...30 sec, on/off delay
Contacts:..... ..................... one change–over contact/relay
Breaking capacity:........... max. 220 V AC / max. 2 A / max. 100 VA
Ambient temperature:..... –25C...+71C
nDE–measuring converter C2
Freq. in Compa–
Freq. in On–delay
rator
Off–delay
Fuel lim. switch level
Tacho/power Fuel lim. indic.
failure Tacho/power fail indic.
Freq. out 0–speed indic.
> 0 RPM
By linking TP1 and TP2 full RPM
0–10 VDC out value should be achieved
0–10 VDC out TP3 switchpoint reference
Relay contr.
TP4 internal ground
Pulse indic. sensor 2
Pulse indic. sensor 1
Fuel lim.
Output fine adj.
–12 VDC
GND
+12 VDC
Fig. 23.4.
23.2.3.3. C3 Relay card I

a) Theory of operation The card includes 3 relays, each relay having 2 change–
over contacts. The output voltage from the nDE–card, C2, is supplied to 3
comparators where the relay set points can be individually adjusted.
The relays can be programmed with or without delay on either the operating or
releasing mode.
The third relay channel can be programmed for self–holding, which requires an
external reset. One changeover contact of the relay is, however, needed for this
operation. A green or red light emitting diode indicates that the relay is switched
on.
b) Adjustment procedures The switchpoint of the relays are adjustable with
trim–potentiometers. The testpoints indicate the adjustment.
P601, TP1... ..................... ..................... relay n1
P602, TP2.... ..................... ..................... relay n2
P603, TP3... ..................... ..................... relay n3
1. The conversion characteristic of the nDE –card
nmax (+ 650 rpm) + Umax [+ 10V DC]
23 –8 23–8
2. Calculate the voltage corresponding to the rotation speed at which the relay
operates.
nx (rpm) x 10V DC
Ux [V DC] +
650 rpm
3. Adjust the channel potentiometer (P601, P602 or P603) to the correspond-

ing voltage for the calculated (measured on TP1, TP2 or TP3).
c) Technical specification
Inputs:
Supply voltage:................. +12V, 0, –12 V
Current consumption:...... max. 60 mA
Control voltage:................ 0...10 V DC
Outputs:
3 relays, each having two changeover contacts.
Switchpoint: ..................... 0...100 % of the measuring range
Breaking capacity:............ 110 V DC 0.3 A, 24 V DC, 1.0 A
Ambient temperature:..... –25...+71C
Relay card I
RELAY 1 Switchpoint 3 adj.
Switchpoint 2 adj.
Switchpoint 1 adj.
Fig. 23.5.
23.2.3.4. C4 Measuring converter for turbocharger speed nTC

a) Theory of operation
The sine wave signal of the turbocharger speed sensor is amplified and trans-
mitted to a square–wave signal. This can be measured by a frequency counter.
The square wave frequency signal is converted to a speed–proportional voltage
0 – 10 V. This is buffered and forms the measuring voltage for the remote speed
indicators.
23–9 23 –9
The card may consist of 2 channels.

b) Adjustment procedures
The analog output readjustment can be done by means of the potentiometers P701
and P711.
P701: nTC1
P711: nTC2
When turning the potentiometer clockwise, the output will increase and vice ver-
sa.
c) Technical specification
Inputs:
Frequency:.. ..................... ..................... 0...8000 Hz
..................... ..................... ..................... 100 mVpp sine
Supply voltage:................. ..................... +12 V, 0, –12V
Current consumption:..... ..................... max. 35 mA
Outputs:
Frequency:.. ..................... ..................... 12 Vpp
..................... ..................... ..................... 10 mA, short–circuit–proof
Voltage:........ ..................... ..................... 0...10 V
.................... .................... ..................... 15 mA, short–circuit–proof
Unlinearity: ..................... ..................... 0.1 %
Temperature dependence: ..................... 0.03 %/K
Measuring converter for turbocharger speed nTC
Fig. 23.6.
23.2.3.5. C5 Relay card II

