Pgwv32 (Manual de Motogeneradores)

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.
Marine Project Guide WV32 - 2/1997
Introduction
Table of contents
Chapter
1.
1.1.
1.2.
1.3.
1.4.
1.5.
1.6.
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
Chapter
Page
9.
Turbocharger turbine washing system . 88
10.
Engine room ventilation and

combustion air. . . . . . . . . . . . . . . . . . . . . 89
11.
Crankcase ventilation . . . . . . . . . . . . . . . 90
12.
Exhaust gas system . . . . . . . . . . . . . . . . 91
13.
13.1.
13.2.
Emission control options . . . . . . . . . . . . 93

Methods . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Options for further reduction of NOX . . . . . 93
14.
14.1.
14.2.
14.3.
14.4.
14.5.
14.6.
14.7.
14.8.
14.9.
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
15.
15.1.
15.2.
15.3.
15.4.
Seating . . . . . . . . . . . . . . . . . . . . . . . . . . 103
General . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Rigid mounting . . . . . . . . . . . . . . . . . . . . 103
Flexible mounting of generating sets. . . . 107
Flexible pipe connections . . . . . . . . . . . . 108
16.
16.1.
16.2.
16.3.
Dynamic characteristics . . . . . . . . . . . . 109

General. . . . . . . . . . . . . . . . . . . . . . . . . . 109
External forces and couples . . . . . . . . . . 109
Torque variations. . . . . . . . . . . . . . . . . . . 110
17.
17.1.
17.2.
17.3.
Power transmission . . . . . . . . . . . . . . . 112

Connection to driven equipment. . . . . . . 112
Torsional vibrations . . . . . . . . . . . . . . . . . 114
Alternator feet design . . . . . . . . . . . . . . . 115
18.
18.1.
18.2.
18.3.
Engine room arrangement . . . . . . . . . . 117

Arrangement of generating sets . . . . . . . 117
Arrangement of main engines . . . . . . . . . 118
Transportation dimensions . . . . . . . . . . . 120
7.4.
Cooling water system . . . . . . . . . . . . . . . 65

General . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Internal cooling water system . . . . . . . . . . 65
Design of the external cooling water
system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Conventional cooling water system. . . . . . 79
19.
Dimensions and weights of engine parts. . . 122
8.
8.1.
8.2
Starting air system . . . . . . . . . . . . . . . . . 83

Internal starting air system . . . . . . . . . . . . 83
Design of the external starting air system . 85
20.
List of symbols . . . . . . . . . . . . . . . . . . . 125
2.
2.1.
2.2.
2.3.
2.4.
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
3.
3.1.
3.2.
3.3.
3.4.
3.5.
3.6.
3.7.
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
4.
4.1.
4.2.
Engine description . . . . . . . . . . . . . . . . . 42
Wrtsil Vasa 32 D & E . . . . . . . . . . . . . . 42
Wrtsil Vasa 32 D & E Low NOX . . . . . . . 43
5.
5.1.
5.2.
5.3.
5.4.
Fuel system . . . . . . . . . . . . . . . . . . . . . . . 44
General . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Internal fuel system . . . . . . . . . . . . . . . . . . 44
Design of the external fuel system . . . . . . 44
Flushing instructions . . . . . . . . . . . . . . . . . 55
6.
6.1.
6.2.
Lubricating oil system . . . . . . . . . . . . . . 56

Internal lubricating oil system . . . . . . . . . . 56
Design of the external lubricating oil
system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Flushing instructions . . . . . . . . . . . . . . . . . 64
6.3.
7.
7.1.
7.2.
7.3.
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
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 configuration
V-angle
Compression ratio
Direction of rotation,
seen from flywheel end
Speed
Cylinder output
D-rating
E-rating
720 RPM
370 kW
503 hp
405 kW
550 hp
750 RPM
375 kW
510 hp
410 kW
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.
1.3. Lubricating oil quality

Fuel consumption
Lube oil consumption
see Technical Data

see Technical Data
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
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.
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.
0.3% by volume
30C
Oil quantity in turbocharger (ABB turbochargers, only)

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

Governor type
Litres
Woodward UG 10
Woodward PG 58
Woodward EGB 58
Engine
Engine
1.7
1.7
2.3
1.4. Max. continuous output

Main engines
Engine
4R32D
6R32D
8R32D
9R32D
12V32D
16V32D
18V32D
720 RPM
720 RPM, 60 Hz
750 RPM
kW
HP
kW
HP
1480
2220
2960
3330
4440
5920
6660
2010
3020
4030
4530
6040
8050
9060
1500
2250
3000
3375
4500
6000
6750
2040
3060
4080
4590
6120
8160
9180
4R32E
6R32E
8R32E
9R32E
12V32E
16V32E
18V32E
Alternator
750 RPM, 50 Hz
Engine
Alternator
kW
kVA
kWe
kW
kVA
kWe
1620
2430
3240
3645
4860
6480
7290
1950
2930
3910
4400
5860
7820
8790
1560
2340
3130
3520
4690
6250
7030
1640
2460
3280
3690
4920
6560
7380
1980
2970
3960
4450
5930
7910
8900
1580
2370
3170
3560
4750
6330
7120
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
750 RPM
kW
HP
kW
HP
1620
2430
3240
3645
4860
6480
7290
2200
3300
4410
4960
6610
8810
9910
1640
2460
3280
3690
4920
6560
7380
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%.
total barometric pressure 1.0 bar
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.:
air temperature
25C
relative humidity
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*
B*
4788
5919
6612
6941
3945
5083
6113
6603
2259
2413
2712
2719
2259
2345
2712
2649
1981
1993
2034
2034
2550
2550
2550
2550
600
600
600
600
1135
1135
1135
1135
2570
3550
4530
5020
225
225
225
225
950
950
950
950
1350
1350
1350
1350
S*
Weight [ton]**
1089
1050
1142
1142
1312
1340
1053
1031
1645
1673
1898
1835
614
673
814
814
327
257
218
212
285
257
218
212
285
325
459
490
1150
1308
1358
1358
355
432
479
530
1645
1740
1898
1905
20.3
29.2
40.5
44.4
* Turbocharger at flywheel end

