50DF Manual EN

Wärtsilä Finland Oy, Services
Services Office Vaasa

Tarhaajantie 2
FI-65380
Vaasa
P.O. Box 252
FI-65101
Finland
24hrs Phone +358 10 709 080

Fax +358 10 709 1380
Switchboard +358 10 709 0000

(Office hours 7.30-16.30)
E-mail service.solutions@wartsila.com
Homepage www.wartsila.com/services
50-200506-06 Contents, instructions, terminology
00. Contents, instructions, terminology
00.1 Contents of the Manual

This Manual contains data and instructions for operation and mainte-
nance of the engine as well as instruction for handling, personal
protection and first aid when fuel-, lubricating oils and cooling water
additives are handled during normal operation and maintenance work.
Basic general knowledge has not been entered. Consequently, it is
assumed that the engine operation and maintenance staff is well
informed of the care of diesel engines.
Wärtsilä reserves for itself the right to minor alterations and im-
provements owing to engine development without being obliged to
enter the corresponding changes in this Manual.
The diesel engines will be equipped as agreed upon in the sales
documents. No claim can be made on the basis of this Manual as here
are described also components not included in every delivery. The
system diagram plans (fuel, oil, cooling etc.) are just indicative and thus
do not cover all installations. See installation specific system drawings
for more details.
Exact engine build-up in all details is defined by the specification
number on the name plate located on the engine.
Note! In all correspondence or when ordering spare parts, always state

engine type, specification number and engine number.
This Manual is supplemented by the Spare Parts Catalogue including

sectional drawings or exterior views of all components (partial assem-
blies).
00.2 General rules
1 Read the corresponding item carefully in this Manual before

any steps are taken.
2 Keep an engine logbook for every engine.
3 Observe utmost cleanliness and order at all maintenance
work.
4 Before dismantling, check that all systems concerned are
drained or pressure released. After dismantling, immediately cover all
holes for lubricating oil, fuel oil and air with tape, plugs, clean cloths
or similar.
WÄRTSILÄ 50DF 00 - 1
Contents, instructions, terminology 50-200506-06
5 When replacing a worn-out or damaged part provided with

an identification mark stating cylinder or bearing number, mark the
new part with the same number on the same spot. Every exchange
should be entered in the engine log and the reason should be clearly
stated.
6 After reassembling, check that all screws and nuts are tightened
and locked acoording to stated recommend.
7 Check that all shields and covers are fully functional and in
place.
Caution! Predictive maintenance is important when it comes to fire protec-

tion. Regular inspection of fuel oil lines, lubricating oil lines and
connections must be done.
00.3 Terminology
00.3.1 Explanation of terminology
The most commonly used terms in this manual are defined as follows,
see also Fig 00-1:
Operating side and rear side: Details located on the operating side
may be marked with "M" (Manoeuvering) and correspondingly "B" for
the back side of the engine (B-bank on a V-engine).
Driving end: The end of the engine where the flywheel is located.
Free end: The end opposite the driving end.
Clockwise rotating engine: When looking at the engine from the
driving end the shaft rotates clockwise.
Counter-clockwise rotating engine: When looking at the engine
from the driving end the shaft rotates counter-clockwise.
Bottom dead centre, abbreviated BDC, is the bottom turning point
of the piston in the cylinder.
Top dead centre, abbreviated TDC, is the top turning point of the
piston in the cylinder. TDC for every cylinder is marked on the
graduation of the flywheel.
Top dead centre at firing: During a complete working cycle, consist-
ing of two crankshaft revolutions in a four-stroke engine, the piston
reaches TDC twice:
a) TDC at scavenging: For the first time when the exhaust stroke of
the previous working cycle ends and the suction stroke of the following
one begins. Exhaust valves as well as inlet valves are then partially
open and scavenging takes place. If the crankshaft is turned backwards
and forwards from TDC position, both exhaust and inlet valves will
move, a fact that indicates that the crankshaft is near the position
which is called TDC at scavenging.
00 - 2 WÄRTSILÄ 50DF
Terminology
end
Free B6
6
A6 B5
5
A5 B4
4
3
Op A4 B3
2
era A3 B2
1
tin A2 B1
gs A1
ide
end
ng
Drivi
Fig 00-1 Wv005
b) TDC at firing: The second time is after the compression stroke and
before the working stroke. Slightly before this TDC the fuel injection
takes place (on an engine in operation) and this TDC can therefore be
defined TDC at firing. In this case, all valves are closed and do not move
if the crankshaft is turned. When watching the camshaft and the
injection pump it is possible to note that the pump tappet roller is on
the lifting side of the fuel cam.
Designation of cylinders:
According to ISO recommendation 1204 and DIN 6265 the designation
of cylinders begins at the driving end. In a V-engine the cylinders in
the left bank, seen from the driving end, are termed A1, A2 etc. and in
the right bank B1, B2 etc.
Designation of bearings
Main bearings:
The flywheel bearing is No. 0, the first standard main bearing is No.
1, the second No. 2 etc., see Fig 00-2.
Thrust bearings:
The thrust bearing rails are located in the flywheel bearing. The outer
rails close to the flywheel are marked with "00" and the inner rails with
"0".
Camshaft bearings:
The camshaft bearings are designated the same as the main bearings
and the thrust bearing bushings are designated "00" (outer) and "0".
Camshaft gear bearings:
The bearings is a located on the flywheel side are designated "00" and
the inner bearings "0".
Upper and lower bearings shells:
In bearings where both shells are identical, the upper one is marked
with "UP".
Numbering system of engine bearings
00
5 4 3 2 1
0
00
0
00
5 4 3 2 1 0
0
Fig 00-2 4600030445
00.3.2 Designation of valves
Designation of inlet and exhaust gas valves in cylinder head
A D
B C
Fig 00-3 4600040445
A and B. Inlet valves, C and D. Exhaust valves.
00.3.3 Markings on the flywheel:
Markings on the flywheel: The flywheel is provided with a 360°

scale, starting from TDC at firing for cylinder 1. TDC at firing for
every cylinder is marked on the flywheel. There is a common marking
for the cylinders in engines with even cylinder numbers, one cylinder
is at TDC at firing and the other is at TDC at scavenging. See also
chapter 01.
Firing intervals of an in-line engine (in degrees of crank angle) can
be determined by dividing 720° with the number of cylinders.
In V-engines the scale starts from TDC at firing for cylinder A1. TDC
at firing for cylinder B1 is consequently at 45°. Firing intervals in a
bank of a V-engine can be determined by dividing 720 ° with the number
of cylinders of the bank.
Markings on the flywheel
5 4 3 2 1 0 1 2 3 4 5
10˚
110
60
Clockwise rotating engine

120 CYL A2, 5 TDC
Cyl A2 TDC
70
130
80
140
90
Fig 00-4 4600050445
Example: In this example of a clockwise rotating V engine, the fuel

timing is read to 10° for cylinder A2.
200343 Risk Reduction Appendix A
00A. Risk Reduction
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, e.g. gloves, hard hat, safety
glasses and ear protection must be used in all circumstances.
Missing, imperfect or defective safety equipment might cause seri-
ous personal injury or loss of life.
This appendix contains listed general identified hazards, hazardous
situations or events, which are to be noticed during normal opera-
tion and maintenance work.
Identified hazard,hazardous situation or Chapter of engine manual

event 3 4 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Dropping parts during maintenance work x x x x x x x x x x x x x x x
Turning device engaged during maintenance x x x x x x x x

work 1)
Crankcase safety expl. valves will open if crank- x x x
case explosion
Noise level x x x x x x x x x x x x x x x x
Running engine without covers x x x x x x x x x x
In case of major failure, risk of ejected parts x x x x x x x x
Contact with electricity during maintenance x x x x x x x

work if power not disconnected
Electrical hazard if grounding of electrical equip- x x x x x
ment is incorrect
Ejection of components / high pressure gas due x x x x x x x
to high firing pressures
Risk of ejected parts due to break down of turbo- x x
charger
Overspeed or explosion due to air-gas mixture in x x x
the charge air 2)
Ejection of fuel injector if not fastened and crank- x x x
shaft is turned
Engine rotating due to engaged gear box or x x x x x x x x
closed generator breaker during overhaul
Fire or explosion due to leakage on fuel / gas line x x x x x x
or lube oil system
Inhalation of exhaust gases due to leakage 3) x x x
Continues
00A - 1
Appendix A Risk Reduction 200343
Identified hazard,hazardous situation or Chapter of engine manual

event 3 4 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Inhalation of exhaust gas dust x x x x x x x
Explosion or fire if flammable gas/vapour is leak- x x

ing into the insulation box. 4)
Touching of moving parts x x x x x x x x x x x x x x x
High pressure hoses, risk of oil spray. x x x x x x x x x x x x 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/plant.
4)
Require proper ventilation and/or gas detector in the engine.
00A.1.1 General identified hazards, hazardous situ-

ations or events
00A.1.1.1 Hazards that may be due to moving parts

· Running engine without covers, coming in contact with mov-
ing parts,
· Touching pump parts during unintentional start of el. driven
pump motor,
· Charger starts to rotate due to draft if not locked during
maintenance,
· 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.1.1.2 Hazards that may be due to incorrect operating con-

ditions
· 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,
00A - 2
200343 Risk Reduction Appendix A
· 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 crank-
case explosion.
00A.1.1.3 Hazards that may be due to different leakages, break-
down or improper assembly of component
· Fuel or gas pipe will burst and spray fuel / gas,
· Leakage of:
— fuel in joints on low and/or high pressure side,
— lube oil,
— high pressure water on DWI engines,
— HT water,
— charge air,
— exhaust gas,
— pressurised air from air container, main manifold or pipes,
— high pressure gas and sealing oil on GD engines,
· Fire or explosion due to leakage on fuel line,
· Fire due to oil or fuel / gas leakage,
· Explosion or fire if flammable gas/vapour is leaking into the
insulation box,
· Inhalation of exhaust gases or fuel gases due to leakage,
· Failure of pneumatic stop,
· Ejected components due to:
— breakdown of hydraulic tool,
— breakdown of hydraulic bolt,
— breakdown of turbocharger,
— high firing pressures,
— major failure,
· Ejection of:
— pressurised liquids and gases from the block and pipings,
— high pressure fluid due to breakdown of hydraulic tool,
— gas due to high firing pressures,
— pressurised gases from high pressure gas system,
— high pressure fluid due to breakdown of HP sealing oil pipe,
— high pressure air during maintenance of oil mist detector main
air supply piping,
— cooling water or fuel/lube oil if sensor is loosened while the circuit
is pressurised,
— springs during maintenance work,
· Oil spray if running without covers,
· Ejection of fuel injector if not fastened and
— turning device engaged and turned.
— engine turning due to closed generator breaker/coupling
00A - 3
Appendix A Risk Reduction 200343
00A.1.1.4 Hazards that may be due to electricity or incorrect

connections of electricity
· Fire or sparks due to damage or short circuit in electrical
equipment,
· Contact with electricity during maintenance work if power not
disconnected,
· Electrical hazard if grounding of electrical equipment is incor-
rect,
· 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 elec-
trical connections,
· Incorrectly wired or disconnected emergency stop switch,
· Overload of control system components due to damaged
control circuitry or incorrect voltage,
· Engine not controllable if failure in the shutdown circuitry,
· Unexpected start up or overrun,
· Crankcase explosion if:
— engine not safeguarded at high oil mist levels, due to energy
supply failure,
— engine not (fully) safeguarded at high oil mist levels, due to failure
in oil mist detector circuitry,
— engine not (fully) safeguarded at high oil mist levels, due to
erratic electrical connector or leakage in pipe connection.
00A.1.1.5 Other hazards and hazardous situations where it’s es-

pecially important to use personal safety equipment
· Slip, trip and fall,
· Water additives and treatment products (see appendix 02A,
section 02A.4),
· Touching the insulation box, turbo-charger, pipes exhaust
manifold or (other) unprotected parts without protection dur-
ing 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 - 4
200640 Welding Precautions Appendix B
00B. Welding Precautions
00B.1 General Precautions
00B.1.1 Welding safety
Before start welding, it is important to read welding safety instruc-

tions and that the welder is instructed on its safe use by a qualified
teacher or welder.
00B.1.1.1 Hazards and precautions

Electrical shock can kill
· Insulate welder from workpiece and ground using dry insulation.
Rubber mat or dry wood.
· Wear dry, hole-free gloves. (Change as necessary to keep dry.)
· Do not touch electrically “hot” parts or electrode with bare skin or
wet clothing.
· If wet area and welder cannot be insulated from workpiece with dry
insulation, use a semiautomatic, constant-voltage welder or stick
welder with voltage reducing device.
· Keep electrode holder and cable insulation in good condition. Do not
use if insulation is damaged or missing.
Fumes and gases can be dangerous
· Use ventilation or exhaust to keep air breathing zone clear, comfort-
able.
· Use helmet and positioning of head to minimize fume in breathing
zone.
· Read warnings on electrode container and material safety data
sheet (MSDS) for electrode.
· Provide additional ventilation/exhaust where special ventilation re-
quirements exist.
· Use special care when welding in a confined area.
· Do not weld unless ventilation is adequate.
Welding sparks can cause fire or explosion
· Do not weld on containers which have held combustible materials.
Check before welding.
· Remove flammable materials from welding area or shield from
sparks, heat.
· Keep a fire watch in area during and after welding.
· Keep a fire extinguisher in the welding area.
· Wear fire retardant clothing and hat. Use earplugs when welding
overhead.
00 - 1
Appendix B Welding Precautions 200640
Arc rays can burn eyes and skin

· Select a filter lens which is comfortable for you while welding.
· Always use helmet when welding.
· Provide non-flammable shielding to protect others.
· Wear clothing which protects skin while welding
Confined space
· Carefully evaluate adequacy of ventilation especially where elec-
trode requires special ventilation or where gas may displace breath-
ing air.
· If basic electric shock precautions cannot be followed to insulate
welder from work and electrode, use semiautomatic, constant-volt-
age equipment with cold electrode or stick welder with voltage
reducing device.
· Provide welder helper and method of welder retrieval from outside
enclosure.
General work area hazards
· Keep cables, materials, tools neatly organized.
· Connect work cable as close as possible to area where welding is
being performed. Do not allow alternate circuits through scaffold
cables, hoist chains, or ground leads.
· Use only double insulated or properly grounded equipment.
· Always disconnect power to equipment before servicing.
Gas cylinders
· Never touch cylinder with the electrode.
· Keep cylinder upright and chained to support
00 - 2
00B.1.2 Main principles:
· Prevent uncontrolled current loops

· Prevent radiation
· Prevent sparkles flying around
· If convenient, disconnect all global signals like power supply, data
communication etc.
00B.1.2.1 Preventing uncontrolled current loops

Welding current path must always be checked, there should be a
straight route from the welding point back to the return connection
of the welding apparatus.
The main current is always going where it meets the lowest resis-
tance, in certain cases the return current can therefore go via
grounding wires and electronics in the control system.
To avoid this, the distance between the welding point and the return
connection clamp of the welding apparatus should always be
shortest possible and without electronic components in the return-
ing loop path.
Attention must be paid to the connectivity of the return connection
clamp, a bad contact might also cause sparkles and radiation.
00B.1.2.2 Preventing Radiation

The welding current and the arc is emitting a wide spectrum of
electromagnetic radiation. This might cause damages on sensitive
electronic equipment.
To avoid these damages all cabinets and terminal boxes must be
kept closed during the welding. Sensitive equipment can also be
protected by means of shielding with a conductive metal plate.
Also avoid having the cables of the welding apparatus going in
parallel with wires and cables in the control system. The high welding
current is easily inducting secondary currents in other conductive
materials.
00B.1.2.3 Preventing damage due to sparkles

Welding produces sparks. Few materials withstand the heat from
these sparkles. Therefore all cabinets and terminal boxes should be
kept closed during the welding. Sensors, actuators, cables and
other equipment on the engine must be properly protected.
Sparkles can also be a problem after they have cooled down, i.e.
causing short circuits, sealing problems etc.
00 - 3
00B.2 Precaution checklists
00B.2.1 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
sparkles with a proper metal sheet.
00B.2.2 WECS 2000 checklist

in the vicinity of a WECS 2000 control system:
· Open all terminal fuses (F1- FX) in the cabinet.
· Close the covers of the cabinet and all the distributed units.
· Deactivate the system by disconnecting all external connectors
(X1...X6).
00B.2.3 WECS 3000 checklist

in the vicinity of a WECS 3000 control system:
(X1...X5).
· 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.
sparkles with proper metal sheet.
00B.2.4 WECS 7000/8000 checklist

in the vicinity of a WECS 7000 or 8000 control system:
(X1...X6).
· If the welding point is close to (approximately within a radius of 2 m)
an electronic module disconnect all connectors of the unit.
00 - 4
· If an electronic module is connected through a CIB (Connection

Interface Box) then open the CIB cover and disconnect all connec-
tors of the unit and close cover again.
· Close the covers of the cabinet
· If engine equipped with harness: Disconnect the interconnections
between the harnesses and the cabinet.
· If convenient, protect harnesses, cables, sensors and other equip-
ment from sparkles with a proper metal sheet.
00B.2.5 UNIC Precautions checklist

in the vicinity of a UNIC control system:
· Deactivate the system by disconnecting all external connectors from
the PDM-10 or PDM-20 (X11, X12) and from the external interface
connectors (XM#).
· If the welding point is close to (approximately within a radius of 2 m)
an electronic module (IOM-10, MCM-10, CCM-20 etc.) disconnect
all connectors of the unit
00 - 5
00 - 6
50-200633-05 Main Data, Operating Data and General Design
01. Main Data, Operating Data and

General Design
01.1 Main data for Wärtsilä® 50DF
Cylinder bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 mm

Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 580 mm
Piston displacement per cylinder . . . . . . . . . . . . . . . . . . . . . . 113.9 l
Firing order
Engine Clockwise rotation Counter-clockwise rotation
type
6L50 1-5-3-6-2-4 1-4-2-6-3-5
8L50 I: 1-3-2-5-8-6-7-4 I: 1-4-7-6-8-5-2-3
II: 1-6-2-4-8-3-7-5 II: 1-5-7-3-8-4-2-6
9L50 I: 1-2-4-6-8-9-7-5-3 I: 1-3-5-7-9-8-6-4-2
II: 1-7-4-2-8-6-3-9-5 II: 1-5-9-3-6-8-2-4-7
12V50 A1-B1-A5-B5-A3-B3- A1-B4-A4-B2-A2-B6-
A6-B6-A2-B2-A4-B4 A6-B3-A3-B5-A5-B1
16V50 A1-B1-A3-B3-A2-B2-A5-B5- A1-B4-A4-B7-A7-B6-A6-B8-
A8-B8-A6-B6-A7-B7-A4-B4 A8-B5-A5-B2-A2-B3-A3-B1
18V50 A1-B8-A7-B6-A4-B3-A2-B9-A8- A1-B2-A5-B4-A9-B7-A3-B1-A6-
B5-A6-B1-A3-B7-A9-B4-A5-B2 B5-A8-B9-A2-B3-A4-B6-A7-B8
Normally the engine rotates clockwise.
Note! The engine specific firing order can be found in “Setting table” of
Test run reports in file “Technical documents”.
Lubricating oil volume in the engine (litres)

Engine type 6L50 8L50 9L50 12V50 16V50 18V50
Dry sump 250 330 370 370 490 550
Wet sump See section “Lubricating oil level” in chapter 18.
Approx. cooling water volume in the engine (litres)

Engine type 6L50 8L50 9L50 12V50 16V50 18V50
HT 950 1350 1500 1700 2100 2600
LT 100 100 100 200 200 200
W50DF 01 - 1
Main Data, Operating Data and General Design 50-200633-05
01.2 Recommended operating data

Apply to normal operation at nominal speed.
Normal values Limits

Alarm Stop
Temperatures, (°C)
Lubricating oil before engine 60 - 65 70 80 (xx)
Lubricating oil temp. increasing, after engine 10 - 15
HT water after cylinders 82 105 105(xx)
110
HT temperature range before engine 70 - 75
HT water temperature, rise over 8 - 12
turbocharger (only VTR- and Napier-
chargers)
HT temperature after charge air cooler 91
LT water before engine 25 - 38
Charge air in air receiver 45 - 55 65 75(xx)
Exhaust gas after cylinder See test records 550 580(xx)
Exhaust gas after cylinder,
temperature deviation from average ±80
Preheating of HT water 74
Gas before engine 0 - 50
Gauge pressures (bar)
Lube oil before engine 4,0 3,5 2,5
Lube 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 2,5+static pressure, 1,0+static 0,5+static
max. 5,3 bar G (x) press. press.(xx)
LT water before charge air cooler 2,5+static pressure, 1,0+static
max. 5,3 bar G (x) pressure
Gas before engine 4,3 - 8,0
Fuel before engine 7-9 4,0
Pressure before pilot fuel pump 4-8
Starting air max. 30 18
Charge air See test records
Other pressures (bar)
Firing pressure See test records
(x)
Depending on speed and installation.
(xx)
Load reduction -20% at loads over 60%.
01 - 2 W50DF
01.3 Reference conditions

Reference conditions according to ISO 3046-1 (2002):
Air pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 kPa (1.0 bar)
Ambient temperature . . . . . . . . . . . . . . . . . . . . . . . . . . 298 K (25°C)
Relative air humidity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 %
Cooling water temperature of charge air cooler . . . . . 298 K (25°C)
In case the engine power can be utilized under more difficult conditions
than those mentioned above, it will be stated in the sales documents.
Otherwise, the engine manufacturer can give advice about the correct
output reduction. As a guideline additional reduction may be calculated
as follows:
Reduction factor = (a + b + c) %
a = 0.5 % for every °C the ambient temperature exceeds the stated

value in the sales documents.
b = 1 % for every 100 m level difference above stated value in the sales
documents.
c = 0.4 % for every °C the cooling water of the charge air cooler exceeds
the stated value in the sales documents.
W50DF 01 - 3
01.4 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 under-
slung. The main bearing cap is supported by two hydraulically ten-
sioned main bearing screws and two horizontal side screws.
The cooling water header is cast into the engine block. The crankcase
covers, made of light metal, seal against the engine block by means of
rubber sealings.
The lubricating oil sump is welded.
The cylinder liners are designed with high collars and drilled cooling
holes. The cooling effect is optimized to give the correct temperature of
the inner surface.
The liner is provided with an anti-polishing ring in the upper part of
the bore to eliminate the risk of bore polishing.
The main bearings are tri-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 is balanced by counter-
weights as required.
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 of tri-metal type.
The piston ring set in the Wärtsilä® 50DF engines consist of two
chromium-plated compression rings and one spring loaded oil scraper
ring with chromium-plated edges.
In the older engines the piston ring set consists of three chrome-plated
compression rings and one chrome-plated, spring-loaded oil scraper
rings.
The 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 optimal shaker effect. Part of the oil going to the
cooling space is led to piston skirt lubrication through nozzles situated
in the piston.
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 hyd-
raulically tensioned screws. The head is of the double deck design and
cooling water is forced from the periphery towards the centre giving
efficient cooling in important areas.
The inlet valves are 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
or gas.
The seat rings, made of a corrosion and pitting resistant material, are
changeable.
01 - 4 W50DF
The camshafts are made up from one-cylinder pieces with integrated

cams. The bearing journals are separate pieces and thus it is possible
to remove a camshaft piece sideways.
The injection pumps have integrated roller followers and can be
changed by adjusting the base measure with the tappet screw. The
pumps and piping are located in a closed space, so called “hot box”, for
heavy fuel operation.
The charge air cooler is designed for easy maintenance and
equipped with water separator (= water mist catcher).
The internal lubricating oil system is provided with a welded oil
sump, lubricating oil connections and a centrifugal type filter.
The starting system. The air supply into the cylinders is controlled
by the starting air distributor run by the camshaft.
W50DF 01 - 5
Cross-section of Wärtsilä® 50DF, in-line engine
Fig 01-1 500101
01 - 6 W50DF
Cross-section of Wärtsilä® 50DF, V-engine
Fig 01-2 500102
W50DF 01 - 7
01 - 8 W50DF
32-200305-02 Fuel, Lubricating Oil, Cooling Water
02. Fuel, Lubricating Oil, Cooling Water
02.1 Fuel
02.1.1 General
The engine is designed to operate on natural gas as a main fuel and

light fuel oil as a pilot fuel. The maximum limits of natural gas and
light fuel oil for a certain engine are stated in the documentation
delivered with the engine.
02.1.2 Gas quality
The Wärtsilä®32DF/50DF engines are designed for running on natural

gas qualities according to the following specification:
Gas quality, maximum limits

32DF: Lower Heating Value LHV 1), min. 24 MJ/m3N
W 50DF: Lower Heating Value LHV 1), min. 28 MJ/m3N
Methane Number (MN), min. 80
Methane content CH4, min. 70 vol. %
Hydrogen sulphide H2S 2) 0.05 vol. %
Hydrogen 3 vol. %
Water and hydrocarbon condensates be-
fore the engine not allowed
Ammonia 25 mg/m3N
Chlorine + Fluorine 50 mg/m 3N
Particles or solids content *) 50 mg/m3N
Particles or solids size*) 5 mm
Gas inlet temperature 0 - 50 °C
*) Content of gas in engine inlet
1) Lower Heating Value corresponds to the energy content of the

gas. If the LHV is lower than specified above, the engine output has to
be adjusted or a higher gas pressure to the engine is needed.
Methane Number is a scale for evaluation of the knock resistance of

the fuel. A higher number means better knock resistance. If the
components of the fuel gas are known, the methane number can be
calculated. Heavier hydrocarbons as ethane, propane and butane tend
to lower the methane number and special care should be taken if the
gas contains even small portions of butane and heavier hydrocarbons.
If the methane number does not match with the requirements, the
engine should be derated according to Fig 02-1.
32DF/W 50DF 02 - 1
Fuel, Lubricating Oil, Cooling Water 32-200305-02
Derating curve for methane number
Max. Engine Load (%)

110
100
90
80
70
60
50
30 40 50 60 70 80 90 100 110
Methane Number
Fig 02-1 3202589552
Carbon dioxide and nitrogen will increase the methane number.
2) Hydrogen contents above 3 vol-% must be agreed on case by case

basis.
Hydrogen sulphide, H2S may cause corrosion on the gas handling
equipments.
Particles can be the reason for improper sealing and function of the
gas handling equipments. The gas regulating unit should contain a
suitable filter.
NOTE! During dismantling and assembly of the gas components, special

care should be taken in order to avoid foreign particles entering the
gas system.
02 - 2 32DF/W 50DF
02.1.3 Pilot fuel quality
The Wärtsilä®32DF/50DF engines are designed to operate on light fuel

as a pilot fuel according to the following specification.
Pilot fuel characteristics, maximum limits

Kinematic viscosity cSt at 40 °C 11.0
32DF: Kinematic viscosity, min. cSt at engine inlet 1.5
W 50DF: Kinematic viscosity, min. cSt at engine inlet 2.8
Kinematic viscosity, max.bef. cSt 24.0
injection pumps
Density kg/m3 at 15 °C 900
Flash point, min. (PMCC) °C 60
Pour point °C 6
Sulphur mass-% 2.0
Carbon residue (micro method) mass-% 0.30
Ash mass-% 0.01
Sediment mass-% 0.07
Water, before engine vol-% 0.3
Cetane number, min. 35
The limits above correspond to the demands:

· ISO 8217:1996 (E), ISO-F-DMX, DMA and DMB
The fuel characteristics’ limits for a specific engine may differ from the
numbers above. The valid values are stated in the sales contract. If the
values in the sales contract are exceeded during the warranty period,
the engine warranty is not valid anymore.
32DF/W 50DF 02 - 3
02.2 Lubricating oil
02.2.1 System oil characteristics, continuous natural

gas operation
Viscosity. Viscosity class SAE 40.

Viscosity Index (VI). Min.95.
Alkalinity (BN). Lubricants with a BN of 4 - 7 mg KOH/g have to be
used.
Sulphated ash level. The content of sulphated ash in gas engine
lubricants is a very important property. Too high ash content can cause
preignition and knocking, while too low ash content can lead to in-
creased valve wear. Low ash lubricants with sulphated ash levels of
0.3 - 0.6 w-% must be used.
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.
Base oils. Use of virgin base oils is only allowed, i.e. recycled or
re-refined base oils are not allowed.
02.2.2 System oil characteristics, continuous liquid fuel

operation or periodical operation on natural gas
and light fuel oil as a main fuel
Viscosity. Viscosity class SAE 40.

Viscosity Index (VI). Min.95.
Alkalinity (BN). Liquid fuel always contains some sulphur and because
of that higher BN in lubricating oil compared to natural gas operation
is required. The required lubricating oil alkalinity in LFO operation is
tied to the fuel specified for the engine, which is shown in the table
below.
Additionally, the recommended lubricating oil BN depends on the mode

of operation (periodic operation with natural gas and LFO vs. continuous
02 - 4 32DF/W 50DF
operation with LFO): If gas oil or marine diesel oil is continuously used
as fuel, lubricating oil with a BN of 10-20 is recommended to be used.
In periodic operation with natural gas and light fuel oil lubricating oil
with a BN of 10-15 is recommended.
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 - 15
1)
2)
CIMAC 1990 DX, DA 10 - 20
ISO 8217: 1996(E) ISO-F-DMX, DMA
ASTM D 975-94 GRADE 4D
B BS MA 100:1996 DMB 15
1)
2)
CIMAC 1990 DB 15 - 20
ISO 8217: 1996(E) ISO-F-DMB
1)
Periodic operation with natural gas and light fuel oil as a main fuel.
2)
Continuous operation with light fuel oil as a main fuel.
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 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.
Base oils. Use of virgin base oils is only allowed, i.e. recycled or
re-refined base oils are not allowed.
02.2.3 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 ap-
proved for use in Wärtsilä®32DF/50DF engine 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.
32DF/W 50DF 02 - 5
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.
02.2.4 Maintenance and control of the lubricating oil
Systems equipped with lubricating oil separators:

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.
Note! The separator should run always when the engine is running.
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.)
02 - 6 32DF/W 50DF
All systems:
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.
To be representative of the oil in circulation, the sample should be
taken with the engine in operation at the sampling cock located
immediately after the oil filter on the engine, in a clean container
holding 0.75 - 1 litre. Take samples before, not after adding new oil to
compensate for consumption. Before filling the container, rinse it with
the oil from which the sample is to be taken.
In order to make a complete assessment of the condition of the oil in
service, the following details should be furnished with the sample:
Installation, engine number, oil brand, engine operating hours, num-
ber of hours the oil has been in use, where in the system sample was
drawn, type of fuel, any special remarks. Oil samples with no informa-
tion except installation and engine number are close to valueless.
c) When estimating the condition of the used oil, the following proper-
ties should be observed. Compare with guidance values (type analysis)
for new oil of the brand used.
In continuous natural gas operation, in periodic operation with

natural gas and light fuel oil and in continuous light fuel operation:
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
50% 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.
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). The minimum allowable BN value of a used oil is
50 % of the nominal value of a new oil.
TAN (Total Acid Number). Should not increase by more than
2.5 mg KOH/g compared to nominal value of a new oil.
Insolubles. The quantity allowed depends on various factors. The oil
supplier’s recommendations should be followed. However, an n-Pentan
insoluble value above 0.5 w-% calls for attention. A value higher than
1.0 w-% cannot be accepted for longer periods.
Additionally, in continuous natural gas operation:
TAN (Total Acid Number). Should not increase by more than 2.5 mg
KOH/g compared to the nominal value of a new oil.
32DF/W 50DF 02 - 7
Nitration and oxidation. If nitration level exceeds 20 Abs/cm and/or

oxidation level exceeds 25 Abs/cm, oil must be changed.
In general it can be said that the changes in the analysis give a better
basis of estimation than the absolute value. Fast and great changes
may indicate abnormal operation of the engine or of a system.
d) 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.
e) 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.
It is recommended 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.
02 - 8 32DF/W 50DF
02.2.5 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 a 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.
02.2.6 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 is 500 h service for normal mineral oils, 1 500 h
service for special mineral oils and 2 500 h service for synthetic
lubricating oils.
32DF/W 50DF 02 - 9
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.
02.2.7 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.
02.3 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!
02 - 10 32DF/W 50DF
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.
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 02-2 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 corrosion rate.
32DF/W 50DF 02 - 11
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 02-3. 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, chloride &
sulphate contents, etc. in the cooling water.
The table below shows shows examples of the most common cooling
water additive types.
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 - 12 32DF/W 50DF
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.
32DF/W 50DF 02 - 13
02 - 14 32DF/W 50DF
200507 Environmental Hazards Appendix A
02A. Environmental Hazards
02A.1 General
Fuel oils, lubricating oils and cooling water additives are environ-
mentally 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.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, like sparks from static electricity

for example.
· Avoid breathing evaporated fumes (may contain hydrogen
sulphide, etc.) during pumping and opening of storage tanks
for example. Use gas mask if necessary.
· The handling and storage temperatures must not exceed the
flash point of the product. Should be stored in tanks or con-
tainers designed for flammable fluids.
· Must not be let into the sewage system, water systems or onto
the ground.
· Methane may during long-term storage be formed in tanks,
due to bacterial activities. Risk of explosions during unloading
or storage tank opening for example.
· Cloths, paper or any other absorbent material used to soak up
spills are fire hazards. Do not allow these to accumulate.
· Waste that contains the product is hazardous and has to be
disposed of according to directives issued by the local or
national environmental authorities. Collection, regeneration
and burning should be handled by authorized disposal plants.
02A - 1
Appendix A Environmental Hazards 200507
02A.2.2 Personal protection equipment
· Respiratory organs protection: Oil mist: Use respirator, com-

bined particle and gas filter. Evaporated fumes (hydrogen
sulphide, etc.): Use respirator, inorganic gas filter.
· Hands protection: Strong, heat and hydrocarbon resistant
gloves (nitrile rubber for example).
· Eye protection: Wear goggles if splash risk exists.
· Skin and body protection: Wear facial screen and covering
clothing as required. Use safety footwear when handling bar-
rels. 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. In-
halation 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 medi-
cal advice.
Note! Complete safety data sheets for the specific products used at your
installation should be available from the fuel oil delivering com-
pany.
02A - 2
02A.3 Natural gas

Natural gas is non-toxic and will not harm anyone breathing in the
low concentrations near minor fuel leaks. Heavy concentrations,
however, can cause drowsiness and eventual suffocation.
In a gas engine installation, gas may cause danger situations in
some cases. The most serious situations are caused by gas leaks into
the engine room, gas fires and gas explosions caused by unburned
gas in the exhaust system.
If a gas explosion occurs, it is important to protect people, equip-
ment and environment from damages. Damages are caused by
shock wave and burning effect of the expanding and partly burning
gases. Damages can be avoided by preventing pressure build up
in equipment and guiding the released pressure to an open area.
Read the Gas Safety Manual that can be found at the end of
chapter 03 for gas engine installations.
02A.4 Lubricating oils

Fresh lubricating oils normally present no particular toxic hazard, but
all lubricants should always be handled with great care. Used
lubricating oils may contain significant amounts of harmful metal
and PAH (polyaromatic hydrocarbons) compounds. Avoid pro-
longed or repetitive contact with the skin. Prevent any risk of splash-
ing 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 contami-
nation.
02A.4.1 Handling
· Ensure adequate ventilation if there is a risk of release of

vapours, mists or aerosols. Do not breathe vapours, fumes or
mist.
· Keep away from flammable materials and oxidants.
· Keep away from food and drinks. Do not eat, drink or smoke
while handling.
· Use only containers, piping, etc. which are resistant to hydro-
carbons. Open the containers in well ventilated surroundings.
· Immediately take off all contaminated clothing.
· Empty packaging may contain flammable or potentially ex-
plosive vapours.
· Cloths, paper or any other absorbent material used to recover
spills are fire hazards. Do not allow these to accumulate. Keep
waste products in closed containers.
· Waste that contains the product is hazardous and has to be
disposed of according to directives issued by the local or
02A - 3
national environmental authorities. Collection, regeneration

and burning should be handled by authorized disposal plants.
· Hand protection: Impermeable and hydrocarbon resistant

gloves (nitrile rubber for example).
· Eye protection: Wear goggles if splash risk exists.
· Skin and body protection: Wear facial screen and covering
clothing as required. Use safety footwear when handling bar-
rels. Wear protecting clothes if hot product is handled.
· Inhalation of fumes: Move victim to fresh air, keep warm and

lying still.
· Skin contact: Wash immediately with plenty of water and soap
or cleaning agent. Do not use solvents (the oil is spread and
may be absorbed into the skin). Remove contaminated cloth-
ing. 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 sus-
pected (during vomiting for example) seek medical advice
immediately.
installation should be available from the lubricating oil manufac-
turer or your local dealer.
02A.5 Cooling water additives, nitrite based
The products are toxic if swallowed. Concentrated product may

cause serious toxic symptoms, pain giddiness and headache. Sig-
nificant 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.5.1 Handling
· Avoid contact with skin and eyes.
02A - 4
· 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.
· Skin and body protection: Use protective clothing and take
care to minimize splashing. Use safety footwear when handling
barrels.
· Inhalation: In the event of over exposure to spray mists move

victim to fresh air, keep warm and lying still. If effects persists,
seek medical advice.
· Skin contact: Wash immediately with plenty of water and
soap. Remove contaminated clothing. If irritation persists, seek
medical advice.
· Eye contact: Rinse immediately with plenty of clean water and
seek medical advice. If possible, keep rinsing until eye special-
ist has been reached.
· Ingestion: Rinse mouth with water. Drink milk, fruit juice or
water. Do not induce vomiting without medical advice. Imme-
diately 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 - 5
02A.6 Fly ashes and exhaust gas dust contami-

nated components
When handling the fly ashes, exhaust gas dusts and when working
inside the exhaust gas system or when handling any component
contaminated with exhaust gas dust, at least the following minimum
precautions and safety procedures must be applied:
Note! Inhaling, eye contacts, skin contacts and swallowing of fly ashes
and dusts must be avoided.
Employees must be required to study the safety instructions before

they start to overhaul the exhaust gas system or engine components
that have been in contact with exhaust gases.
Note! Spreading and spillage of the fly ashes and dusts to the environment
must be avoided.
When opening the manholes of the exhaust gas system and spe-
cially the SCR avoid spreading the dust in the surrounding area.
During replacement of components in the exhaust gas system and
during handling as well as during normal operation of the system,
dust spreading must be avoided.
Appropriate flue gas dust spillage disposal instructions must be
applied. The dusts collected from the exhaust gas system must be
considered as hazardous waste and must be treated according to
the local regulations and legislation.
· Respiratory organs protection: Toxi particles: Use P3 filter respi-

rator or for work inside the SCR or other places in the exhaust
gas system, where the dust concentration is high, a respiration
mask with fresh filtered compressed air supply is recom-
mended.
· Hands protection: Gloves.
· Eye protection: Wear goggles.
· Skin and body protection: Wear covering clothing.
Also when machining or cleaning engine components that have
been in contact with exhaust gases, proper protection according
to the above must be used.
Consideration must also be given to whether the ventilation is
suitable for collecting dust from the machining and cleaning of the
components.
02A - 6
· Inhalation of ashes: Move victim to fresh air, keep warm and

lying still. Give oxygen or mouth to mouth resuscitation as
needed. Seek medical advice after significant exposures.
· Skin contact: Hot ash on the skin should be cooled immedi-
ately with plenty of cold water. Wash immediately with plenty
of water and soap. Do not use solvents, the ash is spread and
may be absorbed into the skin. Remove contaminated cloth-
ing. 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 medi-
cal advice.
02A.7 Lead in bearings

Lead has valuable lubricating properties and therefore it is incorpo-
rated into many bearing alloys.
The bearings in Wärtsilä engines consists of lead and are therefore
a toxic hazardous waste. Lead containing bearings that are not
used anymore must be wasted according to local waste disposal
plant instructions.
02A - 7
02A.8 Fluoride rubber products
02A.8.1 Handling instructions - normal sealing applica-

tions
In normal sealing applications the use of fluoride rubber products

does not cause any health hazards. The handling of products, e.g.
installation and service, can be made without any risk – provided
that normal industrial hygiene is applied.
02A.8.2 Handling instructions in case of overheated

seats and valve blow-by
When changing O-rings, for instance after a valve blow-by, opera-

tors handling the remains of burnt fluoride rubber must wear im-
penetrable acidproof gloves to protect the skin from the high
corrosive remains. Appropriate glove materials are neoprene or
PVC. All liquid state remains must be considered to be extremely
corrosive.
Neutralisation of the remains can be done by using large amounts
of calcium hydroxide solution (lime water). Used gloves must be
disposed off.
02A.8.2.1 Use of fluoride rubber products at temperature above

275 °C (527 °F)
Fluoride rubber can be used in most applications (up to 275 °C)
without any substantial degradation or health hazard. Use of or test
of fluoride rubber at temperatures above 275 °C must be avoided.
If the material, in spite of above recommendations, is exposed to
higher temperatures, or in case of an accident, there is a risk that
the temperature will rise out of control.
02A.8.3 Special conditions
02A.8.3.1 Grinding dust

Dust and particles which originates from grinding or abrasion (wear)
of fluoride rubber can cause the formation of toxic degradation
products when burned (incinerated). Smoking must therefore be
prohibited in areas where there is fluoride rubber dust and particles
present.
02A.8.3.2 Fire
In case of a fire, burning fluoride rubber can cause the formation of
toxic and corrosive degradation products (e.g. hydrofluoric acid,
carbonyl fluoride, carbon monoxide and carbon fluoride fragments
of low molecular weight)
Burning (incineration) of fluoride rubber is allowed only when using
approved incinerators equipped with gas emission reduction sys-
02A - 8
tems.
02A.8.3.3 Decontamination
Operators handling the remains of burnt fluoride rubber must wear
impenetrable acid-proof gloves to protect the skin from the high
corrosive remains of burnt fluoride rubber. Appropriate glove ma-
terials are neoprene or PVC. All liquid state remains must be consid-
ered to be extremely corrosive.
· Hand protection: impenetrable acidproof gloves (neoprene

or PVC).
· Inhalation protection: breathing mask.
· Inhaling: Move the patient from the danger zone. Make sure
that he blows his nose. Consult medical personnel.
· Eye contact: Rinse immediately with water. Contact medical
personnel.
· Skin contact: Rinse immediately with water, put a 2%-solution
of calcium gluconate gel on the exposed skin. If calcium
gluconate-gel is not available, continue to rinse with water.
Contact medical personnel.
02A - 9
02A - 10
LUBRICATING OIL REQUIREMENTS AND
 Wärtsilä Finland Oy
Finland QUALITY
This doc is the property of Wärtsilä Finland Oy and shall neither be copied, shown or communicated to a third party without the consent of the owner.
K. Juoperi /
Subtitle Product Made 06.03.2000 Page Document No Rev
J. Norrgård
®
Wärtsilä 32DF
Installation Manual Wärtsilä® 34DF Appd. 12.10.2000 U. Åstrand 1 (12) 4V92A1051 k
Wärtsilä® 50DF
Changed by: K. Juoperi / M.
Revised date: 23.10.2007 Approved by: U. Åstrand D-message No.: 136436
Toija
REQUIREMENTS AND OIL QUALITY

LUBRICATING OIL REQUIREMENTS AND QUALITY FOR WÄRTSILÄ®
32DF, WÄRTSILÄ® 34DF AND WÄRTSILÄ® 50DF ENGINES
1. CONTINUOUS NATURAL GAS OPERATION
1.1 FRESH LUBRICATING OIL REQUIREMENTS
Viscosity
Viscosity class SAE 40
Viscosity Index (VI)

Min. 95
Alkalinity (BN)
Lubricating oils with BN of 4-7 mg KOH/g shall be used, if possible. However, in practise,
especially on marine installations it can be difficult to guarantee whether natural gas as a
main fuel is possible to use continuously. In such cases also lubricating oils with 10 – 20 mg
KOH/g designed for distillate fuel operation can be used.
Sulphated ash level

The content of sulphated ash in gas engine lubricating oils is a very important property. Too
high ash content can cause preignition and knocking, while too low ash content can lead to
increased valve wear. Low ash lubricating oils have sulphated ash level of max. 0.6 % m/m
and shall be used, if possible, see Alkalinity here above. BN 10 – 20 lubricating oils have
typically sulphated ash content of 1,2 – 2,5 % m/m.
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.
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
Page Document No Rev
2 (12) 4V92A1051 k
Base oils
Use of virgin base stocks is only allowed, i.e. recycled or re-refined base oils are not
allowed.
1.2 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. 50% increase
max. 25% increase
Water % V/V max. 0.30 ASTM D 95 or D 1744
Base Number mg KOH/g max. 50% depletion ASTM D 2896
Total Acid Number mg KOH/g max. 2.5 mg KOH/g ASTM D 664
increase
Insolubles % m/m in n-Pentane max. 1.0 ASTM D 893b
Flash point, PMCC °C min. 170 ASTM D 93
Flash point, COC °C min. 190 ASTM D 92
Oxidation Abs/cm max. 25 IR
Nitration Abs/cm max. 20 IR
1.3 APPROVED LUBRICATING OIL QUALITIES FOR W 32DF, W 34DF AND W 50DF
ENGINES
In addition to continuous natural gas operation, the below mentioned lubricating oils can
also be used during short operating periods on periodical natural gas / LFO operation. See
the details in the chapter 2.4.
SUPPLIER BRAND NAME VISCOSITY BN SULPHATED

ASH (% m/m)
BP Energas NGL SAE 40 4.5 0.45
Castrol Duratec L SAE 40 4.5 0.45
Chevron (Texaco) Geotex LA SAE 40 5.2 0.45
HDAX Low Ash Gas SAE 40 4.2 0.50
Engine Oil SAE 40
ExxonMobil Pegasus 705 SAE 40 5.3 0.49
Pegasus 805 SAE 40 6.2 0.50
Pegasus 905 SAE 40 6.2 0.49
Pegasus 1 SAE 40 6.5 0.49
Idemitsu Kosan Apolloil GHP 40L SAE 40 4.7 0.45
Co. Ltd.
3 (12) 4V92A1051 k
SUPPLIER BRAND NAME VISCOSITY BN SULPHATED

ASH (% m/m)
Petro-Canada Sentron 445 SAE 40 4.7 0.40
Shell Mysella LA 40 SAE 40 5.2 0.45
Mysella XL 40 SAE 40 4.5 0.50
Total Nateria X 405 SAE 40 5.2 0.45
The table here below includes BN 10 – 20 lubricating oils, which have to be used on DF
engines, if continuous operation on natural gas can not be guaranteed and the running
hours on LFO are exceeding the allowed limits for the use of low ash gas engine oils
included in chapter 2.4, but on the other hand these products can be used as well, even if
the a.m. limits will not be exceeded.
SUPPLIER BRAND NAME VISCOSITY BN

BP Energol HPDX 40 SAE 40 12
Energol IC-HFX 204 SAE 40 20
Castrol HLX 40 SAE 40 12
MHP 154 SAE 40 15
Seamax Extra 40 SAE 40 15
TLX Plus 204 SAE 40 20
Chevron (Texaco Delo 1000 Marine 40 SAE 40 12
+ Caltex + FAMM) Delo 2000 Marine 40 SAE 40 20
Taro 12 XD 40 SAE 40 12
Taro 20 DP 40 SAE 40 20
ExxonMobil Delvac 1640 SAE 40 12
Mobilgard ADL 40 SAE 40 15
Mobilgard 412 SAE 40 15
Mobilgard 1 SHC SAE 40 15
Indian Oil Servo Marine 1040 SAE 40 10
Corporation Servo Marine 2040 SAE 40 20
Petrobras Marbrax CCD-410-AP SAE 40 12
Marbrax CCD-415 SAE 40 15
Marbrax CCD-420 SAE 40 20
Shell Gadinia Oil 40 SAE 40 12
Statoil MarWay 1040 SAE 40 10.6
Total / Lubmarine Disola M 4015 SAE 40 14
Disola M 4020 SAE 40 20
2. CONTINUOUS LIGHT FUEL OIL OPERATION OR PERIODIC

OPERATION WITH NATURAL GAS AND LIGHT FUEL OIL
Viscosity

Min. 95
4 (12) 4V92A1051 k
Alkalinity (BN)
Liquid fuel always contains some sulphur and because of that higher BN in lubricating oil
compared to natural gas operation is required. The required lubricating oil alkalinity in
LFO operation is tied to the fuel specified for the engine, which is shown in the table
below.
FUEL STANDARDS AND LUBRICATING OIL REQUIREMENTS

ASTM D 975-01, GRADE NO. 1-D, 2-D
A BS MA 100: 1996 DMX, DMA 10 - 20
CIMAC 2003 DX, DA
ISO 8217: 2005(E) ISO-F-DMX, DMA
BS MA 100: 1996 DMB
B CIMAC 2003 DB 15 - 20
ISO 8217: 2005(E) ISO-F-DMB
If the installation is equipped with either a SCR or oxidation catalyst, lubricating oil with
lower BN decreases the risk of fouling and may result in longer maintenance intervals of the
catalyst.
Additives
prevent deposit formation on internal engine parts (piston cooling gallery, piston ring zone
and bearing surfaces in particular).
Base oils
allowed.
5 (12) 4V92A1051 k

max. 45% increase
max. 25% increase
Base Number mg KOH/g max. 50% depletion ASTM D 2896
Flash Point, PMCC °C min. 170 ASTM D 93
Flash Point, COC °C min. 190 ASTM D 92
ENGINES
If in addition to natural gas also light fuel oil (LFO, MGO, MDO) is used either continuously
or periodically as fuel, lubricating oils with a BN of 10-20 have to be used. If only short
periods at a time on LFO are operated, low ash gas engine oils listed in the chapter 1.3 can
also be used. Allowed running periods are mentioned in the chapter 2.4.
SUPPLIER BRAND NAME VISCOSITY BN FUEL

CATEG.
BP Energol HPDX 40 SAE 40 12 NG,A
Energol IC-HFX 204 SAE 40 20 NG,A,B
Castrol HLX 40 SAE 40 12 NG,A
MHP 154 SAE 40 15 NG,A,B
Seamax Extra 40 SAE 40 15 NG,A,B
TLX Plus 204 SAE 40 20 NG,A,B
Chevron (Texaco Delo 1000 Marine 40 SAE 40 12 NG,A
+ Caltex + FAMM) Delo 2000 Marine 40 SAE 40 20 NG,A,B
Taro 12 XD 40 SAE 40 12 NG,A
Taro 20 DP 40 SAE 40 20 NG,A,B
ExxonMobil Delvac 1640 SAE 40 12 NG,A
Mobilgard ADL 40 SAE 40 15 NG,A,B
Mobilgard 412 SAE 40 15 NG,A,B
Mobilgard 1 SHC SAE 40 15 NG,A,B
Indian Oil Servo Marine 1040 SAE 40 10 NG,A
Corporation Servo Marine 2040 SAE 40 20 NG,A,B
Petrobras Marbrax CCD-410-AP SAE 40 12 NG,A
Marbrax CCD-415 SAE 40 15 NG,A,B
Marbrax CCD-420 SAE 40 20 NG,A,B
Shell Gadinia Oil 40 SAE 40 12 NG,A
Statoil MarWay 1040 SAE 40 10.6 NG,A
Total / Lubmarine Disola M 4015 SAE 40 14 NG,A
Disola M 4020 SAE 40 20 NG,A,B
*) NG = Natural gas
6 (12) 4V92A1051 k
2.4 ALLOWED RUNNING HOURS FOR ENGINES LUBRICATED WITH LOW ASH GAS
ENGINE OILS AND USING LFO PERIODICALLY AS A MAIN FUEL
It is allowed to operate the W 32DF, W 34DF and W 50DF engines in some extent on LFO
when still using low ash gas engine oils.
The allowed running periods are depending on total yearly accumulated running hours as
well as on the sulphur content of LFO quality. If longer periods, than specified below, are
operated on LFO, lubricating oil qualities according to the chapter 2.3 have to be used.
LFO qualities fulfilling ISO-F-DMX or DMA standard and having sulphur content of max. 0.2
% m/m:
Engines accumulating > 4000 hours yearly Engines accumulating < 4000 hours yearly
Max. running hours per week: 50 Max. running hours per week: 25
Max. running hours per month: 100 Max. running hours per month: 50
Max. running hours per year 400 Max. running hours per year: 200
LFO qualities fulfilling ISO-F-DMB standard and / or having sulphur content of max. 0.2 - 0.5
% m/m:
Engines accumulating > 4000 hours yearly Engines accumulating < 4000 hours yearly
Max. running hours per week: 25 Max. running hours per week: 15
Max. running hours per month: 50 Max. running hours per month: 25
Max. running hours per year 200 Max. running hours per year: 100
3. CONTINUOUS HEAVY FUEL OIL OPERATION OR PERIODIC

OPERATION WITH HEAVY FUEL OIL, LIGHT FUEL OIL AND NATURAL
GAS
In the W 32DF engine HFO as a main fuel can be used, if the engine is modified according
to the document 4V92A1109.
In the W 50DF engine it depends on the engine design, whether the engine in question
needs modifications in order to be able to run on HFO or if the use of HFO is allowed
without modifications. The modifications are described in the document 4V92A1168.
When operating the W 50DF engines periodically on two or three fuel qualities including
heavy fuel, only one lubricating oil quality is needed and that has to be chosen based on
heavy fuel operation requirements. Approved products are listed hereafter in the table
included in chapter 3.3.
Viscosity
7 (12) 4V92A1051 k

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

ASTM D 975-01 GRADE NO. 4-D
ASTM D 396-04, GRADE NO. 5-6
C BS MA 100: 1996 DMC, RMA 10 - RMK 55 30 - 55
CIMAC 2003 DC, A30 - K700
ISO 8217: 2005(E) ISO-F-DMC,
RMA 30-RMK 700
For installations running periodically with two fuel qualities, i.e. natural gas and heavy fuel or
three qualities including additionally distillate fuel, lubricating oil quality must be chosen
based on heavy fuel operating requirements, i.e. BN 30 – 40 must be used. It’s the
responsibility of the operator to follow the used lubricating oil condition, especially alkali
reserve (BN) and to ensure that a chosen lubricating oil brand suits from BN point of view to
the operating conditions resulting from the fuel qualities being used. This is very important,
since there are several factors, like operating periods on each fuel quality, sulphur content
of each fuel quality and lubricating oil consumption all influencing on BN depletion rate.
It is recommended to use in the first place min. BN 50 lubricants when operating

continuously on heavy fuel. By continuous heavy fuel operation it is meant that natural gas
operation can not be anticipated, that only heavy fuel is available or that the engine is
specified so that only the use of heavy fuel is possible, see page 5, chapter 3. This
recommendation is valid especially for engines having wet lubricating oil sump and using
heavy fuel with sulphur content above 2.0 % m/m. BN 30 and 40 lubricants can be used as
well if experience shows that the lubricating oil BN equilibrium remains at an acceptable
level and if operation on different fuels including natural gas, light fuel oil and heavy fuel is
taking place periodically. The optimum BN level of fresh lubricating oil depends on sulphur
content of each fuel being used, operating periods on each fuel as well as on lubricating oil
consumption of the engine in question.
Further, on heavy fuelled installations BN 30 lubricants have eventually 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.
An example of BN depletion curve with different BN lubricating oils is shown hereafter.

8 (12) 4V92A1051 k
60
Oil Volume: 0.6 l/kW (Wet Sump)

BN Condening limit: 20 mg KOH/g
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
prevent deposit formation on internal engine parts (piston cooling gallery, piston ring zone
and bearing surfaces in particular).
Base oils
allowed.
9 (12) 4V92A1051 k

max. 45% increase
max. 25% increase
Base Number mg KOH/g min. 20 ASTM D 2896
Flash Point, PMCC °C min. 170 ASTM D 93
Flash Point, COC °C min. 190 ASTM D 92
ENGINES
In case of heavy fuel oil (HFO) as a main fuel is used periodically in addition to natural gas
(NG) and light fuel oil (LFO), BN 30 and 40 lubricating oils listed in the table hereafter have
to be used. BN 50 and 55 lubricating oils listed here are recommended only to the engines
running continuously on HFO.