1. Theory of operation
The card consists of 3 voltage–controlled relays, each having one change–over
contact. The card can be controlled by the engine speed or the charger speed or
by an external signal 0 – 10 V DC. The setpoints are adjustable. LED indicates
an activated relay.
23 –10 23–10
2. Adjustment procedures
See adjustment procedures in Relay card I.
3. Technical specification
Inputs:
Control in:... ..................... ..................... 0...10 V DC
Supply voltage:................. ..................... +12 V, 0, –12 V
Current consumption:..... ..................... 60 mA
Outputs:
3 relay functions, each having one change–over contact.
Switchpoint: ..................... ..................... 0...100 % of measuring range
Breaking capacity:........... ..................... 110 V DC/0.3 A, 24 V DC/1.0 A
Ambient temperature:..... ..................... –25...+71C
Relay card II C5
RELAY 2 Switchpoint 3 adj.
Switchpoint 2 adj.
Switchpoint 1 adj.
Fig. 23.7.
23.2.3.6. C6 Special application cards

If used, see installation drawings and separate specifications for application card
type.
23.2.4. Engine speed sensors

a) Theory of operation. The sensors are inductive, touchfree proximity switches
supplied with +12 V and 0 V DC. The third pin is a speed–proportional pulse
train.
The electronics of the sensor are resin–moulded in a tubular housing of nickel
plated brass with an external thread of 18 x 1.5 mm. The three–wire cable is con-
nected by means of a four–pole connector (Euchner BS4).
23–11 23 –11
BS4–connector 1. +12V 2.
View from the cable Output 3.
connection side 0V
Fig. 23.8.
b) Mounting the sensors. Turn the engine until the top of a cog is visible in the
sensor mounting hole. Screw the sensor completely in. Unscrew it one and a half
turn and tighten it securely. (See Fig. 23.9.)
NOTE ! The engine must not turn while the sensor is being mounted.
Engine speed sensors
Fig. 23.9.
The output signal should now be 12 V DC. If the sensor is between two cogs, the
output will show appr. 0 V.
Fig. 23.10.
For connection of the sensor, see Terminal box A1 wiring diagram.
23.2.5. TPL turbocharger speed measurement

a) Theory of operation: The speed transmitter (2) (see Fig. 23.11.) is screwed
into the outside of the bearing casing (4) to its stop and is also taken to a holder
23 –12 23–12
in the turbocharger axial bearing (1). Two slots on the outer surface of the auxilia-
ry bearing (6) generate pulses when passing the speed transmitter. The voltage
peaks of the pulses are limited by the cable voltage limiting module (5) to a maxi-
mum value of ±15V.
b) If the speed transmitter has to be changed, it is recommended to contact the
engine manufacturer.
See also the turbocharger manual.
Fitting of turbocharger speed measurement
23–19a–1.wmf
Fig. 23.11.
23–13 23 –13
Connection diagram of connecting cable for speed measurement

FRONT VIEW INTO THE PLUG VOLTAGE LIMITING MODULE
red – red +
black + black –
Fig. 23.12.
23 –14 23–14
23.2.6. Trouble shooting procedure
Power supply
START
Supply on
Is the green Switch the
terminal
led lighting power on
1(+)
?
2(–)?
Defective Replace the card

fuse ?
Replace the fuse
Power supply ready

for operation
Operating voltage:
(+) Terminal 1, Card connector 3.
(–) Terminal 2, Card connector 1.
Output:
+12V Terminal 46, Card connector 17.
COM Terminal 44, Card connector 15.
–12V Terminal 43, Card connector 13.
Fig. 23.13.
23–15 23 –15
nDE –measuring converter with relay function
START
Does anyrelay in the

system operate Is power sup- Testprogram 7.1
when the engine is ply OK ?
running
Testprogram 7.5
Is pulse indic. led
1 or 2 lit when en-
gine is running
Check if short cir-

cuit or loose con-
nection on output
to instruments
Do the relays on
C3 operate, but no
output voltage to
instruments Adjust output &
relay settings ac-
cording to descrip-
tion in chapter
23.2
Replace the card
NDE–card ready
NOTE: Negative pole of multimeter to be con- for operation
nected to GND point located on the left of the
terminals of the motherboard.
Fig. 23.14.
23 –16 23–16
Relay card
START
The relays op-

erate at any Analog output
Test program
speed of the 0...10V DC
7.2
engine ? from nDE ?
Replace
the card
Check and
adjust if
necessary.
Relay card ready for

operation.
Fig. 23.15.
23–17 23 –17
nTC –measuring converter
START
Analog output Supply Test program

0...10 V DC ? voltage OK ? 7.1
Pulse Replace the

output ? card
Check and
adjust if
necessary
Sinewave Check the

voltage from sensor
sensor ?
Replace
the card
nTC–card ready
for operation
Channel R/V Channel V