** Weight with liquids (wet sump) but without flywheel
V-engines (3V58E0437b)
Engine
A*
12V32
16V32
18V32
6323
7518
8070
5686
6883
7443
2503
2765
2794
2310
2360
2403
2330
2330
2330
600
600
600
1150
1150
1150
3970
5090
5650
225
225
225
1200
1200
1200
1600
1600
1600
Engine
Weight [ton]**
12V32
16V32
18V32
1206
1257
1257
1493
1568
1568
900
900
900
1830
1950
1980
673
815
815
625
700
700
621
555
555
1491
1568
1568
621
555
555
1830
1950
1980
42.5
58.0
61.4
* Turbocharger at flywheel end

** Weight with liquids (wet sump) but without flywheel
Generating sets, in-line engine (3V58E0439)
Engine
4R32
6R32
8R32
9R32
Weight
[ton]*
6814
8138
9660
10380
1150
1308
1358
1358
5000
6250
7700
8350
2780
2965
3458
3648
2160
2160
2310
2920
1760
1760
1910
2510
1450
1450
1600
2200
1080
1080
1080
1300
1420
1420
1620
1620
2550
2550
2550
2550
3679
3765
4332
4269
34
45
63
70
* Weight with liquids
Generating sets V-engine (3V58E0438)
Engine
Weight
[ton]*
12V32
16V32
18V32
9735
10468
11683
1491
1568
1568
7570
8955
9615
3864
3500
3600
2890
2890
2890
2480
2480
2480
2200
2200
2200
1300
1300
1300
1700
1700
1700
2330
2330
2330
4203
4465
4495
82
92
100
* Weight with liquids
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.
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.
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.
Operating range, Wrtsil Vasa 32D + LN D, CPpropeller (4V93L0383c)
Operating range, Wrtsil Vasa 32E + LN E, CPpropeller (4V93L0422b)
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.
Operating range, Wrtsil Vasa 32D + LN D, FPpropeller (4V93L0384c)
10
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 32E, FP-propeller

(4V93L0423b)
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
0 - 50 - 100%
Bureau Veritas
50% on base
load of 0 - 50%
Det Norske Veritas
0 - 50 - 100%
Germanischer Lloyd
0 - 50 - 100%
Registro Italiano Navale
0 - 50 - 100%
Maritime Register
0 - 50 - 100%
Lloyds Register of
Shipping
0 - 800/pe [800/pe +
(100 - 800/pe)] - 100%
Loading performance (1V93F0093)
11
2. Operational data
Successive load application

t1 =
t2 =
t4 =
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
the new value determined by the speed droop
(speed droop = 4%)
= 6.5 seconds
Instant unloading
t3 =

= 2 seconds
t5 = time elapsing before the speed has stabilized at
(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%
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:
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.
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
= 9 seconds
(speed droop = 4%)
= 8.5 seconds
12
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
Time between overhauls [h]
Expected lifetime [h]
HFO
MDO
HFO
MDO
Piston
12000 - 20000
20000 - 24000
24000 - 40000
40000 - 48000
Piston rings
12000 - 20000
20000 - 24000
12000 - 20000
20000 - 24000
Cylinder liner
12000 - 20000
20000 - 24000
60000 - 100000
60000 - 100000
Cylinder head
12000 - 20000
20000 - 24000
60000 - 100000
60000 - 100000
Inlet valve
12000 - 20000
20000 - 24000
24000 - 40000
40000 - 48000
Exhaust valve
12000 - 20000
20000 - 24000
12000 - 20000
24000 - 32000
Injection valve nozzle
2000
2000
4000 - 8000
8000
Injection pump
16000
16000
16000 - 24000
32000
Main bearing
16000 - 20000
16000 - 20000
32000 - 40000
32000 - 40000
Big end bearing
12000 - 20000
20000 - 24000
12000 - 20000
20000 - 24000
13
3. Technical data
3. Technical data
3.1. Wrtsil Vasa 4R32
Engines speed
RPM
720
750
720
750
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
kW
HP
mm
mm
dm
1480
2010
1500
2040
1620
2200
1640
2230
1)
320
350
112.6
12:1
105
145
bar
bar
bar
bar
m/s
RPM
2.53
21.9
8.4
320
350
112.6
12:1
110
155
2.6
21.3
8.75
2.8
24.0
8.4
500
2.85
23.3
8.75
500
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
kg/s
C
C
C
C
3.2
3.3
3.5
8)
8)
8)
8)
kg/s
kg/s
kg/s
kg/s
3.3 (3.2)
2.9 (2.8)
2.6 (2.4)
1.9 (1.4)
3.4 (3.3)
3.0 (2.9)
2.7 (2.5)
2.0 (1.5)
3.6 (3.5)
3.1 (3.0)
2.8 (2.6)
2.1 (1.6)
3.7 (3.6)
3.2 (3.1)
2.9 (2.7)
2.2 (1.7)
2, 8)
2, 8)
2, 8)
2, 8)
C
C
C
C
C
bar
mm
305 (310)
300 (310)
300 (325)
299 (370)
300 (315)
295 (305)
295 (320)
294 (365)
500
0.03
450
315 (320)
305 (315)
300 (325)
300 (370)
340 (360)
340 (355)
335 (350)
295 (365)
500
0.03
450
kW
kW
kW
kW
kW
kW
1480
176
327
433
970
62
1500
180
340
447
980
62
1620
184
370
496
1110
64
1640
188
378
513
1110
64
45
40...70
70
80
3.6
45
40...70
70
80
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
3)
Effective output
Lubricating oil
Jacket water
Charge air
Exhaust gases
Radiation
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)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
1.4/0.9
188
193
202
4
5
3
6
1.4/0.9
190
194
200
191
191
197
192
193
199
1.3
1.3
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)
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.
14
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
3. Technical data
Wrtsil Vasa 4R32
Engine speed
RPM
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.
m/h
m/h
m/h
m
m
microns
bar
g/kWh
4)
9)
720
E
750
44
40
13.4/16.3
0.67
2.0
15
1.5
0.6
46
41
720
750
44
40
13.4/16.3
0.67
2.0
15
1.5
0.8
46
41
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
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
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
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
bar
bar
bar
bar
Nm
30
10
30
18
0.6
48
44
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
48
44
Low temperature cooling water system

