Marine Project Guide WV32 - 2/1997

Introduction
Introduction
The Project Guide provides main engine data and system proposals for the early design phase of engine installations. For contracted projects specific instructions for planning the installation are always delivered. The 2/1997 issue replaces all previous ones of the Vasa 32 Project Guide. Major revisions of issue 2/1997: The heat balance of the low NOX engines is revised according to the latest laboratory measurements. Major revisions of issue 1/1997: Information concerning the low NOX emission model, Vasa 32 LN, is now presented in parallel with information on the basic Vasa 32. Where no distinction is made, the data applies to both engine types. Technical data is revised in accordance with the current engine specifications. Exhaust gas pipe dimensions are for some cylinder numbers increased. Lists of suitable fuel and lubricating oil separators are included. Instructions on engine room ventilation are added. Emission control methods are described. The code numbers of electrical components are new. Engine seating instructions are extended. Piping interface points are better defined with reference to standard and pressure class. The information provided in this Project Guide is subject to revision without notice. Comments and suggestions to the contents of the Project Guide are welcome.
Application Technology Wrtsil Diesel Oy, Marine Vaasa, 24 March 1997
This publication is designed to provide as accurate and authoritative information regarding the subjects covered as was available at the time of writing. However, the publication deals with complicated technical matters and the design of the subject and products is subject to regular improvements, modifications and changes. Consequently, the publisher and copyright owner of this publication cannot take any responsibility or liability for any errors or omissions in this publication or for discrepancies arising from the features of any actual item in the respective product being different from those shown in this publication. The publisher and copyright owner shall not be liable under any circumstances, for any consequential, special, contingent, or incidental damages or injury, financial or otherwise, suffered by any part arising out of, connected with, or resulting from the use of this publication or the information contained therein.
Copyright 1997 by Wrtsil Diesel Oy All rights reserved. No part of this publication may be reproduced or copied in any form or by any means, without prior written permission of the copyright owner.
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Introduction
Table of contents
Chapter 1. 1.1. 1.2. 1.3. 1.4. 1.5. 1.6. 2. 2.1. 2.2. 2.3. 2.4. Page Chapter 9. 10. Page General data and outputs . . . . . . . . . . . . . 3 Main technical data . . . . . . . . . . . . . . . . . . . 3 Fuel specification. . . . . . . . . . . . . . . . . . . . . 3 Lubricating oil quality. . . . . . . . . . . . . . . . . . 3 Max. continuous output . . . . . . . . . . . . . . . . 4 Reference conditions. . . . . . . . . . . . . . . . . . 5 Principal dimensions and weights . . . . . . . . 5 Operational data . . . . . . . . . . . . . . . . . . . . 9 Dimensioning of propellers . . . . . . . . . . . . . 9 Loading capacity for generating sets. . . . . 11 Restrictions for low load operation and idling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Overhaul intervals and expected life times of engine components . . . . . . . . . . . . . . . . 13 Technical data . . . . . . . . . . . . . . . . . . . . . 14 Wrtsil Vasa 4R32. . . . . . . . . . . . . . . . . . 14 Wrtsil Vasa 6R32. . . . . . . . . . . . . . . . . . 18 Wrtsil Vasa 8R32. . . . . . . . . . . . . . . . . . 22 Wrtsil Vasa 9R32. . . . . . . . . . . . . . . . . . 26 Wrtsil Vasa 12V32. . . . . . . . . . . . . . . . . 30 Wrtsil Vasa 16V32. . . . . . . . . . . . . . . . . 34 Wrtsil Vasa 18V32. . . . . . . . . . . . . . . . . 38 Engine description . . . . . . . . . . . . . . . . . 42 Wrtsil Vasa 32 D & E . . . . . . . . . . . . . . 42 Wrtsil Vasa 32 D & E Low NOX . . . . . . . 43 Fuel system . . . . . . . . . . . . . . . . . . . . . . . 44 General . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Internal fuel system . . . . . . . . . . . . . . . . . . 44 Design of the external fuel system . . . . . . 44 Flushing instructions . . . . . . . . . . . . . . . . . 55 Lubricating oil system . . . . . . . . . . . . . . 56 Internal lubricating oil system . . . . . . . . . . 56 Design of the external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Flushing instructions . . . . . . . . . . . . . . . . . 64 Cooling water system . . . . . . . . . . . . . . . 65 General . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Internal cooling water system . . . . . . . . . . 65 Design of the external cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 Conventional cooling water system. . . . . . 79 Starting air system . . . . . . . . . . . . . . . . . 83 Internal starting air system . . . . . . . . . . . . 83 Design of the external starting air system . 85 Turbocharger turbine washing system . 88 Engine room ventilation and combustion air. . . . . . . . . . . . . . . . . . . . . 89 Crankcase ventilation . . . . . . . . . . . . . . . 90 Exhaust gas system . . . . . . . . . . . . . . . . 91 Emission control options . . . . . . . . . . . . 93 Methods . . . . . . . . . . . . . . . . . . . . . . . . . . 93 Options for further reduction of NOX . . . . . 93 Control and monitoring system . . . . . . . 95 Normal start and stop of the diesel engine 95 Automatic and emergency stop; overspeed trip . . . . . . . . . . . . . . . . . . . . . 96 Speed control . . . . . . . . . . . . . . . . . . . . . . 96 Speed measuring system . . . . . . . . . . . . . 97 Blocking of alarms . . . . . . . . . . . . . . . . . . . 97 Electric prelubricating pump . . . . . . . . . . . 97 Electric built-on fuel feed pump . . . . . . . . . 98 Preheating of cooling water. . . . . . . . . . . . 98 Monitoring system . . . . . . . . . . . . . . . . . . 102 Seating . . . . . . . . . . . . . . . . . . . . . . . . . . 103 General . . . . . . . . . . . . . . . . . . . . . . . . . . 103 Rigid mounting . . . . . . . . . . . . . . . . . . . . 103 Flexible mounting of generating sets. . . . 107 Flexible pipe connections . . . . . . . . . . . . 108 Dynamic characteristics . . . . . . . . . . . . 109 General. . . . . . . . . . . . . . . . . . . . . . . . . . 109 External forces and couples . . . . . . . . . . 109 Torque variations. . . . . . . . . . . . . . . . . . . 110 Power transmission . . . . . . . . . . . . . . . 112 Connection to driven equipment. . . . . . . 112 Torsional vibrations . . . . . . . . . . . . . . . . . 114 Alternator feet design . . . . . . . . . . . . . . . 115 Engine room arrangement . . . . . . . . . . 117 Arrangement of generating sets . . . . . . . 117 Arrangement of main engines . . . . . . . . . 118 Transportation dimensions . . . . . . . . . . . 120 Dimensions and weights of engine parts. . . 122 List of symbols . . . . . . . . . . . . . . . . . . . 125
11. 12. 13. 13.1. 13.2. 14. 14.1. 14.2. 14.3. 14.4. 14.5. 14.6. 14.7. 14.8. 14.9. 15. 15.1. 15.2. 15.3. 15.4. 16. 16.1. 16.2. 16.3. 17. 17.1. 17.2. 17.3. 18. 18.1. 18.2. 18.3. 19. 20.
3. 3.1. 3.2. 3.3. 3.4. 3.5. 3.6. 3.7. 4. 4.1. 4.2. 5. 5.1. 5.2. 5.3. 5.4. 6. 6.1. 6.2. 6.3. 7. 7.1. 7.2. 7.3. 7.4. 8. 8.1. 8.2
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1. General data and outputs

1.1. Main technical data
The Wrtsil Vasa 32 is a 4-stroke, non-reversible, turbocharged and intercooled diesel engine with direct fuel injection. Cylinder bore Stroke Piston displacement Number of valves Cylinder configuration 320 mm 350 mm 28.2 l/cylinder 2 inlet valves and 2 exhaust valves 4, 6, 8 and 9 in-line 12, 16 and 18 in V-form 50 12.0:1 13.8:1 (Low NOX) clockwise, counter-clockwise on request Cylinder output D-rating 720 RPM 750 RPM 370 kW 375 kW 503 hp 510 hp E-rating 405 kW 410 kW 550 hp 557 hp Asphaltenes, max. Aluminium + silicon, max. Flash point, closed Pensky Martens, min. 14% by weight 80 ppm 60C
The fuel specification corresponds to fuel according to ISO 8217 : 1996 (E) categories up to ISO-F-RMK 55. Maximum limits for sodium, water content before engine and asphaltenes have been added. Provided the fuel treatment system can remove water and solids. Sodium contributes to hot corrosion on exhaust valves when combined with high vanadium content. Sodium also contributes strongly to fouling of the exhaust gas turbine blading at high load. The aggressiveness of the fuel depends not only on its proportions of sodium and vanadium but also on the total amount of ash. Hot corrosion and deposit formation are, however, also influenced by other ash constituents. It is therefore difficult to set strict limits based only on the sodium and vanadium content of the fuel. Also a fuel with lower sodium and vanadium contents than specified above can cause hot corrosion on engine components.
V-angle Compression ratio Direction of rotation, seen from flywheel end
Speed
1.3. Lubricating oil quality

Fuel consumption Lube oil consumption see Technical Data see Technical Data
Engine
The system oil should be of viscosity class SAE 40 (ISO VG 150). Oils of viscosity class SAE 30 (ISO VG 100) may also be used. The content of additives should meet the requirement of MIL-L-2104C or API Service CD. The alkalinity, TBN, of the system oil should be 25 - 40 mg/KOH/g]; higher at higher sulphur content of the fuel. During the warranty period, lubricating oil of an approved type has to be used.
1.2. Fuel specification

Viscosity at 50C, max. Viscosity at 100F, max. Density at 15C, max. Conradson Carbon Residue, max. Sulphur content, max. Vanadium content, max. Sodium content, max. Ash, max. Water content, max. Water content before engine, max. Pour point, max. 730 cSt 7200 sRI 0.991 kg/dm / 1.010 kg/dm 22% by weight 5.0% by weight 600 ppm 50 ppm 0.20% by weight 1.0% by volume 0.3% by volume 30C
Turbocharger
For ABB turbochargers with roller bearings a turbine oil must be used. The oil may be a mineral oil or a synthetic oil having a viscosity of 30 - 55 cSt/50C. Other makes of turbochargers and turbochargers with sleeve bearings are lubricated from the main lubricating oil circuit of the engine.
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Oil quantity in turbocharger (ABB turbochargers, only)

Engine 4R32 6R32 8R32 9R32 12V32 16V32 18V32 Litres 2.3 3.5 4.0 4.0 2 x 3.5 2 x 4.0 2 x 4.0
Auxiliary engines
Engine 720 RPM, 60 Hz Engine kW 4R32D 6R32D 8R32D 9R32D 12V32D 16V32D 18V32D 1480 2220 2960 3330 4440 5920 6660 Alternator kVA 1790 2680 3570 4020 5360 7140 8030 kWe 1430 2140 2860 3210 4280 5710 6430 750 RPM, 50 Hz Engine kW 1500 2250 3000 3375 4500 6000 6750 Alternator kVA 1810 2710 3620 4070 5430 7240 8149 kWe 1450 2170 2890 3260 4340 5790 6510
Speed governor
The speed governor can use both turbine and engine oil.
Oil quantity in governor

Governor type Woodward UG 10 Woodward PG 58 Woodward EGB 58 Litres 1.7 1.7 2.3 Engine 720 RPM, 60 Hz Engine kW 4R32E 6R32E 8R32E 9R32E 12V32E 16V32E 18V32E 1620 2430 3240 3645 4860 6480 7290 Alternator kVA 1950 2930 3910 4400 5860 7820 8790 kWe 1560 2340 3130 3520 4690 6250 7030 750 RPM, 50 Hz Engine kW 1640 2460 3280 3690 4920 6560 7380 Alternator kVA 1980 2970 3960 4450 5930 7910 8900 kWe 1580 2370 3170 3560 4750 6330 7120
1.4. Max. continuous output

Main engines
Engine 4R32D 6R32D 8R32D 9R32D 12V32D 16V32D 18V32D 720 RPM kW 1480 2220 2960 3330 4440 5920 6660 HP 2010 3020 4030 4530 6040 8050 9060 750 RPM kW 1500 2250 3000 3375 4500 6000 6750 HP 2040 3060 4080 4590 6120 8160 9180
For auxiliary engines the permissible overload is 10% for one hour every twelve hours. The maximum fuel rack position is mechanically limited to 110% continuous output. The alternator outputs are calculated for an efficiency of 0.965 and a power factor of 0.8. The above output is also available from the free end of the engine, if necessary. The cylinder output P can be calculated as follows:
Engine 4R32E 6R32E 8R32E 9R32E 12V32E 16V32E 18V32E
720 RPM kW 1620 2430 3240 3645 4860 6480 7290 HP 2200 3300 4410 4960 6610 8810 9910
750 RPM kW 1640 2460 3280 3690 4920 6560 7380 HP 2230 3350 4460 5020 6690 8920 10040
P (kW) = pe (bar) x n (RPM) x 0.0235 P (hp) = pe (bar) x n (RPM) x 0.0319 where P = output per cylinder pe = mean effective pressure n = engine speed
The maximum fuel rack position is mechanically limited to 100%.
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1.5. Reference conditions

The maximum continuous output is available at a max. charge air coolant temperature of 38C, a max. air temperature of 45C and a max. exhaust gas back pressure of 300 mmWC. If the actual figures exceed these, the engine should be derated. The fuel consumption indicated in Technical Data is valid in reference conditions according to ISO 3046/1-1986, i.e.:
total barometric pressure 1.0 bar air temperature relative humidity 25C 30%
charge air coolant temperature 25C For other than ISO 3046/I conditions the same standard gives correction factors. The influence of an engine driven lube oil pump on the specific fuel consumption is about 2 g/kWh and of each engine driven cooling water pump about 1 g/kWh, at full load and nominal speed.
1.6. Principal dimensions and weights

In-line engines (3V58E0425c)
Engine 4R32 6R32 8R32 9R32 Engine 4R32 6R32 8R32 9R32
A* 4788 5919 6612 6941 M 1089 1050 1142 1142
A 3945 5083 6113 6603 N 1312 1340 1053 1031
B* 2259 2413 2712 2719 P 1645 1673 1898 1835
B 2259 2345 2712 2649 R 614 673 814 814
C 1981 1993 2034 2034 S* 327 257 218 212
D 2550 2550 2550 2550 S 285 257 218 212
E 600 600 600 600 T 285 325 459 490
F 1135 1135 1135 1135 U 1150 1308 1358 1358
G 2570 3550 4530 5020 V 355 432 479 530
H 225 225 225 225 X 1645 1740 1898 1905
I 950 950 950 950
K 1350 1350 1350 1350
Weight [ton]** 20.3 29.2 40.5 44.4
* Turbocharger at flywheel end ** Weight with liquids (wet sump) but without flywheel
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V-engines (3V58E0437b)
Engine 12V32 16V32 18V32 Engine 12V32 16V32 18V32
A* 6323 7518 8070 M 1206 1257 1257
A 5686 6883 7443 N 1493 1568 1568
B 2503 2765 2794 O 900 900 900
C 2310 2360 2403 P 1830 1950 1980
D 2330 2330 2330 R 673 815 815
E 600 600 600 S 625 700 700
F 1150 1150 1150 T 621 555 555
G 3970 5090 5650 U 1491 1568 1568
H 225 225 225 V 621 555 555
I 1200 1200 1200 X 1830 1950 1980
K 1600 1600 1600 Weight [ton]** 42.5 58.0 61.4
* Turbocharger at flywheel end ** Weight with liquids (wet sump) but without flywheel
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Generating sets, in-line engine (3V58E0439)
Engine 4R32 6R32 8R32 9R32
A 6814 8138 9660 10380
B 1150 1308 1358 1358
C 5000 6250 7700 8350
D 2780 2965 3458 3648
E 2160 2160 2310 2920
F 1760 1760 1910 2510
G 1450 1450 1600 2200
H 1080 1080 1080 1300
I 1420 1420 1620 1620
K 2550 2550 2550 2550
L 3679 3765 4332 4269
Weight [ton]* 34 45 63 70
* Weight with liquids
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Generating sets V-engine (3V58E0438)
Engine 12V32 16V32 18V32
A 9735 10468 11683
B 1491 1568 1568
C 7570 8955 9615
D 3864 3500 3600
E 2890 2890 2890
F 2480 2480 2480
G 2200 2200 2200
H 1300 1300 1300
I 1700 1700 1700
K 2330 2330 2330
L 4203 4465 4495
Weight [ton]* 82 92 100
* Weight with liquids
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2. Operational data
2. Operational data
2.1. Dimensioning of propellers
Controllable pitch (CP) propellers
Controllable pitch propellers are designed so that 100% of the maximum continuous engine output at nominal speed can be utilized. The propeller is usually optimized for service speed and draft at about 85% engine MCR and a sea margin of 10 - 15%. Shaft generators must be considered when dimensioning propellers, if the generator will be used at sea. Overload protection or load control is recommended in all installations. In installations where several engines are connected to the same propeller, overload protection or load control is necessary. The graph 4V93L0383 shows the operating range for a CP-propeller installation. The recommended combinator curve and the 100% load curve are valid for a singleengine installation. For twin-engine installations a lighter combinator program is used if only one engine is in operation. The idling (clutch-in) speed should be as high as possible and will be decided separately in each case.
Operating range, Wrtsil Vasa 32D + LN D, CPpropeller (4V93L0383c)
Operating range, Wrtsil Vasa 32E + LN E, CPpropeller (4V93L0422b)
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2. Operational data
Fixed pitch (FP) propellers

The dimensioning of fixed pitch propellers should be made very thoroughly for every vessel as there are only limited possibilities to control the absorbed power. Factors which influence the design are: The resistance of the ship increases with time due to fouling of the hull. The wake factor of the ship increases with time. The propeller blade frictional resistance in water increases with time. Wind and sea state will increase the resistance of the ship Increased draught and trim due to different load conditions will increase the resistance of the ship. Bollard pull requires higher torque than free running. Propellers rotating in ice require higher torque. The FP-propeller shall be designed to absorb 85% or the maximum continuous output of the engine at nominal speed when the ship is on trial, at specified speed and load.
In ships intended for towing, the propeller can be designed for 95% of the maximum continuous output of the engine at nominal speed in bollard pull or at towing speed. The absorbed power at free running and nominal speed in usually then relatively low, 55 - 75% of the output at bollard pull. In ships intended for operation in heavy ice, the additional torque of the ice shall be considered. The graph 4V93L0423 shows the permissible operating range for an FP-propeller installation as well as the recommended design point at 85% MCR and nominal speed. The min. speed will be decided separately for each installation. It is recommended that the speed control system is designed to give a speed boost signal to the speed governor in order to prevent the engine speed from decreasing when clutching-in. The clutch should be dimensioned for a slipping time of 5 - 8 seconds. A propeller shaft brake should be used to enable fast manoeuvering (crash-stop).
Operating range, Wrtsil Vasa 32D + LN D, FPpropeller (4V93L0384c)
Operating range, Wrtsil Vasa 32E, FP-propeller (4V93L0423b)
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2. Operational data
2.2. Loading capacity for generating sets

Provided that the engine is preheated so that the min. cooling water temperature is 70C, the engine can be loaded immediately after start with no restrictions except the maximum transient frequency deviation specified by the classification societies. For supercharged engines, 100% load cannot be instantly applied due to the air deficit until the turbocharger has accelerated. At instant loading the speed and the frequency drop. The engine can be loaded most quickly by a successive, gradual increase in load from 0 to 100% over a certain time (t1) as shown in the following diagrams. Loading in two steps, with a load application in the first step by highest possible load (= max. permissible instant frequency drop) will take the longest time to achieve table frequency. Therefore, it is recommended that the switchboards and the power management are designed to increase the load in three or four steps, from 0 to 100%, as also suggested by the International Association of Classification Societies (IACS). This shall be done with the agreement of the relevant classification society.
The stated values of loading performance as presented in 1V93F0093 are guidance values; the values will also be affected by the mass-moment of inertia of the set, the governor adjustment and nominal output. Unless otherwise agreed the present requirements of the classification societies for load application on generating sets at an instant speed drop of 10% are: American Bureau of Shipping Bureau Veritas Det Norske Veritas Germanischer Lloyd Registro Italiano Navale Maritime Register Lloyds Register of Shipping 0 - 50 - 100% 50% on base load of 0 - 50% 0 - 50 - 100% 0 - 50 - 100% 0 - 50 - 100% 0 - 50 - 100% 0 - 800/pe [800/pe + (100 - 800/pe)] - 100%
Loading performance (1V93F0093)
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2. Operational data
Successive load application

t1 = shortest possible time of successive, gradually increased load for a speed (and frequency) drop of max. 10% = 5 seconds time elapsing before the speed has stabilized at the initial value (speed droop = 0%) = 7 seconds time elapsing before the speed has stabilized at the new value determined by the speed droop (speed droop = 4%) = 6.5 seconds
2.3. Restrictions for low load operation and idling

The engine can be started, stopped and run on heavy fuel under all operating conditions. Continuous operation on heavy fuel is preferred instead of changing over to diesel fuel at low load operation and manoeuvering. The following recommendations apply to idling and low load operation:
t2 =
t4 =
Absolute idling
(declutched main engine, unloaded generator) Max. 10 min., (recommended 3 - 5 min.), if the engine is to be stopped after the idling. Max. 6 hours if the engine is to be loaded after the idling.
Instant unloading
time elapsing before the speed has stabilized at the initial value (speed droop = 0%) = 2 seconds t5 = time elapsing before the speed has stabilized at the new value determined by the speed droop (speed droop = 4%) = 1.8 seconds n1 = increase in speed at instant unloading (speed droop = 0%) = 8% n2 = increase in speed at instant unloading (speed droop = 4%) <10% t3 =
Operation at 5 - 20% load

Max. 100 hours continuous operation. At intervals of 100 operating hours the engine must be loaded to min. 70% of the rated load.
Operation at higher than 20% load

No restrictions.
Instant load application

Px = highest possible load which can be instantly applied causing a speed drop of max. 10% = 50% t6 = shortest possible time elapsing between the first and second load application = 5 seconds t7 = time elapsing before the speed has stabilized at the initial value (speed droop = 0%) = 9 seconds t8 = time elapsing before the speed has stabilized at the new value determined by the speed droop (speed droop = 4%) = 8.5 seconds
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2. Operational data
2.4. Overhaul intervals and expected life times of engine components