CATEG.
BP Energol IC-HFX 304 SAE 40 30 NG,A,B,C
Energol IC-HFX 404 SAE 40 40 NG,A,B,C
Energol IC-HFX 504 SAE 40 50 C
Castrol TLX Plus 304 SAE 40 30 NG,A,B,C
TLX Plus 404 SAE 40 40 NG,A,B,C
TLX Plus 504 SAE 40 50 C
TLX Plus 554 SAE 40 55 C
Cepsa Troncoil 3040 PLUS SAE 40 30 NG,A,B,C
Troncoil 4040 PLUS SAE 40 40 NG,A,B,C
Troncoil 5040 PLUS SAE 40 50 C
Ertoil Koral 3040 SHF SAE 40 30 NG,A,B,C
Ertoil Koral 4040 SHF SAE 40 40 NG,A,B,C
Ertoil Koral 5040 SHF SAE 40 50 C
Chevron (Texaco Taro 30 DP 40 SAE 40 30 NG,A,B,C
+ Caltex + FAMM) Taro 40 XL 40 SAE 40 40 NG,A,B,C
Taro 50 XL 40 SAE 40 50 C
Delo 3000 Marine 40 SAE 40 30 NG,A,B,C
Delo 3400 Marine 40 SAE 40 40 NG,A,B,C
Delo 3550 Marine 40 SAE 40 55 C
Chinese Marilube Oil W 304 SAE 40 30 NG,A,B,C
Petroleum Marilube Oil W 404 SAE 40 40 NG,A,B,C
Corporation Marilube Oil W 504 SAE 40 50 C
ENI S.p.A. Cladium 300 S SAE 40 SAE 40 30 NG,A,B,C
Cladium 400 S SAE 40 SAE 40 40 NG,A,B,C
Cladium 500 S SAE 40 SAE 40 50 C
Cladium 550 S SAE 40 SAE 40 55 C
10 (12) 4V92A1051 k

CATEG.
ExxonMobil Mobilgard M 430 SAE 40 30 NG,A,B,C
Mobilgard M 440 SAE 40 40 NG,A,B,C
Mobilgard M50 SAE 40 50 C
Exxmar 30 TP 40 SAE 40 30 NG,A,B,C
Exxmar 40 TP 40 SAE 40 40 NG,A,B,C
Exxmar 50 TP 40 SAE 40 50 C
FL Selenia S.p.A. MAEO 4040 SAE 40 40 NG,A,B,C
MAEO 4050 SAE 40 50 C
Fuchs Titan PSW 40 SAE 40 SAE 40 40 NG,A,B,C
Titan PSW 55 SAE 40 SAE 40 55 C
Indian Oil Servo Marine K-3040 SAE 40 30 NG,A,B,C
Corporation Servo Marine K-4040 SAE 40 40 NG,A,B,C
Servo Marine K-5040 SAE 40 50 C
Servo Marine K-5540 SAE 40 55 C
Morris Lubricants Aquamor 130MD SAE 40 30 NG,A,B,C
Aquamor 140MD SAE 40 40 NG,A,B,C
Aquamor 150MD SAE 40 50 C
Nippon Oil Marine T 304 SAE 40 30 NG,A,B,C
Corporation Marine T 404 SAE 40 40 NG,A,B,C
Marine T 504 SAE 40 50 C
Pertamina Martron 430 SAE 40 30 NG,A,B,C
Martron 440 SAE 40 40 NG,A,B,C
Martron 450 SAE 40 50 C
Salyx 430 SAE 40 30 NG,A,B,C
Salyx 440 SAE 40 40 NG,A,B,C
Salyx 450 SAE 40 50 C
Petrobras Marbrax CCD-430 SAE 40 30 NG,A,B,C
Marbrax CCD-440 SAE 40 40 NG,A,B,C
Marbrax CCD-450 SAE 40 50 C
Petron Petromar XC 3040 SAE 40 30 NG,A,B,C
Petromar XC 4040 SAE 40 40 NG,A,B,C
Petromar XC 5540 SAE 40 55 C
Petronas Disrol 300 SAE 40 SAE 40 30 NG,A,B,C
Disrol 400 SAE 40 SAE 40 40 NG,A,B,C
Disrol 500 SAE 40 SAE 40 55 C
Repsol YPF Neptuno W NT 4000 SAE 40 SAE 40 40 NG,A,B,C
Neptuno W NT 5500 SAE 40 SAE 40 55 C
Saudi Arabian Petromin Petropower 2-40 SAE 40 30 NG,A,B,C
Lubricating Oil Petromin Petropower 3-40 SAE 40 40 NG,A,B,C
Company Petromin Petropower 4-40 SAE 40 55 C
(Petrolube)
Shell Argina T 40 SAE 40 30 NG,A,B,C
Argina X 40 SAE 40 40 NG,A,B,C
Argina XL 40 SAE 40 50 C
11 (12) 4V92A1051 k

CATEG.
Total / Lubmarine Aurelia XL 4030 SAE 40 30 NG,A,B,C
Aurelia XL 4040 SAE 40 40 NG,A,B,C
Aurelia XL 4055 SAE 40 55 C
Aurelia TI 4030 SAE 40 30 NG,A,B,C
Aurelia TI 4040 SAE 40 40 NG,A,B,C
Aurelia TI 4055 SAE 40 55 C
*) NG = Natural gas
4. ADDITIONAL REQUIREMENTS AND RECOMMENDATIONS
LUBRICATING OIL LEVEL:
The intervals between lubricating oil changes may be extended by adding oil daily to keep
the oil level constantly close to the maximum level.
CHANGE OF LUBRICATING OIL BRAND:
If the main fuel type is changed from natural gas to light fuel oil or heavy fuel oil, or vice
versa, change the lubricating oil to a suitable product as shown in the chapters 1.3, 2.3 and
3.3 of this document.
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.
USE OF NON-APPROVED LUBRICATING OILS:
Before using a lubricating oil not listed in the tables above, the engine manufacturer must be
contacted. Lubricating oils that are not approved have to be tested according to engine
manufacturer’s procedure.
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.
12 (12) 4V92A1051 k
5. 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)
BP Energol GR-XP 460 460 30.5 95
Castrol Alpha SP 460 460 30.5 95
Chevron (Texaco Meropa 460 460 31.6 100
+ Caltex + FAMM)
ENI S.p.A. Blasia 320 300 23.0 95
ExxonMobil Mobilgear 600 XP 460 460 30.6 96
Mobilgear 634 437 27.8 96
Shell Omala Oil 460 460 30.8 97
Total / Lubmarine Epona Z 460 470 30.3 93
6. 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.
7. LUBRICATING OILS FOR COUPLING OF PILOT FUEL PUMP
ONLY FOR W 32DF and W 34DF:
It is recommended to use lithium soap based EP-greases having a penetration of 300 - 350
when measured according to the ASTM D 217 standard and being classed as NLGI Grade 1
at 30 - 70 °C operating temperature.
LUBRICATING OILS FOR COUPLING OF PILOT FUEL PUMP

SUPPLIER BRAND NAME
BP Energrease 1
Energrease SY 4601
Castrol Spheerol EPL 1
Chevron (Texaco + Caltex + FAMM) Dura-Lith Grease EP 1
ENI S.p.A. GR-MU EP 1
ExxonMobil Beacon EP 1
Mobiltemp 78
Mobilux EP 111
Mobilith SHC 460
IP Athesia EP 1
Shell Alvania EP 1
=
 Wärtsilä Finland Oy RAW WATER QUALITY AND APPROVED

Finland
COOLING WATER ADDITIVES
This doc is the property of Wärtsilä Finland Oy and shall neither be copied, shown or communicated to a third party without the consent of the owner.
Subtitle Product Made 09.10.1998 Page Document No Rev

20, 26, 32, 38, 46,
Instruction
46F, 64, 34SG, Appd. 12.10.1998 1 (4) 4V92A0765 d
32DF, 50DF
Revised date: 18.01.2006 D-message No.: 93014
RAW WATER QUALITY AND APPROVED COOLING WATER ADDITIVES

FOR WÄRTSILÄ® VASA 32/32LN, WÄRTSILÄ® 20, WÄRTSILÄ® 26, WÄRTSILÄ® 32,
WÄRTSILÄ® 38, WÄRTSILÄ® 46, WÄRTSILÄ® 46F, WÄRTSILÄ® 64, WÄRTSILÄ® 32DF,
WÄRTSILÄ® 50DF AND WÄRTSILÄ® 34SG ENGINE TYPES
RAW WATER QUALITY
Raw water quality to be used in the closed cooling water circuits of engines has to meet the following
specification.
Property Limit
pH min. 6.5
Hardness max. 10 °dH
Chlorides max. 80 mg/l
Sulphates max. 150 mg/l
For raw water evaporated water and a good quality tap water are normally recommended. If a reverse
osmosis process results in water quality specified above, that can be used as well. Untreated sea water
and fresh water as well as rain water are unsuitable raw water qualities.
APPROVED COOLING WATER ADDITIVES
Manufacturer Additive name

S.A. Arteco N.V. Havoline XLi
Technologiepark-Zwijnaarde 2
B-9052 Ghent/Zwijnaarde, Belgium
Ashland Specialty Chemical Drewgard 4109
Drew Industrial
One Drew Plaza
Boonton, NJ 07005, USA
Ashland Specialty Chemical DEWT-NC powder
Drew Marine Liquidewt
One Drew Plaza Maxigard
Boonton, NJ 07005, USA
2 (4) 4V92A0765 d
Manufacturer Additive name

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
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
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
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
Chevron Global Lubricants Havoline XLi
6101 Bollinger Canyon Road
San Ramon, CA 94583
Total 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.
3 (4) 4V92A0765 d
Product designation Dosage per 1 m³ of Concentration of active corrosion

system capacity inhibitor
Corrshield NT 4293 10 litres 670 – 1000 ppm as NO2
CorrShield NT 4200
Drewgard 4109 16 – 30 litres 640 – 1200 ppm as NO2
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
Q8 Corrosion Inhibitor 50 – 100 litres 1.8 – 3.7 Brix° of active compounds
Long-Life measured with a supplier’s refractometer
Maricol CW 6 – 9 litres 1000 – 1500 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 2.25 - 3.4 litres 670 - 1000 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
Havoline XLi 50 - 100 litres 1.8 – 3.7 Brix° of active compounds
measured with a supplier’s refractometer
WT Supra 50 - 100 litres 1.8 – 3.7 Brix° of active compounds
Dieselguard NB 2.0 - 4.8 kg 1000 - 2400 ppm as NO2
Rocor NB Liquid 9.5 - 24 litres 1000 - 2400 ppm as NO2
Cooltreat AL 50 – 100 litres 1.8 – 3.7 Brix° of active compounds
Vecom CWT Diesel QC-2 6 - 10 litres 1500 – 2500 ppm as NO2
Note 1: For many products the recommended minimum and maximum limits are listed in the table
above. Since the amount of active corrosion inhibitors, especially nitrites, is decreasing
during the service of engines, the engine manufacturer recommends to start the dosage from
the upper level of indicated range.
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.
Note 3: Cooling water additive manufacturers can indicate the required nitrite content measured
either as sodium nitrite, NaNO2 or as nitrite, NO2. 1 mg/l as NO2 equals to 1.5 mg/l as
NaNO2.
4 (4) 4V92A0765 d
USE OF GLYCOL
If a freezing risk exists, glycol needs to be added to cooling water. Since glycol alone does not protect
the engine and cooling water system against corrosion, additionally an approved cooling water
additive must always be used. All approved cooling water additives are compatible with glycol. The
amount of glycol in closed cooling water system shall always be minimized since heat transfer of
water containing glycol has deteriorated significantly. Engine type specific requirements have to be
always taken into account and in some cases derating of engine output is needed if a high amount of
glycol is added to closed cooling water system. There are commercially available two types glycol
qualities, monopropylene glycol (MPG) and monoethyleneglycol (MEG). So called industrial
qualities of both glycol types can be used, but MPG is considered to be a more environmental
alternative.
50-200509-07 Start, stop and operation
03. Start, stop and operation
03.1 Turning of the crankshaft
03.1.1 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 03-1)
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
TGE
5
3
1
5
6
6
1
TGD 2
2
4
4
A) B) F03Y 0001_02EN
Fig 03-1 500301
A) In-line (L)-Engines, B) V-Engines, 1. Lever, 2. Hand wheel, 3. Vent

hole, 4. Drain hole, 5. Filling hole, 6. Locking pin. TGE. Turning Gear
Engaged, TGD. Turning Gear Disengaged
03 - 1
Start, stop and operation 50-200509-07
03.1.2 Maintenance of turning device
Secondary shaft
Grease the secondary shaft of the turning gear with water resistant
grease according to the maintenance schedule in chapter 04..
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. Approved lubricating oils, can be found in the end of chapter
02. After that, oil should be changed according to chapter 04..
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 section 02.2.7)
through the filling hole (5) until the oil level reaches the lewel screw.
Utmost cleanliness must be observed.
4 Close the oil holes and drive the turning device a few revolu-
tions.
5 Check the oil level and fill, if necessary.
03 - 2
03.2 Start
03.2.1 Start, general
Before starting the engine, check that:

· the fuel system is in running order (correct preheating, correct
pressure, sufficient 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 sufficiently to heat the engine, see Fig 03-2).
· 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, see also section 01.2.).
· the instrument air pressure is correct (See section 01.2).
· the starting air system is drained of condensate.
All covers and protecting shields are to be mounted before starting the
engine. Covers should be removed only occasionally for e.g. measure-
ments and checks.
Before starting the engine, ensure that possible maintenance and
service operations have been finished and all personnel have been
moved away from the engine room and other risk areas.
Note! Never leave the engine running with covers removed.
Caution! Avoid running the engine in gas mode without load. There is a risk
for misfiring which may lead to unburned gas entering the exhaust
system causing a gas explosion.
03 - 3
Output de-rating factor as function on HT water temperature
0,8
0,6
0,4
0,2
0
40 45 50 55 60 65 70 75 80
C˚
Fig 03-2 500302
03.2.2 Manual start
Before the PLC activates a start request the engine must be ready for
start. There is a list of conditions to be fulfilled before starting in
chapter 23 section “Alarm and safety system”.
1 Start the prelubricating oil pump to obtain a lubricating oil

pressure, min. approx. 0.5 bar, or if full flow electric lubricating pumps
are installed, adjust the pressure to nominal. (See section 01.2).
2 Due to the automatic slow turning function it is not required

to turn the engine 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 position (S), see Fig 03-3.
3 Disengage the turning gear from the flywheel.
4 Check that the automatic alarm and stop devices in the in-
stallation are set in operation.
5 Check that the stop lever is in work position (N). See Fig 03-3.
6 Open the starting air valve and shut the blow-off valve
when there is no more condensate.
7 Choose the mode of operation (diesel mode with pilot injection

/ diesel mode without pilot injection / gas mode). The pilot fuel injection
should be omitted only if mono-needle type injectors are installed.
03 - 4
Stop lever position
Fig 03-3 500303
N. Normal, S. Stop.
8 Give a start command from the master console. If the engine

has not been running during last 30 minutes it will do automatic
slow-turning and the engine turns slowly two turns. When 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 22.
Note! Re-start of the engine is possible after the ventilation sequence of

the exhaust system is finished. The exhaust system is equipped with
automatic ventilation and it will stay open for a while (see installation
documentation) after the stop. During this time the start will be
blocked.
Warning! Despite the safety system, there is always a risk of an explosion when
dealing with gas. To avoid possible accidents, no-one should re-
main in the engine room and boiler/silencer room during an engine
start.
9 Check immediately after start that the pressure and tempera-

ture values are normal. Check that all cylinders are firing, if not,
the engine must be stopped and the misfiring cylinders should
be checked.
03 - 5
03.2.3 Remote- and automatic start
See installation specific instructions.
03.3 Start after a prolonged stop (more than 8 h)
03.3.1 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
· the governor oil level (sight glass or stick)
· that the fuel racks move freely to prevent risk of overspeed
2 Observe section 03.2.2
3 After starting check:
· that the starting air distributing pipes are not hot at any cylinder
(leakage from the starting valve)
· the governor oil level
· exhaust gas temperatures after each cylinder (all fuel pumps are
operating)
03.4 Start after overhaul
1 Check that the connections between the speed governor, over-

speed 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 con-
trol 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.
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 mechanism have been touched, check, at least, the valve
timing of one cylinder (V engines: on each cylinder bank). For guidance
values see chapter 06.
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 01.2) 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 total breakdown. Well cleaned oil spaces (oil sump
and camshaft spaces) save the oil pump and oil filter.
8 When starting see the instructions in sections 03.2.2 and 03.3.
03 - 7
03.5 Stop
03.5.1 Stop, general
The engine can always be stopped manually (with the stop lever, see
Fig 03-3) independent of the remote control or automation system.
Warning! When overhauling the engine, make absolutely sure that the auto-
matic start and the priming pump are inoperative. Close the starting
air shut-off valve located before the solenoid valve. Otherwise it
might cause engine damage and/or personal injury.
Move the stop lever into STOP position.

If the engine is to be stopped for a long time, it is advisable to
cover the exhaust pipe opening.
The lubricating oil system on a stopped engine should be filled with oil
every second day by priming the engine. At the same time, turn the
crankshaft into a new position. This reduces the risk of corrosion on
journals and bearings when the engine is exposed to vibrations. 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 normal 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.
03.5.2 Manual stop, gas mode
1 Engines provided with built-on cooling water pumps: Idling

the engine before stopping is not possible.
Engines provided with separate cooling water pumps: Idling the
engine before stopping is not possible. Run the cooling water pumps
for 5 more minutes.
2 Stop the engine by giving a stop command from the master
console. Normally when the stop command is given the engine starts
to decrease the load automatically until it is near zero and the engine
stops. The time of slowing down offers a good opportunity to detect
possible abnormal sounds.
03 - 8
03.5.3 Manual stop, diesel mode
1 Engines provided with built-on cooling water pumps: Idle

the engine 5...7 min before stopping.
Engines provided with separate cooling water pumps: 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 in stop position (see
Fig 03-3). The time of slowing down offers a good opportunity to detect
possible abnormal sounds.
03.5.4 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 governor 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.
03.6 Normal operation supervision
If an alarm limit is reached and an alarm is activated, the engine situation

is already serious. All necessary counter measures must be taken to
remove this emergency condition and return to normal operating condi-
tions. As the abnormal operating situation may cause damages to the
engine, all efforts must be put into returning to the normal operating
situation instead of just waiting for an automatic shut down of the engine.
03.6.1 Normal operation supervision, general
Note! There is no automatic supervision or control arrangement that could

replace an experienced engineer’s observations. LOOK and LISTEN
to the engine.
Strong gas blow-by

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!
Operation at loads below 20 %
Operation at loads below 20 % of rated output should be limited to
maximum 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 - 9
Idling (i.e. main engine declutched or generator disconnected) should

be limited as much as possible. Warming-up of the engine for more than
5 minutes before loading, as well as idling more than 5 minutes before
stopping is unnecessary and should be avoided.
03.6.2 Every second day or after every 50 running hours
1 Read all temperatures and pressures and, at the same time,

the load of the engine. All temperatures are more or less dependent on
the load, and the lubricating oil, cooling water pressures (built-on
pumps) are dependent on the speed. Therefore, always compare the
values read with those at corresponding load and speed in the Accep-
tance Test Records and curves. Guidance values are stated in
chapter 01.
The charge air temperature should, in principle, be as low as possible
at loads higher than 60 %, however, not so low that condensation
occurs, see Fig 03-4.
2 Check the indicator for pressure drop over gas and liquid fuel
filters. When the pressure drop over the filters increases, the feed
pressure to the engine might become too low and the output of the
engine must be decreased. Too high of a pressure drop may also result
in deformation of filter cartridges.
3 Check the indicator for pressure drop over the lubricating oil
filters. Too large of a pressure drop indicates clogged filter cartridges,
which results in reduced oil filtration when the by-pass valve is open.
Reduced oil filtration results in increased wear. Vent filters and, if no
improvement, change the cartridges.
4 Check the oil level in the oil sump/oil tank. Estimate the ap-
pearance and consistency of the oil. A simple control of the water
content: A drop of oil on a hot surface (about 150°C), e.g. a hot-plate. If
the drop keeps “quiet”, it does not contain water; if it “frizzles” it
contains water. Compensate for oil consumption by adding max. 10 %
fresh oil at a time.
5 Check the ventilation (de-aerating) of the engine cooling water
system. Check that the leakage from the telltale hole of the cooling
water pumps are normal (slight).
6 Check that the drain pipes of the air coolers are open.
7 Check that the telltale holes of the oil coolers and the cooling
water coolers are open.
8 Clean the compressor side of the turbocharger by injecting
water. See the instruction manual of the turbocharger.
9 Running in diesel mode without pilot fuel injection, check the
quantity of leak fuel.
03 - 10
Condensation in charge air coolers
Amb air temperature ˚C

60 f=40
50 f=60 f=80 f=100
40
30
f=Relative humidity %
20
10
0
10
Water dewpoint ˚C
P=Air manifold pressure

20 bar abs
30
40
50
P=1,5
60 P=4,5 P=3,5 P=2,5
70
.01 .02 .03 .04 .05 .06 .07 .08 .09
Water content (kg water/kg dry air)
Fig 03-4 320352
Example: If the ambient air temperature is 35°C and the relative

humidity is 80 % the water content in the air can be read from the diagram
(0.029 kg water/kg dry air). If the air manifold pressure (receiver pres-
sure) under these conditions is 2.5 bar, i.e. absolute air pressure in the
air manifold is abt. 3.5 bar (ambient pressure + air manifold pressure),
the dew point will be 55°C ( from diag.). If the air temperature in the air
manifold is only 45°C, the air can only contain 0.018 kg/kg (from diag.).
The difference, 0.011 kg/kg (0.029-0.018) will appear as condensed water.
03 - 11
03.6.3 Once a month or after every 500 running hours
1 Clean the centrifugal lubricating oil filters.

2 Clean the turbine side of the turbocharger by injecting water.
See chapter 15. and the Instruction manual chapter 04. for the turbo-
charger.
3 Check content of additives in the circulating water.
4 Keep the injection pump racks clean.
5 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 measure-

ment of the engine load is practically worthless.
03.6.4 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). Lubri-
cating oil analyzes 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 04.
2 Disconnect the electronic equipment according to the in-

structions in Appendix 00B., if any welding is performed on the engine.
Keep the return connection near the welding point.
Caution! Welding may, if incorrectly performed, cause serious injury on the

electronic engine control system.
03 - 12
03.7 Operation supervision after overhaul
1 At the first start, listen carefully for possible jarring sounds. If

anything is suspected, stop the engine immediately, otherwise stop the
engine after 5 minutes idling at normal speed. Check at least the
temperatures of the main and big end bearing and of all other bearings
which have been opened. Make visual inspection from below to the
cylinder liners and piston skirts which have been opened. If everything
is in order, restart.
2 Check 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! Check that the starting air distributing pipe is not hot at any cylinder
(leaky starting valve). May cause explosion!
3 After overhauling, the following instructions are especially im-

portant:
· Check pressures and temperatures.
· Check the automatic alarm and stop devices.
· Check the pressure drop over the fuel filter and lubricating oil
filter.
· Check the oil level in the oil sump/oil tank. Estimate the condition
of the oil.
· Check the ventilation (de-aerating) of the engine circulating water
system.
· Check the quantity of leak fuel in diesel mode, pilot pump
switched off.
· Check the telltale holes of the coolers.
· Check the content of additives in the circulating water.
· Listen for jarring sounds.
· Check the crankcase pressure.
· Check the starting air pipes.
· Vent the filters.
03.8 Running-in
The running-in of a new engine must be performed according to

programme in Fig 03-5. It is also recommended that running-in proce-
dure is performed after following maintenance jobs.
1 After piston overhaul, follow program A in Fig 03-5.
03 - 13
The piston rings have slid into new positions and need time to bed-in.
If the program 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 03-5 as closely as
possible.
If the program cannot be followed, do not load the engine fully for
10 h, at least.
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 different contact line to the cylinder liner.
The running-in may be performed either on distillate or heavy fuel,
using the normal lubricating oil specified for the engine.
For use of running-in filters see chapter 18
Running-in program
L%
100
90
80 A
70 B
60
50 1
40
30
20
10 2B
0 2A
1 2 3 4 5 6 7 8 9 10 h T
Fig 03-5 500305
A .......... After piston overhaul

B __________ After change of piston rings, pistons or cylinder liners,
after honing of cylinder liners
L. Engine load, T. Operating hours
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 - 14
03.9 Loading
Engine loading, see Fig 03-6.
The loading of the engine is subjected to a heated engine with HT-water
temperatures ³70°C.
Lubrication oil temperatures ³40°C.
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, diesel mode
L%
100
75
1 2 3
50
25
0
0 30 60 90 120 150 180 300 360
T (s)
Fig 03-6 500306
L. Engine load, T. Time

1. Emergency load
2. Normal max. loading in operating condition
3. Load acceptance with preheated engine in stand-by condition
(HT-water temperature min. 70°C, Lub.oil temperature min. 40°C)
03 - 15
Engine loading curve, gas mode
L%
100
G
75
50
25
G
0
0 30 60 90 120 150 180 570 600
T (s)
Fig 03-7 500307
L. Engine load, T. Time

G. Gas operation
03 - 16
50-200735-13 Maintenance Schedule
04. Maintenance Schedule
04.1 General
The actual operating conditions, and above all the quality of the fuel
used, will largely determine the maintenance necessary for the engine.
Because of the difficulty in anticipating the various operating condi-
tions that may be encountered in the field, the periods stated in the
schedule should be used for guidance purposes only, but must not be
exceeded during the warranty period. Where any indications are
encountered that the performance of a maintenance procedure is
required in advance of the recommended time period, prudent industry
practice dictates that the suggested maintenance procedure be per-
formed. Additionally, where inspection or observation reveals that a
part shows wear or use beyond the prescribed tolerances, that part
should be renewed immediately.
See also the instruction books of the turbocharger separate instructions
for additional equipment and chapter 03..
1 Before any steps are taken, carefully read the corresponding
item in this Manual.
2 Note the Risk Reduction in chapter 00A.
3 Note the Environmental Hazards in chapter 02A.
4 At all maintenance work, observe the utmost cleanliness and
order.
5 Before dismantling, check that all systems concerned are
drained or the pressure released. After dismantling, immediately
cover holes for lubricating oil, gas and air with tape, plugs, clean cloth
or the like.
6 When exchanging a worn-out or damaged part provided
with an identification mark stating cylinder or bearing number, mark
the new part with the same number on the same spot. Every exchange
should be entered in the engine log and the reason should be clearly
stated.
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 reassembling, check that all screws and nuts are tight-
ened and locked, if necessary.
04 - 1
Maintenance Schedule 50-200735-13
Caution! When overhauling the engine, make absolutely sure that the auto-
matic start and the priming pump are disconnected. Make also sure
that the starting air shut-off valve located before main starting valve
is closed. Then drain the engine starting air system to avoid engine
damage and/or personal injury.
Caution! When overhauling the engine, make absolutely sure that the gen-
erator breaker is secured/gear box is not engaged to avoid acci-
dental turning of engine.
Caution! Accidental turning of engine may cause engine damage and/or

personal injury.
04 - 2
04.2 Dayly routine inspections

Control mechanism Inspect for free movement 22.
Gas system Inspect the gas system for leakage 17.

Inspect the gas system for leakage by using a hand held gas
detector.
Oil mist detector Observe normal operation
(if installed)
Pneumatic system Drain condense water 21.5
04.3 Every second day, irrespective of the engine being in operation or not
Automatic prelubrication Check operation 03.1
Crankshaft Marine engine: 03.

In a stopped engine, turn crankshaft into a new position
04.4 Once a week irrespective of the engine being in operation or not

Start process Test start (if the engine on stand-by). 03.1
04.5 Every second week irrespective of the engine being in operation or not
Start process Check water quality 19.1
Check content of additives. 02.3
04.6 Interval: 50 operating hours

Air coolers Check draining of air coolers 15.6
Check that the draining pipes are open, check if any leakage. 03.6.2
Automation Check operating values 03.6.2
Check and record all operating values.
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.
Inspect that the ventilation (de-aerating) of the expansion
tank is working.
Gas, fuel and lub. oil filters Check pressure drop indicators 17.2
18.2
Replace filter cartridges if high pressure drop is indicated.
Governor, actuator Check oil level in governor 02.2.5
Check oil level, and look for leaks 22.2
Turbocharger Water cleaning of compressor 15.4
Clean the compressor by injecting water.
Valve mechanism Check valve clearances 12.2.5
Check the valve clearances after 50 hours’ running in new 06.1
and overhauled engines.
04 - 3

Turbocharger Water cleaning of turbine if the engine is using HFO fuel 15.3
(HFO/MDO mode) Clean the turbine by injecting water; more often if necessary.

Centrifugal filter Clean centrifugal filter(s) 18.3
Clean more often if necessary. Remember to open the valve
before the filter after cleaning.
Charge air cooler Measure the pressure drop over charge air cooler(s) 15.6
Use U-gauge or tool 848051.
Control mechanism Maintenance of control mechanism 22.
Check for free movement, clean and lubricate.
Injection and fuel system Check clean leak fuel quantity in HFO/MDO mode 03.6.2
Check the amount of clean leak fuel from the injection pumps and 17.
nozzles running in HFO/MDO mode and pilot injection temporary
switched off.
Lubricating oil Take oil sample 02.2.4
In a new installation or after change to use of a new lub-
ricating oil brand, take samples for analyzing.
Oil mist detector Inspect function
(if installed) See manufacturers instruction.
Turbocharger Water cleaning of turbine if the engine is using MDO fuel 15.3
(MDO mode) Clean the turbine by injecting water; more often if necessary.
Wastegate valve Function inspection 15.M
By-pass valve Function inspection 15.

(if installed)

Air filter (on-built) Clean turbocharger air filter(s) 15.
Remove the filter(s) and clean according to instructions of the
manufacturer (more often, if necessary).
Electrical fuel feed pump Regrease electrical fuel feed pump 17.
Regrease the pump under running condition.
Electircal lubricating oil Regrease prelubricating pump 18.
pump
Regrease the pump under running condition.
Engine fastening bolts Inspect tightening
Inspection to be done on new installations.
Fuel filter Clean and inspect fuel oil filter
Clean the wire gauze and filter housing. The filter is to be 17.6
cleaned earlier if the pressure difference indicator shows too
high pressure drop.
continue
04 - 4
Fuel system Replace pilot fuel oil filter cartridges 17.9

Clean the wire gauze and filter housing. Replace the filter
cartridges. (The cartridges are to be replaced earlier if the
pressure difference indicator shows too high pressure drop).
Gas filter Clean gas filter cartridges
Engine mounted The engine mounted filter cartridge can be cleaned by 17.1
pressurized air from inside, replace cartridge if necessary. 17.2
Clean the filter housing outside and inside.
The cartridge is to be replaced earlier if the pressure
difference indicator shows too high pressure drop.
Following intervals for the filter 4000 hours.
Gas filter Replace gas filter cartridges
On gas regulating unit Gas regulating unit, replace the filter cartridge. 17.1
Clean the filter housing outside and inside. 17.2
Following intervals for the filter 4000 hours or when the
pressure difference indicator shows pressure drop ≥0,5 bar.

Automation Functional check of safety system 23.7
01.2
Check function of the sensors for the alarm system and
automatic stop devices.
Control mechanism Check control mechanism 22.
Check for wear in all connecting links between the governor
and all injection pumps.
Inspect that the fuel rack moves easily and the fuel pumps
follow.
Electropneumatic over- Check electropneumatic overspeed trip device 22.
speed trip device
Note that the electrical overspeed trip takes place first. 06.1
Check function and tripping speed.
Gas system Maintenance of gas system
Make the leak test. 17.2
Governor Change oil in governor 02.2.5
Change lubricating oil. 22.2
Lubricating oil filter Clean and inspect lubricating oil filter 18.
Drain the filter housings. Clean the wire gauze and filter
housing. The filter is to be cleaned earlier if the pressure
difference indicator shows too high pressure drop.
Oil mist detector Replace fresh air filter
(if installed) See manufacturer’s instruction.
Valves Check yoke and valve clearances. 12.4
Check yoke and valve clearances. 06.1
Valve rotators Visual inspection of valve rotators 12.4
Check valve rotators. 06.1
04 - 5

Injection valves Inspect fuel injectors 16.6
Test fuel injectors if engine operated in HFO or MDO mode.

Air cooler(s) Clean the charge air cooler(s) 15.6
Clean and pressure test. Look carefully for corrosion.
Cleaning interval is based on the cooling performance of the
cooler.
Measure the pressure difference over the charge air cooler
before and after cleaning. Use U-gauge or tool 848051.
Automation Check connectors and cables 23.10
Check mounting and connections. Apply contact lubricant to
contact surfaces. Check tightness of connections. Check
condition of cables, wires and cable glands. Replace
damaged connectors and cables.
Camshaft Inspect contact faces of camshaft 14.1.3
Check the contact faces of the cams and tappet rollers. Check 0.1
that the rollers rotate. Rotate the engine with the turning gear.
Crankshaft Check crankshaft alignment 11.1.3
Check alignment, use form No. 4611V005. Alignment check is
performed on a warm engine.
If mounted on rubber not necessary to perform.
Flexible coupling Inspect flexible coupling
Vulkan-Rato-S/R Make a visual inspection of the flexible coupling.
See manufacturers instructions.
Flexible coupling Check alignment of flexible coupling
Check alignment of flexible coupling. use form WV98V041.
Flexible mounting Check the alignment
(if used) Check compression of the thrust rubber elements.
Inspection according to maintenance instructions for resilient
installation. See technical documents.
Replace the filter cartridge. 17.1
(The cartridge is to be replaced earlier if the pressure 17.2
difference indicator shows too high pressure drop.)
On gas regulating unit Gas regulating unit, replace the filter cartridge. 17.1
(The cartridge is to be replaced earlier if the pressure 17.2
difference indicator shows too high pressure drop ≥0,5 bar.)
Wastegate Check the wastegate valve and actuator 15.M
Change the positioner pilot valve.
04 - 6

Flexible pipe connections Inspect flexible pipe connections
Renew if necessary.
Exhaust manifold Inspect expansion bellows 20.
Replace parts if necessary.
Inspect supports of the exhaust system.
Injection valves Inspect injection valves 16.6
Replace the nozzle with new ones. Renew the O-rings.
Adjust the main needle opening pressure in a test pump.
Renew the complete injection valve if necessary.
Mechanical overspeed Check function of the mechanical overspeed trip 22.
trip device device
Note that the electrical overspeed trip takes place first. 06.
Check function and tripping speed.

Fuel system Check and adjustment of fuel system 17.7
Check the adjustment of the pressure control valve.

Air filter Clean the filter 21.
(in pneumatic systems) Clean the cartridge, replace if necessary.
Injection pumps Overhaul of injection pumps 16.3
Clean and inspect injection pumps, replace worn parts.
Replace the erosion plugs.
Flexible pipe connections Renew flexible pipe connections
Depending on the condition of the connection and the
target of usage these can be used even longer.
Oil mist detector Replace oil mist detector supply air filter
(if installed) See manufacturer’s instructions.
Turbocharger(s) Dismount and clean 15.2
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.
Measure and note the axial clearance. If the clearance is out
of tolerance, contact the engine manufacturer.
See manufacturer’s instructions.
Turbocharger(s) Inspect turbocharger bearings 15.2
ABB TPL-chargers Inspect and replace the bearings if necessary.
Replace the bearings by new ones on 36000h at the latest.
Turning device Grease the secondary shaft of the turning device 03.1.2
Wastegate General overhaul of wastegate valve and actuator 15.M

Change the positioner pilot valve. continue
04 - 7
Note! The items presented in the table below to be included in the 12000
hours maintenance if operating on HFO more than 30% of the time.
04.16 Interval: 12000 operating hours (HFO)

Connecting rods Inspect big end bearing, one/bank 11.3
Dismantle the big end bearing. Inspect mating surfaces. 06.2
If defect found, open all big end bearings.
Renew bearing shells, if necessary.
Measurement records 4611V008 and 4611V003.
Connecting rods Check small end bearing and piston pin, one/bank 11.2
If defects found, open all and renew if needed. 06.2
Measurement record 4611V004.
Cylinder heads Overhaul of cylinder head 12.2
Dismantle and clean the under side, inlet and exhaust valves 12.5
and ports. Inspect cooling spaces and clean, if the deposits 14.1.3
are thicker than 1 mm. If cylinder head cooling waters paces
are dirty, check also the cooling water spaces in liners and
engine block and clean them all, if the deposits are thicker
than 1mm. Improve the cooling water treatment.
Grind all seats. Grind the valves.
Inspect the valve rotators. Check rocker arms.
Replace the O-rings in the valve guides.
Replace the O-rings at bottom of cylinder head screws at
every overhaul. Replace the knocking sensors by new ones.
Check the starting valves. Renew parts if necessary.
Cylinder liners Inspect the cylinder liners 10.5.1
Measure the bore using form No. 5010V001, replace liner if 06.2
wear limits are exceeded. Hone the liners.
Check the deposits from cooling bores. If the deposits are thicker
than 1mm, clean.
Renew the anti-polishing ring.
Pistons Check the cooling gallery deposit, one piston/bank 11.2
If the deposition exceeds 0.3 mm, open all piston tops.
Inspect the piston skirt, clean lubricating oil nozzles.
Pistons, piston rings Inspect pistons and replace piston rings 11.2
Pull, inspect and clean. Check the height of the piston ring 06.2
grooves, use forms No. 4611V009 and 4611V002. 03.8
Check the retainer rings of the gudgeon pins.
Replace complete set of piston rings. Note the running-in
programme.

Fuel feed pump General overhaul of fuel feed pump 17.8
Inspect pump and replace gaskets. Replace worn parts.
04 - 8

Air coolers Clean the charge air cooler(s) 15.6
More often if necessary. Cleaning interval is based on the
cooling performance of the cooler.
Camshaft driving gear Inspect intermediate gears 13.2
Inspect teeth surfaces and running pattern. 06.2
Replace parts if necessary.
Crankshaft Inspect main bearings 10.2
Inspect one main bearing. If in bad condition, check/change 06.2
all main bearings. Note the type of bearing in use and do the
inspection accordingly.
Crankshaft Check thrust bearing clearance 11.1.4
Check axial clearance. 06.2
Engine fastening bolts Check tightening of engine fastening bolts 07.
Gas admission valves Replace the main gas admission valves 17.4
Woodward In installations where connectors used, replace also the
female connector.
Gas admission valves can be sent to the engine
manufacturer to be reconditioned.
Gas system Maintenance of gas system
Replace sealing’s in pipe connections, check sealing faces
for wear and corrosion. Make the leak test. 17.2
Hydraulic jack Check function 10.2
Replace O-rings in the hydraulic jack if they are leaking when
lifting the main bearing cap.
Injection valves Renew complete fuel injection valves 16.6
Nozzle holders can be sent to the engine manufacturer for
reconditioning.
Turning device Change lubricating oil in the turning device 02.2.7
Vibration damper Take oil sample from vibration damper 14.2.6
Viscous type Take oil sample for analyzing.
hours maintenance if operating on GAS/LFO more than 70% of the
time.
04.19 Interval: 18000 operating hours (GAS/LFO)

Connecting rods Inspect big end bearing, one/bank 11.2
Dismantle the big end bearing. Inspect mating surfaces. 06.2
If defect found, open all big end bearings.
Renew bearing shells, if necessary.
Measurement records 4611V008 and 4611V003.
Connecting rods Check small end bearing and piston pin, one/bank 11.2
If defects found, open all and renew if needed. 06.2
Measurement record 4611V004.
continue
04 - 9
Cylinder heads Overhaul of cylinder head 12.2

Dismantle and clean the under side, inlet and exhaust valves 12.5
and ports. Inspect cooling spaces and clean, if the deposits 14.1.3
are thicker than 1 mm. If cylinder head cooling waters paces
are dirty, check also the cooling water spaces in liners and
engine block and clean them all, if the deposits are thicker
than 1mm. Improve the cooling water treatment.
Grind all seats. Grind the valves.
Inspect the valve rotators. Check rocker arms.
Replace the O-rings in the valve guides.
Replace the O-rings at bottom of cylinder head screws at
every overhaul. Replace the knocking sensors by new ones.
Check the starting valves. Renew parts if necessary.
Cylinder liners Inspect the cylinder liners 10.5.1
Measure the bore using form No. 5010V001, replace liner if 06.2
wear limits are exceeded. Hone the liners.
Check the deposits from cooling bores. If the deposits are thicker
than 1mm, clean.
Renew the anti-polishing ring.
Pistons Check the cooling gallery deposit, one piston/bank 11.2
If the deposition exceeds 0.3 mm, open all piston tops.
Inspect the piston skirt, clean lubricating oil nozzles.
Pistons, piston rings Inspect pistons and replace piston rings 11.2
Pull, inspect and clean. Check the height of the piston ring 06.2
grooves, use forms No. 4611V009 and 4611V002. 03.8
Check the retainer rings of the gudgeon pins.
Replace complete set of piston rings. Note the running-in
programme.

Booster servomotor General overhaul of the booster servomotor 22.2
for governor
Replace worn parts. See manufacturer’s instructions.
Exhaust manifold Renew expansion bellows 20.
Renew the expansion bellows between exhaust pipe sections,
after the cylinder head and before the turbocharger.
Flexible coupling Check the flexible coupling
(Oil supply from engine) Dismantle and check flexible coupling according to
manufacturer’s recommendations.
Fuel injection pump Overhaul of injection pumps
Clean and inspect injection pumps, replace worn parts. 16.3
Renew fuel injection pump elements.
Replace the erosion plugs.
Governor driving gear Inspect governor driving gears 22.2.2
Replace parts if necessary. 06.2
Governor General overhaul of the governor
Can be sent to engine manufacturer for overhaul.
HT-water pump Inspect HT-water pump 19.2
Dismantle and check. Renew bearings and shaft sealing.
HT-water pump driving gear Inspect HT-water pump driving gear 19.2
continue
04 - 10
HT-water thermostatic Clean and inspect HT-water thermostatic valve 19.

valve
Clean and check the thermostatic element, valve cone-cas-
ing and sealings.
LT-water pump Inspect LT-water pump 19.2
Dismantle and check. Renew bearings and shaft sealing.
LT-water pump driving gear Inspect LT-water pump driving gear 19.2
LT-water thermostatic Clean and inspect LT-water thermostatic valve 19.
valve
ing, indicator pin and sealing’s.
Lube oil pump Inspect lubricating oil pump 18.5
Renew bearings and shaft sealing.
Lube oil pump driving Inspect lubricating oil pump driving gear 18.5
gear
Lube oil thermostatic Clean and inspect lubricating oil thermostatic valve 18.
valve
ing and sealing’s.
Main starting valve General overhaul of main starting valve
Renew worn parts. 21.2
Pilot fuel pump Replace the pilot fuel pump
Replace the pilot fuel pump. 16.5
Turbocharger(s) Inspect turbocharger parts 15.2
ABB TPL-turbochargers Inspect and replace the nozzle ring, turbine diffuser/cover
ring if necessary.
hours maintenance if operating on HFO more than 30% of the time.
04.21 Interval: 24000 operating hours (HFO)

Cylinder head Renew inlet- and exhaust valve seats 12.3
Only if wear limits exceeded or leaks detected
Cylinder head Renew inlet- and exhaust valves 12.3
Cylinder head Renew valve rotators and valve guides 12.3

Turbocharger Check rotor balance
Napier Check rotor balance every 32 000 hours or every 4 years. See 15.2
manufacturer’s instructions.
04 - 11

Air cooler Renew charge air cooler(s) 15.6
Camshaft Inspect camshaft bearing bush, one/bank 10.4

If defects are found, inspect all including driving end and 06.2
thrust bearing. Renew if necessary.
Measurement record 4610V003
Connecting rods Replace big end bearing 11.2
Replace big end bearing shells. Inspect mating surfaces. 06.2
Measure the big end bore, use form No. 4611V008 and
4611V003.
Connecting rods Replace the small end bearings 11.2
Replace the small end bearing shells. 06.2
Crankshaft Renew main bearing shells 10.
Renew main bearing shells, flywheel bearings and thrust 06.2
bearing halves.
Crankshaft Renew the crankshaft seal 11.1
Inspect the crankshaft for wear and renew the chrankshaft
seal.
Cylinder liners Clean cylinder liner cooling water spaces
Clean cylinder liner cooling water spaces and replace the liner 10.5
O-rings by new ones at every overhaul.
Elastic coupling General overhaul of the elastic coupling 07.
in camshaft driving end The elastic coupling must only be opened by authorized
personnel. Contact the engine manufacturer.
Exhaust manifold Renew exhaust pipe support plates 20.
Fuel injection pump Renew fuel injection pump parts

Renew fuel injection pump tappet roller pins, control sleeve 16.3
and control rack.
Intermediate gear Renew the intermediate gear thrust bearing/bushes 13.2
Renew thrust bearing and bearing bushes of intermediate gear.
Piston Inspect the piston cooling gallery, all cylinders 11.2
Clean if needed
Starting air distributor General overhaul of starting air distributor 21.3
Renew worn parts.
Valve mechanism Check bearing clearances in the tappets and rocker 12.
arms, one/cylinder
Dismantle one rocker arm assembly for inspection; if defects 14.1
are found, proceed with other rocker arm bearings . 06.
Renew valve tappet roller bearing bushes.
Vibration damper in cam- Dismantle the damper, check condition 07.
shaft free end
(spring type, optional)) The damper must only be opened by authorized personnel. 14.2.6.1
Contact the engine manufacturer.
continue
04 - 12
Vibration damper in Dismantle the damper, check condition 07.

crankshaft free end
(spring type, optional) The damper must only be opened by authorized personnel. 11.1.2
Contact the engine manufacturer.
hours maintenance if operating on GAS/LFO more than 70% of the
time.
04.24 Interval: 36000 operating hours (GAS/LFO)

Cylinder head Renew inlet- and exhaust valve seats 12.3
Only if wear limits exceeded or leaks detected
Cylinder head Renew inlet- and exhaust valves 12.3
Cylinder head Renew valve rotators and valve guides 12.3

Charge air bellow Renew expansion bellow(s) 20.
Renew expansion bellow(s) betweenthe turbocharger and air
inlet box.
Control mechanism Renew parts 22.
Renew:
-bearing bushes and thrust washers for control shaft
-ball joints between the control shaft and control racks
-ball joint for the spring loaded rod
Governor drive Renew bearing bushes 22.
Renew bearing bushes for:
-governor drive vertical shaft
-governor driving gear horizontal shaft
Turbocharger Replace rotor and rotating parts 15.2
Lifetime dependent of operating conditions.
Turbocharger(s) Inspect turbocharger gas-inlet/outlet casings 15.2
ABB TPL-chargers Inspect and replace the gas-inlet/oulet casings if necessary.

Camshaft bearings Renew camshaft bearings 10.4
Renew camshaft driving end bearing bush and camshaft 13.
thrust bearings.
Cylinder heads Renew cylinder heads 12.2
continue
04 - 13
Fuel system Renew fuel system pipes 17.

Renew main injection pipes and pilot injection pipes (optional).
Flexible mounting Renew rubber elements
(if used) See technical documents.
Valve mechanism Renew rocker arm bearing bushes 12.
14.
Piston Renew pistons and gudgeon pins 11.2
04 - 14
50–200536–03 Maintenance tools 05
05. Maintenance tools
05.1. 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.
Tool sets are grouped in order to facilitate selection for specific service opera-
tions. This makes the job of the end–user much easier.
05.1.1. 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.
05.1.2. 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.
W50DF 00–1 05 –1
05 Maintenance tools 50–200536–03
05.2. Cylinder cover

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

1000 bar
861011 0,7
861012 2,0
Flexible hose, short 860177

860176
Flexible hose, long
Quick coupling, male

Quick coupling, female
05 –2 00–2 W50DF

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

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

No (kg)
Lifting tool for cylinder cover 832001 20,5
580
280
400
0515ah07002
W50DF 00–3 05 –3

No (kg)
Assembly tool for valves 834001 38

No (kg)
Turning tool for grinding valves 841010 4
05 –4 00–4 W50DF

No (kg)
Lifting eye for injection valve 805001 2,5 590
210
0515ah11003

No (kg)
Valve clearance feeler gauge 848001 0.035

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

No (kg)
Extraction tool for exhaust valve 845002 4,8
seat rings
W50DF 00–5 05 –5

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)

No (kg)
Fitting tool for inlet valve seat ring 845012 5
05 –6 00–6 W50DF

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 2,6 670
sealing surface
120
0515ah24002

No (kg)
Grinding device for valve seats 842015 18
W50DF 00–7 05 –7

No (kg)
Flange for removing tool 845031 13

No (kg)
Lifting tool for rocker arms 836031 2
05 –8 00–8 W50DF
05.3. Piston
(Chapter 11)
No (kg)
Lifting tool for piston 835001 39 498
445
0520ah02005

No (kg)
Piston assembly ring for liner with 845010 9
128
antipolishing ring
Ø 520
0520ah04002
W50DF 00–9 05 –9

No (kg)
Protecting sleeve for connecting rod 835005 4.0

No (kg)
Assembly guide for connecting rod 836008 3,6
and piston 80
714
220
0520ah06003

No (kg)
Pliers for piston rings 800002 0.5
05 –10 00–10 W50DF


No (kg)
Pliers for securing ring 800001 1.3

No (kg)
Clamp device for piston rings 843001 1.5
130
546
0520ah09002

No (kg)
Guide lever for piston assembly 835002 1.2
W50DF 00–11 05 –11


No (kg)
Lifting tool for piston and connect- 835008 665
ing rod
160
0520ah12001
05 –12 00–12 W50DF

05.4. 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
W50DF 00–13 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 00–14 W50DF


No (kg)
Mounting device for big end bear- 836011 123
ing, complete
Mounting device for big end bearing 81,5

upper half
1. Frame complete
Frame
Frame
Support
Rail
2. Car 836038

lower half
1.Outside support 846006

2. Inside support
Clip
Plate
Shaft
3. Rod 846009
W50DF 00–15 05 –15


No (kg)
ing, complete
Mounting device for big end bearing 100

upper half
1. Frame
2. Car 836038

lower half
2. Inside support
Clip
Plate
Shaft
3. Rod 836007
05 –16 00–16 W50DF


No (kg)
Combined big end bearing lock and 846005 3,1
foot support
W50DF 00–17 05 –17


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 –18 00–18 W50DF

05.5. Cylinder liner
(Chapter 10)

No (kg)
Lifting tool for cylinder liner 836009 20

No (kg)
Yoke for lifting the cylinder liner 836039 11 540
70
130
0530ah02502

No (kg)
Measuring rail for cylinder bore 847001 2,0
145
1060
0530ah03002
W50DF 00–19 05 –19


No (kg)
Inside micrometer for cylinder bore 848012 0.6

No (kg)
Support for cylinder liner lifting de- 836032 38
vice

No (kg)
Dismantling tool for antipolishing 836043
ring
Ø 500
0530ah08003
05 –20 00–20 W50DF

05.6. 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
W50DF 00–21 05 –21


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)
860172
861012 2.0
860174
Flexible hose, long
860173
Straight male stud
05 –22 00–22 W50DF


No (kg)
Mounting device for hydraulic cylin- 861040 9,8
der

No (kg)
der
W50DF 00–23 05 –23


No (kg)
screws

No (kg)

No (kg)
Distance sleeve 861009 4,5
05 –24 00–24 W50DF


No (kg)
Pin for tightening nuts 861010 0.05

No (kg)
Bar for lifting tool 831003 16.5

No (kg)
Lifting tool 1000 kg 836001 10
W50DF 00–25 05 –25


No (kg)
Transport device 836030 0.6

No (kg)
Transport device into crankcase 836044 14

No (kg)
05 –26 00–26 W50DF

05.7. 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)

No (kg)
Special key for main nozzle cap nut 806054 4,2 365
(75 mm)
115
0540ah04002
W50DF 00–27 05 –27


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

No (kg)
Special socket wrench for main fuel 809032 0.1
valve connection piece (36 mm)
05 –28 00–28 W50DF


No (kg)
Testing device for nozzle equipment 864001
561
450
Ø 300
280
0540ah07004

No (kg)
Lifting tool for injection pump 831001 0,3
W50DF 00–29 05 –29


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 –30 00–30 W50DF

05.8. 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
W50DF 00–31 05 –31


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

No (kg)
Camshaft piece mounting device 845020
05 –32 00–32 W50DF

05.9. Miscellaneous tools

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

No (kg)
Limiter for fuel rack movement 863001 0.3
W50DF 00–33 05 –33


No (kg)
Hydraulic tension cylinder 834050 19

No (kg)
Checking device for cylinder 848020
86
198
270
0545ah06002
05 –34 00–34 W50DF


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
W50DF 00–35 05 –35


No (kg)
Universal puller 837038 4.3

No (kg)
Guiding mandrel for assembly of 846160 4 144
HT pipe sealing
138
0545ah14502
05 –36 00–36 W50DF


No (kg)
Torque wrench 730R/20 820008 1.5
(Max 200 Nm)
(vfrc. 200

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
W50DF 00–37 05 –37


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

No (kg)

No (kg)
05 –38 00–38 W50DF


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

No (kg)
Differential pressure gauge 848051
0545ah30001
W50DF 00–39 05 –39

05.10. Miscellaneous tools for air cooler

No (kg)
Mounting device for air cooler 846053 127 1310
V50DF
782
158
1313
646
40 x 60
200
825
656
288
230
450 x 80 x 10
0550ah02014
05 –40 00–40 W50DF

05.11. 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
W50DF 00–41 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)
shaft
05 –42 00–42 W50DF


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 115
head
W50DF 00–43 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 00–44 W50DF


No (kg)
Assembly trestle for injection pump 862023

No (kg)
Distance sleeve 861122 4

No (kg)
screws
W50DF 00–45 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)
impeller
05 –46 00–46 W50DF


No (kg)
ter pump front bearing

No (kg)
WD–125L sealings

No (kg)
ter pump back bearing
W50DF 00–47 05 –47


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

No (kg)
Lifting tool for cooling water pump 836054
05 –48 00–48 W50DF


No (kg)
Rail for pump lifting tools 836055 24
216
SWL 650 kg
400
1210
0580ah53001

No (kg)
Rail for pump lifting tools 836061 32 240
SWL 110 kg
387
1404
0580ah54001
W50DF 00–49 05 –49


No (kg)
Glide for pump lifting tools 836056 6,6 210
200
0580ah55001

No (kg)
Fastener for pump lifting tools 836057 2,6
281
0580ah56001

No (kg)
Bracket for pump lifting tools 836058 12
696
90 319
0580ah57001

No (kg)
Lifting lug for oil pump 836059 3,1
85
420 50
0580ah58001
05 –50 00–50 W50DF


No (kg)
Lifting lug for water pump 836060 18 Ø 300 228
550
0580ah59001

No (kg)
Lifting bracket for pilot fuel pump 836062 12,7
370 275
860
0580ah60001
W50DF 00–51 05 –51

This page intentionally left blank.
05 –52 00–52 W50DF

05. Maintenance tools
05.1. 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.
Tool sets are grouped in order to facilitate selection for specific service opera-
tions. This makes the job of the end–user much easier.
05.1.1. 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.
05.1.2. 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.
W50DF 00–1 05 –1
05.2. Cylinder cover

(Chapter 12)
No (kg)
Hydraulic pump with hoses 860100 30

1000 bar
861011 0,7
861012 2,0
Flexible hose, short 860177

860176
Flexible hose, long

05 –2 00–2 W50DF

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

No (kg)
screws

No (kg)
Lifting tool for cylinder cover 832001 20,5
580
280
400
0515ah07002
W50DF 00–3 05 –3

No (kg)
Assembly tool for valves 834001 38

No (kg)
Turning tool for grinding valves 841010 4
05 –4 00–4 W50DF

No (kg)
Lifting eye for injection valve 805001 2,5 590
210
0515ah11003

No (kg)
Valve clearance feeler gauge 848001 0.035

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

No (kg)
Extraction tool for exhaust valve 845002 4,8
seat rings
W50DF 00–5 05 –5

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

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

No (kg)

No (kg)

No (kg)
Fitting tool for inlet valve seat ring 845012 5
05 –6 00–6 W50DF

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 2,6 670
sealing surface
120
0515ah24002

No (kg)
Grinding device for valve seats 842015 18
W50DF 00–7 05 –7

No (kg)
Flange for removing tool 845031 13

No (kg)
Lifting tool for rocker arms 836031 2
05 –8 00–8 W50DF
05.3. Piston
(Chapter 11)
No (kg)
Lifting tool for piston 835001 39 498
445
0520ah02005

No (kg)
Piston assembly ring for liner with 845010 9
128
antipolishing ring
Ø 520
0520ah04002
W50DF 00–9 05 –9

No (kg)
Protecting sleeve for connecting rod 835005 4.0

No (kg)
Assembly guide for connecting rod 836008 3,6
and piston 80
714
220
0520ah06003

No (kg)
Pliers for piston rings 800002 0.5
05 –10 00–10 W50DF


No (kg)
Pliers for securing ring 800001 1.3

No (kg)
Clamp device for piston rings 843001 1.5
130
546
0520ah09002

No (kg)
Guide lever for piston assembly 835002 1.2
W50DF 00–11 05 –11


No (kg)
Lifting tool for piston and connect- 835008 665
ing rod
160
0520ah12001
05 –12 00–12 W50DF

05.4. Connecting rod
(Chapter 11)

No (kg)
screws

No (kg)
Pin for hydraulic tensioning tool 861028 0.05

No (kg)
srcews
W50DF 00–13 05 –13


No (kg)

No (kg)
Stud remover (M42) 803001 0.5

No (kg)
Stud remover (M72x6, M90x6) 803003 0.8
05 –14 00–14 W50DF


No (kg)
ing, complete

upper half
1. Frame complete
Frame
Frame
Support
Rail
2. Car 836038

lower half

2. Inside support
Clip
Plate
Shaft
3. Rod 846009
W50DF 00–15 05 –15


No (kg)
ing, complete

upper half
1. Frame
2. Car 836038

lower half
2. Inside support
Clip
Plate
Shaft
3. Rod 836007
05 –16 00–16 W50DF


No (kg)
Combined big end bearing lock and 846005 3,1
foot support
W50DF 00–17 05 –17


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 –18 00–18 W50DF

05.5. Cylinder liner
(Chapter 10)

No (kg)
Lifting tool for cylinder liner 836009 20

No (kg)
Yoke for lifting the cylinder liner 836039 11 540
70
130
0530ah02502

No (kg)
Measuring rail for cylinder bore 847001 2,0
145
1060
0530ah03002
W50DF 00–19 05 –19


No (kg)
Inside micrometer for cylinder bore 848012 0.6

No (kg)
Support for cylinder liner lifting de- 836032 38
vice

No (kg)
Dismantling tool for antipolishing 836043
ring
Ø 500
0530ah08003
05 –20 00–20 W50DF

05.6. 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
W50DF 00–21 05 –21


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)
860172
861012 2.0
860174
Flexible hose, long
860173
Straight male stud
05 –22 00–22 W50DF


No (kg)
der

No (kg)
der
W50DF 00–23 05 –23


No (kg)
screws

No (kg)

No (kg)
Distance sleeve 861009 4,5
05 –24 00–24 W50DF


No (kg)
Pin for tightening nuts 861010 0.05

No (kg)
Bar for lifting tool 831003 16.5

No (kg)
Lifting tool 1000 kg 836001 10
W50DF 00–25 05 –25


No (kg)
Transport device 836030 0.6

No (kg)

No (kg)
05 –26 00–26 W50DF

05.7. 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)

No (kg)
Special key for main nozzle cap nut 806054 4,2 365
(75 mm)
115
0540ah04002
W50DF 00–27 05 –27


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

No (kg)
Special socket wrench for main fuel 809032 0.1
valve connection piece (36 mm)
05 –28 00–28 W50DF


No (kg)
Testing device for nozzle equipment 864001
561
450
Ø 300
280
0540ah07004

No (kg)
Lifting tool for injection pump 831001 0,3
W50DF 00–29 05 –29


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 –30 00–30 W50DF

05.8. 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
W50DF 00–31 05 –31


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

No (kg)
Camshaft piece mounting device 845020
05 –32 00–32 W50DF

05.9. Miscellaneous tools

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

No (kg)
Limiter for fuel rack movement 863001 0.3
W50DF 00–33 05 –33


No (kg)
Hydraulic tension cylinder 834050 19

No (kg)
Checking device for cylinder 848020
86
198
270
0545ah06002
05 –34 00–34 W50DF


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
W50DF 00–35 05 –35


No (kg)
Universal puller 837038 4.3

No (kg)
Guiding mandrel for assembly of 846160 4 144
HT pipe sealing
138
0545ah14502
05 –36 00–36 W50DF


No (kg)
Torque wrench 730R/20 820008 1.5
(Max 200 Nm)
(vfrc. 200

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
W50DF 00–37 05 –37


No (kg)

No (kg)

No (kg)
05 –38 00–38 W50DF


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

No (kg)
Differential pressure gauge 848051
0545ah30001
W50DF 00–39 05 –39

05.10. Miscellaneous tools for air cooler

No (kg)
Mounting device for air cooler 846053 127 1310
V50DF
782
158
1313
646
40 x 60
200
825
656
288
230
450 x 80 x 10
0550ah02014
05 –40 00–40 W50DF

05.11. 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
W50DF 00–41 05 –41


No (kg)
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)
shaft
05 –42 00–42 W50DF


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 115
head
W50DF 00–43 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 00–44 W50DF


No (kg)
Assembly trestle for injection pump 862023

No (kg)
Distance sleeve 861122 4

No (kg)
screws
W50DF 00–45 05 –45


No (kg)
impeller

No (kg)
ter pump bearing

No (kg)
WD–200L sealings

No (kg)
impeller
05 –46 00–46 W50DF


No (kg)
ter pump front bearing

No (kg)
WD–125L sealings

No (kg)
ter pump back bearing
W50DF 00–47 05 –47


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

No (kg)
Lifting tool for cooling water pump 836054
05 –48 00–48 W50DF


No (kg)
Rail for pump lifting tools 836055 24
216
SWL 650 kg
400
1210
0580ah53001

No (kg)
Rail for pump lifting tools 836061 32 240
SWL 110 kg
387
1404
0580ah54001
W50DF 00–49 05 –49


No (kg)
Glide for pump lifting tools 836056 6,6 210
200
0580ah55001

No (kg)
Fastener for pump lifting tools 836057 2,6
281
0580ah56001

No (kg)
Bracket for pump lifting tools 836058 12
696
90 319
0580ah57001

No (kg)
Lifting lug for oil pump 836059 3,1
85
420 50
0580ah58001
05 –50 00–50 W50DF


No (kg)
Lifting lug for water pump 836060 18 Ø 300 228
550
0580ah59001

No (kg)
Lifting bracket for pilot fuel pump 836062 12,7
370 275
860
0580ah60001
W50DF 00–51 05 –51

This page intentionally left blank.
05 –52 00–52 W50DF

50-200638-09 Adjustments, clearances and wear limits
06. Adjustments, clearances and wear limits
06.1 Adjustments
The valve timing is fixed and cannot be changed individually, cylinder
by cylinder.
Schematic valve timing
TDC
Inlet valve opens Exhaust valve closes
E
AUST VALV
INL ET VAL VE
EXH
Exhaust valve opens

Inlet valve closes
BDC
Fig 06-1 500600
Other set values:

· Valve clearances, cold engine: inlet valves 1.0 mm
exhaust valves 1.5 mm
· Fuel delivery commencement: See test records
· Opening pressure of main fuel injection valve: 450 bar
· Opening pressure of safety valve on lub. oil pump: 6-8 bar
Tripping speed of electro-pneumatic / mechanical overspeed trip devices
Nominal speed Electro-pneumatic Mechanical

