TECHNICAL

BULLETIN

Wärtsilä low-speed engines RT-146

Services 2-stroke Issue 1, 07.05.2013

Rail valve leakage At your convenience

Information to all Owners and Operators of
Wärtsilä RT-flex engines
Concerned components
Rail valves installed on the Injection
Control Units (ICU) and the Exhaust Valve
Control Units (VCU) of Wärtsilä RT-flex
engines.

Problem
Leakage of control oil.

Solution
Replacement of the O-rings between the
ICU/VCU block and the rail valve
assembly

Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

PO Box 414 Fax: +41 52 262 07 31
CH-8401 Winterthur technicalsupport.chts@wartsila.com
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Contents
Page
Introduction 2
Problem description 3
Consequences 3
Recommendations and measures for improvements 6
Work description 6
Contacts 11

Introduction
The rail valves are used for pre-controlling the Injection Control Units (ICU) and
Exhaust Valve Control Units (VCU) on Wärtsilä RT-flex engines.

This Technical Bulletin describes the cause and consequences of incorrectly

sealing O-rings of the rail valves, as well as the actions recommended for
preventing and identifying the existence of a problem and its solving.

The location of the O-rings sealing the connections to the ICU or VCU is shown
in Figure 1. Depending on the engine type an intermediate orifice plate is
mounted between the rail valve assembly (valve body) and the ICU or VCU.

Note:
The information given in this Technical Bulletin applies for the rail valves installed
on both – Injection Control Units and Valve Control Units.

Rail valve

7 1 2 3 4 5 6

1. Rail valve assembly, 2. Valve body, 3. O-rings on valve body (3 pieces),

4. Connector, 5. Intermediate orifice plate, 6. O-rings on intermediate orifice plate
(3 pieces), 7. Rail valve assembly with intermediate orifice plate, O-rings and
screws
Fig. 1
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Remark:
Two different mounting executions of the rail valve assemblies were applied in
the past. One is with an intermediate orifice plate and the other is directly fixed to
the ICU or VCU. Today’s common execution is the one directly fixed to the ICU or
VCU.
If an intermediate orifice plate is installed, three additional identical O-rings (6)
are applied.

Problem description
Service experience has shown cases, where a leakage from the rail valves
installed on Injection Control Units (ICU) and Valve Control Units (VCU) is
observed.

Rail valve leakages

2 1

1. Control oil accumulated at the rail valve plugs, 2. Servo oil leakage – a high
amount of oil accumulated on the bottom plate of the common rail unit
Fig. 2

Consequences
The oil collected at the rail valve socket can leak through the exposed bayonet
groves in the socket into the electrical plug’s connector.

The leakages are caused by incorrectly sealing O-rings.

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Contaminated rail valve connector sockets

1. Exposed bayonet grove, 2. Socket contaminated with oil, 3. Connector to rail

valve contaminated with oil
Fig. 3

Additionally, control oil and fuel oil content on the socket can be caused by not
well protected plugs during maintenance.

Contaminated rail unit

1. Presence of fuel oil around the rail valve assemblies

Fig. 4
The rail valves mounted on the ICU and VCU are connected by the bayonet
sockets through electrical cables to the WECS electronic modules.
Due to oil content in the electrical plug assembly and by the effect of capillary
action, after certain time, the oil leaks trough the cable and reaches the
connecting terminals in the E95.XX cabinets.
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As a result, oil traces are observed at different locations in these cabinets, i.e. in
the cable trays, terminals, cables, etc.

Various locations of collected oil from leakages

1 2

3 4
1. Oil collected in E95.XX cabinet, 2. Oil traces on FCM-20 module –
WECS 9520, 3. Oil collected at the cable trays – WECS 9500, 4. Oil running
along the wires – original cable colour “white” now “yellow”
Fig. 5

The control oil is electrically non-conductive and therefore there is theoretically

no risk of short-circuit. Nevertheless, the oil contaminated electrical contacts
could cause increased contact resistance (hence decreased conductivity),
leading to increased temperature on the electric terminals in the E95.XX control
boxes. In addition the oil contamination leads to reduced life time of the synthetic
materials.
In the worst case it might lead to rail valve malfunction and/or electrical connector
damages.
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Recommendations and measures for improvements

The previously described control oil leakages may occur due to incorrect
assembly. Some examples of such leakages are given below.