The following overhaul intervals and life times are for guidance only. The actual figures may be different depending on service condition, etc.
Component Fuel quality Piston Piston rings Cylinder liner Cylinder head Inlet valve Exhaust valve Injection valve nozzle Injection pump Main bearing Big end bearing
Time between overhauls [h] HFO 12000 - 20000 12000 - 20000 12000 - 20000 12000 - 20000 12000 - 20000 12000 - 20000 2000 16000 16000 - 20000 12000 - 20000 MDO 20000 - 24000 20000 - 24000 20000 - 24000 20000 - 24000 20000 - 24000 20000 - 24000 2000 16000 16000 - 20000 20000 - 24000
Expected lifetime [h] HFO 24000 - 40000 12000 - 20000 60000 - 100000 60000 - 100000 24000 - 40000 12000 - 20000 4000 - 8000 16000 - 24000 32000 - 40000 12000 - 20000 MDO 40000 - 48000 20000 - 24000 60000 - 100000 60000 - 100000 40000 - 48000 24000 - 32000 8000 32000 32000 - 40000 20000 - 24000
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3. Technical data
3. Technical data
3.1. Wrtsil Vasa 4R32
Engines speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C 8) 8) 8) 8) 2, 8) 2, 8) 2, 8) 2, 8) kg/s kg/s kg/s kg/s C C C C C bar mm kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h bar bar bar bar bar C C C 720 1480 2010 320 350 112.6 12:1 105 145 2.53 21.9 8.4 500 3.2 45 40...70 70 80 3.3 (3.2) 2.9 (2.8) 2.6 (2.4) 1.9 (1.4) 305 (310) 300 (310) 300 (325) 299 (370) 3.4 (3.3) 3.0 (2.9) 2.7 (2.5) 2.0 (1.5) 300 (315) 295 (305) 295 (320) 294 (365) 500 0.03 450 1500 180 340 447 980 62 4 5 3 6 1.4/0.9 188 193 202 1.3 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 78 (84) 190 194 200 191 191 197 1.3 4.2 3.5 2.5 0.8 0.5 63 (77) 80 (90) 78 (84) 3.6 (3.5) 3.1 (3.0) 2.8 (2.6) 2.1 (1.6) 315 (320) 305 (315) 300 (325) 300 (370) 3.3 3.5 45 40...70 70 80 3.7 (3.6) 3.2 (3.1) 2.9 (2.7) 2.2 (1.7) 340 (360) 340 (355) 335 (350) 295 (365) 500 0.03 450 1640 188 378 513 1110 64 4 5 3 6 1.4/0.9 192 193 199 2.6 21.3 8.75 2.8 24.0 8.4 500 3.6
D
750 1500 2040 720 1620 2200
E
750 1640 2230 320 350 112.6 12:1 110 155 2.85 23.3 8.75
1)
Combustion air system

Flow of air at 100% load Ambient air temperature, max. Air temperature after air cooler Air temperature after air cooler, alarm Air temperature after air cooler, stop or slowdown
Exhaust gas system

Exhaust gas flow (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temperature after turbocharger (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temperature after cylinder, alarm Exhaust gas back pressure, recommended max. Exhaust gas pipe diameter, min.
Heat balance
Effective output Lubricating oil Jacket water Charge air Exhaust gases Radiation
3)
1480 176 327 433 970 62 1620 184 370 496 1110 64
Fuel system
Pressure before built-on feed pump, nom. Pressure before built-on feed pump, max. Pressure before built on feed pump, min. Pressure before injection pumps Pump capacity (built-on feed pump) Fuel consumption (100% load) ( 75% load) ( 50% load) Leak fuel quantity, clean fuel (100% load)
4) 5) 5) 5)
Lubricating oil system

Pressure before engine, nom Pressure before engine, alarm. Pressure before engine, stop Priming pressure, nom. Priming pressure, alarm Temperature before engine, nom. Temperature before engine, alarm Temperature after engine, abt.
6) 6) 6)
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3. Technical data
Wrtsil Vasa 4R32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load), abt. RPM m/h m/h m/h m m microns bar g/kWh 720
D
750 46 41 720 44 40 13.4/16.3 0.67 2.0 15 1.5 0.6
E
750 46 41 44 40 13.4/16.3 0.67 2.0 15 1.5 0.8
4)
9)
Cooling water system High temperature cooling water system

Pressure before engine, nom. Pressure before engine, alarm Pressure before engine, max Temperature before engine, abt. Temperature after engine, nom. Temperature after engine, alarm Temperature after engine, stop Pump capacity, nom Pump capacity, min. Pressure drop over engine Water volume in engine Pressure from expansion tank Pressure drop over central cooler, max. Delivery head of stand-by pump bar bar bar C C C C m/h m/h bar m bar bar bar bar bar bar C C C C m/h m/h bar bar bar bar bar bar bar bar bar Nm 1.8 + static 1.0 + static 4.0 85 91 100 105 47 43 0.40 0.305 0.7...1.5 0.6 2.0 1.8 + static 1.0 + static 4.0 25 38 25 35 (65) 47 43 0.1 0.2 0.6 0.7...1.5 2.0 30 10 30 18 0.6 1.8 + static 1.0 + static 4.0 85 91 100 105 47 43 0.40 0.305 0.7...1.5 0.6 2.0 1.8 + static 1.0 + static 4.0 25 38 25 35 (65) 47 43 0.1 0.2 0.6 0.7...1.5 2.0 30 10 30 18 0.6
48 44
48 44
Low temperature cooling water system

Pressure before engine, nom. Pressure before engine, alarm Pressure before engine, max Temperature before engine, abt. Temperature before engine, max Temperature before engine, min. Temperature after engine, min. Pump capacity, nom. Pump capacity, min. Pressure drop over charge air cooler Pressure drop over oil cooler Pressure drop over central cooler, max. Pressure from expansion tank Delivery head of stand-by pump
6)
48 44
48 44
Starting air system

Air pressure, nom. Air pressure, min. (20C) Air pressure, max. Air pressure, alarm Air consumption per start (20C) 1) 2) 3) 4) 5) 6) 7) 8) 9)
7)
If priming pump is connected, 400 RPM At an ambient temperature of 25C. The figures are without margins at 100% load and constant speed. Capacities at 50 and 60 Hz respectively. According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps. Tolerance +5%. The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water. At remote and automatic starting, the consumption may be 50% higher. At constant speed. Figures in brackets at speed acc. to propeller curve. Tolerance +0.3 g/kWh
Subject to revision without notice.
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A?J /KE@A 98!
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15
3. Technical data
Wrtsil Vasa 4R32

Engines speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C 8) 8) 8) 8) 2, 8) 2, 8) 2, 8) 2, 8) kg/s kg/s kg/s kg/s C C C C C bar mm kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h
LN D
720 1480 2010 320 350 112.6 13.8:1 120 155 2.35 21.9 8.4 500 3.1 45 40...70 70 80 3.2 2.9 2.6 1.9 322 316 315 315 3.3 (3.3) 3.0 (2.8) 2.7 (2.5) 2.0 (1.6) 317 (317) 311 (319) 310 (325) 310 (371) 500 0.03 450 1500 174 288 442 1025 58 4 5 3 6 1.4/0.9 185 189 196 1.3 187 190 198 3.2 2.4 21.3 8.75 750 1500 2040
LN E
720 1620 2200 320 350 112.6 13.8:1 130 165 2.6 24.0 8.4 500 3.3 45 40...70 70 80 3.4 3.0 2.8 2.0 328 318 315 315 3.5 (3.5) 3.1 (3.0) 2.9 (2.7) 2.1 (1.7) 323 (323) 313 (321) 310 (324) 310 (369) 500 0.03 450 1640 183 313 500 1112 65 4 5 3 6 1.4/0.9 186 187 194 1.3 187 188 195 3.4 2.65 23.3 8.75 750 1640 2230
1)

Exhaust gas system

Heat balance
3)
1480 169 290 415 994 58 1620 177 316 476 1093 65
Fuel system
4) 5) 5) 5)

Pressure before engine, nom Pressure before engine, alarm. Pressure before engine, stop Priming pressure, nom. Priming pressure, alarm Temperature before engine, nom. Temperature before engine, alarm Temperature after engine, abt. bar bar bar bar bar C C C 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 78 (84) 4.2 3.5 2.5 0.8 0.5 63 (77) 80 (90) 78 (84)
6) 6) 6)
16
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3. Technical data
Wrtsil Vasa 4R32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load), abt. RPM m/h m/h m/h m m microns bar g/kWh
LN D
720 44 40 13.4/16.3 0.67 2.0 15 1.5 0.6 750 46 41
LN E
720 44 40 13.4/16.3 0.67 2.0 15 1.5 0.8 750 46 41
4)
9)

48 44
48 44

6)
48 44
48 44
Starting air system

Air pressure, nom. Air pressure, min. (20C) Air pressure, max. Air pressure, alarm Air consumption per start (20C) 1) 2) 3) 4) 5) 6) 7) 8) 9)
7)
If priming pump is connected, 400 RPM At an ambient temperature of 25C. The figures are without margins at 100% load and constant speed. Capacities at 50 and 60 Hz respectively. According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps. Tolerance +5%. The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water. At remote and automatic starting, the consumption may be 50% higher. At constant speed. Figures in brakets at speed acc. to propeller curve. Tolerance +0.3 g/kWh.
=HE A 2H
A?J /KE@A 98!
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17
3. Technical data

Engine speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C 8) 8) 8) 8) 2, 8) 2, 8) 2, 8) 2, 8) kg/s kg/s kg/s kg/s C C C C C bar mm kW kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h bar bar bar bar bar C C C 720 2220 3020
D
750 2250 3060 320 350 168.9 12:1 105 145 2.53 21.9 8.4 500 4.6 45 40...70 70 80 4.7 (4.6) 4.1 (3.9) 3.7 (3.5) 2.7 (2.4) 313 (320) 308 (320) 310 (330) 295 (335) 4.9 (4.8) 4.3 (4.2) 3.9 (3.7) 2.9 (2.6) 308 (315) 303 (315) 303 (325) 290 (330) 500 0.03 600 2250 258 510 386 288 1455 92 4 5 3 6 1.4/1.7 186 190 196 2.0 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 78 (84) 4.3 4.0 188 191 197 189 188 196 5.2 (5.1) 4.5 (4.3) 4.2 (3.9) 2.9 (2.6) 318 (325) 313 (325) 308 (330) 300 (340) 4.8 5.1 2.6 21.3 8.75 2.8 24.0 8.4 720 2430 3300
E
750 2460 3350 320 350 168.9 12:1 110 155 2.85 23.3 8.75 500 5.3 45 40...70 70 80 5.4 (5.3) 4.7 (4.5) 4.3 (4.1) 3.1 (2.8) 314 (320) 308 (320) 303 (325) 295 (335) 500 0.03 600 2460 270 562 444 326 1640 96 4 5 3 6 1.4/1.7 190 191 198 2.0 4.3
1)

Exhaust gas system

Heat balance
Effective output Lubricating oil Jacket water Charge air, HT-circuit Charge air, LT-circuit Exhaust gases Radiation
3)
2220 252 504 369 286 1415 92 2430 263 551 424 319 1600 96
Fuel system
4) 5) 5) 5)

Pressure before engine, nom Pressure before engine, alarm. Pressure before engine, stop Priming pressure, nom. Priming pressure, alarm Temperature before engine, nom. Temperature before engine, alarm Temperature after engine, abt. 3.5 2.5 0.8 0.5 63 (77) 80 (90) 78 (84)
6) 6) 6)
18
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3. Technical data
Wrtsil Vasa 6R32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load) abt. RPM m/h m/h m/h m m microns bar g/kWh 720
D
750 59 53 720 57 51 13.4/16.3 1.3 3.0 15 1.5 0.6
E
750 59 53 57 51 13.4/16.3 1.3 3.0 15 1.5 0.8
4)
9)

Pressure before engine, nom. Pressure before engine, alarm Pressure before engine, max. Temperature before engine, abt. Temperature after engine, nom. Temperature after engine, alarm Temperature after engine, stop Pump capacity, nom Pump capacity, min. Pressure drop over engine Water volume in engine Pressure from expansion tank Pressure drop over central cooler, max. Delivery head of stand-by pump bar bar bar C C C C m/h m/h bar m bar bar bar bar bar bar C C C C m/h m/h bar bar bar bar bar bar bar bar bar Nm 2.4 + static 1.0 + static 4.0 85 91 100 105 70 65 0.4 0.41 0.7...1.5 0.6 2.0 2.4 + static 1.0 + static 4.0 25 38 25 35 (65) 70 65 0.1 0.4 0.6 0.7...1.5 2.0 30 6 30 18 0.6 2.4 + static 1.0 + static 4.0 85 91 100 105 70 65 0.4 0.41 0.7...1.5 0.6 2.0 2.4 + static 1.0 + static 4.0 25 38 25 35 (65) 70 65 0.1 0.4 0.6 0.7...1.5 2.0 30 6 30 18 0.6
72 66
72 66

Pressure before engine, nom. Pressure before engine, alarm Pressure before engine, max Temperature before engine, abt. Temperature before engine, max. Temperature before engine, min. Temperature after engine, min. Pump capacity, nom. Pump capacity, min. Pressure drop over charge air cooler Pressure drop over oil cooler Pressure drop over central cooler, max. Pressure from expansion tank Delivery head of stand-by pump
6)
72 66
72 66
Starting air system

Air pressure, nom. Air pressure, min. (20C) Air pressure, max. Air pressure, alarm Air consumption per start (20C)
1) 2) 3) 4) 5) 6) 7) 8)
7)
9)
If priming pump is connected, 400 RPM. At an ambient temperature of 25C. The figures are without margins at 100% load, and constant speed. Capacities at 50 and 60 Hz at 100% load. According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps. Tolerance + 5%. The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water. At remote and automatic starting, the consumption in 2...3 times higher. At constant speed. Figures in brackets at speed acc. to propeller curve. Tolerance +0.3 g/kWh.
=HE A 2H
A?J /KE@A 98!
''%
19
3. Technical data
Wrtsil Vasa 6R32

Engine speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C 8) 8) 8) 8) 2, 8) 2, 8) 2, 8) 2, 8) kg/s kg/s kg/s kg/s C C C C C bar mm kW kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h bar bar bar bar bar C C C
LN D
720 2220 3020 320 350 168.9 13.8:1 120 155 2.35 21.9 8.4 500 4.5 45 40...70 70 80 4.6 4.1 3.7 2.8 322 315 313 309 4.8 (4.8) 4.3 (4.1) 3.9 (3.6) 2.9 (2.4) 317 (317) 310 (319) 308 (325) 304 (353) 500 0.03 600 2250 245 425 358 288 1498 86 4 5 3 6 1.4/1.7 182 186 192 2.0 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 78 (84) 4.3 184 187 194 4.7 2.4 21.3 8.75 750 2250 3060
LN E
720 2430 3300 320 350 168.9 13.8:1 130 165 2.6 24.0 8.4 500 4.9 45 40...70 70 80 5.0 4.4 4.0 3.0 328 318 314 310 5.1 (5.1) 4.6 (4.4) 4.2 (3.9) 3.1 (2.6) 323 (323) 313 (321) 309 (324) 305 (354) 500 0.03 600 2460 256 462 416 315 1626 96 4 5 3 6 1.4/1.7 183 184 190 2.0 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 78 (84) 4.3 184 185 191 5.0 2.65 23.3 8.75 750 2460 3350
1)

Flow of air at 100% load Ambient air temperature, max. Air temperature after air cooler Air temperature after air cooler, alarm Air temperature after air cooler, stop or shutdown
Exhaust gas system

Heat balance
3)
2220 237 429 319 287 1453 86 2430 248 466 378 319 1598 96
Fuel system
4) 5) 5) 5)

6) 6) 6)
20
=HE A 2H
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3. Technical data
Wrtsil Vasa 6R32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load) abt. RPM m/h m/h m/h m m microns bar g/kWh
LN D
720 57 51 13.4/16.3 1.3 3.0 15 1.5 0.6 750 59 53
LN E
720 57 51 13.4/16.3 1.3 3.0 15 1.5 0.8 750 59 53
4)
9)

72 66
72 66

6)
72 66
72 66
Starting air system

1) 2) 3) 4) 5) 6) 7) 8)
7)
9)
If priming pump is connected, 400 RPM. At an ambient temperature of 25C. The figures are without margins at 100% load, and constant speed. Capacities at 50 and 60 Hz at 100% load. According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps. Tolerance + 5%. The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water. At remote and automatic starting, the consumption in 2...3 times higher. At constant speed. Figures in brackets at speed acc. to propeller curve. Tolerance +0.3 g/kWh.
=HE A 2H
A?J /KE@A 98!
''%
21
3. Technical data

Engine speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C 8) 8) 8) 8) 2, 8) 2, 8) 2, 8) 2, 8) kg/s kg/s kg/s kg/s C C C C C bar mm kW kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h bar bar bar bar bar C C C 720 2960 4030
D
750 3000 4080 320 350 225.2 12:1 105 145 2.53 21.9 8.4 500 6.1 45 40...70 70 80 6.3 (6.2) 5.6 (5.4) 5.2 (4.8) 3.5 (2.8) 310 (315) 305 (320) 305 (330) 310 (375) 6.5 (6.5) 5.8 (5.6) 5.3 (4.9) 3.7 (2.9) 305 (310) 300 (315) 300 (325) 303 (370) 500 0.03 600 3000 340 672 514 385 1915 122 4 5 3 6 1.9/2.4 186 190 196 2.6 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 79 (84) 4.2 4.0 188 191 197 189 190 196 7.0 (6.9) 6.2 (6.0) 5.7 (5.3) 4.0 (3.2) 318 (325) 305 (325) 305 (330) 308 (375) 6.3 6.8 2.6 21.3 8.75 2.8 24.0 8.4 720 3240 4410
E
750 3280 4460 320 350 225.2 12:1 110 155 2.85 23.3 8.75 500 7.0 45 40...70 70 80 7.2 (7.1) 6.4 (6.2) 5.8 (5.4) 4.1 (3.3) 313 (320) 305 (320) 300 (325) 303 (370) 500 0.03 600 3280 355 743 590 433 2175 128 4 5 3 6 1.9/2.4 190 191 198 2.6 4.2
1)

Exhaust gas system

Heat balance
3)
2960 332 664 492 382 1895 122 3240 345 731 566 426 2145 128
Fuel system
Pressure before built-on feed pump, nom. Pressure before built-on feed pump, max. Pressure before built on feed pump, min. Pressure before injection pumps Pump capacity (built-on feed pump) Fuel consumption (100% load) ( 75% load) ( 50% load) Lea k fuel quantity, clean fuel (100% load)
4) 5) 5) 5)

Pressure before engine, nom Pressure before engine, alarm. Pressure before engine, stop Priming pressure, nom. Priming pressure, alarm Temperature before engine, nom. Temperature before engine, alarm Temperature after engine, abt. 3.5 2.5 0.8 0.5 63 (77) 80 (90) 79 (84)
6) 6) 6)
22
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3. Technical data
Wrtsil Vasa 8R32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load), abt. RPM m/h m/h m/h m m microns bar g/kWh 720
D
750 73 65 720 70 62 20.8/25.4 1.66 4.0 15 1.5 0.6
E
750 73 65 70 62 20.8/25.4 1.66 4.0 15 1.5 0.8
4)
9)

96 89
96 89

6)
96 89
96 89
Starting air system

7)
1) 2) 3) 4) 5) 6) 7) 8) 9)
If priming pump is connected, 400 RPM At an ambient temperature of 25C. The figures are without margins at 100% load and constant speed. Capacities at 50 and 60 Hz respectively. According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps. Tolerance +5%. The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water. At remote and automatic starting, the consumption in 2...3 times higher. At constant speed. Figures in brackets at speed acc. to propeller curve. Tolerance +0.3 g/kWh.
=HE A 2H
A?J /KE@A 98!
''%
23
3. Technical data
Wrtsil Vasa 8R32

Engine speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C 8) 8) 8) 8) 2, 8) 2, 8) 2, 8) 2, 8) kg/s kg/s kg/s kg/s C C C C C bar mm kW kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h bar bar bar bar bar C C C
LN D
720 2960 4030 320 350 225.2 13.8:1 120 155 2.35 21.9 8.4 500 5.9 45 40...70 70 80 6.1 5.5 5.0 3.6 322 316 316 321 6.4 (6.4) 5.7 (5.5) 5.2 (4.8) 3.7 (3.0) 317 (317) 311 (320) 311 (326) 316 (371) 500 0.03 600 3000 327 567 478 383 1997 115 4 5 3 6 1.9/2.4 182 186 192 2.6 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 79 (84) 4.2 184 187 194 6.2 2.4 21.3 8.75 750 3000 4080
LN E
720 3240 4410 320 350 225.2 13.8:1 120 165 2.6 24.0 8.4 500 6.4 45 40...70 70 80 6.6 5.8 5.4 3.9 328 318 315 320 6.8 (6.8) 6.1 (5.8) 5.6 (5.2) 4.0 (3.3) 323 (323) 313 (321) 310 (325) 315 (369) 500 0.03 600 3280 341 616 555 420 2169 128 4 5 3 6 1.9/2.4 183 184 190 2.6 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 79 (84) 4.2 184 185 192 6.6 2.65 23.3 8.75 750 3280 4460
1)

Exhaust gas system

Heat balance
3)
2960 316 572 425 382 1936 115 3240 331 621 503 425 2130 128
Fuel system
4) 5) 5) 5)

6) 6) 6)
24
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3. Technical data
Wrtsil Vasa 8R32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load), abt. RPM m/h m/h m/h m m microns bar g/kWh
LN D
720 70 62 20.8/25.4 1.66 4.0 15 1.5 0.6 750 73 65
LN E
720 70 62 20.8/25.4 1.66 4.0 15 1.5 0.8 750 73 65
4)
9)

96 89
96 89

6)
96 89
96 89
Starting air system

7)
1) 2) 3) 4) 5) 6) 7) 8) 9)
=HE A 2H
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25
3. Technical data

Engine speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C 8) 8) 8) 8) 2, 8) 2, 8) 2, 8) 2, 8) kg/s kg/s kg/s kg/s C C C C C bar mm kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h bar bar bar bar bar C C C 720 3330 4530
D
750 3375 4590 320 350 253.4 12:1 105 145 2.53 21.9 8.4 500 6.9 45 40...70 70 80 7.1 (7.1) 6.2 (6.0) 5.6 (5.3) 4.2 (3.9) 318 (325) 310 (325) 305 (325) 300 (335) 7.4 (7.3) 6.6 (6.3) 5.8 (5.5) 4.3 (4.0) 313 (320) 303 (320) 300 (320) 295 (330) 500 0.03 700 3375 378 738 992 2235 138 4 5 3 6 1.9/2.4 186 190 196 3.0 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 79 (84) 188 191 197 189 190 196 7.7 (7.6) 6.8 (5.8) 6.1 (5.8) 4.5 (4.2) 323 (330) 313 (330) 310 (330) 299 (335) 7.2 7.5 2.6 21.3 8.75 2.8 24.0 8.4 720 3645 4960
E
750 3690 5020 320 350 253.4 12:1 110 155 2.85 23.3 8.75 500 7.8 45 40...70 70 80 8.0 (7.9) 7.1 (6.9) 6.4 (6.0) 4.6 (4.3) 318 (325) 308 (325) 303 (325) 295 (330) 500 0.03 700 3690 391 831 1144 2465 144 4 5 3 6 1.9/2.4 190 191 198 3.0 4.2 3.5 2.5 0.8 0.5 63 (77) 80 (90) 79 (84)
1)

Exhaust gas system

Heat balance
3)
3330 369 729 964 2185 138 3645 380 818 1108 2410 144
Fuel system
4) 5) 5) 5)

6) 6) 6)
26
=HE A 2H
A?J /KE@A 98!
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3. Technical data
Wrtsil Vasa 9R32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load) abt. RPM m/h m/h m/h m m microns bar g/kWh 720
D
750 73 71 720 70 68 20.8/25.4 1.84 4.6 15 1.5 0.6
E
750 73 71 70 68 20.8/25.4 1.84 4.6 15 1.5 0.8
4)
9)