Installation tripping speed tripping
[rpm] [rpm] speed [rpm]
Power plants, 500 550 575
Marine, diesel electric 514 565 590
Marine, propulsion
500 550 590
514 570 605
W50DF 06 - 1
Adjustments, clearances and wear limits 50-200638-09
06.2 Clearances and wear limits (at 20°C)
06.2.1 Clearances and wear limits for W50DF
Drawing dimension Nominal Wear

Part, measuring point (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 470,000 470,040
Assembled bearing bore
vertical 450,405 450,485
horizontal 450,450 450,530
Main bearing clearance vertical 0,405-0,525
(also flywheel bearing) horizontal 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
Shaft diameter of camshaft end piece 209,710 210,000
Bearing bush diameter assembled on 210,200 210,260 210,300
housing
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 0,280-0,440 0,700
clearance
Cylinder liner diameter 500,000 500,063
Cylinder liner ovality at TDC 0,04 0,30
Measurement records 5010V001 and 5010V002: Cylinder liner
Thrust bearing thickness 14,820 14,850
06 - 2 W50DF

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 450,420 450,540
vertical 450,340 450,460
horizontal
Big end bearing clearance 0,420-0,580
vertical 0,340-0,500
horizontal
Gudgeon pin diameter 219,980 220,000
Small end bore 250,000 250,046
Assembled bearing bore 220,150 220,226 220,260
Gudgeon pin bearing clearance 0,150-0,246
Measurement record 4611V004: Gudgeon pin
Connecting rod axial clearance in 0,40 0,90
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
Measurement record 5011V001: Piston rings
Piston ring gap (clamped diam.460)
Compression ring 1 1,50-1,90 3,0
Oil scraper ring 1,60-2,60 3,0
Piston ring height 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 0,250-0,290
direction of engine
Corresponding piston diameter
W50DF 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 0.10
to 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 W50DF

Min. Max. (mm) (mm)
13 Intermediate gear of camshaft
drivebearing clearance (1) (see Fig 06-2) 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
Intermediate gear of camshaft drive
Fig 06-2 500601
W50DF 06 - 5

Min. Max. (mm) (mm)
14 Valve tappet diameter (1) (see Fig 06-3) 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 06-4) 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
Valve tappet
1, 2
12, 13
A
4, 5
A 6 7 14
A-A
Fig 06-3 500602
06 - 6 W50DF
Rocker arm
10, 11
B
8, 9 B
B-B
Fig 06-4 500603

Min. Max. (mm) (mm)
16 Nozzle needle lift (see Fig 06-5)
Main (M): 0,98 1,02 1,12
Pilot (P): 0,16 0,19
Nozzle needle lift
M P
Fig 06-5 500604
W50DF 06 - 7

Min. Max. (mm) (mm)
16 Injection tappet diameter (1) (see Fig 06-6) 179.875 179.915
Guide diameter (2) 180.000 180.063
Roller pin bore in 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
Injection tappet
1, 2
3
4, 5
12
6 7
Fig 06-6 500605
06 - 8 W50DF

Min. Max. (mm) (mm)
18 Lubricating oil pump, diameter of shaft (1) 59. 970 60.000
Backlash for driving gear 0.422-0.731
Lubricating oil pump
Fig 06-7
1 500606
W50DF 06 - 9

Min. Max. (mm) (mm)
19 Backlash for water pump driving gear 0.422-0.731
WD 200 (see Fig 06-8)
Water pump WD 200
Fig 06-8 500607

Min. Max. (mm) (mm)
19 Backlash for water pump driving gear 0.456-0.729
WD 125 (see Fig 06-9)
Water pump WD 125
Fig 06-9 500608
06 - 10 W50DF

Min. Max. (mm) (mm)
22 Driving shaft for governor (1) (see Fig 06-10) 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) (see Fig 06-10)
L-engine 0.125-0.680 0.80
V-engine 0.138-0.685 0.80
Backlash for driving gear (8) (see Fig 06-10)
L-engine 0.040-0.190 0.30
V-engine 0.040-0.185 0.30
Control shaft (4) (see Fig 06-11) 44.961 45.000
Control shaft bearing (5) (see Fig 06-11) 45.080 45.180
Bearing clearance (5) 0.080-0.219 0.50
Axial clearance (6) 0.300-0.500 1.00
Shaft for connection bar levers (11)
(see Fig 06-12) V-engines 44.961 45.000
Bearing diameter, in situ (10)
(see Fig 06-12) V-engines 45.025 45.064
Bearing clearance (10) V-engines 0.025-0.103 0.2
Axial clearance (9) V-engines 0.400-0.600 1.00
Driving shaft for governor
O T
Fig 06-10 500609
W50DF 06 - 11
Control shaft
S
Q R
Fig 06-11 500610
Bearing support for link levers, V-engine
NN
NM
^ V
Fig 06-12 500611
06 - 12 W50DF
50-200802-11 Tightening torques and use of hydraulic tools
07. Tightening torques and use of hydraulic

tools
07.1 Tightening torques for screws and nuts

Note! See section 07.3 for hydraulically tightened connections!
The position numbers in the tables below refer to the corresponding

figures A to K, which are located in the engine according to Fig 07-1.
Note that 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 values. Always tighten to stated torque shown in the tables. A
loosen screw connection might cause serious damages/human injury.
Threads and contact faces of nuts and screw heads should be oiled with
lubricating oil unless otherwise stated. Note that locking fluids are
used in certain cases.
Note! Molycote or similar low friction lubricants must not be used for any
screws or nuts. Great risk of overtensioning of screws.
1 Nm = 0.102 kpm
Tightening torques
K F E D
C
G
I
B
H A
Fig 07-1 500701
W50DF 07 - 1
Tightening torques and use of hydraulic tools 50-200802-11
A: Crankshaft and flywheel
18
19 17
Fig 07-2 500702
Torque
Pos. Screw connection 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 07.2)
18, Flywheel fastening screws and flywheel fitting bolts
19 In case you need the tightening torque for these screws,
please contact the nearest Wärtsilä service office.
07 - 2 W50DF
B: Governor drive
Alternative 1 Alternative 2
34
34
Fig 07-3 500703
Torque
34 Alternative 1:
Hexagon socket head screw M10x130, 10.9 50
Hexagon socket head screw M10x130, 12.9 80
Apply Loctite 243 on threads, see section 07.2
34 Alternative 2: 25
Hexagon socket hed screw M8x60
W50DF 07 - 3
B: Overspeed trip device
6
A-A Alternative 1 Alternative 2
54
56
A
A
49
Fig 07-4 500704
Torque
6 Overspeed trip lever screw (M12) 85±4
49 Locking screw of centrifugal tripping mechanism 14
54 Overspeed trip housing fastening screws (M12) 85±4
56 Overspeed trip fastening screws (M10) 50±2
07 - 4 W50DF
C: Camshaft
1 Alternative1 2
1
47
50
Alternative 2
Fig 07-5 500705
Torque
1 Alternative 1:
Pretightening of camshaft flange connection nuts (M20) 200
Final tightening of camshaft flange connection nuts (M20) 550±24
1 Alternative 2:
Pretightening of camshaft flange connection screws (M20) 200
Final tightening of camshaft flange connection screws 620±25
(M20)
2 Camshaft gear flange connection screws (M20) 575±25
47 In-line engines:
Camshaft damper (H&W) connection screws (M20) (8.8) 410±15
(optional)
47 V-engines:
Vibration damper (viscous type), connection screws (M20) 410±15
(8.8)
Vibration damper (spring type), connection screws (M20) 575±25
(10.9)
50 Elastical coupling, vibration damper fastening screws 85
(M10)(optional)
W50DF 07 - 5
D: Cylinder head - Alternative 1
12 13 48
8
67
10
40
41
42
43
Fig 07-6 500706
Torque
8 Main injection valve fastening screws (M12) 72±5
10 Injection pipe nuts 200±5
Use Molykote G-n plus lubricant on threads and the
sealing cone.
12 Rocker arm console fastening screws (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
40 Fastening screws for connection pipe pressure flange 38±2
(M12)
41 Fastening screws for connection pipe sealing flange (M12) 85±5
42 Pilot fuel pipes (M22x1,5) 25±2
43 Fastening screws for pilot fuel pipe connection piece (M8) 17±2
67 Clamp tightening screw (M16) 170±10
07 - 6 W50DF
D: Cylinder head - Alternative 2
12 13 48
8
67
40
42
43
Fig 07-7 500728
Torque
Pos. Screw connection
Nm
8 Main injection valve fastening screws (M16) 72±5
12 Rocker arm console fastening screws (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
40 Fastening screws for connection pipe pressure flange 38±2
(M10)
42 Pilot fuel pipes (M22x1.5) 25±2
43 Fastening screws for pilot fuel pipe connection piece (M8) 17±2
67 Clamp tightening screw (M16) 170±10
W50DF 07 - 7
D: Starting valve
15 16
Fig 07-8 500707
Torque
15 Fastening nuts for starting valve (M16) 165±5
16 Nut for starting valve spindle (M12) 45±2
E: Piston
55
Fig 07-9 500708
Torque
55 Piston crown connection screws
1. Thread and contact surface of screw to be lubricated
with oil.
2.Screws to be tightened crosswise. 310
3. Screws to be slackened off.
4. Screws to be retightened crosswise. 50
5. Screws to be cross tightened. 120°
6. Test for the right tighteness.
Screws should not move when tightening by 245 Nm
torque.
07 - 8 W50DF
F: Injection pump
A
26
105
46 46
A
106 23
24
25
22
Fig 07-10 500709
Torque
22 Locking screw (M12) for injection pump adjusting screw 60±5
(locked with 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
Use Molykote G-n plus lubricant on threads and the
sealing cone.
46 Erosion plug, see instructions for locking in section 16.3.6. 350±5
105 Stop washer mounting screw 100
106 Pneumatic cylinder fastening screw 30
W50DF 07 - 9
F: Injection valve - Alternative 1
60 28
Fig 07-11 500710
F: Injection valve - Alternative 2
60 28
Fig 07-12 500027
Torque
28 Main injection nozzle cap nut 600±15
Use Molykote G-n plus lubricant on threads and shoulder
60 Counter nut of main injection valve adjusting screw 200
07 - 10 W50DF
G: Turbocharger, Napier
31
Fig 07-13 500711
Torque
31 Turbocharger fastening screws (M24) 950
W50DF 07 - 11
G: Turbocharger, TPL73
31
Fig 07-14 500712
Torque
31 Turbocharger fastening screws (M24), TPL73 780±50
G: Turbocharger TPL76C
A:
2 6
8 4
A
7 3
1 5
Fig 07-15 500712
Torque
1-8 Turbocharger fastening screws, TPL76C 1350±100
Tightening order of the screws is from 1 to 8.
07 - 12 W50DF
H: Engine driven lube oil pump
30
Fig 07-16 500713
Torque
30 Lube oil pump gear fastening screws 41± 4
H: Engine driven pilot fuel pump
14
17
13
Fig 07-17 500724
Torque
13 Pipe union for supply connection 30
14 Connection piece 50
17 Pipe union for drain connection 25
W50DF 07 - 13
I: Engine driven cooling water pump WD-125
44 43
Fig 07-18 500714
Torque
43 Water pump gear fastening screws 50±3
Tighten the screws crosswise (0-20-40-50)Nm
44 Hexagon screw 110
I: Engine driven cooling water pump WD-200
66
24 43
Fig 07-19 500715
Torque
43 Water pump gear fastening screws 41
24 Hexagon screw. 200
66 Hexagon screw 10
07 - 14 W50DF
J: Free end of crankshaft
44
45
Fig 07-20 500716
Torque
44 Tightening screws of vibration damper or gear wheel for 2800
engine driven pumps (M39x3) (optional)
45 Fitting bolts of vibration damper or gear wheel for engine 2200
driven pumps (M39x3) (optional)
W50DF 07 - 15
K: Exhaust pipe
84 83 84
Fig 07-21 500717
Torque
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
07 - 16 W50DF
07.1.1 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 lubricating 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.
Width across Key width of Torque

Screw flats of hexagon
dimension hexagon socket head (Nm) (kpm)
screws (mm) screws (mm)
Strength class 8.8
M6 10 5 10 1.0
M8 13 6 25 2.5
M10 17 8 50 5.0
M12 19 10 85 8.5
M16 24 14 190 19.0
M20 30 17 370 37.5
M24 36 19 640 65.0
Strength class 10.9
M6 10 5 14 1.4
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
M6 10 5 18 1.8
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 126.5
W50DF 07 - 17
07.2 Use of locking fluids

When using locking fluid (Loctite), clean parts carefully in degreasing
fluid and let them dry completely before applying locking fluid.
07.3 Hydraulically tightened connections
07.3.1 General
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 manometers operational.
Note! The screws will be overloaded if the maximum hydraulic pressure

is exceeded.
It is recommended to change the screws if maximum hydraulic
pressure is exceeded for some reason.
When tightening hydraulic bolt connections, follow the instructions

given in section 07.3.4
07 - 18 W50DF
07.3.2 Hydraulically tightened connections
Hydraulically tightened connections
34 In-line engine
39
41
38
37
49
36
35 40
V-engine
34
38
39
49
37
40
35
Fig 07-22 460725
Tightening pressures for connections, see following table.
W50DF 07 - 19
Hydraulic pressure Tightening

(bar) (±3%) torque for Hydraulic
Pos. Screw connection stud cylinder
Tightening Loosening (Nm)
34 Cylinder head bolts M90 x 6 in two steps: 400±40 861143
Stage I 300
Stage II 500 520
35 Main bearing bolts M90 x 6 in two steps: 400±40 861143
Stage I 400
Stage II 815 835
36 Thrust bearing bolts M56 in two steps: 300±30 861100
Stage I 400
Stage II 600 620
37 Lateral bolts of main bearings and thrust By hand 861100
bearing M56 in two steps:
Stage I 300
Stage II 600 620
38 Big end bearing bolts M72x6 in two steps 400±40 861142
Stage I 400
Stage II 800 820
39 Connecting rod bolts M42 in two steps: 150±10 861120
Stage I 400
Stage II 760 780
40 Counterweight bolts M56 in two steps: 300±30 861100
L-engine Stage I 300
Stage II 600 620
40 Counterweight bolts M72x6 in two steps: 400±40 861142
V-engine Stage I 300
Stage II 650 670
41 Central bolts for intermediate gears 400±40 861143
M90x6 in two steps:
Stage I 400
Stage II 815 835
49 Fixing bolts M42 in two steps: By hand 861120
(resilient mounting)
Stage I 300
Stage II 700 720
07 - 20 W50DF
07.3.3 Dismantling hydraulically tightened screw con-

nections
1 Attach distance sleeves and hydraulic cylinders to the nuts

according to Fig 07-19.A. Screw on the cylinders by hand.
2 Connect the hoses to the pump and cylinders according to
scheme Fig 07-19.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 07.3.2). Read pressure in both manome-
ters (6), see Fig 07-19.
5 Turn the nuts in counter-clockwise direction about one revo-
lution with a pin.
6 Open the release valve slowly and remove the hydraulic tool
set.
7 Screw off the nuts.
Hydraulic cylinders
861143 861142 861100 861009

M90x6 M72x6 M56
1 6 5
B 4
7 2 3
Fig 07-23 500719
W50DF 07 - 21
07.3.4 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 07-19. Check that the release valve (2) is open and screw the
cylinders inclockwise 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
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.
07.3.5 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 07-19.
The components are connected in series, the pressure gauge being the
last component thus ensuring that every cylinder is fed with the correct
pressure.
The non-return valves in the hoses are integrated with the quick-con-
nections 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 hydraulic oil or at least an oil with a viscosity of about
2°E at 20°C.
• During the filling of the high pressure pump container, it is
recommended to connect the set according to scheme B Fig 07-19.
Before filling, open the release valve (2) and empty the cylinders
(4) by pressing piston and cylinder together. After that, the con-
tainer 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 connection.
• Check the pressure gauge of the hydraulic tool set regularly. For
this purpose a comparison pressure gauge is supplied. This pres-
sure gauge can be connected to the plug hole (7) and the outlet
hose of the pump is connected direct to the pressure gauges.
07 - 22 W50DF
07.4 Use of hydraulic extractor cylinder

For some power demanding operations a hydraulic extractor cylinder
is used. In connection with this cylinder the hydraulic high pressure
hand pump is utilized. (Connection scheme acc. to Fig 07-20.)
Hydraulic extractor cylinder
1
B
Fig 07-24 500720
The effective area of the piston is 58.32 cm2 which gives the following
relation between pressure and force (Fig 07-21.)
Relation between pressure and force (hydraulic cylinder 834050)
p
(bar) A. Max. Pressure
600
300
F
0
0 50 100 150 200 250 300 350 (kN)
Fig 07-25 500721
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 07-20.
W50DF 07 - 23
The piston is prevented from running out of the cylinder by an expan-

sion 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.
07.5 Use of low pressure pump for lifting pur-

poses 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 07-22.) When lifting the main bearing connect the
pressure hose to connection “UP”, when lowering connect the hose to
connection “DOWN”.
Low pressure pump
A
A
UP DOWN
1 2
Fig 07-26 500722
07 - 24 W50DF
07.6 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).
Example
B xM
M1 =
B+A
M M1
A B
Fig 07-27 500723
Example:
M = 600 Nm
A = 272 mm
B = 880 mm
M1 = 600 x 880 / ( 880 + 272 ) = 458 Nm
W50DF 07 - 25
07 - 26 W50DF
50-200513-06 Operating Troubles 08
08. Operating Troubles
08.1 Trouble shooting

The engine should be maintained according to the schedule in chapter
04. Some possible operating troubles require prompt action. Operators
should acquire knowledge of this chapter for immediate action when
needed.
Trouble See chapter,

Possible reason section
1. Crankshaft does not rotate at starting attempt
a) Control system indicates start blockings
- low lubricating oil pressure
- low starting air pressure
- low HT temperature before engine
- turning device engaged
- emergency stop activated
Check the alarm list or the local display unit
b) Engine in shutdown or emergency stop mode 23
c) Communication to external system not running
d) Incorrect CCM configuration
e) MCM not restarted after power disconnection
f) Starting air solenoid valve faulty
g) Starting system faulty (starting air distribution piston or starting valve jammed) 21
h) Inlet or exhaust valve jammed in open position or "negative" valve clearance
2. Crankshaft rotates but engine fails to fire
a) Too low speed 21
b) Fuel oil insufficiently precirculated
c) Fuel and injection system not vented after overhaul / Repeat the start procedure 23
d) Very low air and engine temperatures in connection with fuel of low ignition 02
quality
e) Gas supply restricted or blocked 17
f) Charge air system restricted or blocked 15
g) TDC/speed sensor failure or wrongly adjusted
h) Pilot fuel system failure 17, 23
i) Gas fuel and charge air pressure difference too high
j) Fuel filter clogged 17
k) Three-way cock of fuel filter wrongly set, valve in fuel inlet pipe closed, fuel day 17
tank empty, fuel feed pump not started or faulty
W50DF 08 - 1
08 Operating Troubles 50-200513-06
3. Engine fires irregularly, some cylinders do not fire at all

a) Faulty main gas admission valve 17
- jamming when closed
- damaged wiring or electrical connector
- gas fuel and charge air pressure difference too high
b) Faulty pilot fuel injector 16
c) Incorrect pilot injection timing or duration 23
- incorrect software setting
- TDC/speed sensor wrongly adjusted
d) Incorrect air-fuel ratio (too lean) 23
- malfunction of wastegate valve
- Insufficient charge air pressure
- air intake clogged
- turbocharger compressor dirty
- charge air cooler clogged on air side
- turbocharger turbine badly fouled
e) Faulty CCM
f) 12¼18-cylinder engines. It may be troublesome to make these fire on all
cylinders when idling, due to the small quantity of fuel gas required.
In normal operation this is acceptable.
g) See point 2c
In diesel fuel operation:
h) Diesel fuel rack linkage set-up incorrect or too much limitation in start fuel limiter 22
(software setting)
i) Injection pump control sleeve does not mesh properly with rack (may cause 16
overspeed if set in direction towards increased fuel quantity)
j) Injection pump faulty (plunger or tappet sticking; delivery valve spring broken or 16
sticking, constant pressure relief valve leaking)
k) Injection valve faulty; nozzle holes clogged 16
l) Speed actuator start booster not functional
4. Engine speed not stable
a) Loading automation outside engine faulty
Speed signal to speed controller disturbed due to wrong sensing distance or
poor connection / Wrong dynamic setting in speed controller or misfiring
Misfire in cylinder
- Faulty main gas admission valve (3a)
- Faulty pilot fuel injector (3b)
b) Incorrect ignition timing 23
c) Incorrect pilot injection timing or duration 23
- insufficient charge air pressure (see point 3d)
d) Incorrect software setting of speed control parameters 23
e) Gas pressure too low 17, 23
f) Fuel oil pressure too low 17
08 - 2 W50DF
Knocks or detonations occur in engine

5. (if reason cannot be found immediately, stop the engine!)
a) Big end bearing clearance too large (loose screws!) 06, 07, 11
b) Valve springs or injection pump tappet spring broken 12
c) Inlet or exhaust valve jamming when open
d) Too large valve clearances 06, 12
e) One or more cylinders overloaded
f) Tappet guide block or injection pump loose 14, 07
g) Initial phase of piston seizure
h) Incorrect air-fuel ratio (too rich) 23
i) Faulty main gas admission valve 17
- jamming when open
- particles in gas fuel system
j) Incorrect pilot injection timing or duration 23
- Faulty pilot fuel injector
k) Changes in gas fuel characteristics (gas with lower methane number) 02
6. Dark exhaust gases
a) Late injection (wrongly set camshaft drive) 06, 16, 17
b) See points 3b, c, d, e
c) Insufficient charge air pressure: Test Records
- air intake clogged 15, 04
- turbocharger compressor dirty
- charge air cooler clogged on air side
- turbocharger turbine badly fouled
Note! In case of a rapid increase of load the engine may smoke in diesel mode.
7. Engine exhaust gases blue-whitish or gray-whitish
a) Excessive lubricating oil consumption due to: gas blow-by past piston rings; worn or 03, 11
broken oil scraper rings or worn cylinder liners; sticking compression rings; compression
rings turned upside-down; ring scuffing (burning marks on sliding surfaces)
b) Gray-whitish exhaust gases due to water leakage from exhaust boiler/turbocharger
or due to water content in fuel.
8. Exhaust gas temperature of all cylinders abnormally high
a) Engine overloaded
b) Charge air temperature too high Test Rec, 01
- charge air cooler clogged on water side or dirty on air side 15
- water temperature to air cooler too high, water quantity insufficient
- engine room temperature abnormally high
c) Excessive deposits in cylinder head inlet or exhaust ports
d) Exhaust pipe pressure after turbine high 04, 15
e) Leakage in charge air system
f) Leakage in exhaust gas system
g) Incorrect air-fuel ratio (too rich) 23
W50DF 08 - 3
9. Exhaust gas temperature of one cylinder above normal Test Records

a) Exhaust valve
- jamming when open
- “negative” valve clearance
- sealing surface blown by (burned)
b) Faulty main gas admission valve 17
- jamming when open
- particles in gas fuel system
c) Leakage in cylinder head inlet
d) Faulty pilot fuel injector 16
e) Injection pump faulty 16
10. Exhaust gas temperature of one cylinder below normal
a) Faulty exhaust gas temperature transducers 23, 03
b) Leakage in gas fuel system 17
c) When idling, see point 3g 03
e) Incorrect air-fuel ratio (too lean) 23

f) Faulty main gas admission valve 17
- stacked in close position
- damaged wiring or electrical connector
- gas and charge air pressure difference too high
- open connection i valve’s cable
g) Faulty pilot fuel injection valve 16
- sticking needle
- pilot nozzle hole clogged
- open connection i valve’s cable
h) Leaky injection pipe or pipe fittings 16
11. Lubricating oil pressure lacking or too low 01
a) Faulty pressure transducers 23
b) Lubricating oil level in oil sump too low 01, 18
c) Lubricating oil pressure control valve out of adjustment or jamming 18
d) Three-way cock of lubricating oil filter wrongly set 18
e) Leakage in lubricating oil suction pipe connections 18
f) Lubricating oil viscosity too low 02
g) Lubricating oil pipes inside engine loose or broken 18
12. Too high lubricating oil pressure

a) See points 11a and c
13. Too high lubricating oil temperature 01
a) Faulty temperature transducer
b) Insufficient cooling water flow through oil cooler (faulty pump, air in system, 19, 01
valve closed), too high raw water temperature
c) Oil cooler clogged, deposits on tubes 18
d) Faulty thermostat valve 18
08 - 4 W50DF
Abnormally high cooling water outlet temperature, difference 01

14. between cooling water inlet and outlet temperatures too large
a) One of temperature transducer faulty
b) Circulating water cooler clogged, deposits on tubes
c) Insufficient flow of cooling water through engine (circulating water pump faul- 19, 03
ty), air in system, valves closed
d) Thermostat valve faulty 19
15. Water in lubricating oil 02, 03
a) Leaky oil cooler 18
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. See separator instruction book!
Water in charge air receiver 15
16. (escapes through drain pipe in air cooler housing)
a) Leaky air coolers
b) Condensation (too low charge air cooling water temperature) 03
17. Engine looses speed or power
a) Engine overloaded or too fast load increase 23
b) See points 4e, 5g
18. Engine stops
a) Shortage of fuel
b) Automatic shutdown or emergency stop from control system 23
c) Power failure to electronic equipment
19. Engine does not stop although remote stop signal is given
a) Faulty wiring. Stop the engine by closing the shut-off valve in the gas supply
system
20. Engine does not stop although stop signal is given
a) Injection pump control rack wrongly set (3b, c)
Press emergency stop button. If the engine does not stop immediately, 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) The engine driven by generator or propeller or by another engine connected to
same reduction gear
Engine overspeeds and does not stop although
21. 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.
- Diesel fuel control rack blocked or incorrectly set
b) An overspeeding engine is hard to stop. Therefore, check regularly the 22
adjustment of the control mechanism (the injection pump rack positions):
1) the stop lever being in stop position or the overspeed trip device being
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.
W50DF 08 - 5
08.2 Emergency operation
08.2.1 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
at the bottom of the cooler housing, check whether it is raw water or
condensate. If condensate, reduce cooling (see chapter 03, Fig 03-2). If
raw water, stop the engine as soon as possible and fit a spare cooler.
In case of no available spare cooler, the following procedure can be
carried out as an emergency solution:
a) Dismantle the cooler for repair and blank off the opening in the
charge air cooler housing. Shut off the water supply and the return
pipes. Repair the cooler, e.g. by plugging the leaking tubes.
b) If there is not time enough to remove the defective cooler to re-
pair it, then only shut off the water supply and the return pipes.
c) Operating with a partially plugged, shut-down or removed air
cooler.
The engine output must be limited and normal full load exhaust
temperatures must not be 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.
08.2.2 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 of
rotor, blanking of turbocharger etc.)
If one of the turbochargers on a V-engine is defective and must be
blocked, the other charger has to be blocked too. The air connection
between the turbocharger and the air cooler housing should be removed
and the engine will operate as a naturally aspirated engine. 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.
Note! Both turbochargers on a V-engine must be blocked or blanked in

case of one charger is defective and blocked
08 - 6 W50DF
08.2.3 Operation with defective cams
If the camshaft piece with damaged cams cannot be removed and

replaced by a new one, the engine can be kept running by the following
measures:
a) Injection pump cams:
Slight damage:
Set the injection pump control rack to zero position and lock it by using
the limiter tool 863001.
Bad damage:
Remove the fuel injection pump. See chapter 16.
Attention! Concerning vibrations, see sec. 08.2.5.
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, and
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
operation, reduce load to prevent exhaust temperature of the remain-
ing cylinders from exceeding normal full load temperatures.
b) Valve cams
Shut off the fuel injection to the cylinder concerned, see chapter 16.
Remove the valve push rods and cam followers of the cylinder. Replace
the tubes covering the push rods.
Run the engine with reduced load to prevent the exhaust tempera-
tures from exceeding their respective normal full load temperatures.
08.2.4 Operation with removed piston and connecting

rod
In case of such damage on piston, connecting rod or big end bearing

that cannot be repaired, the following can be done to allow emergency
operation:
1 Remove the piston, the connecting rod and the big end bear-
ing.
2 Cover the lubricating oil bore in the crank pin with a suit-
able hose clip, and secure it.
3 Fit the cylinder head without mounting the valve push rods.
4 Prevent starting air entry to the cylinder head by removing
the pilot air pipe.
5 Set the injection pump fuel rack to zero position and lock it
using the limiter tool 863001.
W50DF 08 - 7
Run the engine with reduced load to prevent the exhaust temperatures
from exceeding their respective normal full load temperatures. If the
turbocharger(s) surges, reduce load further to avoid continuous surg-
ing.
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.
08.2.5 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, depen-
dant on the type of the installation.As a general advice, when there are
cylinders out of order:
1 Reduce load as much as possible.
2 Keep the speed in a favourable range (completely depend-
ing on the type of installation).
If one or several pistons are removed, lowest possible speed should be

used.
08 - 8 W50DF
2005-01 Specific Installation Data
09. Specific Installation Data
09.1 General Marine installations

Chapter 09 is reserved for specific installation data.
Depending on installation, the specific installation data can also be
found from separate binder, “Attachments”.
09.2 General Power installations

All test reports and certificates are collected in series 8 Quality
records. The specific installation data can be found from binder 7A
02 01.
09 - 1
Specific Installation Data 2005-01
09 - 2
50-200717-05 Engine block with bearings, cylinder and oil sump
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
distributing 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 bearing shells are axially guided by lugs to provide a
correct assembly. All main bearings are equipped with temperature
sensors.
10.2.1 Maintenance of the main bearings
For maintenance intervals see chapter 04., Maintenance schedule. If

abnormal temperatures appears the bearing has to be inspected.
10.2.2 Dismantling of a main bearing
Loosening the side screws:

1 In case of a wet oil sump: Pump oil from the oil sump to the
storage tank if not done yet.
2 Remove two crankcase covers on each side of the bearing,
on both side of the engine.
3 Remove carefully the main bearing temperature sensor (1)
and the clamps for the cable, see Fig 10-1.
4 Remove the caps from the side screws of the concerned
bearing.
5 Lift the distance sleeves (861009) and the hydraulic tool
(861100) into position on the side screws. Both sides can be loosened
simultaneously.
W46/W50DF 10 - 1
Engine block with bearings, cylinder and oil sump 50-200717-05
Main bearing side screws
861009
861100
Fig 10-1 501001
6 Tighten the hydraulic tool (861100), until the piston and cyl-
inder end faces are at the same level. Connect the hoses of the
hydraulic pump (860170) according to Fig 10-2.
Note! Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
Hydraulic pump connection
860170 861009
861100
Fig 10-2 501002
7 Turn the hydraulic tool counter-clockwise about half a turn

(180°) and close the valve.
8 Raise the hydraulic pressure to the stated value, see section
07.3.2.
9 Loosen the nut about half a turn by using the pin 861010.
10 Release the pressure slowly. Disconnect the hoses and un-
screw the hydraulic tool.
11 Remove the nuts from the side screws by hand.
10 - 2 W46/W50DF
Opening the main bearing nuts:
10.2.2.1 A. Using transport device (836044) on L-engines

1 Fit the transport device (836044) and tackle (836001) according
to Fig 10-3A. Fasten the transport device to the threaded holes of the
crankcase cover fastening screws. Use e.g. M24 screws from the mount-
ing device for big end bearing (836011).
10.2.2.2 B. Using transport device (836030) with bar (831003) on

L-engines
1 Fit the bar (831003) together with transport device (836030) and
tackle (836001) into position inside the crankcase, see Fig 10-3B.
Transport device, L-engines
836001 836001 836003 836030

A: B:
836044
861143 861143
861040 861040
Fig 10-3 501003
W46/W50DF 10 - 3
2 Lift the hydraulic tool (861143) inside the engine by using the
mounting device (861040) connected to the tackle, see Fig 10-4.
3 Mount the hydraulic tool 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.
Mounting device, L-engines
A: B:
836044
836001
861143 861143
861040 861040
Fig 10-4 501004
10.2.2.3 Using transport device (836041) on V-engines

1 Fit the transport device (836041) and tackle (836001) accord-
ing to Fig 10-5. 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 - 4 W46/W50DF
Transport device, V-engines
836001
836041
861143
861041
Fig 10-5 501005
2 Lift the hydraulic tool (861143) inside the engine by using the
mounting device (861041) connected to the tackle, see Fig 10-6.
Mounting device, V-engine
836041
836001
861143 861041
Fig 10-6 501006
3 Mount the hydraulic tool 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.
W46/W50DF 10 - 5
Note! Hydraulic tool 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 10-7). The inside part of the hydraulic
tool can then be lifted by hand and screwed into position.
Note! On a V-engine, never turn the crankshaft with hydraulic tools

mounted to the main bearing screws, because then the counter-
weights do not have enough space to rotate.
Hydraulic tool
861143
Fig 10-7 501007
4 Connect the hoses of the hydraulic pump (860170) to

hydraulic tool according to Fig 10-8.
Hydraulic pump
860170
Fig 10-8 501008
10 - 6 W46/W50DF
5 Keep on turning the hydraulic tool as long as it rotates. Re-

peat the procedure few times to get all oil out from the tool.
6 Turn the hydraulic tool back about 3/4 of a turn (270°).
7 Raise the hydraulic pressure to the stated value. See section
07.3.2.
8 Loosen the nuts about 3/4 of a turn by using the pin (861010).
9 Release the pressure slowly, disconnect the hoses and un-
screw the hydraulic tools. Remove the hydraulic jacks from the
crankcase by using the tool (861040) and the tackle.
Lowering the main bearing cap:
10 Connect the hoses of the hydraulic pump 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 10-9. Use clean engine oil.
Lowering the main bearing cap
Dry oil sump:
A:
A
860050 UP DOWN
Wet oil sump: B:
DOWN UP
B 860050
Fig 10-9 501009
W46/W50DF 10 - 7
11 Remove the side screws to be able to lower the main bearing

cap. If necessary,use stud remover (803004), see Fig 10-10.
Stud remover
Left hand threads

803004
Fig 10-10 501010
12 Remove the nuts of the main bearing screws.

13 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 valve of the pump.
Note! Only the lower part of the hydraulic jack is pulling down.
Removing the bearing shells:

14 Remove the lower bearing shell by hand.
15 Insert the turning tool (851001) into the main bearing journal
radial oil hole, see Fig 10-11.
Removing bearing shell
851001
Fig 10-11 501011
10 - 8 W46/W50DF
16 Turn the crankshaft carefully until the bearing shell has

turned 180° and can be removed.
17 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
Bearings
1 Clean the bearing shells and inspect for wear, scoring and
other damage. If the main bearing shells are of TRI-METAL type,
they can be used until the overlay is partially worn off. When the
underlaying nickel-barrier or the lining material is exposed in any
area, the bearing must be renewed.
Caution! Never re-install a tri-metal bearing with the nickel barrier exposed
in any part of the bearing shell.
Note! It is highly recommended to always renew a bearing shell that has

been removed.
Caution! Mark the new bearings with the bearing numbers.
Journals
2 Inspect the surface finish of the main bearing journals.
Damaged journals (i.e. rough surface, scratches, marks of shocks
etc.) must be polished. If, after a longer running period, considerably
uneven wear appears (table 10. section 06.2) the crankshaft may be
reground and used together with thicker bearing shells.
Note! No scraping or other damage of bearing shells, caps or saddles is

allowed. Burrs should be locally removed, only.
W46/W50DF 10 - 9
10.2.4 Assembling of main bearing
Mounting the bearing shells:

1 Take off the protecting tapes from the journal oil holes and
clean the main bearing shells, the cap and the journal very carefully.
Lubricate the journal with clean engine oil.
2 Lubricate the bearing surface and end faces of the upper bear-
ing shell with clean lubricating oil.
Caution! The bearing shell can be completely destroyed (deformed) during

the assembly, if it is not lubricated properly.
3 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 10-12), and push it by hand as far as possible
(recommended 2/3 of its lenght).
Assembling bearing shell
A
Push by hand
Detail A:
Fig 10-12 501012
4 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 damaged, see Fig 10-13.
Caution! A bearing shell forced into its place can be completely destroyed
due to deformation.
10 - 10 W46/W50DF
Turning tool
851001
Fig 10-13 501013
5 Remove the turning tool.

6 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:

7 Connect the hoses of the hydraulic pump (860050) to the
hydraulic jack, the supplying hose connected to the side marked
“UP”, see Fig 10-14.
W46/W50DF 10 - 11
Lifting bearing cap
Dry oil sump:
A: A
860050
UP DOWN
Wet oil sump:
B: 860050
DOWN UP
Fig 10-14 501014
From the connection “DOWN” the hose can be connected back to the
pump chamber. Grease the guide faces of the main bearing cap.
8 Lift the main bearing cap by pumping oil pressure to the hy-
draulic jack with the hydraulic pump. Screw the main bearing nuts
in position by hand. Ensure that the bearing caps and shells are
correctly in joining places.
Fitting the side screws:

9 Remove O-rings on the side screws and clean the side screws
properly. Lubricate the threads (the threads towards the bearing
cap).
10 Renew the O-rings on the side screws. Fit the screws and
tighten to bottom by hand or by using the tool (803004), see Fig
10-10.
11 Tighten the side screw nuts by hand.
10 - 12 W46/W50DF
Pretightening the side screws:

12 Lift the distance sleeve (861009) and the hydraulic tool
(861100) into position on the side screw on the rear side(B-bank
side on a V-engine) of the engine.
13 Tighten the hydraulic tool (861100), until the piston and cyl-
inder end faces are at the same level. Connect the hoses and open
the valve, see Fig 10-15.
Hydraulic tool for side screws
860170 861009
861100
Fig 10-15 501015
14 Raise the pressure to the pretightening pressure of 200 bar.

15 Tighten the nut by using the pin. Release the pressure slowly.
Tightening the main bearing on a L-engine:

10.2.4.1 Using transport device (836044) on L-engines
1 Fit the transport device (836044) and tackle (836001) according
to Fig 10-3A. Fasten the transport device to the threaded holes of the
crankcase cover fastening screws. Use e.g. M24 screws from the mount-
ing device for big end bearing (836011).
10.2.4.2 B. Using transport device (836030) with bar (831003) on

L-engines
1 Fit the bar (831003) together with transport device (836030) and
tackle (836001) into position inside the crankcase, see Fig 10-3B.
Tightening the main bearing on a V-engine:

10.2.4.3 Using transport device (861041) on V-engines
1 Lift the hydraulic tool (861143) for main bearings into posi-
tions by using the mounting device (861041). See Fig 10-6.
W46/W50DF 10 - 13
2 Connect the hoses of the hydraulic pump (860170). Keep on

turning the hydraulic jack as far as it rotates. See connection
schema in Fig 10-8.
3 Raise the pressure to the stated value (stage I), see section
07.3.2, and tighten the nuts by using the pin (861010). Release the
pressure slowly and tighten the hydraulic cylinder until the end
faces of the piston and the cylinder are at same level.
4 Raise the pressure to stated value (stage II), see section
07.3.2, and tighten the nuts by using the pin (861010).
5 Release the pressure slowly and disconnect the hoses. Remove
the tools.
6 Re-install the temperature sensor and cable clamps.
Final tightening of the side screws:

7 Mount the distance sleeve (861009) and the hydraulic tool
(861100) on the side screw on the rear side (B-bank side on a
V-engine).
8 Connect the pump and the hose to the hydraulic tool on the
side screw on the rear side (B-bank side on a V-engine) of the engine.
9 Raise the pressure to the full stated value (stage I), see sec-
tion 07.3.2, and tighten the nuts by using the pin (861010). Release
the pressure slowly.
11 Release the pressure slowly, disconnect the hoses and remove
the hydraulic tools.
12 Repeat the steps 7-11 on the side screw on the manoeuvring
side of the engine.
13 Mount the caps on the side screws.
Note! The final tightening of the side screws can also be done for both
sides simultaneously.
Tightening
Tightening order pressure
Loosening: 1. Side screw nuts one by one or simultaneously
2 . Main bearing nuts simultaneously
Pretightening: 1. Side screw nut on
rear side (B-bank 200 bar
side on a V-engine)
Final tightening: 1. Main bearing nuts simultaneously 07.3
2. Side screw nut on (The final tightening of the side screws 07.3.2
rear side can also be done for both sides
3. Side screw nut on simultaneously)
manoeuvring side
10 - 14 W46/W50DF
14 Take care that all tools and clothes are removed from the
oil sump.
15 In case of a wet oil sump: Fill the oil sump with oil if you
have finished your work.
16 Mount the crankcase covers.
W46/W50DF 10 - 15
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 different size. The two pairs of thrust washers guide the crank-
shaft axially.
10.3.1 Maintenance of flywheel / thrust bearings
For maintenance intervals see chapter 04., Maintenance schedule. If

abnormal temperatures appear, the bearing has to be inspected.
10.3.2 Dismantling of flywheel / thrust bearing
Loosening the side screws:

1 In case of a wet oil sump: Pump oil from the oil sump to the
storage tank if not done yet.
2 Remove the two crankcase covers next to the flywheel end,
on both sides of the engine.
3 Carefully remove the temperature sensor (1) and the cable
clamps, see Fig 10-1. Ensure that it will not be damaged while
working with the bearing.
4 Remove the caps from the side screws of the fly-
wheel/thrust bearing.
5 Lift the distance sleeves (861009) into position and the hy-
draulic tool (861100) on the side screws. Both sides can be loosened
simultaneously.
6 Tighten the hydraulic tool (861100), until the piston and the
cylinder end faces are at the same level. Connect the hoses of the

(180°).
8 Raise the hydraulic pressure to the stated value, see section
07.3.2. (column for loosening).
9 Loosen the nut about half a turn using the pin (861010).
screw the hydraulic tool.
11 Remove the nuts from the side screws by hand
10 - 16 W46/W50DF
Opening of the flywheel / thrust bearing nuts:

12 Lift the distance sleeve (861009) into position on the fly-
wheel bearing nut and hang it by inserting the pin (861010), see Fig
10-16.
Opening of flywheel / thrust bearing nuts
861009
861010
Fig 10-16 501016
Hydraulic tool connection
860170
861100
Fig 10-17 501017
13 Mount the hydraulic tools (861100), connect the hoses of the

W46/W50DF 10 - 17
14 Keep on turning the hydraulic tool until the piston and the
cylinder end faces are at the same level.
(180°).
16 Raise the pressure to stated pressure value, see section07.3.2
17 Loosen the nuts about half a turn by using the pin (861010).
Lowering the flywheel / thrust bearing cap:
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 10-18.
Lowering the flywheel / thrust bearing cap
Dry oil sump:
A:
A
860050 UP DOWN
Wet oil sump: B:
DOWN UP
B 860050
Fig 10-18 501009
10 - 18 W46/W50DF
20 Remove the nuts of the flywheel / thrust bearing screws.

21 Remove the side screws to be able to lower the bearing cap.
If necessary,use stud remover (803004), see Fig 10-10.
22 Lower the bearing cap by pumping oil pressure to the hydrau-
lic 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 10-19. Note the guide pins (C).
Removing the flywheel/thrust bearing shells
M8
Fig 10-19 501019
24 Insert the turning tool (851020) into the bearing journal ra-
dial oil hole to remove the upper bearing shells, see Fig 10-20.
W46/W50DF 10 - 19
Turning tool 851020
851020
Fig 10-20 501020
25 Turn the crankshaft carefully until the bearing shell and the
washers have turned 180° and 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, (see
Section10.2.3 ). 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 Take off the protecting tapes from the bearing journal radial
oil holes and clean the bearing shells, washers and journal very
carefully. Lubricate the journal with clean engine oil.
2 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 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 engine block. (See Fig 10-21). Insert the
shell by hand as far as possible, see Fig 10-22.
10 - 20 W46/W50DF
Upper bearing shell
B B
A A
Fig 10-21 501021
Caution! The bearing shell can be completely destroyed (deformed) during

the assembly, if it is not properly lubricated.
Assembling flywheel/thrust bearing shell
Push by hand
Fig 10-22 501022
W46/W50DF 10 - 21
3 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.
4 Remove the turning tool
5 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 crankshaft can be axially moved to each
direction.
Caution! A bearing shell forced into its place can be completely destroyed
due to deformation.
6 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 10-19.
7 Lubricate lower bearing shell running surface and place shell
in 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 cap, see Fig 10-23.
10 - 22 W46/W50DF
Lower bearing shell
A A
B B
Fig 10-23 501023
Lifting the bearing cap:

hydraulic jack, the supplying hose connected to the side marked
“UP”, see Fig 10-24.
Lifting the bearing cap
Dry oil sump:
A: A
860050
UP DOWN
Wet oil sump:
B: 860050
DOWN UP
Fig 10-24 501024
W46/W50DF 10 - 23
9 Lift the bearing cap by pumping oil pressure to the hydraulic

jack with the hydraulic pump. Screw the main bearing nuts in
position and tighten by hand. Ensure that the bearing caps and
shells are correctly in joining places. Disconnect the hoses.
Fitting the side screws:

10 Remove O-rings on the side screws and clean the side screws
properly. Lubricate the threads (the threads towards the bearing
cap).
11 Renew the O-rings on the side screws. Fit the screws and
tighten to bottom by hand or by using the tool (803004), see Fig
10-10.
12 Tighten the side screw nuts by hand.
Pre tightening of the side screws:

13 Lift the distance sleeve (861009) into position on the side
screw on the rear side (B-bank side on a V-engine) of the engine.
14 Mount the hydraulic tool (861100) and connect the hoses.
Open the pump valve, see Fig 10-15.
Note! Some hydraulic pumps types are to be used with a separate oil
return hose. Always follow the instructions delivered with the pump.
15 Keep on turning the hydraulic tool until the piston and cylin-
der end faces are at the same level.
16 Raise the pressure to the pretightening pressure of 200 bar.
17 Tighten the nut by using the pin (861010).
Tightening of the flywheel / thrust bearing:

18 Lift the distance sleeves (861009) into position on the
flywheel bearing nuts and hang them by inserting the pins (861010).
(See Fig 10-16.)
19 Mount the hydraulic tools (861100), connect the hoses of the
hydraulic pump (860170) according to (Fig 10-17 ).
20 Keep on turning the hydraulic tool until the piston and the
cylinder and faces are at the same level.
10 - 24 W46/W50DF
21 Close the valve and raise the pressure to the stated value,
see section 07.3.2., and tighten the nuts by using the pin (861010).
screw the hydraulic tools.
23 Re–install the temperature sensor and cable clamps.
Final tightening of the side screws:

24 Mount the distance sleeve (861009) and the hydraulic tool
(861100) on the side scew on the rear side (B-bank side on a
V-engine).
25 Connect the pump and the hose to the hydraulic tool on the
side screw on the rear side (B-bank side on a V-engine) of the engine.
26 Raise the pressure to the full stated value (stage I), see sec-
tion 07.3.2, and tighten the nuts by the pin (861010). Release the
pressure slowly.
29 Repeat the steps 24-28 on the side screw on the manoeuvring
side of the engine.
30 Mount the caps on the side screws.
Note! The final tightening of the side screws can also be done for both
sides simultaneously.
31 Take care that all tools and clothes are removed from the
oil sump.
32 In case of a wet oil sump: Fill the oil sump with oil if you
have finished your work.
33 Mount the crankcase covers.
W46/W50DF 10 - 25
10.4 Camshaft bearings

The camshaft bearing bushes are fitted in housings directly machined
in the engine block. Bushing can be inspected and measured either by
removing the camshaft journal or opening one connection in the cam-
shaft and sliding the complete shaft towards the free end of the engine.
10.4.1 Maintenance of camshaft bearings
For maintenance intervals see Chapter 04..
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 chapter 06. If
the wear limit for one camshaft bearing bushing is reached, all cam-
shaft 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 sec-
tion 14.2.
3 Loosen the rocker arm completely on the cylinders where
the camshaft is to be moved axially, see section 14.2.3. Lockthe fuel
tappet using the pin 845014 and the valve tappet using the pin
845013 in the upper position. The oil pipe needs to be removed on
some engine designs.
Caution! If no locking pins are available, the contact surface for the rollers
must be protected.
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.
Inspection of 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 - 26 W46/W50DF
10.4.3 Removing the camshaft bearing bushing
1 Remove the camshaft cover and camshaft piece. For

Wärtsilä®46CR engines, remove also injection pump and valve
tappets from the two cylinders adjacent to the bearing concerned,
see sections 16.3.2 and 14.2. If an end bearing has to be removed,
the respective camshaft end piece has to be also removed.
2 Remove the camshaft bearing journal, see section 14.2.
3 Assemble the removing device (834010) according to Fig 10-
25A or, if the first bearing at the flywheel end is concerned,
according to Fig 10-25B.
Note! Ensure that the hydraulic tool is unharmed and completely returned
to inner position before being used.
Removing the camshaft bearing bushing
5 bearing bush 2 bearing bush 5
^ _
4 3 1 3 4
Fig 10-25 501025
4 Tighten the hydraulic tool (2) (834050) by tensioning the pull

screw (1) slightly.
6 Pump pressure to the hydraulic tool to withdraw the bearing
bushing. If the bearing bush does not move when this pressure is
achieved a light knock on the end flange (5) may be necessary.
Note! The pressure must not exceed the “Max. pressure” value stated in
section 07.4.
W46/W50DF 10 - 27
860100
Fig 10-26 501026
7 Open the pump valve, disconnect the hoses of the hydraulic

tool and dismantle the removing device.
10.4.4 Mounting of camshaft bearing bushing
Alternative 1
1 A new bearing bush of the camshaft can be freezed in (e.g.
nitrogen). Ensure that the bearing bush is mounted to correct
position. (The oil slot directed upwards and the oil hole of the bush
directed against the oil hole of the engine block, detail C in Fig 10-28.
The mark at the end of the bearing bush has to be directed straight
down on L-engines/aligned with the side of the engine block on
V-engines, see detail D in Fig 10-28.
Alternative 2
2 Lubricate the outer surface of a new bearing bushing lightly
with clean engine oil and put it on the guide sleeve (4).
3 Assemble the mounting device (834010) according to Fig 10-
27A, or if the first bearing at the flywheel end is concerned according
to Fig 10-27B. Ensure that the bearing bush is mounted to correct
position. (The oil slot directed upwards and the oil hole of the bush
directed against the oil hole of the engine block, detail C in Fig 10-28.
The mark at the end of the bearing bush has to be directed straight
down on L-engines/aligned with the side of the engine block on
V-engines, see detail D in Fig 10-28.
10 - 28 W46/W50DF
Mounting of camshaft bearing bushing
5 4 2 1 2 4 5
^ _
Bearing bush 3 Bearing bush
Fig 10-27 501027
Bearing bush end
L-engine V-engine
C C
D D
Fig 10-28 501028
4 Tighten the hydraulic tool (2) by tensioning the pull screw (1)
slightly.
6 Pump pressure to the hydraulic tool to mount the bearing
bushing.
W46/W50DF 10 - 29
Note! The pressure must not exceed the “Max. pressure” - value stated in
the diagram in section 07.4.
7 Open the pump valve, disconnect the hoses of the hydraulic

tool and dismantle the mounting device.
8 Lubricate the bearing bushing running surface with clean
engine oil and insert the camshaft bearing journal. See section
14.2.4
9 Mount the camshaft pieces, valve tappets, injection pumps
and camshaft covers, see section 14.2.4 and section 16.3.3
10 Check the valve clearances, see section 12.2.4. Check deliv-
ery commencement of the injection pumps on all cylinders towards
the free end, see chapter 01.“firing order” and chapter 13.
10 - 30 W46/W50DF
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 antipolish-

ing ring
The cylinder liner must always be inspected when overhauling the

piston, see chapter 04.. The liner diameter is measured according to
the measuring record 4610V001GB for a W46-engine and record
5010V001 for W50DF-engine. To estimate the lifetime of a cylinder
liner it is very important to fill in the record properly.
Measuring records 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.
It is recommended to always change the antipolishing ring when
changing the piston rings.
10.5.2 Removing the cylinder liner
1 Drain the engine cooling water. Remove the cylinder head,

antipolishing ring and piston with connecting rod. (See chapter 12.
and chapter 11.).
2 Loosen the cylinder liner fastening screw (1). Remove the
holder (2) and the O-ring (3), see Fig 10-29.
Removing the cylinder liner
L-engines V-engines
1 1 3
2
2
Fig 10-29 501029
W46/W50DF 10 - 31
3 Fit the cylinder liner lifting device (836009) in position ac-

cording to Fig 10-30. Note the different lifting holes for In-line
engines and V-engines.
Note! The lifting tool is only for lifting and not for pulling out the liner. Note
maximum capacity of the tool.
Cylinder liner lifting device
In-line V-engine
engine
836009
A 836009 B
View A: View B:
Fig 10-30 501030
4 Remove the cylinder liner temperature sensors.
Note! An alternative cylinder liner removing tool can be find at section

10.5.2.1
10 - 32 W46/W50DF
5 Turn the crankshaft so that the counterweights are pointing at

the manoeuvring side and fit the support (836032) on a L-engine,
(see Fig 10-31) and support (836033) on a V-engine (see Fig 10-32)
to the counterweight fastening bolts. Use the transport device
(836041) and tackle (836001) on a V-engine when lifting the support
into position inside the crankcase. Fasten the screws (5).
Hydraulic tool support for L-engine
A 836039
834050
836032
View A
Fig 10-31 501031
Hydraulic tool support for V-engine
836041
836033
836001
Fig 10-32 501032
W46/W50DF 10 - 33
6 Turn the crankshaft to BDC and fit the hydraulic tool (834050)
and yoke (836039) on the support, see Fig 10-31 for a L-engine and
Fig 10-34 for a V-engine.
Connection of hydraulic pump to hydraulic tool for L-engine
834050
860100
Fig 10-33 501033
Connection of hydraulic pump to hydraulic tool for V-engine
View B:
836039
836033 834050
Fig 10-34 501034
10 - 34 W46/W50DF

hydraulic tool (834050) according to Fig 10-33 for a L-engine and
Fig 10-34 for a V-engine.
8 Pump pressure to the hydraulic tool to push the cylinder liner
out. When the liner starts to move freely, use crane to lift the liner
out, see Fig 10-33 for a L-engine and Fig 10-34 for a V-engine. Be
careful not to damage the cylinder head screws.
9 Open the pump valve , disconnect the hoses of the hydraulic

jack and remove the tools 836039, 834050 and 836032 for L-engine
or 836033 for V-engine.
10.5.2.1 W46-engines alternative tool for cylinder liner removing

1 Mount the hydraulic tool (861166) inside the extraction tool
(836047) and fit the tools between the cylinder liner and one of the
cylinder head screws, see Fig 10-35.
2 Pump pressure to the hydraulic tool with the hydraulic pump
(860100) to push the cylinder liner up. When the liner starts to move
freely, use crane to lift the liner out. Be careful not to damage the
cylinder head screws.
Cylinder liner removing tool
836047
861166
860100
Fig 10-35 501039
W46/W50DF 10 - 35
Note! Because the top of the liner is very heavy the removed liner must
be properly supported e.g. to engine room wall.
Note! Avoid unnecessary turning of the liner. Extreme care must be taken
if turning is compulsory.
Note! Note the location of the centre of gravity, see Fig 10-36.
Centre of gravity
1. Centre of gravity
Fig 10-36 501038
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 vaseline or soft soap and assemble the lifting device
(836009).
4 Apply sealing compound to the sealing surfaces between
lower part of collar and engine block.
10 - 36 W46/W50DF
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 10-37 for L-engine and Fig 10-38 for
V-engine. Lower further until the liner collar faces the engine block.
Mounting the cylinder liner, L-engine
O-ring
A: Marks for the position

of the cylinder liner
Fig 10-37 501035
Mounting the cylinder liner, V-engine
836009
Driving end
Distinct mark
Fig 10-38 501036
W46/W50DF 10 - 37
6 Mount the holder (2) (Fig 10-29 ) and tighten the cylinder liner
fastening screw (M24x100) to stated torque. See chapter 07.
7 Check the cylinder liner inner diameter (see Fig 10-39 ) and
complete the measurement record 4610V001 for W46 engine and
record 5010V001 for W50DF engine, see “ATTACHMENTS”.
Cylinder liner inner diameter
II
848012 847001
III
IV
Fig 10-39 501037
8 Re-install the temperature sensors.

9 Mount the piston with connecting rod and cylinder head. Re-
fill the cooling water, see chapter 12. and chapter 11.
10 Check the O-ring seals from the crankcase side while circu-
lating cooling water. If there is an engine driven cooling water pump,
apply 3 bar static pressure.
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. If the honing is done
when the cylinder liner is on its place in the engine block, the crank-
shaft under the cylinder concerned must be covered by plastic film.
Honing rests must be prevented from falling into the oil sump of the
engine. For the honing process the following instructions are pre-
scribed:
· 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.
10 - 38 W46/W50DF
· 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).
W46/W50DF 10 - 39
10 - 40 W46/W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
11. Crank mechanism:

Crankshaft, connecting rod, piston
11.1 Crankshaft
11.1.1 Description of the crankshaft
The crankshaft is forged in one piece and provided with counter-

weights, fastened 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 crankshaft can be turned by an
electrical turning device operating the flywheel.
11.1.2 Vibration damper
Depending on the installation the engine may be equipped with a

vibration damper to dampen the torsional vibrations which are excited
by the engine.
Vibration damper
2
5
1
3
Fig 11-1 501101
1. Inner part. 2. Spring pack. 3. Spacers. 4. Clamping ring. 5. Side plate.
W50DF 11 - 1
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
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). 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 comes through the crankshaft drillings.
Due to torsional vibrations, the inner member will twist against the
outer part. The springs deflects and one cavity will reduce and another
will enlarge. Oil flow then through the narrow gap between inner and
outer part, generating the hydrodynamic friction and therefore damp-
ing the vibrations.
Note! For more information, see separate damper manual in “Attatchments”.
11.1.3 Crankshaft alignment
The crankshaft alignment is always done on a thoroughly warm engine,

immediately after the engine is stopped. The crankshaft alignment
should be carried out rapidly but carefully. Only the crankcase cover
for the cylinder being measured should be opened and it should be
closed immediately after measuring. It is recommended to switch off
any forced ventilation close to the engine and that crankshaft aligment
check is always done under same conditions.
1 Turn the crank of the first cylinder against normal running di-
rection near BDC (bottom dead centre) and fit the crankshaft dial
indicator (848011) or the transducer of the crankshaft deflection
indicator (848111) to the punch marks between two counterweights,
see Fig 11-2. The distance between the transducer (or dial indicator)
and connecting rod should be as small as possible when starting the
measurement.
Deflection indicator between two counterweights
-
700
848011
848111
Fig 11-2 501102
11 - 2 W50DF
2 If using a dial indicator, set it to zero.

3 If using the deflection indicator (848111), combine extensions
with the trancducer to the required leght.
4 Connect cable on the measuring unit.
5 Fix the cable on the crank wep by using suitable bandage or
magnetic holder.
6 Turn on the measuring unit by pressing Power-button. Push
“Light” if needed.
7 Reset the measuring unit by pressing Reset-button.
8 Adjust the trasducer to a reading somewhere between +0.500
and -0.500 and push “Zero”.
9 Turning the crank and read deflections in the marked posi-
tions according to Fig 11-3. Starting point for clockwise rotating
engine is measuring point “A” and counter-clockwise rotating en-
gine measuring point “E”. B is rear side, C is TDC (top dead centre),
D is operating side, A and E are BDC (bottom dead centre). Record
readings in form 4611V005 “Crankshaft alignment”
Note! During the alignment procedure the crankshaft should be turned in

the direction of rotation, only.
Measuring ponts, deflections
DIAL INDICATOR POSITION

as seen from the flywheel end
E A
REAR SIDE
OPERATING
SIDE
D B
Fig 11-3 501103
10 Repeat this procedure with other cylinders.

