W220 Main data, operating data and general design 01.

01. Main data, operating data and general design

01.1. W220 engine main data
Gas engine, single stage
Engine type
supercharging aftercooled
Number of cycles 4
Number of cylinders 12V 12V 18V
Bore stroke mm 220 x 240
Displacement per cylinder litre 9.12
Total displacement litre 109.5 164.2
Compression ratio in high Methane
11/1
Number configuration
Vee angle 60°
Number of inlet valves / cylinder 2
Number of exhaust valves / cylinder 2
Number of turbochargers 1 2 2
Counterclockwise
Rotation
from flywheel end

Firing order
Engine type Counterclockwise rotation
12V220 See chapter 06
18V220 See chapter 06

Lubricating oil module in the engine

Engine type 12V220 18V220
Sump lube oil volume in liters 575 900
Oil volume between max. and mini.marks (li-
85 115
ters)

Approximate cooling water volume in the engine (liters)

Engine type 12V220 18V220
Engine only 350 550

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 01. Main data, operating data and general design W220

01.2. Engine description

01.2.1. Engine block (see Chap 10 )
The engine block is made of nodular cast iron and casted in one part.
It has a high rigidity and it is designed for minimum stress concentra-
tion and deformation.
The engine has an underslung crankshaft held in place by main bea-
ring caps. The main bearing caps are made of nodular cast iron and are
tightened laterally in the engine block.
The air receiver is integrated into the top middle between the cylinder
banks in a vee angle of 60°. The cooling water jackets are integrated in
the engine block and can be changed.
The lubricating oil is supplied to the bearings and to the piston for
cooling occurs through a drilled channel in the middle of the engine
block and via the piston oil jets.
There is one camshaft in different parts per cylinder bank including in-
let and exhaust valve cams.
The bearing housings are fully integrated into the engine block and lo-
cated on the outside of the cylinders.
There are large crankcase doors at the cranshaft and camshafts levels
on both sides of the engine block to make the maintenance easier.

01.2.2. Main bearings (see Chap 10)

The main bearings consist of two half bearing shells, the upper and the
lower shell ; both are replaceable.
Both shells are peripherally slightly longer than the housing thus pro-
viding the shell fixation.
The main bearing located closest to the flywheel is an extra support to
both the flywheel and the coupling.
It is provided with four thrust washers for the axial guidance of the
crankshaft.

01.2.3. Cylinder liner (see Chap 10)

The cylinder liner is made by centrifugal casting of cast iron and pla-
teau-honed.
The jacket water is sealed off by two gaskets in the lower part and
dedicated paste at the collar level.
There is only metallic contact between the liner collar and the engine
block. An antipolishing ring is located at the top of the cylinder liner.

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 W220 Main data, operating data and general design 01.

01.2.4. Flywheel housing (see Chap 10)

The flywheel housing includes several functions such as flywheel pro-
tection.
Several integrated channels transport cooling water and lubricating
oil.

01.2.5. Free end cover (see Chap 10)

The torsional vibration damper is fully covered by the free end cover.
All engine driven pumps are installed on the free end cover. There are
as standard the twin cooling water pump and the lube oil pump unit in-
cluding direct driven main lubricating oil pump.

01.2.6. Crankshaft (see Chap 11)

The crankshaft is forged in one piece of a high tensile steel. Both the
journals and crankpins have recessed fillets.
The counterweights are each bolted on by three screws, two counter-
weights per crankthrow. They are positioned by locating pins which
avoids all sliding due to torsional vibrations.
Both the gear wheel for pump drive and the torsional vibration dam-
per are bolted on at the free end.

Note : The extreme counterweight of the last crankshaft arm for a 18V en-
gine is made of tungsten with a reduced dimension and an equivalent
mass compared to the other counterweights.

01.2.7. Connecting rod (see Chap 11)

The connecting rod is forged in one piece and the big end has a step-
ped split. The cap is hydraulically tightened by two studs.

Note : The conrod totally machined for the last generation is forged. The
conrods are juxtaposed in the engine.

01.2.8. Piston (see Chap 11)

The piston is of composite type with an aluminium skirt and a steel
crown which are connected together by four screws.
The piston gallery is cooled via large flow oil jets. The piston skirt and
cylinder liner are lubricated by two holes in a groove of the piston
skirt.

01.2.9. Piston rings (see Chap 11)

The piston ring set includes 1 chromium-ceramic plated compression
ring, one chromium plated second ring and one chromium scraper
ring with spring loaded. All piston rings are assembled in the crown.