Pressure before engine, nom. Pressure before engine, alarm Pressure before engine, max. Temperature before engine, abt. Temperature after engine, nom. Temperature after engine, alarm Temperature after engine, stop Pump capacity, nom. Pump capacity, min. Pressure drop over engine Water volume in engine Pressure from expansion tank Pressure drop over central cooler, max. Delivery head of stand-by pump bar bar bar C C C C m/h m/h bar m bar bar bar bar bar bar C C C C m/h m/h bar bar bar bar bar bar bar bar bar Nm 1.7 + static 1.0 + static 4.0 85 91 100 105 105 98 0.4 0.56 0.7...1.5 0.6 2.0 1.7 + static 1.0 + static 4.0 25 38 25 35 (65) 105 98 0.1 0.4 0.6 0.7...1.5 2.0 30 6 30 18 0.8 1.7 + static 1.0 + static 4.0 85 91 100 105 105 98 0.4 0.56 0.7...1.5 0.6 2.0 1.7 + static 1.0 + static 4.0 25 38 25 35 (65) 105 98 0.1 0.4 0.6 0.7...1.5 2.0 30 6 30 18 0.8
108 100
108 100

Pressure before engine, nom. Pressure before engine, alarm Pressure before engine, max. Temperature before engine, abt. Temperature before engine, max. Temperature before engine, min. Temperature after engine, min. Pump capacity, nom. Pump capacity, min. Pressure drop over charge air cooler Pressure drop over oil cooler Pressure drop over central cooler, max. Pressure from expansion tank Delivery head of stand-by pump
6)
108 100
108 100
Starting air system

7)
1) 2) 3) 4) 5) 6) 7) 8) 9)
=HE A 2H
A?J /KE@A 98!
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27
3. Technical data
Wrtsil Vasa 9R32

Engine speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C 8) 8) 8) 8) 2, 8) 2, 8) 2, 8) 2, 8) kg/s kg/s kg/s kg/s C C C C C bar mm kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h bar bar bar bar bar C C C
LN D
720 3330 4530 320 350 253.4 13.8:1 120 155 2.35 21.9 8.4 500 6.7 45 40...70 70 80 6.9 6.2 5.7 4.2 322 315 313 309 7.2 (7.2) 6.5 (6.2) 5.9 (5.5) 4.3 (3.6) 317 (317) 310 (319) 308 (325) 304 (353) 500 0.03 700 3375 368 638 968 2247 129 4 5 3 6 1.9/2.4 182 186 192 3.0 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 79 (84) 184 187 194 7.0 2.4 21.3 8.75 750 3375 4590
LN E
720 3645 4960 320 350 253.4 13.8:1 130 165 2.6 24.0 8.4 500 7.2 45 40...70 70 80 7.4 6.5 6.1 4.5 328 318 314 310 7.7 (7.7) 6.9 (6.5) 6.3 (5.9) 4.6 (3.9) 323 (323) 313 (321) 309 (324) 305 (354) 500 0.03 700 3690 384 693 1097 2440 144 4 5 3 6 1.9/2.4 183 184 190 3.0 4.2 3.5 2.5 0.8 0.5 63 (77) 80 (90) 79 (84) 184 185 192 7.5 2.65 23.3 8.75 750 3690 5020
1)

Exhaust gas system

Heat balance
3)
3330 356 644 908 2179 129 3645 372 699 1044 2397 144
Fuel system
4) 5) 5) 5)

6) 6) 6)
28
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3. Technical data
Wrtsil Vasa 9R32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load) abt. RPM m/h m/h m/h m m microns bar g/kWh
LN D
720 70 68 20.8/25.4 1.84 4.6 15 1.5 0.6 750 73 71
LN E
720 70 68 20.8/25.4 1.84 4.6 15 1.5 0.8 750 73 71
4)
9)

108 100
108 100

6)
108 100
108 100
Starting air system

7)
1) 2) 3) 4) 5) 6) 7) 8) 9)
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29
3. Technical data
3.5. Wrtsil Vasa 12V32

Engine speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max. Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C 9) 9) 9) 9) 2, 9) 2, 9) 2, 9) 2, 9) kg/s kg/s kg/s kg/s C C C C C bar mm mm kW kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h bar bar bar bar bar C C C 720 4440 6040
D
750 4500 6120 320 350 337.8 12:1 105 145 2.53 21.9 8.4 500 9.0 45 40...70 70 80 9.2 (9.1) 8.0 (7.6) 7.4 (7.0) 5.3 (4.7) 315 (320) 310 (320) 310 (330) 295 (335) 9.7 (9.5) 8.4 (8.2) 7.6 (7.4) 5.8 (5.1) 10.3 (10.1) 8.8 (8.4) 8.2 (7.7) 5.7 (5.1) 318 (325) 315 (325) 310 (330) 300 (340) 9.5 10.0 2.6 21.3 8.75 2.8 24.0 8.4 720 4860 6610
E
750 4920 6690 320 350 337.8 12:1 110 155 2.85 23.3 8.75 500 10.4 45 40...70 70 80 10.7 (10.5) 9.2 (8.8) 8.4 (8.0) 6.2 (5.5)
1)

Exhaust gas system

Exhaust gas flow (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temperature after turbocharger (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temp. after cylinder, alarm Exhaust gas back pressure, recommended max. Exhaust gas pipe diameter, min. Exhaust ga pipe diameter, (outlet)
308 (315) 305 (315) 305 (325) 289 (330) 500 0.03 800 2 x 600 4500 504 984 762 573 2880 160 4 5 3 6 3.0/3.8
313 (320) 310 (320) 305 (325) 294 (335) 500 0.03 800 2 x 600 4920 527 1110 870 638 3240 168 4 5 3 6 3.0/3.8
Heat balance
3) 4440 492 972 731 567 2800 160 4860 516 1096 837 629 3165 168
Fuel system
4) 5) 5) 5)
184 188 194 4.0 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 81 (84)
186 189 195
187 188 194 4.0 4.2 3.5 2.5 0.8 0.5 63 (77) 80 (90) 81 (84)
188 189 196

6) 6) 6)
30
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3. Technical data
Wrtsil Vasa 12V32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load) abt. Oil flow through cooler, max. RPM m/h m/h m/h m m microns bar g/kWh m/h 720
D
750 94 90 720 90 86 21.0/25.5 1.88 6.1 15 1.5 0.6 68
E
750 94 90 90 86 21.0/25.5 1.88 6.1 15 1.5 0.8 68
4)
10)
71
71

144 133
144 133

6, 7)
144 133
144 133
Starting air system

Air pressure, nom. Air pressure, min. (20C) Air pressure, max. Air pressure, alarm Air consumption per start (20C) 1) 2) 3) 4) 5)
8)
If priming pump is connected, 400 RPM At an ambient temperature of 25C. The figures are without margins at 100% load and constant speed. Capacities at 50 and 60 Hz respectively. According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps. Tolerance +5%. 6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water. 7) Including lubricating oil cooler. 8) At remote and automatic starting, the consumption is 2...3 times higher. 9) At constant speed. Figures in brackets at speed acc. to propeller curve. 10) Tolerance +0.3 g/kWh. Subject to revision without notice.
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3. Technical data
Wrtsil Vasa 12V32

Engine speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max. Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C 9) 9) 9) 9) 2, 9) 2, 9) 2, 9) 2, 9) kg/s kg/s kg/s kg/s C C C C C bar mm mm kW kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h bar bar bar bar bar C C C
LN D
720 4440 6040 320 350 337.8 13.8:1 120 155 2.35 21.9 8.4 500 9.0 45 40...70 70 80 9.2 8.2 7.6 5.5 322 315 313 309 9.7 (9.7) 8.5 (8.2) 7.9 (7.3) 5.8 (4.8) 9.5 2.4 21.3 8.75 750 4500 6120
LN E
720 4860 6610 320 350 337.8 13.8:1 130 165 2.6 24.0 8.4 500 9.8 45 40...70 70 80 10.1 8.8 8.2 6.0 330 320 316 312 10.4 (10.4) 9.3 (8.9) 8.5 (7.9) 6.3 (5.2) 10.1 2.65 23.3 8.75 750 4920 6690
1)

Exhaust gas system

Exhaust gas flow (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temperature after turbocharger (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temp. after cylinder, alarm Exhaust gas back pressure, recommended max. Exhaust gas pipe diameter, min. Exhaust ga pipe diameter, (outlet)
317 (317) 310 (319) 308 (325) 305 (353) 500 0.03 800 2 x 600 4500 490 850 717 575 2997 172 4 5 3 6 3.0/3.8
325 (325) 315 (323) 311 (326) 307 (356) 500 0.03 800 2 x 600 4920 517 934 855 639 3322 193 4 5 3 6 3.0/3.8
Heat balance
3) 4440 474 858 637 573 2905 172 4860 501 942 776 647 3263 194
Fuel system
4) 5) 5) 5)
182 186 192 4.0 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 81 (84)
184 187 193
185 186 192 4.0 4.2 3.5 2.5 0.8 0.5 63 (77) 80 (90) 81 (84)
186 187 194

6) 6) 6)
32
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3. Technical data
Wrtsil Vasa 12V32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load) abt. Oil flow through cooler, max. RPM m/h m/h m/h m m microns bar g/kWh m/h
LN D
720 90 86 21.0/25.5 1.88 6.1 15 1.5 0.6 68 750 94 90
LN E
720 90 86 21.0/25.5 1.88 6.1 15 1.5 0.8 68 750 94 90
4)
10)
71
71

144 133
144 133

6, 7)
144 133
144 133
Starting air system

8)
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33
3. Technical data

Engine speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max. Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C 9) 9) 9) 9) 2, 9) 2, 9) 2, 9) 2, 9) kg/s 720 5920 8050
D
750 6000 8160 320 350 450.4 12:1 105 145 2.53 21.9 8.4 500 12.3 45 40...70 70 80 12.6 (12.4) 13.0 (12.8) 12.7 13.5 2.6 21.3 8.75 2.8 24.0 8.4 720 6480 8810
E
750 6560 8920 320 350 450.4 12:1 110 155 2.85 23.3 8.75 500 13.9 45 40...70 70 80 13.8 (13.6) 14.2
1)

Exhaust gas system

Exhaust gas flow (14.0) (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temperature after turbocharger (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temperature after cylinder, alarm Exhaust gas back pressure, recommended max. Exhaust gas pipe diameter, min. (common) Exhaust ga pipe diameter, (outlet) kg/s 11.1 (10.7) kg/s 10.3 (9.5) kg/s 7.0 (5.5) C C C C C bar mm mm kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h bar bar bar bar bar C C C 308 (315) 305 (320) 305 (330) 310 (375) 11.5 (11.1) 10.5 (9.7) 7.2 (5.7) 12.3 (12.0) 11.3 (10.5) 7.8 (6.3) 319 (325) 304 (325) 305 (330) 310 (375) 12.7 (12.4) 11.6 (10.7) 8.1 (6.6)
304 (310) 300 (315) 300 (325) 305 (370) 500 0.03 900 2 x 700 6000 664 1304 1764 3805 216 4 5 3 6 4.2/5.2
314 (320) 304 (320) 298 (325) 303 (370) 500 0.03 900 2 x 700 6560 762 1456 2020 4310 230 4 5 3 6 4.2/5.2
Heat balance
3) 5920 648 1288 1712 3745 216 6480 686 1440 1964 4255 230
Fuel system
4) 5) 5) 5)
184 188 194 5.2 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 81 (84)
186 189 195
187 188 194 5.2
188 189 196

Pressure before engine, nom Pressure before engine, alarm. Pressure before engine, stop Priming pressure, nom. Priming pressure, alarm Temperature before engine, nom. Temperature before engine, alarm Temperature after engine, abt. 4.2 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 81 (84) 4.2
6) 6) 6)
34
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3. Technical data
Wrtsil Vasa 16V32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load) abt. Oil flow trough cooler, max. RPM m/h m/h m/h m m microns bar g/kWh m/h 720
D
750 128 112 720 123 108 32.3/39.3 2.41 8.1 15 1.5 0.6 87
E
750 128 112 123 108 32.3/39.3 2.41 8.1 15 1.5 0.8 87
4)
10)
91
91

192 177
192 177

6, 7)
192 177
192 177
Starting air system

8)
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35
3. Technical data
Wrtsil Vasa 16V32

Engine speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max. Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C 9) 9) 9) 9) 2, 9) 2, 9) 2, 9) 2, 9) kg/s kg/s kg/s kg/s C C C C C bar mm mm kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h bar bar bar bar bar C C C
LN D
720 5920 8050 320 350 450.4 13.8:1 120 155 2.35 21.9 8.4 500 12.0 45 40...70 70 80 12.3 11.0 10.2 7.3 322 316 316 321 12.9 (12.9) 11.4 (11.0) 10.5 (9.7) 7.5 (6.1) 12.6 2.4 21.3 8.75 750 6000 8160
LN E
720 6480 8810 320 350 450.4 13.8:1 130 165 2.6 24.0 8.4 500 13.1 45 40...70 70 80 13.4 11.8 10.9 7.8 330 320 317 322 13.9 (13.9) 12.4 (11.8) 11.3 (10.6) 8.1 (6.7) 13.6 2.65 23.3 8.75 750 6560 8920
1)

Exhaust gas system

Exhaust gas flow (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temperature after turbocharger (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temperature after cylinder, alarm Exhaust gas back pressure, recommended max. Exhaust gas pipe diameter, min. (common) Exhaust ga pipe diameter, (outlet)
317 (317) 311 (320) 311 (326) 316 (371) 500 0.03 900 2 x 700 6000 653 1133 1723 3996 229 4 5 3 6 4.2/5.2
325 (325) 315 (323) 312 (327) 317 (371) 500 0.03 900 2 x 700 6560 690 1245 1992 4429 258 4 5 3 6 4.2/5.2
Heat balance
3) 5920 632 1144 1614 3873 229 6480 668 1256 1897 4351 259
Fuel system
4) 5) 5) 5)
182 186 192 5.2 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 81 (84)
184 187 194
185 186 192 5.2
186 187 194

Pressure before engine, nom Pressure before engine, alarm. Pressure before engine, stop Priming pressure, nom. Priming pressure, alarm Temperature before engine, nom. Temperature before engine, alarm Temperature after engine, abt. 4.2 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 81 (84) 4.2
6) 6) 6)
36
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3. Technical data
Wrtsil Vasa 16V32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load) abt. Oil flow trough cooler, max. RPM m/h m/h m/h m m microns bar g/kWh m/h
LN D
720 123 108 32.3/39.3 2.41 8.1 15 1.5 0.6 87 750 128 112
LN E
720 123 108 32.3/39.3 2.41 8.1 15 1.5 0.8 87 750 128 112
4)
10)
91
91

192 177
192 177

6, 7)
192 177
192 177
Starting air system

8)
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37
3. Technical data

Engine speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max. Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C 9) 9) 9) 9) 2, 9) 2, 9) 2, 9) 2, 9) 720 6660 9060
D
750 6750 9180 320 350 506.7 12:1 105 145 2.53 21.9 8.4 500 14.5 45 40...70 70 80 15.2 (15.0) 13.4 (13.1) 12.1 (11.5) 8.8 (8.1) 16.0 (15.8) 14.0 (13.7) 12.7 (12.2) 9.1 (8.4) 323 (330) 300 (315) 294 (315) 285 (320) 14.8 15.6 2.6 21.3 8.75 2.8 24.0 8.4 720 7290 9910
E
750 7380 10040 320 350 506.7 12:1 110 155 2.85 23.3 8.75 500 16.1 45 40...70 70 80 16.5 (16.3) 14.6 (14.3) 13.1 (12.6) 9.4 (8.7)
1)

Exhaust gas system

Exhaust gas flow (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temperature after turbocharger (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temperature after cylinder, alarm Exhaust gas back pressure, recommended max. Exhaust gas pipe diameter, min. (common) Exhaust gas pipe diameter, (outlet) kg/s 14.8 (14.6) kg/s 12.8 (12.5) kg/s 11.6 (11.0) kg/s 8.4 (7.7) C C C C C bar mm mm kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h bar bar bar bar bar C C C 308 (315) 294 (310) 289 (310) 284 (320)
303 (310) 290 (305) 285 (305) 280 (315) 500 0.03 1000 2 x 700 6750 750 1458 2044 4440 240 4 5 3 6 4.2/5.2
318 (325) 294 (310) 290 (310) 280 (315) 500 0.03 1000 2 x 700 7380 779 1620 2336 5080 260 4 5 3 6 4.2/5.2
Heat balance
3) 6660 733 1430 1976 4395 240 7290 762 1600 2278 5005 260
Fuel system
4) 5) 5) 5)
189 189 198 6.0 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 81 (84)
190 191 200
191 190 196 6.0 4.2 3.5 2.5 0.8 0.5 63 (77) 80 (90) 81 (84)
192 191 198

6) 6) 6)
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3. Technical data
Wrtsil Vasa 18V32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load) abt. Oil flow trough cooler, max. RPM m/h m/h m/h m m microns bar g/kWh m/h 720
D
750 128 125 720 123 120 32.3/39.3 2.67 9.2 15 1.5 0.6 99
E
750 128 125 123 120 32.3/39.3 2.67 9.2 15 1.5 0.8 99
4)
10)
103
103

216 200
216 200

6, 7)
216 200
216 200
Starting air system

8)
If priming pump is connected, 400 RPM At an ambient temperature of 25C. The figures are without margins at 100% load and constant speed. Capacities at 50 and 60 Hz respectively. According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps. Tolerance +5%. 6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water. 7) Including lubricating oil cooler. 8) At remote and automatic starting, the consumption is 2...3 times higher. 9) At constant speed. Figures in brackets at speed according to propeller curve. 10) Tolerance +0.3 g/kWh. Subject to revision without notice.
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39
3. Technical data
Wrtsil Vasa 18V32

Engine speed Engine output Engine output Cylinder bore Stroke Swept volume Compression ratio Compression pressure, max. Firing pressure, max. Charge air pressure Mean effective pressure Mean piston speed Idling speed RPM kW HP mm mm dm bar bar bar bar m/s RPM kg/s C C C C kg/s kg/s kg/s kg/s 2) 2) 2) 2) C C C C C bar mm mm kW kW kW kW kW kW bar bar bar bar m/h g/kWh g/kWh g/kWh kg/h bar bar bar bar bar C C C
LN D
720 6660 9060 320 350 506.7 13.8:1 120 155 2.35 21.9 8.4 500 13.4 45 40...70 70 80 13.8 12.3 11.4 8.2 322 315 313 309 500 0.03 1000 2 x 700 6660 711 1287 1815 4357 258 4 5 3 6 4.2/5.2 182 186 192 6.0 4.0 3.5 2.5 0.8 0.5 63 (77) 80 (90) 81 (84) 184 187 194 6750 735 1275 1938 4496 258 14.5 12.8 11.9 8.7 317 310 308 305 14.1 2.4 21.3 8.75 750 6750 9180
LN E
720 7290 9910 320 350 506.7 13.8:1 130 165 2.6 24.0 8.4 500 14.7 45 40...70 70 80 15.1 13.3 12.3 9.0 330 320 316 312 500 0.03 1000 2 x 700 7290 752 1413 2134 4895 291 4 5 3 6 4.2/5.2 185 186 192 6.0 4.2 3.5 2.5 0.8 0.5 63 (77) 80 (90) 81 (84) 186 187 194 7380 776 1400 2241 4982 290 15.6 13.9 12.8 9.4 325 315 311 307 15.2 2.65 23.3 8.75 750 7380 10040
1)

Exhaust gas system

Exhaust gas flow (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temperature after turbocharger (100% load) ( 85% load) ( 75% load) ( 50% load) Exhaust gas temperature after cylinder, alarm Exhaust gas back pressure, recommended max. Exhaust gas pipe diameter, min. (common) Exhaust gas pipe diameter, (outlet)
Heat balance
3)
Fuel system
4) 5) 5) 5)

6) 6) 6)
40
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3. Technical data
Wrtsil Vasa 18V32

Engine speed Pump capacity (main), direct driven Pump capacity (main), separate Pump capacity (priming) Oil volume, wet sump, nom. Oil volume in separate system oil tank, nom. Filter fineness, nominal Filters difference pressure, alarm. Oil consumption (100% load) abt. Oil flow trough cooler, max. RPM m/h m/h m/h m m microns bar g/kWh m/h
LN D
720 123 120 32.3/39.3 2.67 9.2 15 1.5 0.6 99 750 128 125
LN E
720 123 120 32.3/39.3 2.67 9.2 15 1.5 0.8 99 750 128 125
4)
10)
103
103

216 200
216 200

6, 7)
216 200
216 200
Starting air system

8)
If priming pump is connected, 400 RPM At an ambient temperature of 25C. The figures are without margins at 100% load and constant speed. Capacities at 50 and 60 Hz respectively. According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps. Tolerance +5%. 6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water. 7) Including lubricating oil cooler. 8) At remote and automatic starting, the consumption is 2...3 times higher. 9) At constant speed. Figures in brackets at speed according to propeller curve. 10) Tolerance +0.3 g/kWh. Subject to revision without notice.
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4. Description of the engine

4.1. Wrtsil Vasa 32 D & E
Engine block
The engine block, made of Meehanite cast iron (GD-J), is cast in one piece for all cylinder numbers. It incorporates the jacket water manifold, the camshaft bearing housings and the charge air receiver. In V-engines the charge air receiver is located between the cylinder banks. The crankshaft is mounted in the engine block in an underslung way. The bearing caps, made of nodular cast iron, are fixed from below by two hydraulically tensioned screws. They are guided sideways by the engine block at the top as well as at bottom. Hydraulically tensioned horizontal side screws at the lower guiding provide a very rigid crankshaft bearing. A hydraulic jack, supported in the oil sump, offers the possibility to lower and lift the main bearing caps, e.g. when inspecting the bearings. Lubricating oil is led to the bearings and piston thourgh this jack. A combined flywheel/thrust bearing is located at the driving end of the engine. The oil sump, a light welded design, is mounted on the engine block from below and sealed by O-rings. The oil sump is available in two alternative designs, wet or dry sump, depending on the type of application. The wet oil sump comprises, in addition to a suction pipe to the lube oil pump, also the main distributing pipe for lube oil as well as suction pipes and a return connection for the separator. The dry sump is drained at either end (free choice) to a separate system oil tank. The holding down bolts are hydraulically tightened in order to facilitate the engine installation. The crankshaft is fully balanced to counteract bearing loads from eccentric masses. If necessary, it is provided with a torsional vibration damper at the free end of the engine. Full output can be taken off at the free end.
Connecting rod
The connecting rods are forged and machined of alloy steel. The big end is split diagonally to allow removal of piston and connecting rod parts. Two connecting rod bolts are hydraulically tightened by means of the same tool which is used for the side screws of the main bearing cap and the holding down bolts of the engine. The gudgeon pin bearing is of the same tri-metal design as the big end bearing. Oil is led to the gudgeon pin bearing and piston through a bore in the connecting rod.
Main bearings and big end bearings

The main bearings and big end bearings are either of trimetal design with steel back, lead-bronze lining and a soft running layer, or of the bi-metal design with steel back and a tin-aluminium running layer.
Cylinder liner
The cylinder liners are centrifugally cast of special alloyed cast iron. The top collar of the cylinder liner is provided with bore cooling for efficient control of the liner temperature. The liner is equipped with an anti-polishing ring, preventing bore polishing.
Piston
The piston is of the composite type with steel top and nodular cast iron skirt. The piston skirt/cylinder liner is lubricated by a piston skirt lubricating system featuring four lubricating bores in a groove on the piston skirt. The piston top is cooled by means of the shaker effect. The piston ring grooves are hardened.
Crankshaft
The crankshaft is forged in one piece. The connecting rods, at the same crank in the V-engines, are arranged side-by-side in order to achieve as vast standardization as possible of the in-line and V-engine details. For the same reason the diameters of the crank pins and journals are equal irrespective of the cylinder number.
Piston rings
The piston ring set consists of three chromium-plated compression rings and one spring-loaded oil scraper ring with chromium-plated edges.
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Cylinder head
The cylinder head is made of grey cast iron. The flame plate is relatively thin and is cooled efficiently with cooling water. The mechanical load is absorbed by a strong intermediate deck which together with the upper deck and the side walls forms a box section. The cylinder head is mounted on the engine block with four hydraulically tensioned cylinder head studs. The exhaust valve seats are directly water cooled.
Injection equipment
The injection pumps are one-cylinder pumps with built-in tappets. The delivery commencement is carefully adjusted by the manufacturer; the tolerances of the engine block and the camshaft are eliminated by a plate, calibrated by the engine manufacturer. Therefore, it is possible to change an injection pump without readjusting the start of delivery. The injection pumps are of the flowthrough type for heavy fuel operation. The injection valve is centrally located in the cylinder head and the fuel supply is through a high pressure connection screwed into the nozzle holder. The injection pipe between the injection pump and the high pressure connection has a double wall design.
Camshaft and valve mechanism