11 The following limits of misalignment are given for an engine
at its normal running temperature:
W50DF 11 - 3
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 correspond-
ing readings must not exceed 0.15 mm. Realignment is necessary if this
limit is exceeded.
To investigate the cause of excessive deflection values, note following
matters:
· The temperature level of cylinder block and crankcase has to be
observed. Big temperature difference causes bending to the block.
· The crankshaft has to be either uncoupled from its driven equip-
ment 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 installa-
tion.
11.1.4 Measurement of thrust bearing axial clearance
1 Lubricate the bearings by running the prelubricating pump

for a few minutes.
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.
5 Move the crankshaft in the opposite direction and read the
axial clearance from the measure gauge. Reference values in chap-
ter 06. table 11.
11.1.5 Oil lock at crankshaft sealing
This optional equipment collects the minor oil leakage past the crank-
shaft sealing and returns oil back to the crankcase. By the same the oil
lock prevents the possible pressure in the crankcase from blowing oil
out through the crankshaft boring.
The oil lock is filled with lubricating oil before the first start of the engine.
Crannkshaft without oil lock is equipped with a seal arrangement
where a V-ring (6) is fitted onto the end cover and having sealing surface
in contact with the collar of the crankshaft, see Fig 11-5.
11 - 4 W50DF
11.1.5.1 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.
Oil lock
14
Fig 11-4 501104
11.1.5.2 Cleaning the oil lock

1 Remove the plug (1), see Fig 11-4.
2 Blow through the holes of the oil lock from outside with com-
pressed air.
3 Fill the oil pocket with lubricating oil after cleaning.
Crankshaft seal, V-ring
Fig 11-5 501134
W50DF 11 - 5
11.2 Connecting rod and piston
11.2.1 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 connecting rod parts. All connecting rod bolts are
hydraulically tightened. The big end bearing and gudgeon pin bearing
are of tri-metal design.
Between the upper part of connecting rod and big end there is a compression
shim.
Oil is led to the gudgeon pin bearing and piston through a bore in the
connecting rod, see Fig 11-6.
Connecting rod and piston
2
9 3 2 Piston, upper part
8 3 Piston lower part
4 Connecting rod, upper part
5 Compression shim
6 Big end, upper part
Lube oil flow in 4 7 Big end, lower part
connecting rod 8 Gudgeon pin
9 Securing ring
10 Connecting rod bolt
10 11 Connecting rod nut
11 12 Big end bolt
5 13 Big end nut
6
13 12
Fig 11-6 501105
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.
Lubricating oil is led from the main bearing through the drillings in
the crankshaft to the big end bearing, and further through the drillings
11 - 6 W50DF
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, see Fig 11-7.
Note! Always handle the pistons with care.
The piston ring set consists of two compression rings and one spring-
loaded oil scraper ring.
Lube oil flow in piston
Nozzle to lubricate the

liner
Lube oil flow

in piston
Fig 11-7 501106
W50DF 11 - 7
11.2.2 Removing and dismantling of piston and con-

necting rod
Removing the piston:

1 Remove the cylinder head according to 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.
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 crank-
shaft carefully, see Fig 11-8.
Lift the ring off when it is loose.
Removing of antipolishing ring
836043 8
Fig 11-8 501107
4 Loosen the connecting rod screws as follows:

5 Fit the distance sleeves 861027 crosswise on the two diago-
nally opposite connecting rod screws and screw on the hydraulic
tools 861120, see Fig 11-9.
11 - 8 W50DF
Mounting of distance sleeves and hydraulic tools
861027
View A
861120
Fig 11-9 501109
6 Connect the hoses of the hydraulic pump according to Fig

11-10 and open the pump valve.
Loosening the connecting rod screws
860100
Fig 11-10 501110
7 Keep on turning the hydraulic tools until the piston and the
cylinder faces are at same level.
8 Turn the hydraulic tool back half a turn (180°).
9 Shut the pump valve and pump to stated pressure, see chapter
07.
W50DF 11 - 9
Caution! The screws will be overloaded if the maximum hydraulic pressure

is exceeded.
It is recommended to change the screws if maximum hydraulic
pressure is exceeded for some reason.
10 Loosen the nuts half a turn by the pin.

11 Open the pump valve slowly and disconnect the hoses and
unscrew the hydraulic tool. Repeat the same procedure on the other
two connecting rod screws.
12 Remove three nuts at BDC.
13 Turn the piston to TDC and remove the last nut.
Lifting the piston:
14 Fit the lifting tool (835008), as shown in Fig 11-11.
Lifting tool for piston and connecting rod
835008
15 860100
Fig 11-11 501108
15 Pump pressure to the hydraulic cylinder with the pump

(860100) until the piston starts to move, see Fig 11-11.
16 When the piston is up enough,lock the piston in this posi-
tion by closing the valve (15).
17 Remove the upper piston ring by using the pliers 800002.
18 Fit the lifting tool (835001) to the upmost piston ring groove. Use
the correct lifting point for In-line engines (L) and for V-engines (V),
see Fig 11-12.
11 - 10 W50DF
Piston lifting tool
L V
835001
Fig 11-12 501111
19 When lifting the piston take care not to damage the cylinder
wall, see Fig 11-13.
20 Remove the conrod studs and the shim plate.
Lifting piston on V-engines:
21 Mount the protecting sleeve (835005) to the connecting rod
to protect the cylinder liner when lifting the piston, see Fig 11-14.
22 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.
23 Mount the guide tool (836008) according to Fig 11-14 before
the connecting rod comes out from the cylinder.
W50DF 11 - 11
Lifting piston on a L-engine
Lift with care !

Pay attention to the
cylinder wall.
Fig 11-13 501112
Lifting piston on a V-engine
837040
836008
835001
836008
A
View A
835005
Fig 11-14 501113
11 - 12 W50DF
Dismantling the piston

24 Lower the piston/connecting rod onto a plain surface (a
wooden board) so that the connection rod is showing upwards. Be
careful not to damage the piston surface.
25 Remove the securing ring (9) from the gudgeon pin hole by
using the pliers 800001, see Fig 11-15.
Removing securing ring
9 800001
Fig 11-15 501114
Note! Never compress the securing ring more than necessary to remove
it from the groove.
26 Fasten an eyebolt M10 in the middle of the gudgeon pin, see

Fig 11-16. Before remoning the pin be sure that you have proper
markings on the pin and piston to be able to fit the parts back into
the orginal positions, see Fig 11-18.
27 Draw the pin carefully out. Lift the connection rod slightly so
that the gudgeon 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.
W50DF 11 - 13
Removing gudgeon pin
M10
Fig 11-16 501115
28 Lift the connecting rod out from the piston carefully.

Piston upper part and lower part can be separated by opening the
screws (14), see Fig 11-17
11 - 14 W50DF
11.2.3 Inspection and maintenance of piston rings and

gudgeon pin bearing
1 Clean all the parts carefully. Remove the rest of 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 mate-
rial. 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.
2 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.
Caution! Always replace the piston rings with new ones when removing from
the grooves.
See clearances and wear limits in chapter 06. When measuring use
forms 4611V002, 4611V009 and 5011V001, see “Attatchments”.
Caution! When mounting a new cylinder liner, or a honing the old liner, all
rings are to be replaced by new ones, according to chapter 04.
Check the gudgeon pin:

3 Check the gudgeon pin clearances by measuring the pin
diameters and bearing bores separately, see clearance and wear
limits in chapter 06.
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 “Attatchments”.
4 Check that the plugs in both ends of the gudgeon pin are
properly fitted.
5 Check that the oil bores in the gudgeon pin are in good con-
dition.
W50DF 11 - 15
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.
11.2.4 Assembling and mounting of piston and con-

necting rod
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 11-17 for contact
marks. Local spot material can be removed by means of an oilstone.
Caution! Grinding away larger areas of fretting (destruction of surface ge-

ometry) and scraping away fretting (creation of notches) are strictly
forbidden.
Mating surfaces
Mating surfaces
14
Mating surfaces
Fig 11-17 501116
Assembling of the piston

1 Apply lubricating oil to the threads and contact faces of the
screws (14), see Fig 11-17.
2 When assembling the piston crown to the piston skirt, follow
tightening procedure mentioned in chapter 07.
Note! It is not allowed to mix partly worn but reusable crowns and skirts
due to possible differences in wear pattern of contact surfaces.
11 - 16 W50DF
Note! When assembling be sure that the various markings on the different
parts are according to Fig 11-18.
Piston and connecting rod marks
A 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 501117
3 Lift the piston to a plain surface, e.g. a wooden board, see Fig
11-19.
W50DF 11 - 17
Assembling of the piston and connecting rod
Fig 11-19 501118
4 Lubricate the gudgeon pin and push it into the gudgeon pin
bore as far as shown in Fig 11-19. Ensure that all parts are assem-
bled 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.
5 Lower the connecting rod carefully into the piston so that a
slight contact is reached on surface (A), see Fig 11-19. Slide the
gudgeon pin to its place. Mount the securing ring (9), see Fig 11-15
with pliers 800001.
Caution! 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 renewed.
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
renewed, the same markings must be stamped in the same loca-
tions as those visible on the replaced piston.
11 - 18 W50DF
6 Turn the piston to an upright position and lift it onto a support

for cleaning.
7 Turn the crankshaft to TDC of the piston in question.
Note! When turning the crankshaft ensure that the big end is in its normal
running position (connecting rod studs have space to turn).
8 Clean the cylinder liner bore carefully and lubricate with en-
gine oil.
9 Check and clean the contact surface of the connecting rod
foot. Ensure that the oil bores are open. Note that the markings on
the foot of the connecting rod are on the same side as on the big end,
see Fig 11-18.
10 Check and clean the big end contact surface. Ensure that
the surface is free from oil. Fit the compression shim (5) into
position, see Fig 11-20 for L-engine and Fig 11-21 for V-engine.
11 Fit the piston assembly ring (845010) to the place of the an-
tipolishing ring.
12 Fit the lifting tools onto the cylinder liner, as shown in Fig 11-
11 and pump to the upmost position. (Up enough so that all piston ring
grooves of the piston will remain in sight when the piston has been
lowered). Close the valve (15).
Step 13 only for V-engines!
13 Mount the protecting sleeve (835005) into position (V-engines).
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 11-21.
14 Lubricate the piston and lower it carefully into the cylinder
liner onto the lifting tools (835008), see Fig 11-11.
15 Use the positioning tool (846012) to hold the big end in the
correct position when lowering the piston.
16 Remove the lifting tool (835001).
17 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 showing up.
Note! Always renew the piston rings if they have been removed from the
piston during maintenance.
W50DF 11 - 19
18 Place the clamping device for the piston rings (843001)

around the piston, checking that the piston rings slide into their
grooves, see Fig 11-20 or Fig 11-21..
19 Make a final check of the contact surfaces Ensure that the
surfaces are clean and free from oil. Check that the shim (5) is in
place.
20 Lower the piston completely by opening the valve (15) care-
fully, see Fig 11-11. Take care that the foot of the connecting rod
slides over the studs (10) without jamming and damaging the studs
and the threads, see Fig 11-6.
21 Remove the lifting tool (835008) from below the piston, the
clamping device (843001), the piston assembly ring (845010), the
positioning tool (846012) and on a V-engine the protecting sleeve
(835005), see Fig 11-20 and Fig 11-21.
22 Fit one of the connecting rod nuts (11) in place by hand and
turn the piston to BDC, see Fig 11-6. Fit all nuts in place by hand
until they are seated.
Lowering of piston, L-engine
835001
Pay attention to
the cylinder wall
843001
845010
846012
Fig 11-20 501119
11 - 20 W50DF
Lowering of piston, V-engine
835001
837040
835005
843001
836008 845010
846012
Fig 11-21 501120
23 Lift the distance sleeves (861027) crosswise on the two diago-

nally opposite connecting rod studs and screw on the hydraulic tools
(861120), see Fig 11-22.
24 Connect the hoses of the hydraulic pump (860100)
according to Fig 11-10 and open the pump valve.
W50DF 11 - 21
Connecting rod studs
861027
View A
861120
Fig 11-22 501121
25 Keep on turning the hydraulic tools until the piston and cyl-
inder end faces are at the same level.
26 Shut the pump valve and pump to the stated pressure of stage
I, see section 07.3.
27 Tighten the nuts with the pin (861028).
28 Open the pump valve slowly, move the tools to the two re-
maining studs and tighten them in the same way.
30 Tighten the nuts to the final pressure of stage II according to
section 07.3 and tighten with the pin (861028). Observe that the
nuts turn equally.
31 Release the pressure and remove the tools.
32 Mount the hydraulic tools on the two first remaining studs
and tighten them to the final pressure of stage II. Observe that the
nuts turn equally. See tightening order in Fig 11-23.
11 - 22 W50DF
Tightening order for connecting rod
2,3 1,4
1,4 2,3
Fig 11-23 501122
33 Release the pressure and remove the tools.

34 Clean the antipolishing ring carefully and check its condition.
No cracks are allowed. It is recommended to renew the antipolishing
ring every time the piston rings are renewed.
35 Clean the bore in the cylinder liner and check that no debris
or particles remain between the liner and the antipolishing ring.
36 Fit the antipolishing ring in place.
W50DF 11 - 23
11.3 Big end bearing
11.3.1 Description of the big end
The connecting rod is horizontally split in three parts to allow easy

removal of piston and big end bearing. Two bearing shells of tri-metal
type are fitted in the big end.
The big end is connected to the connecting rod with hydraulically
tensioned screws. Similarly, the two big end halves are connected
together.
A compression shim is fitted between the connecting rod upper part
and big end.
11.3.2 Removing the big end bearing
1 Remove the cylinder head, see chapter 12 and section 11.2.2.

2 Turn the crankshaft to BDC. Ensure that the big end stays in its
normal running position while turning.
3 Turn the big end upside down and secure it with locking
plates (846005) for L-engine, see Fig 11-24, and (846008) for V-en-
gine, see Fig 11-25.
Locking plates for big end bearing, L-engine
846005
Fig 11-24 501123
11 - 24 W50DF
Locking plates for big end, V-engine
846008
Fig 11-25 501124
4 Fit the hydraulic tightening tool (861142) for loosening the big
end nuts. The tool can be lifted in three parts: distance sleeve,
cylinder and piston, see Fig 11-26.
Fitting of the hydraulic tightening tools 861142
861142
Fig 11-26 501125
5 Connect the hoses of the hydraulic pump 860170 and open

the pump valve, see Fig 11-27.
W50DF 11 - 25
Connect the hoses of the hydraulic pump 860170
860170
Fig 11-27 501126
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.
6 Turn the hydraulic tightening tool to the bottom (same level).

7 Loosen the tool about 3/4 of a turn (270°).
8 Shut the pump valve and pump to stated pressure, see chap-
ter 07.
9 Loosen the nuts about half a turn (6 keyholes).
11 Remove the locking plates
12 Fit the big end mounting device, (836026) for a L-engine,
see Fig 11-28, to the manoeuvering side of the engine.
On a V-engine 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 connection rod, see Fig 11-29.
13 Turn the crankshaft to a suitable position to connect the big
end to the device with connecting rod nuts (11).
14 Remove the big end nuts from the back side of the engine and
fit the rod, (846009) for L-engine and (836007) for V-engine, together
with the outside support (846006)/(836006).
11 - 26 W50DF
Removing the big end, L-engine
836026
846007
846009
B
A
846006
11
View A View B
Fig 11-28 501127
Removing the big end, V-engine
836027 836004
836007
A B
836006
11
View A View B
Fig 11-29 501128
15 Slide the big end lower half out along the rod, (846009) for
L-engine and (836007) for V-engine, until it is against the support
(846006)/(836006).
16 Fit the inside support, (846007) for L-engine and (836004) for V-
engine, and remove the outside support (846006)/(836006). The lower
half can be lifted away with M12 eye bolt fitted to the bearing side.
W50DF 11 - 27
17 Remove the rod (846009) for L-engine and (836007) for V-en-
gine.
18 Slide the upper half out with the tool (836026) for L-engine
and (836027) for V-engine. Fit the eyebolt M12 and lift the big end
upper half away, see Fig 11-28 or Fig 11-29.
19 Cover the crank pin oil holes with plugs or tape.
11.3.3 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). Always when measuring the big end bore, the
connecting rod and the big end halves must be tightened. See
tightening instructions for big end bearing in section 11.3.4 and for
connecting rod see section 11.2.4. See also clearances and wear
limits table in chapter 06.
2 Bearing shells are of tri-metal type. If the running layer is
worn off more than 30% the bearing shells must be replaced by new
ones, see Fig 11-30.
Tri-metal type bearing shell
Tin-flash
Running layer: Tin-antimony 0.06
Bonding layer: Nickel
Intermediate layer: Lead bronze 1.0
Fig 11-30 501129
Thickness of the shell can be measured according to form (4611V008)

and compared with the values given in the clearance and wear table in
chapter 06.
11 - 28 W50DF
11.3.4 Mounting of the big end bearing
1 Remove the plugs from the crank pin oil holes Clean the
crank pin and lubricate it properly with clean engine oil.
2 Fit the bearing shell to the big end upper half.
Note! Observe, that LOWER and UPPER big end bearing shell halves are
different. The shells must never be installed in the incorrect location.
3 Fit the big end upper half to the mounting device and fasten it
with connecting rod nuts, see Fig 11-31 or Fig 11-32.
Note! On a L-engine the big end (upper half) must be turned so that on its
final position the text is facing the manoeuvring side.
Note! On a V-engine the big end (upper half) must be turned so that on
its final position, the locating pins are towards the driving end on
A-side and towards the free end on B-side. The cylinder numbers
are facing the manoeuvering side on the A-bank and the rear side
on the B-bank.
4 Slide the big end (upper half) carefully to its position. Note
that the crankshaft is turned to the right level.
5 Fit the rod, (846009) on a L-engine and (836007) on a V-engine,
to the rear side of the engine together with the inside support,
(846007) on a L-engine and (836004) on a V-engine, see Fig 11-31
or Fig 11-32.
Mounting of the big end, L-engine
846007
846009
846006
Fig 11-31 501130
W50DF 11 - 29
Mounting of the big end, V-engine
836004
836027
836007
836006
Fig 11-32 501131
6 Fit the bearing shell to the big end lower half.

7 Lift the big end lower half to the mounting device and slide it
towards the inside support (846007) on a L-engine and (836004) on
a V-engine, see Fig 11-31 or Fig 11-32.
8 Fit the outside support (846006) or (836006).
9 Remove the inside support, (846007) or (836004), and slide the
big end lower half carefully to its position.
10 Fasten the big end nuts by hand until the shells are to-
gether.
11 Remove the mounting device
12 Turn the big end upside down and secure it with locking
plates (846005) for L-engine, see ,Fig 11-24, and (846008) for V-en-
gine, see Fig 11-25. Check the clearance between upper and lower
half (same clearance on both sides).
13 Fit the hydraulic tightening tool (861142), see Fig 11-26.
14 Connect the hoses of the hydraulic pump and open the
pump valve.
15 Tighten the hydraulic tool to same level.
16 Shut the pump valve and pump to stated pressure (see sec-
tion 07.3.2.
17 Tighten the nuts with the pin (861028).
18 Open the pump valve slowly and remove the hydraulic tools.
11 - 30 W50DF
19 Turn the big end to normal position. Fit the piston and cylin-
der head. See section 11.2.4 and chapter 12.
Note! Check that all tools are removed from crankcase.
Note! Check that the connecting rod is movable axially after tightening.
W50DF 11 - 31
11 - 32 W50DF
50-200608-06 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 exhaust valves with rotators, a main injection valve, a starting valve
(in some cases on B-bank of V-engines a dummy) and a gas admission
valve.
Cylinder heads are cast of special quality grey iron and are water
cooled. Cooling water is lead into the cylinder head from the engine
block through the cylinder liner water 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 operational maintenance tasks typically performed by engine
operator, see schedule in chapter 03. For other maintenance tasks,
typically performed by maintenance crew, see maintenance schedule
in chapter 04..
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 Wärtsilä for
more information about chemical cleaning.
Combustion spaces must be inspected carefully. 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.
12 Cylinder head with valves 50-200608-06
Cylinder head with valves
16
15
14 13
Fig 12-1 501201
12.2.2 Removing the cylinder head
Caution! Before doing any maintenance work, inspect that the gas supply
valves are closed, venting valves are open and gas is drained out
from the gas system.
1 If V-engine, drain and remove the gas pipe (22). Remove

also the gas admission valve (35), see Fig 12-3. For maintenance of
gas system, see chapter 17.
2 Drain the cooling water. Remove the cooling water discharge
pipes (1) and the circulating water connection piece (41), see Fig 12-2.
3 Remove the rocker arm casing cover (2), the rocker arm cas-
ing, the cable for pilot control, the “Hot box” cover (3) and in
V-engines also the insulating shield (4) over the exhaust gas con-
nection to the cylinder head, see Fig 12-3.
4 Fasten the lifting strap to the rocker arms.
5 Turn the engine with the turning gear so that the piston in the
cylinder concerned is at TDC, valves are closed and rocker arms are
unloaded.
6 Open fastening bolts (12) of the valve rocker arm bracket,
lift off the bracket and push rods, see Fig 12-4.
7 Remove the clamps (5) of the exhaust and suction air pipes,
see Fig 12-3.
8 Loosen the oil pipe (7), fuel valve leaking pipe (8) and pilot
starting air pipe (9).
Cooling water discharge pipes
A A-A
41
A
V-engines
Fig 12-2 501202
Rocker arm casing cover and Hot box cover
4
In-line engines: V-engines:
22
5
2
2 35
3
3 6
5
A 10
VIEW A
11
9
8
7
Fig 12-3 501203
9 Remove the main injection pipe (10), see Fig 12-3. Protect
the connections of the injection pipes and oil pipe from damage and
ingress of dirt.
10 Open the quick connections A and B (optional) for exhaust
gas temperature monitoring sensors, see Fig 12-4.
Exhaust gas temperature monitoring sensors
12 12
Fig 12-4 501204
11 Remove the pilot fuel pipes (11), see Fig 12-3, and the rest of
the electrical connections.
Note! Ensure, that all connections of the cylinder head have been loos-
ened.
12 Remove the protecting caps of the cylinder head screws.

13 Lift the hydraulic tools (861143) in position using the lifting
tool (834045). Notice, that there are different lifting points for
in–line engines and V-engines, see Fig 12-5. Connect the hoses
according to the drawing.
14 Screw on the cylinders. Keep on turning the hydraulic tool as

long as it rotates to expel any possible oil. Repeat the tightening
procedure to expel all oil.
Tools for cylinder head screws
A
L V
VIEW A
861143
834045
Fig 12-5 501205
15 Turn the cylinders back about 3/4 of a turn (270°).

16 Pump the hydraulic pressure to the stated value, see section
07.3.2.
Caution! Maximum tightening pressure must not be exceeded when loosen-

ing the nuts.
17 Loosen the nuts about 3/4 of a turn by using the pin (861010).
18 Release the pressure, disconnect the hoses and unscrew the
cylinders. Lift off the hydraulic tool set.
19 Remove the cylinder head nuts.
20 Apply the lifting tool (832001), Notice, that there are differ-
ent lifting points for in–line engines and V-engines, see Fig 12-6.
21 Lift off the cylinder head.
22 Cover the cylinder opening with a piece of plywood or similar
and install the caps to protect the screw threads.
Lifting tool for the cylinder head
V-engine In-line-engine
VIEW A
832001
Fig 12-6 501206
12.2.3 Mounting the cylinder head screws
Befor mounting the cylinder head, following actions are recommended:

· Change the cylinder head screws, if the maximum pressure is
exceeded when applying the hydraulic tool.
· Change the O-rings (48) at every piston overhaul, see Fig 12-7.
· When corrosion pits with a depth of less than 0.1mm is found,
grind/polish away the pits with a small hand grinder. If corrosion
is deeper than 0.1mm, then change the screw.
Note! Corrosion depth in threads can be hard to determine, therefor it is

recommended to change the screws, whenever in doubt.
1 Lubricate the threads of the screw with a thin layer of Rust-

ban 326 or corresponding.
2 Mount the screw and tighten to specified torque, see section
07.3.2.
3 Fill the compartment between screw and engine block with

Rustban 623 or corresponding corrosion protection agent.
4 Mount the O-rings (48).
Mounting of cylinder head screws
48
Rustban 623
Rustban 326
Fig 12-7 501227
12.2.4 Mounting the cylinder head
1 Clean the sealing surfaces and put a new cylinder head gas-
ket and new O-rings for the circulating water jacket. Lubricate the
O-ring sealing surfaces with vaseline or oil. Change the seal rings
of the charge air, starting air and push rod protecting pipe.
2 Renew the sealings of the gas piping as described in chapter 17.
3 Attach the lifting tool (832001) to the cylinder head, see Fig 12-6.
4 Lift the cylinder head to its place on the engine. When low-
ering it, take care that the starting air connecting pipe and push rod
protecting pipes slide into the seal rings without force.
5 Make sure that machined surfaces (1), are parallel with each
other, see Fig 12-8. Parallel check can be performed by using ruler
or alignment wire. Check alignment for three adjacent cylinder
heads.
Note! Make sure the cylinder heads are in line with each other in order to
have exhaust manifolds, bellows and fuel pipes correctly aligned.
Cylinder head alignment
1 View A
Fig 12-8 461203
Note! Do not damage the cylinder head screws!
6 Screw on the cylinder head nuts.

7 Lift the hydraulic tools (861143) into position using the lifting
tool (834045), see Fig 12-5. Connect the hoses according to the
drawing.
Note! Note the general tightening instructions for hydraulically tightened

conections in section 07.3 . before tightening.
8 Screw on the cylinders. Keep on turning the hydraulic tool as

long as it rotates to expel any possible oil. Repeat the tightening
procedure to expel all oil.
9 Tension the screws by increasing the hydraulic pressure to the
stated value of stage I, see section 07.3.2.
10 Tighten the nuts by means of the pin until firm contact is ac-
chieved. Keep the pressure constant while tightening.
12 Tension the screws by increasing the hydraulic pressure to the
stated value of stage II, see section 07.3.2.
13 Tighten the nuts by means of the pin until firm contact is ac-
chieved. Keep the pressure constant while tightening.
15 Check the tightening of the nuts by tension the screws again
to the stated value of stage II. Check that the nuts can’t be turned
further.
17 Disconnect the hoses and remove the cylinders.
18 Apply the protecting caps to the cylinder head screws.
19 Connect the exhaust gas sensors and HT cooling water sen-
sors if installed.
20 Fit the main injection pipe (10), with an assembly tool
(846605).
21 Fix flange to cylinder head and insert tool (846605), see Fig
12-9.
22 Assemble injection pipe and check position of pipe.
23 Fit the pilot fuel pipes (11), see Fig 12-3.
Note! Do not use force to fit the pipes. If it is difficult to fit the pipes, check
that the cylinder head is in line.
24 Fit the oil pipe (7), fuel valve leaking pipe (8) and pilot starting
air pipe (9).
Assembly tool for main fuel injection pipe
1. Groove in edge of flange

when tool correctly inserted
846605 Flange in cylinder head
2. Groove in edge of injection pipe

when pipe correctly assembled
Fig 12-9 501228
25 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 12-10. Tighten to torque according to chapter 07.
Fastening of the exhaust and air pipe clamps
In-line engines V-engines
Fig 12-10 501207
Note! Before mounting the upper clamps ensure, that the pipes seals
evenly all around against the mating surface in the cylinder head.
26 The yokes may be adjusted here according to section 12.2.5

before assembling the rocker arm bracket.
27 Reconnect the cooling water discharge pipes (1). Replace

the sliding ring gaskets (42) with new ones. Use a special guiding
mandrel (846160) when assembling the flange (43), see Fig 12-11.
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), see
Fig 12-11. item II.
Reconnecting the cooling water discharge pipes
42 846160 1 44
43 41
I
II
Fig 12-11 501208
28 Lift the rocker arm bracket into position and fasten the fas-
tening bolts (12) to stated torque, see Fig 12-4 and chapter 07.
29 Fit the rocker arm casing to its place.
30 Adjust the valve clearance, see section 12.2.5.
31 Re–install the rocker arm casing cover, the Hot Box cover
and in V-engines the exhaust pipe insulating shield (4).
32 Re-assemble the gas admission valve (35) (V–engines) and
gas pipe (22), see Fig 12-3 and chapter 17. for instructions of main-
taining the gas system.
33 Before starting, fill the engine cooling water system and
turn the crankshaft two revolutions with the indicator valves open.
12.2.5 Adjusting valve clearance
1 Turn the crank of the cylinder concerned 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 direction to provide ample clearance, see Fig 12-12.
Adjusting valve clearance
17 20
21
19
18
a b c
Fig 12-12 501209
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 posi-
tion between “a” and “b”, i.e. “c”. Lock the nut (18).
5 Valve clearances for inlet and exhaust valves are given in
chapter 06.
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 be-
tween 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 adjusting screw and tighten
the locking screw (17) to stated torque, see chapter 07. Check that
the clearance has not changed while tightening.
Note! Take care not to over tension the locking screw (17).
12.2.6 Checking of cylinder tightness
The condition of inlet- and exhaust valves can be estimated by checking

the cylinder tightness according to the following work phases:
1 Turn the crankshaft to such a position that the valves of the
cylinder concerned are all closed.
2 Remove the plug from the test hole (42) in the front part of the
cylinder head, see Fig 12-13.
3 Connect the testing device (848020) to the test hole (42), see
Fig 12-13.
Checking of cylinder tightness
42
848020
Fig 12-13 501210
4 Supply pressurized air (5-7 bar) via the testing device. Open
the valve and record the pressure.
5 Shut the valve of the testing device and record the pressure
drop in a certain time (e.g. 20 s).
· If the pressure drops directly to 0 bar, it is possible that one or
more valves are sticking or the valve(s) are burnt.
A sticking valve can be found from the immobility of the valve
when the engine is turned.
A burnt valve can normally be seen from the exhaust tempera-
ture. If the valve clearance is zero that would also cause an direct
pressure drop.
· Carbon particles trapped between the valve and the seat when
the engine is stopped could also prevent the valve to close properly
thus causing a direct pressure drop. If that is suspected, the
engine should be run for a few minutes and after that a new check
of the same cylinder.
· If a blow-by between the cylinder liner and piston is suspected e.g.
from fast fouling of filters or high crankcase pressure, it is best to
take readings of the complete engine and make a comparison.
· The test can be verified by listening for leaking sounds inside

crankcase during testing.
· If the time is limited to overhaul only one piston, it is recom-
mended to dismantle the worst measured blow-by piston for
inspection. The result of inspection gives a hint of general engine
condition.
· When re-testing the cylinder after an overhaul a rapid pressure
drop can be observed. The reason for this is because the running
in of piston rings is not yet performed.
Note! Keep pre-lubricating pump running during test.
Note! The turning gear should be engaged during test.
· In general, the location of leakage can be found by listening when

the air valve is open.
Attention! A general condition of engine is indicated with the test device, but
more important is the operation data records.
The overhauls must be made according to recommended over-
haul intervals and not only when the pressure test shows a big
blow-by.
6 Remove the tool (848020) and reassemble the plug.
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 mechanism called Rotocap (23) for the exhaust and inlet
valves which will ensure smooth and even valve wear. Double valve
springs (26) make the valve mechanism dynamically stable, see Fig
12-14.
Note! Exhaust and inlet valves differ in dimensions and also in material
and must not be mixed.
Exhaust and inlet valves
15 26 24 25 23 27
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
13
14
EXHAUST INLET
Fig 12-14 501211
12.3.1 Dismantling the valves
1 Fit the tool assembly in position according to Fig 12-15.

2 Fit the hydraulic jack and the nut (28). Leave about 40 mm
distance between the jack and the nut.
3 Use the hydraulic pump to press the spring assembly down
enough to remove the valve cotters (27), see Fig 12-14.
Fitting of the tool assembly
834001 834050
834002 28 860170
40
Fig 12-15 501212
4 Knock at the centre of the valve discs with a soft piece of

wood, plastic hammer 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 Remove spring holders (Rotocaps) and springs.

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 12-16.
Valves marked according to the gas flow
Air in Exhaust
out
A D
B C
Fig 12-16 501213
12.3.2 Checking and reconditioning valves and seats
There are three alternatives used as “EXHAUST” valves depending on

the installation:
Exhaust valves
I II III
Stellit Nimonic Nimonic
valve disc diam. 160 valve disc diam. 170
Stellit
160 160 170
Fig 12-17 501214
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 un-
derside of the cylinder head.
Note! No scratches or notches are allowed on the valve surfaces, espe-

cially on the area marked with an “A” in Fig 12-18.
Burn-off area
Burn-off area
Y Z
Fig 12-18 501215
3 Compare the burn-off on the valve disc to Fig 12-18. Read

the limit values for measures (X), (Y) and (Z) from the followinf table.
Exhaust valve
Inlet I II III
valve Stellit Nimonic Æ160 Nimonic Æ170
B0137 B0203 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
Burn-off area limits

*) = 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 measur-
ing 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, see Fig
12-19. Check the bore in the cylinder head. When refitting, cooling
with liquid nitrogen is recommended, but pressing in with oil
lubrication is also acceptable. After the new guide is fitted, check
the guide bore.
Extraction of valve guide
37
845005 834050
860170
845004
Fig 12-19 501216
12.3.3 Machine grinding
1 Seat face of the valve: The seat angle of the “INLET” valve is
20° and the “EXHAUST” valve 30°. See tolerances in Fig 12-20.
Check the minimum allowable edge tickness (Y) and the minimum
seat face inner diameter (X) of the inlet valve and the exhaust valve
from section 12.3.2.
INLET and EXHAUST valve seat angles
INLET
-0,15˚
20˚ -0,25˚
+0,25˚ +0,25˚
30˚ +0,15˚ 30˚ +0,15˚
EXHAUST EXHAUST
I, STELLIT II, III, NIMONIC
Fig 12-20 501217
2 Seat ring for the inlet valve: The seat angle of the inlet valve
seat ring is 19.5°, see tolerances in Fig 12-21. The seat can be ground
until the outer seat diameter reaches 171.5mm, see Fig 12-21. After
that the seat ring must be replaced with a new one.
Outer limit diameter for inlet seat grinding
19,5˚ -0,05
-0,15
+0
Ø140 -0,3
+0,6
Ø166 -0,8
Ø171,5
Fig 12-21 501218
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 12-22.
Exhaust valve seat ring measures

Outer seat diameter, Outer seat diameter,
Exhaust valve Seat angle
nominal maximum
I and II d12=160 0/- 0.2 mm d12max=164 mm a12=30° +0.1/0
III d3173 ±0.1 mm d3max=177 mm a3=30° +0.1/0
Exhaust seat diameter limits and angles
Exhaust valve I and II Exhaust valve III
α12 α3
V V
d12 d3
d12 max. d3 max.
Fig 12-22 501219
Note! If blow-by has occurred, the O-ring for the corresponding valve seat
ring must be changed. Blow-by increases the temperature and the
O-ring is “burned”, which will result in water leakage into the cylinder.
4 Check with a blueing test that the contact area is wide enough
and that it is at the inner edge of the seat, see Fig 12-23. Ensure,
that the valve used in the blueing 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.
Note! Ensure, that the sealing faces are absolutely clean and the blue
paint layer is as thin as possible.
Check of contact areas on the valve seat
10 – 30%
INLET :
EXHAUST : I, II III
30 – 95% 30 – 95%
Fig 12-23 501220
5 If the contact area is not wide 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), see Fig 12-1
3 Lubricate the valve stems (29), see Fig 12-24, with clean en-
gine oil.
4 Fit the valves and check for free movement. Before closing
the sealing surface between valve and seat be absolutely sure that
it is clean. When fitting the valves, ensure that they go back to their
locations, especially if the seat rings have been ground.
5 Install the springs and be sure that the seating faces are un-
damaged 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 between the two halves should be equal on both sides.
12.4 Valve seats
Maintenance of valve seats:

It is strongly advised to contact the engine manufacturer, if the valve
seat rings has to be removed or fitted because of wear and leaks.
Valve and valve seats in cylinder head
27 26
23
30
17
16
29
Fig 12-24 501221
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 12-25.
2 Fit the plate (32) and the hydraulic jack (33) and tighten the
nut (34) slightly.
hydraulic jack and loosen the seat ring by pumping.
4 Release the pressure, disconnect the hoses and dismantle the
tool.
Removing of old seat rings
860170 33 845001
845001 34
34
31
31
845003 32 845002
Fig 12-25 501222
12.4.2 Fitting a new inlet valve seat ring
1 Check the bore diameter in the cylinder head, see table 12 in

chapter 06.
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 machine.
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, see Fig 12-26, according to values in table 12 in chapter 06.
Clean the bores carefully.
3 Heat the cylinder head up to +60...+80°C.
Note! It is important that the entire cylinder head is heated up, not only
the seat bore.
4 Cool the seat ring in the freezer to -18...-25°C.

5 Lubricate the bore A, see Fig 12-26, with Molykote 111 lubri-
cant 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.
Note! Mounting of a exhaust valve seat ring should be done carefully so

that the seat ring is correctly seated.
Seat bore diameters
EXHAUST INLET
45
Fig 12-26 501223
When the cylinder head has reached the room temperature:

7 Check the eccentricity of the sealing face in relation to the
valve guide. Ensure that the seat ring is in continuous contact
against the bottom machined surface. The maximum allowed eccen-
tricity is 0.07mm. If the eccentricity is 0.07-0.25mm, the seat surface
must be ground with a seat grinding machine.
12.4.3.1 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 12-27, rather with a special tool
(848021), see Fig 12-28. Note the washers (47) and the correct
tightening torque (640Nm) of the tightening nuts.
· If the tool 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 12-27,
with a pressure test flange (847012), see Fig 12-28, and fill the
cooling water space with water.
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 transforma-
tion piece and apply a pressure of 10 bar.
Warning! Beware of the rubber plugs while there is pressure in the cylinder
cover. The plugs may be dangerous if they become loose.
Cooling water inlet passages
38 40
39
Fig 12-27 501224
Blocking of cooling water inlet passages
848020
860050
847012 47
46
848021
Fig 12-28 501225
12.5 Rotocap
Exhaust and inlet valves are equipped with Rotocaps. These are
rotating mechanisms, which turn the valves 8° at every opening. The
rotation makes the valves wear smoothly and increases the mainte-
nance intervals.
12.5.1 Rotocap maintenance
Valve rotator (Rotocap)
2
4
3
1
6
Fig 12-29 501226
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 for wear,
replace if neccessary.
6 Lubricate parts with clean engine oil.
7 Reinstall the parts in the opposite order.
12.6 Starting valve

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

The injection valves are described in chapter 16.
When refitting, the injection valves should be lubricated with engine
oil only.
50-200526-04 Camshaft driving gear
13. Camshaft driving gear
13.1 General
The camshaft is driven by the crankshaft through gearing. For V-en-
gines the gears are alike for both camshafts, see Fig 13-1. The gearing
consists of a split gear (36) on the crankshaft, two hydraulically
fastened intermediate gears (1 and 2) and a camshaft driving gear (7).
Lube oil nozzles provide for lubrication and cooling of the gears. The
camshafts rotates with half of the engine speed in the same direction
as the engine.
Intermediate gear and camshaft gear
7 7
1 1
2 2
36 36
Fig 13-1 501301
1. Bigger intermediate gear wheel for camshaft drive,

2. Smaller intermediate gear wheel for camshaft drive,
7. Drive gear for camshaft,
36. Gear wheel for crankshaft.
W46/W50DF 13 - 1
Camshaft driving gear 50-200526-04
13.2 Intermediate gear and camshaft gear

The intermediate gear wheels (1) and (2) are connected together with
a hydraulically tightened screw (3). The bearings (4) for the interme-
diate wheel assemblies are incorporated into the crankcase. Lubrica-
tion for the bearings is from the pressurised 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 (8) and the camshaft extension
(10), see Fig 13-2.
13.2.1 Intermediate gear and camshaft gear mainte-

nance
Whenever the opportunity occurs, check the condition of gears. Meas-

ure the tooth backlash and the bearing clearances, see section 06.2. An
early detection of any tooth damage can prevent serious damage.
13 - 2 W46/W50DF
Intermediate gear and camshaft gear
18 11
10
16
19
15
17
13
14
12
33
8 9
10
29
20
4
7
6
3
5
32
4
2
1
Fig 13-2 501302
W46/W50DF 13 - 3
13.2.2 Removing the camshaft gearing
Note! Special tools are needed for this work. Please contact the engine
manufacturers service network.
13.2.2.1 Removing the camshaft gear

1 Remove the gear covers and the camshaft covers.
2 Turn the crankshaft to TDC at ignation for cylinder No.1 and
look through the first camshaft service cover. Notice the nuts and
connecting studs between the first camshaft piece and the camshaft
extension (10) which are behind the camshaft, see Fig 13-2.
3 Turn the camshaft and remove the above mentioned nuts and
studs.
4 Unscrew the fastening screws (11) for the camshaft thrust
bearing housing (18) and remove the cover (13), see Fig 13-2.
5 Unscrew the fastening screws (14) and remove the outer shaft
plate (15) together with the outer part of the thrust bearing (12).
6 Open the fastening screws (16) and remove the housing plate
(19) together with the inner part of the thrust bearing (33) and inner
shaft plate (17).
7 Slide the camshaft thrust bearing housing (18) out. (Use ex-
traction holes M16 if needed.)
8 Turn the crankshaft to TDC at ignition for cylinder No.1 and se-
cure the camshaft by using the locking tool (834053), see Fig 13-3.
Three nuts from the camshaft piece fastening studs must be re-
moved for that reason. There are two different locking device alter-
natives (A and B) shown in the Fig 13-3.
Camshaft securing tool
834053 834053
A B
View C View D
C D
Fig 13-3 501303
13 - 4 W46/W50DF
9 Open the flange connection screws (20) and remove the

camshaft extension (10) by using the lifting tool (836024) together
with the connection pieces (836017) and (836018), see Fig 13-4.
Caution! Support the driving gear wheel (7) when lifting the extension piece out.
Caution! Cranking of engine with the hydraulic tightened nut (27) loosened,
see Fig 13-7, is allowed only for some degrees to adjust the timing.
Otherwise great risk for contact between pistons and valves if the
rocker arm bearing brackets has not been loosened first.
Removing of camshaft extension
836024
836017
20 10
836018
Fig 13-4 501304
W46/W50DF 13 - 5
10 Lift the camshaft driving wheel out by using the lifting de-
vice (836024) together with the connection pieces (836020) and
(836023), see Fig 13-5.
Lifting tool for camshaft driving wheel
836020
836024
A
836023
(836034)
836020 A
A - A
Fig 13-5 501305
11 Lift the camshaft extension out by using the lifting device

(836024) together with connection pieces (836019), see Fig 13-6.
Removing the camshaft extension
836024
836019
Fig 13-6 501306
13 - 6 W46/W50DF
13.2.2.2 Removing the intermediate gear
Note! The intermediate gear wheels (1 and 2) must not be dismantled

unless it is absolutely 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.
Intermadiate gear
28 26
25
24
23
4 22
6 27
3
5
29
32
21
4
2
1
Fig 13-7 501307
1 Open the screws (21) to remove the cover (22) from the inter-
mediate gear thrust bearing, see Fig 13-7.
2 Open the fastening screws (23) and remove the shaft plate
(24) together with the outer thrust bearing (5).
3 Open the fastening screws (25) and remove the housing plate
(26) together with the inner thrust bearing (32).
4 Lift the hydraulic tool (861143) onto the center stud, see Fig
13-8.
5 Screw on the hydraulic tool (861143).
6 Connect the hoses of the hydraulic pump (860170) accord-
ing to Fig 13-8 and open the pump valve.
Note! Some hydraulic pumps are to be used with a separate oil return
W46/W50DF 13 - 7
Hydraulic tool for intermediate gear center stud
861143
860170
Fig 13-8 501308
7 Keep on turning the hydraulic tool as long as it rotates. Re-

peat the procedure a few times to get all oil out from the tool.
8 Turn the hydraulic tool back about 3/4 of a turn 270°.
9 Close the valve on the hydraulic pump (860170).
10 Pump the hydraulic pressure to the stated value, see section
07.3.2.
11 Loosen the nut (27) about 3/4 of a turn with the pin (861010).
screw the hydraulic tools.
13 Remove the hydraulic tool.
14 Remove the nut.
15 Unscrew the center stud (3) by using a tool (803003) and slide
the stud against the flywheel.
16 Slide the smaller intermediate gear (2) against the engine
block and remove the distance ring (28), see Fig 13-7.
17 Screw the lifting tool (836021) to the shaft (6) of the bigger in-
termediate gear (1) and lift the tool (836021) and shaft (6) out
together by using the lifting device (836024) together with connec-
tion pieces (836023 or 836034), see Fig 13-9.
13 - 8 W46/W50DF
Lifting tool for intermediate gears
A-A
6 836021
836024
A 1
836023
(836034)
Fig 13-9 501309
18 Slide the smaller intermediate gear (2) out from the engine
block and support it so that you can put the lifting tool (836022) to
the shaft of the smaller intermediate gear and tighten it with a
wrench, see Fig 13-10.
Lifting tool for smaller intermediate gear
836022
2 3
Fig 13-10 501310
W46/W50DF 13 - 9
19 Remove the smaller intermediate gear by using the lifting

device (836024) together with connection pieces (836023 or 836034),
see Fig 13-11.
Removing of smaller intermediate gear
836024
836023
(836034)
836022
Fig 13-11 501311
20 Remove the center stud (3).
Caution! The intermediate wheels (1 and 2), see Fig 13-7, must not be
dismantled unless it is absolutely necessary. The relative position
between the two wheels has been adjusted when assembled at the
factory and should not be changed.
13 - 10 W46/W50DF
13.2.3 Mounting the camshaft gearing
13.2.3.1 Mounting the intermediate gears
Caution! On an In-line engine, make sure that the crankshaft is in TDC at

ignation for cylinder No.1 before proceeding with the job.
Caution! On a V-engine, make sure that the crankshaft is in TDC at ignation

for cylinder No. A1 (or B1) before proceeding with the job.
Marking of gears on In-line engine
Mark A 9
B
A
A
B Mark A-A
Fig 13-12 501312
In-line engine: when the crankshaft is in TDC at ignation for

cylinder No.1 notice that:
· Assembly marks “A” 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”
on the crankshaft gear must be aligned.
· Guide pin (9) in the first camshaft piece must be in the top
position.
W46/W50DF 13 - 11
Marking of gears on V-engines
Cyl. A1 at TDC Cyl. B1 at TDC

9
Mark A
B A
A B
B A
A A B
B
A B
Mark A-A Mark B-B
Fig 13-13 501313
V-engine: when the crankshaft is in TDC at ignation for cylinder

No. A1 (or B1) notice that:
· Assembly marks “A” (“B”) on camshaft driving gear wheel must
be aligned with the side of the engine block, see Fig 13-13.
· 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, see Fig 13-13.
1 Mount the shaft (6) and the big intermediate gear wheel (1)
together with screws (29), see Fig 13-7. Tighten the screws to stated
torque, see chapter 07.
2 Lift the smaller intermediate wheel (2) into position using lift-
ing device (836024) with connection pieces (836022) and (836023 or
836034), see Fig 13-14. At the same time the center stud (3) must
be put into position inside the smaller intermediate gear, see Fig
13-10. When the gear is fitted inside the bearing, slide it against the
engine block.
13 - 12 W46/W50DF
Lifting the smaller intermediate gear wheel
836024
836023
(836034)
836022
Fig 13-14 501314
3 Lift the distance ring (28) to the shaft of the smaller intermedi-
ate gear, see Fig 13-15.
Note! The distance ring must be aligned so that the adjusting slot is against
the smaller intermediate gear, see Fig 13-15.
Smaller intermediate gear
28
A
2
A-A
A
1
Fig 13-15 501315
W46/W50DF 13 - 13
4 Lift the bigger intermediate gear wheel (1) into position by

using the lifting device (836024) together with connection pieces
(836021) and (836023 or 836034), see Fig 13-16.
5 Slide the smaller gear wheel (2) against the bigger intermedi-
ate gear wheel (1), see Fig 13-15.
Note! Check that the assembly marks are as shown in Fig 13-12 or Fig 13-13.
Lifting the bigger intermediate gear wheel
836024
836023
(836034)
836021
Fig 13-16 501316
6 Clean the center stud (3) and lubricate the threads, see Fig
13-7.
7 Screw the center stud (3) in position and tighten it to stated
torque, see chapter 07.
8 Screw the nut (27) by hand against the end surface; check that
the nut is in the guide, see Fig 13-7.
Pretightening the center 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 - 14 W46/W50DF
11 Connect the hoses of the hydraulic pump (860170)

according to Fig 13-8 and open the pump valve.
Note! Some hydraulic pumps are to be used with a separate oil return
12 Keep on turning the hydraulic tool as long as it rotates.

13 Close the pump valve.
14 Pump to the pretightening pressure of 300 bar.
15 Tighten the nut (27) with the pin (861010).
16 Release the pressure slowly.
17 Check that the assembly marks are still as shown in Fig
13-12 (Inline engine) and Fig 13-13 (V-engine).
18 Check that there is no clearance between gear wheels (1 and
2) and distance ring (28), see Fig 13-15.
13.2.3.2 Mounting the camshaft gear

1 Lift the camshaft driving gear wheel (7) into position, see Fig
13-2, so that the marks on the wheel are in according with the side of the
engine block, see Fig 13-12 (In-line engine) and Fig 13-13 (V-engine).
2 Fit the camshaft end piece (10) by using the lifting tools
(836024) with connection piece (836017) and (836018), see Fig 13-4.
Note that the pin (9) is at the top position, see Fig 13-2. Tighten the
screws (20) to stated torque, see chapter 07.
3 Mount the bearing housing (18). If necessary use a hydraulic
jack or crane to lift the shaft while assembling the housing.
4 Fit the inner shaft plate (17) with the inner thrust bearing (33).
Fit the house plate (19) and tighten the screws (16) to stated torque,
see chapter 07.
5 Fit the outer thrust bearing (12) together with the outer shaft
plate (15) and tighten the screws (14) to stated torque, see chapter 07.
6 Remove the locking tool (834053) from the camshaft, see Fig
13-3, and mount the three nuts to the camshaft piece fastening studs.
7 Check the axial bearing clearance and backlash between
the gears (2) and (7). See to section 06.2.
8 Lock the screws (14) with locking wire and mount the cover (13).
9 Tighten the rocker arm bracket fastening screws, if loosened
and mount the covers, see chapter 14.
On Wärtsilä 46 and Wärtsilä 50DF engines:
10 Check the valve timing and fuel pump timing of one cylin-
der, see chapter 16., and compare to the checked values of the setting
table in engine test protocol. Readjust if necessary.
W46/W50DF 13 - 15
On Wärtsilä 46CR engines:

11 Check the valve timing of one cylinder and compare to the
tested values of the Setting Table in the “Test Run Report” docu-
ment. Readjust if necessary.
12 Tighten the nut (27) of the intermediate gears center stud (3) to
stated torque, see section 07.3.2, by using tightening tool (861143).
Tighten order is the same as previously described in this section.
13 Mount the inner thrust bearing (32) and the housing plate
(26), see Fig 13-7. Tighten the screw (25) to stated torque according
to chapter 07.
14 Mount the outer thrust bearing (5) together with the shaft
plate (24). Tighten the screws (23) to stated torque according to
chapter 07.
15 Check the axial clearance by moving the shaft. Record the
movement with a dial indicator. See to section 06.2.
16 Disconnect the hoses and remove the hydraulic tool
(861143).
17 Assemble the intermediate gear thrust bearing cover (22),
see Fig 13-7.
18 Mount the covers for the gearing and camshaft.
13 - 16 W46/W50DF
13.3 Split gear wheel

The split gear is divided into two parts which are connected together with
connecting screws (30), and then to the crankshaft with screws (31).
If only the split gear wheel has to be changed, one half of the wheel
can be removed or mounted at a time.
Split gear wheel
31
30
Fig 13-17 501317
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 06.2.
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 accord-
ing to section 13.2.2.
Note! Special tools are needed for this work. Please contact the engine
manufacturers service network.
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).
W46/W50DF 13 - 17
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 con-
tact faces of the gear wheel and the crankshaft.
2 Apply Loctite 242 to the threads of the screws (31) and (30),
and engine lubricating oil under the screw heads. Do not use
Molykote.
3 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.
4 Tighten the axial screws (31) to a torque of 10 Nm and check
that contact is established between the gear wheel and the crank-
shaft flange.
5 Tighten the fastening screws (30) to stated torque, see chapter
07. The screws closest to the crankshaft flange are to be tightened first.
6 Tighten the axial screws (31) to stated torque, see chapter 07.
7 Check the split gear wheel roundness. Place the cylindrical
pin in the toothcap as shown in Fig 13-18. Turn the engine and use
a dial indicator to get indications. 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.
8 Lift the bearing cap for main bearing No.1, see section 10.2.4.
Measuring split gear wheel
20
Fig 13-18 501318
13 - 18 W46/W50DF
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
16.3.6.
2 Check the exhaust/inlet valve timing of one cylinder, see
section 14.2.4
3 Lower the bearing cap of the main bearing No.1, see section
10.2.2.
4 Turn the crankshaft so that the bolt heads of the fastening
screws (30) are downwards, see Fig 13-17.
5 Unscrew the fastening screws (30).
6 Unscrew the axial screws (31) of the lower half.
7 Remove the lower half of the split gear wheel.
8 Clean the parting surfaces of the wheel half and the contact
faces of the gear wheel and the crankshaft.
9 Apply Loctite 242 on the threads of the screws (31) and en-
gine lubricating oil under the screw heads. Do not use Molykote.
10 Mount the new gear wheel half on the crankshaft against
the old upper half and tighten the screws (30) to stated torque, see
chapter 07. Check with a feeler gage that the joint surfaces meet
properly.
11 Tighten the new half axial screws (31) to stated torque, see
chapter 07.
12 Remove the fastening screws (30).
13 Turn the crank of cylinder No. 1 carefully to TDC.
14 Unscrew the axial screws (31) of the other half.
15 Remove the other half of the split gear wheel.
16 Clean the parting surfaces of the wheel half and the contact
faces of the gear wheel and the crankshaft.
18 Mount the new gear wheel half to the crankshaft against
the upper half and tighten the screws (30) to stated torque, see
chapter 07. Check that the joint surfaces meet properly.
W46/W50DF 13 - 19
20 Tighten the axial screws (31) of the new half to stated

torque, see chapter 07. Check that contact is established between
the gear wheel and the crankshaft flange.
21 Turn the crankshaft half a turn.
22 Check the split gear wheel roundness as mentioned in sec-
tion 13.3.3.
23 Lift the bearing cap of main bearing No.1 back to its place,
see section 10.2.4.
24 Check that the fuel pump timing of the reference cylinder has
not changed. See step No. 1 of this section.
25 Check that the exhaust/inlet valve timing of the reference
cylinder has not changed. See step No. 2 of this section.
13 - 20 W46/W50DF
50-200520-03 Valve mechanism and camshaft 14
14. Valve mechanism and camshaft
14.1 Valve mechanism

The valve mechanism operates the inlet and exhaust valves at the
required timing. The valve mechanism consists of piston type valve
tappets (11) moving within the engine block, tubular push rods (4) with
ball joints, nodular cast iron rocker arms (3) journalled on a rocker arm
bearing bracket (13), and a yoke (14) guided by a yoke pin, see Fig 14-1.
The valve tappets movement follows the cam profile and transfers
the movement through push rods to the rocker arms. The rocker arms
operate the inlet and exhaust valves through a yoke (14).
Lubrication for the rocker arms is supplied from the feed channel on
the engine block through pipe connections and drillings in both the
cylinder head and rocker arm bracket.
For the valve tappets, rollers and their shafts pressurised oil is fed from
the feed channel through drillings in the engine block, see Fig 14-4.
To compensate for heat expansion a clearance must exist between the
rocker arm and yoke. All adjustments are done on a cold engine, and
this work procedure is explained in chapter 12.
Valve mechanism
1 3
13
4
14
5
1. Screws
8
3. Rocker arms
11 4. Push rod
5. Protecting sleeves
12 8. Cover
11. Valve tappet
12. Shaft
13. Bracket
14. Yoke
Fig 14-1 501401
W46/W50DF 14 - 1
14 Valve mechanism and camshaft 50-200520-03
14.1.1 Maintenance of valve mechanism
The valve mechanism is inspected according to the maintenance

schedule in chapter 04. See chapter 06. for adjustments and wear
limits. However, whenever the opportunity exists, make a visual
inspection of the cams, rollers and tappets.
If the valve mechanism is dismantled, the components should be
marked and later assembled in the same position and cylinder as before
to avoid unnecessary wear.
14.1.2 Dismantling of valve mechanism
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 concerned are on the base circle of the cam and a clearance
exists between the rocker arm and yoke.
3 Secure the rocker arm bracket with crane by using a lifting
strap, see Fig 14-2 or by using a special tool (836031), see Fig 14-3.
Lifting rocker arm bracket
1. Screws
2. Locking screw
3. Rocker arm
7. Shaft
13. Rocker arm bracket
1 3 20. Bushing
20 2
13
7
Fig 14-2 501402
4 Open the screws (1) and lift the rocker arm bearing bracket
(13) from the cylinder head.
5 Remove the yokes (14), see Fig 14-1.
14 - 2 W46/W50DF
Securing rocker arm bracket by using tool (836031)
836031
Fig 14-3 501403
Note! Before dismantling, mark the parts so that they will be reinstalled
into their original positions.
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, see Fig 14-2.
7 Remove the push rods (4) and the protecting sleeves (5) by
lifting up through the guide holes in cylinder head, see Fig 14-4.
8 Open the screws (9) and remove the cover (8).
9 Lift the valve tappet (11) out.
10 Push the spring loaded locking pin (6) down and pull the shaft
(12) out.
W46/W50DF 14 - 3
Valve tappet, roller and shaft
4. Push rod
5. Protect sleeve
6. Locking pin
4 8. Cover
9. Screw Section A:
18 10. Guiding pin 10
11. Valve tappet
5 12. Shaft
9 17. O-ring
18. O-ring
8
19. Ball head pin
17 26. Compression spring Oil
Oil
19 27. Bearing bush
28. Roller B
11
26
12
27
28
6
Fig 14-4 501404
14.1.3 Inspection of valve mechanism
1 Clean the rocker arm bearing bushing and the journal, then
measure for wear. When cleaning, pay special attention to the oil
holes. See chapter 06. for all clearances and wear limits.
2 Inspect the push rod (4) running surface for possible me-
chanical damage.
3 Clean and inspect all parts of the valve tappet and corre-
sponding 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, see Fig 14-4.
5 Inspect the ball head pin (19) running surface for possible
mechanical damage.
6 Change the O-rings (17) and (18).
14 - 4 W46/W50DF
14.1.4 Assembling of valve mechanism
1 Lubricate the parts of the valve tappet with clean engine oil,
add Rustban 326 or similar grease to the tappet guiding surface
against the roller (B in Fig 14-4) and assemble.
2 Keep the roller (28) at correct level and slide the journal (12)
into position observing that the locking pin (6) secures to the
corresponding drilling in tappet body.
3 Insert the valve tappet (11) into the guide hole in the engine
block.
4 Mount the cover (8).
5 Grease the O-rings (17) and (18) properly. Insert the protect-
ing sleeves (5) and push rods (4) into position through the cylinder
head guide bores.
6 Mount the yoke. For adjusting the yokes see section 12.2.5.
7 Lubricate the rocker arm parts properly with clean engine oil.
8 Assemble the bushing (20) to the journal (7), see Fig 14-2.
9 Fit the rocker arms to the journal.
10 Slide the brackets and journal together and secure the jour-
nal with the locking screws (2).
Note! The journal has to be exactly at the right position to be able to fit the
screws.
11 Check for free movement of the rocker arms.