Pulse input: Terminal 30 (+), 31 (–) 22 (+), 24 (–),
card connector 20 (+), 11 (–) 21 (+), 22 (–),
Pulse output: Terminal 29 (+), 26 (–) 23 (+), 36 (–),
card connector 14 23
Voltage output: Terminal 27 (+), 28 (–) 33 (+), 34 (–),
card connector 2 6
Fig. 23.16.
23 –18 23–18
Engine speed sensor
START
Pulsetrain,
Test pro-
proportional to the Voltage
gram 7.1
engine speed on supply OK ?
signal input ?
12V DC
If indication un- between pins 1 Check the sensor
stable: Adjust (+) and 3 (–) on connection line
for symmetrical the sensor plug
sensor output.
After impact
with cogwheel,
unscrew sensor
1,5 turns. Check Adjust sensing gap
also sensor con- acc. to fig. 4.2
nection line.
Output signal
changing state
when the engine
is turned ?
Unscrew the sensor

and check it against a
metallic surface
Sensors ready
for operation
Signal
Replace the changing state Adjust sensing
sensor depending on gap acc. to fig.
sensing gap ? 4.2
Signal input: Terminal nr. 9 (sensor S706)

Terminal nr. 12 (sensor S715)
Negative pole of multimeter conn. to terminal nr. 8
Fig. 23.17.
23–19 23 –19
SPEMOS speed monitoring system (principle)

To see the exact connection diagram of the speed monitoring system see the SPE-
MOS–drawing included in ”Technical documents”.
Fig. 23.18.
23 –20 23–20
23.3. Tables
23.3.1. Resistance v.s. temperature relationship for

platinum resistance element Pt 100.
Acc. to IEC 751 (1985), DIN 43760 (1980), BS 1904 (1984).
From 0°C to 499°C.
°C 0 1 2 3 4 5 6 7 8 9
0 100.00 100.39 100.78 101.17 101.56 101.95 102.34 102.73 103.12 103.51
10 103.90 104.29 104.68 105.07 105.46 105.85 106.24 106.63 107.02 107.40
20 107.79 108.18 108.57 108.96 109.35 109.73 110.12 110.51 110.90 111.28
30 111.67 112.06 112.45 112.83 113.22 113.61 113.99 114.38 114.77 115.15
40 115.54 115.93 116.31 116.70 117.08 117.47 117.85 118.24 118.62 119.01
50 119.40 119.78 120.16 120.55 120.93 121.32 121.70 122.09 122.47 122.86
60 123.24 123.62 124.01 124.39 124.77 125.16 125.54 125.92 126.31 126.69
70 127.07 127.45 127.84 128.22 128.60 128.98 129.37 129.75 130.13 130.51
80 130.89 131.27 131.66 132.04 132.42 132.80 133.18 133.56 133.94 134.32
90 134.70 135.08 135.46 135.84 136.22 136.60 136.98 137.36 137.74 138.12
100 138.50 138.88 139.26 139.64 140.02 140.39 140.77 141.15 141.53 141.91
110 142.29 142.66 143.04 143.42 143.80 144.17 144.55 144.93 145.31 145.68
120 146.06 146.44 146.81 147.19 147.57 147.94 148.32 148.70 149.07 149.45
130 149.82 150.20 150.57 150.95 151.33 151.70 152.08 152.45 152.83 153.20
140 153.58 153.95 154.32 154.70 155.07 155.45 155.82 156.19 156.57 156.94
150 157.31 157.69 158.06 158.43 158.81 159.18 159.55 159.93 160.30 160.67
160 161.04 161.42 161.79 162.16 162.53 162.90 163.27 163.65 164.02 164.39
170 164.76 165.13 165.50 165.87 166.24 166.61 166.98 167.35 167.72 168.09
180 168.46 168.83 169.20 169.57 169.94 170.31 170.68 171.05 171.42 171.79
190 172.16 172.53 172.90 173.26 173.63 174.00 174.37 174.74 175.10 175.47
200 175.84 176.21 176.57 176.94 177.31 177.68 178.04 178.41 178.78 179.14
210 179.51 179.88 180.24 180.61 180.97 181.34 181.71 182.07 182.44 182.80
220 183.17 183.53 183.90 184.26 184.63 184.99 185.36 185.72 186.09 186.45
230 186.82 187.18 187.54 187.91 188.27 188.63 189.00 189.36 189.72 190.09
240 190.45 190.81 191.18 191.54 191.90 192.26 192.63 192.99 193.35 193.71
250 194.07 194.44 194.80 195.16 195.52 195.88 196.24 196.60 196.96 197.33
260 197.69 198.05 198.41 198.77 199.13 199.49 199.85 200.21 200.57 200.93
270 201.29 201.65 202.01 202.36 202.72 203.08 203.44 203.80 204.16 204.52
280 204.88 205.23 205.59 205.95 206.31 206.67 207.02 207.38 207.74 208.10
290 208.45 208.81 209.17 209.52 209.88 210.24 210.59 210.95 211.31 211.66
23–21 23 –21
23.3.2. Electromotive forces of thermocouple Nickel–