The cams are integrated in the drop forged shaft material. The bearing journals are made in separate pieces which are fitted to the camshaft pieces with flange connections. This solution allows sideways removal of the camshaft pieces. The bearing housings are intergrated in the engine block casting. The camshaft bearings are installed and removed with a hydraulic tool. The chamshaft covers, one for each cylinder, seal against the engine block with a closed sealing profile. The valve tappets are of the piston type with a certain selfadjustment of roller against cam to give an even distribution of the contact pressure. The valve springs together with the tappet spring make the roller follow the cam continuously.
Exhaust pipes
The exhaust pipes are of nodular cast iron. The connections are of the clamp ring type. The complete exhaust system is enclosed in an insulating box consisting of easily removable plates supported by a pipe frame. Mineral wool is the insulating material.
4.2. Wrtsil Vasa 32 D & E Low NO:

The engine description in 4.1. is also valid for the Wrtsil Vasa 32 Low NOX versions with the following exceptions:
Camshaft drive
The camshafts are driven by the cranskshaft through a gear train. The driving gearwheel is fixed to the crankshaft by flange connections.
Connecting rod
The connecting rod is of a three-piece design, which gives a minimum dismantling height and enables the piston to be dismounted without opening the big end bearing. The connecting rod is of forged alloy steel and machined with round sections. All connecting rod studs are hydraulically tightened. The gudgeon pin bearing is of tri-metal type.
Turbocharging and charge air cooling

In-line engines have one turbocharger and V-engines have one charger per cylinder bank. The turbocharger(s) can be placed either at the driving end or at the free end. For cleaning of the turbocharger during operation there is, as standard, a water washing device for the air side and the exhaust side. The air coolers are of the insert type and fitted into a housing. The inserts are easy to remove for cleaning of the air side, and the water side is accessible by removing the end of the cooler insert.
Piston rings
The piston ring set consists of two chromium-plated compression rings and one spring-loaded oil scraper ring with chromium-plated edges.
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5. Fuel system
5. Fuel system
5.1. General
The engine is designed for continuous heavy fuel operation. It is, however, possible to operate the engine also on diesel fuel without any alterations. The engine can be started and stopped on heavy fuel provided that the engine and fuel system are preheated to operating temperature. and therefore the recommendations for the design of the separators should be closely followed. In multi-engine installations, the following main principles should be followed when dimensioning the fuel system: Recommended maximum number of engines connected in parallel to the same fuel feed system is three. For main engines, separate fuel feed circuits are recommended for each propeller shaft (two-engine installations); in four-engine installations so that one from each shaft is fed from the same circuit. Main and auxiliary engines are recommended to be connected to separate circuits.
5.2. Internal fuel system on the engine

Depending on the engine and type of application the fuel system built on the engine can vary somewhat in design. Usually the following equipment is built on the engine: heavy fuel injection pumps injection valves fine filter of duplex type with replaceable paper cartridges (not on V-engines) electrically driven fuel feed pump with safety valve and pump by-pass line with non-return valve (not on Vengines) pressure control valve in the outlet pipe For single engine installations the electrically driven fuel feed pump is normally omitted. Leak fuel from the nozzles is drained to atmospheric pressure (the clean leak fuel system). Clean leak fuel can be pumped back to the day tanks without treatment. Concerning quantity of leak fuel, see Technical data. Possible leak fuel from broken injection pipes or fuel spilled out in the hotbox (the dirty leak fuel system) is drained through a separate system and shall be led to a sludge tank.
Tank heating
In ships intended for operation on heavy fuel, steam or thermal oil, heating coils must be installed in the bunker tanks. In cargo vessels, fuel heating is usually one of the most important items to consider when evaluating the heating requirements. All heat consumers should be considered: bunker tanks day and settling tanks trace heating fuel separators fuel booster modules The heating requirement of tanks is calculated from the maximum heat losses from the tank and from the requirement of raising the temperature by typically 1C/h. The heat loss can be assumed to the 15 W/mC between tanks and shell plating against the sea and 3 W/mC between tanks and cofferdams. The heat capacity of fuel oil can be taken as 2 kJ/kgC. For pumping, the temperature of fuel storage tanks must always be maintained 5 - 10C above the pour point typically at 35 - 40C. The heating coils can be designed for a temperature of 50C. The day amd settling tank temperatures are usually in the range 50 - 70C. A typical heating capacity is 12 kW each. Trace heating of insulated fuel pipes requires about 1.5 W/mC. The area to be used is the total external area of the fuel pipe. Fuel separators require typically 7 kW/installed engine MW and booster units 30 kW/installed engine MW. See also formulas presented later in this chapter.
5.3. Design of the external fuel system

General
The design of the external fuel system may vary from ship to ship but every system should provide well cleaned fuel with the correct temperature and pressure to each engine. When using heavy fuel it is most important that the fuel is properly cleaned from solid particles and water. In addition to the harm poorly centrifuged fuel will do to the engine, high content of water may cause big problems for the fuel feed system. For the feed system, well-proven components should be used. The fuel treatment system should comprise a settling tank and separators to supply the engine(s) with sufficiently clean fuel. When operating on heavy fuel the dimensioning of the separators is of greatest importance
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5. Fuel system
Internal fuel system (4V76F1380a)
System components 01 02 03 04 05 06 07 08 Fuel feed pump, electrically driven Duplex fine filter Injection pump Injection valve Pressure regulating valve Bypass non-return valve Alarm switch, fuel pipe leakage Alarm switch, broken injection pipe
Pipe connentions, engine 101 102 103 104 Fuel inlet Fuel return Leak fuel drain, clean fuel Leak fuel drain, dirty fuel
In-line engines
Pipe dimensions Engine 4 - 9R32 12 - 18V32 101 OD28 OD32 102 OD28 OD32 103 OD22 OD22 104 OD22 OD22
V-engines Flange, PN16 Flange, PN16 DIN 2391, DIN 2391, -
101 102 103 104
Ermeto, PN100 DN 2353, PN100 DIN 2391, DIN 2391, -
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5. Fuel system
FUEL TRANSFER AND SEPARATING SYSTEM

Heavy fuel (residual, and mixtures of residual and distillate) must be cleaned in an efficient centrifugal separator before entering the day tank. In case pure distillated fuel is used, centrifuging is still recommended as fuel may be contaminated in the storage tanks. The rated capacity of the separator may be used provided the fuel viscosity is less than 12 cSt at centrifuging temperature. Marine Gas Oil viscosity is normally less than 12 cSt/15C.
Suction strainer, separator feed pump

A suction strainer shall be fitted to protect the feed pump. The strainer should be equipped with a heating jacket in case the installation place is cold. The strainer can be either a duplex filter with change over valves or two separate simplex strainers. The design of the strainer should be such that air suction cannot occur. fineness 0.5 mm
Separator mode of operation

Two separators, both of the same size, should be installed. The capacity of one separator must be sufficient for the total fuel consumption. The other (standby) separator should also be in operation all the time. It is recommended that conventional separators with gravity disc are arranged for operation in series, the first as a purifier and the second as a clarifier. This arrangement can be used for fuels with a viscosity up to max. about 991 kg/m at 15C. Separators with controlled discharge of sludge (without gravity disc) operating on a continuous basis can handle fuels with a viscosity exceeding 991 kg/m at 15C. In this case the main and standby separators should be run in parallel. For pure distillate fuel, a separate purifier should be installed.
Feed pump, separator

The use of a high temperature resistant screw pump is recommended. The pump should be separate from the separator and electrically driven. Design data: The pump should be dimensioned for the actual fuel quality and recommended throughput of the separator. The flow rate through the separators should, however, not exceed the maximum fuel consumption by more than 10%. No control valve should be used to reduce the flow of the pump. operating pressure, max. 5 bar operating temperature 100C viscosity for dimensioning of the electric motor 1000 cSt
Preheater, separator
The preheater is dimensioned according to the feed pump capacity and a given settling tank temperature. The heater surface temperature must not be too high in order to avoid cracking of the fuel. The heater should be thermostatically controlled for maintaining the fuel temperature within 2C. The recommended preheating temperature for heavy fuel is 98C. Design data: The required minimum capacity of the heater is: P kW = m l/h t 1700 C
SEPARATING SYSTEM COMPONENTS Day tank, heavy fuel

See Feed system
Settling tank, heavy fuel

The settling tank is usually dimensioned to ensure fuel supply for min. 24 operating hours when filled to maximum. The tank should be designed to provide an efficient sludge and water rejecting effect. The tank must be provided with a heating coil and should be well insulated. To ensure constant fuel temperature at the separator, the settling tank temperature should be kept stable. The temperature in the settling tank should be between 50 70C. The min. level in the settling tank should be kept high. This ensures that the temperature will not decrease too much when the tank is filled up with cold bunker.
m = capacity of the separator feed pump t = temperature rise in heater For heavy fuels t = 38C can be used, i.e. a settling tank temperature of 60C. Fuels having a viscosity higher than 5 cSt at 50C need preheating before the separator.
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Transfer and separating system (3V69E0581)
System components 10 11 12 13 14 Settling tank Suction filter Feed pump Heater Separator 15 16 17 18 20 Transfer pump Bunker tank Overflow tank Sludge tank Day tank
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5. Fuel system Alfa-Laval fuel separators / Engine MCR [MW] Separator MMPX 303 MMPX 304 MOPX 205 MOPX 207 MOPX 309 MOPX 310 MOPX 213 FOPX 605 MFPX 307 FOPX 609 FOPX 610 FOPX 613 GO 5.2 9.3 17.7 29.0 41.9 60.9 77.0 12.2 27.3 41.6 41.6 63.9 MDO 60 4.8 8.1 15.3 25.0 35.9 52.4 58.1 12.2 27.3 41.6 41.6 63.9 3.2 5.6 10.5 17.7 25.4 36.7 40.7 9.2 20.6 31.5 31.5 48.3 100 3.0 5.2 10.1 16.9 24.2 35.1 39.1 8.8 19.8 30.2 30.2 46.2 Fuel viscosity [cSt/50C] 180 2.8 4.8 8.9 14.9 21.4 31.4 34.7 8.0 17.6 26.9 28.4 40.3 380 1.8 3.0 6.0 9.7 14.1 20.2 22.6 5.0 11.3 17.6 21.0 29.4 460 600 700
8.1 11.7 17.3 19.0 4.2 9.7 14.7 18.1 26.9
6.8 9.7 14.1 15.7 3.6 8.0 12.2 14.7 22.3
3.2 7.1 10.9 13.0 19.8
Westfalia fuel separators / Engine MCR [MW] Separator OCS 4-nn-066/3 OCS 4-nn-066/4 OCS 4-nn-066/5 OSA 7-nn-066/7 OSA 7-nn-066/8 OSA 20-nn-066/14 OSA 20-nn-066/20 OSA 20-nn-066/25 OSB 30-nn-066/30 OSB 35-nn-066/35 OSB 35-nn-066/40 GO 6.4 8.0 10.2 13.8 17.3 27.9 37.7 46.6 57.6 70.9 94.9 MDO 60 4.9 6.2 8.0 10.6 14.6 21.3 29.3 39.2 44.3 54.5 73.6 4.9 6.2 8.0 10.6 14.6 21.3 29.3 39.2 44.3 54.5 73.6 100 4.7 6.0 7.7 10.3 14.2 20.6 28.4 38.0 42.8 52.9 71.3 Fuel viscosity [cSt/50C] 180 4.2 5.3 6.6 8.9 12.4 17.7 24.8 33.2 36.8 46.6 62.1 380 2.6 3.1 4.0 5.3 7.3 10.6 14.8 19.5 22.0 27.9 37.2 460 2.0 2.4 3.1 4.3 5.8 8.6 11.8 15.7 17.8 22.3 29.7 1010 kg/m) 600 1.6 2.0 2.5 3.5 4.6 7.1 9.3 12.4 14.0 17.8 23.5 700 1.4 1.7 2.3 3.1 4.2 6.2 8.4 11.3 12.6 15.7 21.3
In the above table: Substitute -nn- by -02-(varizone
991 kg/m) or by -0136- (Unitrol
Separator
The fuel oil separator should be sized according to the recommendations of the separator maker. The maximum service throughput of a separator for the specific application should be: Q l/h = P= b= = t= P kW b g / kWh kg / m
!
The percentage can vary according to fuel type and separator make. For final dimensioning the separator maker should be consulted. For MDO (max viscosity 11 cSt at 50C) a flow rate of 80% and a preheating temperature of 45C are recommended. The flow rates recommended for the separator and the grade of fuel in use must not be exceeded. The lower the flow rate the better the separation efficiency. Suitable Alfa Laval and Westfalia separators are presented in the tables above.
24 h t h
in which
max. continuous rating of the diesel engine specific fuel consumption + 15% safety margin density of the fuel daily separating time for selfcleaning separator (usually = 23 h or 23.5 h)
Sludge tank, separator

The sludge tank should be placed below the separators as close as possible. The sludge pipe should be continuously falling without any horizontal parts.
This maximum service throughput of the separator depends on the type of HFO. It is typically expressed as a percentage of the nominal capacity of the separator. Fuel viscosity (cSt at 50C) 700 380 180 Max.service throughput (% of nominal capacity) 16 26 40
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FUEL FEED SYSTEM General

In-line Vasa 32 engines are usually provided with a builton electrically driven fuel feed pump. For V-engines a pump should be installed in the external system for each engine. For heavy fuel operation a pressurized fuel feed system should be installed. The overpressure in the system ensures proper operation of the circulation and injection pumps and prevents the formation of gas bubbles in the return lines from the engines. For fuels with a viscosity below 115 cSt/50C a system with an open deaeration tank can be considered if the tanks can be located high enough to prevent cavitation of the fuel circulation pump. The heavy fuel pipes should be properly insulated and equipped with trace heating if the viscosity of the fuel is 180 cSt/50C or higher. It should be possible to shut off the heating of the pipes, when running on MDO.
a gravity tank min. 15 m above the engine centerline a pneumatic emergency pump a single phase electric motor driven pump fed from an emergency supply
Suction strainer
A suction strainer with a fineness of 0.5 mm should be installed for protecting the feed pumps. The strainer should be equipped with jacket heating. The strainer may be either of the duplex type with changeover valves or have two simplex strainers in parallel. The design should prevent air suction.
Feed pump
The feed pump maintains the pressure in the fuel feed system. A high temperature resistant screw pump is recommended. Design data: capacity to cover the total consumption of the engines and flushing of the automatic filter operating pressure operating temperature 6 bar 100C
SYSTEM COMPONENTS Day tank, heavy fuel

The heavy fuel day tank is usually dimensioned to ensure fuel supply for about 24 operating hours when filled to maximum. The design of the tank should be such that water and dirt particles do not collect in the suction pipe. The tank has to be provided with a heating coil and should be well insulated. Maximum recommended viscosity in the day tank is 140 cSt. Due to the risk of wax formation, fuels with a viscosity lower than 50 cSt/50C must be kept at higher temperatures than the viscosity would require. Fuel viscosity Minimum day tank [cSt at 50C] temperature [C] 700 380 180 65 60 55
viscosity (for dimensioning the electric motor) 1000 cSt
Pressure control (overflow) valve

The pressure control valve maintains the pressure in the de-aeration tank directing the surplus flow to the suction side of the feed pump. set point 3 - 5 bar
Fuel consumption meter

If a fuel consumption meter is required, it should be fitted between the feed pumps and the deaeration tank. An automatically opening bypass line around the consumption meter is recommended to prevent possible clogging. The strainer may be either of duplex type with changeover valves or two simplex strainers in parallel. The design should be such that air suction in prevented.
The tank and pumps should be placed so that a positive static pressure of 0.3...0.5 bar is obtained on the suction side of the pumps.
Day tank, diesel fuel

The diesel fuel day tank is dimensioned to ensure a fuel supply for 12 - 14 operating hours when filled to maximum.
De-aeration tank
The volume of the tank should be about 100 l. It should be equipped with a vent valve, controlled by a level switch. It should also be insulated and equipped with a heating coil. The vent pipe should, if possible, be led downwards, e.g. to the overflow tank.
Black-out start
In installations where standby generating sets are fed from the diesel fuel day tank sufficient fuel pressure for a safe start must also be ensured in the case of a black-out. This can be done with
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5. Fuel system
Circulation pump
The purpose of this pump is to maintain a pressure of 6 bar at the injection pumps. It also circulates the fuel in the system to maintain the viscosity and keep the piping and injection pumps at operating temperature when the engine feed pumps are not in operation and works as a stand-by pump in the event that the engine feed pumps.
Design data: Min. capacity same as the sum of the engine mounted pumps and the flushing of the automatic filter operating pressure operating temperature 8 bar 150C
viscosity (for dimensioning the electric motor) 500 cSt
Pressurized fuel feed system, single engine (3V69E0582a)
System components 20 21 22 23 24 25 26 27 29 30 31 32 36 37 Day tank heavy fuel Day tank diesel fuel Change-over valve Suction strainer Feed pump Strainer Flow meter De-aeration tank Circulation pump Heater Automatically cleaned fine filter Viscosimeter Overflow valve Leak fuel tank, clean fuel
38 39
Leak fuel tank, dirty fuel Pressure control valve
Pipe connections, engine 101 102 103 104 Fuel inlet Fuel return Leak fuel drain, clean fuel Leak fuel drain, dirty fuel
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Pressurized fuel feed system, auxiliary engines (3V69E0583b)
System components 20 21 22 23 24 25 26 27 29 30 31 32 33 34 35 36 Day tank, heavy fuel Day tank, diesel fuel Change-over valve Suction strainer Feed pump Strainer Flow meter De-aeration tank Circulation pump Heater Automatically cleaned fine filter Viscosimeter Suction filter Emergency pump Filter Overflow valve
37 38 39
Leak fuel tank, clean fuel Leak fuel tank, dirty fuel Pressure control valve
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5. Fuel system
Conventional type fuel feed system (3V69E0584)
System components 20 21 22 23 24 26 28 29 30 31 32 37 38 Day tank, heavy fuel Day tank, diesel fuel Change-over valve Suction strainer Feed pump Fuel consumption meter De-aeration tank Circulation pump Heater Automatically cleaned fine filter Viscosimeter Leak fuel tank, clean fuel Leak fuel tank, dirty fuel
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Heater
The heater(s) is dimensioned to maintain an injection viscosity of 14 cSt (for fuels with a viscosity higher than 380 cSt/50C, the temperature at the engine inlet should not exceed 135C), according to the maximum fuel consumption and a given tank temperature. To avoid fuel cracking the surface temperature in the heater must not be too high. The surface power of electric heaters must not be higher than about 1.5 W/cm. The output of the heater is controlled by a viscosimeter. A thermostat control may be fitted as a reserve. The set point of the viscosimeter shall be somewhat lower than the required viscosity at the injection pumps to compensate for losses in the pipes. Design data: The required minimum capacity of the heater is: P [kW] = m= m [l / h] t [ C] 1700
fineness: - back-flushing filter: - insert filter:
34 m (absolute mesh size) 34 m (absolute mesh size)
maximum recommended pressure drop for normal filters at 14 cSt: - clean filter 0.2 bar - dirty filter 0.8 bar - alarm 1.5 bar If a mesh size finer than 25 m is specified, the automatic filter must be placed between the feeder pumps and the deaeration tank to avoid clogging of the filter mesh due to fuel cracking.
Viscosimeter
For the control of the heater(s) a viscosimeter has to be installed. A thermostatic control must be fitted, for safety purposes in the event the viscosimeter is out of order. The viscosimeter design must withstand the pressure peaks caused by the injection pumps of the diesel engine. Design data: viscosity range at injection pumps 10 - 24 cSt operating temperature operating pressure 180C 40 bar
evaluated by multiplying the specific fuel consumption of the engines by the total max. output of the engines temperature rise, higher with increased fuel viscosity.
t=
The following values can be used: Fuel viscosity [cSt at 50C] 700 380 180 Temperature rise in heater [C] 80 (65 in day tank) 75 (60 in day tank) 65 (55 in day tank)
Safety filter
Since no fuel filters are built on the engine, one duplex type safety filter is installed between the booster module and the engine. The filter should be located as close to the engine as possible. A common filter is used for all engines and is equipped with an alarm contact for high differential pressure. fineness 34 - 37 m
To compensate for heat losses due to radiation, the above values should be increased by 10 % + 5 kW.
Automatically cleaned fine filter

The use of an automatic back-flushing filter is recommended, installed between the heaters and the viscosimeter in parallel with an insert filter as the standby half. For back-flushing filters, the circulation pump capacity should be sufficient to prevent pressure drop during the flushing operation. Design data: fuel oil viscosity operating temperature preheating flow operating pressure test pressure: - fuel side - heating jacket acc. to specification 0 - 150C from 180 cSt/50C circulation pump capacity 10 bar 20 bar 10 bar
Leak fuel tank, clean fuel

Clean leak fuel draining from the injection pumps can be reused without repeated treatment. The fuel should be drained to a separate leak fuel tank and, from there, be pumped to the day tank. Alternatively, the clean leak fuel tank can be drained to another tank for clean fuel, e.g. the bunker tank, the overflow tank etc. The pipes from the engine to the drain tank must slope continuously and be provided with trace heating and insulation.
Leak fuel tank, dirty fuel

Under normal operation no fuel should leak out of the dirty system. Fuel is drained only in the event of leakage or similar. The pipes to the sludge tank must be trace heated and insulated.
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5. Fuel system
Fuel feed unit (3V60L0791)
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5. Fuel system
With steam heaters Booster module for engine output of A B C D F H K L P R HFO inlet Fuel to engine Drain from unit Deaeration line to overflow tank MDO inlet Return from engine Steam inlet Condensate outlet Sludge from automatic filter Instrument air inlet Weight dry kg 3, 5, 7 and 12 MW DN50 DN32 R2" DN32 DN50 DN32 DN32 DN32 DN50 10 mm 2100 15 and 18 MW DN65 DN50 R2" DN50 DN65 DN50 DN32 DN32 DN50 10 mm 2300
With electric heaters 3, 5, 7 and 12 MW DN50 DN32 R2" DN32 DN50 DN32 DN32 DN32 DN50 10 mm 2450 15 and 18 MW DN65 DN50 R2" DN50 DN65 DN50 DN32 DN32 DN50 10 mm 2650
Counterflanges DIN 2633 or DIN 2576, NP16, included
Fuel feed unit