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
6)
48
44
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
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)
30
10
30
18
0.6
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.
15
3. Technical data
Wrtsil Vasa 4R32
LN D
LN E
Engines speed
RPM
720
750
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
1480
2010
1500
2040
1620
2200
1640
2230
1)
bar
bar
bar
bar
m/s
RPM
320
350
112.6
13.8:1
120
155
2.35
21.9
8.4
320
350
112.6
13.8:1
130
165
2.4
21.3
8.75
2.6
24.0
8.4
500
2.65
23.3
8.75
500

kg/s
C
C
C
C
3.1
3.2
3.3
8)
8)
8)
8)
kg/s
kg/s
kg/s
kg/s
3.2
2.9
2.6
1.9
3.3 (3.3)
3.0 (2.8)
2.7 (2.5)
2.0 (1.6)
3.4
3.0
2.8
2.0
3.5 (3.5)
3.1 (3.0)
2.9 (2.7)
2.1 (1.7)
2, 8)
2, 8)
2, 8)
2, 8)
C
C
C
C
C
bar
mm
322
316
315
315
317 (317)
311 (319)
310 (325)
310 (371)
500
0.03
450
328
318
315
315
323 (323)
313 (321)
310 (324)
310 (369)
500
0.03
450
kW
kW
kW
kW
kW
kW
1480
169
290
415
994
58
1500
174
288
442
1025
58
1620
177
316
476
1093
65
1640
183
313
500
1112
65
45
40...70
70
80
3.4
45
40...70
70
80
Exhaust gas system

Exhaust gas flow
(100% load)
( 85% load)
( 75% load)
( 50% load)
(100% load)
( 85% load)
( 75% load)
( 50% load)
Heat balance
3)
Effective output
Lubricating oil
Jacket water
Charge air
Exhaust gases
Radiation
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
(100% load)
4)
5)
5)
5)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
1.4/0.9
185
189
196
4
5
3
6
1.4/0.9
187
190
198
186
187
194
187
188
195
1.3
1.3
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)

16
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
3. Technical data
Wrtsil Vasa 4R32
LN D
Engine speed
RPM

m/h
m/h
m/h
m
m
microns
bar
g/kWh
4)
9)
720
LN E
750
44
40
13.4/16.3
0.67
2.0
15
1.5
0.6
46
41
720
750
44
40
13.4/16.3
0.67
2.0
15
1.5
0.8
46
41

Pump capacity, nom
Pump capacity, min.
bar
bar
bar
C
C
C
C
m/h
m/h
bar
m
bar
bar
bar
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
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
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
bar
bar
bar
bar
Nm
30
10
30
18
0.6
48
44
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
48
44

Pump capacity, nom.
Pump capacity, min.
6)
48
44
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
48
44
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
1)
2)
3)
4)
5)
6)
7)
8)
9)
7)
30
10
30
18
0.6

According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps. Tolerance
+5%.
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.
17
3. Technical data
Engine speed
RPM
720
750
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
2220
3020
2250
3060
2430
3300
2460
3350
1)
320
350
168.9
12:1
105
145
bar
bar
bar
bar
m/s
RPM
2.53
21.9
8.4
320
350
168.9
12:1
110
155
2.6
21.3
8.75
2.8
24.0
8.4
500
2.85
23.3
8.75
500

kg/s
C
C
C
C
4.6
4.8
5.1
8)
8)
8)
8)
kg/s
kg/s
kg/s
kg/s
4.7 (4.6)
4.1 (3.9)
3.7 (3.5)
2.7 (2.4)
4.9 (4.8)
4.3 (4.2)
3.9 (3.7)
2.9 (2.6)
5.2 (5.1)
4.5 (4.3)
4.2 (3.9)
2.9 (2.6)
5.4 (5.3)
4.7 (4.5)
4.3 (4.1)
3.1 (2.8)
2, 8)
2, 8)
2, 8)
2, 8)
C
C
C
C
C
bar
mm
313 (320)
308 (320)
310 (330)
295 (335)
308 (315)
303 (315)
303 (325)
290 (330)
500
0.03
600
318 (325)
313 (325)
308 (330)
300 (340)
314 (320)
308 (320)
303 (325)
295 (335)
500
0.03
600
kW
kW
kW
kW
kW
kW
kW
2220
252
504
369
286
1415
92
2250
258
510
386
288
1455
92
2430
263
551
424
319
1600
96
2460
270
562
444
326
1640
96
45
40...70
70
80
5.3
45
40...70
70
80
Exhaust gas system

Exhaust gas flow
(100% load)
( 85% load)
( 75% load)
( 50% load)
(100% load)
( 85% load)
( 75% load)
( 50% load)
Heat balance
3)
Effective output
Lubricating oil
Jacket water
Charge air, HT-circuit
Charge air, LT-circuit
Exhaust gases
Radiation
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
(100% load)
4)
5)
5)
5)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
1.4/1.7
186
190
196
4
5
3
6
1.4/1.7
188
191
197
189
188
196
2.0
190
191
198
2.0

18
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
4.0
3.5
2.5
0.8
0.5
63 (77)
80 (90)
78 (84)
4.3
4.0
4.3
3.5
2.5
0.8
0.5
63 (77)
80 (90)
78 (84)
3. Technical data
Wrtsil Vasa 6R32
Engine speed
RPM

Oil consumption (100% load) abt.
m/h
m/h
m/h
m
m
microns
bar
g/kWh
4)
9)
720
E
750
57
51
13.4/16.3
1.3
3.0
15
1.5
0.6
59
53
720
750
57
51
13.4/16.3
1.3
3.0
15
1.5
0.8
59
53

Pressure before engine, max.
Pump capacity, nom
Pump capacity, min.
bar
bar
bar
C
C
C
C
m/h
m/h
bar
m
bar
bar
bar
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
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
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
bar
bar
bar
bar
Nm
30
6
30
18
0.6
72
66
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
72
66

Temperature before engine, max.
Pump capacity, nom.
Pump capacity, min.
6)
72
66
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
72
66
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
1)
2)
3)
4)
5)
6)
7)
8)
9)
7)
30
6
30
18
0.6
If priming pump is connected, 400 RPM.