Chromium / Nickel–Aluminium (NiCr–NiAl) Type K.
Reference temperature 0°. Temperature in degrees Celsius (ITP

68) Acc. to IEC 584–1, DIN 43710 (1977), BS 4937 (1973), ASTM
E 230/72, ANSI MC 96–1–1975.
From 0°C to 599°C.
Temp. 0 1 2 3 4 5 6 7 8 9
°C Mikrovolt (abs)
0 0 39 79 119 158 198 238 277 317 357
10 397 437 477 517 557 597 637 677 718 758
20 798 838 879 919 960 1000 1041 1081 1122 1162
30 1203 1244 1285 1325 1366 1407 1448 1489 1529 1570
40 1611 1652 1693 1734 1776 1817 1858 1899 1940 1931
50 2022 2064 2105 2146 2188 2229 2270 2312 2353 2394
60 2436 2477 2519 2560 2601 2643 2684 2726 2767 2809
70 2850 2892 2933 2975 3016 3058 3100 3141 3183 3224
80 3266 3307 3349 3390 3432 3473 3515 3556 3598 3639
90 3681 3722 3764 3805 3847 3888 3930 3971 4012 4054
100 4095 4137 4178 4219 4261 4302 4343 4384 4426 4467
110 4508 4549 4590 4632 4673 4714 4755 4796 4837 4878
120 4919 4960 5001 5042 5083 5124 5164 5205 5246 5287
130 5327 5368 5409 5450 5490 5531 5571 5612 5652 5693
140 5733 5774 5814 5855 5895 5936 5976 6016 6057 6097
150 6137 6177 6218 6258 6298 6338 6378 6419 6459 6499
160 6539 6579 6619 6659 6699 6739 6779 6819 6859 6899
170 6939 6979 7019 7059 7099 7139 7179 7219 7259 7279
180 7338 7378 7418 7458 7498 7538 7578 7618 7658 7697
190 7737 7777 7817 7857 7897 7937 7977 8017 8057 8097
200 8137 8177 8216 8256 8296 8336 8376 8416 8456 8497
210 8537 8577 8617 8657 8697 8737 8777 8817 8857 8898
220 8938 8978 9018 9058 9099 9139 9179 9220 9260 9300
230 9341 9381 9421 9462 9502 9543 9583 9624 9664 9705
240 9745 9786 9826 9867 9907 9948 9989 10029 10070 10111
250 10151 10192 10233 10274 10315 10355 10396 10437 10478 10519
260 10560 10600 10641 10682 10723 10764 10805 10846 10887 10928
270 10969 11010 11051 11093 11134 11175 11216 11257 11298 11339
280 11381 11422 11463 11504 11546 11587 11628 11669 11711 11752
290 11793 11835 11876 11918 11959 12000 12042 12083 12125 12166
23 –22 23–22
Temp. 0 1 2 3 4 5 6 7 8 9
°C Mikrovolt (abs)
300 12207 12249 12290 12332 12373 12415 12456 12498 12539 12581
310 12623 12664 12706 12747 12789 12831 12872 12914 12955 12997
320 13039 13080 13122 13164 13205 13247 13289 13331 13372 13414
330 13456 13497 13539 13581 13623 13665 13706 13748 13790 13832
340 13874 13915 13957 13999 14041 14083 14125 14167 14208 14250
350 14292 14334 14376 14418 14460 14502 14544 14586 14628 14670
360 14712 14754 14796 14838 14880 14922 14964 15006 15048 15090
370 15132 15174 15216 15258 15300 15342 15384 15426 15468 15510
380 15552 15594 15636 15679 15721 15763 15805 15847 15889 15931
390 15974 16016 16058 16100 16142 16184 16227 16269 16311 16353
400 16395 16438 16480 16522 16564 16607 16649 16691 16733 16776
410 16818 16860 16902 16945 16987 17029 17072 17114 17156 17199
420 17241 17283 17326 17368 17410 17453 17495 17537 17580 17622
430 17664 17707 17749 17792 17834 17876 17919 17961 18004 18046
440 18088 18131 18173 18216 18258 18301 18343 18385 18428 18470
450 18513 18555 18598 18640 18683 18725 18768 18810 18853 18895
460 18938 18980 19023 19065 19108 19150 19193 19235 19278 19320
470 19363 19405 19448 19490 19533 19576 19618 19661 19703 19746
480 19788 19831 19873 19916 19959 20001 20044 20086 20129 20172
490 20214 20257 20299 20342 20385 20427 20470 20512 20555 20598
500 20640 20683 20725 20768 20811 20853 20896 20938 20981 21024
510 21066 21109 21152 21194 21237 21280 21322 21365 21407 21450
520 21493 21535 21578 21621 21663 21706 21749 21791 21834 21876
530 21919 21962 22004 22047 22090 22132 22175 22218 22260 22303
540 22346 22388 22431 22473 22516 22559 22601 22644 22687 22729
550 22772 22815 22857 22900 22942 22985 23028 23070 23113 23156
560 23198 23241 23284 23326 23369 23411 23454 23497 23539 23582
570 23624 23667 23710 23752 23795 23837 23880 23923 23965 24008
580 24050 24093 24136 24178 24221 24263 24306 24348 24391 24434
590 24476 24519 24561 24604 24646 24689 24731 24774 24817 24859
23–23 23 –23