If required a completely assembled fuel feed unit can be supplied as an option. This unit normally comprises the following equipment: two suction strainers two booster pumps of the screw type, equipped with built-on safety valves and electric motors one pressure control/overflow valve one pressurized de-aeration tank, equipped with a manually operated vent valve two circulation pumps, same type as above two heaters, steam or electric, one in operation, the other in reserve one automatic back-flushing filter with a by-pass filter one viscometer for control of the heaters one steam control valve or control cabinet for electric heaters one thermostat for emergency control of the heaters one control cabinet with starters for pumps, automatic filter and viscosimeter one alarm panel The above equipment is built on a steel frame which can be welded or bolted to its foundation in the ship. All heavy fuel pipes are insulated and provided with trace heating. When installing the unit, only power supply, group alarms, and fuel, steam and air pipes have to be connected.
5.4. Flushing instructions

Before start-up of the diesel engine(s) the external piping between the day tank(s) and the engine(s) must be flushed in order to remove any foreign particles, such as welding slag. Disconnect the fuel pipes at the engine inlet and outlet (connections 101 and 102). Install a temporary pipe or hose to connect the supply line to the return line, bypassing the engine. The piping should be flushed through a flushing filter of mesh size 34 microns or finer. The inserts of other filters should be removed. The heaters, automatic filters and viscosimeter should be bypassed to prevent permanent damage caused by debris in the piping. The automatic filter must not be used as flushing filter. The pump used should be protected by a suction strainer. The recommended flushing time is a minimum of 6 hours. During this time the welds in the fuel piping should be gently knocked at with a hammer to release slag, and the filter inspected and cleaned carefully at regular intervals.
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6. Lubricating oil system

6.1. Internal lubricating oil system
Dependent on the type of engine and application the lubricating oil system built on the engine can vary somewhat in design. The normal system for the 32 in-line engine is a circulating system, including main and prelubricating oil pump, oil cooler, thermostatic valve and fine filters built on the engine. On auxiliary engines a wet sump is used. In main engines designed for heavy fuel operation, dry sump is standard. On all 32 V-engines only the lubricating oil pump and the sump are built on the engine while other components are separate.
Internal lubricating oil system, in-line engines (4V69E0587c)
System components 01 02 03 04 05 06 08 09 10 11 Lubricating oil main pump Prelubricating oil pump Centrifugal filter Oil cooler Thermostatic valve Fine filter Pressure regulating valve Shut-off valve, only when stand-by pump is installed Non return valve Valve arrangement
Pipe connections, engine 202 207 208 213 214 Lubricating oil outlet (from oil sump) Lubricating oil to el. driven pump Lubricating oil from el. driven pump Lubricating oil from separator and filling (if wet sump) Lubricating oil to separator and drain (if wet sump)
Pipe dimensions Engine 202 207 208 213 4-6R32 DN150 DN80 DN65 DN40 8-9R32 DN150 DN100 DN80 DN40 202 Flange, PN10 207 DIN 2576, PN10 208 DIN 2576, PN10 213 DIN 2576, PN10 214 DIN 2576, PN10 214 DN40 DN40
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Internal lubricating oil system, V-system (4V69E0588a)
System components 01 03 08 09 10 Lubricating oil main pump Centrifugal filter Pressure regulating valve Shut-off valve, only when stand-by pump installed Non-return valve
Pipe connections, engine 201 202 203 204 205 207 213 214 Lubricating oil inlet Lubricating oil outlet (if dry sump) Lubricating oil to engine driven pump Lubricating oil from engine driven pump Lubricating oil to priming pump Lubricating oil to el. driven pump Lubricating oil from separator and filling (if wet sump) Lubricating oil to separator and drain (if wet sump)
Pipe dimensions Engine 12-18V32 201 202 203 204 205 207 213 214 201 DN100 202 DN150 203 DN125 204 DN100 205 DN80 207 DN125 213 DN40 214 DN40
DIN 2576, PN10 Flange, PN10 DIN 2576, PN10 DIN 2576, PN10 DIN 2576, PN10 DIN 2633, PN10 DIN 2576, PN10 DIN 2576, PN10
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6.2. Design of the external lubricating oil system

Each engine should have a lubricating oil system of its own.
Lubricating pump, stand-by

The stand-by lubricating oil pump can be of gear or screw type and should be provided with a pressure control valve. Design data: Capacity Operating pressure Operating temperature see Technical Data max. 8 bar max. 100C
Lubricating oil pump

The direct driven lubricating oil pump is of the gear type, for four and six cylinder engines of the two-wheel type and for the other cylinder numbers of the three-wheel type. The pump is dimensioned to provide sufficient flow even at low speeds and is equipped with an overflow valve which is controlled from the oil pressure in the inlet pipe. If necessary, the engine is provided with pipe connections for a separate, motor driven stand-by pump. Concerning flow rates and pressure, see Technical Data. The suction height of the pump should not exceed 5 m.
Separator
The separator should be dimensioned for continuous centrifuging. Main engines as well as auxiliary engines operating on heavy fuel should have continuous centrifuging of the lubricating oil, either according to the bypass or batch principles. Auxiliary engines operating on fuels having a viscosity of max. 380 cSt/50C may have intermittent separation, with separation of a stopped engine. Alternatively, the used oil can be drained to a tank, from where it is separated to a storage tank for used oil. Three auxiliary engines can have a common separator. Installations with more than three auxiliary engines should have two separators. The separators should preferably be of a type with controlled discharge of the bowl to minimize the lubricating oil losses. Design data: Flow through the separator in relation to rated capacity Rate of circulation of the entire oil volume in 24 hours Centrifuging temperature System tank oil volume 22 - 25% 4 - 5 (not valid for wet sump) 90 - 95C see Technical Data
Prelubricating pump
The prelubricating pump is a motor driven screw pump equipped with a safety valve. The pump is used for: Filling of the diesel engine lubricating oil system before starting e.g. when the engine has been out of operation for a long time Continuous prelubrication of a stopped diesel engine through which heavy fuel is circulating Continuous prelubrication of stopped diesel engine(s) in a multi-engine installation always when one of the engines in running Providing additional capacity to the direct driven lubricating oil pump in installations where the diesel engine speed drops below a certain value. In these cases, the pump should start and stop automatically on signals from the speed measuring system. In V-engines which have no built-on prelubricating oil pump, the prelubrication should be arranged by means of an external pump or the stand-by pump operating at reduced speed. Concerning flows and pressure, see Technical Data. The suction height of the built-on prelubricating pump should not exceed 3.5 m.
The following rule, based on the above data and a separation time of 23 h/day, can be used for estimating the nominal capacity of the separator: Vnom (l/h) = 1.2 - 1.5 P (kW) P = total engine output
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Suitable Alfa-Laval and Westfalia separators are presented in the tables below:
Preheater
The preheater can be a steam or an electric heater. The surface temperature of the heater must not be too high in order to avoid coking of the oil. Design data: For main engines with centrifuging during operation, the heater should be dimensioned for this operating condition. The temperature in the separate system oil tank in the ships bottom is normally 65 - 75C. For auxiliary engines with centrifuging when the engine is not operating, the heater should be dimensioned large enough to allow centrifuging at the optimal rate of the separator without a heat supply from the diesel engine.
Alfa-Laval lubricating oil separators

Separator Engine MCR [MW] GO MMPX 303 MMPX 304 MOPX 205 MOPX 207 MOPX 309 MOPX 310 MOPX 213 LOPX 705 LOPX 707 LOPX 709 LOPX 710 LOPX 713 2.2 3.6 6.7 11.1 16.1 23.9 26.1 6.5 11.8 20.6 25.3 38.2 MDO 1.7 2.7 6.0 8.3 12.1 17 .9 19.6 4.8 8.7 15.2 18.7 28.3 HFO 1.3 2.2 4.0 6.7 9.7 14.3 15.7 3.9 7.1 12.5 15.4 23.2
Lubricating oil storage tank

In engines with a wet sump system, the lubricating oil can be filled into the engine through the filling hole in the crankcase cover, with a hand oil can, or through the separator pipe. The system should allow measurement of the filled oil volume.
Westfalia lubricating oil separators

Separator Engine MCR [MW] GO OSC 4-02-066/3 OSC 4-02-066/4 OSC 4-02-066/5 OSA 7-02-066/7 & OSA 7-96-066/7 OSA 7-02-066/8 & OSA 7-96-066/8 OSA 20-02-066/14 & OSA 20-96-066/14 OSA 20-02-066/20 & OSA 20-96-066/20 OSA 20-02-066/25 & OSA 20-96-066/25 OSB 30-02-066/30 & OSB 30-96-066/30 OSB 35-02-066/35 & OSB 35-96-066/35 OSB 35-02-066/40 & OSB 35-96-066/40 2.9 3.5 4.4 6.3 8.4 12.7 17.3 23.0 26.5 32.5 43.8 MDO 2.2 2.6 3.3 4.ss8 6.3 9.5 13.0 17.3 19.9 24.4 32.8 HFO 1.7 2.1 2.7 3.8 5.0 7.6 10.4 13.8 15.9 19.5 26.3
Valve system
In auxiliary engines with wet sump operation and a common separator, the standard engine is delivered with interconnected valves to make a replacement of flexible connections possible without draining the oil sump. Normally these valves will be open. The valves in the outside pipes have to be closed and opened when the oil is centrifuged.
Automatic filter
In order to extend the operating time of the cartridges of the built-on lubricating oil filters in the main engines, an automatic filter in series with the cartridge type filter is recommended. Design data: Lubricating oil viscosity Operating pressure, max. Test pressure, max. Operating temperature, max. Fineness Max. recommended pressure drop for normal filters: - dirty filter - alarm SAE 40 (SAE 30) 8 bar 12 bar 100C 35 m (absolute mesh size)
Separator pump
The separator pump can be driven directly by the separator or by an electric motor. The flow should be adapted to achieve the above mentioned optimum.
1.0 bar 1.5 bar
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Suction strainer
If necessary, a suction strainer completed by magnetic bars can be fitted in the suction pipe to protect the lubricating oil pump. The suction strainer as well as the suction pipe diameter should be amply dimensioned to minimize the flow loss. The suction strained should always be provided with alarm for high differential pressure. Fineness 0.5 - 1.0 mm
p over cooler oil side, max.
0.8 bar SAE 40 48 C 63 C 8 bar
p over cooler water side, max. 0.8 bar
Oil viscosity class Fresh water temperature before cooler, max. Oil temperature to engine inlet, nominal Operating pressure, max.
Thermostatic valve
A thermostatic valve of direct acting type is installed on all in-line engines. For V-engines, the thermostatic valve shall be fitted in the external system. Design data: Inlet oil temperature to be kept constant, set point 63 C Operating pressure, max. 8 bar
System oil tank (separate)

The engine dry sump has two drain outlets at each end. On V-engines both outlets should be used. The pipe connection between the sump and the system oil tank should be arranged flexible enough to prevent damages due to thermal expansion. The drain pipe from the oil sump to the system oil tank shall end below the min. oil level and shall not be led to the same place as the suction pipe. The end of the suction pipe should be trumpet-shaped or conical in order to reduce the pressure loss. For the same reason the suction pipe shall be as short and straight as possible. Also the suction and return pipes for the separator should not be located near to each other. Recommendation for the design of the tank is given in the drawing of the engine room arrangement. The tank must not be placed so that the oil is cooled so much that the recommended lubricating oil temperature cannot be obtained. A cofferdam between the system oil tank and the hull plating is recommended. Design data: Oil volume Tank filling 1.2 - 1.5 l/kW 75 - 80 %
Lubricating oil fine filter

The lubricating oil fine filter is a filter with replaceable cartridges of paper, in 4R32 one duplex filter, in other in-line engines two duplex filters connected in parallel and in Vengines a filter with three or four chambers. The filters are dimensioned for an operating time of about 1000 h per cartridge when running on heavy fuel. Fineness 60 % separation above 15 m at one throughflow
Centrifugal filter
In addition to the full-flow filters, the engines are equipped with centrifugal filters in by-pass. Capacity per filter Filtering properties 3.5 m/h down to 1 m
Lubricating oil cooler (R32)

The lubricating oil cooler, normally mounted on all in-line engines, is of the tube type with a direct acting, built-on thermostatic valve.
Starting-up filter
All dry sump engines are provided with a temporary fullflow paper cartridge filter in the oil inlet line to each main bearing.
Lubricating oil cooler (V32)

The lubricating oil cooler for the V-engine is normally mounted separately. The cooler can be of the tube or plate type. Design data (oil side): Flow through cooler Dimensioning heat dissipation see Technical data Nominal heat dissipation see Technical data 1.1 x Nominal heat dissipation
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Lubricating oil system, main engine (3V69E0589c)
System components 20 21 22 23 24 25 26 27 28 Suction strainer Lubricating oil pump, stand-by Automatic filter Suction strainer Separator pump Heater Separator System oil tank Sludge tank
Pipe connections, engine 202 203 205 208 209 210 Lubricating oil outlet (from oil sump) Lubricating oil to engine driven pump Lubricating oil to priming pump Lubricating oil from el. driven pump Lubricating oil to external filter Lubricating oil from external filter
Pipe dimensions Engine 4R32 6R32 8R32 9R32 12V32 16V32 18V32 202 DN150 DN150 DN150 DN150 DN150 DN150 DN150 203 DN80 DN80 DN100 DN100 DN125 DN125 DN125 205 DN50 DN50 DN65 DN65 DN65 DN80 DN80 208 DN65 DN65 DN80 DN80 DN100 DN100 DN100 209 DN65 DN65 DN80 DN80 DN100 DN100 DN100 210 DN65 DN65 DN80 DN80 DN100 DN100 DN100
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Lubricating oil system, auxiliary engines (3V69E0590b)
Pipe connections, engine System components 23 24 25 26 28 29 30 31 Suction strainer Separator pump Heater Separator Sludge tank Renovating tank New oil tank Renovated oil tank 213 214 215 Lubricating oil from separator and filling Lubricating oil to separator and drain Lubricating oil filling
Pipe dimensions Engine 4R - 18V32 213 DN40 214 DN40 215 M48 x 2
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Lubricating oil cooler, V-engines (4V47E0188a)
Oil = SAE 40 Oil temperature after cooler = 63C Max. pressure drop on oil side = 80 kPa Fresh water temperature before cooler = 48C Max. pressure drop on fresh water side = 80 kPa
Engine (750 RPM) 12V32E 16V32E 18V32E 12V32LNE 16V32LNE 18V32LNE
Heat to be dissipated, P [kW] 580 772 857 569 759 854
Medium
Flow [m/h] 71 144 90 192 102 216 71 144 90 192 102 216
Weight [kg] Empty 421 943 977 416 943 977 Oper. 511 1080 1130 505 1080 1130
Cooler size 1 2 2 1 2 2
Dimensions [mm] A 434 273 313 428 273 313 B 1255 1065 1065 1255 1065 1065 C 1455 1150 1150 1455 1150 1150
L.O. F.W. L.O. F.W. L.O. F.W. L.O. F.W. L.O. F.W. L.O. F.W.
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6.3. Flushing instructions

Before start up of the diesel engine(s) the external lubricating oil piping leading to and from the engine(s) must be flushed in order to remove any foreign particles, such as welding slag. If an electric motor driven main or stand-by pump is installed, it should be used for the flushing. In case only an engine driven main pump is installed, the ideal is to use a temporary pump of equal capacity as the main pump. Would this not be possible the flushing has to be performed using the prelubricating pump. The circuit is to be flushed drawing the oil from the sump tank pumping it through a flushing oil filter with a mesh size of 34 microns or finer and returning the oil through a hose and the crankcase door to the engine sump. The flushing pump should be protected by a suction strainer. It is recommended to by-pass particularly plate type lubricating oil coolers. This can be done by removing the elements from the thermostatic valve and blinding off the cooler, provided the valve is fitted close to the cooler.
Automatic lubricating oil filters, if installed, must be bypassed during the first hours of flushing. If the cartridges of the normal safety or fine filter are used for flushing, these must be replaced before starting up the engine(s). The flushing is more effective if the lubricating oil is heated and the lubricating oil separators should be in operation prior to and during the flushing. The minimum recommended flushing time is 24 hours. During this time the welds in the lubricating oil piping should be gently knocked at with a hammer to release slag and the flushing filter inspected and cleaned at regular intervals. For the flushing either a separate flushing oil or the approved engine oil can be used. If an approved engine oil is used it can be maintained provided that it is separated 4 - 5 times over after the flushing has been terminated and the filter inserts remain clean from any visible contamination.
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7. Cooling water system

7.1. General
Fresh water cools the cylinder, turbocharger charge air and oil. The pH-value and hardness of the cooling water should be within normal values. The chlorine and sulphate contents should be as low as possible. To prevent rust forming in the cooling water system, an approved corrosion inhibitor must be added to the system according to the instruction manual. The cooling water pipes of the engine are made of carbon steel. To allow starting on heavy fuel, the cooling water system shall be preheated to a temperature as near the operating temperature as possible, or min. 70C. Engines in which the full load is applied immediately after starting should also be preheated. Usually, the outlet temperature of each circuit is controlled by a thermostatic valve. The LT-circuit thermostatic valve has two set points, one for the low load range and one for the high load range. The set point is automatically changed when the load changes between low and high, i.e. at about 35% load. Thus the LT-system is provided with a load dependent temperature control. The HT-circuit thermostatic valve has only one set point. Control of the inlet temperature is also acceptable and in such cases a common thermostatic valve and circulating pump for several engines can be used. The LT-circuit must have individual pumps for each engine. The LTand HT-pumps can be either engine-mounted (engine driven) or separate, electric motor driven. Engines running on diesel oil only do not need a cooling system with load dependent temperature control. A normal central cooling system is acceptable. However, the low temperature circuit must be provided with an automatic temperature control to maintain an inlet temperature of at least 25C to the charge air cooler.
7.2. Internal cooling water system

The proper combustion of heavy fuel at all loads requires optimum process temperatures. At high loads, the temperature must be low enough to limit thermal load and prevent hot corrosion of the components in the combustion chamber. At low loads, the temperature must be high enough to ensure complete combustion and prevent cold corrosion in the combustion space. This means that the process temperature must be raised at low load. This is achieved by using the waste heat of the lube oil to heat the charge air and by recirculating the jacket cooling water. The cooling water system comprises a lowtemperature (LT) circuit and a high-temperature (HT) circuit. The LT-circuit includes the charge air and lube oil coolers, while the HT-circuit includes the cylinders and turbocharger.
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Internal cooling water system (4V69E0591e)
A B, C and F
Basic engine equipment Optional equipment
Pipe connections, engine 401 402 404 406 408 451 452 454 457 HT-water inlet HT-water outlet HT-water air vent. Water from preheater to HT-circuit HT-water from stand-by pump LT-water inlet LT-water outlet LT-water air vent LT-water from stand-by pump
System components 01 02 03 04 06 09 10 HT-cooling water pump LT-cooling water pump Charge air cooler Lubricating oil cooler LT-thermostatic valve Turbocharger Shut-of valve, only when stand-by pump and 06 are installed
Pipe dimensions Engine 4R32 6-9R32 12V32 16-18V32 401 DN80 DN100 DN125 DN150 402 DN80 DN100 DN125 DN150 404 OD12 OD12 OD12 OD12 406 DN25* DN25* DN40 DN40 408 DN80 DN100 DN125 DN150 451 DN80 DN100 DN125 DN150 452 DN80 DN100 DN125 DN150 454 M20 x 1.5 M20 x 1.5 OD12 OD12 457 DN80 DN100 DN125 DN150
* If flexibly mounted OD35 401 402 404 406 408 451 452 454 457 DIN 2576, PN10 DIN 2576, PN10 DIN 2353, PN100 R: Flange, PN10 (without pump) DIN 2353, PN10 (with pump) V: Flange, PN10 (turbocharger at driving end) DIN 2576, PN10 (turbocharger at free end) DIN 2576, PN10 DIN 2576, PN10 DIN 2576, PN10 R: Plug V: DIN 2353, PN100 R: DIN 2633, PN16
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Internal cooling water system, 2-stage air cooler (4V69E0592e)
A B, C and F
Basic engine equipment Optional equipment
Pipe connections, engine 401 402 404 406 408 451 452 454 457 HT-water inlet HT-water outlet HT-water air vent. Water from preheater to HT-circuit HT-water from stand-by pump LT-water inlet LT-water outlet LT-water air vent LT-water from stand-by pump
System components 01 02 03 04 06 07 09 10 HT-cooling water pump LT-cooling water pump Charge air cooler Lubricating oil cooler LT-thermostatic valve Charge air cooler (HT) Turbocharger Shut-of valve, only when stand-by pump and 06 are installed
Pipe dimensions Engine 4R32 6-9R32 12V32 16-18V32 401 DN80 DN100 DN125 DN150 402 DN80 DN100 DN125 DN150 404 OD12 OD12 OD12 OD12 406 DN25* DN25* DN40 DN40 408 DN80 DN100 DN125 DN150 451 DN80 DN100 DN125 DN150 452 DN80 DN100 DN125 DN150 454 M20 x 1.5 M20 x 1.5 OD12 OD12 457 DN80 DN100 DN125 DN150
* If flexibly mounted OD35 401 402 404 406 408 451 452 454 457 DIN 2576, PN10 DIN 2576, PN10 DIN 2353, PN100 R: Flange, PN10 (without pump) DIN 2353, PN10 (with pump) V: Flange, PN10 (turbocharger at driving end) DIN 2576, PN10 (turbocharger at free end) DIN 2576, PN10 DIN 2576, PN10 DIN 2576, PN10 R: Plug V: DIN 2353, PN100 R: DIN 2633, PN16
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7.3. Design of the external cooling water system

The pipe dimensions in the cooling water system should be based on the following maximum water velocities: Fresh water, pressure pipe Fresh water, suction pipe Sea water, pressure pipe Sea water, suction pipe 3.0 m/s 2.5 m/s 2.5 m/s 1.5 m/s
Material - housing: - impeller: - shaft: - sealing: Capacity
cast iron cast iron or bronze stainless steel mechanical see Technical Data.
Stand-by circulating water pumps, LT- and HTcircuit

The pumps should normally be of the centrifugal type and driven by an electric motor. Concerning capacity, see technical data. The delivery head of the pumps should be increased with the actual flow resistance in the external pipes and valves.
Especially the sea water suction pipes should be designed and installed to minimize the flow resistance as much as possible.
Cooling water system with load dependent temperature control

The fresh water pipes should also be designed to minimize the flow resistance as much as possible. The smaller the pressure drop in the pipes the bigger pressure drop can be used for the cooler.
Sea water pump

The sea water pumps have to be electrically driven. The capacity of the pumps are determined by the type of coolers used and the heat to be dissipated.
Charge air cooler

The charge air cooler built on the engine - one for the inline and two for the V-engine is of the insert type with removable cooler inserts. Design data: See Technical Data.
Circulating pump, direct driven, LT and HT circuit