The figures are without margins at 100% load, and constant speed.
Capacities at 50 and 60 Hz at 100% load.
Tolerance + 5%.
At remote and automatic starting, the consumption in 2...3 times higher.
19
3. Technical data
Wrtsil Vasa 6R32
LN D
LN E
Engine speed
RPM
720
750
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
2220
3020
2250
3060
2430
3300
2460
3350
1)
bar
bar
bar
bar
m/s
RPM
320
350
168.9
13.8:1
120
155
2.35
21.9
8.4
320
350
168.9
13.8:1
130
165
2.4
21.3
8.75
2.6
24.0
8.4
500
2.65
23.3
8.75
500

Air temperature after air cooler, stop or shutdown
kg/s
C
C
C
C
4.5
4.7
4.9
45
40...70
70
80
5.0
45
40...70
70
80
Exhaust gas system

Exhaust gas flow
(100% load)
( 85% load)
( 75% load)
( 50% load)
(100% load)
( 85% load)
( 75% load)
( 50% load)
8)
8)
8)
8)
kg/s
kg/s
kg/s
kg/s
4.6
4.1
3.7
2.8
4.8 (4.8)
4.3 (4.1)
3.9 (3.6)
2.9 (2.4)
5.0
4.4
4.0
3.0
5.1 (5.1)
4.6 (4.4)
4.2 (3.9)
3.1 (2.6)
2, 8)
2, 8)
2, 8)
2, 8)
C
C
C
C
C
bar
mm
322
315
313
309
317 (317)
310 (319)
308 (325)
304 (353)
500
0.03
600
328
318
314
310
323 (323)
313 (321)
309 (324)
305 (354)
500
0.03
600
Heat balance
3)
kW
kW
kW
kW
kW
kW
kW
2220
237
429
319
287
1453
86
2250
245
425
358
288
1498
86
2430
248
466
378
319
1598
96
2460
256
462
416
315
1626
96
Effective output
Lubricating oil
Jacket water
Exhaust gases
Radiation
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
(100% load)
4)
5)
5)
5)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
1.4/1.7
182
186
192
4
5
3
6
1.4/1.7
184
187
194
183
184
190
2.0
184
185
191
2.0

20
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
4.0
3.5
2.5
0.8
0.5
63 (77)
80 (90)
78 (84)
4.3
4.0
4.3
3.5
2.5
0.8
0.5
63 (77)
80 (90)
78 (84)
3. Technical data
Wrtsil Vasa 6R32
LN D
Engine speed
RPM

m/h
m/h
m/h
m
m
microns
bar
g/kWh
4)
9)
720
LN E
750
57
51
13.4/16.3
1.3
3.0
15
1.5
0.6
59
53
720
750
57
51
13.4/16.3
1.3
3.0
15
1.5
0.8
59
53

Pump capacity, nom
Pump capacity, min.
bar
bar
bar
C
C
C
C
m/h
m/h
bar
m
bar
bar
bar
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
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
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
bar
bar
bar
bar
Nm
30
6
30
18
0.6
72
66
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
72
66

Pump capacity, nom.
Pump capacity, min.
6)
72
66
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
72
66
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
1)
2)
3)
4)
5)
6)
7)
8)
9)
7)
30
6
30
18
0.6
If priming pump is connected, 400 RPM.

The figures are without margins at 100% load, and constant speed.
Capacities at 50 and 60 Hz at 100% load.
Tolerance + 5%.
21
3. Technical data
Engine speed
RPM
720
750
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
2960
4030
3000
4080
3240
4410
3280
4460
1)
320
350
225.2
12:1
105
145
bar
bar
bar
bar
m/s
RPM
2.53
21.9
8.4
320
350
225.2
12:1
110
155
2.6
21.3
8.75
2.8
24.0
8.4
500
2.85
23.3
8.75
500

kg/s
C
C
C
C
6.1
6.3
6.8
45
40...70
70
80
7.0
45
40...70
70
80
Exhaust gas system

Exhaust gas flow
(100% load)
( 85% load)
( 75% load)
( 50% load)
(100% load)
( 85% load)
( 75% load)
( 50% load)
8)
8)
8)
8)
kg/s
kg/s
kg/s
kg/s
6.3 (6.2)
5.6 (5.4)
5.2 (4.8)
3.5 (2.8)
6.5 (6.5)
5.8 (5.6)
5.3 (4.9)
3.7 (2.9)
7.0 (6.9)
6.2 (6.0)
5.7 (5.3)
4.0 (3.2)
7.2 (7.1)
6.4 (6.2)
5.8 (5.4)
4.1 (3.3)
2, 8)
2, 8)
2, 8)
2, 8)
C
C
C
C
C
bar
mm
310 (315)
305 (320)
305 (330)
310 (375)
305 (310)
300 (315)
300 (325)
303 (370)
500
0.03
600
318 (325)
305 (325)
305 (330)
308 (375)
313 (320)
305 (320)
300 (325)
303 (370)
500
0.03
600
Heat balance
3)
kW
kW
kW
kW
kW
kW
kW
2960
332
664
492
382
1895
122
3000
340
672
514
385
1915
122
3240
345
731
566
426
2145
128
3280
355
743
590
433
2175
128
Effective output
Lubricating oil
Jacket water
Exhaust gases
Radiation
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
Lea k fuel quantity, clean fuel (100% load)
4)
5)
5)
5)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
1.9/2.4
186
190
196
4
5
3
6
1.9/2.4
188
191
197
189
190
196
2.6
190
191
198
2.6

22
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
4.0
3.5
2.5
0.8
0.5
63 (77)
80 (90)
79 (84)
4.2
4.0
4.2
3.5
2.5
0.8
0.5
63 (77)
80 (90)
79 (84)
3. Technical data
Wrtsil Vasa 8R32
Engine speed
RPM

m/h
m/h
m/h
m
m
microns
bar
g/kWh
4)
9)
720
E
750
70
62
20.8/25.4
1.66
4.0
15
1.5
0.6
73
65
720
750
70
62
20.8/25.4
1.66
4.0
15
1.5
0.8
73
65