12 Mount the complete rocker arm bracket into position on the
cylinder head and tighten the screws (1) crosswise to stated torque,
see chapter 07.
13 Check and adjust the valve clearances according to section
12.2.5.
W46/W50DF 14 - 5
14.2 Camshaft
14.2.1 Description of camshaft
The camshaft is built up from one-cylinder camshaft pieces (1) and

separate bearing journals (2), see Fig 14-5. The fixing pins (4) on the
bearing journals order the position of the camshaft pieces, and the
bearing journals must be put back to the original places after
overhaul or replaced by a similar journal with same pin position
(identification number on each journal).
Camshaft
Fuel inject.
EX IN
2
1
4
9
3 7
Fig 14-5 501405
The drop forged camshaft pieces have integrated cams, the sliding
surfaces of which are case hardened. The bearing surfaces of the
journals are induction hardened. The camshaft is driven by the crank-
shaft through a gearing at the driving end of the engine.
14 - 6 W46/W50DF
Vibration damper
A: B:
10
8 8
5 5
10
C:
Fig 14-6 501406
5. Camshaft extension, 8. Cover for starting air distributor,

10. Vibration damper.
The camshaft can be equipped with a vibration damper to dampen the

torsional vibrations. See separate instructions for the vibration damper
in the Attachments file.
Two different types of vibration dampers are used, a spring type (“B”
in Fig 14-6) or a viscous type (“C”).
In some cases, depending of the installation, the camshaft is without
vibration damper (“A” in Fig 14-6)
A cam for operating the starting air distributor is equipped at the free
end of the camshaft extension (5).
W46/W50DF 14 - 7
At the driving end the camshaft has an axial bearing (6) and in some
installations a damper (10) intergrated to the driving gear of the
camshaft, see Fig 14-7.
Camshaft, axial bearing
10
6
Fig 14-7 501407
14.2.2 Maintenance of camshaft
The cams have to be inspected according to the maintenance schedule, see

chapter 04., but always whenever the opportunity exists, make a visual
inspection of the cams, tappets and rollers. A camshaft piece has to be
replaced if some mechanical damage has occurred. The camshaft bearing
bushing has to be replaced if the wear limit given in chapter 06. is exceeded.
14 - 8 W46/W50DF
14.2.3 Removing the camshaft piece
1 Remove the camshaft covers from the cylinders concerned.

2 Remove the cover (8), of the starting air distributor, see Fig
14-6.
3 Loosen the valve clearance adjusting screws and the rocker
arm brackets fastening screws of all cylinders in which the camshaft
is to be moved axially, see section 12.2.5.
4 Turn the camshaft so that you can lock the valve tappets
one by one to the uppermost position with locking bars (845013) and
for Wärtsilä 46 and Wärtsilä 50DF engines locking bar (845014),
see Fig 14-8 for In-line engine or Fig 14-9 for V-engine.
5 For Wärtsilä 46CR engines, lift off all injection pumps at the
concerned camshaft
Caution! When the valve tappets is/are locked in the upper position the
rocker arm bracket(s)/push rods must be removed, otherwise when
cranking the engine the pistons will come in contact with the valves.
6 Open the nuts (3) and unscrew the flange connection studs (7)
from both ends of the camshaft piece, see Fig 14-5.
7 Assemble the special mounting devices (845030) for In-line
engine, see Fig 14-8 or (845020) for V-engine, see Fig 14-9. Fasten
the devices to engine frame with camshaft cover fastening nuts (21).
Adjust the flat bar (22) with screws (23) close to the camshaft piece.
8 It is also possible to use lifting tool (836024) with connection
piece (836029) to support the camshaft piece. For In-line engine see
Fig 14-10 and for V-engine see Fig 14-11.
9 Move the part of the camshaft locating towards the free end
of the engine a maximum of 35 mm by using a suitable lever.
Caution! Be careful that the rollers do not fall from the cams.
10 Disengage the camshaft piece from the centering and fixing

pins (4), see Fig 14-5, and remove it sideways on a In-line engine or
on a V-engine lower it sideways using screw (25), see Fig 14-9.
W46/W50DF 14 - 9
Removing the camshaft piece for In-line engine
845013 845014 845013 A
845030
22
21
23
Section A-A A
Fig 14-8 501408
Removing the camshaft piece for V-engine
845014 845013
Section A-A:
A
845013
845020
22
21
A
25 24 23
Fig 14-9 501409
14 - 10 W46/W50DF
14.2.4 Mounting the camshaft piece
1 Clean the flange connection surfaces and threaded holes

from oil and grease, 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 along the tool (845030)
for In-line engine, see Fig 14-8 or by using the screw (25) on the tool
(845020) for V-engine, see Fig 14-9.
4 It is also possible to use lifting tool (836024) with connection
piece (836029). For In-line engine see Fig 14-10 or for V-engine see
Fig 14-11.
5 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.
6 Fasten the studs (7) by hand and tighten the nuts (3) by using
the torque wrench (820009), see Fig 14-5. Tighten to stated torque
according to chapter 07.
W46/W50DF 14 - 11
Mounting of camshaft piece, In-line engine
836024
836029
View A
Fig 14-10 501410
Mounting of camshaft piece, V-engine
836024
836029
Fig 14-11 501411
14 - 12 W46/W50DF
7 Check the tappet rollers carefully. Even slightly damaged

rollers have to be changed.
8 Turn the camshaft and remove the locking bars one by one
when there is a contact between the roller and the cam.
9 Mount the cover (8) of the starting air distributor.
10 Tighten all the loosened fastening screws of the rocker arm
brackets, see chapter 07.
11 Check the valve clearances on the cylinder concerned and
on all cylinders towards the free end, see section 12.2.5.
12 Check the fuel pump timing on the cylinder concerned ac-
cording to chapter 16. and on the next cylinder towards the free end.
If any corrections have to be done on the next cylinder, all the other
pumps on the concerned camshaft have to be checked as well.
13 Check the exhaust/inlet valve timing on the cylinder con-
cerned and on the next cylinder towards the free end. Compare the
values in the “Test Protocol” to the scale of the flywheel when the
exhaust/inlet valves begins to open.
W46/W50DF 14 - 13
14.2.5 Vibration damper
The camshaft can be equipped with a vibration damper to dampen the

torsional vibrations which are excited by the engine.
Two different types of vibration dampers are used, a viscous damper, see
section 14.2.5.1, or a spring type vibration damper, see section 14.2.5.3.
Note! See separate instructions for the vibration damper in the Attachments
file.
14.2.5.1 Viscous vibration damper
Vibration damper, viscous type
3
2 1
6
Detail A
Fig 14-12 501412
See detail A on Fig 14-13.

The damper is bolted on the free end of the camshaft and follows its
torsional vibrations. It consists of a totally enclosed housing (1) with cover
(2), see Fig 14-12, and inertia ring (3). The inertia ring is located radially
and axially in the housing by plain bearings (4). Gaps (5) between the
housing and the ring are filled with a high viscosity silicone fluid.
As soon as vibration amplitudes occur, relative movement takes place
between the housing (primary mass) and the inertia ring (secondary
mass) and shares stresses in the silicone film. Due to the different
stresses in operating conditions it is impossible to give a general guide
as to when the dampers should be replaced. The proper function of the
damper can be checked at regular intervals, see chapter 04., by meas-
uring the viscosity of the silicon fluid inside the damper. Two draining
plugs (6) provide the means of testing the silicone fluid without having
to dismantle the damper.
14 - 14 W46/W50DF
14.2.5.2 Taking a silicon oil sample

Fluid samples may be taken from dampers equipped with draining
plugs (6). Usually two of these are positioned diametrically oppisite to
each other in the damper cover.
It is recommended that the damper is rotated until the two plugs are
approximately horizontal and that the damper remains in this position
for a minimum period of one or two hour before the sampling procedure
begins.
A silicon oil sample should be extracted as follows:
1 After engine stops let the damper cool down to nearly 40°C.
2 Rotate the damper to bring one of the draining plugs (6) to
optimum position, see Fig 14-12.
3 Remove the cap nut (8) from the end of the sample container
(7) to be inserted in the damper, see Fig 14-13. There is a various types
of sample containers.
Taking a silicon oil sample
Detail A
8
6 10
11
9
Fig 14-13 501413
4 Unscrew and remove the draining plug (6) and replace it by

the sample container (7). If meeting at the inertia ring (9) unscrew
the container one revolution.
5 Remove the second cap nut (8) from the sample container
and wait until silicon fluid (10) reach the open end of the container.
This may occur within minutes or over an hour dependent upon fluid
condition and other factors. If possible it can be speeded up by means
of:
· 1. Turning the damper until the sample container is underneath
the shaft.
· 2. Temporarily removing the second drain plug.
6 As soon as the silicon fluid begins to flow from the open end,
shut the sample container by the cap nut (8). Do not use spanners.
W46/W50DF 14 - 15
7 Mount the second draining plug hand tight with new sealing
washer (11).
8 Remove the container from the damper casing, wipe off the
sealing face round the draining hole and screw in the plug (6) hand
tight together with new sealing washer (11). Close the second side
of the container.
9 Tighten both draining plugs (6) by turning them further for
45°, about 20Nm torque.
10 Seal both plugs by using a punch to disturb cover material
into the slot of the plugs.
11 Send the sample container with information of the damper
type, number, engine and operation data to the damper manufac-
turer for analysis.
The quantity of silicone oil removed is so small that up to 10 such
samples of 1 cm3 can be taken without risk.
14 - 16 W46/W50DF
14.2.5.3 Spring type vibration damper
Vibration damper, spring type
A
3
2 4
5 2
A
A-A
Fig 14-14 501414
The inner part (1) of the damper is bolted on the free end of the camshaft
and follows its torsional vibrations, see Fig 14-14. 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 comes
through the camshaft drillings.
Due to torsional vibrations the inner member will twist against the
outer part, the springs will deflected, 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! See separate instructions for the vibration damper in the Attachments
file.
W46/W50DF 14 - 17
14.2.6 Elastical coupling
The camshaft of the engine can be equipped with an elastical coupling

to dampen the torsional vibrations which are excited by the engine and
fuel pumps.
Elastical coupling
C A
6 6
5
3
1
B
B
3
4
C 2
A
A-A
C-C
Fig 14-15 501415
The elastical coupling is bolted on the camshaft gear (6) and the inner
part (1) is a part of camshaft so it follows camshaft torsional vibrations,
see Fig 14-15. The outer part consists of spring packs (2), spacers (3),
a clamping ring (4) and side plate (5). The springs are clamped at their
outer end by the spacers and their inner ends mesh with the grooves
of the inner part. The cavities between spring packs and spacers are
filled with oil which comes through the camshaft drillings.
Due to torsional vibrations the inner member will twist against the
outer part, the springs will deflected, one cavity will reduce and one
will enlarge and the oil will flow through the narrow gab between inner
and outer part, generating the hydrodynamic friction and therefore
damping the vibrations.
Note! See separate instructions for the elastical coupling in the Attachments
file.
14 - 18 W46/W50DF
50DF-200801-19 Turbocharging and air cooling 15
15. Turbocharging and air cooling
15.1 General description, Turbocharging and

Air cooling
The engine is equipped with turbochargers and air coolers situated
either in the free end or in the driving end of the engine.
The turbocharger turbine (2) is driven by exhaust gases. Ambient air
is compressed by the compressor (1) and forwarded to the charge air
cooler (3) and further through the water mist catcher (5) to the charge
air receiver (4), see (Fig 15-1).
Turbocharger and charge air cooler
1 2
3
5
Fig 15-1 5015101
1. Compressor, 2. Turbine, 3. Charge air cooler, 4. Air duct to receiver,

5. Water mist catcher (WMC)
TPL76C 15 - 1
15 Turbocharging and air cooling 50DF-200801-19
15.2 Turbocharger
15.2.1 General description, TPL-turbocharger
The turbocharger is of axial turbine type.

It is mechanically independent of the engine to which it is applied, but
the lubricating system forms part of the engine lubricating oil system.
The turbocharger is equipped with cleaning devices to clean the turbine
and compressor by water injection.
The turbocharger speed is measured by a pick up installed on the
compressor side.
As an option the turbocharger compressor can be cooled by air from the
charge air receiver. The cooling air connection is shown in Fig 15-2.
Cooling air pipe for compressor
13
Fig 15-2 5015113
13. Cooling air pipe
15.2.2 Turbocharger maintenance
Normal overhauls can be carried out without removing the turbo-

charger from the engine.
When dismantling, remove the protecting covers and disconnect the
oil, air and exhaust connections.
When reassembling, take care that all seals are intact as well as that
15 - 2 TPL76C
the orifices at the compressor cleaning water inlet and lube oil inlet are
in place. High temperature resistant lubricants must be used for all
exhaust pipe screws.
Maintenance of the turbocharger is carried out according to the follow-
ing instructions and the instructions of the turbocharger manufac-
turer. It is recommended to use the service network of the engine
manufacturer or the turbocharger manufacturer.
See also chapter 00A.“Risk Reduction” and chapter 02A.“Environ-
mental Hazards”.
Note! Wear protective clothing (protective suit, gloves, protective shoes,

ear protection, protective glasses).
15.3 Water cleaning of turbine during operation
15.3.1 General description, Water cleaning of turbine

during operation
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 lenghtened. Dirty turbines
cause higher exhaust gas temperatures, elevated turbocharger speed
and higher stresses of the bearings due to imbalances. Washing of the
turbine side is necessary only when running on heavy fuel.
Note! No need to carry out the water cleaning of turbine on gas mode.
During an extended period of operation, periodical cleaning prevents

the build-up of significant deposits on the turbine blades and nozzle
ring vanes. This cleaning method does not work on very dirty turbines
which have not been washed regularly when put into operation or after
revisions.
Water must be injected into the exhaust system with the engine
running at suitable output. (See section 15.3.3) The disadvantages of
occasionally adjusting the output are not significant compared with the
advantages of cleaning.
The necessary water flow is basically dependent on the volume of gas
and its temperature. Additives or solvents must not be used in the
cleaning water.
Caution! The use of salt water is prohibited.
The turbine washing intervals are stated in the Maintenance Schedule

in chapter 04.
TPL76C 15 - 3
Note! Turbine washing is to be carried out in HFO/MDO mode at low load.
15.3.2 Cleaning device for turbine and compressor
The engine is equipped with permanent pipings for turbine (42) and
compressor (52) cleaning (Fig 15-3).
In a power plant installation the cleaning is controlled by a PLC. The
basic cleaning parameters (number of water injections, injection time)
are set in the PLC. The turbine wash interval is also controlled by the
PLC and can be changed based on operation experience, fuel quality,
etc.
Pipings for turbocharger cleaning
42
52 52
42
Fig 15-3 5015102
42. Pipe for turbine cleaning, 52. Pipe for compressor cleaning.
15.3.3 Cleaning procedure for turbine and compressor
At power plant installations an operator reminder for turbocharger

washing can be set in the Wärtsilä Operator Interface System (WOIS).
The reminder timer is reset when the turbine wash is completed.
15 - 4 TPL76C
1 Record the engine and turbocharger parameters (engine

load, charge air pressure, TC speed, exhaust gas temperature before
and after turbine) before water cleaning for later use to evaluate
efficiency of the cleaning.
2 Make sure the water supply is open.
3 Start the turbocharger wash sequence from WOIS. Both the
turbines and compressors are washed in the same wash sequence,
first the turbine and then the compressor. Water flow is set on
correct rate for turbine washing, compressor washing is done with
the same flow settings. The whole wash sequence is carried out
automatically once it has been started.
Note! If for any reason the washing is disturbed, whether there is a failure
or the operator has stopped the sequence from the WOIS system,
there will be an alarm and washing can be restarted only after a 10
minute delay.
4 Make sure the flow rate is set according to the values in the
table below.
Water cleaning of turbocharger

Turbocharger size Water flow (l/min)
1 x TPL71 (in-line engine) 25
1 x TPL76 (in-line engine 36
2 x TPL71 (V engine) 50
2 x TPL76 (V engine) 72
5 After one hour at normal load repeat the readings made be-
fore the water cleaning procedure.
Note! The engine should run for at least 10 minutes after a wash sequence.
TPL76C 15 - 5
Turbocharger cleaning system
10 7
1
5 4
8 9
Fig 15-4 5015110
1. Engine, 2. Valve unit, 3. DPP system PLC, 4. Flow meter, 5. Flow

control, 6. Water to turbine, 7. Water to compressor, 8. Air supply, 9.
Scavenging air to valve unit, 10. Water supply.
15.4 Water cleaning of compressor during op-

eration
The compressor can be cleaned by injecting water during operation.
The method is efficient provided that contamination is not too far
advanced. If the deposit is very heavy and hard, the compressor must
be dismantled and cleaned mechanically.
The injected water does not act as a solvent, the cleaning effect is
achieved by the physical impact of the drops on the deposit. It is
therefore advisable to use clean water containing no additives either
in the form of solvents or softening agents, which could be precipitated
in the compressor and form deposits.
Regular cleaning of the compressor delays the formation of deposit but
it does not eliminate the need of normal overhauls, for which the
turbocharger has to be dismantled.
15 - 6 TPL76C
Cleaning should take place regularly according to maintenance sched-

ule, see chapter 04. Depending on the results obtained, the interval
between two washings may be increased or reduced.
15.4.1 Cleaning procedure for compressor only
If the turbine wash interval is >100 h the compressor wash interval is

half the turbine wash interval.
a third of the turbine wash interval.
a fourth of the turbine wash interval.
In these cases the compressor wash will be performed without adjacent
turbine wash.
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 Make sure the water supply is open.
3 Start the compressor wash sequence from WOIS. The wash
sequence is carried out automatically once it has been started.
Note! If for any reason the washing is disturbed, whether there is a failure
or the operator has stopped the sequence from the WOIS system,
there will be an alarm and washing can be restarted only after a 10
minute delay.
4 Use the same setting for the water flow meter as for turbine
cleaning, i.e. there will be a lower flow rate for the compressor wash
due to the installed orifice.
5 After one hour at normal load repeat the readings made be-
fore the water cleaning procedure .
Note! The engine should run for at least 10 minutes after a wash sequence.
Note! See also the turbocharger instruction manual in “Attachments”.
TPL76C 15 - 7
15.5 Allowable operation with damaged turbo-

charger
In case of a serious breakdown of the turbocharger, a blanking device
(the preferred 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 must not exceed 500°C.
(See also Chapter 08.).
Note! Both turcbochargers of a V engine must be locked or blanked if one

of them fails.
15 - 8 TPL76C
15.6 Charge air cooler

The engine is equipped with a charge air intercooler to cool down the
compressed and heated air after the turbocharger. The block type
charge air coolers are mounted together with water mist catcher
(WMC) to the moulded housing (4) with screws. see Fig 15-5.
As a standard a 2-stage charge air cooler is used where the charge air
temperature is kept on the right level by regulating the HT- and LT-
or merely the LT-cooling water flow through the central cooler.
Charge air cooler
5 3 2
4
7 8 9 10
Fig 15-5 5015103
1. Air flow, 2. Air to charge air receiver, 3. Charge air cooler, 4. Moulded
housing, 5. Cylinder HT out (DPP), 6. HT in (marine), 7. HT out, 8. HT
in (DPP), 9. LT out, 10. LT in.
Water pipes 7-10 are connected to the charge air cooler with a slide in
structure. The connection is sealed with O-rings (20). The connection
is shown in Fig 15-6.
TPL76C 15 - 9
Water pipes to charge air cooler
20
7/8/9/10
7
8
9 10
Fig 15-6 5015117
3. Moulded end piece, 7-10. Water pipes, 20. O-ring.
15.6.1 Maintenance of charge air cooler
Water mist catcher
45 1 46
Fig 15-7 5015104
1. Air cooler, 45. Water mist catcher, 46. Drain.
15 - 10 TPL76C
1 The air cooler is provided with an attached water mist

catcher (45). See the principle in Fig 15-7.
2 Condensate from the air is drained through the drain (46),
see Fig 15-7.Examine regularly that the pipe connected to the drain
is open.
Note! If water keeps on dripping or flowing from the drain 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 corro-
sion. 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 04., or if the air temperature in the charge air receiver
cannot be held within stipulated values at full load.
5 Always check for corrosion when cleaning. The charge air
intercooler is to be cleaned if the pressure drop over the cooler on
the air side exceeds 1.5 times that of a new condition.
15.6.2 Cleaning the charge air cooler
Before starting the cleaning of the charge air cooler, the water must be
drained from the charge air cooler and pipes. If there is a drain tank,
the engines and coolers can be drained for maintenance so that the
water and cooling water treatment can be collected and reused.
Most of the cooling water in the engine can be recovered from the HT-circuit,
wheras the amount of water in the LT-circuit on the engine is small.

TPL76C 15 - 11
Removing the charge air cooler, phase 1/4
Fig 15-8 5015105
1. Cooler fastening screws, 2. End piece fastening screws.
15.6.2.1 Removing the charge air cooler

1 Remove the pipes (5) and (6) from the end piece, see Fig
15-5. All the blockage should be removed before removing the cooler
and the end piece.
Note! Do not remove the end piece fastening screws (2), see Fig 15-8.
There is no need to remove the end piece from the cooler.
2 Remove all 20 cooler fastening screws (1) in front of the

cooler, see Fig 15-9. Also remove the six M20 fastening screws (7)
on the side of the cooler, see Fig 15-10. The screws in the side of the
cooler are mounted to ensure the air sealing of the air inlet.
15 - 12 TPL76C
3
4
836065
Fig 15-9 5015106
3. Fastening screws for lifting tool, 4. Rigging screw, A. Lifting lug.

836065. Lifting tool.
Fastening screws in the side of the cooler
Fig 15-10 5015111
7. Fastening screws.
TPL76C 15 - 13
3 Pull the attached cooler and the end piece so far out as
possible by using an extractor screw.
4 Move the lifting tool to its place with a crane and fasten the
lifting tool 836065 to the turbocharger support with two screws (3),
see Fig 15-9. Adjust the lifting tool 836065 to the correct position
with the rigging screw (4).
5 Fasten the lifting tool to the cooler with the lifting lug (A) by
using screws, see Fig 15-9.
6 Pull the cooler out until the second lifting hole of the cooler is
so far out that you can fasten the second lifting lug (B) to it. Fasten
the lifting tool to the cooler with lifing lug (B), see Fig 15-11. Don’t
use the hole (5).
A:
B
A
B:
Fig 15-11 5015107
5. Hole, A. Lifting lug, B. Lifting lug.
7 Pull the cooler out to the beam end and put the stop pin (6)
to its place, see Fig 15-12.
8 Remove the fastening screws (3), see Fig 15-12.
9 Lift the cooler away with a crane.
15 - 14 TPL76C
3
6
Fig 15-12 5015108
3. Fastening screws for lifting tool, 6. Stop pin
15.6.2.2 Cleaning the charge air cooler

1 Clean the air side according to cooler manufacturer’s instruc-
tions.
Cleaning the water side:

2 Remove the cover (30), the end piece (31) and the side panel
(32) to make the water side accessible, see Fig 15-13. Remove the
side panel (32) on one side only first. Push the middle side bar
towards the tube bundle fins according Fig 15-14 in order to remove
the screws
Note! To avoid internal air by passes in the charge air cooler, it is important
that in every main overhaul the cooler side panels are removed
and the sealing compound between the side panel and the cooling
bundle is replaced. Cooler is also easier to clean when a side panel
is off however be caredul when handling the cooler with a side
panel removed.
TPL76C 15 - 15
Covers, Charge Air Cooler
30 32 31
Fig 15-13 5015109
30. Cover, 31. End piece, 32. Side panel.
Pushing the middle side bar
Fig 15-14 5015115
Caution! 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.
15 - 16 TPL76C
3 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 brush is chosen in accordance to the finned tube type.
Mechanical cleaning can be done on site or with the cooler removed.
Check the gaskets and 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 function 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 satisfying, cleaning should be repeated.
4 Add the sealing compound Loctite 5339 or similar to the four
locations shown in the Fig 15-15.
TPL76C 15 - 17
Sealing of the charge air cooler
Fig 15-15 5015112
5 Install the side panel (32), see Fig 15-13. Push the middle side
bar towards the tube bundle fins according Fig 15-14 in order to
install the screws. Use Loctite 243 in threads.
6 Remove the side panel on the other side of the cooler and
repeat the steps 4 and 5 to that side of the cooler as well.
15 - 18 TPL76C
Sealing surface and supporting screws
11
12
Fig 15-16 5015112
11. Sealing surface, 12. Supporting screw.
7 Reassemble the end cover (30) and the end piece (31), see
Fig 15-13.
8 Clean the sealing surfaces (11) of the coolers and the housing,
see Fig 15-16.
9 Spread Wacker Elastosil RTV-1 E 14 sealing compound or
similar on the sealing surfaces (11).
10 Check the tighterning torques of the end cover (30) and the
end piece (31) before lifting the cooler into the engine. Tightening
torques are presented in the table below.
Tightening torques
Size Dry (Nm) Oiled (Nm)
M6 10 9
M8 25 23
M10 50 45
M12 86 77
M14 136 122
M16 209 187
M18 292 261
M20 408 366
TPL76C 15 - 19
11 Lift the cooler back to its place by using the lifting tool 836065
and a crane.
12 Re-install the cooler according to "removing the charge
aircooler, phases 1-4". Repeat the steps from end to beginning.
Ensure proper positioning of slide in connections and related O-
rings when sliding the cooler into its place.
13 Tighten the cooler fastening screws (7) on the side of the
cooler to make the sealing between the cooler and the housing
tight. See Fig 15-10.
14 Fit and tighten the cooler fastening screws (1), see Fig 15-8.
15 Tighten the supporting screws (12) lightly against the cooler.
16 Connect the temperature sensors and pressure sensors if
removed earlier.
17 Re-install all the pipes that were removed before removing the
cooler.
18 Fill the system with water. Check for possible leaks.
15 - 20 TPL76C
50-200509 Turbocharging and Air Cooling Appendix M
15.M. Exhaust Gas Wastegate
15.M.1 Description
A reliable and safe perfomance of the engine requires a correct air-fuel
ratio during all kind of site conditions. If the air-gas mixture becomes
too lean, misfire will occur and if the air-gas mixture becomes too rich,
knocking will occur.
To mantain a correct air-fuel ratio, the engine is equipped with an
exhaust gas wastegate valve that keeps the air pressure in the reciever
at an optimal level all over the power output range. The exhaust gas
wastegate valve is by-passing the exhaust gases past the turbocharger.
The wastegate valve is working as a regulator and adjusts the air-fuel
ratio to the correct value regardless of varying site conditions (ambient
temperature, humidity, etc).
The exhaust gas wastegate system is built on the engine and consists
of an actuator (1) connected to the butterfly valve (2) which controls the
exhaust by-pass flow via pipes (4) and (5) to the distance piece (3) as
much as required to get the correct air-fuel ratio according to the
preprogrammed values.
Exhaust Gas Wastegate System
4 2
1 5
Fig 15M-1 5015m01
1. Actuator, 2. Butterfly valve, 3. Distance piece, 4. Exhaust pipe,

5. Exhaust pipe.
46/50DF 15M - 1
Appendix M Turbocharging and Air Cooling 50-200509
15.M.2 Function
The wastegate control system gets compressed air from the instrument
air system. The pressure is approx. 6 - 7 bar. The instrument air needs to
be clean, dry and oil free to secure troublefree function of the components.
See also chapter 21.
The wastegate system works as follows:
When the engine is running, instrument air is supplied to the I/P converter
(8) and to the positioner (9) in the actuator unit (1), see Fig 15M-2.
The I/P converter maintains a 0.2 - 1.0 bar control air pressure to the
positioner according to the incoming 4 - 20mA control signal from the
controll system. The 4 - 20mA current is based on the load dependent
charge air pressure, measured with the analogue pressure sensor
PT601.
The positioner pilot valve (11), see Fig 15M-3, maintains the actuator (1)
with air pressure according to the control air pressure from the I/P converter.
The engine control system (WECS) is monitoring the air pressure in
the receiver. If the pressure is lower than the set-point, the engine
control system will close the wastegate gradually, until the correct
value is reached.
The control logic is carried out in the engine control system and no
external regulators are required
Wastegate control system
24. 1.
2 BA
SIGNAL 9.
SUPPLY
8.
8
9
6.
311
Fig 15M-2 5015m02
1. Actuator, 2. Butterfly valve, 6. Valve, 8. I/P converter, 9. Positioner,

24. Power cylinder.
15M - 2 46/50DF
15.M.3 Maintenance
15.M.3.1 Check of wear of the wastegate system
The systems requires a regular check of the wear and the function.
1 Check for wear of the key connection between the actuator
and the positioner.
2 Check for possible wear inside actuator by moving the
shaft.
15.M.3.2 Change of positioner pilot valve
The pilot valve (11) in the positioner should be replaced with a new one
according to chapter 04 or in case of malfunction.
1 Remove the cover of the positioner and the pilot valve screws
(12), see Fig 15M-3.
2 Pay attention to the pilot valve stem and the lever (13), re-
move the pilot valve carefully.
3 Replace the pilot valve (11) with a new one and re-assemble
the positioner in the opposite order.
4 Adjust the wastegate positioner, see section 15.M.4.
5 Calibrate the wastegate I/P converter, see section 15.M.5.
6 Check the function of the valve by following the positioners
movement when the engine is re-started and runs on load.
Wastegate positioner
Control air from I/P converter Control air

0,2 - 1,0 bar 6 - 8 bar 13
11. Positioner pilot valve

12. Screw 11
13. Lever
14. Cam
15. Screw
16
16. Screw
17. Adjusting screw Connections
15
18. Adjusting screw to and from
19. Ball bearing the actuator
18
14
12
17
19
Fig 15M-3 3215100
46/50DF 15M - 3
15.M.4 Adjustment of wastegate positioner

Remove the cover and the yellow indicator. Make sure the cam (14),
see Fig 15M-5, is in zero position when the actuator is closed (S-position),
see Fig 15M-4.
1 To adjust the zero position of the cam disc, loosen the screws
(15) and (16) about 1 turn, see Fig 15M-3. The cam disc will now go
to zero position.
2 Tighten the screws (15) and (16).
3 Calibrate the wastegate I/P converter, see section 15.M.5.
4 Mount the yellow indicator and the cover. Indicator reading
on the cover should be the same as on the cam scale (14).
Actuator position
OPEN
SHUT
Fig 15M-4 3215106
Cam position
Zero position
0
30 15
45
60
75
90
Fig 15M-5 5015M04
15M - 4 46/50DF
15.M.5 Calibrating the wastegate I/P converter

Before starting calibration of the wastegate I/P converter (two different
types are used Fig 15M-6 or Fig 15M-7), the wastegate positioner must
first be adjusted. See section 15.M.4.
The calibration can be done in the following ways:
· Using the software service tool WECSplorer (only for WECS
8000). Contact nearest network office for more information and
instructions.
· Using a mA calibrator.
15.M.5.1 Manually with mA calibrator (WECS 8000)
For the calibration a 4-20 mA current calibrator is needed. Wärtsilä

spare part no. 800 119 and 800 120.
1 The engine must be stopped.
2 Ensure that the instrument air is open during the whole cali-
bration procedure.
3 Connect the mA calibrator to the I/P converter. See Fig
15M-6 or Fig 15M-7.
4 Set the mA to equal 30 degrees on the cam (14). See table 1
below.
5 Adjust the zero adjustment screw (23) on the I/P converter
(marked with Z on the coverter) so that wastegate has 30 degrees
on the cam (14).
6 Set the mA to equal 60 degrees on the cam (14). See table 1
below.
7 Adjust the range adjustment screw (22) (marked with R or S
on the converter) until the wastegate has 60 degrees on the cam (14).
8 Repeat steps 4-7 above until it shows correct values.
9 Check the whole range according to the table 1. If 4mA
does not equal 0 degrees, adjust with the zero adjustment screw (23).
Table 1.
Degrees [°] Current (mA)

0 4,0
15 6,4
30 8,8
45 11,2
60 13,6
75 16,0
90 18,4
46/50DF 15M - 5
Wastegate I/P converter
22
R
23
Z
IN OUT
Fig 15M-6 5015m05
22. Range adjustment screw, 23. Zero adjustment screw.
Wastegate I/P converter
mA - 3 mA +
- 2 1 +
Z S
23 22
OUT IN
Fig 15M-7 5015m06
22. Range adjustment screw, 23. Zero adjustment screw.
15M - 6 46/50DF
50-200538-13 Injection System 16
16. Injection system
16.1 General
The Wärtsilä® 50DF is a pilot fuel ignited lean-burn gas engine with
instant switch-over capability to back-up fuel. There are two operating
modes, gas mode and diesel mode. In gas mode low pressure gas is
mixed with the combustion air in the air inlet channel in the cylinder
head, the mixture is compressed in the cylinder during compression
stroke and ignition is initiated with a small amount of pilot fuel injected
into the combustion chamber. In diesel mode the diesel fuel is injected
into the cylinder at the end of the compression stroke by means of the
injection pump. In diesel mode there is no gas mixed with the air, but
pilot fuel is injected as well as main diesel fuel to prevent pilot nozzle
orifices to clog.
Only LFO is allowed as pilot fuel as well as back-up fuel. If HFO is
to be used, the injection valves must be replaced with one-needle type
injection valves made for this purpose, and the pilot fuel pump must
be taken off and disconnected from the fuel lines.
16.2 Description
This chapter deals with the high pressure side of the fuel system
including injection pump, high pressure pipe, injection valve as well as
the pilot fuel system.
The injection pumps are one-cylinder pumps with built-in roller
tappets. The element is of mono type. The drain fuel is led to a pipe
system with atmospheric pressure outside the pump, or back to the low
pressure circuit of the injection pump. Each injection pump is equipped
with an emergency stop cylinder, which is coupled to an electro-pneu-
matic overspeed protecting system.
The injection line from the injection pump consists of an injection pipe
and a connection piece attached sideways into the nozzle holder at a
conical inlet port.
The pilot fuel system is a common rail system fed by a pump directly
driven by the pump gear at the driving end of the crankshaft. A
connection piece is mounted to each cylinder head connecting the one
per cylinder rail pipes. From the connection piece the fuel is fed through
a connection pipe to the injection valve.
The injection valve is a two-needle type combined pilot and main
diesel fuel injection valve, where the pilot injection is electronically
controlled. The nozzle holder consists of a top body and a lower body,
which contain the rods, springs, control valve and solenoid.
W50DF 16 - 1
16 Injection System 50-200538-13
16.3 Fuel injection pump

Fuel injection pump connections
1.Main injection pipe 3, 9 4 1

3. Screw
4. Leak fuel connection
5. Lubricating oil pipe 56
6. Air connection
8. Nut 57
9. O-ring
10. O-ring 6
5
4 8
56. Fuel in
57. Fuel out
58. Leak from injection pipe
59. Leak from injection pump 10
58
10
59
Fig 16-1 5016010403
16.3.1 Maintenance of fuel injection pump
Fuel injection pumps are inspected according to the maintenance

schedule in chapter 04., but always when working with the camshaft
or gears it is important to check the fuel injection pump adjustments
of the affected cylinders.
Note! The fuel injection pump erosion plugs must be secured with a
locking wire and no copper seal rings are allowed!
16.3.1.1 Lubrication of fuel injection pump control rack

Use normal grease gun 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.
16 - 2 W50DF
3 Remove the grease gun and close the left side plug.
16.3.2 Removing of fuel injection pump
It is recommended that the engine runs 5 min with light fuel before it
is stopped for overhaul of the fuel injection pump.
1 Shut off fuel supply to the engine and stop the prelubricating
pump.
2 If possible use air to blow the fuel out from low pressure sys-
tem. See chapter 17.
3 Remove the main injection pipe (1) and leak fuel connec-
tions. (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 lubrication pipe (5) and the air connection (6) to the
emergency stop cylinder.
Note! Immediately cover all openings with tape or plugs to prevent dirt
from entering the system.
6 Open the fuel rack connection by removing the screw (7), see
Fig 16-2.
7 Turn the crankshaft so that the injection pump tappet is in the
bottom position, the roller resting on the base circle of the cam.
8 Open the nuts (8) and lift off the injection pump by using the
lifting tools (831007 and 831001).
Note! Be careful not to damage the O-rings (9) on the fuel feed connec-
tion while lifting the pump.
9 Cover the bore in the tappet.
W50DF 16 - 3
Lifting tools
831001 831004
831007
9
831007
3. Screw
3
7. Screw
8. Nut
9. O-ring
11. Nut
L-engine
831001. Lifting tool
11
8
7
V-engine
Fig 16-2 5016183vp03
16.3.3 Mounting of fuel injection pump
1 Clean the pump of protection oil; check free movement of the

control rack (28), see Fig 16-6.
2 Clean the surfaces of the pump. Also clean the plane and the
bore of the tappet.
3 Check the O-ring (10) of the insert part 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 lowering the pump. Tighten the nuts (8) to
stated torque. (See chapter 7.)
5 Remove the protecting tapes and plugs. Fasten the fuel sup-
ply 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).
16 - 4 W50DF
Note! Always replace the self locking nut (11).
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.
Note! Never use copper seal rings on the injection pumps. A deformed
seal ring may cause hazardous fuel spray and/or fire.
16.3.4 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) is recom-
mended where the pump can be put in different positions depend-
ing on the work, see Fig 16-3
Rotating device
862023. Rotating device
862023
Fig 16-3 50163103
W50DF 16 - 5
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.)
Removing device for fuel pump
836040 Removing device
836040
Fig 16-4 5016222p03
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) and (56), spring disc (42) and the
control sleeve (19). Spring (56) not used in all injection pumps.
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 pres-
sure valve (25) with springs.
16 - 6 W50DF
Injection pump
D VIEW D
21
23 B
12. Screw 20
13. Flange
14. Retainer ring 25 22
15. Push spindle
16. Spring holder
17. Plunger SECTION B - B
18. Spring SECTION A - A
19. Control sleeve
20. Screw 35
21. Screw A A
22. Pump cover 26
23. Main delivery valve
25. Constant pressure valve
26. Element cylinder
27. Plug 46 46
28. Control rack 27 36
34. Grub screw
35. Seal ring 54 38
36. Seal ring 28 B
38. Seal ring C C
42. Spring disc SECTION C -C
43. Seal
44. Screw 34
45. Cover 19
42
46. Erosion plug
47. Seal 19
54. Plug 17
47 34
55. Nipple
56. Spring 56
16 55
14 26
18
17
12 44 43 15 45 13 28
Fig 16-5 5016020803
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.
W50DF 16 - 7
Control rack
28 34 29 30
28. Control rack
29. Screw
30. Cylinder
32. Piston
34. Screw
50. O-ring
Pull
out
32 50
Fig 16-6 501640203
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 inserted in the cylinder.
16.3.5 Assembling of fuel injection pump
1 Wash the components in absolutely clean diesel oil and lubri-

cate 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 housing.
16 - 8 W50DF
Pump cover
25
23. Delivery valve

25. Constant pressure valve
39. Pin
23
39
Pump cover seen from below
Fig 16-7 50160703
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 stated

torque and then screws (20) in the same way, see chapter 07.
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 position. 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, see 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).
Note! Incorrectly mounting of control sleeve assembly may cause the

engine to overspeed.
W50DF 16 - 9
Control sleeve assembly
B A
D C
Fig 16-8 50166p03
8 Reinstall the spring disc (42) and spring (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.
Control sleeve teeth
C
B
A
D
D
Fig 16-9 501607p03
16 - 10 W50DF
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 pliers (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 seal-
ing (43) is in good condition. If necessary replace the sealing by
opening the screws (44) and removing the cover (45), see Fig 16-10.
Mounting of pump flange
14
12. Screw
13. Flange
14. Retainer ring
15. Push spindle
43. Shaft sealing
44. Screw
45. Cover
12 44 43 15 45 13
Fig 16-10 5016190303
Note! If the sealing starts to leak, fuel can enter the lubricating oil system
and possibly spoil it.
14 Install the flange (13) and tighten screws to stated torque, see
chapter 07.
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.
16.3.6 Control of fuel injection 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
W50DF 16 - 11
piece or some work has been done with gears; especially to the inter-
mediate gear.
1 Shut off fuel supply to the engine.
2 If possible use air to blow the fuel out from low pressure sys-
tem, see chapter 17.6.
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.
Mounting of timing tool
B A
862020. Timing tool
AIR
5 - 7 bar
862020 C
Fig 16-11 501681p03
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 en-
gine 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 make sure that the throttle points
(C) of the timing tool (862020) are clear end open.
8 Turn the engine against the normal running direction until
the pressure in pressure gauge (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 pressure gauge starts to rise. Stop
turning when the pressure has increased to half of the measured
full presure. Record the pressure and the position of the flywheel.
E.g. if full measured pressure was 4 bar, the timing should be
checked at 2 bar.
16 - 12 W50DF
10 Compare the measured values to the correct values given in

the “settings”-table of the test records. The deviation to those read-
ings should be max 0,5 crank angle. The deviation between the
different cylinders in one engine should not exceed 1,0 crank angle.
If larger deviations are noted the injection pump lifter must be
adjusted, see section 16.3.7.
11 Mount the erosion plugs (46) (see tightening torque in chap-
ter 07) securing with a locking wire and switch on the fuel. Check
for possible leaks before starting the engine again.
Warning! Never use copper seal rings on injection pumps. A deformed seal
ring may cause hazardous fuel spray and fire.
16.3.7 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 operation from the engine it is important that fuel
pump adjustment are done properly and in accordance with the setting
table, (see test records).
1 Remove the pump. (See section 16.3.2).
2 Fasten the pump base using suitable sleeves under the nuts
(8), see Fig 16-12.
Pump adjustment
8 8
8. Nut
49. Screw
X
0.1
49
29
Fig 16-12 5016120203
W50DF 16 - 13
3 Measure the distance (X) between the adjusting screw and

the pump base upper surface when cylinder is turned to a position
where delivery stroke should start. (See setting table in test re-
cords).
4 Use Fig 16-13 to determine the correction needed for the ad-
justing screw to achieve the right timing.
Adjusting of tappet position
ADJUSTING OF TAPPET
POSITION (mm)
(DIMENSION X)
+2
SPRING HOLDER
CONTACT AGAINST
RETAINER RING +1
+1.3
+6 +4 +2 CHANGE OF
INJ. TIMING
-2 -4 (DEG. BTDC)
-1 -1.04mm
-2
PLUNGER CONTACT AGAINST

-3
ELEMENT CYLINDER
-4
Fig 16-13 5016090203
0.8 mm in tappet position corresponds to about 1 on flywheel scale.

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 has to be 1,04 mm smaller, see Fig 16-12.
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 position-
ing 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 16.3.3.
16 - 14 W50DF
8 Check again the timing, see section 16.3.6
Note! Never use copper seal rings on the injection pumps. A deformed
seal ring may cause hazardous fuel spray and/or fire.
16.4 Injection line

The main fuel injection line consists of two parts, the connection piece
and the injection pipe from the injection pump. The spherical end of
the connection piece is pressed against the conical inlet port of the
nozzle holder by means of a flange. Always check the sealing surface
before mounting, and tighten the flange screws to correct torque. The
injection pipe is shielded with an annular pipe and equipped with a
drain hose. It seals against the pump and the connection piece with
conical metallic surfaces.
The pilot fuel line consists of cylinder specific shielded pipes, connec-
tion pieces on the cylinder heads and connection pipes between the
connection piece and the injection valve. The rail pipes, delivered
complete with connection nuts assembled, seals with conical metallic
surfaces. The connection pipe have spherical metallic sealing surfaces
pressed against cones in the connection piece and the injection valve.
Always check the sealing surfaces before mounting and always tighten
to correct torque.
Note! Cleanliness is of utmost importance to obtain functionality and

reliability of the injection system.
16.5 Pilot fuel pump unit

The pilot fuel pump is an 8- or 4-cylinder radial piston pump directly
driven by the pump gear at the free end of the crankshaft. The built-in
pressure regulating unit is electrically controlled by the engine control
system. On the feed line a valve group with a filter regulates the inlet
pressure to the pump. A safety valve is mounted on the high pressure
line.
The pump shaft is equipped with two roller bearings. The pump
elements slide on ceramic slide rings, one ring per two elements. The
fuel oil functions as lubricating media. The pump is equipped with an
indication hole for shaft sealing leakage.
Note! Do not run the pump without sufficient feed pressure nor with zero
consumption!
W50DF 16 - 15
Pilot fuel pump
1. Connector 1
2. Valve stem 3
3. Flange screw
41 39
4. Flange screw
22
5. Pump element
6. Roller bearing 2 7
7. Roller bearing
11. Distance plate 32
A
13. Sliding ring 35
22. Distance piece
24
24. Fixing screw
26. Feed check valve
5 13
27. Feed check valve
32. Throttle valve
11
35. Spring 6
39. Shaft lubricating bush
47
41. Solenoid
4
47. Shaft sealing
27
26
VIEW A
Fig 16-14 3216029801
16.5.1 Maintenance of pilot fuel pump
The pilot pump should be changed according to chapter 04.

Before removing the pilot fuel pump, close the fuel feed shut-off valve.
16.5.1.1 Removing of pilot fuel pump

1 Disconnect the electrical cable connector (1) to the pres-
sure regulating unit, unscrew the pipe connections for feed pipe (2),
high pressure pipe (3) and drain pipe (4), see Fig 16-15.
2 Make a wooden support under the pump.
3 Mount the lifting tool 836061 and 832008.
4 Fasten the lifting bracket 832008 to the pump.
5 Remove the screws (9) on the mounting plate (8) and care-
fully pull out the pump from the engine block.
6 Remove the gear wheel (7) .
16 - 16 W50DF
7 Remove the nuts (5) on the pump flange and remove the
mounting plate (8).
8 Protect all connections with suitable plugs, clean plastic or
similar.
Removing and mounting of the fuel feed pump
8 4 13 2 14 1
1. Plug socket
2. Supply connection
3. High pressure connection 7
4. Drain connection
5. Nut
6. O-ring
7. Gear wheel
8. Mounting plate
13. Pipe union
14. Connecting piece
3
6 5
Fig 16-15 5016150333
16.5.1.2 Change of filter element

If the maintenance only consists of changing the filter element, remove
the pipe connections for feed pipe (2).
1 Remove connection piece (14), see Fig 16-15.
2 Remove filter (12) and O-ring (11), see Fig 16-16.
Caution! Ensure that no dirts gets into the pump during reconditioning.
3 Put the connection piece (14) into a bench vice and remove
the pipe union (13).
4 Put a new O-ring (11) on the connection piece (14).
5 Mount the new filter (12) into the connection piece (14).
6 Apply thread with engine oil.
Caution! Be careful when mounting the connection piece (14) not to dam-
age the filter (12).
W50DF 16 - 17
7 Mount the connection piece (14) and filter (12) to the pilot
pump.
8 Tighten the connection piece (14) to stated torque, see chap-
ter 07.
9 Mount the new pipe union (13) with a new O-ring (15), to
the connection piece (14).
10 Tighten the pipe union (13) to stated torque, see chapter 07.
11 Remove the protecting cap from the pipe union (13). Pay
attention to correct positioning of the O-ring (16) when mounting the
supply connection (2).
Filter element of the pilot fuel pump
12 11 14 15 13 16
Fig 16-16 501620
11. O-ring, 12. Filter, 13. Pipe union, 14. Connection piece, 15. O-ring,
16. O-ring.
16.5.1.3 Mounting of pilot fuel pump

1 Clean all sealing surfaces carefully and replace the O-ring
(6) on the pump flange. Make also a visual check on the gear wheel
(7)
2 Mount the pilot pump to the mounting plate (8).
3 Tighten the nuts (5) crosswise to torque, see chapter 07.
4 Mount the gear wheel (7).
5 Mount the pilot pump assembly to the engine block.
6 Tighten the nuts (9) crosswise to torque, see chapter 07.
7 Connect all pipes.
8 Connect the cable to the regulating unit.
Note! Before setting pump in operation, ensure that all fittings and con-
nections are tight, secured and sealed. Fill pump with filtered fuel
before engine start.
16 - 18 W50DF
16.6 Injection valve
16.6.1 Description
The injection valve is a combined pilot and main fuel oil injection valve
centrally located in the cylinder head. The valve consists of a two-part
nozzle holder and the nozzle. A solenoid valve for pilot injection control
is located in the upper part of the nozzle holder. The fuel enters the
nozzle holder sideways through two connection pipes with spherical
ends pressed against the conical ports in the holder.
The pilot fuel pressure acts on both the pilot needle pressure step (opening
force) and through an orifice on the pilot piston (closing force). The solenoid
valve opens a drain port from the pilot cylinder and thus eliminates the
pressure acting on the piston, and the fuel pressure acting on the needle
forces the needle upwards. The drained fuel is led through borings to the
clean fuel leakage system of the engine. A spring acting on the push rod
keeps the pilot needle closed in event of loss of pilot fuel pressure.
There are very small clearances in the nozzle and in the solenoid
valve, and therefore cleanliness and prevention of particles and dirt
from entering the valve nor pipes are of utmost importance.
Injection valve
1
1. Locking nut
2
2. O-ring
3. Screw 3
4. Injection valve
5. O-ring
6. O-ring
7. Adjusting screw
5
6
Fig 16-17 50161703
W50DF 16 - 19
16.6.2 Maintenance of fuel injection valve
Maintenance of the injection valve consists of removing and mounting

the injection valve. A test of the main diesel side can be performed.
16.6.3 Removing of injection valve
1 Remove the cylinder head cover and the hot box cover.
2 Remove the pilot fuel pipes to neighbour cylinders and pro-
tect the ends.
3 Remove the main fuel injection pipe (31), see Fig 16-18
4 Open the connection to the leak fuel pipe (39).
5 Remove the flanges (40) and (36) for main fuel connection
piece and pull out the connection piece (35).
6 Remove the pilot fuel connection piece (37) and pull out the
connection piece (30) from cylinder head.
7 Disconnect the cables from the injection valve connectors.
8 Remove the lubricating oil pipe (43).
9 Remove the fastening screws (28) of the injection valve.
10 Lift out the injection valve by using the lifting tool (832009).
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.
11 Protect the bore in the cylinder head.
16 - 20 W50DF
Fuel injection valve
43
28
28. Fastening screw
29. Fastening screw
30. Connection piece
31. Injection pipe
32. Screw 31 40 36 35 38
33. Fastening screw
32
34. Cooling pipe
39
35. Connection piece
36. Flange
37. Connection piece 41 42
38. Screw 29
39. Leak fuel pipe
40. Flange
41. O-ring
42. Flange 37 30
43. Lubricating oil pipe
Fig 16-18 50161803
16.6.4 Mounting of injection valve
1 Check the bottom of the stainless sleeve in the cylinder

head. Clean if necessary. The injection valve seals directly to the
bottom of the sleeve.
2 Put new O-rings on the injection valve. Lubricate the O-rings
with engine oil or grease. Fit the injection valve into the cylinder
head bore and tighten the valve fastening screw (28) only by hand.
3 Put a new O-ring on the liquid fuel connection piece. Mount
the connection piece (35) and flanges (36) and (40). Tighten screws
(32) and (38) to torque stated in chapter 07.
4 Put a new O-ring on the pilot fuel connection piece (30). Mount
the pipe and the connection piece (37). Tighten screws (29) to torque
stated in chapter 07.
5 Tighten the fastening nuts (28) of the injection valve to torque
stated in chapter 07.
6 Mount the lubricating oil pipe (43) and pilot fuel rail pipes.
Tighten connection screws and nuts to torque stated in chapter 07.
7 Connect the cables to the injection valve connectors.
8 Mount the covers.
W50DF 16 - 21
16.6.5 Testing of injection valve
The injection valve is a precision made valve with small borings and
moving parts with small clearances. Therefore cleanliness is of utmost
importance.
Adjust the main fuel needle opening pressure and check the valve
function in the test bench.
1 Insert the valve in the test bench and connect the high pres-
sure supply to the main diesel inlet port. Apply fuel pressure and
adjust the opening pressure to stated value, see chapter 06 . Note
the fuel spray uniformity.
2 Check the needle seat tightness:
· Decrease the supply pressure to a value 20 bar below the opening
pressure
· Keep the pressure constant for 10 s and check that no fuel drops
appear at the nozzle tip. A slight dampness may be acceptable.
3 If the tests according to step 1...2 give satisfactory results
the injection valve can be re-installed in the engine. Otherwise,
replace the injection valve by a new one.
4 If leakage occurs on the high pressure sealing surfaces the
damaged detail should be replaced by a new one.
5 If the injection valve is to be stored it should be treated with
corrosion protecting oil.
16 - 22 W50DF
50-200635-08 Fuel System 17
17. Fuel System
17.1 General description for gas system

Before the gas is supplied to the engine it passes a gas regulating unit.
The unit includes filter, pressure regulators, shut-off valves and ven-
tilating valves. The outlet gas pressure is controlled by the control
system (WECS) according to engine load and site ambient conditions.
As the gas regulating unit can vary from one installation to another,
this unit is not described in detail in this manual. See separate
instructions.
Gas fuel system
Ventilation
Gas regulating unit Gas engine

Gas supply
Fig 17-1 3217689801
On the engine the gas is supplied via a common pipe running along the
engine, continuing with individual feed pipes to each cylinder.
The gas admission is controlled with “Main Gas Admission Valves”
for the main charge. Valve is direct actuated solenoid valve and
controlled by the control system (WECS).
Main gas pressure at the engine can be checked from the local display
unit. Alarms are set for low pressure difference between charge air
pressure and the gas pressures.
W50DF 17 - 1
17 Fuel System 50-200635-08
17.2 Maintenance for gas system

When working with the fuel system, always observe utmost cleanli-
ness. Pipes, gas valves, check valves, components in the gas regulating
unit, etc. should be carefully cleaned before taken into use.
Warning! Before doing any maintenance work, check that gas supply valves
are closed, vent valves are in open position and gas pressure is
drained out from the gas lines.
17.3 Gas pipes

An in-line engine has an own distributing pipe which feeds the gas
along the engine for the main gas admission valves.
On a V-engine both A- and B-bank has own distributing pipes.
The distributing pipes can be of single or double wall design.
At double wall pipes, the inner pipe is for gas feed and the outer for air
ventilation (gas leakage drain).
The gas venting valve at the end of the distributing pipe, is used to
release the gas from the distributing pipe when the engine is trans-
ferred from gas operation mode to diesel operating mode. The valve is
pneumatically actuated and controlled by the engine control system.
The cylinder gas pipe connections and gas distributing gas pipes are
sealed by O-rings. The ventilation pipes are sealed by gaskets.
Caution! Before beginning maintenance work, the fuel gas piping system has
to be de-pressurized and purged with inert gas.
The DF engine and the gas valve unit are equipped with purging
connecrions for inert gas (nitrogen).
Note! Always renew the O-rings and the spiral gaskets if a pipe has been
removed.
When mounting of gas piping, check for cleanliness in pipes and

sealings surfaces and check O-rings in the pipe flanges. Always tighten
the screws to correct torque. Check for gas leakage with a leak test, see
section 17.3.1.
17 - 2 W50DF
50-200635-08 Fuel System 17
Gas pipe system with double walls
V-engine
726B 708B
CV
947B
311
SE
CV911B CV921B CV931B CV941B CV951B CV961B 614B
In-line engine
CV911A CV921A CV931A CV941A CV951A CV961A
03
SE
614A
311
PT
02 901
04 CV
947A 01
726A 708A 108
Fig 17-2 501713
01. Safety filter, 02. Gas admission valve, 03. Cylinder, 04. Venting
valve, 108. Gas inlet, 311. Compressed air, PT901. Gas pressure,
SE614A. Knock sensor, SE614B. Knock sensor, 708A. Safety ventila-
tion, 708B. Safety ventilation, 726A. Air inlet to double wall gas system,
726B. Air inlet to double wall gas system.
W50DF 17 - 3
17 Fuel System 50-200635-08
17.3.1 Gas system leak test
Note! Only individuals trained in the use of leak detection methods should
perform this leak test procedure.
Following the calibration and operation procedures for your gas detec-
tor, place the probe of the detector near possible leakpoints such as
connections,pipe flanges, valves, manifolds, pressure gauges of the gas
fuel system for at least two times the response time of the gas detector.
If a leak is detected, immediately shut off the supply of gas at its
source and perform maintenance to stop the leak. Do not use a flam-
mable gas until the system has been pressure leak tested with an inert
gas.
1 Connect compressed air pressure of 3 bar, to the inlet flange
of the gas system.
2 Check all connections with soap water or leakage spray, be-
ginning from the inlet flange and continue through the gas line. The
last connection on the main gas line is connections between flexible
hoses and the main gas admission valves.
3 Growing bubbles on the connection indicates leakage.
Warning! Release the air pressure in the system before disassembling.
4 Disassemble the leaking connection, clean the sealing sur-

faces and renew the O-rings. Replace worn parts.
5 Repeat the leak test for the repaired connection(s).
17 - 4 W50DF
50-200635-08 Fuel System 17
17.4 Main gas admission valve
17.4.1 Description
The main gas admission valve is controlling the amount of gas fed to
each cylinder of the engine. On a V-engine the valve is located on the
cylinder head and on a line engine the valve is between the gas manifold
and cylinder air inlet pipe. The gas is fed into the inlet channel of the
cylinder head. The main gas valve is a direct actuated solenoid valve.
The design of the gas feed pipes varies between the V- and in-line
engines.
With the control system (WECS) it is possible to adjust the amount
of gas fed to individual cylinders, even when the engine is running. For
further information about engine control, see chapter 23.
Main gas admission valve, V-engine
Single wall pipe Double wall pipe

2 2
16
14 14
8 8
1. Gas admission valve
2. O-ring 9 9
3. Filter
12
5. Connection piece 3
8. Gas feed pipe 15
9. Screw 17
10. Screw 3
12
11. Cable 10 10
12. O-ring
11
13. O-ring 12
14. Screw 1
15. Washer 11 18
16. O-ring 1 19
17. Sealing ring
18. O-ring 13
20
19.Cable gland 5
20. Protecting box 21
13
21. O-ring
22. O-ring 22
Fig 17-3 50170203
W50DF 17 - 5
17 Fuel System 50-200635-08
17.4.2 Removing of the gas admission valve
1 Check that the gas supply valves are closed, gas ventila-
tion valves are in open position and gas pressure is drained out from
the gas lines.
2 Disconnect the cable (11), see Fig 17-3
3 Unscrew the fastening screws (14) and (9) of the flexible gas
feed pipe (8).
4 Remove the flexible gas feed pipe (8).
5 Remove the filter (3) with O-ring(s) (12) and for double wall
gas pipe system also the sealing ring (17).
6 Unscrew the fastening screws (10) of the gas admission valve (1).
7 Remove the gas admission valve (1).
8 Remove the connection piece (5), for single wall gas pipe
system, or the protecting box (20) for double gas pipe system.
9 Protect the bore in the cylinder head and the gas pipe end.
17.4.3 Changing of main gas valve filter insert
On every main gas valve, at the connection to the flexible pipe, an

interchangeable gas filter (3) is located, see Fig 17-3.
Replace these filters with new ones according to the maintenance
schedule, see chapter 04.
1 Check that the gas supply valves are closed, gas ventila-
tion valves are in open position and gas pressure is drained out from
the gas lines.
2 Unscrew the flexible gas feed pipe fastening screws, see
Fig 17-3. and remove the pipe (8).
3 Replace the gas filter (3), and the O-rings (2 and 12) with new
ones.
4 Reassemble the parts and tighten the screws to torque, see
chapter 07.
17.4.4 Overhaul of the gas admission valve
The main gas admission valve requires no maintenance and should

preferably be overhauled by authorized personnel. Contact engine
manufacturers (local service network).
Remove the gas admission valve according to section 17.4.2.
1 Unscrew the screws (31) and remove the coil (24).
2 Press the lower spring seat (34) using an arbor press to com-
press the lower springs (35).
3 Remove the retaining ring (23), see Fig 17-4.
17 - 6 W50DF
50-200635-08 Fuel System 17
4 Remove the lower spring seat (34) and the lower springs (35).
5 Carefully remove the valve assembly with a suitable tool.
Note! Do not mix the valve parts with other valves parts.
Caution! To ensure a trouble free function the valve parts must be kept totally
clean and well protected from oil and dust!
6 Remove the lower plate (30), ring (36) and the moving plate
assembly (28).
7 Loosen the screw (22) keeping the plate (32) in a shielded
vice. Be careful not to drop the springs (27).
Main gas admission valve
31
21. Upper plate 24
22. Screw
23. Retaining ring 32
24. Coil 25
25. O-ring
26. Valve housing 33 26
27. Spring
28. Moving plate 27
29. O-ring
30. Lower plate 21 28
31. Screw
32. Plate 22 36
32. Plate
33. Pin 29
34. Lower spring seat 23
35. Spring 30
36. Ring
35
34
Fig 17-4 5017030333
8 Check the valve parts for wear and pay special attention to
the sealing surfaces on the moving plate (28) and the lower plate
(30). Renew the complete valve if the sealing surfaces are
worn or damaged. Parts 21, 26, 32, 33 are a matched assembly.
Must be replaced together.
9 Renew the screw (22). Apply one drop of Loctite 271. Mount
and and tighten to 20 Nm.
10 Reassemble the gas valve in the opposite order, with new
O-rings (25) and (29).
W50DF 17 - 7
17 Fuel System 50-200635-08
17.4.5 Test of main gas valve coil integrity
1 Measure coil integrity from one connector pin to the other. At

room temperature the coil integrity should be within the following
ranges, see table below.
Coil resistance (Low Voltage)

Type Resistance
SOGAV 250/Flying Lead 1.1 - 1.3 W
Because of the low resistance, make sure to compensate for the meter
lead resistance. If outside this tolerance, the coil assembly should be
replaced.
Additional indication of a coil problem can be observed by comparing
the coil resistance of a suspect coil to one that is known to be good. This
is particularly helpful if the meter’s accuracy at low resistance is
questionable.
2 Check for a ground fault. Measure the resistance from either
pin to the solenoid assembly housing. If a low resistance is meas-
ured, a ground fault exists and the solenoid valve should be re-
placed. If a high resistance is measured at first and the reading
gradually increases until the meter reading is infinite, the meter
has been charging the coils natural capacitance.
17.4.6 Mounting of the gas admission valve (GAV)
17.4.6.1 Mounting of GAV in single wall pipe system

1 Remove the protecting covers and check that the surface of
the cylinder head is clean.
2 Renew O-rings (13) on the gas admission valve (1) and connec-
tion piece (5), see Fig 17-3.
3 Mount the connection piece (5) and the gas valve (1).
Tighten the fastening screws (10) to correct torque acc. to chapter 07.
4 Renew O-rings (12) on the filter (3) and gas feed pipe (8).
5 Mount the filter (3) to the gas feed pipe (8) .
6 Renew O-ring (2) on the gas feed pipe (8).
7 Mount the gas feed pipe (8) and tighten all fastenings screws
(9) and (14) to stated torque, see chapter 07.
Note! Be careful with the O-rings when mounting the gas feed pipe.
8 Connect the cable (11).