23 –24 23–24
MEASUREMENT
RECORD
Engine section Engine type Ref. Date Issue Document. No. Page
10 Cylinder liner WNSFI-S 21.12.1998 06 4610V001GB 1(1)
Installation(ship): Cylinder configuration: Engine No:
Engine running hours:
ID -->
&</,1'(5/,1(5
Measured: Mounted
Free
Nominal bore diameter: 460.000 - 460.063 mm
Wear limits: 461.10 mm (I), 460.50 mm(II)
460.35 mm (III - IV)
Max. ovality: 0.3 mm (difference between dmax and dmin
measured on any level)
Reference bore diameter:
Deviation to be given in 1/100 mm. Heights I, II and IV and directions 1 and 3 to be filled always.
BANK: Cylinder No:

1 2 3 4 5 6 7 8 9
Liner No.
1
I 2
3
4
1
2
II
3
4
1
III
3
1
2
IV
3
4
Liner rhrs:
Liner ID:
Cyl.temp.
Remarks:
Date of measurement Place: Name:
Wärtsilä Finland Oy, Service Stålarminkatu 45 FIN-20811 Turku, Finland

Tel+358-10-709 0000 P.O.Box 50 Fax +358-2-2342419
MEASUREMENT
RECORD
10 Cylinder liner 46 WNSFI-S 21.12.1999 06 4610V002GB 1(1)
Installation(ship): Cylinder configuration: Engine No.
&</,1'(5/,1(5:($5&859(
Cylinder no: Liner no:
Nominal diameter: 460.000 - 460.063 mm

Wear limits: 461.10 mm (I), 460.50 mm(II)
460.35 mm (III - IV)
Max. ovality: 0.3 mm (difference between dmax and dmin
measured on any level)
Markings of the curve:

= Wear on level I : max. 1.10 mm
= Wear on level II : max. 0.50 mm
= Wear on level III & IV : max. 0.35 mm
Figures collected from form 4610V001GB

Wear /
mm
1.
0.35
10000 20000 30000 40000 50000 60000 Running hours

Date of measurement: Place: Name:

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MEASUREMENT
RECORD
10 Block W46 / 50DF ArK / S 17.1.2003 04 4610V003 1(1)
Running hours:
CAMSHAFT BEARING
Nominal diameter: D = 300.260 - 300.330 mm

Wear limit: D max = 300.370 mm
Reference diameter : 300.000
Deviation to be given in 1/100 mm
BANK: Bearing No.

1 2 3 4 5 6 7 8 9 10
D1
D2
D3
D4
E1
E2
E3
E4
Remarks :

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10 Bearings ArK / S 16.1.2003 06 4610V004 1(1)
50
A B C
Shell ID
1
20
2
Main bearing shell nominal thickness: 9.825 - 9.845 mm
To be measured with an outside micrometer with 110
semi-circular type tips. 3
200
4
Reference thickness: ma in b.ai
Deviations from the ref.thickness in 1/100 mm or actual:
1 2 3 4 5 6 7 8 9 10
A1
A2
A3
A4
A5
B1
B2
B3
B4
B5

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11 Piston W46 / 50DF ArK / S 22.1.2003 07 4611V002 1(1)
Cylinder no: Piston no:
Wear limit (mm)

Groove I 10,6
Groove II 10,6
Groove III 8,3
Figures collected from form 4611V009.