Pump capacity, nom
Pump capacity, min.
bar
bar
bar
C
C
C
C
m/h
m/h
bar
m
bar
bar
bar
2.2 + static
1.0 + static
4.0
85
91
100
105
94
87
0.4
0.51
0.7...1.5
0.6
2.0
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
2.2 + static
1.0 + static
4.0
25
38
25
35 (65)
94
87
0.1
0.4
0.6
0.7...1.5
2.0
bar
bar
bar
bar
Nm
30
6
30
18
0.8
96
89
2.2 + static
1.0 + static
4.0
85
91
100
105
94
87
0.4
0.51
0.7...1.5
0.6
2.0
96
89

Pump capacity, nom.
Pump capacity, min.
6)
96
89
2.2 + static
1.0 + static
4.0
25
38
25
35 (65)
94
87
0.1
0.4
0.6
0.7...1.5
2.0
96
89
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
1)
2)
3)
4)
5)
6)
7)
8)
9)
7)
30
6
30
18
0.8

Tolerance +5%.
23
3. Technical data
Wrtsil Vasa 8R32
LN D
LN E
Engine speed
RPM
720
750
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
2960
4030
3000
4080
3240
4410
3280
4460
1)
bar
bar
bar
bar
m/s
RPM
320
350
225.2
13.8:1
120
155
2.35
21.9
8.4
320
350
225.2
13.8:1
120
165
2.4
21.3
8.75
2.6
24.0
8.4
500
2.65
23.3
8.75
500

kg/s
C
C
C
C
5.9
6.2
6.4
45
40...70
70
80
6.6
45
40...70
70
80
Exhaust gas system

Exhaust gas flow
(100% load)
( 85% load)
( 75% load)
( 50% load)
(100% load)
( 85% load)
( 75% load)
( 50% load)
8)
8)
8)
8)
kg/s
kg/s
kg/s
kg/s
6.1
5.5
5.0
3.6
6.4 (6.4)
5.7 (5.5)
5.2 (4.8)
3.7 (3.0)
6.6
5.8
5.4
3.9
6.8 (6.8)
6.1 (5.8)
5.6 (5.2)
4.0 (3.3)
2, 8)
2, 8)
2, 8)
2, 8)
C
C
C
C
C
bar
mm
322
316
316
321
317 (317)
311 (320)
311 (326)
316 (371)
500
0.03
600
328
318
315
320
323 (323)
313 (321)
310 (325)
315 (369)
500
0.03
600
Heat balance
3)
kW
kW
kW
kW
kW
kW
kW
2960
316
572
425
382
1936
115
3000
327
567
478
383
1997
115
3240
331
621
503
425
2130
128
3280
341
616
555
420
2169
128
Effective output
Lubricating oil
Jacket water
Exhaust gases
Radiation
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
(100% load)
4)
5)
5)
5)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
1.9/2.4
182
186
192
4
5
3
6
1.9/2.4
184
187
194
183
184
190
2.6
184
185
192
2.6

24
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
4.0
3.5
2.5
0.8
0.5
63 (77)
80 (90)
79 (84)
4.2
4.0
4.2
3.5
2.5
0.8
0.5
63 (77)
80 (90)
79 (84)
3. Technical data
Wrtsil Vasa 8R32
LN D
Engine speed
RPM

m/h
m/h
m/h
m
m
microns
bar
g/kWh
4)
9)
720
LN E
750
70
62
20.8/25.4
1.66
4.0
15
1.5
0.6
73
65
720
750
70
62
20.8/25.4
1.66
4.0
15
1.5
0.8
73
65

Pump capacity, nom
Pump capacity, min.
bar
bar
bar
C
C
C
C
m/h
m/h
bar
m
bar
bar
bar
2.2 + static
1.0 + static
4.0
85
91
100
105
94
87
0.4
0.51
0.7...1.5
0.6
2.0
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
2.2 + static
1.0 + static
4.0
25
38
25
35 (65)
94
87
0.1
0.4
0.6
0.7...1.5
2.0
bar
bar
bar
bar
Nm
30
6
30
18
0.8
96
89
2.2 + static
1.0 + static
4.0
85
91
100
105
94
87
0.4
0.51
0.7...1.5
0.6
2.0
96
89

Pump capacity, nom.
Pump capacity, min.
6)
96
89
2.2 + static
1.0 + static
4.0
25
38
25
35 (65)
94
87
0.1
0.4
0.6
0.7...1.5
2.0
96
89
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
1)
2)
3)
4)
5)
6)
7)
8)
9)
7)
30
6
30
18
0.8

Tolerance +5%.
25
3. Technical data
Engine speed
RPM
720
750
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
3330
4530
3375
4590
3645
4960
3690
5020
1)
320
350
253.4
12:1
105
145
bar
bar
bar
bar
m/s
RPM
2.53
21.9
8.4
320
350
253.4
12:1
110
155
2.6
21.3
8.75
2.8
24.0
8.4
500
2.85
23.3
8.75
500

kg/s
C
C
C
C
6.9
7.2
7.5
45
40...70
70
80
7.8
45
40...70
70
80
Exhaust gas system