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 01. Main data, operating data and general design W220

01.2.10. Cylinder head (see Chap 12)

The cylinder head is made of grey cast iron. The thermally loaded
flame plate is efficiently water cooled.
The intermediate deck improves the cylinder head cooling as well as
absorbing the mechanical loads on the cylinder head.
The high and robust design of the cylinder head enables only four hy-
draulically tightened studs.
The cylinder head features two inlet and two exhaust valves per cylin-
der. The exhaust valve have stellite-coated seat faces and
chronium-plated stems.
The exhaust valve seat is water cooled. The valves have
stellite-coated seat faces and chromium-plated stems.
The prechamber is made of heat resistant alloy steel and designed for
efficient water cooling.

01.2.11. Camshaft drive (see Chap 13)

The camshaft drive is fully integrated in the engine block.
The drive components are identical for both camshafts sides.
The drive gear is shrunk on the crankshaft.

01.2.12. Camshaft & valve mechanism (see Chap 14)

The camshafts are made of two or three cylinder pieces for the 12V or
18V.
The cams and bearing surfaces are case hardened. The pieces are
connected to each other by a flange connection and dowel pins. The
camshaft is supported by bearing bushes assembled in the engine
block.
The valve tappets are of roller type.

01.2.13. Gas supply system (see Chap 17)

The gas regulating unit maintains a correct gas pressure before en-
gine. This unit is made of a steel skid which includes valves, regulator,
filter, relief valve, sensor, piping and electrical wiring. The only
connection to and from the skid is gas in, gas out, control air, ventila-
tion and electrical connections.

01.2.14. Lubricating oil system (see Chap 18)

The lubricating oil system includes the wet oil sump, the pump unit,
the lubricating oil module and the by-pass centrifuge filter, the tem-
perature control (valves), the cooling and the filtration of the lubri-
cating oil.
The pump unit, including driven lubricating oil pump and electrically
driven pre-lubricating pump, is externally and directly mounted on the
free end cover.

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 W220 Main data, operating data and general design 01.

The lube oil module is made of aluminium casting and assembled on

the block above the flywheel housing. The full flow filters are of made
glass fiber cartridge type and horizontally assembled in the lube oil
module.
Additionally the lubricating oil system includes a by-pass centrifugal
filter.
In order to improve the engine thermal efficiency, it is possible to use
a lubricating oil cooler external to the engine and get back calories.

01.2.15. Cooling water system (see Chap 19)

The cooling water system consists of two separate cooling circuits :
the low temperature (LT) and the high temperature (HT) circuit.
The low temperature circuit water cools a part of the charge air and
the lubricating oil.
The high temperature cooling water cools a part of the charge air, the
liners (jacket water), cylinder heads and the uninsulated part of the
exhaust system (the multiducts).
Both cooling water circuits are equipped by the twin pump. The twin
pump is as a one shaft centrifugal pump with two impellers, one for
the low temperature circuit and the other one for the high tempera-
ture circuit.
The temperatures of the cooling water are controlled by thermostatic
valve elements.
The thermostatic valves for both circuits are in the same casting, CW
(Cooling Water) control unit, assembled on the rear side of the free
end cover.
As a standard for the cooling water system is an engine mounted
preheating system, including non-return valves, preheating resistance
and electrically driven circulating pump in the high temperature cir-
cuit/HT.

01.2.15.1. Low temperature circuit (see chap. 19)

Cooling water control unit
From the cooling water control uint, the Low Temperature cooling
water goes to the air cooler by means of the LT pump, then the free
end cover.
One part of the water cooling water goes to the Charge Air Cooler
(CAC) and returns to the free end cover through the water manifold
and two outer pipes.
The other part of the Low Temperature cooling water goes to the fly-
wheel end through an integrated channel in the side A of the engine
block.
From the engine block, the water goes further on to the flywheel end
then to the Lubricating Oil Cooler (LOC) in the lube-oil module. The
water returns through a pipe to the flywheel housing and through an

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 01. Main data, operating data and general design W220

integrated channel in the side B of the engine block to the free end
cover.
For a cooling water system with communicating LT and HT circuit
(see chap. 19) one part of the LT cooling water coming from the LOC
and the CAC goes to the high temperature cooling water circuit and
the other part goes to the cooling water control unit. The cooling
water control unit controls the temperature of the LT water flow.
If the temperature is “cold”, the water is by-passed to LT water pump
inlet and if the temperature is “hot”, the water is transferred to the cen-
tral cooler.
The cooled water returns to the LT water pump through the cooling
water control unit. (see chap. 19).

Preheating
To allow quick load application after starting, the cooling water sys-
tem is fitted out with a preheating system.
This system permits to preheat the cooling water to a temperature
near to the operating temperature. It consists of a group of
thermo-plunger of 12kW output, activated from 45 to 54°C and a circu-
lation electropump.
However the engine can be started without preheating until the intake
is over 5°C.