9 Perform a gas system leak test, see section 17.3.1
17 - 8 W50DF
50-200635-08 Fuel System 17
17.4.6.2 Mounting of GAV in double wall pipe system

1 Remove the protecting covers and check that the surface of
the cylinder head is clean.
2 Renew O-ring (18) on the gas admission valve (1) and the
O-rings (21) and (22) on the protecting box (20).
3 Mount the protecting box (20) and the gas valve (1).
Tighten the fastening screws (10) to correct torque acc. to chapter
07.
4 Renew the O-ring (12) and the sealing ring (17) on the filter
(3) and gas feed pipe (8).
5 Mount the filter (3) to the gas feed pipe (8) .
6 Renew the O-rings (2) and (16) on the gas feed pipe (8).
7 Mount the gas feed pipe (8) and tighten all fastenings screws
(9) and (14) to stated torque, see chapter 07.
Note! Be careful with the O-rings when mounting the gas feed pipe.
8 Connect the cable (11).

9 Perform a gas system leak test, see section 17.3.1
W50DF 17 - 9
17 Fuel System 50-200635-08
17.5 Gas filter
17.5.1 Description
The gas filter is mounted on/outside the engine and consists of a filter
cartrige (14). The filter is drained at the bottom (15) and vented on the
top (16) of the filter (concerns only vertical filter type).
A horizontal filter type is mounted in some installations.
When the filter cartridge is removed for inspection or changed, the
O-ring (13) has to be renewed, see chapter 04 for intervals.
Gas filter
16 16
10. Nut
11. Screw 13
14
12. Gasket
13. O-ring
13
14. Filter cartridge
15. Drain
16. Venting
12
11
15
10 15
Fig 17-5 50170403
17 - 10 W50DF
50-200635-08 Fuel System 17
17.6 General description for liquid fuel system

As the fuel treatment system before the engine can vary widely from
one installation to another, this system is not described in detail in this
manual. See separate instructions.
In multi-engine installations the engine is equipped with an electri-
cally driven fuel feed pump and a duplex filter to provide correct flow,
pressure and filtration irrespective of the number of engines connected
to a common external treatment system.
The internal fuel system consists of fuel injection pump, dual fuel
injection valve and pilot fuel pump, see Fig 17-6. The engine is provided
with a pressure control valve for constant pressure control in the
system.
Leak fuel from the nozzles, pilot pump and injection pumps is drained
to atmospheric pressure (clean leak fuel system). Clean leak fuel can
be pumped back to the day tanks without treatment. In some installa-
tions the leak fuel from the nozzles is drained to the fuel oil outlet , see
Fig 17-6.
Possible leak fuel from a broken injection pipe is drained to the clean
leak fuel oil system. An alarm switch for eccesive amounts of leakage
is mounted on this line, see Fig 17-6. Fuel spilled out in the hotbox, at
e.g. cylinder head overhaul, is drained to the sludge tank. This system
is also optionally equipped with a similar alarm device.
The pilot pump and high pressure system, with injection pump and
injection valve, are described in chapter 16.
W50DF 17 - 11
17 Fuel System 50-200635-08
Fuel system
1. Pressure sensor PT 6
2. Temperature sensor
3. Level switch
4. Pressure control valve
5. Pressure difference 18
indicator
6. Safety valve
7. Fuel feed pump
8. Pressure regulating valve 17
9. Safety valve 3
10. Deaeration tank LS
11. Circulating pump
12. Safety valve
13. Pressure regulating valve
14. Valve
15. Valve 2 p
5
16. Valve
17. Pilot fuel filter TE 1
18. Pilot fuel pump
PT
101. Fuel oil inlet

102. Fuel oil outlet 4
103. Clean fuel oil leakage
103 102 101
13
12
9 16 10 11 14
7
9 12
7 16 15 11 14
Fig 17-6 5017050334
17 - 12 W50DF
50-200635-08 Fuel System 17
17.7 Maintenance for liquid fuel system

When working with the fuel system, always observe utmost cleanli-
ness. 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 taken into use.
Change the filter cartridges regularly. The fuel filter is provided
with a combined visual indicator/electrical switch, connected to the
automatic alarm system, which indicates too high pressure drop over
the filter.
Note! The paper cartridges should be changed as soon as possible when

too high a pressure drop is indicated.
The intervals between changes of cartridges depend largely on the

quality and dirt content of the fuel as well as on fuel treatment before
the engine. Guidance values are stated in chapter 04.
The fuel should always be separate and it is recommendable to fit an
automatic filter in the fuel treatment system.
Always when the system has been opened, it should be vented after
reassembly, see section 17.7.2
For maintenance of the fuel treatment equipment not mounted on
the engine, see separate instructions.
17.7.1 Draining of fuel system
Because the fuel volyme in the supply line is relatively high, it is

recommended to use control air pressure to blow out the fuel from the
supply pipes to a suitable tank when overhauling the fuel pumps or
supply lines.
The pressure control valve (4) has to be adjusted so that the air pressure
will open it. Blow the system about 10 - 15 minutes to be sure that all
fuel has come out.
17.7.2 Venting
Start the fuel feed pump if the static pressure from the day tank is not
sufficient.
Always vent the filter after changing cartridges in the filter.
If the engine has been stopped and the feed pump is not running, the
three-way valve can be changed directly over to the position where both
sides are in operation. The air can be vented through the respective air
vent screw. If the engine is running, the change-over of the three-way valve
should be carried out very carefully to give only a small flow of fuel to the
filter side to be vented. Activate the segment cock valve (18) slowly. If the
nose (30) of the valve points to the nearest screw of the plate (25), the
segment cock valve opens a small gap wich is enough to fill the filter
chamber (see Fig 17-7). The filter side will be slowly filled. Vent the filter
W50DF 17 - 13
17 Fuel System 50-200635-08
side. Set the three-way valve and slow-filling valve in normal position
(both filter sides in use).
A sudden change-over of the three-way valve to an empty filter side
will cause a temporary pressure drop in the engine system, and the
alarm switch will give a signal for too low a fuel pressure. This may
also involve the risk of air escaping from the filter to the injection
pumps, which may also cause the engine to stop.
Caution! To avoid air escaping to the injection pump, fill up the filter with
clean fuel before changing over.
Three-way valve positions
18
18. Cock valve

25. Plate
30. Nose 30
25
Fig 17-7 5017060334
17.7.3 Adjustment of fuel system
Check the adjustment at intervals recommended in chapter 04. Adjust

the valves at normal temperatures with an idling engine, i.e. the
booster pump (7, Fig 17-6) running.
1 Adjust the fuel system before engine according to installation
specific instructions or by following steps 2 to 5.
2 The fuel feed pumps (7) maintain a system pressure of 3 – 4
bar. The pressure is adjusted on the pressure regulating valve (8)
when the valve (15) is closed.
3 The safety valves (9) on the fuel feed pumps should be ad-
justed to 12 bar and locked when the valves (16) are closed. The
purpose of the safety valve is only to protect the pump.
17 - 14 W50DF
50-200635-08 Fuel System 17
Caution! These adjustments should be carried out rapidly as the pumps may
run hot if the system is closed for a lengthy time.
4 The fuel circulating pumps (11) keep the fuel in constant cir-
culation and maintain a system pressure between the circulating
pumps and the pressure regulating valve (13). Adjust the opening
pressure of the pressure regulating valve to 10 bar.
5 The safety valves (12) on the fuel circulating pumps should be
adjusted to 12 bar and locked when the valves (14) are closed. The
purpose of the safety valve is only to protect the pump.
Caution! These adjustments should be carried out rapidly as the pumps may
run hot if the system is closed for a lengthy time.
6 The engine mounted pressure regulating valve/adjustable

orifice (4) should be adjusted according as follows. Raise the pres-
sure in the system slowly by closing the valve/ orifice (4), until the
pressure meter in LDU is according to chapter 01.
7 Adjust the other engines according to workstep described

above.
8 Check that pressures in all engines are according to chapter

01.
17.8 Pilot fuel pump
The pilot pump is described in chapter 16. Injection System.
17.9 Pilot fuel filter
Depending on engine type, the position and type of the filter may vary.
See chapter 17 Appendix.
W50DF 17 - 15
17 Fuel System 50-200635-08
17 - 16 W50DF
50-200439 Pilot fuel filter Appendix E
17.E Pilot fuel filter
17.E1 Fuel filter
17.E1.1 Description
The filter is a duplex filter. By means of the three-way valve (5)
the fuel flow can be guided to one side or the other, or to both sides
in parallel. The direction of the flow appears from the mark on
the filter housing, see Fig 17E-2. At normal operation, one or both
sides of the filter can be used. When changing cartridges during
operation one side can be closed. Fig 17E-2B shows the position
of the valve when the right side of the filter is closed.
The fuel flows through a strainer core (11) and a cartridge (3)
made of special paper material for filtering off small particles, see
Fig 17E-3.
Pump unit for pilot fuel, V-engine
22
20. Pilot fuel filter

21 Pilot fuel pump
22. Cover
23. Drip sump
20
21
23
Fig 17E-1 5017080436
W50DF 17E - 1
Appendix E Pilot fuel filter 50-200439
17.E1.2 Changing of filter cartridges

Change cartridges regularly (see chapter 04.) and, if the differ-
ential pressure indicator gives alarm, as soon as possible. As the
useful life of the cartridges is largely dependent on fuel quality,
centrifuging and filtering before the engine, experience from the
installation concerned will give the most suitable intervals
between changes of cartridges.
Change of cartridges and cleaning is most conveniently done
during stoppage. See also instructions about fuel oil handling in
chapter 02A. (Environmental Hazards).
By closing one side of the filter the cartridges can, however, be
changed during operation as follows:
Warning! Take care not to open the side of the filter which is in operation.
Three-way valve positions
A B C
A. Both sides in use

B. Left side in use
C. Right side in use
Fig 17E-2 5017100436
1 Remove the cover (22).

2 Shut off the filter side to be maintained by lifing up the
lock knob (6) and turning the three-way valve (5) to the correct
position, see Fig 17E-2 and Fig 17E-3.
Warning! Take care not to open the side of the filter which is in operation.
3 Open the air venting screw (1) carefully to depressurise

the bowl.
4 Open the drain plug (4) on the bottom of the filter bowl.
Let the fuel oil flow out to the drip sump (23), see Fig 17E-1.
Warning! Fuel oil may splash during opening the plug.
17E - 2 W50DF
50-200439 Pilot fuel filter Appendix E
5 Drain the drip sump (23).

6 Open the filter bowl (2) by turning the fastening ring (13)
and supporting the bowl by hand. Let down the bowl with
cartridge and turn to the side when lifting away.
7 Remove the cartridge (3) and put it in a container for oil
contaminated waste, see chapter 02A. +Environmental Haz-
ards. Paper cartridges cannot be cleaned. Always keep a suffi-
cient quantity of cartridges in stock.
Note! Dispose the used filter cartridges properly!
8 Clean and rinse the bowl (2) and strainer core (11)
carefully with gas oil. Check the condition of the seals, renew
the O-rings.
Fuel filter
1. Venting screw 6
5
2. Bowl
3. Filter cartridge 7
4. Drain plug
5. Three-way valve
6. Locking knob 1
11
7. Indicator
8. O-ring 12
14
9. Adapter
2
10. O-ring 8
11. Strainer core 13
12. Lock ring 3 9
13. Fastening ring
10
14. Bleeding pipe
Fig 17E-3 5017090436
9 Fit the new cartridge (3) and the cleaned strainer core
into place in the bowl. Check that all seals are intact and in
position.
W50DF 17E - 3
Appendix E Pilot fuel filter 50-200439
10 Fasten the bowl (2) back into place by turning the fas-
tening ring (13). Tighten the fastening ring firmly. Mount the
drain plug (4).
11 Change slowly over to working position to avoid quick
pressure drop, see section 17.E1.3.
12 Close the air vent screw (1) after the air has exited. See
section 17.E1.3. Check the tightness of the filter housing when
pressurized.
13 Repeat the same procedure with the other side of the
filter.
14 Fasten the cover (22) back into place.
17.E1.3 Venting
The air can be vented through the respective air vent screw (1). If
the engine is running, the change-over of the three-way valve
should be carried out very carefully to give only a small flow of fuel
to the filter side to be vented. Vent the filter side. Set the three-way
valve in normal operation position, see Fig 17E-2.
A sudden change-over of the three-way valve to an empty filter
side will cause a temporary pressure drop in the engine system,
and the alarm switch will give a signal for too low fuel pressure.
This may also cause the risk of air escaping from the filter to the
pilot fuel pump, which may also cause the engine to stop.
Caution! To avoid air escaping to the pilot fuel pump, fill up the filter with
clean fuel before changing over.
Note! When the injection valve has been changed, the engine might
need several start attempts due to air in the pilot fuel system.
17E - 4 W50DF
46-200521-06 Lubricating oil system
18. Lubricating oil system
18.1 Description
The marine engines lubrication systems are of dry oil sump type and
power plant engines are of wet oil sump type. The oil is filtrated/sepa-
rated outside the engine.
Besides lubrication of pistons, bearings, etc. the lube oil also conducts
heat transfer and is cleaning the engine inside. Various auxiliary
devices i.e. filters and coolers, keeps the oil conditioned.
The system components outside the engine are not handled in this
manual. For a more detailed information, see installation specific
documentation.
A general overview of the engine lube oil system is shown in Fig 18-1.
Lube oil system
Fig 18-1 461801
System components:
01 Oil sump
02 Centrifugal filter (optional)
03 Sampling cock
04 Running-in filter
05 Turbine (turbo charger connected to engine lube oil system)
06 Compressor (turbo charger connected to engine lube oil system)
07 Crankcase breather
08 Lubricating oil main pump (optional)
09 Pressure control valve (optional)
W46/W50DF 18 - 1
Lubricating oil system 46-200521-06
Pipe connections:
201 Lubricating oil inlet
202 Lubricating oil outlet
203 Lubricating oil inlet to engine driven pump
204 Lubricating oil outlet from engine driven pump
701 Crankcase air vent
X Condense water drain
Y Intermediate gear wheels
Z Lube oil to valve gear, camshaft, injection pumps etc.
PI Manometer
TI Thermometer
Electrical instruments:
PSZ201 Lubricating oil inlet pressure
PT201 Lubricating oil inlet pressure
TE201 Lubricating oil inlet temperature
TE700.. Main bearing temperature
The oil pressure in the engine is controlled by the pressure regulating

valve (09), see Fig 18-1.
Note! See installation specific documentation for a more detailed lube oil
system drawing.
18.1.1 The engine lubricating oil circuit
From the distributing pipe (1) in the bottom of the oil sump, the oil is
forwarded as shown in Fig 18-2.
Lubricating oil is led through the gudgeon pin and piston up to the
piston crown cooling space and thereafter returned to the oil sump.
Part of the lube oil is furthermore merged to the skirt lubrication before
returned to oil sump, see Fig 18-3.
When returned to oil sump the oil flows freely back to the oil tank.
18 - 2 W46/W50DF
Lubricating oil supply to bearings and piston
8. To the Piston
7. Gudgeon Pin Bearings
6. Up through the Connecting Rod
5. Connecting Rod Bearings
4. Through the Crankshaft
3. Main Bearings
2. Up through the hydraulic jacks
1. Distributing pipe at the bottom of the oil sump
Fig 18-2 461802
Lubricating oil flow in the piston and cylinder liner
A. Lube oil to piston skirt lubrication
B. Lube Oil to piston
Fig 18-3 461803
W46/W50DF 18 - 3
18.1.1.1 Lubrication of special points

The lubrication oil system in the engine incorporates pipes which
supply lubricant to the most important operation points. Pipes are
situated in both ends of the engine, where the oil is led or sprayed to
various points.
Lubricating oil supply piping in flywheel end, In-line engine
1 3 4 7
2
5
4
6 6
Fig 18-4 461804
1. Governor drive bearings

2. Governor drive gears
3. Camshaft end bearings
4. Intermediate gears
5. Driving gears
6. Driving gears
7. Turbocharger (if lubricated by engine oil system)
18 - 4 W46/W50DF
Lubricating oil supply piping in flywheel end, V-engine
4
1 5
3 3
4 4
Fig 18-5 461812
1. Governor drive bearings

2. Governor drive gears
3. Camshaft thrust bearings
4. Intermediate gears
5. Bearings of intermediate gears
6. Turbocharger (if lubricated by own oil system)
W46/W50DF 18 - 5
Lubricating oil from the free end, In-line engine
B
B
C
C, D C
Fig 18-6 461805
A Lubricating oil to camshaft bearings, tappets, valve mechanisms and fuel

pumps.
Also to turbocharger, when lubricated by engine oil and located in
engine free end.
B Lubricating oil to water pumps (if pumps built on engine)
C Lubricating oil to water pump drive (engine driven pumps)
D Lubricating oil to oil pump drive (engine driven pumps)
Note! The turbocharger (VTR-turbochargers) and the speed governor

have own lubricating oil systems, see installation specific docu-
mentation.
18 - 6 W46/W50DF
Lubricating oil from the free end, V-engine
Fig 18-7 461813
A Lubricating oil to camshaft bearings, tappets, valve mechanisms and fuel

pumps.
Also to turbochargers, if connected to engine lubricating oil system and
situated in the free end.
W46/W50DF 18 - 7
18.1.2 General maintenance
Only use high quality oils approved by engine manufacturer according

to section 02.2.
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.
Note! 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

(2) to keep the oil pressure constant in the lubricating oil feed pipe
under variable conditions such as pressure changes after feed pump,
pressure drop, changes in coolers and filters etc. The valve can be of
different type and its place depends on the installation design, see Fig
18-8 and Fig 18-11.
Location of the pressure regulating valve, In-line engines
Fig 18-8 461806
18 - 8 W46/W50DF
Location of the pressure regulating valve, V- engines
Safety valve
2
Fig 18-9 461814
Note! The pressure regulating valve should not be mixed up with the safety
valve, which looks identical.
Various types of lubricating oil pressure valve are used. Two different
types are described in this chapter, see Fig 18-10 and Fig 18-11.
Pressure regulating valve, type A
Oil in To the crankcase
3 4
Control oil
pressure
13 11 5 19 10
Fig 18-10 461815
W46/W50DF 18 - 9
Oil pressure itself is working as a controlling media by operating the

servo piston (5) and further the actual regulating piston (4), see Fig
18-10.
If, for some reason, the pressure should increase too high in the
pressure pipe, e.g. due to clogged system, the ball (11) will open and
admit oil to pass to the servo piston (5) which will open the regulating
piston (4) by means of the pin (3). Thereby serving as a safety valve.
Pressure regulating valve, type B
B. To the crankcase
10 4
A. Oil in
C. Control oil 5
pressure
Fig 18-11 461807
A. Oil in
B. Oil to the crankcase
C. Control oil pressure
2. Pilot control piston
3. Choke
4. Main regulating piston
5. Spring chamber
The 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 power to keep the valve closed, see Fig 18-11.
The feed pressure is also merged 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 regulating piston by the same reducing the feed pressure.
The set point is adjusted by the engine manufacturer but can be
readjusted if necessary by turning the adjusting screw (10); clockwise
to increase and counter-clockwise to decrease the pressure. See chapter
01. for correct set values.
18 - 10 W46/W50DF
18.2.2 Maintenance of the pressure regulating valve
1 Dismantle all moving parts. Check them for wear and replace
worn or damaged parts with new ones.
2 Clean the valve carefully.
3 Check that the components moves freely and do not stick.
Check that the drain hole (19) is clear if using valve type (A), see
Fig 18-10.
Note! When using valve type (A), Fig 18-10, do not forget copper sealing
rings (13) when re-assembling. If the seals have been changed,
check that the thickness is correct, (=1.5 mm), as the thickness of
these sealings influences valve function.
4 After re-assembling, check that piston (4) closes properly

(especially if components have been replaced with new ones).
18.3 Lubricating oil safety valve

This valve prevents the oil pressure from rising too high e.g. in case of
blockage in oil pipe.
The valve is identical with the pressure regulating valve, except having
no control oil connection. The opening pressure has been adjusted by
the engine manufacturer to 7.5 - 8 bar.
For maintenace, see maintenance of pressure regulating valve section
18.2.2.
W46/W50DF 18 - 11
18.4 Centrifugal filter

The engine can be optional provided with a by-pass filter of centrifugal
type, see Fig 18-12, as a complement to the main lubricating oil filter.
The centrifugal filters main duty is to indicate the quality of the
lubricating oil.
Centrifugal filter
1
9 14 2
10 8
3
13
5
6
11
7 15
12
Fig 18-12 461808
The centrifugal filter comprises of a housing (12) containing a

hardened steel spindle (2) on which a dynamically balanced rotor unit
(3) is free rotating. Oil is circulated through the housing, up to the
central spindle into the rotor. The rotor comprises two compartments,
a cleaning chamber and a driving chamber. Oil flows from the central
tube (13) into the upper part of the rotor, where it is subjected to a
high centrifugal force, and dirt is deposited on the walls of the rotor
in the form of heavy sludge.
Lube oil passes from the cleaning compartment into the driving
compartment formed by the stand-tube (11) and the lower part of the
rotor (4), which carries two driving nozzles. The flow of clean oil through
the nozzles provides a driving torque to the rotor and oil returns
through the filter housing to the engine oil sump.
18 - 12 W46/W50DF
18.4.1 Cleaning of the centrifugal filter
It is very important to clean the filter regularly, see chapter 04., as it

collects considerable quantities of dirt and thus unloads the main filter.
Note! If the centrifugal filter has collected maximum quantity of dirt (dirt
deposit of 25 mm thickness) within the recommended cleaning
intervals, the filter should be cleaned more frequently.
Clean the filter as follows, the engine being out of operation:

1 Close the valve (15) in the supply line, see Fig 18-12.
2 Open the nut of the clamp and slacken the cover clamp (7).
Unscrew the cover nut (1) and lift off the filter body cover (8).
3 Lift off the rotor assembly from the spindle (2) and drain oil
from the nozzles (on the bottom of the rotor assembly) before
removing the rotor from the filter body. Hold the rotor body and
unscrew the rotor cover jacking nut (9), then separate the rotor cover
(3) from the rotor body (4).
4 Remove sludge from the inside of the rotor cover and body by
means of a wooden spatula or suitably shaped piece of wood and
wipe clean. Remove the stand tube and clean it.
5 Ensure that all rotator components are thoroughly cleaned
and free from dirt deposits.
6 Clean out the nozzles with brass wire and compressed air. Ex-
amine the top and bottom bearings in the tube assembly to ensure
that they are free from damage of excessive wear. Examine the
O-ring (5) for damage. Renew, if necessary.
7 Re-assemble the rotor complete in opposite order. Ensure
that the alignment pins (6) in joint face body align with the holes in
the cover and that the stand tube fits correctly in the rotor base.
8 Examine the spindle journals to ensure that they are free from
damage or excessive wear. Examine the O-ring (14) for damage and
renew if necessary, see Fig 18-12.
9 Replace rotor on to spindle ensuring rotor revolves freely and
replace body cover. Tighten the cover nut by hand and refit safety
cover. Tighten the filter cover clamp (7).
Note! Read also the installation specific documentation concerning the

centrifugal filter.
W46/W50DF 18 - 13
18.5 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 Fig 18-4,
Fig 18-5, Fig 18-6 and Fig 18-7, (the running-in filters marked with
grey) and in the crankcase under the main bearings. The filters are to
be used for 100 - 500 h, including the test run period at manufacturer
and on site. These filters are usually removed by the commissioning
personnel.
It is also recommended to use running-in filters after engine repairs
and oil pipe system maintenance and/or repair.
Flange (17) 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 100 h and

maximum 500 h. Remove the running-in filter within this time.
Running-in filter
17
16
Fig 18-13 461809
16. Filter insert, 17. Flange
18 - 14 W46/W50DF
18.6 Engine driven lubricating oil pump

The lubricating oil pump is driven by the gear mechanism at the free end
or at the flywheel end of the engine depending on engine type. See chapter
18 Appendix.
18.6.1 Maintenance of the lubricating oil pump
Check the oil pump at the intervals stated in chapter 04. If oil leakage
occurs, inspect the pump immediately.
W46/W50DF 18 - 15
18 - 16 W46/W50DF
46-200523 Lubricating oil system Appendix 18D
18D. Lubricating oil system
18D.1 Lubricating oil level

The engine is equipped with an oil level transducer or an oil dipstick
for checking the lubricating oil level in a wet sump.
The oil level must always be in the range of use. Check the oil level
regularly according to section 03.6.2.
18D.1.1 Lubricating oil level transducer
The wet sump can be 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 float (1) controls two relays, see Fig 18D-1. 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 upper float (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 lower float (3) controls the minimum limit of lubricating
oil. If the oil level reaches this point an alarm is activated resulting
in engine shutdown.
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.
18D- 1
Appendix 18D Lubricating oil system 46-200523
Lubricating oil level transducer
Fig 18D-1 4618D01
1. Middle float, 2. Upper float, 3. Lower float
18D- 2
46-200523 Lubricating oil system Appendix 18D
18D.1.2 Oil dipstick
In wet sump installations there is an oil dipstick located on either side

of the engine block, see Fig 18D-2. The oil dipstick indicates the
maximum and minimum limits between which the oil level may vary.
Note! Keep the oil level near the max. mark and never allow the level to
go below the min. mark. The limits apply to the oil level in a stopped
engine.
One side of the dipstick is graduated in centimetres. This scale can be

used when checking the lubricating oil consumption.
Oil dipstick
A A
Fig 18D-2 4618D02
Readings of the oil dipstick can be converted to an about volume in the

oil sump according to Fig 18D-3.
18D- 3
Appendix 18D Lubricating oil system 46-200523
Conversion diagram for oil dipstick
18,0
m in oil sump
18V
16,0
Range of use
14,0
12,5 16V
3
12,0
10,8 X
11,4 12V
10,0
9,9
9,1
8,0
9L
7,9
6,0 5,2
4,2
4,0
2,0
0,0
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45
14 22,5 cm dip stick
Fig 18D-3 4618D03
Example: If the oil level on the dipstick shows 21 cm for a 16V engine,
the oil sump volume can be read from the diagram to about 11 m3
(pos. X), see Fig 18D-3
1 cm on the dipstick corresponds to following volume in the oil sump:

· 1 cm for 9L »100 litres
· 1 cm for 12V »150 litres
18D- 4
46-200525 Lubricating oil pump Appendix 18G
18G. Lubricating oil pump
18G.1 Description
The lubricating oil pump (1) is a three- rotor screw pump and it is driven
by the gear mechanism at the free end of the engine
Engine driven lubricating oil pump
In-line engine V-engine
1 1
Fig 18G-1 4618G01
1. Lubricating oil pump
18G.1.1 Removing the pump from the engine
In V-engines and In-line engines, where turbochargers are situated in

the driving end, the oil pump can be lifted directly by crane using a
lifting eye.
1 Remove the water pipe by removing the clamping ring and
flange screws from the water pump suction pipe above the lubricat-
ing oil pump.
2 Remove the pressure transducer from the pump if equipped.
3 Remove the outlet and inlet oil pipes.
Caution! Before removing the unit, leave a couple of screws fastened until
the unit is secured with lifting belts/chain.
Leistritz 18G- 1
Appendix 18G Lubricating oil pump 46-200525
4 Loosen the fastening screws of the pump.

5 Mount the lifting eyes and the lifting belts/chains.
6 Open the fastening screws of the pump.
7 Remove the screws adjacent to the threaded holes and
screw them into these holes to press off the pump.
18G.1.1.1 Removing the pump from V-engines, turbochargers

situated in the free end.
1 Remove the pipes from the pump.
2 Use tool (836046) for lifting the pump.
3 Fasten the lifting lug (28) to the pump and the rail (29) with
equipment to the air cooler housing, see Fig 18G-2
4 Fit the bracket (30) between the pump and the rail and ad-
just the lift height with the adjusting nut of the fastener (31).
5 Open the pump fastening screws.
Note! The glide of the rail moves very easily. Make sure that the rail is in a
horizontal position and that there is nobody in front of the pump
when it gets loose from the pump cover.
Removing oil pump
29
31
836046
30
28
28
Fig 18G-2 4618G02
28. Lifting lug, 29. Rail, 30. Bracket, 31. Fastener, 836046. Tool
18G- 2 Leistritz
18G.1.1.2 Removal of driving gear

1 Loosen all screws (3), see Fig 18G-3.
mount them into these holes to press off the outer ring (4). Remove
the driving gear wheel.
Driving gear
3 4
Fig 18G-3 4618G03
2. Driving gear, 3. Screw, 4. Outer ring.
18G.1.2 Dismantling
1 Release the valve spring (42) tension by the adjusting screw

(20), see Fig 18G-4.
2 Loosen screws (44) and take off the valve cover carefully.
Warning! Observe that the valve cover might be spring loaded.
3 Remove valve spring (42).

4 Loosen screws (43) and remove the end cover (40) with the
gasket (41).
5 Remove the valve cone (19).
6 Remove the inner circlip (38) and distance ring (37).
7 Remove the outer circlip (17).
8 Draw the ball bearing (21) with an extactor from the driving
screw (35).
Leistritz 18G- 3
Caution! The shaft nut at the driving screw (35) must not be loosened (manu-
facturing depending connection).
9 Mark the position of the idler screws (36) and driving screw
(35) in the end cover side.
10 Push the screw set out of the housing halfway.
11 Fix the idler screws (36) and driving screw (35) with a screw
set clamp device or a lifting belt.
12 Remove screw set out of the housing.
Caution! Be careful the screw set may sway when it comes out from the
housing!
Lubricatin oil pump
36 35 39
41 17
38
43
40
44
20 37
21
23
22 34 42 19
Fig 18G-4 4618G04
17. Outer circlip, 19. Valve cone, 20. Adjusting screw, 21. Bearing, 22.
Gasket, 23. Cover, 34. Pin, 35. Driving screw, 36. Idler screw, 37.
Distance ring, 38. Inner circlip, 39. O-ring, 40. End cover, 41. Gasket,
42. Spring, 43. Screw, 44. Screw.
18G- 4 Leistritz
18G.1.3 Inspection
1 Check all parts for wear and replace worn parts.

2 Check ball bearing(21) for wear. Replace if necessary.
3 Check the housing and flow pockets in the relief valve for
dirt contamination. Clean if necessary.
18G.1.4 Assembling
1 Clean all details carefully before assembling.

2 Align the idler screw (36) in pairs around the driving screw
(35) and join it with a screw set clamp device or similar.
3 Lubricate the screw set borings in the pump housing slightly
with oil.
4 Insert the complete screw set into the pump housing, so that
it will come out a little bit on the bearing side.
5 Remove screw set clamp device.
6 Lubricate the ball bearing and driving screw shaft. Heat up
the ball bearing before mounting.
7 Slide or press the ball bearing (21) onto the driving screw (35)
shaft. Do not apply heavy strokes in order to mount the ball bearing.
8 Mount the distance ring (37) and circlip (38).
9 Press the screw set back into the pump.
10 Install the circlip (17).
11 Place gasket (41) onto the pump housing and mount the end
cover (40).
12 Mount the screws (43) and tighten to stated torque.
13 Clean the valve cone (19) and mount the valve spring (42)
with the valve cone (19).
Note! Pay attention that the valve spring (42) fits into the spring collar and
the grooved pin (34) locks into the nut of the pump casing.
14 Mount the gasket (22).

15 Mount valve cover (23) with the screws (44).
16 Slightly preload the valve spring (42) with the adjusting
screw (20).
Assembling the driving gear

17 Clean and oil slightly all contact surfaces, including the
threads and screw head bearing contact.
Leistritz 18G- 5
18 Mount the gear wheel (2) and the outer ring (4), see Fig 18G-3.
19 Tighten the screws (3) evenly and diametrically in two or
three stages to the correct torque, see chapter 07. If the gear wheel
(2) has been changed, check the backlash after mounting the pump
to the engine, see chapter 06.
18G.1.5 Mounting the pump to the engine
1 Clean all flange contact surfaces.

2 Mount integrated non return valve to the prelubricating con-
nection if equipped. Lock the valve.
3 Renew the O-ring (39) on the pump housing.
4 Lift the lubricating oil pump back to the engine.
V-engines, when turbochargers are situated in the free end
5 Use the lifting tool (836046) as shown in Fig 18G-2, when as-
sembling the pump back to the engine.
6 Mount the outlet and inlet oil pipes and tighten all screw con-
nections to stated torque, see chapter 07.
7 Mount the pressure transducer.
8 Reinstall the water pipes and connections.
18G.1.6 Pressure control valve
The pressure control valve on the lubricating pump is adjusted at the

factory and should not be disassembled.
Note! For disassembling and adjustment of the pressure control valve,

contact Wärtsilä local service network.
18G- 6 Leistritz
50-200527-08 Cooling water system
19. Cooling water system
19.1 Description of the Cooling water system

The engine is cooled by a closed circuit treated fresh water system,
divided into a high temperature circuit (HT) and a low temperature
circuit (LT). The cooling water is cooled in a separate central cooler.
Note! Only treated fresh water must be used for cooling the engine, see
chapter 02. for water quality.
The engine is as standard equipped with a built-on two-stage charge

air cooler for increased heat recovery or heating of cold combustion air.
As optional, the charge air cooler can be equipped with two low
temperature circuits (LT1) and (LT2).
Fig 19-1 below shows an example of an internal cooling water system.
To find the installation specific cooling water system drawings

see “Installation specific documents”.
An example of the internal cooling water system
404B 454B 485B
TSZ TE
402B 402B
TI
TE TE
432B 475 07 TI
01 02
TI TI
TI
06 TE
TE 451
401
06 PT
PT
PT 477 07
TI 451 TI
401 TI
01 02 TE
TE TE 477
432A TE
472
452
PI TI
PI TI
TSZ TE
402A 402A
03 04
401 406 411 404A 402 451 454A 452 483 485A 484
Fig 19-1 501901
W46/W50DF 19 - 1
Cooling water system 50-200527-08
System components: Pipe connections:

01 Charge air cooler (HT) 401 HT water inlet
02 Charge air cooler (LT) 402 HT water outlet
03 Cooling water pump (HT) (optional) 404 HT air vent
04 Cooling water pump (LT) (optional) 406 Water from preheater to HT-circuit (optional)
06 Turbocharger (if water cooled) 411 HT water drain
07 Charge air cooler (LT2) (optional) 451 LT(LT1) water inlet
452 LT(LT1) water outlet
454 LT(LT1)- air vent
483 LT2- water inlet (optional)
484 LT2- water outlet (optional)
485 LT2- air vent from air cooler (optional)
Electrical instruments: (the amount varies in different installations)

PT401 HT water inlet pressure
TE401 HT water inlet temperature
TE402 HT water outlet temperature
TSZ402 HT water outlet temperature
PT451 LT(LT1)-water inlet pressure
TE451 LT(LT1)-water inlet temperature
TE452 LT(LT1)-water outlet temperature
PT477 LT2-water inlet pressure (optional)
TE477 LT2-water inlet temperature (optional)
P1 Manometer
T1 Thermometer
19 - 2 W46/W50DF
19.1.1 HT circuit
The HT circuit includes cylinders, cylinder heads, charge air and turbo-
charger (except TPL-turbochargers, which are not water cooled).
In some installations the HT-stage of the charge air cooler can be cooled
by LT-water.
For more detail information, see separate installation specific
documentation.
From the pump water flows to the distributing duct which is cast in
the engine block. From the distributing ducts, water flows through the
cooling water bores in the cylinder liners and continues to the cylinder
heads. In the cylinder head water is forced by the intermediate deck to
flow along the flame plate, around the valves to the exhaust valve seats
and up along the fuel injector sleeve.
From the cylinder head water flows out through a connection piece (1)
to the collecting pipe (2) (see Fig 19-2 ) and, depending on installation,
through the first stage of the charge air cooler or to a preheating unit.
In case of water cooled turbochargers, part of water flows through the
turbocharger parallel to the flow to the cylinders.
The system outside the engine is not handled in this manual.
See separate installation specific documentation.
Cooling water connections, HT and LT
2 1 LT HT
406
401
468.1
451 452 402
Fig 19-2 501902
(401) HT- water inlet, (402) HT- water outlet, (451) LT- water inlet,
(452) LT- water outlet, (406) Water from preheater, (468.1) LT-water
to air cooler by-pass or generator, (HT) Charge air cooler HT- side,
(LT) Charge air cooler LT- side
Depending on installation, the pipe connections may vary .
W46/W50DF 19 - 3
19.1.2 LT circuit
The LT circuit cools the charge air and the lube oil, see Fig 19-2 and
Fig 19-3.
LT water flows first through the second stage of the charge air cooler,
then to the separate lube oil cooler and through the separate tempera-
ture control valve.
Depending of installation, the LT-water can be connected to the
HT-stage of the charge air cooler after lube oil cooler.
The engine can be equipped as an option with a 3-stage air cooler, if
adequate cooling of charge air can not be achieved by 2-stage cooler,
see chapter 01.2.
The necessary cooling for the LT water is gained from the central
cooler.
The system outside the engine is not handled in this manual.
See separate installation specific documentation.
Cooling water connections, HT, LT1 and LT2
1 2 LT2 LT1
HT
483
484
452 402 451 401
Fig 19-3 501903
(401) HT- water inlet, (402) HT- water outlet,

(451) LT(LT1)- water inlet, (452) LT(LT1)- water outlet,
(483) LT2- water inlet, (484) LT2- water outlet,
(HT) Charge air cooler HT- side,
(LT1) Charge air cooler LT- side, first stage
(LT2) Charge air cooler LT- side, second stage
Depending on installation, the pipe connections may vary .
19 - 4 W46/W50DF
19.2 Venting and pressure control

The venting pipes from the cylinders and turbocharger cooling system
are connected to the venting box (3), see Fig 19-4. From this venting
box as well as from the charge air coolers a vent pipe leads to the
expansion tank from which the expansion pipes are connected to the
inlet pipes of the LT and HT pumps. A static pressure of 0.7 - 1.5 bar
is required before the pumps.
Air Vent
404
3 416 454
HT
LT
Alternative 1
454 404
485 416
3
LT2 LT1 HT
Alternative 2
Fig 19-4 501904
3. Venting box,
(404) HT- water air vent,

(416) HT- air vent from air cooler,
(454) LT- air vent from air cooler (LT1),
(485) LT- air vent from air cooler (LT2).
Note! When the engine is in use, the venting pipes must always be open
so that air can vent from the system.
W46/W50DF 19 - 5
19.3 Preheating
For preheating purposes, a heater circuit with a pump and heater are
connected in the HT circuit before the engine. The non-return valves
in the circuit force the water to flow in the correct direction.
Note! Before starting, the HT circuit is heated up to a minimum of 70°C by

a separate heater. This is of utmost importance when starting and
idling on heavy fuel.
19.4 Maintenance of the Cooling water system

The maintenance including expansion, venting, preheating, pressuriz-
ing should be carried out in strict accordance with the instructions of
the engine manufacturer to obtain a correct and trouble free installa-
tion.
There should be no reason to start maintenance on the cooling water
system unless the temperatures in the oil system or cooling water
system start to rise without clear reason.
Normally all inspections and mechanical cleaning of the cooling water
system components are better done at the stated maintenance inter-
vals.
The circulating fresh water should be treated according to the recom-
mendations in section 02.3 to prevent corrosion and deposits.
If a risk of freezing occurs, drain all of the cooling water spaces. Avoid
using new cooling water. Save the discharged water and use it again.
19.5 Cleaning of the Cooling water system

In completely closed systems the fouling will be minimal if the cooling
water is treated according to our instructions in section 02.3. Depend-
ing on the cooling water quality and the efficiency of the treatment, the
cooling water spaces may or may not foul over the course of time.
Deposits on the cylinder liners, cylinder heads and cooler stacks should
be removed as they may disturb the heat transfer to the cooling water
and thus cause serious damage.
19 - 6 W46/W50DF
The necessity for cleaning should be examined, especially during the

first year of operation. This may be done by overhauling a cylinder liner
and checking for fouling and deposits on the liner and block. The
cylinder head cooling water spaces may be checked by opening the
water space plugs on the sides of the cylinder heads. The turbocharger
can be checked through the covers of the water space.
The deposits can be quite varied in structure and consistency. In
principle, they can be removed mechanically and/or chemically as
described below. More detailed instructions for cleaning the coolers are
given in chapter 15..
a) Mechanical cleaning
A great deal of the deposits consists of loose sludge and solid particles
which can be brushed and rinsed off with water.
For places where the accessibility is good, e.g. cylinder liners, me-
chanical cleaning of considerably harder deposits is effective.
In some cases it is advisable to combine chemical cleaning with a
subsequent mechanical cleaning as the deposits may have dissolved
during the chemical treatment without having come loose.
b) Chemical cleaning
Narrow water spaces (e.g. cylinder heads, coolers) can be cleaned
chemically. At times, degreasing of the water spaces may be necessary
if the deposits seem to be greasy.
Deposits consisting of primarily limestone can be easily removed
when treated with an acid solution. On the other hand, deposits
consisting of calcium sulfate and silicates may be hard to remove
chemically. The treatment may, however, have a certain dissolving
effect which enables the deposits to be brushed off if there is access.
On the market, there are a lot of suitable acid based agents supplied
e.g. by the companies mentioned in section 02.3.
The cleaning agents should contain additives (inhibitors) to prevent
corrosion of the metal surfaces.
Always follow the manufacturer’s instructions to obtain the best
result.
After treatment, rinse carefully to remove any residuals from the
cleaning agent. Brush the surfaces, if possible. Rinse again with water
and further with a sodium carbonate solution (washing soda) of 5 % to
neutralize possible acid residuals.
W46/W50DF 19 - 7
19 - 8 W46/W50DF
50-200527 Water pump Appendix 19A
19A. Water pump
19A.1 Description
The engine driven water pumps are centrifugal pumps driven by the
gear mechanism at the free end of the engine. The shafts are made of
acid resistant steel, with the remaining main components of cast iron.
The radial shaft sealing (44) prevents oil and the shaft sealing (40)
in the pump prevents cooling water from leaking out, see Fig 19A-1.
In addition to the shaft sealing (40) there are also O-rings (50) and
(51) to seal the water side.
19A.2 Water pump maintenance

Check the pump at the intervals stated in chapter 04. In case of water or
oil lekages occur, the drain holes (16) would indicate this, see Fig 19A-1.
Before disassembling the water pump:
1 Drain water from the cooling water system and collect for re-use.
2 Drain the water from the pump by removing the plug (82) from
the pump, see Fig 19A-1.
3 Remove the inlet pipe from the water pump.
4 Remove the outlet pipe from the water pump if the pump is to
be removed from the engine.
19A.2.1 Disassembling and assembling of impeller
Disassembling:
1 Open the nuts (61) and remove the suction flange (4).
2 Remove the screw (24) and the washer (25) and then the im-
peller (3) with an extractor (837005).
Assembling:
3 When reassembling the impeller (3) by using washer (25) and
screw (24), tighten the screw to stated torque, see chapter 07. Loosen
the screw and remove the impeller with the extractor (837005).
Apply locking compound on the screw and tighten the impeller
finally to the stated torque.
4 Check the tightening of the studs (60) to the pressure cham-
ber (2).
5 Renew the O-ring (51) to the suction flange (4) and tighten
the flange to the pressure chamber (2) with nuts (61).
6 Mount the plug (82).
WD-125 19A - 1
Appendix 19A Water pump 50-200527
19A.2.2 Disassembling and assembling of the shaft seal
Disassembling:
1 Disassemble the impeller according to section 19A.2.1.
2 Remove the shaft sealing (40) together with the ring (41) and
O-ring (42).
Assembling:
3 Lubricate the O-ring (42) with soapy water and assemble it
with the ring (41) to the sealing flange (5).
4 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).
5 Assemble the impeller according to section 19A.2.1.
Water pump
60 2 50 67 16 5 7 6 31 11
61
51
4 43
3
25
24
82
45 44 30
40
41 42
Fig 19A-1 5019A01
2. Chamber, 3. Impeller, 4. Flange, 5. Flange, 6. Housing, 7. Screw,

11. Locking ring, 16. Drain hole, 24. Screw, 25. Washer, 30. Bearing,
31. Bearing, 40. Shaft sealing, 41. Ring, 42. O-ring, 43. Screw, 44. Shaft
sealing, 45. V-ring, 50. O-ring, 51. O-ring, 60. Stud, 61. Nut, 67. Nut, 82. Plug.
19A - 2 WD-125
19A.2.3 Disassembling and assembling of bearings
The water pump can be removed from the engine by using the lifting
tool (836054), see Fig 19A-2.
Lifting tool for the water pump
29
31
28
836054
Fig 19A-2 5019B01
28. Lifting lug, 29. Rail, 31. Fastener.
Removing the pump from the engine:

fastener (31) to the air cooler housing, see Fig 19A-2.
2 Adjust the lift height with the adjusting nut of the fastener (31).
3 Open the pump fastening screws (7), see Fig 19A-1.
Warning! The glide of the rail moves very easily. Make sure that the rail is in a
4 Remove the pump from the pump cover.
Caution! Be careful not to damage the pump gear.
WD-125 19A - 3
Removing the driving gear:

5 Disassemble the impeller according to section 19A.2.1.
6 Disassemble the shaft seal according to section 19A.2.2.
7 Open the nuts (67) and remove the pressure chamber (2) with
the O-ring (50).
8 Remove the sealing flange (5) and the V-ring (45).
9 Open the screws (43) and remove the pump gear, without
using any tool. If the gear wheel does not come loose, a few strokes
with a non-recoiling hammer will help. (The covical ring elements
(13) come loose together with the gear wheel.)
10 Remove the locking ring (11).
11 Dismantle the bearing part carefully by drawing the shaft
with bearings outwards from the bearing housing (6).
12 Remove the radial shaft sealing (44).
13 Remove the bearings (30) and (31) with an extractor.
Assembling the driving gear:
14 Assemble the outer ring of the bearing (30) to the bearing
housing (6) by using the tool (846002).
15 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.
16 Push the shaft with bearings to the bearing housing (6) by
using the tool (846003).
17 Fit the locking ring (11) to its place.
18 Assemble the pump gear to the driving end of the shaft.
Tighten the screws (43) to stated torque. See chapter 07.
Caution! Re-install the friction rings (13) exactly as situated in Fig 19A-3. The
friction rings should fall easily in place and must not jam.
19 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).
20 Assemble the V–ring (45) to the shaft the lip towards the shaft
sealing (44).
21 Assemble the sealing flange (5) and fit the O-ring (50) on it.
ber (2). Assemble the pressure chamber (2) to the bearing housing
(6) and tighten the nuts (67).
23 Assemble the shaft seal according to section 19A.2.2.
19A - 4 WD-125
24 Mount the pump carefully on the engine and fasten with

screws (7). If the gear wheel has been changed, check the backlash
after mounting the pump on the engine, see chapter 06.
Mounting of gear wheel to water pump
13
13. Friction rings 15
15. Pressure plate
43. Screw
43
Fig 19A-3 5019A02
19A.2.4 After assembling the water pump
1 Reassemble the inlet (9) and outlet (8) pipes.

2 Fill the cooling water system with the collected drained cool-
ing water.
3 Check for leaks.
WD-125 19A - 5
19A - 6 WD-125
50-200532 Water pump Appendix 19B
19B. Water pump
19B.1 Description
The engine driven water pumps are centrifugal pumps driven by the
gear mechanism at the free end of the engine. The shafts are made of
acid resistant steel, with the remaining main components of cast iron.
The radial shaft sealing (44) prevents oil and the shaft sealing (40)
in the pump prevents cooling water from leaking out, see Fig 19B-1.
In addition to the shaft sealing (40) there are also O-rings (50) and
(51) to seal the water side.
19B.2 Water pump maintenance

Check the pump at the intervals stated in chapter 04. In case of water or
oil lekages occur, the drain holes (16) would indicate this, see Fig 19B-1.
Before disassembling the water pump:
1 Drain water from the cooling water system and collect for re-use.
2 Drain the water from the pump by removing the plug (82) from
the pump, see Fig 19B-1.
3 Remove the inlet pipe (9) from the water pump.
4 Remove the outlet pipe (8) from the water pump if the pump
is to be removed from the engine.
19B.2.1 Disassembling and assembling of impeller
Disassembling:
1 Open the nuts (61) and remove the suction flange (4).
2 Remove the screw (24) and the washer (25) and then the im-
peller (3) with an extractor (837001).
Assembling:
3 When reassembling the impeller (3) by using washer (25) and
screw (24), tighten the screw to stated torque, see chapter 07. Loosen
the screw and remove the impeller with the extractor (837001).
Apply locking compound on the screw and tighten the impeller
finally to the stated torque.
ber (2).
5 Renew the O-ring (51) to the suction flange (4) and tighten
the flange to the pressure chamber (2) with nuts (61).
6 Mount the plug (82).
WD-200 19B - 1
Appendix 19B Water pump 50-200532
19B.2.2 Disassembling and assembling of the shaft seal
Disassembling:
1 Disassemble the impeller according to section 19B.2.1.
2 Remove the shaft sealing (40) together with the ring (41) and
O-ring (42).
Assembling:
3 Lubricate the O-ring (42) with soapy water and assemble it
with the ring (41) to the sealing flange (5).
4 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).
5 Assemble the impeller according to section 19B.2.1.
Water pump
8
2
50
3
67 34
61 31
16
60
5 66
51
25
36
24
43
4
9 44
11
30
6
7
82 62
40
41 42
Fig 19B-1 5019B02
2. Chamber, 3. Impeller, 4. Flange, 5. Flange, 6. Housing, 7. Screw,

8. Outlet pipe, 9. Inlet pipe, 11. Flange, 16. Drain hole, 24. Screw, 25. Washer,
30. Bearing, 31. Bearing, 34. Ring, 36. Ring, 40. Shaft sealing, 41. Ring, 42.
O-ring,43. Screw, 44. Shaft sealing, 50. O-ring, 51. O-ring, 60. Stud, 61. Nut,
62. Screw, 66. Screw, 67. Nut, 82. Plug.
19B - 2 WD-200
19B.2.3 Disassembling and assembling of bearings
The water pump can be removed from the engine by using the lifting
tool (836054), see Fig 19B-2.
Lifting tool for the water pump
29
31
28
836054
Fig 19B-2 5019B01
28. Lifting lug, 29. Rail, 31. Fastener.
Removing the pump from the engine:

fastener (31) to the air cooler housing, see Fig 19B-2.
2 Adjust the lift height with the adjusting nut of the fastener (31).
3 Open the pump fastening screws (7), see Fig 19B-1.
Warning! The glide of the rail moves very easily. Make sure that the rail is in a
4 Remove the pump from the pump cover.
Caution! Be careful not to damage the pump gear.
WD-200 19B - 3
Removing the driving gear:

5 Disassemble the impeller according to section 19B.2.1.
6 Disassemble the shaft seal according to section 19B.2.2.
7 Open the nuts (67) and remove the pressure chamber (2) with
the O-ring (50), see Fig 19B-1.
8 Open the screw (62) and remove the sealing flange (5).
9 Loosen all screws (43) a few turns.
screw them into these holes to press off the outer ring (15), see Fig
19B-3. The connection is then released.
11 Remove the jack screws first after the locking assembly has
been taken off from the hub.
Mounting of gear wheel to water pump
18
43
15 43
Fig 19B-3 5019B03
15. Outer ring, 43. Screw
12 Remove the screws (66) and the bearing flange (11), see
Fig 19B-1.
13 Dismantle the bearing part carefully by drawing the shaft
with bearings outwards from the bearing housing (6).
14 Remove the retainer ring (34) and the support ring (36).
15 Remove the radial shaft sealing (44).
16 Remove the bearings (30) and (31) with an extractor.
19B - 4 WD-200
Assembling the driving gear:

17 Assemble the retaining ring (34) and the support ring (36) to
the shaft.
18 Warm the bearings (30) and (31) up to +80 °C electrically or by
clean lubricating oil and push them to the shaft.
19 Push the shaft with bearings to the bearing housing (6) by
using the tool (846030).
20 Assemble the bearing flange (11). Apply locking compound
on the screw (66) and tighten to stated torque, see chapter 07.
21 Clean and oil slightly all contact surfaces, when assembling
the driving gear, including the threads and screw head bearing
surfaces.
22 Tighten the locking screws (43) lightly and align the hub.
Check that the gear wheel is in the right position.
23 Tighten the screws (43) evenly in diametrically opposite se-
quence in two or three stages to the correct torque, see chapter 07.
24 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).
25 Assemble the sealing flange (5) and fasten with screw (62).
26 Renew the O-ring (50).
ber (2). Assemble the pressure chamber (2) to the bearing housing
(6) and tighten the nuts (67).
28 Assemble the shaft seal according to section 19B.2.2.
29 Check the gasket (18) and renew if necessary, see Fig 19B-3.
30 Mount the pump carefully on the engine and fasten with
screws (7). If the gear wheel has been changed, check the backlash
after mounting the pump on the engine, see chapter 06.
19B.2.4 After assembling the water pump
1 Reassemble the inlet (9) and outlet (8) pipes.

2 Fill the cooling water system with the collected drained cool-
ing water.
3 Check for leaks.
WD-200 19B - 5
19B - 6 WD-200
50-200533-05 Exhaust system 20
20. Exhaust system
20.1 Description of the Exhaust system

The “SPEX” exhaust system is a combination of pulse system and
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 one common (In-line
engine, see Fig 20-2) or two common (V-engine, see Fig 20-1) exhaust
manifold(s) connected to the turbocharger(s). Pipe sections are pro-
vided with bellows on each end to avoid thermal deformation.
The complete exhaust system is enclosed by an insulation box built up
of sandwich steel sheets, flexibly mounted to the engine structure.
“SPEX” Exhaust system, V-engine
6 5
A:
20 4
2
6
(4)
5
3
21
(64)
Fig 20-1 502001
2. Insulation box, 3. Fixing elements, 5. Expansion bellows, 6. Flange

screws, 20. Alternative design 1, 21. Alternative design 2.
W46/W50DF 20 - 1
20 Exhaust system 50-200533-05
“SPEX” Exhaust system, In-line engine
6 5
2
20
8
A:
4
3
5
21
4
3
Fig 20-2 502002
2. Insulation box, 3. Flexible elements, 4. Screw, 5. Expansion bellows,

6. Flange screws, 20. Alternative design 1, 21. Alternative design 2.
20.2 Maintenance
20.2.1 Changing expansion bellows
1 Remove the necessary parts (2) of the insulation box, see

Fig 20-1 or Fig 20-2.
Warning! The surface of the insulation box is hot.
2 Open the flange screws (6) of the expansion bellows (5) in

question and remove the bellows.
20 - 2 W46/W50DF
When fitting a new bellow:

3 Check the gaskets between the flanges of the bellows (5) and
exhaust pipes. Renew if necessary.
4 Check that the exhaust pipe flanges are parallel and posi-
tioned on the same centre line to avoid lateral forces on the bellows.
5 Check the correct tightening torque for the flange connec-
tions (6), see chapter 07.
Caution! Do not keep the wrench against the bellows when tightening,
otherwise the bellows can be deformated.
6 Mount all parts (2) of the insulation box.

7 Check for possible leaks.
20.2.2 Assembling the expansion bellows between tur-

bocharger and exhaust pipe
Thermal expansion of the connection piece (7), see Fig 20-3, as well as
the transversal 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.
Expansion bellows between turbocharger and exhaust pipe
L 8
TC
CL CL
TC
7 9 846602
Fig 20-3 502003
7. Connection piece, 8. Exhaust pipe, 9. Screw, 846602. Pre-offset tool
W46/W50DF 20 - 3
Proceed according to the following instructions:

1 Join the connection piece (7) to the turbocharger (TC) so,
that the connection 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.
3 Connect the connection piece (7) and the bellows. Before
the final tightening of the screws use tool (846602) to adjust a
pre-offset, see Fig 20-4. Pre-offset is depending of the bellows length,
see Fig 20-3. The offset can be achieved by tightening the screw (9)
of the tool.
4 See the correct tightening torques for the flange connections
in chapter 07.
Pre-offset adjustment
Pre-offset adjustment
L (mm) Offset (mm)
164 2-4
239 4
Fig 20-4 502004
20.2.3 Suspension of the insulation box
The insulation box is mounted on flexible elements (3) to dampen

vibrations thus protecting the insulation, see Fig 20-1 or Fig 20-2.
Replace the elements with new ones, if necessary.
The movement of the insulation box is limited by limiting screws (4) in
some alternative designs, see Fig 20-1 or Fig 20-2.
20 - 4 W46/W50DF
20.2.4 Waste gate
The engine can be equipped with an exhaust waste gate valve. For
further description and maintenance, see chapters 15. and 21.
20.2.5 Charge air by-pass valve
The engine can be equipped with a charge air by-pass valve.