Exhaust gas flow
(100% load)
( 85% load)
( 75% load)
( 50% load)
(100% load)
( 85% load)
( 75% load)
( 50% load)
8)
8)
8)
8)
kg/s
kg/s
kg/s
kg/s
7.1 (7.1)
6.2 (6.0)
5.6 (5.3)
4.2 (3.9)
7.4 (7.3)
6.6 (6.3)
5.8 (5.5)
4.3 (4.0)
7.7 (7.6)
6.8 (5.8)
6.1 (5.8)
4.5 (4.2)
8.0 (7.9)
7.1 (6.9)
6.4 (6.0)
4.6 (4.3)
2, 8)
2, 8)
2, 8)
2, 8)
C
C
C
C
C
bar
mm
318 (325)
310 (325)
305 (325)
300 (335)
313 (320)
303 (320)
300 (320)
295 (330)
500
0.03
700
323 (330)
313 (330)
310 (330)
299 (335)
318 (325)
308 (325)
303 (325)
295 (330)
500
0.03
700
Heat balance
3)
kW
kW
kW
kW
kW
kW
3330
369
729
964
2185
138
3375
378
738
992
2235
138
3645
380
818
1108
2410
144
3690
391
831
1144
2465
144
Effective output
Lubricating oil
Jacket water
Charge air
Exhaust gases
Radiation
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
(100% load)
4)
5)
5)
5)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
1.9/2.4
186
190
196
4
5
3
6
1.9/2.4
188
191
197
189
190
196
190
191
198
3.0
3.0
4.0
3.5
2.5
0.8
0.5
63 (77)
80 (90)
79 (84)
4.2
3.5
2.5
0.8
0.5
63 (77)
80 (90)
79 (84)

26
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
3. Technical data
Wrtsil Vasa 9R32
Engine speed
RPM

m/h
m/h
m/h
m
m
microns
bar
g/kWh
4)
9)
720
E
750
70
68
20.8/25.4
1.84
4.6
15
1.5
0.6
73
71
720
750
70
68
20.8/25.4
1.84
4.6
15
1.5
0.8
73
71

Pump capacity, nom.
Pump capacity, min.
bar
bar
bar
C
C
C
C
m/h
m/h
bar
m
bar
bar
bar
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
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
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
bar
bar
bar
bar
Nm
30
6
30
18
0.8
108
100
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
108
100

Pump capacity, nom.
Pump capacity, min.
6)
108
100
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
108
100
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
1)
2)
3)
4)
5)
6)
7)
8)
9)
7)
30
6
30
18
0.8

Tolerance +5%.
27
3. Technical data
Wrtsil Vasa 9R32
LN D
LN E
Engine speed
RPM
720
750
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
3330
4530
3375
4590
3645
4960
3690
5020
1)
bar
bar
bar
bar
m/s
RPM
320
350
253.4
13.8:1
120
155
2.35
21.9
8.4
320
350
253.4
13.8:1
130
165
2.4
21.3
8.75
2.6
24.0
8.4
500
2.65
23.3
8.75
500

kg/s
C
C
C
C
6.7
7.0
7.2
45
40...70
70
80
7.5
45
40...70
70
80
Exhaust gas system

Exhaust gas flow
(100% load)
( 85% load)
( 75% load)
( 50% load)
(100% load)
( 85% load)
( 75% load)
( 50% load)
8)
8)
8)
8)
kg/s
kg/s
kg/s
kg/s
6.9
6.2
5.7
4.2
7.2 (7.2)
6.5 (6.2)
5.9 (5.5)
4.3 (3.6)
7.4
6.5
6.1
4.5
7.7 (7.7)
6.9 (6.5)
6.3 (5.9)
4.6 (3.9)
2, 8)
2, 8)
2, 8)
2, 8)
C
C
C
C
C
bar
mm
322
315
313
309
317 (317)
310 (319)
308 (325)
304 (353)
500
0.03
700
328
318
314
310
323 (323)
313 (321)
309 (324)
305 (354)
500
0.03
700
Heat balance
3)
kW
kW
kW
kW
kW
kW
3330
356
644
908
2179
129
3375
368
638
968
2247
129
3645
372
699
1044
2397
144
3690
384
693
1097
2440
144
Effective output
Lubricating oil
Jacket water
Charge air
Exhaust gases
Radiation
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
(100% load)
4)
5)
5)
5)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
1.9/2.4
182
186
192
4
5
3
6
1.9/2.4
184
187
194
183
184
190
184
185
192
3.0
3.0
4.0
3.5
2.5
0.8
0.5
63 (77)
80 (90)
79 (84)
4.2
3.5
2.5
0.8
0.5
63 (77)
80 (90)
79 (84)

28
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
3. Technical data
Wrtsil Vasa 9R32
LN D
Engine speed
RPM

m/h
m/h
m/h
m
m
microns
bar
g/kWh
4)
9)
720
LN E
750
70
68
20.8/25.4
1.84
4.6
15
1.5
0.6
73
71
720
750
70
68
20.8/25.4
1.84
4.6
15
1.5
0.8
73
71

Pump capacity, nom.
Pump capacity, min.
bar
bar
bar
C
C
C
C
m/h
m/h
bar
m
bar
bar
bar
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
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
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
bar
bar
bar
bar
Nm
30
6
30
18
0.8
108
100
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
108
100

Pump capacity, nom.
Pump capacity, min.
6)
108
100
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
108
100
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
1)
2)
3)
4)
5)
6)
7)
8)
9)
7)
30
6
30
18
0.8

Tolerance +5%.
29
3. Technical data
3.5. Wrtsil Vasa 12V32
Engine speed
RPM
720
750
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Firing pressure, max.
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
4440
6040
4500
6120
4860
6610
4920
6690
1)
320
350
337.8
12:1
105
145
bar
bar
bar
bar
m/s
RPM
2.53
21.9
8.4
320
350
337.8
12:1
110
155
2.6
21.3
8.75
2.8
24.0
8.4
500
2.85
23.3
8.75
500

kg/s
C
C
C
C
9.0
9.5
10.0
45
40...70
70
80
10.4
45
40...70
70
80
Exhaust gas system