01.2.15.2. High temperature circuit (see chap. 19)

From the cooling water control unit, the high temperature cooling wa-
ter goes to the HT pump inlet through the free end cover. From the HT
pump outlet and through the free end cover and the water manifold,
the HT cooling water goes into the liners.
The water circulation between cylinders occurs through openings situ-
ated in the intermediate cylinder walls in the engine block. The open-
ings are in the lower cooling water space around the cylinder liners.
From the lower cooling water space the cooling water goes up to the
upper cooling water space with increased flow velocity for improved
cooling. After that the cooling water goes to the cylinder head.
In the cylinder head, the water is forced by the intermediate deck to
flow along the flame plate around the prechamber nozzle and the ex-
haust valve seats, efficiently cooling all the components.
From the cylinder head, the water goes to the multiduct for cooling
the part of the exhaust gas system, which is not insulated. From the
multiduct the high temperature cooling water returns to the cooling
water control unit by the turbocharger bracket, the water box and a
pipe.
If the temperature is “cold”, the water is by-passed to HT water pump
inlet and if the temperature is “hot”, the water is transferred to the cen-
tral cooler.

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 W220 Main data, operating data and general design 01.

01.2.15.3. Cooling water unit (see chap. 19)

The cooling water control unit controls the temperature of the HT
cooling water and the temperature of the LT cooling water thanks to
two thermostatic valve groups.
The thermostatic valve has a three way valve action in which the wa-
ter is made to flow in the direction required.
When the engine is started up and is cold, the thermostatic valve
by-passes all the water into the engine, this providing the quickest
warm-up period possible.
After warm-up, the correct amount of water is by-passed and returns
to the HT pump for the HT cooling water and to the LT pump for the LT
water.
If the water temperature is too hot, the thermostatic valves will shut
off on the by-pass line for maximum cooling.
No adjustments are ever required on the HT and LT thermostatic
valve. The temperature is permanently set at the factory.
The valve is entirely self-contained, and there are no external bulbs or
lines to become damaged or broken.
The power creating medium utilises the expansion of the element
contents which remains in a half-solid form and is highly sensitive to
temperature changes.
Each thermostatic valve is provided with four elements. If failure of
one element occurs, the remaining elements will take over with only a
slight change in operating temperature. Since flow is diverted either to
by-pass or heat exchanger, failure of an element would cause no
change in pressure drop.
The content of the elements have an almost infinite fierce when
heated and is positively sealed. When the element is heated, this force
is transmitted to the piston thus moving the sliding valve towards the
seat to the by-pass closed position. This force is opposed by a high
spring force, which moves the sliding valve to the heat exchanger
closed position when the elements are cooled. The high force avail-
able on heating is the basis of the fail-safe feature in which failure of
the element would cause the engine to run cold.

01.2.16. Exhaust gas and turbocharging system (see

Chap 15 & 20)
The multiduct is a cylinder specific multi-functional piece in special
heat resistant alloy nodular iron.
The multiduct transfers the air from the air receiver, integrated in the
engine block, to the cylinder head.
The exhaust gases are led from the cylinder head through the multi-
duct. The exhaust gases are water cooled in the multiduct.
Furthermore the multiduct transfers :
· the exhaust gases from the cylinder head to the exhaust
gas pipes,

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 01. Main data, operating data and general design W220

· the cooling water from the cylinder head to the return

channel which is integrated in the engine block.
To complete exhaust pipe, gas piping system turbocharger(s) is (are)
enclosed by an insulation box in order to ensure low surface tempera-
tures.
A wastegate adjusts the charge air pressure before cylinders by dis-
charging part of the exhaust gas flow before turbine directly on ex-
haust pipe, after turbine.

01.2.17. Starting system (see Chap 21)

The starting system is based on one air starter per engine. Additionally
both the air consumption and the noise levels are very low. The fly-
wheel is equipped with a gear ring.

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 W220 Main data, operating data and general design 01.

01.3. Engine views

01.3.1. A side (W220C)

1 2 3 4 5 6 7

8
19

10
18

17 16 15 14 13 12 11

Fig. 01-01

1 Turbocharger air filter 11 Oil sump

2 Turbocharger 12 Crankcase door
3 Insulation box 13 Hot box cover
4 Exhaust pipe insulation box 14 Engine foot
5 Main gas pipe 15 Oil sump draining point
6 Cylinder head 16 Water box
7 Lube oil module 17 Lube oil pump
8 Crankcase breather 18 Charge air cooler water pipes
9 Water pipes for lube oil module cooling 19 Charge air box
10 Flywheel housing

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 01. Main data, operating data and general design W220

01.3.2. B side (W220C)

28

27

20

26

21

22

25 24 23

Fig. 01-02

20 Circulating water pump

21 Preheater box
22 Oil filling point
23 Oil dipstick
24 Overpressure crankcase safety door
25 Air starter
26 Flywheel housing
27 Engine oil filter door
28 Centrifugal filter

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 W220 Main data, operating data and general design 01.