• Some of the O-rings are not installed.

• Incorrectly positioned O-rings during assembly. This might lead to O-rings
slipping out of their recess and squeezing between the edges of the two
housings.
• The mounting bolts are not sufficiently tightened.
• The mounting bolts are longer than specified.

If an oil leakage or oil contamination is observed in the E95.XX control cabinets

or rail unit Wärtsilä recommends the following actions:

• All 3 (three) O-rings of the affected rail valve should be replaced.

• The electrical sockets of the rail valve assembly as well as the corresponding
cable plugs have to be cleaned.
• The corresponding cables to the contaminated sockets and cable plugs have
to be replaced.

Work description

Required material and tools

Parts Code No. Description Quantity Unit

Plug with cable:
See Table 2 “Inject” (ICU) 1 Per rail valve
“Open” VCU
Plug with cable:
See Table 3 “Return” (ICU) 1 Per rail valve
“Close” VCU
See Table 4 O-rings between rail valve and ICU 3 (6*) Per rail valve
See Table 5 O-rings between rail valve and VCU 3 (6*) Per rail valve
Tools Description Quantity Unit
Torque spanner: 1 to 6 Nm 1 —
Allen key for: M4 1 —

*) If an intermediate plate is installed between the rail valve and ICU / VCU,
six (6) O-rings are required.
Table 1

Note:
If ordering O-rings for ICU and VCU with the order numbers listed in Table 4
and 5, the required number of O-rings has to be stated. Wärtsilä recommends
ordering at least 3 O-rings per rail valve or at least 6 O-rings if an intermediate
orifice plate is mounted.
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Plug with cable

Engine type Order number Drawing of plug with cable

RT-flex96C-B DF 93612
RT-flex84T-D BF 93612
RT-flex82T VF 93612
RT-flex82C LF 93612
RT-flex68-B
MF 93612
RT-flex68-D
RT-flex68-D_V1 PF 93612
RT-flex60C
NF 93686
RT-flex60C-B
RT-flex58T-B QF 55762
RT-flex58T-B
RT-flex58T-D OF 93682
RT-flex58T-D_V1
RT-flex58T-D_V2 GF 93682
RT-flex50
RT-flex50-B IF 93612
RT-flex50-D
RT-flex48T-D EF 93612

Table 2

Plug with cable

Engine type Order number Drawing of plug with cable

RT-flex96C-B DF 93613
RT-flex84T-D BF 93613
RT-flex82T VF 93613
RT-flex82C LF 93613
RT-flex68-B
MF 93613
RT-flex68-D
RT-flex68-D_V1 PF 93613
RT-flex60C
NF 93685
RT-flex60C-B
RT-flex58T-B QF 55761
RT-flex58T-B
RT-flex58T-D OF 93685
RT-flex58T-D_V1
RT-flex58T-D_V2 GF 93685
RT-flex50
RT-flex50-B IF 93613
RT-flex50-D
RT-flex48T-D EF 93613

Table 3
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O-rings between rail valve and ICU (delivered as single pieces)

Engine type Order number Drawing and size of O-ring

RT-flex96C-B DF 55759
RT-flex84T-D BF 55759
RT-flex82T VF 55759
RT-flex82C LF 55759
RT-flex68-B
MF 55759 5.28
RT-flex68-D
RT-flex68-D_V1 PF 55759
RT-flex60C

1.78
NF 55759
RT-flex60C-B
RT-flex58T-B QF 55759
RT-flex58T-B
RT-flex58T-D OF 55759
RT-flex58T-D_V1
RT-flex58T-D_V2 GF 55759
RT-flex50 Note, minimum quantities:
RT-flex50-B IF 55759 3 O-rings per rail valve
RT-flex50-D 6 O-rings with intermediate orifice plate
RT-flex48T-D EF 55759

Table 4

O-rings between rail valve and VCU (delivered as single pieces)

Engine type Order number Drawing and size of O-ring

RT-flex96C-B DF 56162
RT-flex84T-D BF 56145
RT-flex82T VF 56162
RT-flex82C LF 56162
RT-flex68-B
MF 56145 5.28
RT-flex68-D
RT-flex68-D_V1 PF 56145
RT-flex60C
1.78

NF 56162
RT-flex60C-B
RT-flex58T-B QF 56162
RT-flex58T-B
RT-flex58T-D OF 56162
RT-flex58T-D_V1
RT-flex58T-D_V2 GF 56162
RT-flex50
RT-flex50-B IF 56145 Note, minimum quantities:
RT-flex50-D 3 O-rings per rail valve
RT-flex48T-D EF 56168

Table 5
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Defining the origin of the leakage

Before removing a rail valve from the ICU or VCU, the origin of the leakage
should be determined.