(Mean value of a- figures)
Wear/mm
0,7
Groove I
0
10 20 30 40 50 60 Running hours/ 1000 h
Wear/mm
0,7
Groove II
0
10 20 30 40 50 60 Running hours/ 1000 h
W /

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MEASUREMENT
RECORD
Engine section Engine type Ref. Date Issue Document.No. Page

11 Connecting rod 46 / 50DF ArK / S 22.2.2003 06 4611V003 1(1)
Running hours:
BIG END BEARING BORE

Nominal diameter without shells: (D) = 470 (+0.040
0.000 )
mm
Connecting rod screws must be tightened before measuring. Allowed min. diameter: 469.95 mm.
Hydraulic pressure when tightening: M72 screws 800 bar Max. allowed d ifference between D max and D min : 0.14 mm
M42 screws 760 bar.
Tightening order: M72 first. (See instruction manual.)
ID →
Reference diameter: 470 mm
Deviations to be given in 1/100 mm.
Cylinder No.
BANK:
1 2 3 4 5 6 7 8 9
D1 L
R
D2 L
R
D3 L
R
D4 L
R
D5 L
R
Max.dev:
ID No:
Temp. (°C):
Remarks:

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MEASUREMENT
RECORD
11 Piston 46 / 50DF ArK / S ####### 06 4611V004 1(1)
Installation (ship): Cylinder configuration: Engine No:
GUDGEON PIN &

SMALL END BEARING
Conn.rod ID side
10
Conn.rod. no.→
A
Bearing diameter: Nominal diameter 220.150 - 220.226 mm
Wear limit 220.300 mm
B
Gudgeon pin: Nominal diameter 219.980 - 220.000 mm
17 141 17
10
1
Pin
2
no. →
3
C D E pin 4
con rodup
Reference diameter: 220 mm
Deviations to be given in 1/100 mm
Cylinder No.
BANK: 1 2 3 4 5 6 7 8 9
A1
A2
A3
A4
Bearing diam.
B1
B2
B3
B4
Conn.rod. no:
Running hours:
C min
C max
D min
Gudgeon pin
D max
E min
E max
Gudgeon pin no:

Tel +358-10-709 0000 P.O.Box 50 Fax +358-2-2342419
MEASUREMENT
RECORD
11 Crankshaft 46 / 50DF ArK / S 20.2.2003 05 4611V005 1(1)
Direction of rotation: Crankshaft ident: Installation No:
CRANKSHAFT ALIGNMENT
ENGINE CONNECTED TO: ENGINE INSTALLED ON: ENGINE CONDITION: Engine cold Engine warm
Alternator Steel chocks Engine running continuously bef. indicating h
Gear Chockfast Time between stop and indicating h min
Other Rubber cushions Ambient temperature °C °C
Lubricating oil temperature before engine °C °C
Free end PTO CLUTCH: HT cooling water temperature after engine °C °C
Engaged
Disengaged
Cylinder No.
1 2 3 4 5 76 8 9
A
B
C
Turn the crankshaft in the D
normal running direction. E
Crankshaft not turned in All readings in 1/100 mm, don´t neglect to fill in all information !
normal running direction
1 2 3 4 5 6 7 8 9
0.35
0.30
0.25
0.20
0.15
0.10
0.05
0
0.05
0.10
0.15
0.20
0.25
0.30
0.35
Following limits of misaligments are stated for an engine at ambient temperature:
a) On the same crank, the difference between two diametrically opposed readings must not exceed 0.30 mm. Realignment is
necessary if this limit is exceeded by more than 0.02 mm.
b) On two adjacent cranks, the difference between two corresponding readings must not exceed 0.15 mm. Realignment is necessary if this limit is exceeded
NOTE: In a hot engine the corresponding values must be based on experiences from the particular installation