Exhaust gas flow
(100% load)
( 85% load)
( 75% load)
( 50% load)
(100% load)
( 85% load)
( 75% load)
( 50% load)
Exhaust gas temp. after cylinder, alarm
Exhaust ga pipe diameter, (outlet)
9)
9)
9)
9)
kg/s
kg/s
kg/s
kg/s
9.2 (9.1)
8.0 (7.6)
7.4 (7.0)
5.3 (4.7)
2, 9)
2, 9)
2, 9)
2, 9)
C
C
C
C
C
bar
mm
mm
315 (320)
310 (320)
310 (330)
295 (335)
Heat balance
3)
kW
kW
kW
kW
kW
kW
kW
4440
492
972
731
567
2800
160
Effective output
Lubricating oil
Jacket water
Exhaust gases
Radiation
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)
308 (315)
305 (315)
305 (325)
289 (330)
500
0.03
800
2 x 600
318 (325)
315 (325)
310 (330)
300 (340)
4500
504
984
762
573
2880
160
10.7 (10.5)
9.2 (8.8)
8.4 (8.0)
6.2 (5.5)
313 (320)
310 (320)
305 (325)
294 (335)
500
0.03
800
2 x 600
4860
516
1096
837
629
3165
168
4920
527
1110
870
638
3240
168
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
(100% load)
4)
5)
5)
5)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
3.0/3.8
184
188
194
4
5
3
6
3.0/3.8
186
189
195
187
188
194
188
189
196
4.0
4.0
4.0
3.5
2.5
0.8
0.5
63 (77)
80 (90)
81 (84)
4.2
3.5
2.5
0.8
0.5
63 (77)
80 (90)
81 (84)

30
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
3. Technical data
Wrtsil Vasa 12V32
Engine speed
RPM

Oil flow through cooler, max.
m/h
m/h
m/h
m
m
microns
bar
g/kWh
m/h
4)
10)
720
E
750
90
86
21.0/25.5
1.88
6.1
15
1.5
0.6
68
94
90
71
720
750
90
86
21.0/25.5
1.88
6.1
15
1.5
0.8
68
94
90
71

Pump capacity, nom.
Pump capacity, min.
bar
bar
bar
C
C
C
C
m/h
m/h
bar
m
bar
bar
bar
2.7 + static
1.0 + static
4.0
85
91
100
105
140
130
0.4
0.74
0.7...1.5
0.6
2.0
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
2.6 + static
1.0 + static
4.0
25
38
25
35 (65)
140
130
0.1
0.8
0.6
0.7...1.5
2.0
bar
bar
bar
bar
Nm
30
10
30
18
0.6
144
133
2.7 + static
1.0 + static
4.0
85
91
100
105
140
130
0.4
0.74
0.7...1.5
0.6
2.0
144
133

Pump capacity, nom.
Pump capacity, min.
6, 7)
144
133
2.6 + static
1.0 + static
4.0
25
38
25
35 (65)
140
130
0.1
0.8
0.6
0.7...1.5
2.0
144
133
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
8)
30
10
30
18
0.6
1)
2)
3)
4)
5)

Tolerance +5%.
6)
7)
Including lubricating oil cooler.
8)
At remote and automatic starting, the consumption is 2...3 times higher.
9)
10)
31
3. Technical data
Wrtsil Vasa 12V32
LN D
LN E
Engine speed
RPM
720
750
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
4440
6040
4500
6120
4860
6610
4920
6690
1)
bar
bar
bar
bar
m/s
RPM
320
350
337.8
13.8:1
120
155
2.35
21.9
8.4
320
350
337.8
13.8:1
130
165
2.4
21.3
8.75
2.6
24.0
8.4
500
2.65
23.3
8.75
500

kg/s
C
C
C
C
9.0
9.5
9.8
45
40...70
70
80
10.1
45
40...70
70
80
Exhaust gas system

Exhaust gas flow
(100% load)
( 85% load)
( 75% load)
( 50% load)
(100% load)
( 85% load)
( 75% load)
( 50% load)
Exhaust gas temp. after cylinder, alarm
9)
9)
9)
9)
kg/s
kg/s
kg/s
kg/s
9.2
8.2
7.6
5.5
2, 9)
2, 9)
2, 9)
2, 9)
C
C
C
C
C
bar
mm
mm
322
315
313
309
Heat balance
3)
kW
kW
kW
kW
kW
kW
kW
4440
474
858
637
573
2905
172
Effective output
Lubricating oil
Jacket water
Exhaust gases
Radiation
9.7 (9.7)
8.5 (8.2)
7.9 (7.3)
5.8 (4.8)
10.1
8.8
8.2
6.0
317 (317)
310 (319)
308 (325)
305 (353)
500
0.03
800
2 x 600
330
320
316
312
4500
490
850
717
575
2997
172
10.4 (10.4)
9.3 (8.9)
8.5 (7.9)
6.3 (5.2)
325 (325)
315 (323)
311 (326)
307 (356)
500
0.03
800
2 x 600
4860
501
942
776
647
3263
194
4920
517
934
855
639
3322
193
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
(100% load)
4)
5)
5)
5)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
3.0/3.8
182
186
192
4
5
3
6
3.0/3.8
184
187
193
185
186
192
186
187
194
4.0
4.0
4.0
3.5
2.5
0.8
0.5
63 (77)
80 (90)
81 (84)
4.2
3.5
2.5
0.8
0.5
63 (77)
80 (90)
81 (84)

32
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
3. Technical data
Wrtsil Vasa 12V32
LN D
Engine speed
RPM

Oil flow through cooler, max.
m/h
m/h
m/h
m
m
microns
bar
g/kWh
m/h
4)
10)
720
LN E
750
90
86
21.0/25.5
1.88
6.1
15
1.5
0.6
68
94
90
71
720
750
90
86
21.0/25.5
1.88
6.1
15
1.5
0.8
68
94
90
71

Pump capacity, nom.
Pump capacity, min.
bar
bar
bar
C
C
C
C
m/h
m/h
bar
m
bar
bar
bar
2.7 + static
1.0 + static
4.0
85
91
100
105
140
130
0.4
0.74
0.7...1.5
0.6
2.0
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
2.6 + static
1.0 + static
4.0
25
38
25
35 (65)
140
130
0.1
0.8
0.6
0.7...1.5
2.0
bar
bar
bar
bar
Nm
30
10
30
18
0.6
144
133
2.7 + static
1.0 + static
4.0
85
91
100
105
140
130
0.4
0.74
0.7...1.5
0.6
2.0
144
133

Pump capacity, nom.
Pump capacity, min.
6, 7)
144
133
2.6 + static
1.0 + static
4.0
25
38
25
35 (65)
140
130
0.1
0.8
0.6
0.7...1.5
2.0
144
133
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
8)
30
10
30
18
0.6
1)
2)
3)
4)
5)