The direct driven cooling water pump is of the centrifugal type and is driven by the engine crankshaft through gear transmission. On request, outlet and inlet connections for a separate stand-by pump can be provided as well as a shut-off valve on the suction side of the built-on pump.
Central cooler (4V47E0202)
Main dimensions Cooler size 1 2 3 D 981 1885 2160 E 460 610 780 G 225 298 353 H 719 1294 1478 I 420 450 620
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Central cooler (with 1-stage charge air coolers), Wrtsil Vasa 32 E (750 RPM)
P kW 1 x 4R32E 2 x 4R32E 3 x 4R32E 1 x 6R32E 2 x 6R32E 3 x 6R32E 1 x 8R32E 2 x 8R32E 3 x 8R32E 1 x 9R32E 2 x 9R32E 3 x 9R32E 1 x 12V32E 2 x 12V32E 1 x 16V32E 2 x 16V32E 1 x 18V32E 2 x 18V32E 1079 2158 3237 1602 3204 4806 2121 4242 6363 2366 4732 7098 3145 6290 4178 8356 4735 9470 Medium Flow [m/h] 54 70 108 141 162 211 81 105 162 211 243 316 108 140 216 281 324 421 121 158 243 316 364 474 161 209 322 419 216 280 431 561 242 315 485 630 Press. drop [bar] 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 Weight [kg] empty 269 328 880 297 877 969 328 937 1590 345 965 1630 877 1590 937 1680 965 1740 oper. 315 420 1020 366 1020 1190 420 1130 2050 449 1180 2130 1020 2030 1130 2270 1180 2420 Cooler size 1 1 2 1 2 2 1 2 3 1 2 3 2 3 2 3 2 3 A B C
FM SW FM SW FM SW FM SW FM SW FM SW FW SW FW SW FW SW FW SW FW SW FW SW FW SW FW SW FW SW FW SW FW SW FW SW
209 416 284 310 278 430 420 375 562 469 424 621 278 553 375 724 424 828
655 1255 1065 905 1065 1365 1255 1365 1805 1255 1365 1805 1065 1805 1365 1805 1365 1805
855 1455 1150 1105 1150 1450 1455 1450 2070 1455 1450 2070 1150 2070 1450 2070 1450 2070
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Central cooler (with 1-stage charge air coolers), Wrtsil Vasa 32 LN E (750 RPM)
P kW 1 x 4R32 LN E 2 x 4R32 LN E 3 x 4R32 LN E 1 x 6R32 LN E 2 x 6R32 LN E 3 x 6R32 LN E 1 x 8R32 LN E 2 x 8R32 LN E 3 x 8R32 LN E 1 x 9R32 LN E 2 x 9R32 LN E 3 x 9R32 LN E 1 x 12V32 LN E 2 x 12V32 LN E 1 x 16V32 LN E 2 x 16V32 LN E 1 x 18V32 LN E 2 x 18V32 LN E 996 1992 2988 1449 2898 4347 1932 3864 5796 2174 4348 6522 2945 5890 3927 7854 4417 8834 Medium Flow Press. drop [m/h] [bar] 52 68 104 136 157 204 78 106 156 203 235 305 104 135 208 271 313 406 117 152 235 305 352 457 156 203 312 406 208 271 416 541 234 304 468 609 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 0.6 1.2 Weight [kg] empty 265 318 870 290 863 953 318 918 1550 339 953 1590 866 1530 922 1660 950 1720 oper. 307 404 1000 350 989 1160 404 1090 1960 436 1160 2050 996 1940 1100 2210 1150 2350 Cooler size 1 1 2 1 2 2 1 2 3 1 2 3 2 3 2 3 2 3 A B C
FM SW FM SW FM SW FM SW FM SW FM SW FW SW FW SW FW SW FW SW FW SW FW SW FW SW FW SW FW SW FW SW FW SW FW SW
192 386 265 274 253 403 386 342 504 440 403 567 259 508 348 684 396 783
655 905 1065 905 1065 1365 905 1365 1205 1255 1365 1805 1065 1205 1365 1805 1365 1805
855 1105 1150 1105 1150 1450 1105 1450 1470 1455 1450 2070 1150 1470 1450 2070 1450 2070
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Thermostatic valve, LT-circuit (2V34L0057a)
Pipe connections A B C D from engine by-pass to cooler control air M10 x 1
where: qLT [m/h] = nom. LT-pump capacity, see Technical Data kW = heat dissipated from jackets Tout = HT-water temperature after engine (= 91 C) Tin = HT-water temperature before engine (= 38 C) Pressure drop on the fresh water side max. 0.6 bar
Lubricating oil cooler

The lubricating oil cooler is to be cooled with fresh water and connected in series with the charge air cooler. For technical data see Lubricating oil system.
If the flow resistance in the external pipes is high it should be noted when designing the cooler. Sea water flow acc. to cooler manufacturer, normally 1.2 1.5 x fresh water flow normally 0.8 - 1.4 bar
Fresh water central cooler

The fresh water cooler can be of either the tube or plate type. Due to the smaller dimensions of the plate cooler, this system is normally used. The fresh water cooler can be common for several engines, although one independent cooler per engine is also used. Design data: Fresh water flow to central cooler = q 3.6 q m! / h = q 6 + 4.19 T KJ TE Pressure drop on seawater side
Fresh water temperature after cooler (before engine) max. 38C Heat to be dissipated Safety margin to be added see Technical data 15% + margin for fouling
g
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Thermostatic valve, HT-circuit (3V34L0070)
Dimensions DN 100 125 150 L 403 489 489 H 218 241 254
The set point of the HT-thermostatic valve is 91C. The HT-thermostatic valve may also be installed to control the inlet temperature of several engines. In such a case, the set point shall be 85C.
Expansion tank
The expansion tank should compensate for volume changes in the cooling water system, serve as venting arrangement and provide sufficient static pressure on the cooling water. Pressure from the expansion tank Volume 0.7 - 1.5 bar min. 10% of the system water volume, however, min. 100 litres see Technical Data
Pipe connections A B C controlled temperature by-pass to/from cooler
Thermostatic valve, LT-circuit

The thermostatic valve for the LT-circuit is arranged to control the outlet temperature of the water and is of the direct acting type. The valve has two different built-in temperature sensing elements, one for normal high load operation and one for low load operation. The selection of element in operation is done automatically according to the charge air pressure. Set point of the LT- thermostatic valve: 35C/65C.
Engine water volumes
The tank should be equipped so that it is possible to dose water treatment agents. The vent pipe of each engine should be drawn to the tank separately, continuously rising, and so that mixing of air into the water cannot occur (the outlet should be below the water level).
Thermostatic valve, HT circuit

The thermostatic valve for the HT-circuit is normally arranged to control the outlet temperature of the water. It is also of the direct acting type, but has only one set point, independent of load.
Drain tank
It is recommended to provide a drain tank to which the engines and coolers can be drained for maintenance so that the water and cooling water treatment can be collected and reused. For the water volume in the engine, see Technical Data (HT-circuit).
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Preheating unit, electric (3V60L0562a)
Heater capacity [kW] 7.2 12 15 22.5 30 36 45 54 81 108 Flanges DIN 2631
Pump capacity [m/h] 3 3 3 8 8 8 8 8 10 10
Weight [kg] 75 93 93 100 105 125 145 150 190 215
Pipe connection in/outlet DN40 DN40 DN40 DN40 DN40 DN40 DN40 DN40 DN50 DN50
Dimensions [mm] A 1050 1050 1050 1050 1050 1250 1250 1250 1260 1260 B 700 700 700 700 700 900 900 900 900 900 C 610 660 660 700 700 700 755 755 835 885 D 190 240 240 290 290 290 350 350 400 450 E 425 450 450 475 475 475 505 505 575 600
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Preheating unit (4V60L0790)
Counter flanges DIN 2633 or DIN 2576 NP16 included. Pump capacity [m/h] DN50 DN50 DN25 DN25 3 3 5.4 8 8 10 13 13
Dimensions Heater capacity [kW] 12 18 36 24 54 72 72 108 Type 3-12S 3 -18S 5, 4-36S 8-24S 8-54S 10-72S 13-72S 13-108S
Connections A B C D HT-water inlet HT-water outlet Steam inlet Condense outlet
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Preheating pump
Engines which are started on heavy fuel require preheating of the HT cooling water. Stand-by auxiliary engines should have preheated cooling water, also if started on MDF. Design data of the pump: Capacity Pressure 0.4 m/h x cyl. about 0.8 bar
The set point of this valve should be 85C. To maximize the FW production, installation of a circulating pump for maintaining a constant flow of the HT-water through the FW generator, regardless of the engine load, is recommended.
2-stage charge air cooling

In installations where the need for fresh water production or other heat recovery is great, the engines can be equipped with a 2-stage air cooler. This means that HTwater flows through the HT-section of the charge air cooler. In this way the available waste heat in the high load range is considerably increased as shown in the graph.
Preheater
The energy required for heating of the HT-cooling water can be taken from a running engine or a separate source. In both cases a separate circulating pump should be used. If the cooling water systems of the main and auxiliary engines are separated from each other in other respects, it is recommended that the energy is transmitted through heat exchangers. When preheating, the cooling water temperature of the engines should be kept as near the operating value as possible. Design data: Preheating temperature Required heating power min. 70C about 3 kW/cyl
Available heat in HT-circuit at 375 kW/cylinder, 750 RPM (4V93E0065)
Preheating unit
A complete preheating unit can be supplied as an option. The unit consists of the following parts: Electric or steam heaters Circulating pump Control cabinet for heaters and pump Safety valve One set of thermometers For installations with several engines the preheater unit can be chosen for heating up two or more engines. The heat from a running engine can be used and therefore the power consumption of the heaters will be less than the nominal capacity.
Waste heat recovery

The waste heat of the HT-circuit may be used for example in fresh water production or central heating. In such cases, the HT thermostatic valve will prevent undercooling of the engine. Normally an additional thermostatic valve must also be installed after the heat recovery equipment for by-passing of the central cooler, to avoid unnecessary cooling and heat loss through the central cooler.
It should be noted that typically about 10% of the heat dissipated to the HT-circuit will be lost through the expansion tank and leaks at the thermostatic valves.
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Cooling water system, main engine (3V69E0593e)
System components 21 24 25 29 32 33 36 HT-stand-by pump LT-stand-by pump HT-thermostatic valve Central cooler HT-preheating pump HT-preheater Expansion tank 38 39 40 42 43 47 Sea-water pump Sea-water standby pump Sea-water filter Gear cooler Discharge valve Air venting
Pipe connections, engine 401 402 404 408 451 452 454 457 HT-water inlet HT-water outlet HT-water air vent. HT-water from standby pump LT-water inlet LT-water outlet LT-water air vent. LT-water from standby pump
Pipe dimensions Engine 4R32 6R32 8R32 9R32 12V32 16V32 18V32 401 DN80 DN100 DN100 DN100 DN125 DN150 DN150 402 DN80 DN100 DN100 DN100 DN125 DN150 DN150 404 OD12 OD12 OD12 OD12 OD12 OD12 OD12 408 DN80 DN100 DN100 DN100 DN125 DN150 DN150 451 DN80 DN100 DN100 DN100 DN125 DN150 DN150 452 DN80 DN100 DN100 DN100 DN125 DN150 DN150 454 M20 x 1.5 M20 x 1.5 M20 x 1.5 M20 x 1.5 OD12 OD12 OD12 457 DN80 DN100 DN100 DN100 DN125 DN150 DN150
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Cooling water system, auxiliary engines (3V69E0594d)
System components 25 29 32 33 36 47 HT-thermostatic valve Central cooler HT-preheating pump HT-preheater Expansion tank Air venting
Pipe connections, engine 401 402 404 406 451 452 454 HT-water inlet HT-water outlet HT-water air vent. Water from preh. to HT-circ. LT-water inlet LT-water outlet LT-water air vent.
Pipe dimensions Engine 4R32 6R32 8R32 9R32 12V32 16V32 18V32 401 DN80 DN100 DN100 DN100 DN125 DN150 DN150 402 DN80 DN100 DN100 DN100 DN125 DN150 DN150 404 OD12 OD12 OD12 OD12 OD12 OD12 OD12 406 DN25* DN25* DN25* DN25* DN40 DN40 DN40 451 DN80 DN100 DN100 DN100 DN125 DN150 DN150 452 DN80 DN100 DN100 DN100 DN125 DN150 DN150 454 M20 x 1.5 M20 x 1.5 M20 x 1.5 M20 x 1.5 OD12 OD12 OD12
* If flexibly mounted OD35
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Cooling water system, auxiliary engines (3V69E0595a)
System components 20 21 22 23 24 25 27 HT-cooling water pump HT-standby pump Harbour pump LT-cooling water pump LT-standby pump HT-thermostatic valve HT-cooler 28 32 33 36 37 46 47 LT-cooler HT-preheating pump HT-preheater HT-expansion tank LT-expansion tank Orifice Air venting
Pipe connections, engine 401 402 404 406 451 452 454 HT-water inlet HT-water outlet HT-water air vent. Water from preh. to HT-circ. LT-water inlet LT-water outlet LT-water air vent.
Pipe dimensions Engine 4R32 6R32 8R32 9R32 12V32 16V32 18V32 401 DN80 DN100 DN100 DN100 DN125 DN150 DN150 402 DN80 DN100 DN100 DN100 DN125 DN150 DN150 404 OD12 OD12 OD12 OD12 OD12 OD12 OD12 406 DN25* DN25* DN25* DN25* DN40 DN40 DN40 451 DN80 DN100 DN100 DN100 DN125 DN150 DN150 452 DN80 DN100 DN100 DN100 DN125 DN150 DN150 454 M20 x 1.5 M20 x 1.5 M20 x 1.5 M20 x 1.5 OD12 OD12 OD12
* If flexibly mounted OD35
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7.4. Conventional cooling water system

For engines specified for solely burning Marine Diesel Fuel or intermediate fuel with a maximum viscosity of 30 cSt/50C, the load dependent cooling water system can be omitted. A conventional central cooling system is recommended. The following paragraph applies to the planning of the external system for these engines.
Expansion tank
The expansion tank should compensate for volume changes in the cooling water system, serve as a venting arrangement and provide sufficient static pressure on the suction side of the pumps. Pressure from the expansion tank 0.5 - 1.5 bar Volume min. 10% of the system water volume, however, at least 100 litres see Technical Data.
Fresh water central cooler

The fresh water cooler can be of either tube or plate type. Due to the smaller dimensions of the plate cooler, this system is normally used. The fresh water cooler can be common for several engines, or there can be one independent cooler per engine. Design data: Fresh water flow Pressure drop on fresh water side see Technical Data max. 0.6 bar
Engine water volumes
The tank should be equipped so that it is possible to dose water treatment agents. To prevent mixing of air with water, there should be a separate, continuously rising vent pipe from each engine to the tank (the outlet should be below the water level).
Preheating pump
To allow the engine to be loaded directly after start, the jacket water must be preheated. Design data: Capacity Pressure 0.3 m/h x cyl. about 0.8 bar
If the flow resistance in the external pipes is high, it should be taken into account when designing the cooler. Sea water flow manuaccording to cooler facturer, normally 1.2 1.5 x water flow Pressure drop on seawater side normally 0.8 - 1.4 bar
Jacket water preheater

The energy required for heating of the jacket water in the main and auxiliary engines can be taken from a running auxiliary engine or a separate source. If heat is recovered from a running engine, the system should be designed so that the temperature of the engine concerned is not allowed to drop below a permissible value. If the cooling water systems of the main and auxiliary engines are separated from each other in other respects, the energy is recommended to be transmitted through heat exchangers. Design data: Preheating temperature Required heating power min. 50C about 2 kW/cyl.
Fresh water temperature after cooler (before engine) max. 38C Heat to be dissipated Safety margin to be added see Technical Data 15% + margin for fouling
Thermostatic valve, jacket water

The jacket water thermostatic valve delivered with the engine is normally of the direct acting type. The valve is usually installed to maintain a constant water outlet temperature. The set point is 91C. A common thermostatic valve for several engines maintaining a constant inlet temperature, can be used provided that the temperatures of all engines is the same. The set point should be 85C.
Thermostatic valve, LT-circuit

A thermostatic valve shall be installed in the LT-circuit in order to maintain an inlet temperature to the cooler between 28C and 38C.
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Cooling water system, 2-stage air cooler (3V69E0596b)
System components 20 21 23 24 25 26 HT-cooling water pump HT-standby pump LT-cooling water pump LT-standby pump HT-thermostatic valve LT-thermostatic valve 29 30 31 36 47 Central cooler Heat recovery Thermostatic valve Expansion tank Air venting
Pipe connections, engine 401 402 404 451 452 HT-water inlet HT-water outlet HT-water air vent. LT-water inlet LT-water outlet
Pipe dimensions Engine 4R32 6R32 8R32 9R32 12V32 16V32 18V32 401 DN80 DN100 DN100 DN100 DN125 DN150 DN150 402 DN80 DN100 DN100 DN100 DN125 DN150 DN150 404 OD12 OD12 OD12 OD12 OD12 OD12 OD12 451 DN80 DN100 DN100 DN100 DN125 DN150 DN150 452 DN80 DN100 DN100 DN100 DN125 DN150 DN150
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Conventional cooling water system (3V69E0597)
System components 20 21 23 24 25 26 27 28 30 HT-cooling water pump HT-standby pump LT-cooling water pump LT-standby pump HT-thermostatic valve LT-thermostatic valve HT-cooler LT-cooler Heat recovery 31 36 37 38 39 40 43 45 47 Thermostatic valve HT-expansion tank LT-expansion tank Sea-water pump Sea-water standby pump Sea-water filter Discharge valve Pressure control valve Air venting
Pipe connections, engine 401 402 404 451 452 HT-water inlet HT-water outlet HT-water air vent. LT-water inlet LT-water outlet
Pipe dimensions Engine 4R32 6R32 8R32 9R32 12V32 16V32 18V32 401 DN80 DN100 DN100 DN100 DN125 DN150 DN150 402 DN80 DN100 DN100 DN100 DN125 DN150 DN150 404 OD12 OD12 OD12 OD12 OD12 OD12 OD12 451 DN80 DN100 DN100 DN100 DN125 DN150 DN150 452 DN80 DN100 DN100 DN100 DN125 DN150 DN150
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Conventional cooling system (3V76C1288b)
System components 21 24 25 26 29 32 33 36 38 39 40 42 HT-standby pump LT-standby pump HT-thermostatic valve LT-thermostatic valve Central cooler HT-preheating pump HT-preheater Expansion tank Sea-water pump Sea-water stand-by pump Sea-water strainer Gear cooler
43 47
Discharge valve Air venting
Pipe connections, engine 401 402 404 408 451 452 454 457 HT-water inlet HT-water outlet HT-water air vent. HT-water from stand-by pump LT-water inlet LT-water outlet LT-water air-vent LT-water from stand-by pump
Pipe dimensions Engine 4R32 6R32 8R32 9R32 12V32 16V32 18V32 401 DN80 DN100 DN100 DN100 DN125 DN150 ND150 402 DN80 DN100 DN100 DN100 DN125 DN150 DN150 404 OD12 OD12 OD12 OD12 OD12 OD12 OD12 408 DN80 DN100 DN100 DN100 DN125 DN150 DN150 451 DN80 DN100 DN100 DN100 DN125 DN150 DN150 452 DN80 DN100 DN100 DN100 DN125 DN150 DN150 454 M20 x 1.5 M20 x 1.5 M20 x 1.5 M20 x 1.5 OD12 OD12 OD12 457 DN80 DN100 DN100 DN100 DN125 DN150 DN150
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8. Starting air system

8.1 Internal starting air system
All engines, independent of cylinder number, are started by means of compressed air with a nominal maximum pressure of 30 bar. The start is performed by direct injection of air into the cylinders through the starting air valves in the cylinder heads. V-engines are provided with starting air valves for the cylinders on one bank. The master starting valve is built on the engine and can be operated both manually and electrically.
Internal starting air system (4V69E0600c)
System components 01 Starting air master solenoid valve 02 Starting air distributor 03 Starting air valve in cylinder head 05 Valve for blocking starting when turning gear engaged 06 Air filter 07 Air container 08 Pneumatic cylinder at each injection pump 09 Starting fuel limiter 10 LT-thermostatic valve 11 Valve for automatic draining 12 Non return valve 13 Pressure control valve 14 Starting booster for speed covernor 15 Flame arrestor 17 Drain valve
Pipe connections, engine 301 302 Starting air inlet Control air inlet
Pipe dimensions Engine 4R32 - 18V32 301 DN32 302 OD18
301 302
DIN 2635, PN40 DIN 2353, PN100
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Internal starting air system, pneumatic starting motor (4V69E0601d)
System components 04 05 06 07 08 09 10 11 13 14 16 Air starter Valve for blocking starting when turning gear engaged Air filter Air container Pneumatic cylinder at each injection pump Starting fuel limiter LT-thermostatic valve Valve for automatic draining Pressure control valve Starting booster for speed governor Air filter
Pipe dimensions Engine 4R32 301 302 301 DN32 302 OD18
DIN 2635, PN40 DIN 2353, PN100
Four-cylinder engines are, however, provided with a pneumatic vane wheel starting motor, which drives the engine through a gear rim on the flywheel. All engines started with direct injection of air have builton non-return valves and flame arresters. The compressed air system for operating of the starting fuel limiter, the electro-pneumatic overspeed trip as well as changing set point of the LT thermostat valve has its own connection to the external system.
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8.2. Design of the external starting air system

The design of the starting air system is in part determined by the rules of the classification societies. The number of starts required by the classification societies are as follows:
American Bureau of Shipping (ABS) Bereau Veritas (BV) Det Norske Veritas (DnV) Germanischer Lloyd (GL) Lloyds Register of Shipping (LRS) Maritime Register (MR) Registro Italiano Navale (RINA)
6 starts 6 6 6 6 6 6
Starting air system (3V69E0602)
System components 20 21 22 Starting air compressor Oil and water separator Starting air vessel
Pipe dimensions Engine 4R32 - 18V32 301 DN32 302 DN15
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In multi-engine installations, the number of starts is dependent on the number of engines. To determine the required volume of the starting air vessel the following values can be used: Engine 4R32 6R32 8R32 9R32 12V32 16V32 18V32 A= B= with starting motor with direct injection of air A 30 30 30 30 30 30 30 30 B 10 10 6 6 6 10 10 10 C 1.2 0.6 0.6 0.8 0.8 0.6 0.8 1.0
Starting air compressor

It should be possible to fill the starting air vessel from minimum to maximum pressure in 15 - 30 minutes. For exact determination of the capacity, the rules of the classification societies should be followed.
Configuration table (4V59L0168)
Nominal maximum pressure in bar (absolute maximum pressure 33 bar) Minimum air pressure in bar for a safe start. Applies to an engine room temperature of 20C. At lower temperature higher pressure is required. Starting air consumption (average) per start, in Nm, at 20C.
C=
The above air consumptions apply to a 2 - 3 s long start impulse. This is also the shortest time required for a safe start.
Starting air vessel

The starting air vessel should be dimensioned for a nominal maximum pressure of 30 bar. Recommended standard volumes of starting air vessels are 125, 250, and 500 litres.
Oil and water separator

An oil and water separator should always be installed in the pipe between the compressor and the air vessel. The starting air bottles are equipped with a manual valve for condensate drain. It is recommended to provide for a timer controlled automatic drain valve after the manual valve. The starting air pipes should always be drawn with slope and be arranged with manual or automatic draining at the lowest points. In multiple engine propulsion installations the minimum capacity of the starting air vessels shall be multiplied by the factor mentioned in table 4V59L0168.
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Starting air vessel (1V49A0121)

Leg. A B C D E F G Starting air outlet Filling, 125 l Filling, 250 l and 500 l Manometer connect. Condense drain Overpressure relief Air relief valve Drain R R R R R" Size [litres] 125 250 500 Dimensions L 1807 1767 3204 L1* 1917 1877 3329 D 320 480 480 Weight [kg] 140 270 470
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9. Turbocharger turbine washing system
9. Turbocharger turbine washing system