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MEASUREMENT
RECORD
Diesel section Engine type Ref. Date Issue Document. No. Page
11 Piston WNSFI-S 21.12.1998 04 4611V007GB 1(1)
Installation(ship): Cylinder configuration Engine No:
3 Engine running hours:
3,67215,1*6
2 4
1 5
ID
Gap
10 gap.ai
1HZSLVWRQULQJVPXVWEHFKDQJHGLQHYHU\RYHUKDXO
BANK: 1 2 3 4 5 Ring ID:
A
I B
Gap *)
A
II B
Gap *)
Running hours:
Cylinder No.
A
III B
Gap *)
Remarks:
BANK: 1 2 3 4 5 Ring ID:

A
I B
Gap *)
A
II B
Gap *)
Running hours:
A
Cylinder No.
III B
Gap *)
Remarks:
*DS PHDVXUHGLQDQHZF\OLQGHUOLQHU

Tel +358-10-709 0000 P.O.Box 50 Fax +358-21-2342419
11 Connecting rod ArK / S 13.2.2003 05 4611V008 1(1)
Installation(ship): Cyl. configuration: Engine No:
To be measured with an outside micrometer . Shell ID

with semi-circular type tips.
NOTE: Attention must be paid not to press the measuring
head in the running layer.
Bearing shell nominal thickness: 9.820 - 9.840
Reference thickness: (std. = 9.800)

Deviations in 1/100 mm: Actual thickness:
Upper half: Lower half:
Cylinder No.
BANK:
1 2 3 4 5 6 7 8 9
A1
A2
A3
A4
A5
B1
B2
B3
B4
B5
C1

Tel +358-10-709 0000 P.O.Box 50 Fax +358-2-2342419
Engine Section Engine type Ref. Date Issue Document. No. Page
11 Piston ArK / S 19.2.2003 05 4611V009 1(1)
ID
Grooves Nominal height Wear limit
(mm) (mm)
I and II: 10.110 - 10.130 10.600
III: 8.050 - 8.070 8.300
Groove height to be measured with a dial caliper gauge.

Dial gauge calibrated to 10.000 mm (groove I, II )
or to 8.000 mm (groove III )
Deviations in 1/100 mm
BANK:
DEPTH:
1
2
I
3
4
1
II 2
3
4
1

Tel +358-10-709 0000 P.O.Box 50 Fax +358-2-2342419
MEASUREMENT
RECORD
12 Valves W46 / 50DF ArK / S 22.1.2003 06 4612V001 1(1)
VALVES
Nominal diameter: 33.975 - 34.000 mm

Wear limit (for I & III): 33.900 mm
Burn − off area: Zmax = 2 mm
Reference diameter: 34.000 mm
Cylinder No.
BANK:
1 2 3 4 5 6 7 8 9
I
II
A III
Z
Y
ID:
Rhrs:
INLET
I
II
B III
Z
Y
ID:
Rhrs:
I
II
C III
Z
Y
ID:
Rhrs:
EXHAUST
I
II
D III
Z
Y
ID:
Rhrs:

Tel +358+10-709 0000 P.O.Box 50 Fax +358-2-2342419
MEASUREMENT
RECORD
12 Valves W46 / 50DF ArK / S 22.1.2003 05 4612V002 1(1)
Installation(ship): Cylinder configuration: Engine No.
Engine running hours:
VALVE GUIDES
I II
15 10
d d
guide.ai
Nominal diameter d: 34.147 - 34.174 mm

Wear limit: 34.350 mm
Reference diameter: 34.000 mm

Cylinder No.
BANK:
1 2 3 4 5 6 7 8 9
I
A
II
INLET
I
B
II
Running hours:
Remarks:
I
C
II
EXHAUST
I
D
II
Running hours:
Remarks:

Tel +358-10-709 0000 P.O.Box 50 Fax +358-21-2342419
OPERATION DATA
RECORD
Service, Wärtsilä Finland Oy

Engine section Engine type Ref. Date Issue Document No. Page
46 / 50DF 20.2.2003 04 4698V001 1(1)
Date / time for test

Load (%) %
Engine speed 1/s
Engine load kW
Alternator voltage V/A
Load indicator position -
Operating hours h
Exhaust Rack Firing
temp. position pressure <=> ºC mm bar ºC mm bar ºC mm bar ºC mm bar
A1
A2
A3
A4
Cylinder bank A A5
(or in-line engine) A6
A7
A8
A9
Mean values / bank: A
Exhaust temp. b/a TC ºC
Turbocharger speed (A) 1/s
B1
B2
B3
B4
Cylinder bank B B5
B6
B7
B8
B9
Mean values / bank: B
Exhaust temp. b/a TC ºC
Turbocharger speed (B) 1/s
Exhaust backpressure mmH2O
Receiver pressure bar
Receiver air temp. ºC
LT-water temp. b/a air cooler (A/B) ºC
LT-water temp. a lub.oil cooler (A/B) ºC
Lub.oil temp. b/a cooler ºC
HT-water temp. b/a engine ºC
HT-water temp. b/a TC (A/B) ºC
Nozzle coolant temp. b/a engine ºC
LT-water pressure bar