A by-pass valve is used on variable speed engines to get high turbo-
charger efficiency at high load and still have enough margins against
surging at part load.
The by-pass valve is open when running at part load and portion of the
compressed air is vented from the compressor to the exhaust pipe before
the turbocharger.
Further description and maintenance of the by-pass valve, see chapter
15.
W46/W50DF 20 - 5
20 - 6 W46/W50DF
50-200536-07 Starting air system 21
21. Starting air system
21.1 Description
The engine is started with compressed air of max 30 bar pressure.
Minimum pressure required is 15 bar. The main starting valve (01), see
Fig 21-1, is a special design with integrated throttle valve for slow turning,
see chapter 03. A pressure gauge (38) mounted on the instrument panel
indicates the pressure before the main starting valve. The inlet air pipe
from the starting air receiver is provided with a non return valve (14) and
a blow off valve (13) before the main starting air valve (01).
The main starting/slow turning valve is operated pneumatically via
the solenoid control valves (16) and (17) by pushing the start button
(39) on the local instrument panel or by activating the solenoids from
remote control.
Main starting air valve and slow turning valve in one unit
22 01 16 38 39
03
17
13
02 14
04
09
Fig 21-1 502101
01. Main starting valve, 02. Flame arrestor, 03. Starting valve,
04. Starting air distributor, 09. Blocking valve, 13. Blow of valve,
14. Non return valve, 16. Control valve, 17. Control valve,
22. Slow turning valve, 38. Pressure gauge, 39. Start button
21 Starting air system 50-200536-07
When the main starting valve opens, the starting air passes through
the slow turning valve (22) (if not activated) and partly through the
flame arrestors (02) to the starting valve (03) in the cylinder head. Part
of the air passes through the blocking valve (09) on the turning gear (if
not engaged) and through the starting air distributor (04) to open the
starting valves in the cylinder head. The starting air distributor
controls the opening time and sequence of the starting valves.
Slow turning is automatically activated for two revolutions if the engine
has been stopped for more than 30 min.
Blocking valve (09) on the turning gear is a precaution to prevent the
engine from starting when turning gear is engaged.
21.2 Main starting valve
21.2.1 Description
The main starting valve is a pneumatically controlled valve with

integrated throttle valve. On normal starting, only the main start
section is activated (control air to connection A) and air can go freely
through the throttle valve. When slow turning is needed both valve
sections are activated (control air to connections A and B) and throttle
valve (24), see Fig 21-2, moves to decrease the air amount going to the
cylinder. The throttle valve can be adjusted by turning the screw (25),
see Fig 21-2, clockwise to increase the speed and counterclock-
wise to decrease the speed.
Slow turning speed should be in the range of 20-30 rpm.
Main starting air valve and slow turning valve in one unit
B A
24
25
Fig 21-2 502102
When the starting signal is over the main starting valve closes and the
starting air pressure in engine piping is vented through connection (C).
21.3 Starting air distributor
21.3.1 Description
The starting air distributor is of the piston type with precision ma-
chined interchangeable liners (26). The liners as well as the pistons are
of corrosion resistant materials. The distributor pistons are controlled
by a cam (28) at the camshaft end. When the main starting valve opens,
the control pistons (27) are pressed against the cam, whereby the
control piston for the engine cylinder which is in starting position
admits control air to the piston (35) of the starting valve, see Fig 21-4.
The starting valve opens and allows air pressure to pass into the engine
cylinder.
Starting air distributor
29 33
28
30
32
26 27
31
1
Fig 21-3 502104
1. To the starting valve, 26. Liner, 27. Piston, 28. Cam, 29. Protecting
plate, 30. End plate, 31. Plug, 32. Spring, 33. Plate
The procedure will be repeated as long as the main starting valve is
open or until the engine speed is so high that the engine fires. After the
main starting valve has closed, the pressure drops quickly and the
springs (32) lift the pistons off the cam. This means that the pistons
touch the cam only during the starting cycle and thus the wear is
insignificant.
21.3.2 Starting air distributor maintenance
Normally, the starting air distributor does not need maintenance. If it

has to be opened for control and cleaning, remove the complete distribu-
tor from the engine. Certain pistons can be checked in place.
1 Remove the protecting plate (29) and end plate (30), see Fig
21-3. Loosen all pippes 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).
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. Otherwise 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
reassembling. 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 con-
necting the control air pipes and the end plate (30), check that all
pistons work satisfactorily, e.g. by connecting compressed air (work-
ing 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 Starting valve

Starting valve
34 37
35 36
Fig 21-4 502105
34. Nut, 35. Piston, 36. Vent hole, 37. Spindle
21.4.1 Description
The starting valve is operated by control air pressure coming from the
starting air distributor. The valve consists of a valve spindle (37) with
a spring-loaded piston (35) mounted in a separate housing.
21.4.2 Starting valve maintenance
Check and clean the valve in connection with overhauls of the cylinder
head.
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 neces-
sary, lap the valve by hand. See instructions for the engine valves
in chapter 12.
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. Lubri-

cate 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 07.
21.5 Starting air vessel and pipings

The starting air system has been designed so that explosions are
prevented.
An oil and water separator as well as a non-return valve are located
in the feed pipe, between the compressor and the starting air vessel.
At the lowest position of the piping there is a drain valve. Immediately
before the main starting valve on the engine, a non-return valve and a
blow-off valve are mounted.
Drain the condensate from the starting air vessel through the drain
valve before starting.
The piping between the air vessels and the engines must be
carefully cleaned when installing. Also in service they must be
kept free of dirt, oil and condensate.
The starting air vessels must be inspected and cleaned regularly. If
possible, they should then be coated with a suitable anti-corrosive
agent. Allow sufficient time to dry.
At the same time, inspect the valves of the starting air vessels. Too
strong a tightening may cause damages on the seats, which in turn
causes leakage. Leaky and worn valves, including safety valves, should
be reground. Test the safety valves with pressure.
21.6 Pneumatic system
21.6.1 General description
The engine is equipped with a pneumatic system for control of the

following functions by means of identical solenoid valves:
- emergency stop
- stop of the engine (pneumatic overspeed trip)
- start of the engine
- slow turning of the engine
Solenoid valves
EMERGENCY STOP
1
11
18 STOP
2
START
3
SLOW TURNING
5
12
10
Fig 21-5 502106
1. Emergency stop, 2. Stop, 3. Start, 5. Slow turning,10. Drain valve,

11. Filter, 12. Air container, 18. Non-return valve
a) Starting air system with main starting- and slow turning valves
in one unit
Fig 21-6 shows an example of an internal starting air system with main
starting air valve and slow turning valve in one unit. The installation
specific drawing of the internal starting air system can be
found in “Technical documents”.
An exaple of internal starting air system
Fig 21-6 502107
1 Starting air master valve

2 Drain valve
3 Pressure control valve
4 Slow turning valve
5 Starting booster for speed governor
6 Flame arrestor
7 Starting air valve in cylinder head
8 Starting air distributor
9 Pneumatic cylinder at each injection pump
10 Valve for automatic draining
11 High pressure filter
12 Air vessel
13 Stop valve
14 Blocking valve, when turning gear engaged
15 Starting air master valve, B-bank
16 Oil mist detector
17 Turbine and compressor cleaning unit
18 Gas pressure control valve
19 VIC control valve, optional
20 VIC venting valve, optional
21 Gas venting valve
Electrical instruments:
CV153-1 Stop solenoid
CV153-2 Stop solenoid
PT301 Starting air inlet pressure
PT311 Control air pressure
PT312 Low pressure control air pressure
CV321 Starting solenoid
CV331 Slow turning solenoid
CV381 VIC control solenoid
CV382 VIC venting solenoid
CV519 I/P converter for waste gate valve
CV 947 Gas venting solenoid
Pipe connections:
301 Starting air inlet, 30 bar
303 Driving air to oil mist detector, 2-12 bar
311 Control air to WG, BP and TC-cleaning, 4-8 bar
The system includes a filter (11), an automatic draining valve (10) and
furthermore an air container (12) and non-return valves to ensure the
pressure in the system in case of a lack of feed pressure, see Fig 21-6.
The main starting valve (01), which is described in detail in section 21.2
is actuated by solenoid valves (CV331) and (CV321) for slow turning
and by (CV321) for starting at remote start. Fig 21-7 shows the solenoid
valve, which is equipped with a push button and can be energized
manually. At the same time as the main starting valve is actuated, an
impulse goes to the automatic water separator, which opens during the
starting cycle to expel condensate water separated by the air filter (11).
Overspeed trip, emergency stop

The pneumatic overspeed trip devices (09), described in detail in
chapter 22, are controlled by the valve which is actuated by the solenoid
valve (CV153-1) on an electric signal from the speed monitoring system,
whereby the engine stops.
Control of the emergency stop solenoid valve (CV153-2) is completely
separate from the normal stop system.
21.6.2 Maintenance of the pneumatic system
The system employs high quality components. Usually it requires no

other maintenance than checking its function, cleaning of the air filter
(11) and draining of condensate water from the vessel (12) using the
draining valve, see Fig 21-6.
21.6.2.1 Check
When starting, check that the automatic water drain works by watch-
ing whether water mixed with air flows out from the valve (10).
Cross sections of the filter, solenoidvalve and pressure control valve
Filter Solenoid valve Pressure control valve
1
3
1 4
2
Fig 21-7 502109
21.6.2.2 Maintenance
Filter, Fig 21-7 picture 1. The bottom part of the filter is attached to
the top part with a thread. To open the filter, vent the air and turn the
bottom part.
Clean the insert (1) and inside of the filter after each 8000 h.
Solenoid valve, Fig 21-7 picture 2. In case of disturbance in the electric

function of the valve, test the valve by pushing the button (1). Should
there be mechanical malfunction, open the valve using a special tool.
Check that the bores (2) and (3) in the seat are open and the gasket (4)
is intact. Change the valve if it does not function after cleaning.
Water draining valve. Clean the valve if there is any disturbance.
Pressure control valve, Fig 21-7 picture 3. The pressure control valve
requires no maintenance. If there is any malfunction, change the valve.
21.7 Waste gate control

Waste gate control system
21
B A
01
Y519 / CV519
311
Fig 21-8 502110
01. Signal 4-20mA from control system, 21. Waste gate valve
A waste gate valve (21), see Fig 21-8, is used for limiting the charge air
pressure in engines which are optimized to part load, and in baseload-
engines for limiting the charge air pressure in cases of momentary
overload or when operating in low ambient temperature. The waste
gate valve is operated pneumatically and controlled electronically.
The waste gate valve is described in more detail in chapters 15. and
23.
Assembling the pressure transducer and I/P-converter:
01
02
03 04
Fig 21-9 502111
01. Supply air to waste-gate valve 0-10 bar, 02. To positioner supply,
03. Charge air pressure from charge air receiver, 04. Output to
waste-gate positioners signal 0,2-1 bar
50-200538-05 Control Mechanism 22
22. Control Mechanism
22.1 Description
During normal operation the engine speed is controlled by an electrical
speed governor and an actuator (18a) or a governor (18g) which regulates
the injected fuel quantity to correspond with the load, see Fig 22-1.
Control mechanism
Flywheel
7 end
A 11 18a 18g
16
16
5 4 2 3 19 10 15
15
8 9 A 14
14
13 C C
1 Alternative 1 Alternative 2
2
4 10 12 17
50
60
70
A-A B C
Fig 22-1 502201
The regulation movement is transferred to the regulating shaft (10)

through a spring-loaded rod (16) and the lever arms (15). This allows
stop or limit functions to be transferred to the regulating shaft, irre-
spective of the governor position.
22 Control Mechanism 50-200538-05
In V-engines the regulating shafts of the cylinder banks A and B are

connected with rods (25) in such a way, that the two regulating shafts
work synchronously together, see Fig 22-2.
The regulating shaft consists of smaller pieces (control shafts) connected
with joints (19) and it is supported to the engine block by bearing supports
(12). Axial movement is limited by thrust bearings (17), see Fig 22-1.
Regulating shafts on a V-engine
25 25 25
16
Fig 22-2 502202
16. Spring-loaded rod, 25. Connecting rod.
The movement from the regulating shaft, to the injection pump fuel
racks (1), is transferred through the control shaft lever (4) and then to
the fuel rack lever (2), see Fig 22-1. The torsion spring (3) enables the
regulating shaft and, consequently, the other fuel racks to be moved to
a stop position, even if one of the racks has jammed. In the same way
the torsion spring (5) enables the regulating shaft to be moved towards
fuel-on position, even if an injection pump has jammed in a no-fuel
position. This feature can be of importance in an emergency situation.
There is also a fixed mechanical limiter (20), see Fig 22-3, affecting
the regulating shaft directly by means of the lever (13). The limiter is
adjusted and locked by the engine manufacturer so that the engine can
not be overloaded and to give the best results for the operating charac-
teristics of the engine.
Note! If for any reason the limiter’s position or its operating characteristics
need to be changed, contact the engine manufacturer. The
changes to be done always under the manufacturer’s supervision,
who also will reseal the limiter after the change.
Mechanical limiter
20
13
Fig 22-3 502203
13. Lever, 20. Limiter.
Stop mechanism
The engine can be stopped by means of the stop lever (6), see Fig 22-4.
When the stop lever is moved to stop position, the lever (23) and the
link lever (7) actuate the primary (21) and the secondary gear segment
(22) to force the regulating shaft to stop position.
Stop mechanism
23
Normal
6
Stop
7
29
21
22
10
Fig 22-4 502204
6. Stop lever, 7. Link lever, 10. Regulating shaft, 21. Primary gear,
22. Secondary gear, 23. Lever, 29. Locking nut.
The speed governor is provided with a stop function by which the engine
can be stopped remotely. The governor stop is also connected to the
electro-pneumatic overspeed protection system and to the automatic
stop system, which stops the engine through a pneumatic stop cylinder
on each injection pump at too low lubricating oil pressure, too high
circulating water temperature, or at any other desired function.
Overspeed trip devices
The engine is provided with two independent overspeed trip devices,
an electro-pneumatic device, see section 22.6 and a mechanical
device, see section 22.5 .
The electro-pneumatic device, see Fig 22-19 moves every fuel rack to
a no-fuel position ( 0 - 2 mm) by means of a pneumatic cylinder on each
injection pump. Air pressure actuates the piston at the free end of the
fuel pump rack.
The mechanical device actuates the lever (14), see Fig 22-1 and Fig
22-10 moving the regulating shaft to stop position. Both the electro-
pneumatic and the mechanical device can be tripped manually.
22.2 Maintenance of the control mechanism
Special attention should be paid to the function of the system as a

defect in the system may result in a disastrous overspeeding of the
engine or in the engine not being able to take load.
a) The control system should work with minimal friction. Regularly

clean and lubricate all racks with lubricating oil, see section 16.3.
Bearings and ball joints should be lubricated with vaselin. Grease
points are shown in Fig 22-5 . On V-engines same grease points are
on both regulating shafts.
Grease points of the control mechanism
C B
C B
Normal A
Stop
B-B
C-C
A -A
Fig 22-5 502205
b) The system should be as free as possible of excessive clearances.

Check clearances of all connections. Total clearance may correspond to
max. 0.5 mm of injection pump fuel rack positions, see section 06.2.
c) Check regularly the adjustment of the system. Stop position, over-
speed trip devices and starting fuel limiter, see chapter 04.
d) Observe following when disassembling the regulating shaft (10) :
· The bearing supports (12) are connected to the engine block with
connection screws (8) and their position is secured by the cylindri-
cal pin (9).
· Most levers connected to the regulating shaft are secured by a
taper pin.
· At in-line engine, the lever (15) for the spring loaded rod (16) is
connected on the regulating shaft (10) by friction ring pairs (25),
see Fig 22-6.
Lever arms with friction rings, L-engines
25
15
10
Fig 22-6 502206
10. Regulating shaft, 15. Lever, 25. Friction ring
· The shaft joints (19) are connected to the regulating shaft (10) by
friction ring pairs (28) and the spring pins (26), see Fig 22-7.
· When assembling the shaft joints (19) remember:
— The spring pins (26) are to be installed before tightening the
screws (27).
— The screws are to be lubricated.
— Tightening torque for the screws is 20 Nm in steps.
— Tightening order for the connecting screws is 1–2–3–4–5–6.
Shaft joint
19 19 26 28
1 3
10
6 5
2 27
4
Fig 22-7 502207
10. Regulating shaft, 19. Shaft joint, 26. Spring pin, 27. Screw,
28. Friction ring.
e) When reassembling the system, check that all details are placed in
the right position, that all nuts are properly tightened and to torque,
if so prescribed, and that all locking elements like pins, retainer rings,
locking plates are in their positions. Check according to pos. a) - d) in
section 22.2.
22.3 Check and adjustment
22.3.1 Stop lever stop position
a) Check:
· Set the terminal shaft lever (24) to the max. fuel position and
check that all fuel pumps also go to max. fuel position, see Fig 22-8
or Fig 22-9.
· Set the stop lever (6) to the stop position.
· Check that the fuel racks (1) go to 0 - 2 mm in all injection pumps.
b) Adjustment:
When the stop lever (6) is in the stop position, adjust the connection
rod (7) so that the fuel racks (1) go to 0 - 2 mm in all injection pumps,
see Fig 22-4. Lock the adjustment with locking nuts (29).
Stop lever stop position, in-line engine
18
MAX
STOP
16
15
24
Fig 22-8 502208
15. Lever, 16. Spring loaded rod, 18. Governor, 24. Shaft lever.
Stop lever stop position, V-engine
18
16
MAX
24
STOP
Fig 22-9 502209
16. Spring loaded rod, 18. Governor, 24. Shaft lever.
22.3.2 Actuator stop position
a) Check:
· Set the stop lever (6) to the run position, see Fig 22-4.
· Set the actuator terminal shaft lever (24) to the stop position, see
Fig 22-8 or Fig 22-9.
· Check that all fuel racks (1) go to 0 - 2 mm in all injection pumps.
b) Adjustment:
· Adjustment must be done according to section 22.4.4 .
22.3.3 Mechanical overspeed trip device
a) Check of stop position

· Set the stop lever (6) to the run position and the terminal shaft
lever (24) to the max. fuel position.
· Release the overspeed trip device manually with lever (47), see
Fig 22-16.
· Check that all fuel racks go to 0 - 2 mm in all injection pumps.
b) Adjustment of stop position
· The stop position is adjusted and secured by the engine manufac-
turer to provide a stop position equal to that of the stop lever. If
deviations occur, check the lever mountings and check also for
wear. Replace if necessary.
· If assembly and adjustment is correctly done, a clearance (X) of 0.3
- 0.5 mm should appear between lever (14) and spindle (45) when
the overspeed device is released and the fuel rack is 0 - 2 mm in all
injection pumps, see Fig 22-10.
· If the whole spring assembly with the spindle has been dismantled
be sure when reassembling to adjust all the clearances on one side
so that releasing of the trip device will not move the assembly.
Adjustment of the lever for overspeed trip device
14
45
X
Fig 22-10 502210
14. Lever, 45. Spindle
c) Check and adjustment of tripping speed

· See section 22.5.
22.3.4 Electro-pneumatic overspeed trip device
a) Check of stop position

· Set the stop lever (6) to the run position and the terminal shaft
lever (24) to the max. fuel position, see “Test Run Report” protocol.
· Release the electro-pneumatic overspeed trip device manually by
pushing the stop button (A) on the stop solenoid valve, see Fig
22-11.
· Check that all fuel racks on all pumps go to 0 - 2 mm in all injection
pumps.
Air bottle for overspeed trip device
EMERGENCY STOP
A
STOP
START
SLOW TURNING
Fig 22-11 502211
A. Stop button
b) Adjustment of stop position

· The electro-pneumatic overspeed trip device requires no adjust-
ment.
· If a no fuel position is not abtained:
— check the control air pressure
— check for air leaks
— check the machanical parts for wear (pistons, cylinders and
sealing rings) and replace if necessary
c) Check and adjustment of tripping speed
· See section 22.6.
22.3.5 Indicator of fuel rack position
Check that the indicator (30) corresponds to the fuel rack (1) positions.
The position of the indicator is adjusted by the engine manufacturer
and is secured by a pin.
22.3.6 Fuel rack settings on fuel pumps
a) Check of adjustment
· Set the stop lever (6) to the run position, see Fig 22-4.
V-engine:
· Check that the actuator terminal shaft (24) is at middle position,
5° or 20° depending of scale. Adjust, if necessary, from the spring
loaded rod (16), see Fig 22-9..
· Move the control shaft so that the load indicator (30) shows 35 mm,
see Fig 22-12.
· Check that the fuel rack position on all fuel pumps is 35 ± 0,5 mm.
In-line engine:
· Check that the scales of fuel pumps and governor are adjusted
acording to the following table 1:
Table 1
Governor/ Position Fuel pump/mm
2 9
4 24
6 39,4
8 54,6
· Adjust, if necessary, from the spring loaded rod (16), see Fig 22-8.
b) Adjustment
· Adjust the control screw (31) to achieve the correct fuel rack
position; lock the adjustment, see Fig 22-12.
Adjustment of fuel rack position
31 1 30 14
10
Fig 22-12 502212
1. Fuel rack, 10. Regulating shaft, 14. Lever, 30. Load indicator, 31. Screw
22.4 Speed governor
22.4.1 General
The engine can be equipped with various governor alternatives depend-

ing on the kind of application. Concerning the governor itself, see
installation specific documents.
The actuator is equipped with a separate booster unit (32), see Fig 22-13.
The booster is needed to increase the oil pressure inside the actuator
during the starting process. During normal operation the oil pump inside
the actuator generates the power to operate the fuel racks. For more
information, see installation specific documents.
Speed governor
37
18
39
38
32
In-line engine
37
73
39
32
38
V- engine
Fig 22-13 502213
18. Governor, 32. Booster, 37. Connection, 38. Plug, 39. Screw, 73. Scale.
22.4.2 Hydraulic governor drive
The governor is driven by a separate drive unit, which, in turn, is driven by

the camshaft through helical gears (34). The governor is fastened to this
drive unit and connected to the drive shaft through a serrated connection
(35), see Fig 22-14. The governor, with drive, can thus be removed and
mounted as a unit or the governor can be changed without removing the
drive unit.
Pressurized oil is led through drilling’s in the bracket, to the bearings
and to a nozzle for lubricating the gears. The gear and the serrated coupling
sleeve (35) are locked together with a pin (36) and secured by a nut (41).
Governor drive
41 35 36 34
In-line engine
41 35 36 V-engine 34
Fig 22-14 502214
34. Gear, 35. Sleeve, 36. Pin, 41. Nut.

Check at recommended intervals:
· radial and axial clearances of bearings, see section 06.2
· gear clearance
· oil drilling’s and nozzle to be open
· gears and serrated coupling sleeve to be firmly fastened to the shaft
· serrations of coupling sleeve (35) and governor drive shaft for wear
Change worn parts.
Caution If any problems occur with governor drive gearing, contact the
nearest Wärtsilä service network office.
22.4.3 Removal of governor
1 Loosen the terminal shaft lever (24), see Fig 22-8 or Fig 22-9,
and make a clear mark on the lever and terminal shaft for refitting.
Remove the lever and open the electrical connection (37), see Fig
22-13.
2 Drain oil from the governor by opening the oil plug (38), see Fig
22-13.
3 Open the pipe connections to the booster.
4 Open the screws (39) and pull the governor vertically up-
wards by using a lifting sling, see Fig 22-15.
Note! The governor must not fall or rest on its driving shaft.
Lifting the governor
73
73
Fig 22-15 502215
73. Scale.
22.4.4 Mounting of governor
When mounting the same governor:
1 Clean the sealing face carefully on the governor drive;

check the condition of the serrated shaft sleeve (35), see Fig 22-14.
2 Use a sealing compound (Loctite 510 or similar) on the seal-
ing surface when assembling.
3 Be careful, not to damage the serrated joint when lifting the
governor into the position.
4 Fasten the fastening screws (39), pipe connections to the
booster and the electrical connection (37), see Fig 22-13.
5 Assemble the terminal shaft lever (24) to the correct position,
see Fig 22-8 or Fig 22-9.
6 Check that the mark on the lever (24) corresponds to the
mark on the shaft. Check the stop position according to sec-
tion 22.3.
When mounting a new governor, proceed as follows:

7 Set the fuel racks (1) to the 9 mm position on a in-line engine
and to the 14 mm position on a V-engine, see Fig 22-12.
8 Turn the actuator terminal shaft to 8°. Read the position from
the governor‘s own scale (73), see Fig 22-15.
Turn the governor terminal shaft to position 2 on the governor‘s own
scale from 0 to 10, pos. 73 in Fig 22-15. (Some older governors may
have a degree-scale from 0 to 40°).
9 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), see Fig 22-8 or Fig 22-9.
10 Check the fuel racks and actuator terminal shaft according
to section 22.3.6.
22.4.5 Electrical governor/actuator
For electrical governor/actuator and digital speed control unit, see

separate manuals.
22.5 Mechanical overspeed trip device
22.5.1 Description
The mechanical overspeed trip device is of the centrifugal type where

the tripping speed is adjusted according to section 06.1. For electro-
pneumatic overspeed trip device, see section 22.6.
Mechanical overspeed trip device
View C
C
53 46 59
14
70
2
45
69
44
58
43 56
55
A
56
54
B
42 A-A B
A
48 47 71 52 74
51 57
B-B
49 50
Fig 22-16 502216
The trip mechanism is fastened to the camshaft end. When the engine
speed increases, the centrifugal force on the trip mechanism increases
and exceeds the force of the spring (42) at the set trip speed. The weight
(43) is thrown outwards forcing the latch (44) to turn, thus releasing
the spindle (45), which is forced outwards by the working springs (46).
At the same time when the lever (47) is released together with the latch
(44), the lever (47) activates the pneumatic valve (71), air pressure goes
to the cylinder to help the piston (59) to go out as quickly as possible,
see Fig 22-16.
22.5.2 Cocking the overspeed trip device
The overspeed trip device may be tripped manually by the lever (47).
The engine cannot be restarted before the lever (14) has manually been
depressed so far that the latch (44) engages the piston of the spindle
(45), see Fig 22-16.
In V-engines, the control air pressure must be turned off first.
1 Turn the pressure reducing valve (33) counter-clockwise so
that the pressure gauge (34) points at zero, see Fig 22-17.
Cocking the overspeed trip device
33
34
74
47
A
71
71 View A
Fig 22-17 502217
33. Valve, 34. Gauge, 47. Lever, 71. Valve, 74. Air pipe.
2 Turn the lever (14) of the mechanical overspeed trip device

to the run position by using the tool (837040), see Fig 22-18.
The overspeed trip device is in the run position when the latch (44)
is set in the groove of the piston, see Fig 22-16.
3 Adjust the air pressure to 3.5 bar from the pressure reducing
valve (33) after depressing the spindle.
The limit switch (70) gives an alarm when the overspeed trip device
is released, see Fig 22-16.
Turning the lever to run position with tool (837040)
14
837040
Fig 22-18 502218
14. Lever, 837040. Tool.
22.5.3 Check of tripping speed
The tripping speed can be checked by increasing the engine speed

manually beyond the nominal speed as follows:
Overspeed test:
Caution! Special attention should be paid to the testing of tripping speed as

an inadequate carefulness may result in adisastrous overspeeding
of the engine.
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 the critical shutdown parameters of the engine.
4 Loosen the plug from the stop-solenoid valve (valve A in Fig
22-11) to disconnect the electro-pneumatic overspeed trip device.
5 Increase the engine speed slowly by giving the “Increase”-

command.
Caution! Do not increase the engine speed by more than 30 RPM above the
tripping speed.
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 electri-
cal governor back to the original value, see step 1.
Note! Unnecessary running at high speed should be avoided and testing

should always be carried out as quickly as possible.
22.5.4 Adjustment of tripping speed
1 Remove the plug (48), see Fig 22-16.

+ 51
2 Turn the crankshaft until the locking screw (49) is in front of
the opening.
49
3 Loosen the locking screw (49), and turn the spring retainer
(51).
If a 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)
counter-clockwise.
Note! One turn on the spring retainer corresponds to about 5 rpm in engine
speed.
4 Tighten the locking screw (49) to the stated torque, see sec-
tion 07.1.
5 Mount the plug (48) and check the tripping speed according to
section 22.5.
6 The spring (42) can be replaced through the opening of the
spring retainer (51), if necessary.
22.5.5 Maintenance
Caution! Always release the tripping device manually by lever (47) before
starting the maintenance work.
1 Remove the spring (53), see Fig 22-16.

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 springs
(46).
Warning! Be careful when removing the springs (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.
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 when assembling
and secure with steel wire, see section 07.1.
11 Tighten the screws (54) to stated torque, see section 07.1.
12 Use tool (837020) when mounting the springs (46).
13 When assembling the spindle and spring assembly, it is cor-
rectly done if the clearance (X) between the lever (14) and spindle
(45) is 0.3 - 0.5mm, see Fig 22-10.
If the whole spring assembly with the spindle has been dismantled be
sure when reassembling to adjust all the clearances on one side so that
releasing the trip device will not move the assembly.
14 Check the tripping speed according to section 22.5.3.
22.6 Electro-pneumatic overspeed trip device
22.6.1 Description
The overspeed trip device is electronically controlled. Air of max. 30

bar is used as operating medium. The specified tripping speed, see test
records and chapter 06., section 06.1 and section 22.5.1.
The electro-pneumatic device moves each fuel rack (1) to the no fuel
position by means of a pneumatic cylinder (60) on each injection pump.
Air pressure actuates the piston at the free end of the fuel pump rack,
see Fig 22-19.
The electronic speed measuring system activates the three-way solenoid
valve (CV 153-1), Fig 21-6, with a stop signal for overspeed. The solenoid
is also connected to the stop system.
When the solenoid valve (CV153-1) opens, air is supplied to the
three-way valve which conveys pressure air to the cylinders (60), Fig
22-19, on each injection pump. The piston of the air cylinder actuates
the fuel pump rack moving it to stop position.
The stop signal is normally energized long enough to stop the engine
completely. When de-energized, the air is evacuated through the
three-way valve. The solenoid valve can also be operated manually.
The cross section of the electro–pneumatic overspeed trip device can
be found in section 16.3. in this manual.
Fuel pump rack
A - A:
66
1 60
A
Fig 22-19 502219
1. Fuel rack, 60. Pneumatic cylinder, 66. Air connection.
22.6.2 Check and adjustment of stop position
See section 22.3.4.
22.6.3 Check of tripping speed
See section 22.5.3.
22.6.4 Adjustment of tripping speed
Adjustments will be made in the control unit of the electronic speed

measuring system, see instructions for speed measuring system, chap-
ter 23.
22.6.5 Maintenance
a) Three-way solenoid valve

· If the solenoid is out of order, replace it by a new one.
· If the valve does not move, clean all channels. Check also the valve
piston.
· If air is leaking to the cylinders, change the sealing’s.
b) Air cylinder
See cross section in Fig 16-6.
· Check for wear.
· Check the tightness of the piston. Replace sealing’s by new ones,
if necessary. Take care not to deform the teflon ring outside the
O-ring.
· Lubricate the sealing’s and piston with lubricating oil.
· Check that the piston does not stick.
50-200623-09 WECS 8000 for 50DF 23
23. WECS 8000 for 50DF
23.1 General
This chapter describes the design and functions of the WECS 8000
(Wärtsilä Engine Control System) engine management system, used
on Wärtsilä®50DF engines.
23.2 System configuration
23.2.1 General
The WECS 8000 system is a fully integrated engine management

system, designed for harsh environments. The engine-built system
handles all necessary monitoring- and strategic control features
needed on a DF engine. The system architecture is based on distributed
electronic modules, thus the measurements and controls are occurring
where locally needed on the engine. The functionality of WECS 8000
comprises the following main categories:
· Handling of engine slowturning, start & stop sequences

· Changing of fuel modes
· Instrumentation & communication
· Speed measurement
· Engine safety
· Speed/load control
· Gas pressure- & gas admission control
· Pilot pressure- & pilot injection control
· Air/fuel ratio control
· Cylinder balancing & knock control
· Diagnostics
A more accurate description of the functionality will follow in other

chapters.
The system consists of a number of distributed electronic modules,
which all are interconnected. The exact structure of the system depends
on the engine’s cylinder configuration. The electronic modules commu-
nicate with each other over a communication bus, and this communi-
cation is based on the CAN (Controller Area Network) protocol. Some
safety critical backup control functions are handled over hardwired
point-to-point wiring, and with a separate backup module.
W50DF 23 - 1
23 WECS 8000 for 50DF 50-200623-09
WECS 8000 system parts on front side of in-line engine
Fig 23-1 5023490347
WECS 8000 system parts on rear side of in-line engine
Fig 23-2 502362
23 - 2 W50DF
50-200623-09 WECS 8000 for 50DF 23
WECS 8000 system parts on front side of V-engine
Fig 23-3 5023570437
WECS 8000 system parts on rear side of V-engine
Fig 23-4 5023580437
W50DF 23 - 3
23 WECS 8000 for 50DF 50-200623-09
WECS 8000 system parts on free end of V-engine
Fig 23-5 5023590437
23.2.2 Main parts in the WECS 8000
The main parts of the WECS 8000 systems are:

· MCM-700 Main control module, see 23.2.2.1
· CCM10 Cylinder control module, see 23.2.2.2
· Local control panel, see 23.2.2.3
· PG-EG58 diesel actuator, see 23.2.2.4
· Cabling and CIB (Cabling Interface Box), see 23.2.2.5
23 - 4 W50DF
50-200623-09 WECS 8000 for 50DF 23
23.2.2.1 MCM-700 Main control module

This module is the master in the WECS 8000 system. It handles the
processing of all strategic engine control functions. The main processes
are the engine start- & stop sequences, engine safety, and the combus-
tion control. Based on the internal speed/load control algorithms, gas
pressure, gas admission and pilot fuel injection/timing calculations are
made. It handles the information sent by all other modules, and it sends
reference signals to the cylinder control modules about gas admission,
pilot fuel quantity and timing etc.
MCM-700 module
Fig 23-6 502363
It also communicates with systems external to the engine itself. A

second MCM-700 module is also part of the system (free end of the
engine), exclusively for collecting of sensor signals and for controll of
the wastegate.
23.2.2.2 CCM10 Cylinder control module

The cylinder control modules control the gas admission- and pilot fuel
injection valves by means of using high-energy type PWM (Pulse Width
Modulation) outputs. Each module is providing PWM-type control
signals to three gas admission valves and three pilot fuel injection
valves. The modules calculate the relevant injection duration and
injection timing based on references sent over CAN from the main
control module. In order to provide injection command signals at the
relevant angular position, the cylinder control modules need accurate
information from the engine’s speed and phase sensors. Therefore the
speed and phase signals are hard-wired to each cylinder control mod-
ule. The cylinder control modules also handle cylinder specific meas-
urements, i.e. exhaust gas temperature and cylinder knock
measurements.
All cylinder specific information as measured by these modules is sent
over CAN to the main control module.
W50DF 23 - 5
23 WECS 8000 for 50DF 50-200623-09
CCM10 module
Fig 23-7 502364
23.2.2.3 Local control panel

There is a local control panel on the engine, where most engine
measurement and statuses can be monitored, and where the local push
buttons and selector switches are located. For viewing of the engine
parameters, there is an electronic LDU (Local Display Unit) used, with
a number of menus and menu selection buttons.
Mechanical backup instruments for engine speed, HT water tempera-
ture and lubricating oil pressure are also arranged.
The local push buttons and switches are the following:
· Start
· Stop
· Shutdown reset
· Remote/Local mode
· Speed Increase/Decrease
· Emergency stop
23.2.2.4 PG-EG58 diesel actuator

The hydraulic-mechanical actuator is used in diesel- and backup
operating mode, for control of the fuel rack of the engine. The actuator
receives a control signal from WECS 8000 main control module (via a
current converter), and sets the fuel rack position accordingly.
23 - 6 W50DF
50-200623-09 WECS 8000 for 50DF 23
Local control panel (A2), with engine in background
Fig 23-8 502365
PG-EG58 diesel actuator
Fig 23-9 5023050332
W50DF 23 - 7
23 WECS 8000 for 50DF 50-200623-09
23.2.2.5 Cabling and CIB (Cabling Interface Box)

Interconnections and cabling on the engine is utilizing a so called
cabling interface box, CIB, which is acting as an interface between the
control modules and their peripheral devices.
The CIB is a robust construction mounted on top of the control
modules, it’s equipped with cable glands for the out-going cables and
with multi-pin connectors for mating to the control module. Internally
there is a printed circuit board containing spring loaded terminal
strips, test connections, terminal resistors etc.
Screened, special cables for the demanding engine environment are
used for all equipment. Control modules are interconnected with a
special multi-bus cable, including power supply (24V), engine speed,
engine phase, safety wire loop and CAN-bus, all doubled for redun-
dancy reasons.
The CIB provides an improvement in the EMC performance of the
engine control systems. Every cable screen is connected to ground by
means of 360° EMC cable glands and CIB is properly grounded to the
engine block.
In addition to a good EMC performance, the CIB also provides a service
friendly cabling system. It is easy to make measurements on different
signals and easy to exchange the electronic modules in case of failure.
As the WECS 8000 system contains electronic components to a high
degree, certain electrical precautions are always necessary at system
installation-, service- and engine overhaul operations. Detailed infor-
mation about ESD (Electro Static Discharge) handling routines and
welding precautions is described in installation specific documents.
The entire cabling of the DF engine, including references to each
sensor (refer to engine wiring diagram, for sensor code explanations
and sensor data) is schematically described in Fig 23-11.
CCM-10 CIB enclosure used for interconnections and cabling
Fig 23-10 502366
23 - 8 W50DF
50-200623-09 WECS 8000 for 50DF 23
WECS 8000 system overview
IS-BARRIER
"Customer supply"
HABIA 12X0.75 3W1 CV901

*) Option, used if HFO MULTICABLE 1W5
TE112 110VDC 2x2x2.5 2W1
*) PT112 TE511
*) TE112 MCM-700:2
TE517
CCM10-A2 110VDC 2x2x2.5 2W2 CCM10-A1 DRIVING END
CIB MULTICABLE 1W3 CIB MULTICABLE 1W2 CIB MULTICABLE 1W1
PDS129
PT271
CV947
PT401 PT601
TE401 6 6 6 6 6 6 TE601 CMOD
TE432 TCE601-2
TE5021A
TE5051A
TE5011A
TE5031A
TE5041A
TE5061A
CV113A
CV911A
CV143A
CV123A
CV921A
CV941A
SE624A
CV153A
CV951A
SE654A
SE614A
SE644A
TE711A
TE712A
TE721A
TE722A
TE741A
TE742A
TE751A
TE752A
CV133A
CV931A
SE634A
CV163A
CV961A
SE664A
TE731A
TE732A
TE761A
TE762A
110VDC 2x2x2.5 2W1

PT471 ST196P
TE471 ST196S MCM700:1
CIB
CV519 ST197P
GT519 ST197S
SE518 PT301
CYL.A6 CYL.A5 CYL.A4 CYL.A3 CYL.A2 CYL.A1
TE600 PT311
TE701
TE700
TE704
TE703
TE702
TE705
TE707
TE706
GT165
P700.2
GS172
GS177
FREE END E700 PT700
CV161
CV153-1
CV153-2
CV321
CV331 PMOD
TE272 GS792
PT125 ST174
PT201 LS103A
PT201-2
PT312 TE402-2 LS108A
QS700
P700.1/24VDC
PT901
QS701 2x2x2.5 4W1
PT101 NS700 A2 A2W1 12x0.75 12x0.75 6W1
TE101 QU700 EGW A2W2 12x0.75
ST191
CV124 CAN 1 120Ω+2x0.5

P700.2
CAN 2 120Ω+2x0.5
PTZ201
12
TE201 E191
TE402 P700.2 P700.1 POWER SUPPLY
Sensors to A1 CABINET
TSZ402
12 pcs. (3x0.75)
Fig 23-11 502361
23.3 System architecture and instrumentation
23.3.1 General
WECS 8000 system consists on DF engines of two main types of

electronic control modules:
· Main Control Module (MCM-700)
· Cylinder Control Module (CCM 10)
WECS 8000 is a distributed system, where all the electronic modules

communicate over the CAN-bus with each other. The system collects
signals from various sensors at different locations on the engine, con-
nected to locally mounted modules. The signals received are processed
and compared with the control parameters given for all the active engine
processes (such as speed or load control, air/fuel-ratio control etc.).
W50DF 23 - 9
23 WECS 8000 for 50DF 50-200623-09
· These engine-strategic controls are processed in one of the two

main control modules, which is the master of the system. This
main control module also automatically controls the start- and
stop sequences of the engine, as well as monitors the engine safety.
If any input signal indicates an abnormal value, the master will
first give an alarm. It will then give a load reduction request or
execute a gas trip, pilot trip or a shutdown if the signal continues
to deteriorate.
· The second main control module is exclusively used for col-
lecting of sensor signals and for controll of the wastegate.
· Several cylinder control modules are used, each module han-
dles 3 cylinders. All the modules are mounted along the engine
side close to the engine sensors or the control units they are
reading or controlling. The data transferred over CAN between
the modules, has a number of different rate groups for optimised
and secured data transfer. The rate groups vary between 10 and
1000 ms. Also some immediate event based messages (such as
cylinder knock values) are communicated. The system architec-
ture and data transfer is presented in Fig 23-12
WECS 8000 system communication & signals
Fig 23-12 502367
23 - 10 W50DF
50-200623-09 WECS 8000 for 50DF 23
All the necessary processes are based on data, which is communicated

over CAN between the modules. All parameters handled by WECS are
also transferred to the external operator interface over a communica-
tion bus; Modbus TCP/IP, and presented there as readings and graphs.
A number of hard wired signals, such as start, stop and emergency stop
are always provided, to secure safe operation even if the external bus
would during engine operation become inoperative. If hardwired com-
mands and bus commands (where both available) are in contradiction,
commands requesting for an activation of an action, will overrule the
other.
Apart from the electronic control modules, there is number of other
parts belonging to the WECS 8000 system. Below a description of these
other system parts.
23.3.2 Local control panel (A2)
The local control panel on the engine is equipped with push buttons,
switches, the LDU display and several mechanical back-up instru-
ments, see Fig 23-13.
External view of Local control panel
Fig 23-13 502368
W50DF 23 - 11
23 WECS 8000 for 50DF 50-200623-09
23.3.2.1 Push buttons and switches

The following push buttons are located on the A2 panel:
· Start: The local start button. A start will be initialised by pressing
this button, providing that the Local/Remote switch is in local
position, and no start blocking is active.
· Stop: The local stop button. A stop of the engine is initialised by
pressing this button. As stop mode has higher priority than start
mode, simultaneous activation of start and stop (remotely or
locally) will result in a stop.
· Reset: A shutdown, emergency stop, gas trip or pilot trip is locally
reset by pressing this button, providing that the cause has disap-
peared and a latch time has elapsed.
· Emergency stop: The local emergency stop button. An emer-
gency stop of the engine will be initiated by pressing this button.
An emergency stop is instant, and the action will override the
control of the main control module. The emergency stop is a
latching function in WECS 8000, but also the button itself is
latching, and must be pulled out before a re-start is possible. An
emergency stop overrules all other engine modes, i.e. any other
command and the Local/Remote switch position is invalid, if this
button is pressed.
· Local/Remote: The position of this switch defines if the engine
can be locally controlled, by the buttons on the same panel, or
remotely controlled.
· Increase/Decrease: The speed reference of the engine is affected
by the speed increase/speed decrease switch, providing that the
engine is running in speed control mode (not kW mode), and that
the Local/Remote switch is in local position.
23 - 12 W50DF
50-200623-09 WECS 8000 for 50DF 23
23.3.2.2 Local Display Unit (LDU)

The LDU display replaces the traditional pressure gauge panel, ther-
mometers and other engine instruments. The LDU is connected to the
main control module over the CAN bus, over which it receives all data
to be displayed. The 111mm x 84 mm graphic display has a number of
different pages (menus), and integrated key buttons for activation of
these pages.
Front view of the LDU
Fig 23-14 502369
The LDU’s buttons and pages are briefly described below.
Button 1, Main page. On the Main Page, the LDU will display the
most important engine parameters:
· Engine speed
· Engine load
· Lube oil pressure
· HT water temperature
· Engine mode
· Operation mode
· Speed/Load mode
· Fuel mode
W50DF 23 - 13
23 WECS 8000 for 50DF 50-200623-09
Button 1 - Main Page
Fig 23-15 502370
The other buttons seen in Fig 23-14 are used for the following purpose:
Button 2, Alarm log. The Alarm log page shows the latest events of
the engine, e.g. engine being started, alarms, shutdowns, etc. In case
of alarm and shutdown, the sensor code and time is also shown on the
display.
Button 2 - Alarm log
Fig 23-16 502371
23 - 14 W50DF
50-200623-09 WECS 8000 for 50DF 23
Button 3, Help page. On the Help page the User level and eHMI
settings can be changed.
Button 3 - Help page
Fig 23-17 502372
Button 4 - Back command.

Button 5 - Navigation buttons.
Button 6 - Enter command.
On the top of the graphical display, there are two fields showing:
A - Alarm row.
B - Page name.
W50DF 23 - 15
23 WECS 8000 for 50DF 50-200623-09
There are also a number of pre-defined engine system pages, which can
be entered with buttons F1¼.F6. These pages are:
Button F1 - Engine temperatures
Fig 23-18 502373
Button F2 - Lube oil system
Fig 23-19 502374
23 - 16 W50DF
50-200623-09 WECS 8000 for 50DF 23
Button F3 - Fuel system
Fig 23-20 502375
Button F4 - Cooling system
Fig 23-21 502376
W50DF 23 - 17
23 WECS 8000 for 50DF 50-200623-09
Button F5 - Charge air system
Fig 23-22 502377
Button F6 (>>>) then F1 - Miscellaneous measurements
Fig 23-23 502378
23 - 18 W50DF
50-200623-09 WECS 8000 for 50DF 23
Button F6 (>>>) then F2 - Knock measurements
Fig 23-24 502379
23.3.2.3 Back-up instruments

Individual back-up instruments are provided on the local control panel
of the engine, for indication of the following engine parameters:
· Engine speed.
· HT cooling water temperature.
· Lubrication oil pressure.
23.3.3 Relay module (RM-11)
Unlike other parts of WECS, the RM-11 relay module electronics is

based on analogue circuit technology (no microprocessor). The relay
module, which is located in main cabinet A1, handles a number of
backup safety related functions on the engine. It also constitutes the
hardwired interface between the main control module and the start-
slowturning- & stop solenoids of the engines, and partly also to the
external systems.
Critical parameters such as engine speed, lubricating oil pressure
and HT water temperature are monitored in this module, and in case
of abnormal levels, a shutdown is initiated and controlled from this
module, independently of the main control module. The relay module
is located in the main cabinet of the engine and LED’s indicate the
status of each input/output of it. Also all supply voltages have their own
LED.
W50DF 23 - 19
23 WECS 8000 for 50DF 50-200623-09
The relay module consists of the following functional blocks:

· Speed measuring block (backup)
· Lubricating oil shutdown block (backup)
· HT water temperature shutdown block (backup)
· MCM stop/shutdown block
· Hardwired stop block
· Overspeed shutdown block (backup)
· Emergency stop block
· Stop/shutdown override block
· Shutdown reset block
· Stop block
· Hard wired start block
· MCM start block
· Slowturning block
· Failure block
· Power supply block
Relay module
LUBE OIL SHUTDOWN

STOPRELAY
LUBE OIL SHUTDOWN
LOCAL START BLOCKING
BLOCKING
BACKUP U1 U2 U3 U4 U5
LOCAL START
OPTIONAL SHUTDOWN
WECSSTART
MCU STOP / SHUTDOWN
FUEL LIMITER + 12 VDC
LOCAL STOP
SLOW TURNING
OVERSPEED SHUTDOWN
FAILURE ALARM
EMERGENCY STOP
OVERSPEED
SPEED SWITCH 1
WECSWATCHDOG BY-PASS
SPEED SWITCH 2
STOP/SHUTDOWN OVERRIDE
SPEED PULSE
SHUTDOWN RESET
LUBE OIL SHUTDOWN SWITCH FAILURE
OPTIONAL SHUTDOWN SWITCH FAILURE

RELAY
ENERGIZED STOPSOLENOID FAILURE MODULE
EMERGENCY STOPFAILURE
RM-11
SHORT CIRCUIT
Fig 23-25 5023100332
23 - 20 W50DF
50-200623-09 WECS 8000 for 50DF 23
23.3.4 Power distribution & filtration
The power module (PMOD) is a separate cabinet on the engine, that

handles the power distribution and filtration within the WECS 8000
system. On the front of the cabinet, there are separate switches for
disconnection of the 24 VDC system and the 110 VDC system. Both the
main and the backup voltages for both these DC-systems have green
lamps on the front of the PMOD cabinet, for indication of presence of
input voltage
Signals between MCM-700, RM-11, solenoids & external system
Fig 23-26 502380
W50DF 23 - 21
23 WECS 8000 for 50DF 50-200623-09
PMOD cabinet
Fig 23-27 502381
The external 24VDC power supply enters the PMOD via two separate
inputs. The two 24 VDC power supplies are via diodes inside PMOD
connected to a EMC-filter. There are separate distribution lines from
the PMOD to each sub-module, all having an individual fuse.
23 - 22 W50DF
50-200623-09 WECS 8000 for 50DF 23
Principal design of the PMOD
Fig 23-28 5023110332
A separate voltage of 110 VDC is in WECS 8000 used as drive voltage

for the high energy solenoids (both gas admission valves and pilot fuel
inj. valves). The external 110VDC power supply enters the PMOD via
two separate inputs. The two 110 VDC power supplies are via diodes
inside the PMOD connected together into one single supply. This
supply is then via a bi-directional EMC filter and a fuse connected to
the Cylinder controllers. The engine’s safety wire loop will in a failure
situation or if an emergency stop is initiated, disconnect the 110 VDC
power supply inside the PMOD in order to shut down the engine in a
very secured way. In some failure situations (see sep. chapter) a pilot
trip is performed, but also then the 110 VDC disconnection will occur.
W50DF 23 - 23
23 WECS 8000 for 50DF 50-200623-09
23.3.5 Other parts of WECS 8000
· A CAN repeater. This signal repeater extends and isolates

galvanically the CAN-bus outside the engine. This external inter-
face is to be connected to an external configuration, calibration &
diagnostic tool (PC program), used by authorised personnel. The
transfer rate is 500 kbit/s.
· A media converter. This converter is used to convert the exter-
nal communication bus signal (Modbus TCP/IP) from an electrical
signal (from LDU) to a signal transferred optically through an
optical fibre (to plant automation system). The transfer rate
adapts itself according to the device used externally to the engine,
and will be either 10 Mb/s or 100 Mb/s.
· A current converter for the diesel actuator. This signal con-
verter module converts the proportional 4-20 mA signal from the
main control module to a 0-200 mA signal used by the diesel
actuator.
23.4 Installation controls
23.4.1 Electric pre-lubricating pump
The pre-lubricating pump start and stop is controlled by the unit

control panel.
The unit control panel shall perform following functions:
· Continous lubricating when the engine is not running.
· Pre-lubricating before the start of the engine.
23.4.2 Preheating of cooling water
Preheating of the cooling water is preferably controlled automatically.

In an installation with several engines and a common pre-heater the
circulating pump should start when one engine stops and stop when
all engines are running. The function should be checked for each
installation depending on the design of the cooling water system.
Automatic start and stop of the circulating pump, is to be controlled by
the unit control panel.
23.4.3 Fuel feed pump
The function of the fuel feed pump should be checked for each instal-
lation depending on the design of the fuel oil system. Automatic start
and stop of the feed pump, is to be controlled by the unit control panel.
23 - 24 W50DF
50-200623-09 WECS 8000 for 50DF 23
23.5 Speed measurement
23.5.1 Engine speed measurement
The engine speed is measured, based on the signal from two speed
sensors. Both speed sensors are connected directly to the main control
module (MCM-700), where the speed calculation is carried out in.
The information is used as feedback for the internal speed controller,
but also for overspeed protection, and additionally in some engine
speed dependent control maps. In case both speed signals interrupt in
the main control module, it will use the speed indication sent out over
CAN from the cylinder control modules.
For the gas admission- and pilot injection timing processing, the
cylinder control modules (CCM-10) need accurate information about
the engine speed and engine angular position. Therefore the engine
speed- and phase signals are connected to each cylinder control module,
for this calculation. These signals are hard-wired to each module, i.e.
not transferred as data over CAN.
For redundancy reasons two speed sensors and two phase sensors are
connected to each cylinder control module. The hardwired speed/phase
signal distribution is described in Fig 23-29.
Engine speed- & phase signal distribution
Engine
Prime speed & TDC

Backup speed & TDC
CCM 10 CCM 10 M CM 700
Prime phase
Backup phase
Fig 23-29 5023130332
W50DF 23 - 25
23 WECS 8000 for 50DF 50-200623-09
The engine speed is measured by means of pulses, coming from two

magnetic sensors, which are mounted at the flywheel. The speed
sensors are providing 24VDC square-wave pulses (amplified push-pull
type output), derived from dedicated speed-sensing holes in the fly-
wheel. The pulse frequency generated by these sensors is hence pro-
portional to the engine speed
Speed sensor
Fig 23-30 502382
Phase sensor
Fig 23-31 5023150332
23 - 26 W50DF
50-200623-09 WECS 8000 for 50DF 23
As WECS 8000 must detect the accurate engine angular position, one
missing hole is arranged in both speed sensing hole-peripheries on the
flywheel, i.e. the pulse train will contain one missing pulse for each
engine revolution.
The angular locations of the missing holes are such, that the end-edge
(= positive electrical flank) of the hole coming after the missing hole, is
accurately at TDC (Top Dead Centre) of cylinder (A)1.
The speed sensors use separate holes, but the holes are “in parallel”,
thus the phase difference between the two signals is negligible. The
number of holes is 120 minus the missing one, i.e. 120 - 1.
120 - 1 bored speed-sensing holes in the flywheel
Prime
Backup
Fig 23-32 5023160332
The sensing gap for these engine speed sensors has to be 2,5 mm +/-0,2
mm. The speed signal pulse train from the two speed sensors will have
the shape as in Fig 23-33. This signal is connected to all cylinder control
modules, as well as to the main control module.
The main control module however, has no use of the TDC information,
only the speed level.
W50DF 23 - 27
23 WECS 8000 for 50DF 50-200623-09
Missing hole location, and speed signal pulse train
Cylinder (A)1 TDC

Direction of rotation
Drillings
Missing drilling
Sensor tip (M12)

Hi
Signals
Low
Cylinder (A)1 TDC

at first positive flank after
missing hole
Fig 23-33 5023170332
As the engines controlled by WECS 8000 are 4-stroke engines, the

crankshaft and thereby flywheel will make two revolutions for one
complete engine cycle. To detect which TDC marker signal (missing
pulse) belongs to the working phase of cylinder A(1), also engine phase
detection is needed. Two phase sensors are provided of redundancy
reasons. These sensors are mounted at the driving end of the camshaft
of the engine. These sensors are PNP-type proximity switches.
23 - 28 W50DF
50-200623-09 WECS 8000 for 50DF 23
The phase sensors are detecting the "phase" of the engine by means
of detecting the position of a "half-moon" disc, attached to the driving
end of the camshaft. This disc is mounted in such a way, that a positive
edge (signal going high) will occur 180° BTDC of cyl. (A)1, and will
remain high until 180° ATDC for the same cylinder, see picture below.
Based on whether the phase signal is high (24VDC) or low (0VDC)
when the missing pulse comes, WECS can exclude the false missing
pulse. Only the missing transition coming while the phase signal is
high, is in WECS defined as true.
Location of phase sensors
Fig 23-34 5023180332
The sensing gap for these engine phase sensors has to be 1,5 mm +/-0,2 mm.
All four sensors are individually monitored in the cylinder control
modules, and an alarm will be initiated if any of these sensors would
fail. Each cylinder control module sends the calculated speed over CAN
to the main control module, and if the prime speed signal fails in that
module, it will initiate an alarm, and use the information over CAN as
back-up signal for the speed controller and other calculations.
In case of an engine overspeed, the main control module will instantly
initiate an emergency stop. Also an independent second overspeed
protection is provided on DF engines, as part of the RM-11 module’s
functionality. A separate back-up engine speed sensor is connected to
this independent safety module, which is located in the WECS cabinet
of the engine. The RM-11 initiates independently of WECS an emer-
gency stop of the engine, in case engine overspeed is detected.
W50DF 23 - 29
23 WECS 8000 for 50DF 50-200623-09
23.5.2 Turbocharger speed measurement
The turbocharger speed is measured by magnetic speed pick-ups. One

sensor on each turbocharger produces a pulse train with two pulses for
each turbocharger revolution. The sensing gap has to be between
0,2¼2,0 mm depending on turbocharger type. The sensors are con-
nected to the main control module, where the speed calculation is
performed.
Turbocharger speed pickup
Aligment Mark on
Connector Barrel
red -1
+V
4 1
METAL
yellow -4
3 2
black -2
OV
uncoloured -3
View on End
of Connector
Fig 23-35 5023190332
23.6 In/out signals

Following below, a short description of all the inputs and outputs of the
WECS 8000 system. For signal type definitions and other details, see
installation specific wiring diagram.
23.6.1 Binary inputs
· OS7302 Remote start: If no start blocking is active, the activa-

tion of this input initiates a start of the engine, in the predeter-
mined fuel mode. If the engine is not in stand-by (remote stand-by
request input not active) the starting process will include slow-
turning of the engine. In gas operating mode, the starting includes
interactive actions with the system controlling the gas valve unit,
for relevant sequencing of the engine external gas valves (safety-
& vent valves). The input is disabled when the local/remote switch
on the engine is in local position.
23 - 30 W50DF
50-200623-09 WECS 8000 for 50DF 23
· OS 7317 Remote stand-by request: When the engine is in stop

mode (shut down), the activation of this input will initiate peri-
odical slowturning of the engine (each half hour). This will ensure
a fast and secured start without slowturning, when an engine
start is performed. If this input is toggled low/high, a slowturning
will immediately be performed, providing that the engine is ready
for start.
· OS7318 Blackout start mode: When this input is active, and
an engine start is initiated, certain start blockings (low lube oil
pressure and low HT water temperature) will be overridden, and
the engine will start in backup operating mode. This ensures a
fast and secured start in critical situations like a blackout. If the
start failure indication alarm is active, the start block (in case of
failed slowturning) will be overridden if blackout start mode is
selected true.
· OS7312 External start blocking 1: Engine start is prevented,
if this input is activated.
· OS7300G Gas mode request: The engine will start (when a start
command is given) and run in gas operating mode, providing that
gas mode operation premises are met (no gas- or pilot trip active).
Changing the request to another fuel mode during engine opera-
tion, will initiate a fuel transfer to diesel- or backup mode. The
activation of this operating mode is overruled, if any other oper-
ating mode is simultaneously requested.
· OS7300DI Diesel mode request: The engine will start (when a
start command is given) and run in diesel operating mode, pro-
viding that diesel operating mode premises are met (no pilot trip
active). Changing the request to another fuel mode during engine
operation, will initiate a transfer to gas mode (if gas operation
premises are met), or to backup mode. The activation of this
operating mode is overruled, if backup operating mode is simul-
taneously requested.
· OS7300B Backup mode request: The engine will start (when
a start command is given) and run in backup operating mode.
Changing the request to another fuel mode during engine opera-
tion, will not automatically initiate a transfer to another fuel
operating mode. The engine must be re-started in gas- or diesel
operating mode, thus undergo a pilot system check during the
start sequence, before operation in these fuel modes is secured.
· IS940 Gas leak test complete: Signal sent from the external
unit control panel during an engine start in gas operating mode,
or a transfer to gas, after a successful gas valve unit leak test. This
signal indicates that the engine can initiate gas admission, i.e.
operate on gas.
W50DF 23 - 31
23 WECS 8000 for 50DF 50-200623-09
· OS7306 Stop/shutdown override: Overrides all stops and auto-

matically initiated shutdowns. Emergency stops (local/remote
emergency stop buttons), overspeed trips and external shutdowns
are however not overridden. When the stop/shutdown override
input is activated, the engine will automatically trip to backup
operating mode.
· OS7304 Remote stop: An activation of this input initiates an
immediate stop of the engine. When the engine has reached zero
speed (+ a short delay), the system will automatically enter stop
mode and "Engine ready for start" output is set high. The engine
can then be re-started without performing a reset. The input is
disabled when the local/remote switch on the engine is in local
position. As stop mode has higher priority than start mode,
simultaneous activation of start and stop (remotely or locally) will
result in a stop.
· OS7309 External shutdown 1: Initiates an immediate shut-
down of the engine. This shutdown is a latching function.
· OS7305 Emergency stop: Initiates an instant shutdown of the
engine. Will also trip the engine safety wire loop, thus disconnect
the valve drive voltage (to gas & pilot fuel valves), to secure a
shutdown in case of hardware failure in the valve drive circuitry.
An emergency stop cannot be blocked by the activation of the
stop/shutdown override input. As emergency stop mode has the
highest priority, activation of any other simultaneous command
will be overruled, if emergency stop is activated.
· OS7308 Trip/shutdown reset: An activation of this input will
reset the latch of a shutdown or emergency stop, or the latch after
tripping to diesel- or backup operating mode. If the reason for the
shutdown or trip isn’t first cleared, the function will latch and
cannot be reset. The root cause for the engine shutdown/trip must
always be investigated, and action taken to correct the problem
before a restart or a transfer back to the requested fuel mode is
performed.
· OS163 Speed/load increase: An activation of this input will
ramp up the speed reference of the internal speed controller.
During parallel running in droop mode, the activation of this input
will lead to an increase of the engine load. Input also used during
synchronisation of the engine. The remote signal is disabled when
the local/remote switch on the engine is in local position, and the
input will follow the increase command from the local control
panel.
· OS164 Speed/load decrease: An activation of this input will
ramp down the speed reference of the internal speed controller.
During parallel running in droop mode, the activation of this input
will lead to a decrease of the engine load. Input also used during
23 - 32 W50DF
50-200623-09 WECS 8000 for 50DF 23
synchronisation of the engine. The remote signal is disabled when

the local/remote switch on the engine is in local position, and the
input will follow the decrease command from the local control
panel. If remote increase and decrease commands are activated
simultaneously, the decrease command overrules an increase
command.
· GS101 MDF selected: Sets the engine safety in either HFO
(Heavy Fuel Oil) or MDF (Marine Diesel Fuel) operation mode.
Starting in gas mode is blocked if HFO is selected. Fuel oil
temperature alarm levels are different in MDF and HFO mode.
· OS798 Generator breaker status: A signal which indicates
that the generator breaker is closed. Will change the dynamics of
the internal speed controller. Some control modes will also change
when the generator breaker closes (see section 23.9 Engine control
processes during operation, for details).
23.6.2 Binary outputs
· IS872 Engine ready for start: Output is active when the engine
is in stop mode (engine standstill and reset) and no start blocking
is active.
· XS7318 Slowturning pre-warning: Used to start auxiliaries,
such as generator bearing lubricating oil pump etc. Indicates 20
seconds before a periodic slowturning (engine in stand-by), that
this automatically initiated procedure is about to occur. The
output stays high also during the slowturning procedure. Not
active before normal start since the automation system then has
started necessary auxiliaries.
· IS875 Start failure indication: Indicates that an engine start
has failed.
· IB724 Remote control indication: Indicates that the re-
mote/local switch is in remote position, and engine operation is
controlled remotely.
· IS181 Speed switch 1: Output activated at a pre-defined "engine
running" speed level. See installation specific document for de-
tails.
· IS182 Speed switch 2: Output activated at a pre-defined "engine
overspeed" speed level. See installation specific document for
details.
· IS183 Speed switch 3: Output activated at a pre-defined third
speed level. See installation specific document for details.
· IS184 Speed switch 4: Output activated at a pre-defined fourth
speed level. See installation specific document for details.
· IS7323 Shutdown pre-warning: Output activated a pre-de-
fined time before the engine will automatically shut down, to
ensure possible manual activation of the system’s Stop/shutdown
override input, in critical situations. The shutdowns related to
here, are engine internal automatic shutdowns with built-in de-
lays, not emergency stop signals or command signals.
W50DF 23 - 33
23 WECS 8000 for 50DF 50-200623-09
· IB7324 Shutdown status: Indication that a shutdown or emer-

gency stop is active, and that the engine has shut down.
· IS7602 Stop/shutdown status: As above, but also activated at
normal stop. Output used to control the opening of the generator
breaker and other devices needing a status indication from the
engine.
· IS877 Engine run/stop: Output is active when engine is in start-
and run mode.
· NS719 Relay module failure: Indicates that there is a power-,
connection- or other hardware failure in the relay module. See
RM-11 description for details.
· NS801 PMOD alarm: Indicates that there is a power supply
abnormality detected in the PMOD module. See PMOD descrip-
tion for details.
· NS881 Engine control system, minor alarm: Indicates that
there is a minor failure in the WECS 8000 system, not activating
a shutdown of the engine. This can be due to a missing signal,
abnormal supply voltage level or similar. Each time a new WECS
minor failure activates, this output toggles low/high for a pre-set
time.
· NS886 Engine control system, major failure: Indicates that
there is a major failure in the WECS 8000 system, which acti-
vates a shutdown of the engine. This can be due to a module
failure, an internal CAN-communication failure, a power failure
or similar. Each time a new WECS major failure activates, this
output toggles low/high for a pre-set time.
· NS885 Common engine alarm: Indicates that an alarm (any
alarm or shutdown initiated by an engine sensor) is active. Each
time a new engine alarm activates, this output toggles low/high
for a pre-set time.
· IS166 Engine overload alarm: An alarm indicating that the
engine is running with overload. This alarm activates also if a load
reduction request is active, and the load is over the preset level.
· IS7315 Load reduction request: A signal sent to the power
management system via the unit control panel, which requests
reduction of the engine load. The signal stays active as long as
there is an abnormal engine condition, which sets limits to the
max. output of the engine. The load should be reduced according
to levels defined by the analogue output Max available power.
· OS940 Ready to transfer: Command to the unit control panel
to perform a gas leak test of the GVU (gas valve unit). This will
occur prior to transfer to gas operating mode.
· OS9310 Open gas supply: Command to the unit control panel
to open the GVU (gas valve unit) safety valve(s), shortly before
the engine begins to operate on gas (at start or transfer).
· CV947 MCC degasing valve control (optional): Command to
the unit control panel to open the GVU degasing valve, at a
stop/shutdown of the engine or a trip to diesel/backup operating
23 - 34 W50DF
50-200623-09 WECS 8000 for 50DF 23
mode. The output is also active at an instant major load rejection,

to minimise the gas pressure transient. A degasing valve can also
be mounted on the engine.
· IS7300G Engine in gas mode: Indicates that the engine is in
gas operating mode. This output indicates the actual mode, and
can differ from the requested fuel mode, in case of the occurrence
of a gas trip or pilot trip.
· IS7300DI Engine in diesel mode: Indicates that the engine is
in diesel operating mode (diesel operation with pilot injection
active). This output indicates the actual mode, and can differ from
the requested fuel mode, in case of the occurrence of a pilot trip.
· IS7300B Engine in backup mode: Indicates that the engine is
in backup operating mode (diesel operation without pilot injection
active). This output indicates the actual mode, and can differ from
the requested fuel mode, in case a fuel transfer is not finalised.
23.6.3 Analogue inputs
· UT793 Generator load: The measured engine load. Feedback

signal used by the internal speed/load controller, when in kW-
mode. The engine load signal is also used for load-dependent
mapping of the speed controller dynamics, and a number of other
maps & algorithms (see other sections).
· OT190 Analogue speed reference: Analogue reference of the
engine speed, used by the internal speed controller. This is op-
tional feature, only used in special applications.
23.6.4 Analogue outputs
· SI196 Engine speed: Signal proportional to the engine speed.