For washing of the turbine side of the turbocharger, fresh water of 3 - 3.5 bar pressure is required. The washing is carried out during operation at regular intervals, depending on the quality of the heavy fuel, 100 250 hours. Washing time and water volume flow required for each turbine washing: Engine 4R32 6R32 8 - 9R32 12V32 16 - 18V32 Time 15 - 20 min 15 - 20 min 15 - 20 min 15 - 20 min 15 - 20 min Volume flow 11 - 14 l/min 15 - 20 l/min 22 - 30 l/min 15 - 20 l/min 22 - 30 l/min
Turbocharger cleaning system (3V69E0603)
System components 10 11 12 Pressure reducing unit with flow meter Rubber hose Bilge or sludge tank
Pipe dimensions Engine 4R32 6R32 8R32 9R32 12V32 16V32 18V32 501 502 503
501 DN450 DN600 DN600 DN700 DN 2 x 600 DN 2 x 700 DN 2 x 700
502 OD18 OD18 OD18 OD18 OD18 OD18 OD18
503 OD28 OD28 OD28 OD28 OD28 OD28 OD28
Pipe connections, engine 501 502 503 Exhaust gas outlet Cleaning water to turbine Cleaning water from turbine
DIN 2501, PN2, 5 Quick coupling, PN4 DIN 2391,
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10. Engine room ventilation and combustion air
10. Engine room ventilation and combustion air

General
To obtain good working conditions in the engine room and to ensure trouble free operation of all equipment attention shall be paid to the engine room ventilation and the supply of combustion air. The air intakes to the engine room must be so located that water spray, dust and exhaust gases cannot enter the ventilation ducts and the engine room. The dimensioning of blowers and extractors should ensure that an overpressure of about 5 mmWC is maintained in the engine room under all running conditions. For the minimum requirements concerning the engine room ventilation and for other details, see applicable standards, such as ISO 8861. The heat emitted by the engine is listed in the Technical Data. The ventilation air is to be equally distributed in the engine room considering air flows from points of delivery towards the exits. This is usually done so that the funnel serves as an exit for the most of the air. To avoid stagnant air, extractors can be used. It is good practice to provide areas with significant heat sources, such as separator rooms, with their own air supply and extractors.
Combustion air
The air required for combustion is usually taken from the engine room through a filter fitted on the turbocharger. This reduces the risk of too low temperatures and contamination of the combustion air. It is imperative that the combustion air is free for example from sea water, dust and fumes. The combustion air should be delivered through a dedicated duct close to the turbocharger(s), directed towards the turbocharger air intake(s). Auxiliary engines shall also be served by dedicated combustion air ducts. For the required amount of combustion air, see Technical Data. If necessary, the combustion air duct can be directly connected to the turbocharger with a flexible connection piece. To protect the turbocharger a filter must be built into the air duct. The maximum permissible pressure drop in the duct is 100 mmWC. See also Cold operating conditions below.
Ventilation
The amount of air required for ventilation is calculated from the total heat emission to evacuate. To determine , all heat sources should be considered, e.g.: Main and auxiliary diesel engines Exhaust gas piping Alternators Electric appliances and lighting Boilers Steam and condensate piping Tanks It is recommended to consider an outside air temperature of not less than 35C and a temperature rise of 11C for the ventilation air. The amount of air required for ventilation is then calculated from the formula: qL = qv = = = t= c= t c
Cold operating conditions

In installations intended for operation in cold air conditions, restrictions for operation at low air temperature must be considered. This may require preheating of the combustion air and/or equipment to limit the cylinder pressures. To ensure starting, the min. inlet air temperature is 5C. For continuous idling, the min. inlet air temperature is 5C. The lowest permissible inlet air temperature at full load is -20C. Subzero inlet air temperatures require non-standard equipment on the engine.
amount of ventilation air [m/h] total heat emission to be evacuated [kW] density of ventilation air 1.15 kg/m temperature rise in the engine room [C] specific heat capacity of the ventilation air 1.01 kJ/kgK
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11. Crankcase ventilation
11. Crankcase ventilation

The crankcase venting should be arranged separately for each engine. The vent pipe should be equipped with a condensate trap and drain. It is recommended to expand the air vent pipe to DN100 1 - 2 meters from the engine. The connection between the engine and the pipe is to be made flexible. Pipe connections 701 Crankcase air vent DN80 DIN 2448, -
Crankcase breather (4V60A1033)
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12. Exhaust gas system

Exhaust gas system design
Each engine should have its own exhaust pipe. A flexible bellow has to be mounted directly on the transition piece at the turbocharger outlet, to compensate for thermal expansion and to protect the turbocharger from vibrations. It is imperative that the exhaust gas pipe is stayed with a fixed support immediately (and in any case within 1 m) after the flexible bellows of the turbocharger outlet as shown in drawing 4V76A0239, so that any thermal expansion of the pipe is directed away from the engine and its turbocharger The exhaust gas piping should be as short and straight as possible. The bends should be made with the largest possible bending radius, the minimum radius used should be 1.5 D. The exhaust pipe must be insulated all the way from the turbocharger up and the insulation protected by metal sheeting or the like. Closest to the turbocharger the insulation should consist of a hook on padding to facilitate maintenance. It is paramount to prevent the insulation material from being drawn into the turbocharger. The exhaust pipes should be provided with a water separating pocket and drain. The maximum allowable exhaust gas back pressure is 300 mmWC at full load. See Technical Data for exhaust gas quantities and temperatures.
Exhaust pipe connections (1V60A0295)
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Fixing of exhaust pipe (4V76A0239)
Silencer
When included in the scope of supply, the standard silencer is of the absorption type, equipped with a spark arrester. It is also provided with a soot collector and water drain, but is without mounting brackets and insulation. The silencer can be mounted either horizontally or vertically. The noise attenuation of the standard silencer is either 25 or 35 dB (A).
Exhaust gas boiler

Each engine should have a separate exhaust gas boiler. Alternatively, a common boiler with separate gas sections for each engine is acceptable. For dimensioning the boiler, The exhaust gas quantities and temperatures given in Technical Data may be used. Particularly when exhaust gas boilers are installed attention must be paid not to exceed the maximum recommended back pressure.
Exhaust silencer (3V49E0142a)
Attenuation Engine 4R32 6R32 8R32 9R32 12V32 16V32 18V32 NS 450 600 600 700 800 900 1000 D 1100 1300 1300 1500 1700 1800 1900 A 550 705 705 810 920 1020 1120 B 210 300 300 300 300 300 300 L
25 dB(A) kg 600 800 800 1250 1700 1900 2750 L
35 dB(A) kg 720 1000 1000 1600 2000 2400 3500
3440 4010 4010 4550 4840 5360 5880
4440 5260 5260 6050 6340 6870 7620
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13. Emission control options

13.1. Methods
Emission control for large diesel engines primarily means control of nitrogen oxide (NOX) emissions because other emissions are low. Wrtsil Diesel has selected four methods suitable for marine applications: Low NOx Combustion Adjustable Injection Timing (option for R32LN with chargers located at the free end) Direct Water Injection SCR (Selective Catalytic Reduction) Catalyst (for auxiliary engines and diesel electric propulsion) The Low NOx Combustion concept has been implemented on the Low NOX (LN) models of the Vasa 32 engines to comply with the proposed IMO NOx regulation as follows: NOX [g/kWh] = 17 = 45 x n-0.2 = 9.84 130 n < 130 [RPM] n 2000 [RPM] n 2000 [RPM]
13.2. Options for further reduction of NO:

Adjustable Injection Timing for 10 - 15% NO: reduction
Retarding the injection is maybe the method most often thought of when considering decreasing the NOx emissions. The method is simple but has a drawback in that it increases fuel consumption. Since strict limits to NOx emissions in some cases are a regional requirement only, Wrtsil Diesel has developed a means of retarding the injection while the engine is running. This means that the emission level can instantaneously be adapted according the prevailing requirements. When outside the area with strict emission limits the injection timing can be returned to the position giving the best fuel economy. The injection retard is achieved with a hydraulic actuator and a planetary gear on the camshaft. The required investment consists of the planetary gear with actuator which needs to be mounted on the engine.
Direct water injection for about 50% NO: reduction

Water has a positive influence reducing NOX formation by reducing temperature peaks during the combustion process. Various methods of introducing water to the combustion chamber have been tested of which emulsifying water and fuel is most widely referenced. This method has several disadvantages, though. The most important disadvantages are problems related with the emulsion stability and the adverse effects on the injection equipment reliability. Wrtsil Diesel is therefore not using water - fuel emulsion. Instead a method of direct water injection has been developed. The direct water injection has the following merits: Efficient NOX reduction - up to 50% Simple and reliable system No negative influence on engine components The method relies on injecting high pressure water directly into the combustion chamber. The key element in the design is a combined injection valve through which both fuel and water is injected through separate nozzles. The injection of water is electronically controlled. Built-in safety features enable immediate water injection shut-off in the event of excessive water flow, leakage and abnormalities in the exhaust gas temperatures. The water should be clean, fresh water such as produced by the ships freshwater distiller. The required pressure is generated using a piston pump.
IMO proposal: NOX limit as a function of engine rated speed According to the IMO proposal the NOX compliance test has to be performed on Marine Diesel Oil and according to ISO 8178 test cycles. Adjustable Injection Timing, Direct Water Injection and SCR-catalysts are options for further reduction of NOX. Emission of sulphur oxides is directly proportional to the sulphur content of the fuel and cannot be influenced by engine design.
Vasa 32
The NOX emissions of the Vasa 32 are typically: HFO operation, 100% load: MDO operation, 100% load: 14 - 16 g/kWh 13 - 15 g/kWh
Note that this exceeds proposed future regulations.
Vasa 32 LN with Low NO: combustion

The Low NOX Combustion concept is a rearranged diesel-cycle, enabling an optimum combination of low NOX emission and low fuel consumption. The result of this is an emission level below the proposed IMO curve without penalty on the fuel consumption and without any additional running costs. The IMO proposed NOX limit is for 720 RPM and 750 RPM about 12.0 g/kWh (ISO 8178 test fuel (MDO) and test cycle).
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The required investment (assuming that freshwater is available) consists of the special fuel injectors, high pressure pumps and piping and an electronic control system. For maximum reduction levels the required fresh water supply is typically 100 g/kWh.
Wrtsil Diesel has however been able to reduce these disadvantages by developing Compact SCR. This technology is based on the following features: Low NOx Combustion engines Compact design of combined SCR unit and silencer, also suitable for retrofits Built in dust blowing equipment Can be equipped as a silencer unit only, with possibility of retrofitting SCR A Low NOX Combustion engine provides a platform for applying SCR technology at a reasonable cost because the NOX level is low to begin with. As a consequence the dimensions of the catalyst are moderate. The additional installation volume required for a SCR unit is further reduced by combining the reactor with a silencer which as an independent entity becomes obsolete. This also allows to prepare for SCR technology stepwise fitting at a first stage only a special design silencer, which at an arbitrary later moment can be converted into a fully equipped SCR/silencer. Ease of maintenance and the lifetime of the catalyst is enhanced by built in dust blowing equipment. Due to the minimized size, a compact SCR/ silencer can be fitted into practically any newbuilding and even many existing vessels, however not after an exhaust gas boiler. The required investment consists of the urea mixing and feeding equipment, the SCR unit and relevant instrumentation. Running costs are generated by the consumption of urea and the replacement of catalyst according to a renewal scheme. The urea consumption can be expected to be about 20 - 25 g/kWh of 40 wt-% urea. The lifetime of the catalyst is about 4 years depending on the actual running conditions.
SCR-catalyst for 80 - 95% NO: reduction

Reduction of the NOx takes place by injecting the reducing agent - aqueous solution of urea - into the exhaust gas at a temperature of 300 - 450C in which the urea decays into ammonia and carbon dioxide, and subsequently passing the mixture through a catalyst where the NOX are converted to nitrogen and water, e.g. harmless end products. The aqueous urea is often bunkered as a liquid from ashore or alternatively mixed onboard in a special tank from water and urea granulate. The rate of NOX reduction depends on the amount of ammonia (urea) added which can be expressed as a NH3/NOX ratio. At a high ratio a high reduction is obtained, but at the same time the amount of unused ammonia passing through the catalyst increases. This is referred to as ammonia slip. Usually the catalyst is dimensioned for an end of run (aged catalyst) ammonia slip of max. 15 - 25 ppmv. The reduction rate can be increased by increasing the catalyst volume. SCR technology can reduce the NOX level of Vasa 32 and Vasa 32LN to 0.5 - 2 g/kWh.
Compact SCR - a combined silencer and SCR-unit

The disadvantages of SCR have been the large size and relatively high cost of the equipment required. The units require also a certain maintenance and the catalyst has a limited lifetime.
Summary
Wrtsil Diesel can offer a stepwise approach to the reduction of NOx emissions: Reduction [%] Standard engine Adjustable Injection Timing Direct Water Injection SCR catalyst Compact SCR (combined silencer and SCR unit)
1) 2)
Vasa 32 NOX [g/kWh] 13 - 16 1)
Vasa 32 LN NOX [g/kWh] max. 11.8 2) 9 - 10
10 - 15 50 80 - 95 80 - 95 6 - 7 on MDO 7 - 8 on HFO 1-2 1-2
5 - 6 on MDO 6 - 7 on HFO 0.5 - 2 0.5 - 2
100% load, HFO/MDO operation ISO 8178 test fuel (MDO) and test cycle
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14. Control and monitoring system

14.1. Normal start and stop of the diesel engine
Main engine
The engine can be started by operating the master starting valve, either manually or at remote starting through the solenoid built on the master starting valve. Note that the start is mechanically blocked if the stop lever on the engine is in STOP position or pneumatically if the turning gear is engaged. It should be possible to block the remote start with a lockable switch near the engine. This switch is not included in the diesel engine delivery. When starting, the diesel engine accelerates to the speed set by the governor. Normally, the start is performed at minimum speed (idling speed), i.e. the lever on the bridge or in the control room is set at zero (when the speed can be controlled steplessly), but the engine can also be started at maximum speed. When starting manually, the acceleration can be controlled by the stop lever. At remote start through the starting solenoid valve (as well as at manual start), a pneumatically operated limiting cylinder is automatically engaged to optimize fuel injection during the acceleration period. A solenoid valve (mounted on the engine) controls the limiting cylinder, which limits the fuel injection as follows: 1. The solenoid valve is always energized when the diesel engine is shut down and the air pipe is open to the limiting cylinder, which receives air at the same time as the starting valve is operated. When the engine speed has reached a preset value, 100 RPM below the nominal speed or minimum speed, the speed measuring system cuts the voltage after a time delay of about 2 seconds. The limiting cylinder is vented and full injection is possible. The engine can be stopped either manually by turning the stop lever to STOP position or remotely by energizing the shut-down solenoid mounted on all governors. The shut-down solenoid, which is delivered as standard, stops the engine when energized. A shut-down solenoid which stops the engine when de-energized can be delivered if separately specified. The solenoid in the overspeed trip device should also be energized at the same time. To ensure that the engine stops, the solenoids should be energized for about 60 seconds through a time relay. The engine cannot be started during this time. When the stop solenoids are activated, remote operation of the start solenoid should be prohibited. When two engines are connected to a common reduction gear it is recommended that the clutches of the stopped engines are blocked in the OUT position, i.e. normally the respective clutches should not be allowed to be engaged before the engine is running. When one of the engines is stopped, the clutch should be opened to prevent it from being driven by a running engine. At a stop signal for overspeed, the clutch should remain closed.
Auxiliary engine
The procedure for local and remote start of the auxiliary engine can be same as for main engines. All auxiliary engines are provided with the above described starting fuel limiter. The procedure for local and remote shut-down of the auxiliary engine is also the same as that for the main engines. The start is normally performed automatically at black-outs or when an operating generating set reaches the preset output for the start up of the next set. The start can be performed by a start program making e.g. 3 starting attempts. The time interval between each starting attempt of about 4 seconds should be about 20 seconds. The starting program should be disconnected when the engine starts. If the engine fails to start even after the third attempt, an alarm should occur. A nominal generating set reaches the nominal speed 6 - 8 seconds after the starting impulse. The acceleration time for 4R32 sets is somewhat longer, i.e. 10 - 12 seconds.
2.
An automatic starting fuel limiter is installed on all engines, except for those driving fixed pitch propellers (in these engines the fuel injection limiting device is incorporated in the governor). At remote start, the starting solenoid should be energized for 4 seconds 2 seconds through a time relay. A relay in the speed measuring system, the switching point of which is 300 RPM, will indicate when the diesel engine is running.
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14.2. Automatic and emergency stop; overspeed trip

The engine is provided with the following shut-down solenoids: a solenoid in the speed governor a solenoid for control of the electropneumatic overspeed trip Automatic stop, as well as remote stop, is accomplished by energizing the shut-down solenoids for about 60 seconds. All engines are delivered with ON/OFF switches for low lubricating oil pressure high cooling water temperature These micro-swithches should energize the shut-down solenoids when the lubricating oil pressure drops below or the cooling water temperature exceeds the preset values. The required relay automatics are not included in the diesel engine delivery. To enable starting of the engine, the micro-switch for low lubricating oil pressure should be blocked at engine start. This is most conveniently done by arranging voltage supply through the 300 RPM relay in the speed measuring system of the engine. Further, a time relay of about 3 - 10 seconds is to be installed in the circuit to allow a sufficient lubricating oil pressure to be established. This applies to engines with direct driven lubricating oil pumps. An oil mist detector should be connected to the same relay automatics in case automatic stop is required at high concentration of oil mist in the crankcase. The remote emergency stop push buttons on e.g. bridge should energize the stop solenoids directly and not through relay automatics. When arranging a 5 seconds delay for the auto-stop it is possible to prevent the engine from stopping by overriding the signal before the stop solenoids are energized. All engines are provided with an electro-pneumatic overspeed trip in addition to the all-mechanical overspeed trip. The electro-pneumatic overspeed trip is activated when a tacho relay in the speed measuring system energizes a solenoid valve built on the engine, and this valve allows air to the shut-down cylinders on each injection pump. This overspeed trip is built on the engine. When the main engine speed has decreased to a preset value the solenoid valve is de-energized and the speed is again controlled by the governor. The engine need not stop. The overspeed should be indicated on all control stations by means of a signal lamp, which has reset in the engine room, near the engine. Auxiliary engines are always stopped if the overspeed trip has been activated. At the same time as the overspeed trip is activated, the shut-down solenoid is also energized on auxiliary engines.
The tripping speeds of the overspeed trip are as follow:
Main engine
Electro-pneumatic: Nom. max. speed 720 RPM tripping 830 RPM 10 RPM Nom. max. speed 750 RPM tripping 860 RPM 10 RPM Mechanical: Nom. max. speed 720 RPM tripping 850 RPM 10 RPM Nom. max. speed 750 RPM tripping 885 RPM 10 RPM
Auxiliary engines
Electro-pneumatic: Nom. max. speed 720 RPM tripping 815 RPM 10 RPM Nom. max. speed 750 RPM tripping 850 RPM 10 RPM Mechanical: Nom. max. speed 720 RPM tripping 830 RPM 10 RPM Nom. max. speed 750 RPM tripping 860 RPM 10 RPM If the mechanical overspeed trip has been released, the engine cannot start before the spring has been manually loaded again.
14.3. Speed control

Main engine speed control
The engines are normally provided with mechanical/hydraulic governors prepared for pneumatic or electric remote control. The standard type of governors used is: Woodward PGA 58 The governor is equipped with a shutdown solenoid and with either a pneumatic smoke limiter or with an electrical start fuel limiter. If an electronic speed governor is specified, a Woodward PG-EG type actuator or similar can be used. The idling speed is selected for each installation based on calculations, for controllable pitch propeller installations at 60 - 70% of the nominal speed and for fixed-pitch propeller installations at about 40 - 50%. The standard control air pressure for pneumatically controlled governor is: p = 0.00857 x n - 1.43 p = control air pressure [bar] n = engine speed [RPM] Governors for engines in FP-propeller installations are provided with a smoke limiter function, which limits the fuel injection as a function of the charge air pressure.
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Governors for engines connected to a common reduction gear are specially adapted and adjusted for the same speed droop, normally about 4%, to obtain basic load sharing. In addition, external load sharing based on the fuel rack position transducer is recommended. A built-in delay of the speed change rate is standard on governors; the time for speed acceleration from idle to rated speed and vice versa at speed decrease is 10 - 12 seconds.
Provision for the following external connections is standard on the engine: analogue signal indicating the engine speed 0 10 V DC (0 - 1000 RPM) analogue signal indicating the turbocharger speed 0 10 V DC (0 - 30000 RPM) relay, switch point 15 % above nominal speed relay, switch point 300 RPM relay, optional switch point Each relay can be loaded with 24 - 110 V DC, 30 VA.
Generating set speed control

Generator engines are usually provided with mechanical/hydraulic governors for electric speed setting. The standard type of governors used are: Woodward UG 10 Woodward PGG 58 Both governors are equipped with speed setting motors for synchronizing and load sharing, with a shutdown solenoid and with an electrical starting fuel limiter. The synchronizing is operated by ON/OFF control as an increase or decrease by polarity switching. The normal speed change rate is about 0.3 Hz/s. To obtain basic load sharing, engines intended for parallel running have governors specially adapted for the same speed droop, i.e. about 4%. If electronic type speed governors are specified, Woodward PG-EG type actuators or similar can be used. Electronic governors are recommended for dieselelectric main engines.
14.5. Blocking of alarms

The load dependant cooling water system is standard equipment on the engine. With this system two different cooling water temperature levels are maintained in the low temperature circuit, normal level at high loads and higher level at low engine load. For the high lubricating oil temperature, an alarm switch with two set points is used. If an analogue sensor is used, two alarm channels have to be reserved. At low load, the lower set point of the lubricating oil temperature alarm as well as the alarm for high charge air temperature have to be blocked as shown in the diagram below. The relay automatics are not included in the engine delivery.
14.6. Electric prelubricating pump

All diesel engines are equipped with an electric prelubricating pump. The pump is used for: 1. Filling the lubricating oil system of the diesel engine before start, for example when the engine has not run for a long time. 2. Continuous prelubrication of a stopped diesel engine, through which heavy fuel is circulating. 3. Continuous prelubricating of a stopped diesel engine in a multi-engine installation always when one of the engines is in operation. To ensure that the requirement mentioned in item 2 above will always be fulfilled, automatic starting and stopping of the prelubricating pump can be controlled by the speed sensing relay with the switch point 300 RPM.
14.4. Speed measuring system

The speed measuring system mounted on the engine includes magnetic pick-ups for engine and turbocharger speed as well as a central unit with power supply, measuring converters and relay outputs. The central unit is supplied as a separate unit, for installation e.g. in the control room. A separate drawing of the speed measuring system is supplied for each installation. The following equipment is ready wired on the engine: magnetic pick-up for engine speed magnetic pick-up for turbocharger speed double scale indicator for engine and turbocharger speed installed in the engine instrument panel hour counter installed in the engine instrument panel solenoid for starting fuel limiter
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Control of load dependent LT thermostatic valve (4V50G1566)
14.7. Electric built-on fuel feed pump

All in-line engines for heavy fuel oil are as standard equipped with an electric fuel feed pump, except for engines in single engine installations. For V-engines the corresponding pump should be fitted in the external fuel system. The pump is used as follows: 1. For continuous circulation of heavy fuel through the engine, if the engine is running, or is in standby, on heavy fuel. To start before the engine starts, when running on Marine Diesel Fuel, and stop with the engine.
2.
14.8. Preheating of cooling water

Preheating of the cooling water has to be arranged on engines which are in stand-by on heavy fuel and for all engines which are arranged for instant load application. Preheating is preferably controlled automatically. The circulating pump should start when one engine stops, and stop when all engines are running. The cooling water preheater should be controlled by a thermostat, which keeps the temperature of the preheating water into the engine at about 70C.
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Wiring diagram for cooling water preheater, prelubricating pump and fuel feed pump (3V50G0621a)
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Principal wiring diagram of a start/stop system for a single main engine (3V50L1393c)
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Principal wiring diagram of a start/stop system for a single auxiliary engine (3V50L1394c)
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14.9. Monitoring system