01.3.3. Free End (W220C)

1 1

30

18

21
15
29

17

Fig. 01-03

1 Turbocharger air filter

3 Insulation box
15 Oil sump draining point
17 Lube oil pump
18 Charge air cooler water pipes
21 Preheater box
29 Water pump
30 Oil pipe for turbocharger

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 01. Main data, operating data and general design W220

01.3.4. Flywheel End (W220C)

31 7

9
32

26

11

Fig. 01-04

7 Lube oil module

9 Water pipes for lube oil module cooling
11 Oil sump
26 Flywheel
31 Lube oil cooler
32 Oil pipe

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 W220 Main data, operating data and general design 01.

01.3.5. Top View (W220C)

1 2 28

31

Fig. 01-05

1 Turbocharger air filter

2 Turbocharger
5 Main gas pipe
28 Centrifugal filter
31 Lube oil cooler

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 01. Main data, operating data and general design W220

01.3.6. A side (W220D)

1 2 3 4 5 6 7

8
19

18
10

20
17 16 14 13 12 11

Fig. 01-06

1 Turbocharger air filter 11 Oil sump

2 Turbocharger 12 Crankcase door
3 Insulation box 13 Hot box cover
4 Exhaust pipe insulation box 14 Engine foot
5 Main gas pipe 16 Water box
6 Cylinder head 17 Lube oil pump
7 Lube oil module 18 Charge air cooler water pipes
8 Crankcase breather 19 Charge air box
9 Water pipes for lube oil module cooling 20 Circulating water pump
10 Flywheel housing

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 W220 Main data, operating data and general design 01.

01.3.7. B side (W220D)

28 29

27

26

25 23 24 15 21

Fig. 01-07

15 Oil sump draining point

21 Preheater box
23 Oil dipstick
24 Overpressure crankcase safety door
25 Air starter
26 Flywheel housing
27 Engine oil filter door
28 Centrifugal filter
29 Charge air cooler

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01.3.8. Free end (W220D)

3 1

1 30

18

29

20

15 17 21

Fig. 01-08

1 Turbocharger air filter

3 Insulation box
15 Oil sump draining point
17 Lube oil pump
18 Charge air cooler water pipes
20 Circulating water
21 Preheater box
29 Water pump
30 Oil pipe for turbocharger

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 W220 Main data, operating data and general design 01.

01.3.9. Flywheel end (W220D)

7

31

32

26

11

Fig. 01-09

7 Lube oil module

9 Water pipes for lube oil module cooling
11 Oil sump
26 Flywheel
31 Lube oil cooler
32 Oil pipe

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 01. Main data, operating data and general design W220

01.4. Reference and derating conditions

01.4.1. Reference conditions

Reference Derating Operating

Parameters Units
conditions conditions limits
Min. 10
Suction air temperature °C 25 > 40 Max. 50
Humidity % 30
Altitude / ambiant pressure m / kPa 110 / 100 > 1500 / 85 Max. 3000 / 70
Glycol percentage (1) % 40 Max. 40
Charge air temperature °C 55 > 65 Max. 75
Gaseous fuel Low Heat Value MJ/Nm³ 33.44 Min. 30
Gas feed pressure bar absolute 4 <4
Contact
Methane number 80 Mini 60
Wärtsilä
Sum of exhaust back pressure and air inlet pressure drop mbar 50 Max. 70
Gas feed pressure (2) kPa absolute 400 <400

(1) Avoid unnecessary use of glycol.

(2) Pressure loss in regulating unit 50 kPa which must be added to this
400 kPa absolute, it means that gas pressure before the gas regulating
unit must be higher than 450 kPa absolute otherwise engine load must
be derated.

Note : In continuous operation, Wärtsilä recommends to run at more than

50% of load and never less than 30%.

01.4.2. Derating - Service output

01.4.2.1. General
The W220 engine is available only for Continuous Operating Power
(according to ISO 8528).
· No overload is available
· No overspeed is available.
Continuous Operating Power (COP) means continu power without
time limitation between the stated maintenance intervals, no overload
allowed.