Different locations for the control oil leakages are possible:

1. Between the rail valve and the ICU / VCU:

− The gap / edge between the rail valve and the ICU / VCU is wet with control
oil, while the remaining part of the housing of the rail valve is more or less
dry.
− To avoid this kind of leakage, the related three small O-rings (3) must be
replaced, see Figure 6.

Replacement of the O-rings

2 1

5 3 4 4 1

1. Rail valves, 2. Screws – tighten with 4 Nm, 3. O-rings, 4. Part of ICU, 5. Rail
valve with intermediate orifice plate, O-rings and screws
Fig. 6

2. Internal leakage of the rail valve:

− Control oil flows out of the inspection bore and only the internal surface of
the electric plug is wet with lubricating oil.
− The complete rail valve has to be replaced.

Note:
The leakages described under point 1 and 2 can lead to a similar distribution of
lubricating oil. Therefore, carefully check the origin of the leakage before
replacing the rail valve.
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Leakage location between ICU and rail valve (drawn for RT-flex82C)

1 3

1. ICU, 2. Fuel rail, 3. Rail valve, 4. Leakage location between rail valve and ICU,
5. Screws, 6. O-rings
Fig. 7

Brief work instruction

• Turn off the control oil pumps if applicable (i.e. depending on engine type).
• Turn off the power supply of the respective unit from the E85 power supply
box.
• Disconnect the cables to the rail valves – 2 per rail valve.
• Remove the rail valves (3) from the ICU / VCU by loosening the four screws
(6) size M4x16 (length without intermediate orifice plate) or the four screws
with size M4x20 (length with intermediate orifice plate), see Figure 7.
• Remove the three O-rings (5) located in the rail valve grooves (or 6 O-rings
with intermediate orifice plate).
• Wipe the oil off from the surfaces with a clean rag.
• Place the new O-rings into the grooves (pay attention while positioning them).
• Install the rail valves on the ICU / VCU as follows:
− Grease the new O-rings (5).
− Install the rail valves (3) to the ICU / VCU.
− Tighten the four screws (6) crosswise with 4 Nm.
Bear in mind that a torque of 4 Nm is relatively small and is normally
outside of the range of a standard torque meter. Therefore, prepare a
torque meter with the suitable range.
• Reconnect the cables to the rail valves – 2 per rail valve.
• Turn “ON” the power supply of the respective unit from the E85 power supply
box.

Note:
Tightening of the four screws must be done with 4 Nm and not with 2.5 Nm as
specified in the instructions delivered with the spare rail valves.
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Contacts

How to contact Wärtsilä

For questions about the content of this Technical Bulletin, or if you need Wärtsilä
assistance, services, spare parts and/or tools, please contact your nearest
Wärtsilä representative.
If you don’t have the contact details at hand, please follow the link “Contact us” –
“24h Services” on the Wärtsilä webpage:
www.wartsila.com

Contact details for emergency issues

Operational support
For questions concerning operational issues, please send your enquiry to:
technicalsupport.chts@wartsila.com
or phone 24hrs support: +41 52 262 80 10.

Field service
If you need Wärtsilä Field Service, please send your enquiry to:
Ch.Fieldservice@wartsila.com
or phone 24hrs support: +41 79 255 68 80.

Spare parts
If you need Wärtsilä spare parts and/or tools, please send you enquiry to:
ch.spareparts.wgls@wartsila.com
or phone 24hrs support: +41 52 262 24 02

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contained herein. Information in this publication is subject to change without notice.
Unless otherwise expressly set forth, no recommendation contained in this document or any of its appendices is
to be construed as provided due to a defect in the engine, but merely as an improvement of the engine and/or
the maintenance procedures relating thereto. Any actions by the owner/operator as a result of the
recommendations are not covered under any warranty provided by Wärtsilä and such actions will thus be at the
owners/operators own cost and expense.
NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS
ASSUMED WITH RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS
CONFIDENTIAL AND INTENDED FOR INFORMATION PURPOSES ONLY.