HT-water pressure bar
Lub.oil pressure bar
Nozzle coolant pressure b/a engine bar
Fuel oil pressure bar
Fuel oil temp. b engine ºC
Fuel viscosity (50ºC) cSt
Fuel density (15ºC) kg/l
Charge air inlet temp. ºC
Barometric pressure mmHg
Crankcase pressure mmH2O
Waste gate position deg.
By pass valve position pos.
b = before a = after A = A-bank B = B-bank
Wärtsilä Finland Oy P.O. Box 252 (Tarhaajantie 2) Telecop. +358 10 709 7355 Tel. +358 10 709 0000 Registered in Finland No. 465.942
Service, Vaasa FIN-65101 Vaasa, Finland Telecop. +358 6 356 7339 Telex 74251 wva fi Registered Office: Vaasa
Wärtsilä Finland Oy P.O. Box 50 (Stålarminkatu 45) Telecop. +358 10 709 3279 Tel. +358 10 709 0000
Service, Turku FIN-20811 Turku, Finland Telecop. +358 10 709 3410 Telex 62640 wdfi fi

Manual Ciclo Miller W-46 Iii

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Manual Ciclo Miller W-46 Iii

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Number 39827

Installation Lufussa PA-III

Engine type 18V46

THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITA-

Jari Mäki +358 10 709 1571

Anders Knip +358 10 709 2820

Ralf Guldbrand +358 10 709 1859

Tapani Heininen +358 10 709 1844

Tarmo Pitkänen +358 10 709 2890

Wärtsilä Argentina S.A. Wärtsilä do Brasil Ltda. Wärtsilä China Ltd.

Wärtsilä Danmark A/S Wärtsilä Corporation Wärtsilä France S.A.S.

Wärtsilä Gulf FZE

Wärtsilä Venezuela C.A.

Wärtsilä Vietnam Co Ltd

Print date: 31 January 2001

1. Main data, operating data and general design . . . . . . . . . . . . . . . . . . . . . . 01–1

2. Fuel, lubricating oil, cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–1

3. Start, stop and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–1

4. Maintenance schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 04–1

5. Maintenance tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–1

6. Adjustments, clearances and wear limits . . . . . . . . . . . . . . . . . . . . . . . . . . 06–1

7. Tightening torques and use of hydraulic tools . . . . . . . . . . . . . . . . . . . . . 07–1

8. Operating problems, emergency operation . . . . . . . . . . . . . . . . . . . . . . . . . 08–1

9. Specific installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09–1

11. Crank mechanism: Crankshaft, connecting rod, piston . . . . . . . . . . . . 11–1

12. Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–1

13. Camshaft driving gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13–1

15. Turbocharging and air cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15–1

16. Injection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–1

17. Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17–1

18. Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18–1

19. Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19–1

20. Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20–1

21. Starting air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–1

22. Control mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22–1

23. Instrumentation and automation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–1

0. Contents, instruction, terminology

0.1. Contents of the instruction book

0.2. General rules

Air in Exhaust out

Marking of the flywheel:     " 

Example of reading the flywheel

This page is intentionally left blank.

00A Risk Reduction

This page is intentionally left blank.

00A.2 Identified hazard, hazardous situation or event

Identified hazard, hazardous Chapter of engine manual

1) Warning light when turning device engaged.

00A.3 General identified hazards, hazardous situations or

00A.3.1 Hazards that may be due to moving parts

· Running engine without covers, coming in contact with moving parts

00A.3.2 Hazards that may be due to incorrect operating conditions

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

00A.3.3 Hazards that may be due to leakage, break-down or improper

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

· Fuel in joints on low and/or high pressure side

· Fire or explosion due to leakage on fuel line

· Breakdown of hydraulic tool

· Pressurized liquids and gases from the block and pipings

· Oil spray if running without covers

00A.3.4 Hazards that may be due to electricity or incorrect

· Fire or sparks due to damage or short circuit in electrical equipment

· Electrical shock if electrical equipment has a lead isolation break or connector

Marking of the flywheel: "