Monitoring equipment fitted on the engine
The set of micro switches/analogue transducers built on the engine can vary from one installation to another. The actual set of transducers can be found in the electric wiring diagram which is supplied for each installation.
All micro switches are of the NO/NC type with three wires connected to the terminal strips in the terminal box. Data for transducers mounted according to the basic engine specification appear from the following table:
Alarm L H Fuel system Pressure before injection pumps Pressure drop over filter Lubricating oil system Pressure before engine Pressure before engine Pressure before engine (priming) Temperature before engine Level in oil sump Pressure drop over filter HT-cooling water system Temperature after engine Temperature after engine Pressure before engine LT-cooling water system Pressure before enigne Charge air Temperature in manifold Exhaust gas Temperature after cylinder Main bearings Temperature Miscellaneous Overload Released overspeed trip Engaged turning gear 3) 4) 1)
Stop L
Type O
Set point A 5.0 bar 1.5 bar 3.0 bar 2.0 bar 0.5 bar 80/90C 1.5 bar
2)
110C 105C 2.0 bar 2.0 bar 75C
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1) 2) 3)
Set point MDO: 3 bar Set point 380 cSt/50C: 4 bar Wet sump engines,only Alarm for deviation from the average temperature is to be set as follows: 30% load 70C 100% load 50C V-engines, only
L = Low H = High O = ON/OFF A = Analogue The exhaust gas and main bearing temperature transducers are thermocouples (NiCr/Ni) each of which is connected through compensating cables to its own amplifier mounted on the engine.
4)
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15. Seating
15. Seating
15.1. General
Main engines are normally mounted rigidly on the foundation, either on steel or resin chocks. Auxiliary engines are mounted flexibly on rubber elements. Also main engines can be flexibly mounted if required. The foundation should be stiff in all directions to absorb the dynamic forces caused by the engine. Especially the foundation of the propeller thrust bearing (the reduction gear) should be dimensioned and designed so that harmful deformations are avoided. Dynamic forces caused by the engine are presented in chapter 16. The size of the chocks should be 250 x 170 mm and they should have an inclination of 1:100. The chocks are preferably made of steel, although cast iron chocks are permitted. When fitting the chocks, the supporting surface of the seating top plate should be machined so that a good bearing surface on both sides of at least 70% is obtained. The cut out in the chock shall be 44 mm (M42 bolts) for all chocks, except those to be reamed and equipped with fitted bolts. The design of the clearance and the fitted bolts is shown in drawing 1V69L0028. The bolts are designed as tensile bolts, with a reduced diameter, 35, to ensure a sufficient elongation and thus avoid loosening. The bolts are dimensioned so that a sufficient elongation is achieved if using St 52-3 and tightening the bolts to 80% of the yield point. It is, however, recommended to use 34CrNiMo6V (or similar) which will result in a better elongation already when tightened to 60% of the yield point. In order to ensure proper fastening and avoid bending stress in the bolts, the contact faces of the nuts shall be spotfaced. Oil pressure to be used for the hydraulic tool: 34CrNiMo6V St 52-3 phyd = 580 bar ~ 60% of yield point phyd = 330 bar ~ 80% of yield point
15.2. Rigid mounting

Installation of main engines
Holes for holding down bolts must be drilled through the seating top plate. The holes for the bolts shall have a diameter 44, except for those holes which are to be reamed and equipped with fitted bolts. These holes can be drilled through the holes in the engine feet. The mounting bolts are through-bolts with a lock nut at the lower end and a hydraulically tightened nut at the upper end. One fitted bolt is used on each side of the engine closest to the flywheel. All other bolts are clearance bolts. The bolts are tightened with the hydraulic tools supplied with the engine. The necessary hydraulic pressure is calculated as follows: phyd = Fbolt / Apiston [N/mm] The hydraulic tool has the following effective piston area: Apiston = 7130 mm. Side supports must be installed for all engines. On four, six, eight, twelve and sixteen cylinder engines, two supports on each side of the engine are used and on nine and eighteen cylinder engines three on each side. If resin chocks are used, an additional side support is fitted on each side closest to the flywheel. The side supports are to be welded to the seating top plate before aligning the engine and fitting the chocks. An acceptable bearing surface must be obtained on the wedges of the side supports.
Fitting on resin chocks

Installation of main engines on resin chocks is permitted, provided that the requirements of the classification societies are fulfilled. The principal dimensions of the chocks are 450 x 180 mm. During normal operating conditions, the supporting surface of the engine feet has a maximum temperature of about 75C, which should be considered when selecting the type of resin. Due to the lower permissible surface pressure of the resin chocks, the tightening force of the mounting bolts is lower than with steel chocks. The bolts are tensile bolts, with a reduced diameter, to ensure sufficient elongation and thus avoid loosening. The design of the clearance and the fitted bolts is shown in drawing 1V69L0028. The bolt diameter shall be 24. Assuming a permissible surface pressure of 3.5 N/mm, the oil pressure to be used for the hydraulic tool is: 34CrNiMo6V St 52-3 phyd = 170 bar ~ 18% of yield point phyd = 170 bar ~ 79% of yield point
Fitting on steel chocks

The seating top plate is usually inclined outwards with regard to the centre line of the engine. The inclination of the supporting surface should be 1:100. The seating top plate should be designed so that the wedge-type chocks can easily be fitted into position.
In order to assure proper fastening and avoid bending stress in the bolts, the contact faces of the nuts should be spotfaced.
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15. Seating
Main engine foundation, in-line engine, dry oil sump (4V69A0022)
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15. Seating
Main engine foundation V32, dry oil sump (1V69A0096)
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15. Seating
Chocking of main engines (1V69L0028)

Steel chocks Resin chocks
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15. Seating
15.3. Flexible mounting of generating sets

Generating sets, consisting of engine and generator mounted on a common base plate, are usually installed on resilient mounts on the foundation in the ship. The resilient mounts reduce the structure-borne noise transmitted to the ship and also serve to protect the generating set bearings from possible fretting caused by hull vibration. The number of mounts and their location is calculated to avoid resonance with excitations from the generating set engine, the main engine and the propeller. It is therefore important for the shipyard to inform Wrtsil Diesel at the design stage of the main engine speed, number of cylinders, propeller speed and number of propeller blades. The selected number of mounts and their position will be shown in the generating set dimensional drawing. Normally, conical rubber mounts are used; in special cases other types of mounts can also be considered.
The rubber element in the mounts is designed to withstand both compression and shear loads. In addition, the mounts have built-in buffers to limit the movements of the generating set due to the sea state. The mounts are made of natural rubber and care must be taken that the mounts do not come in contact with oil, oily water or fuel. The compression of all mounts must be equal when the generating set is installed and aligned on the ships foundation. The maximum permissible variation in compression is 2.0 mm when using conical mounts. Adjustments in height are made with steel chocks. If shims are used, the minimum thickness of a shim is 0.5 mm and only one shim per mount is permitted. The transmission of forces emitted by the engine is 10 20% when using conical mounts. For the foundation design, see drawing 3V46L0295 (in-line engines) and 3V46L0294 (V-engines).
Generating set seating, in-line engine (3V46L0295)
Generating set seating, V-engine (3V46L0294)
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15. Seating
15.4. Flexible pipe connections

When the generating set is installed on flexible mounts, all connections to the set must be flexible and no grating nor ladder may be fixed to it. Generator cables must be flexible and led in such a way that they allow the normal movements of the set. When installing the flexible pipe connections, all bending and stretching of the connections must be avoided.
The external pipe must be precisely aligned to the fitting or the flange of the engine. Observe that the pipe clamp for the pipe outside the flexible connection must be very rigid and welded to the steel structure of the foundation to prevent vibrations, which could damage the flexible connections. Most problems with bursting of the flexible connection originate from poor clamping. See drawing 4V60L0813 showing how pipes shall be clamped.
Examples of flexible pipe connections (4V60L0813)
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16. Dynamic characteristics

16.1. General
Dynamic forces and moments caused by the engine are shown in the table. Due to manufacturing tolerances, some variation in these values may occur.
Coordinate system of external couples (4V93C0019)
16.2. External forces and couples

External forces, D & E
F = 0 for all cylinder numbers
External couples, D & E

Engine 9R32 18V32 Speed [RPM] 720 750 720 750 Frequency [Hz] 12 12.5 12 12.5 MQ [Nm] 30600 33200 43300 46990 MH [Nm] 30600 33200 43300 46990 Frequency [Hz] 24 25 24 25 MQ [Nm] 17700 19200 20870 22650 MH [Nm] 11590 12580
External forces, LN D & LN E

Engine 4R32LN 8R32LN 16V32LN Speed [RPM] 720 750 720 750 720 750 Frequency [Hz] 48 50 48 50 48 50 FQ [Nm] 3600 3900 FH [Nm] 2200 2400 4300 4700 1400 1500
External couples, LN D & LN E

Engine 9R32LN 18V32LN Speed Frequency MQ [RPM] [Hz] [Nm] 720 750 720 750 12 12.5 12 12.5 35000 38000 46000 49000 MH [Nm] 35000 38000 46000 49000 Frequency MQ [Hz] [Nm] 24 25 24 25 21000 23000 24000 26000 MH [Nm] 13000 15000 Frequency MQ [Hz] [Nm] 48 50 48 50 1300 1400 MH [Nm] 1100 1200
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16.3. Torque variations

D&E
Engine 4R32D
Speed [RPM] 720 750
Frequency [Hz] 24 24 * 25 25 * 36 37.5 48 50 54 56.3 36 37.5 48 50 54 56.3 Frequency [Hz] 24 24 * 25 25 * 36 37.5 48 50 54 56.3 36 37.5 48 50 54 56.3
ML Nm 5600 42240 8730 46670 20850 19330 36910 36850 33940 33960 10790 10010 12820 12880 25980 26000 ML Nm 6900 42240 10500 46670 19200 17900 36300 36300 33900 33900 10000 9300 12600 12600 26000 26000
Frequency [Hz] 48 50 72 75 96 100 108 112.5 72 75 96 100 108 112.5 Frequency [Hz] 48 50 72 75 96 100 108 112.5 72 75 96 100 108 112.5
ML Nm 18450 18430 10650 10490 5400 5180 4210 4000 18440 18170 10150 9730 5960 5650 ML Nm 18100 18100 11200 11000 6200 5900 5000 4700 19400 19100 11600 11100 7000 6700
Frequency [Hz] 72 75 108 112.5 144 150 162 168.8 108 112.5 144 150 162 168.8 Frequency [Hz] 72 75 108 112.5 144 150 162 168.8 108 112.5 144 150 162 168.8
ML Nm 7100 6990 2810 2720 2280 2160 2130 2010 3970 3770 2280 2160 3930 3710 ML Nm 7500 7400 2900 3100 2700 2600 2500 2400 4700 4500 2700 2600 4700 4400
6R32D 8R32D 9R32D 12V32D 16V32D 18V32D
720 750 720 750 720 750 720 750 720 750 720 750 Speed [RPM] 720 750
Engine 4R32E
6R32E 8R32E 9R32E 12V32E 16V32E 18V32E * at zero load
720 750 720 750 720 750 720 750 720 750 720 750
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LN D & LN E
Engine 4R32 LN D 4R32 LN D idle 6R32 LN D 6R32 LN D idle 8R32 LN D 9R32 LN D 12V32 LN D 12V32 LN D idle 16V32 LN D 18V32 LN D
Speed [RPM] 720 750 720 750 720 750 720 750 720 750 720 750 720 750 720 750 720 750 720 750 Speed [RPM] 720 750 720 750 720 750 720 750 720 750 720 750 720 750 720 750 720 750 720 750
Frequency [Hz] 24 25 24 25 36 37.5 36 37.5 48 50 54 56.3 36 37.5 36 37.5 48 50 54 56.3 Frequency [Hz] 24 25 24 25 36 37.5 36 37.5 48 50 54 56.3 36 37.5 36 37.5 48 50 54 56.3
ML Nm 4600 7100 43000 48000 25000 22000 17000 20000 44000 43000 41000 41000 13000 12000 9000 10000 15000 15000 31000 32000 ML Nm 7900 6900 43000 48000 28000 26000 17000 20000 46000 45000 41000 41000 15000 14000 9000 10000 16000 16000 32000 32000
Frequency [Hz] 48 50 48 50 72 75 72 75 96 100 108 112.5 72 75 72 75 96 100 108 112.5 Frequency [Hz] 48 50 48 50 72 75 72 75 96 100 108 112.5 72 75 72 75 96 100 108 112.5
ML Nm 22000 22000 3900 3900 13000 13000 3500 3600 6000 6100 4000 4100 23000 23000 6100 6200 11000 11000 5700 5800 ML Nm 23000 23000 3900 3900 13000 13000 3500 3600 4800 4800 2800 2800 22000 22000 6100 6200 8900 9000 4000 4000
Frequency [Hz] 72 75 72 75 108 112.5 108 112.5 108 112.5 162 168.8 Frequency [Hz] 72 75 72 75 108 112.5 108 112.5 108 112.5
ML Nm 8800 8800 2400 2400 2700 2800 3800 3900 1200 1300 1000 1000 ML Nm 8400 8400 2400 2400 1900 1900 2600 2600 1200 1300
Engine 4R32 LN E 4R32 LN E idle 6R32 LN E 6R32 LN E idle 8R32 LN E 9R32 LN E 12V32 LN E 12V32 LN E idle 16V32 LN E 18V32 LN E
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17. Power Transmission

17.1. Connection to driven equipment
Power transmission of propulsion engines is accomplished through a flexible coupling. Alternatively, a combined flexible coupling and clutch mounted on the flywheel is used. The crankshaft is equipped with an additional shield bearing at the flywheel end. Therefore, also a rather heavy coupling can be mounted on the flywheel without intermediate bearings. Generating set engines with more than six cylinders must have a flexible coupling between the engine and the alternator. This means that the generator must be of 2-bearing type. With four and six cylinder engines single bearing alternators with flange connection to the flywheel are preferred. The type of flexible coupling to be used is decided from case to case on the basis of the torsional vibration calculations that are made for each installation. Full output is also available at the free end of the engine. An intermediate shaft and bearing is necessary between the engine and the flexible coupling of the PTO. The mass-moments of inertia of the propulsion engines (including flywheel) are typically as follows: Engine 4R32 6R32 8R32 9R32 12V32 16V32 18V32 J [kg m] 300 - 380 260 - 520 440 - 750 520 - 610 530 - 710 550 - 730 570 - 750
Connection engine-alternator (2V64L0040)
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Power take off at free end (1V62L0395)
Fig. 1 Rating [kW/RPM] 1.02 1.36 1.77 2.25 2.81 3.46 4.22 5.05 6.00 7.06 8.20 D1 100 110 120 130 140 150 160 170 180 190 200 D2 170 185 200 215 230 250 260 280 300 310 330 E 108 118 130 140 150 162 172 182 195 205 215 F 280 300 325 350 380 405 430 450 480 515 535 H 150 150 150 160 160 180 180 200 200 220 220 K 300 300 300 325 325 370 370 420 420 450 450 N 225 225 225 235 235 280 280 310 310 320 320 Amin 640 640 635 660 680 710 780 1170 1200 1240 1250 B 902 902 902 920 966 1010 1100 1250 1570 1630 1670 Cmin 1023 1023 1020 1040 1090 1134 1245 1410 1730 1800 1838
1) 1) 1) 1) 1)
1) with fitted bolts
Fig. 2 Rating [kW/RPM] 2.25 2.81 D 130 140 H 160 160 K 325 325 N 235 235 A 408 408 B 952 930 Cmin 1103 1060
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17.2. Torsional vibrations

A torsional vibration calculation is made for each installation. For this purpose exact data of all components included in the shaft system are required. See the list of required data below.
Data of shaft alternator

A mass-elastic diagram or an alternator shaft drawing showing: alternator output, speed and sense of rotation mass moment of inertia of all rotating parts or a total inertia value of the rotor, including the shaft torsional stiffness or dimensions of the shaft material of the shaft including tensile strength and modulus of rigidity drawing number of the diagram or drawing
General
Classification Ice class Operating modes
Data of reduction gear

A mass elastic diagram showing: all clutching possibilities sense of rotation of all shafts dimensions of all shafts mass moment of inertia of all rotating parts including shafts and flanges torsional stiffness of shafts between rotating masses material of shafts including tensile strength and modulus of rigidity gear ratios drawing number of the diagram
Data of flexible coupling/clutch

If a certain make of flexible coupling has to be used, the following data of it must be informed: mass moment of inertia of all parts of the coupling number of flexible elements linear, progressive or degressive torsional stiffness per element dynamic magnification or relative damping nominal torque, permissible vibratory torque and permissible power loss drawing of the coupling showing make, type and drawing number
Data of propeller and shafting

A mass-elastic diagram or propeller shaft drawing showing: mass moment of inertia of all rotating parts including the rotating part of the OD-box, SKF couplings and rotating parts of the bearings mass moment of inertia of the propeller at full/zero pitch in water torsional stiffness or dimensions of the shaft material of the shaft including tensile strength and modulus of rigidity drawing number of the diagram or drawing
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17.3. Alternator feet design

Directives for designing the feet of the alternator and the distance between its fixing bolts
H 1200 - 1400 1200 - 1750 1450 - 2200 2000 - 2200
4R32 Rmax 750
6R32
Rmax
8 - 9R32
Rmax
12 - 18V32
Rmax
890 1095 1095
H = distance between fixing bolts in steps of 50 mm Rmax = see drawing below
Generator feet with 1 hole (4V92F0117-2a)
Alternative: B = 230 L 220 430 590 L/2 110 215 295 L 220 430 590
Alternative: B = 180 L/2 110 215 295
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Generator feet with 2 holes (4V92F0117-3a)
Alternative: B = 230 L 620 840 LH 200 420 L 620 840
Alternative: B = 180 LH 200 420
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18. Engine room arrangement

18.1. Arrangement of generating sets
Engine room arrangement, generating sets, R32 (3V69C0064a)
Engine A 4R32 6R32 8R32 9R32 1450 1450 1600 1600 2200 1800 2200 B 1530 1530 1680 1680 2280 1800 2280
Dimensions C 1800 1760 1950 1950 2510 2110 2510 D 2440 2400 2590 2590 3150 2750 3150
The breadth of the common baseplate can vary with the type of alternator.
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18.2. Arrangement of main engines

Engine room arrangement, main engines, R32 (0V69C0066b)
Piston and connecting rod can be freely
transported over adjacent cylinder head covers. Corresponding distances for LN engines are: Min. 2500 Rec. 3000
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Engine room arrangement, main engines, V32 (0V69C0065a)
Piston and connecting rod can be freely transported
over adjacent cylinder head covers. Corresponding distances for LN engines are: Min. 2130 Rec. 2850
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18.3. Transportation dimensions

Lifting of engines (2V83D0255)
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Lifting of generating sets (3V83D0128/0129)
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19. Dimensions and weights of engine parts

Turbocharger and cooler inserts (2V92L0593)
Weights [kg]
Engine 1. Turbocharger 2. Charge air cooler insert 1-stage 4R32 6R32 8R32 9R32 12V32 16V32 18V32 640 1030 1680 1680 2 x 1030 2 x 1680 2 x 1680 190 260 300 310 2 x 260 2 x 300 2 x 310 2-stage 450 550 2 x 450 105 120 140 140 3. Lubricating oil cooler insert
Dimensions
Engine A 4R32 6R32 8R32 9R32 12V32 16V32 18V32 1150 1375 1660 1660 1375 1660 1660 B 780 930 1110 1110 930 1110 1110 C 733 746 841 881 746 841 881 1-stage D 410 470 470 470 470 470 470 E 545 605 645 705 605 645 705 C 818 958 818 2-stage D 605 645 605 E 640 710 640 G 1070 1340 1340 1340 H 336 336 336 336
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Large spare parts, 32 D & E (1V92L0351)
Item 1. 2. 3. 4. 5. 6. 7.
Connecting rod Piston Cylinder liner Cylinder head Valve Piston ring Injection pump
Weight [kg] 130 97 177 367 3 30
Item 8. 9. 10 11. 12. 13. 14.
Injection valve Starting air valve Main bearing shell Split gear wheel Intermediate gear wheel Intermediate gear complete Camshaft gear wheel
Weight [kg] 8 4 4 62 28 56 33
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Large spare parts, 32 LN D & LN E (1V92L1101)
342 463
Item 1. 2. 3. 4. 5. 6. 7.
Connecting rod Piston Cylinder liner Cylinder head Valve Piston ring Injection pump
Weight [kg] 137 115 177 367 3 35
Item 8. 9. 10 11. 12. 13. 14.
Injection valve Starting air valve Main bearing shell Split gear wheel Intermediate gear wheel Intermediate gear complete Camshaft gear wheel
Weight [kg] 8 4 4 62 28 56 33
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20. List of symbols
20. List of symbols

(4V92A0549a)
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Marine Project Guide WV32 - 2/1997

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Marine Project Guide WV32 - 2/1997

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Introduction

Application Technology Wrtsil Diesel Oy, Marine Vaasa, 24 March 1997

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1. General data and outputs

1. General data and outputs

V-angle Compression ratio Direction of rotation, seen from flywheel end

1.3. Lubricating oil quality

1.2. Fuel specification

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1. General data and outputs

Oil quantity in turbocharger (ABB turbochargers, only)

Oil quantity in governor

1.4. Max. continuous output

Engine 4R32E 6R32E 8R32E 9R32E 12V32E 16V32E 18V32E

The maximum fuel rack position is mechanically limited to 100%.

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1. General data and outputs

1.5. Reference conditions

1.6. Principal dimensions and weights

A* 4788 5919 6612 6941 M 1089 1050 1142 1142

A 3945 5083 6113 6603 N 1312 1340 1053 1031

B* 2259 2413 2712 2719 P 1645 1673 1898 1835

B 2259 2345 2712 2649 R 614 673 814 814

C 1981 1993 2034 2034 S* 327 257 218 212

D 2550 2550 2550 2550 S 285 257 218 212

E 600 600 600 600 T 285 325 459 490

F 1135 1135 1135 1135 U 1150 1308 1358 1358

G 2570 3550 4530 5020 V 355 432 479 530

H 225 225 225 225 X 1645 1740 1898 1905

I 950 950 950 950

K 1350 1350 1350 1350

Weight [ton]** 20.3 29.2 40.5 44.4

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1. General data and outputs

Engine 12V32 16V32 18V32 Engine 12V32 16V32 18V32

A* 6323 7518 8070 M 1206 1257 1257

A 5686 6883 7443 N 1493 1568 1568

B 2503 2765 2794 O 900 900 900

C 2310 2360 2403 P 1830 1950 1980

D 2330 2330 2330 R 673 815 815

E 600 600 600 S 625 700 700

F 1150 1150 1150 T 621 555 555

G 3970 5090 5650 U 1491 1568 1568

H 225 225 225 V 621 555 555

I 1200 1200 1200 X 1830 1950 1980

K 1600 1600 1600 Weight [ton]** 42.5 58.0 61.4

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1. General data and outputs

Generating sets, in-line engine (3V58E0439)

Engine 4R32 6R32 8R32 9R32

A 6814 8138 9660 10380

B 1150 1308 1358 1358

C 5000 6250 7700 8350

D 2780 2965 3458 3648

E 2160 2160 2310 2920

F 1760 1760 1910 2510

G 1450 1450 1600 2200

H 1080 1080 1080 1300

I 1420 1420 1620 1620

K 2550 2550 2550 2550

L 3679 3765 4332 4269

* Weight with liquids