· SI518 TC A speed: Signal proportional to the A-bank turbo-
charger speed.
· SI528 TC B speed: Signal proportional to the B-bank turbo-
charger speed.
· IT797 Max available power: Signal defining the engine’s max
available power output. The signal is a percentage value of the
rated power of the engine, and used in abnormal engine condi-
tions, when the available power is limited. The binary Load
reduction request output is active under such conditions, and the
power management system must reduce the engine output accord-
ingly.
· CV901 Main gas press control: Signal represents the set value
of the gas pressure, and the level is dependent of the engine load.
Connected to the pressure control device of the engine-external
gas valve unit (GVU).
W50DF 23 - 35
23 WECS 8000 for 50DF 50-200623-09
23.7 Safety system
23.7.1 23.7.1 General
In WECS 8000 the data acquisition is distributed. All sensors are

connected to the distributed CCM-10 modules (number of modules
according to engine’s cylinder number) and the two MCM-700 modules.
One MCM-700 is exclusively used for processing of sensor signals. In
the modules, the sensor signals are filtered, linearized and scaled.
Signal error checking is also handled, i.e. sensor- or wiring failures will
always be detected, and alarms issued. All measurements are proc-
essed into engineering units, and the information is sent out over the
CAN-bus. All measurements are also available over Modbus TCP/IP.
In case of engine abnormalities, this is detected by the sensors, and
WECS will automatically take appropriate action, in order to ensure
safe operation.
Therefore, there is a safety process in WECS 8000, where all abnor-
malities are treated in the relevant way. Within the safety process, the
following safety categories exist:
· Alarm
· Start blocking
· Stop (manually initiated)
· Shutdown
· Emergency stop
· Load reduction request
· Gas trip
· Pilot trip
Regarding the action in case of Shutdown, Emergency stop, Gas trip
and Pilot trip, please refer to the Engine modes section 23.8. Alarm-,
trip- & shutdown levels are described in installation specific documen-
tation.
23.7.2 Alarm
· High fuel oil temperature, engine inlet

· Low fuel oil pressure, engine inlet
· Fuel oil leakage, injection pipe
· Fuel oil leakage, dirty fuel
· Low pilot fuel pressure at engine inlet (only if HFO operation)
· High pilot fuel temperature at engine inlet (only if HFO operation)
· Speed pulse missing in main control module
· Speed pulse missing from one sensor in cylinder control module
· Phase pulse missing from one sensor in cylinder control module
· High pilot fuel filter delta-pressure
· High lube oil temperature, engine inlet
23 - 36 W50DF
50-200623-09 WECS 8000 for 50DF 23
· Low lube oil pressure, engine inlet

· Low lube oil pressure, turbocharger inlet
· High lube oil temperature, turbocharger outlet (A-bank on
W50DF V-engine)
· High lube oil temperature, turbocharger outlet B-bank (if W50DF
V-engine)
· Low starting air pressure
· Low control air pressure
· Low instrument air pressure
· Low HT water temp, jacket inlet
· High HT water temp, jacket outlet (A-bank on W50DF V-engine)
· High HT water temp, jacket outlet, B-bank (if W50DF V-engine)
· Low HT water press, jacket inlet
· Low LT water press, CAC inlet
· High exh. gas temp. after cylinder
· High exh. gas temp. deviation from average
· High exh. gas temp. before turbocharger
· High exh. gas temp. after turbocharger
· High turbocharger speed
· High waste-gate valve position deviation
· High ambient temperature
· High charge air temp, engine inlet
· High charge air pressure, engine inlet (diesel- & backup operating
mode)
· Charge air shut-off valve position open when controlled closed
· Light cylinder knock
· High main bearing temperature
· High cylinder liner temperature
· High crankcase pressure
· High oil mist concentration
· Engine overload
· High internal temperature, MCM-700
· High internal temperature, CCM-10
· High gas pressure deviation from reference
· Engine load over max. transfer level (active only during transfer)
· CAN communication failure
· High valve drive voltage
· High electronics supply voltage
W50DF 23 - 37
23 WECS 8000 for 50DF 50-200623-09
23.7.3 Start blocking
· Engine running
· Mech. overspeed device tripped
· Stop lever in stop position
· Low pre-lubrication oil pressure, engine inlet *)
· Low HT water temp, jacket inlet *)
· Charge air shut-off valve position closed when controlled open
· Turning gear engaged
· Start block in gas mode on engines with HFO operation: High fuel
oil temperature (if input “GS101 MDF selected” is not activated,
or if fuel oil temperature is high)
· Low valve drive voltage (gas- & diesel operating mode)
· External start blocking 1, 2 & 3
*) Overridden if Blackout start mode input activated
23.7.4 Stop
· Local stop
· Remote stop
23.7.5 Shutdown
· Rated speed not reached

· Mech. overspeed device tripped
· Stop lever in stop position
· Low lube oil pressure
· Low control air pressure (power plant applications)
· High HT water temp, jacket outlet
· High main bearing temperature
· High cylinder liner temperature
· High exhaust gas temp. after cylinder
· High crankcase pressure
· High oil mist concentration (load reduction, when required by
marine class. society)
· External shutdown 1, 2 & 3
23 - 38 W50DF
50-200623-09 WECS 8000 for 50DF 23
23.7.6 Emergency stop
· Engine overspeed (WECS internal)

· Engine overspeed (RM-11)
· Engine low speed in run mode
· Emergency stop button activated
· De-gassing failure
23.7.7 Load reduction request
· High lube oil temperature

· High HT water temp, jacket outlet
· Low HT water press, jacket inlet
· High exh. gas temperature after cylinder
· High exh. gas temp. before turbocharger
· High exh. gas temp. after turbocharger
· High charge air temp., CAC outlet
23.7.8 Gas trip
· Low fuel oil pressure

· Low instrument air pressure
· High exhaust gas temp. deviation from average
· Exhaust gas temp. sensor failure
· High charge air temp., CAC outlet
· Charge air pressure sensor failure
· Heavy cylinder knock
· Engine load signal failure
· Engine overload
· High load oscillation
· Generator breaker opening
· Grid breaker opening
· Gas pressure sensor failure
· High gas pressure deviation from reference
· Too long gas pressure build-up time at engine start
· High diff. pressure between gas pressure and charge air pressure
· Too long engine operation on low load
· Injection duration at max. too long
W50DF 23 - 39
23 WECS 8000 for 50DF 50-200623-09
23.7.9 Pilot trip
· Speed pulse failure in cylinder control module

· Phase pulse failure in cylinder control module
· Pilot fuel pressure sensor failed
· High pilot fuel pressure
· Low pilot fuel pressure
· High pilot fuel pressure oscillation
· High pilot fuel pressure deviation from reference
· Low exhaust gas temp. (any cylinder) during pilot system check
at engine start
· CAN communication failure in cylinder control module
· Low valve drive voltage
· Low electronics supply voltage
· Engine safety wire loop tripped
23 - 40 W50DF
50-200623-09 WECS 8000 for 50DF 23
23.8 Engine modes
23.8.1 General
The WECS 8000 engine management system controls and monitors

the engine parameters and initiates all required actions in different
situations. These actions can vary from giving an alarm to the operator,
to shutting down the engine. Depending on the status of the engine,
there are a number of parameters controlled. E.g. when the engine is
stopped, it is not valid to create alarms for cooling water pressure.
Therefore alarms need to be suppressed under certain conditions.
WECS 8000 has because of this and other reasons a number of modes.
Different modes have different priority, and the mode changes can
occur only according to pre-defined rules.
Engine modes
Power up
Software
initialisation
Stop
Mode
Shutdown Emergency Start

Mode Stop Mode Mode
Run
Mode
Fig 23-36 5023200332
The engine modes are (listed in priority order from highest to lowest):
· Emergency stop mode. Proceeded after any other mode. The

engine is standstill or under deceleration, and brought to this
mode by activation of an engine related emergency stop (severe
engine- or WECS failure), or by activation through an emergency
stop button.
W50DF 23 - 41
23 WECS 8000 for 50DF 50-200623-09
· Shutdown mode. Proceeded after stop mode, start mode or run

mode. The engine is standstill or under deceleration, and brought
to this mode by activation of an internal shutdown (engine- or
WECS failure), by activation of any of the external shutdown
inputs,or is temporarily entered in the sequence of a stop request.
· Run mode. Proceeded after start mode. The engine is running
(gas-, diesel- or backup operating mode) i.e. the speed is above a
pre-set speed limit and no stop, shutdown or emergency stop is
active.
· Start mode. Proceeded after stop mode. The engine is in the start
sequence (under acceleration). The start is initiated by a remote
start request (activation of remote start input). A possible start
blocking will prohibit the engine start to take place. Some start
blockings (see separate section) will be suppressed if the blackout
start mode input is activated. Different fuel modes have partly
different start blockings.
· Stop mode. Proceeded after shutdown mode or emergency stop
mode. When the WECS 8000 system is powered up, the default
engine mode is stop mode. The engine is always standstill in this
mode. If an automatically initiated shutdown or emergency stop
has occurred, a reset must be performed before the engine enters
stop mode. The engine is not necessary ready for start (a binary
output will indicate this), a start blocking can be active in this
mode. A binary output and the LDU display, will indicate if the
engine is ready for start.
Following, a more detailed description of each mode, including flow-
charts of the sequences used.
23.8.2 Emergency stop mode
In emergency stop mode, the engine will be automatically and instantly

stopped (without sequencing), additionally secured by disconnection of
power supply to some control devices. The emergency stop mode has
the highest priority of all engine modes, and can be activated by an
emergency stop request created in any other engine mode. Engine
overspeed, the activation of an emergency stop button or degassing
failure are the categories for activation of this mode. The engine will
always remain in emergency mode until a reset is made.
Of safety reasons, a safety wire loop is part of the WECS 8000 design
concept. This hard-wired signal loop is connected to each module of
WECS 8000, and is also controlled by engine external signals.
23 - 42 W50DF
50-200623-09 WECS 8000 for 50DF 23
Engine safety wire loop
CCM 10 CCM 10 CCM 10 MCM-700

External emergency stop
A1 CABINET Local
Emergency stop info

emerg .
stop
Safety wire status

+24V
+110V
B+
IB+
IB+
IB+
B+
IB+
B+
B+
Safety
Safety
Safety
Safety
wire
wire
wire
wire
SSR
SSR
SSR
SSR
SSR
Safety wire loop
CIB CIB CIB CIB
Fig 23-37 5023210332
In case of activation of the engine external emergency stop, the local

emergency stop, or in case of a WECS module failure, the safety wire
loop will be opened, and a WECS independent solid state relay will
disconnect the valve drive supply from the Cylinder controllers. Each
WECS module has a dedicated output controlling this loop, and the
Main controller is also reading the status of it.
The CIB (Cabling Interface Box) mounted on each WECS module is
equipped with LED’s, to indicate the status of a number of parameters
in the individual modules.
There are totally 10 LED’s on the CIB:

· CAN 1 (flashes in yellow, when CAN-bus status is OK)
· CAN 2 (flashes in yellow, when 2nd CAN-bus status is OK (if a
2nd CAN-bus is used))
· PWR CTL (green light is on, when 24 VDC supply is connected
to electronics)
· PWR DRW (green light is on, when 110 VDC supply is connected
to valve drive circuitry)
· FAIL (red §light is on, if there is a failure of the module)
· PWR 5V (green light is on, when 5 VDC supply from the module
is present)
· SWL 1 CTL (green light is on, when the safety wire loop output
of the specific module is OK)
W50DF 23 - 43
23 WECS 8000 for 50DF 50-200623-09
· SWL 1 STATUS (green light is on, when the safety wire loop
status is OK)
Following LED’s are only in use if a 2nd safety wire loop is used:
· SWL 2 CTL (green light is on, when the safety wire loop 2 output
of the specific module is OK)
· SWL 2 STATUS (green light is on, when the safety wire loop 2
status is OK)
LED’s on Cabling interface Box

CA
CA
PW
PW
FA
PW
SW
SW
SW
SW
IL
N
L1
L1
L2
L2
1
CT
DW
5V
CT
ST
CT
ST
L
AT
AT
L
L
US
US
Fig 23-38 5023200332
23 - 44 W50DF
50-200623-09 WECS 8000 for 50DF 23
The control sequence in case of an emergency stop request, is built

according to the flow chart in Fig 23-39.
Emergency stop mode sequence
*) Background check
Emergency
routine for activation of
stop mode emergency mode
routine*) continuously active.
*) Background check
emergency stop mode
continuously active.
Disable MFI
control and PFI
control
Set IB7324
Shutdown
indication, IS7602
Stop/shutdown
status OS820
Main controller
shutdown, CV153-
1/2 Diesel stop *) Only in case of
solenoid, CV621 engine overspeed
Charge air shut-off (used only on
valve*) and offshore installations)
CV947 MCC
degasing valve
true. Set IS877
Engine run/stop,
and OS940 Ready
to transfer false
Engine
speed =
0?
Tran-
sition on
OS7308
Reset and
no shut-
down/
em.stop
active?
Enter stop
mode
Fig 23-39 5023220332
W50DF 23 - 45
23 WECS 8000 for 50DF 50-200623-09
23.8.3 Shutdown mode
In shutdown mode, the engine will be automatically stopped, in a sequenced

way. Shutdown mode can only be overridden by emergency stop mode. A
shutdown can be activated due to different reasons. The WECS 8000 safety
(see separate section) will request shutdown mode, based on abnormal engine
conditions detected by a number of engine sensors. The external shutdown
inputs will also request shutdown mode. The engine will always remain in
shutdown mode until a reset is made, except in the situation when shutdown
mode is temporarily entered in the sequence of a (manual) stop request.
The control sequence in case of a shutdown request, is built according to
the flow chart below.
Shutdown sequence
*) Background check
Shutdown
mode routine
shutdown mode
*)
continuously active.
Set IB7324
Shutdown
indication*),IS7602
Stop/shutdown
status OS820 Main
controller shutdown*)
and CV153-1/-2
Diesel stop solenoid
true. Set IS877
Engine run/stop,
and OS940Ready
to transfer false.
Disable MFI control
Engine
speed < Shutdown
PFI max time
enable elapsed?
speed?
Set CV311 control

Enter
air solenoid false.
emergency
Disable PFI
mode
control.Set CV947
MCC degasing
valve true
Engine
speed =
0?
Tran-
sition on
OS7308
reset and
No reset transition
no shut-
necessary, only timed
down/
delay, if HS722 local stop em.stop
or OS7304 Remote stop active?
caused the shutdown.
Y
Enter stop
mode
Fig 23-40 5023230332
23 - 46 W50DF
50-200623-09 WECS 8000 for 50DF 23
23.8.4 Run mode
WECS 8000 switches over from start mode to run mode, when the
engine speed reaches 175 rpm during acceleration, and this mode will
remain active until a (manual) stop is requested, or a shutdown- or
emergency stop request has become active.
In run mode, the engine can operate in three different fuel operating
modes; gas-, diesel- or backup mode. The engine can be started in any
of these modes (defined by the status of the gas- diesel- & backup mode
request inputs), and a transfer to another mode is possible under engine
operation. If the engine has been started to operate in backup operating
mode, it is however not possible to perform a transfer to gas operating
mode, because the pilot injector check was not performed during the
start sequence, or has been disabled during engine operation. A trans-
fer from diesel- to gas mode is only possible, after the reason for the
trip has been cleared and a reset performed.
The control sequence in case of a transfer to gas, is built according to
Fig 23-41.
W50DF 23 - 47
23 WECS 8000 for 50DF 50-200623-09
Transfer sequence, part 1/2
Transfer
routine
Transition
of
OS7300G
Return
Gas mode
request to
true
Gas trip
or pilot
Y Return
trip
active?
Engine
load <
Return
transfer
load limit?
Set OS 940 Ready

to transfer true
IS940 Max
Gas leak leaktest Set OS 940 Ready
test Y to transfer false
time
complete elapsed?
true?
Set alarm
MCC press
Set OS940 Ready buildup time
to transfer false elapsed true,
trip to diesel
mode
Set OS931O Open

gas supply true
Fig 23-41 5023240332
23 - 48 W50DF
50-200623-09 WECS 8000 for 50DF 23
Transfer sequence, part 2/2
Enable gas press.

control and ramp
gas press.
reference acc. to
MCC gas press.
ref. rate
Gas
Min gas pressure Set CV947 MCC
press. >= MCC Y degasing valve
time gas press true
elapsed? ref[load]?
Set alarm gas

supply Delay gas
system failure ventilation time
true, trip to
diesel mode
Set CV947 MCC

degasing valve
false
Activate transfer
mode and ramp
gas/diesel fuel
ratio from 100%
diesel to 100%
gas, then
Activate gas mode

and set IS7300G
Engine in gas
mode true
Continue gas
mode run
routines
Fig 23-42 5023250332
W50DF 23 - 49
23 WECS 8000 for 50DF 50-200623-09
23.8.5 Start mode
If the engine is in stop mode, and no start blocking is active, an engine

start can be initiated by giving a start signal either locally on the
engine, or via the remote start input. If the local/remote switch on the
engine is in local mode, a remote start is automatically prohibited.
During the engine start some safety is temporarily overruled. The start
has to be finished within a certain time frame, otherwise a start failure
alarm will be initiated, and the start sequence will be interrupted.
If the remote standby request input is activated, the engine will
periodically perform a slowturning, and the engine is thereby continu-
ously ready for an immediate start (stand-by). If a start is initiated
under these conditions, the engine will start without slowturning, to
ensure a fast and secured start under all conditions.
If the blackout start mode input is activated, the engine start routine
will override start blockings for low lube oil pressure and HT water
temperature. If the start failure indication alarm is active, the start-
block (in case of failed slowturning) will be overridden if blackout start
mode is selected true. The engine will always start in backup operating
mode when blackout start mode is selected true, to secure a fast engine
start without the performing the pilot injector check routine.
When the engine is started in gas operating mode, the start sequence
is extended, with initially a leak test of the gas valve unit, and then
additionally a pilot injector test (each cylinder) to ensure a safe start
without risk of misfiring (or dead cylinder) when gas admission will
begin. The diesel actuator (i.e. the main diesel injection) is controlled
to assisting the start on gas, to ensure that the engine speed will reach
sufficiently high for making a pilot injector check. During this test the
main diesel fuel injection is disabled. If all cylinders under the sub-
sequent pilot injector check reach a minimum pre-set exhaust tempera-
ture level, the gas admission will begin, and the engine accelerates up
to rated speed. If the pilot test fails, at trip to backup operating mode
will occur, and the engine will continue the start process as defined in
backup mode.
The start in diesel operating mode is similar to a start in gas mode,
but no gas valve unit leak test is performed, and main diesel fuel will
be used instead if gas admission, after the pilot injector test is finished.
The start in backup operating mode is similar to the start of a normal
diesel engine. Only the main diesel fuel will be used (diesel actuator
controlling the fuel rack system). Slowturning will however be per-
formed during the start sequence, unless the blackout start mode is
activated.
The control sequence for engine start in different fuel operating
modes, is built according to the following flow charts.
23 - 50 W50DF
50-200623-09 WECS 8000 for 50DF 23
Start mode, pre-conditions
Start mode *) Startblocking check

routine *) routine continuously
running in the background.
OS7318
Blackout
start
mode or
OS7306e
Stop
Y shutdown
override
true?
OS7300 OS7300G
DI diesel Gas
mode mode
request request
true? true?
Y Y
Set IS7300B Set IS7300G

Set IS7300DI
Engine in backup Engine in gas
Engine in diesel
mode true mode true
mode true
Backup
Diesel mode Gas mode
mode start
start routine start routine
routine
Fig 23-43 5023260332
W50DF 23 - 51
23 WECS 8000 for 50DF 50-200623-09
Start sequence in gas operating mode, part 1/4
Gas mode
start routine
Activate start
mode, set CV311
Control air
solenoid and
IS877 Engine run/
stop true. Set
IS872 Engine
ready for start
false. 50DF: Set
CV947 Degasing
valve false
OS7317
Standby
mode Y
request
false &
50 CD?
A: Set CV321 Start

A = Slowturning routine A valve true
B = Slowturning routine B B: Set CV321 Start Slowturning
valve & CV331 routine
Slowturning valve
true
Set IS875
Engine Start failure
Gas vent
revs >= indication
maxtime Y
gas vent. true, enter
elapsed?
turns? shutdown
mode
Y
Engine
speed > Max start
PFI time
enable elapsed?
speed?
50DF: Set CV153-

1/CV153-2 diesel
stop solenoid false
50 DF: Enable
diesel MFI control,
set MFI demand
acc. to diesel start
fuel limiter [speed]
Fig 23-44 5023270332
23 - 52 W50DF
50-200623-09 WECS 8000 for 50DF 23
Enable PFI control
Delay pilot press

contr. activation
time
32DF: Set CV130

pilot fuel pump
start true
Ramp pilot press

reference acc. to
pilot start ramp
Pilot Set alarm

Pilot
press pilot system
press. >
build-up Y failure true,
pilot PID
time trip to backup
act. level?
elapsed? mode
Enable pilot fuel

pressure control
Set IS875
Engine
Start failure
speed > Max start
start air time Y indication
true, enter
disable elapsed?
shutdown
speed?
mode
A: Set CV 321 Start

valve false. A = Slowturning routine A
B: Set CV321 Start B = Slowturning routine B
valve & CV331
Slowturning valve
false
Fig 23-45 5023280332
W50DF 23 - 53
23 WECS 8000 for 50DF 50-200623-09
Set IS875
Engine start failure
speed > Max start indication
time Y
run mode true enter
elapsed?
level? shutdown
mode
Check valid only Engine Set IS875

speed > start failure
for 50DF Max start
diesel Y indication
time
MFI off elapsed? true,enter
shutdown
speed?
mode
50DF: Disable MFI

control, set
CV153-1/-2 Diesel
stop solenoid true
50DF: Delay
exhaust
stabilisation time
Exh. temp Set alarm

Pilot
[cyl] >pilot pilot injection
check
check Y failure true,
time
temp [HT trip to backup
elapsed?
temp]? mode
Set OS931O Open

gas supply true,
enable gas MFI
control
Set alarm gas

IS940 Gas supply
leak test Leak test system failure
time Y
complete true, trip to
elapsed?
true? diesel
mode
Fig 23-46 5023290332
23 - 54 W50DF
50-200623-09 WECS 8000 for 50DF 23
Enable gas
pressure control,
ramp gas pressure
reference acc. to
gas ramp rate
Set alarm gas

Gas Max gas pressure not
pressure buildup reached true,
Y
>min gas time trip to
press? elapsed? diesel
mode
Ramp speed ref.

from idle to rated,
with start ramp
rate
Set IS875
Max start
speed > indication
time Y
start limit true, enter
elapsed?
window? shutdown
mode
Continue gas
mode run
routines
Fig 23-47 5023300332
W50DF 23 - 55
23 WECS 8000 for 50DF 50-200623-09
Start sequence in diesel operating mode, part 1/3
Diesel
mode start
routine
Activate start
mode, set CV311
Control air
solenoid and
IS877 Engine run/
stop true. Set
IS872 Engine
ready for start
false. 50SDF: Set
CV947 Degasing
valve false
OS7317
Standby
mode Y
request
false &
50DF?
A: Set CV 321 Start

A = Slowturning routine A valve true.
B: Set CV321 Start Slowturning
B = Slowturning routine B routine
valve & CV331
Slowturning valve
true
Engine Set IS875

speed > Max start start failure
PFI time Y indication
enable elapsed? true, enter
speed? shutdown
mode
50DF:
Set CV153-
1/CV153-2 Diesel
stop solenoid false
50DF Enable
diesel MFI control,
set MFI demand
acc. to diesel start
fuel limiter [speed]
Enable PFI control
Delay pilot press

contr. activation
time
Fig 23-48 5023310332
23 - 56 W50DF
50-200623-09 WECS 8000 for 50DF 23
32DF:Set CV130
Pilot fuel pump
start true
Ramp pilot press

reference acc. to
pilot start ramp
Pilot Set alarm

Pilot
press pilot system
press. >
build-up Y failure true,
pilot PID
time trip to backup
act. level?
elapsed? mode
Enable pilot fuel

pressure control
Set IS875
Engine
start failure
start air time Y
true, enter
disable elapsed?
shutdown
speed?
mode
A: Set CV 321 Start

B: Set CV321 Start
B = Slowturning routine B
valve & CV331
Slowturning valve
true
Fig 23-49 5023320332
W50DF 23 - 57
23 WECS 8000 for 50DF 50-200623-09
Set IS875
time Y
run mode true , enter
elapsed?
level? shutdown
mode
Set IS875
Check valid only Engine start failure
for 50DF speed > Max start indication
diesel time Y true , enter
MFI off elapsed?
shutdown
speed? mode
50DF:Disable MFI
control, set
CV153-1/CV153-2
diesel stop
solenoid true
50DF:Delay
exhaust
stabilisation time
Exh. temp Set alarm

Pilot
[cyl] >pilot pilot injection
check
check Y failure true,
time
temp [HT trip to backup
elapsed?
temp]? mode
Enable diesel MFI

control, set MFI
demand acc. to
diesel start fuel
limiter [speed]
Ramp speed ref.

from idle to rated,
with start ramp
rate
Set IS875
Max start
speed > indication
time Y
start limit true , enter
elapsed?
window? shutdown
mode
Y
Continue
diesel
mode run
routines
Fig 23-50 5023330332
23 - 58 W50DF
50-200623-09 WECS 8000 for 50DF 23
Start sequence in backup operating mode, part 1/2
Backup mode
start routine
Activate start
mode, set CV311
Control air
solenoid and
IS877 Engine run/
stop true. Set
IS872 Engine
ready for start
false. 50DF: Set
CV947 Degasing
valve false
OS7317
Standby
mode Y
request
false&
50DF?
A: Set CV 321 Start

Slowturning
B = Slowturning routine B B: Set CV321 Start
routine
valve & CV331
Slowturning valve
true
Set IS875
Engine
start failure
speed > Max start
indication
PFI time Y
true, enter
enable elapsed?
shutdown
speed?
mode
Enable diesel MFI

control, set MFI
demand acc. to
diesel start fuel
limiter [speed]
Set IS875
start air time Y true , enter
disable elapsed? shutdown
speed? mode
A: Set CV 321 Start

A = Slowturning routine A valve false.
B = Slowturning routine B B: Set CV321 Start
valve & CV331
Slowturning valve
false.
Fig 23-51 5023340332
W50DF 23 - 59
23 WECS 8000 for 50DF 50-200623-09
Start sequence in backup operating mode, part 2/2
Set IS875
Max start
speed > indication
time Y
run mode true , enter
elapsed?
level? shutdown
mode
Ramp speed ref.

from idle to rated,
with start ramp
rate
Set IS875
Max start
speed > indication
time Y
start limit true , enter
elapsed? shutdown
window?
mode
Continue
backup mode
run routines
Fig 23-52 5023350332
23 - 60 W50DF
50-200623-09 WECS 8000 for 50DF 23
23.8.6 Stop mode
When the WECS 8000 system is powered up, stop mode will be entered
by default. After a manually activated stop of the engine, stop mode
will be entered when the engine is standstill, and a timed delay has
elapsed. Stop mode is also entered after an automatic shutdown or
emergency stop, but not before the engine is standstill and the reset
has been pressed. In case a start blocking is active in stop mode, an
engine start is automatically prohibited. A number of engine condi-
tions, as well as the activation of any of the external start blocking
inputs, can lead to this situation. See Alarm and Safety section for
details. When no start blocking is active, the output ready for start will
be set high. This condition will also be indicated on the LDU.
In stop mode, slowturning will occur periodically, if the remote
standby request input is set high, and the engine ready for start
condition is true.
The control sequences under stop mode, are built according to the
following flow charts Fig 23-53.
W50DF 23 - 61
23 WECS 8000 for 50DF 50-200623-09
Stop mode sequence, part 1/2
Stop mode
routine
Set IB7324
Shutdown
indication,IS7602
Stop/shutdown
status,CV153-1/
CV153-2 Diesel
stop solenoid,
CV621 Charge air
shut-pff valve,
CV311 Control air
solenoid and
OS931O Open
gas supply false
Set OS820 Main

controller
shutdown and
OS940 Ready to
transfer false. Set
CV947 MCC
degasing valve
true
Set CV901 main

gas pressure to
stop mode
reference
*)OS7312 external start blocking 1 Any

OS7313 external start blocking 2 internal or Set IS872 Engine
OS7314 external start blocking 3 external *) ready for start true
start block
true?
Set IS Engine OS7318

Blackout
*) PT201 Low lub. oil press. ready for start true
Y mode
TE401 Low HT water temp. if any of *) are the
only start blocks, input
and disable these. true?
Fig 23-53 5023360332
23 - 62 W50DF
50-200623-09 WECS 8000 for 50DF 23
Stop mode sequence, part 2/2
OS7317
Remote Enable cyclic
standby Y slowturning
request routine
true?
Disable cyclic
slowturning
routine
OS7302 HS721
Remote Local Return
start true? start
true?
Y Y
HS724 HS724
Return Local Local Return
mode mode
false? true?
Enter start
mode routine
Fig 23-54 5023360332
W50DF 23 - 63
23 WECS 8000 for 50DF 50-200623-09
Cyclic slowturning
*) Background check to
enter this sub-mode.
Cyclic Condition: Stop mode
slowturning active AND OS7317
routine *) standby mode request
true AND Engine ready for
start true.Routine immediately
disabled if conditions are
false.
Reset timer
slowturn cycle
time
Delay Pos flank

slowturn on stanby
cycle time mode
elapsed? request?
Y
Y
Set XS876
slowturning pre-
warning true
Delay slowturning
pre-warning time
Slowturning
routine
Fig 23-55 5023370332
23 - 64 W50DF
50-200623-09 WECS 8000 for 50DF 23
Slowturning routines (A = In-line engine, B = V-engine)
Slowturning Slowturning
routine A routine B
Reset slowturn Reset slowturn

maxtime. Set maxtime. Set
CV153-1/-2 Diesel CV153-1/-2 Diesel
stop solenoid true stop solenoid true
Set CV331
Set CV321 Start
Slowturning valve
valve true
true
Delay
Delay
start
pneum
friction
settle time
kick
elapsed?
elapsed?
Y Y
Set CV331
Set CV321 Start
Slowturning valve
valve true
true
Delay
start
Engine Delay friction
revs >= slowturn kick
slowt. maxtime elapsed?
revs? elapsed?
Y
Y Y
Set CV321 Start
valve false
Set CV331
Set CV331
Slowturning valve
Slowturning valve
false. Set CV153-
and CV321 Start
1/CV153-2 Diesel
valve false. Set
stop solenoid false
status slowturning
(not if DF in gas
failed true.
mode)
Engine Delay
revs >= slowturn
slowt. maxtime
revs? elapsed?
Shutdown
mode
Return Y Y
Set CV321 Start Set CV331

valve true. Set Slowturning valve
CV153-1/CV153-2 false. Set status
Diesel stop slowturning failed
solenoid false (not true.
if DF in gas mode)
Shutdown
mode
Return
Fig 23-56 502384
W50DF 23 - 65
23 WECS 8000 for 50DF 50-200623-09
23.9 Engine control processes during operation
23.9.1 General
WECS 8000 performs a number of continuous control processes on the

engine, when the engine is in run mode. Below, a brief description of
each of these processes, including functional block diagrams.
23.9.2 Internal governor
23.9.2.1 General
The internal governor is provided with speed setting functions for
synchronising, load sharing during speed droop control, as well as load
control. It also provides fuel limitation and acceleration ramps used at
engine start.
Engine speed- and load control
Breaker status
Generator load Power output
Inc./Dec. speed
Synchronizer
Main gas
CAN Profibus
duration
CCM MCM
120-1 sensor Engine speed
- Engine speed
- Speed reference
Main gas Diesel actuator - Engine load
control valve - Load reference
Fig 23-57 5023380332
23.9.2.2 Engine speed control

The speed reference is compared with the measured engine speed. The
difference between these signals constitutes the input to a PID-control-
ler. The regulation output of this controller will accordingly vary, to
sustain the reference level. This output will either control the opening
duration of the gas valves (gas operating mode) or the diesel fuel rack
position (diesel- or backup operating mode). If load control mode is
selected, another PID control loop becomes active.
The PID-controller has different sets of dynamic parameters for opera-
tion with the generator breaker open (speed dependent mapping) and
closed (load dependent mapping) to obtain an optimal stability under
all conditions. Some adaptive speed deviation dependent features are
also provided, to minimise large speed fluctuations in island mode.
23 - 66 W50DF
50-200623-09 WECS 8000 for 50DF 23
To prevent the excessive engine speed increase during accidental

opening of the generator breaker, the output of the PID-controller is
temporarily set to zero.
Two fuel limiters are available. The start fuel limiter is only active in
during engine start, up to a speed level of rated - 20 rpm. The start fuel
limiter settings are engine speed dependent (8-point table), and the
limiter works in combination with a speed reference ramp, also used
at engine start. Another fuel limiter limits the max. fuel demand (gas
valve opening time) when the generator breaker is closed, to prevent
too rich air/fuel ratio.
23.9.2.3 Synchronising sequence

For synchronising, the system’s speed increase/decrease binary inputs
are used. When the engine reaches rated speed, an external device
activates the synchronising sequence. Commands from a synchroniser
unit activate the two binary inputs "speed increase" and “speed de-
crease” in WECS. The speed reference can be altered between an
allowed min. and max. speed reference level, in steps of 1 rpm (tune-
able) when activating these inputs. The internal speed reference is in
this way adjusted so that the generator’s frequency will match the net
frequency. When the two frequencies are matched, the generator
breaker closes. An instantaneous increase of the internal speed refer-
ence occurs automatically when WECS detects that the generator
breaker closes (separate status input) to assure that there occurs on
unintentional reverse power of the genset.
When the generator breaker is closed and the engine is operated in
droop (speed control mode), the loading of the engine occurs by altering
the speed increase/decrease over Modbus TCP/IP, or with the binary
speed increase/decrease inputs, The reference changes in steps of 0,1
rpm (tuneable). The change rate is defined according to the increase
(or decrease) signal pulse width. Increase commands are used until the
load level of this engine is equal to other engines running in parallel.
The load level of the engine will after this be according to the consumers
connected to the isolated net.
23.9.2.4 Load sharing

When two or more engines are operating in parallel, some kind of load
sharing must be provided. Load sharing means that each engine will
contribute equally to the total power demand, and it ensures that load
changes are absorbed evenly by the engines.
When the engine is operated in speed control mode, load sharing with
other engines is normally provided with the use of speed droop. Drop
control is a load sharing method, by which parallel running engines
share the load by decreasing their speed reference proportionally to an
increase in load.
W50DF 23 - 67
23 WECS 8000 for 50DF 50-200623-09
The droop value is normally set to 4 %, but the setting is adjustable.

Too low droop value means that the load can start oscillating between
the engines. Too high droop value means that the plant’s frequency
decreases steeply with the load level. Load sharing based on droop,
means that the power management must compensate the effect derived
from the droop slope. Therefore, this system must operate the speed
increase/decrease inputs of WECS (in so called cascade control) to
ensure that the net frequency is kept constant regardless of the load
level. Speed control with droop is used on plants operating in island
mode, but it can also be used when operating against a grid utility. In
the latter case, load control is however recommended.
Isochronous load sharing can in some applications and under special
conditions be provided. If isochronous load sharing is used, also input
signals for a load sharing line and the load sharing error is needed, as
well as an output for closing/opening of the load sharing line.
23.9.2.5 Load control

The load control function is enabled if kW-mode is selected. This mode
can only be activated when the generator breaker is closed. Also the
grid breaker must be closed, if the plant configuration is such, that
kW-mode is only applicable when this breaker closes. The load control
mode has most benefits in base load applications where the grid
frequency stability is low. The engine load will not fluctuate according
to the frequency in the same way as if it would do in speed control mode
with droop. In load control mode, the load reference is compared with
the actual load of the engine. The difference between these signals
constitutes the input to a PID-controller. The regulation output of this
controller will accordingly vary, to sustain the reference level. This
output will either control the opening duration of the gas valves (gas
mode) or the diesel fuel rack position (diesel- or backup operating
mode). The PID-controller’s dynamic settings have load dependent
mapping.
If the frequency deviates outside a fixed window, the control mode
will automatically trip back to speed control. The speed reference is
updated continuously by the speed control loop also in load control,
which means that if a trip occurs, the transfer will basically be bum-
pless (no load swing). By giving a reset, the load control mode will be
restored, providing that all enabling conditions are met.
23 - 68 W50DF
50-200623-09 WECS 8000 for 50DF 23
23.9.3 Gas feed system
The gas supplied to the engine passes at first a gas valve unit (GVU).
The gas valve unit consists of a filter, temperature/pressure sensors, a
pressure regulating valve, safety (shut-off) valves and ventilation
valves.
Gas feed system
Air
NC Degasing NO Degasing NO Degasing NO Degasing

valve 1 valve 2 valve 3 valve 4
NC NC
PT TE PT
Engine
Gas supply Regulating Shut off Shut off Main gas

PS
valve valve 1 valve 2
Fig 23-58 5023390332
The solenoid valves (safety and ventilation valves) on the gas valve unit
are controlled by an engine external system, while the pressure regu-
lating valve is controlled by WECS 8000. During engine start & stop,
the sequenced control of the safety and ventilation valves is communi-
cated between WECS and the unit control panel. This communication
also includes a valve leakage test, performed prior to every engine start.
23.9.4 Gas pressure control
The gas supply pressure reference is calculated in the WECS 8000 main
control module, and this reference is dependent on the engine load. An
electrical pressure reference signal is sent out to the pressure regulat-
ing valve. The actual gas pressure is measured on the engine and
compared to the reference pressure. If the deviation is too high, an
alarm will be initiated. If the deviation increases even more, the safety
valves on the gas valve unit will cut the gas supply to the engine
immediately.
W50DF 23 - 69
23 WECS 8000 for 50DF 50-200623-09
Gas pressure control
Generator load
power output
Profibus
P MCM
I
Gas pressure
- Main gas pressure
- Main gas pressure reference
I
P
I/P Transm.
Gas
Fig 23-59 5023400332
23.9.5 Gas admission
The amount of main gas admitted to each cylinder is controlled by the

cylinder individual gas valves, which are actuated by the cylinder
control modules. The amount of gas admitted depends on the gas
supply pressure and the time the main gas solenoid valve is open
(duration). The gas fuel is admitted further away- or closer to the TDC
by changing the main gas solenoid valve opening moment (timing) in
order to obtain an optimal air/gas mixture. The WECS 8000 system
uses pre-set (map) values to optimise this mixture during engine
operation. Valve duration and timing references are sent to the cylinder
control modules from the main control module over the CAN-bus.
Duration and timing can be controlled individually for each cylinder.
The admission timing depends on engine speed and load. The admis-
sion duration is dynamically controlled by the internal load/speed
controller, to obtain pre-set reference levels (see speed- & load control
chapters). In order to accurately open the gas valves according to the
duration and timing references, each cylinder control module calculate
engine angular position based on the pulse train from the speed/phase
sensors. Both duration and timing references are sent over Modbus
TCP/IP to the unit control system.
23 - 70 W50DF
50-200623-09 WECS 8000 for 50DF 23
23.9.6 Diesel actuator
In diesel- and backup operating mode, the main fuel injection control
is handled by a diesel actuator, setting the angular position of a diesel
fuel rack on the engine. The control signal to this actuator derives
from the same fuel control loop, as used for gas admission (determined
according to speed- or load control conditions of the engine, see speed
control chapter). During a transfer or a trip, the percentage share
between the fuel demand output to the gas admission valves and the
diesel actuator goes through a divider, i.e. the share will ramp from
0 % to 100 % or vice versa. The fuel control loop output is converted
into a proportional electrical signal, which is connected to a rotary
electro/hydraulic actuator. Between the main control module and the
actuator, a signal converter (4¼20mA/0¼200 mA) is used. During
cranking of the engine, the oil pressure in the actuator is boosted be
means of a separately controlled booster valve.
23.9.7 Pilot system
On DF engines, pilot injection of diesel fuel into the cylinder is needed,

in order to provide a secured and accurately defined ignition of the gas.
The amount of pilot fuel injected is electronically controlled by the
cylinder control modules, which are actuating high-energy solenoid
valves integrated in the pilot fuel injectors. The pilot injection system
is normally activated in both gas- and diesel operating mode. In diesel
operating mode the injection is activated just to keep the pilot injection
nozzles clean. The engine is during the start in gas- and diesel mode,
exclusively run with pilot fuel at a certain phase, and during this phase
certain cylinder individual temperature checks are made, to ensure
that all the pilot injectors are functional.
Gas and pilot fuel injection
Generator load
CCM power output
Profibus
CAN
CCM MCM
Timing ref.
120-1 sensor
Duration ref.
- Main gas pressure
- Main gas pressure reference
Main gas admission Pilot fuel

control valves injection control valves
Fig 23-60 5023410332
W50DF 23 - 71
23 WECS 8000 for 50DF 50-200623-09
23.9.8 Pilot injection
The pilot injection is controlled individually by means of PWM-type

drive signals from the cylinder control modules. One cylinder control
module controls the pilot injection of three cylinders. The pilot injection
control valve is attached to the combined diesel/pilot injector on the
cylinder head. The pilot injection duration is engine load and speed
dependent. If a failure in one injector occurs, this can be detected as
abnormal exhaust gas temperature in that cylinder. In such a situation,
an automatic trip to backup operating mode will occur, and an alarm
will be initiated.
23.9.9 Pilot pressure control
The pilot fuel pump is driven by the engine. The main control module
is controlling the pilot pressure, by means of using a PID-controller.
The reference pilot pressure for this controller is engine speed depend-
ent. For this control loop a pilot pressure sensor is used, and this sensor
is attached to the engine mounted pilot fuel pump unit. In the main
control module the measured pressure is compared to a pressure
reference table, and any deviation from the reference pressure will
result in a fast and accurate control signal change to the pilot fuel pump
unit. The pump unit is provided with a proportional control valve, for
pressure control purpose. Between the main control module and the
pump unit, a 4...20 mA/0...2000 mA current transformer is used. The
pilot pressure is continuously monitored, and if the pressure of some
reason is exceptionally high or low, a trip to backup operating mode
will be initiated.
23.9.10 Air/fuel ratio
Control in gas operating mode:

The inlet air is compressed in the turbocharger, cooled to optimal level
in the charge air cooler and enters the charge air receiver in the engine
block. The air pressure in the receiver is controlled by a proportional
exhaust waste-gate valve located on the turbocharger support. The
valve reduces the turbocharger efficiency and controls thereby the air
pressure in the receiver. By adjusting this pressure, the l i.e. air/fuel
ratio in the cylinder is optimised.
The charge air pressure control is based on a PID-controller, which
compares the actual pressure with a mapped pressure reference table.
In this table, the reference is engine load dependent. The reference is
offset according to the charge air temperature.
If cylinder knock occurs in several cylinders simultaneously, another
offset will be added to the waste-gate reference, in order to achieve a
leaner air/fuel mixture in all cylinders. This process is continuous, and
the offset will be restored when the situation normalises.
23 - 72 W50DF
50-200623-09 WECS 8000 for 50DF 23
Control in diesel/backup operating mode:

The charge air pressure is limited to a preset max. level, on higher
engine load levels (> 80 %). This limitation is performed by means of a
PID-controller. The controller uses the preset max. charge air pressure
value as reference, and the actual charge air pressure as feedback. The
controller will compensate for the error, by means of changing the
position of the waste-gate. The PID dynamic settings are mapped
according to the engine load level.
Air/fuel ratio control
P a
I mV
Receiver pressure Cylinder knock
P Profibus
I MCM
Wastegate valve
- Wastegate ref.
kW - Engine speed
I - Engine load
Engine
load
t
I
Receiver temperature
Fig 23-61 5023420332
23.9.11 Cylinder balancing
An even gas admission duration setting for all gas admission valves
will not result in exactly the same gas quantity in all cylinders, due to
the geometry of the engine and due to some deviations in the gas valve
performance. This slight disparity is handled with the cylinder balanc-
ing control. The main control module compares each cylinder’s exhaust
gas temperature with the average exhaust gas temperature of the
entire engine, and adjusts the duration of the individual gas valves
with an offset, in order to minimise the deviation. There are limitations
for the maximum adjustment available in order to prevent that possible
component failures cause a too rich or too lean gas/air mixture. Above
an engine load level of approximately 75 % (tuneable) this compensa-
tion is disabled, and the duration offset will be determined according
to fixed values. The knock control algorithm of WECS 8000 will also
affect the gas admission duration. The cylinder exhaust gas control is
not active in diesel- and backup operating mode.
W50DF 23 - 73
23 WECS 8000 for 50DF 50-200623-09
If the engine is in gas operating mode, and the load level is above
approximately 15 % (tuneable) a cylinder knock based control will
enable. Light knock in any cylinder will immediately result in a slight
reduction of the quantity of gas injected into that cylinder. In order to
maintain the same engine load level, the speed/load controller will
automatically increase the gas admission into other cylinders. When
the situation normalises in the cylinder, the gas admission will slowly
be restored to the original setting.
This process is continuous, and keeps the cylinders slightly out of
knocking conditions. This process will ensure that the efficiency of the
engine is at optimal levels.
Cylinder balancing control
Exhaust gas Cylinder

temperature knock
T a
MCM
average calc.
offset CAN Profibus Exhaust gas temp
CCM + knock offset
Exhaust gas calculation Cylinder knock
temp. knock
Main gas
control valve
Fig 23-62 5023430332
23 - 74 W50DF
50-200623-09 WECS 8000 for 50DF 23
23.10 Maintenance of the automation system
Caution ! Disconnect the automation system according to the procedures

mentioned in chapter 00, before any welding are performed on the
engine. Welding voltage may otherwise cause serious damage to
the control system.
Note! The maintenance procedures mentioned in this chapter are to be

done only when the engine is in Stop Mode!
23.10.1 Maintenance of electrical contacts
To prolong the lifetime of the electrical contact surfaces and to ensure

proper electrical connections under all conditions and by that, maintain
a high availability of the WECS system, some connector care will be
needed.The connector maintenance is carried out by applying contact
lubricants onto the electrical contact surfaces. For best result the contact
surface should be cleaned with aerosol electrical contact cleaner before
applying the lubricant. Contact lubricants are specially formulated
greases and oils, that reduces friction and enhance the electrical per-
formance of current carrying metal interfaces in switches and connec-
tors. They also exhibit a neutral pH thereby avoiding surface corrosion.
Note! Read the manufacturers information about the product.
Caution! To avoid system failure, shock or possible fire, disconnect the power
supply to the system before applying a conductive lubricant. Also
ensure that the connectors are kept isolated. Improper handling of
the connectors may result in shorting, arcing, or shock.
Wärtsilä recommends, a regulary, every 2000-4000 running hours, or every

6 month electrical connector contact surface maintenance, with contact
lubricant. Following contact treatment greases can be ordered from us:
· Electrolube SGB20S 20 ml Syringe, part No. 387 022.This paste
is recommended to be used on the contact surfaces of main elec-
tronics connectors and sensor connectors.Same active substance
as SGB200D but in different consistence, i.e. paste instead of
aerosol.
W50DF 23 - 75
23 WECS 8000 for 50DF 50-200623-09
· Electrolube SGB200D 200 ml Aerosol (Flammable), part No. 387

021.This spray is recommended to be used on contact surfaces of
main electronics (MCM CCM etc. and oil mist detector) connec-
tors. Since it is an aerosol there are special requirements of
transport handling.
· Chemtronics CW7100 6.5 g Syringe, part No. 387 023. This is a
heavy duty paste. The electrical conductivity is very high due to
the pure silver filled grease, see caution below. Should be used on
troubled connectors and sensors in heavy circumstanses and also
on power contact surfaces where SGB grease is not sufficient.
Caution! Take especial care when handling the last mentioned, silver con-
taining, chemical. This product is very conductive and will cause
short-circuit or/and earth fault if wrongly applied. Must be placed
directly on the contact surface and in very small amounts.
23.10.2 Maintenance of the Weiland connectors
Squeeze by hand the fastening lever towards the body of the Weiland
connector to ensure that it remains securely connected to the connec-
tion block on the back side of the MCM.
Weiland connector
Fig 23-63 5023540424
23 - 76 W50DF
50-200623-09 WECS 8000 for 50DF 23
23.10.3 Maintenance of the DIN72585 connector
Check that the connector is tight close by turning it clockwise. If it is

not turnable then it is ok, otherwise turn it until it snaps into place. Do
not use tools.
Renew the connector if faulty, using the extractor tool 846603 and
the crimp tool 846604.
DIN72585 connector
Fig 23-64 5023550424
23.10.4 Replacing of the MCM (or CCM) module
The MCM (alt. CCM) module (2) is located under a CIB unit (1), see
Fig 23-65. The CIB unit is attached to the MCM (CCM) module by
screws and multi-connectors inside. In case of malfunction, the MCM
(CCM) module can easily be removed and renewed without disman-
tling the CIB external cabling.
Caution! The engine must be in stop mode and MCM (CCM) power supply
disconnected during dismantling of the module.
1 Disconnect the power supply to the module.

2 Unscrew the CIB cover screws (3) and lift off the cover (4), see
Fig 23-65.
3 Unscrew the MCM (CCM) multiconnector screws (5), and
carefully pull off the connectors, see Fig 23-66.
W50DF 23 - 77
23 WECS 8000 for 50DF 50-200623-09
CIB on top of MCM module
1 2
1. CIB module 7
2. MCM unit
3. Screw
4. Cover
4 3
Fig 23-65 5023520424
Caution! Be careful not to damage the cabling. Do not use unnecessary

sharp edged tools
4 Unscrew and remove the CIB fastening screws (6), see Fig
23-66
5 Unscrew and remove the MCM (CCM) fastening nuts (7).
6 Remove the MCM (CCM) module by carefully pulling both
the CIB and MCM (CCM) outwards. Then lower and remove the
MCM (CCM) module. Leave the CIB hanging in the cabling.
7 Mount the new MCM (CCM) module in the opposite order.
Check condition of sealings and vibration dampers. Renew if dam-
aged.
8 Reconnect the power supply to the module.
9 Load MCM (or CCM) software as separately described.
23 - 78 W50DF
50-200623-09 WECS 8000 for 50DF 23
CIB module
1
1. CIB module 6
5. Screw
6. Screw
5
Fig 23-66 5023530424
W50DF 23 - 79
23 WECS 8000 for 50DF 50-200623-09
23 - 80 W50DF

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Wärtsilä Finland Oy, Services

Services Office Vaasa

24hrs Phone +358 10 709 080

Switchboard +358 10 709 0000

00. Contents, instructions, terminology

00.1 Contents of the Manual

Note! In all correspondence or when ordering spare parts, always state

This Manual is supplemented by the Spare Parts Catalogue including

00.2 General rules

1 Read the corresponding item carefully in this Manual before

5 When replacing a worn-out or damaged part provided with

Caution! Predictive maintenance is important when it comes to fire protec-

00.3.1 Explanation of terminology

Fig 00-1 Wv005

Numbering system of engine bearings

Fig 00-2 4600030445

00.3.2 Designation of valves

Designation of inlet and exhaust gas valves in cylinder head

Fig 00-3 4600040445

A and B. Inlet valves, C and D. Exhaust valves.

00.3.3 Markings on the flywheel:

Markings on the flywheel: The flywheel is provided with a 360°

Markings on the flywheel

Clockwise rotating engine

Fig 00-4 4600050445

Example: In this example of a clockwise rotating V engine, the fuel

00A. Risk Reduction

Identified hazard,hazardous situation or Chapter of engine manual

Turning device engaged during maintenance x x x x x x x x

Running engine without covers x x x x x x x x x x

In case of major failure, risk of ejected parts x x x x x x x x

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

Identified hazard,hazardous situation or Chapter of engine manual

Explosion or fire if flammable gas/vapour is leak- x x

High pressure hoses, risk of oil spray. x x x x x x x x x x x x x x

00A.1.1 General identified hazards, hazardous situ-

00A.1.1.1 Hazards that may be due to moving parts

00A.1.1.2 Hazards that may be due to incorrect operating con-

· Crankcase explosion if oil mist is mixed with “fresh” air during

00A.1.1.4 Hazards that may be due to electricity or incorrect

00A.1.1.5 Other hazards and hazardous situations where it’s es-

00B. Welding Precautions

00B.1 General Precautions

00B.1.1 Welding safety

Before start welding, it is important to read welding safety instruc-

00B.1.1.1 Hazards and precautions

Arc rays can burn eyes and skin

00B.1.2 Main principles:

· Prevent uncontrolled current loops

00B.1.2.1 Preventing uncontrolled current loops

00B.1.2.2 Preventing Radiation

00B.1.2.3 Preventing damage due to sparkles

00B.2 Precaution checklists

00B.2.1 Basic ECU (Despemes/Spemos) checklist

The following precautions must be paid attention to before welding

00B.2.2 WECS 2000 checklist

The following precautions must be paid attention to before welding

00B.2.3 WECS 3000 checklist

The following precautions must be paid attention to before welding

00B.2.4 WECS 7000/8000 checklist

The following precautions must be paid attention to before welding

· If an electronic module is connected through a CIB (Connection

00B.2.5 UNIC Precautions checklist