01.4.2.2. Derating rules

The general derating factor needs the calculation of the derating fac-
tor for methan index (Km), the calculation of the derating factor for
ambient condition (Ka) and the derating due to the gas feed pressure.

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 W220 Main data, operating data and general design 01.

The service output will be : · Px tot = Px2 if Px2 < Px3

· Px tot = Px3 if Px3 < Px2

Where : · Px2 = P rated x Km x Ka

· Px3 = P rated [1-0.4(4-P gas)]

P rated = reference output. · Km : see 01.4.2.3.

· Ka : see 01.4.2.4.
01.4.2.3. Derating due to methan index (Mn) : Km
The derating constant Km for methan index value is function of inlet
air temperature configuration, prechamber type and methan index.
ENGINE SPEED : 1500 rpm
NOx 500 mg/Nm³ 350 mg/Nm³ 250 mg/Nm³
Inlet air T°
40°C 50°C 40°C or 50°C 40°C or 50°C
configuration
Prechamber 2% 1% 1% 1%
Methan index (Mn)
Above 82 Km = 1
From 80 to 82 Km = 1 Km = 1
Km = 1
From 74 to 80
From 70 to 74
Km = 1- 0.01 x (74-Mn) Km = 1- 0.01 x (82-Mn)
From 60 to 70
From 60 to 65 Km = 0.32 x Mn-1.17
Km = 1- 0.01 x (74-Mn)
From 57 to 60
Km = 1- 0.01 x (70-Mn)
From 55 to 57
From 49 to 55
From 35 to 49
Less to 35

ENGINE SPEED : 1200 rpm

NOx 500 mg/Nm³ 350 mg/Nm³ 250 mg/Nm³
Inlet air T°
40°C 50°C 40°C 40°C 50°C
configuration
Prechamber 2% 1% 2% 2% 1%
Methan index (Mn) :
Above 82
Km = 1 Km = 1 Km = 1 Km = 1
From 80 to 82
Km = 1
From 74 to 80 Km = Km = Km = Km =
From 70 to 74 1- 0.01 x (80-Mn) 1- 0.01 x (80-Mn) 1- 0.01 x (80-Mn) 1- 0.01 x (80-Mn)
Km = Km = Km = Km =
From 60 to 70 Km =
0.032 x Mn-1.32 0.032 x Mn-1.32 0.032 x Mn-1.32 0.032 x Mn-1.32
1- 0.01 x (70-Mn)
From 60 to 65
From 57 to 60
Km =
From 55 to 57
0.032 x Mn-1.02
From 49 to 55
From 35 to 49
Less to 35

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 01. Main data, operating data and general design W220

01.4.2.4. Derating for ambient condition : Ka

Derating factor Ka calculation needs to evaluate the derating factor
k1, k2 and k3 with a = k1 x k2 x k3.
The derating factor Ka = 1.078 a - 0.078
a) Derating due to air inlet temperature : k1
The derating constant (k1) is :
· k1 = 1 from 10°C to 40°C
· k1 = 1 + 0.004 x (40 - T° air inlet) from 40°C to 50°C
If the suction air temperature to the turbocharger is below 10°C, dera-
ting recommendation needs to be defined in order to prevent exces-
sive peak firing pressure or too lean air fuel ratio. If suction air
temperature is very low ,it is recommended to use preheating of the
inlet air.
b) Derating due to charge air cooling water (LT) : k2

Engine configurated for inlet The derating constant (k2) is :

temperature = 40°C · k2 = 1 up to 55°C of charge air temperature
· k2 = 1 + 0.01 x (55 - T° charge air ) from 55°C to 65°C

Engine configurated for inlet The derating constant (k2) is :

temperature = 50°C · k2 = 1 up to 65°C of charge air temperature
· k2 = 1 + 0.01 x (65 - T° charge air ) from 65°C to 75°C
c) Derating due to air pressure (altitude)
The derating constant k3 is function of altitude and emission adjust-
ment.
Engine speed 1200 rpm 1500 rpm
500 mg/m3N at 5%
O2 dry
500 mg/Nm³ at 5% 350 mg/Nm³ at 5% 250 mg/Nm³ at 5% 250 mg/Nm³/ at 5%
NOx
O2 dry O2 dry O2 dry O2 dry
350 mg/Nm³ at 5%
O2 dry
Altitude
0 to 500 m k3 = 1 k3 = 1
k3 = 1
500 to 1000 m k3 = 1 k3 = 1
1000 to 1500 m k3 = k3 =
k3 = 1+0.0001(500-alt) 1+0.0001(500-alt)
k3 = 1+0.0001(1000-alt)
1500 to 3000 m
1+0.0001(1500-alt)
Above 3000 m Please contact your Wärtsilä representation

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