Tolerance +5%.
6)
7)
8)
9)
10)
33
3. Technical data
Engine speed
RPM
720
750
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
5920
8050
6000
8160
6480
8810
6560
8920
1)
320
350
450.4
12:1
105
145
bar
bar
bar
bar
m/s
RPM
2.53
21.9
8.4
320
350
450.4
12:1
110
155
2.6
21.3
8.75
2.8
24.0
8.4
500
2.85
23.3
8.75
500

kg/s
C
C
C
C
12.3
12.7
9)
kg/s
12.6 (12.4)
( 85% load)
( 75% load)
( 50% load)
(100% load)
( 85% load)
( 75% load)
( 50% load)
Exhaust gas pipe diameter, min. (common)
9)
9)
9)
kg/s 11.1 (10.7)

kg/s 10.3 (9.5)
kg/s
7.0 (5.5)
2, 9)
2, 9)
2, 9)
2, 9)
C
C
C
C
C
bar
mm
mm
308 (315)
305 (320)
305 (330)
310 (375)
Heat balance
3)
kW
kW
kW
kW
kW
kW
5920
648
1288
1712
3745
216
13.5
45
40...70
70
80
13.9
45
40...70
70
80
Exhaust gas system

Exhaust gas flow
(14.0)
(100% load)
Effective output
Lubricating oil
Jacket water
Charge air
Exhaust gases
Radiation
13.0 (12.8)
13.8 (13.6)
11.5 (11.1)
10.5 (9.7)
7.2 (5.7)
12.3 (12.0)
11.3 (10.5)
7.8 (6.3)
304 (310)
300 (315)
300 (325)
305 (370)
500
0.03
900
2 x 700
319 (325)
304 (325)
305 (330)
310 (375)
6000
664
1304
1764
3805
216
14.2
12.7 (12.4)
11.6 (10.7)
8.1 (6.6)
314 (320)
304 (320)
298 (325)
303 (370)
500
0.03
900
2 x 700
6480
686
1440
1964
4255
230
6560
762
1456
2020
4310
230
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
(100% load)
4)
5)
5)
5)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
4.2/5.2
184
188
194
4
5
3
6
4.2/5.2
186
189
195
187
188
194
5.2
188
189
196
5.2

34
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
4.0
3.5
2.5
0.8
0.5
63 (77)
80 (90)
81 (84)
4.2
4.0
4.2
3.5
2.5
0.8
0.5
63 (77)
80 (90)
81 (84)
3. Technical data
Wrtsil Vasa 16V32
Engine speed
RPM
720
750
720
750

Oil flow trough cooler, max.
m/h
m/h
m/h
m
m
microns
bar
g/kWh
m/h
123
108
32.3/39.3
2.41
8.1
15
1.5
0.6
87
128
112
123
108
32.3/39.3
2.41
8.1
15
1.5
0.8
87
128
112
bar
bar
bar
C
C
C
C
m/h
m/h
bar
m
bar
bar
bar
2.5 + static
1.0 + static
4.0
85
91
100
105
187
174
0.4
0.84
0.7...1.5
0.6
2.0
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
2.5 + static
1.0 + static
4.0
25
38
25
35 (65)
187
174
0.1
0.8
0.6
0.7...1.5
2.0
bar
bar
bar
bar
Nm
30
10
30
18
0.8
4)
10)
91
91

Pump capacity, nom
Pump capacity, min.
192
177
2.5 + static
1.0 + static
4.0
85
91
100
105
187
174
0.4
0.84
0.7...1.5
0.6
2.0
192
177

Pump capacity, nom.
Pump capacity, min.
6, 7)
192
177
2.5 + static
1.0 + static
4.0
25
38
25
35 (65)
187
174
0.1
0.8
0.6
0.7...1.5
2.0
192
177
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
8)
30
10
30
18
0.8
1)
2)
3)
4)
5)

Tolerance +5%.
6)
7)
8)
9)
10)
35
3. Technical data
Wrtsil Vasa 16V32
LN D
LN E
Engine speed
RPM
720
750
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
5920
8050
6000
8160
6480
8810
6560
8920
1)
bar
bar
bar
bar
m/s
RPM
320
350
450.4
13.8:1
120
155
2.35
21.9
8.4
320
350
450.4
13.8:1
130
165
2.4
21.3
8.75
2.6
24.0
8.4
500
2.65
23.3
8.75
500

kg/s
C
C
C
C
12.0
12.6
13.1
45
40...70
70
80
13.6
45
40...70
70
80
Exhaust gas system

Exhaust gas flow
(100% load)
( 85% load)
( 75% load)
( 50% load)
(100% load)
( 85% load)
( 75% load)
( 50% load)
9)
9)
9)
9)
kg/s
kg/s
kg/s
kg/s
12.3
11.0
10.2
7.3
2, 9)
2, 9)
2, 9)
2, 9)
C
C
C
C
C
bar
mm
mm
322
316
316
321
Heat balance
3)
kW
kW
kW
kW
kW
kW
5920
632
1144
1614
3873
229
Effective output
Lubricating oil
Jacket water
Charge air
Exhaust gases
Radiation
12.9 (12.9)
11.4 (11.0)
10.5 (9.7)
7.5 (6.1)
13.4
11.8
10.9
7.8
317 (317)
311 (320)
311 (326)
316 (371)
500
0.03
900
2 x 700
330
320
317
322
6000
653
1133
1723
3996
229
13.9 (13.9)
12.4 (11.8)
11.3 (10.6)
8.1 (6.7)
325 (325)
315 (323)
312 (327)
317 (371)
500
0.03
900
2 x 700
6480
668
1256
1897
4351
259
6560
690
1245
1992
4429
258
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
(100% load)
4)
5)
5)
5)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
4.2/5.2
182
186
192
4
5
3
6
4.2/5.2
184
187
194
185
186
192
5.2
186
187
194
5.2

36
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
4.0
3.5
2.5
0.8
0.5
63 (77)
80 (90)
81 (84)
4.2
4.0
4.2
3.5
2.5
0.8
0.5
63 (77)
80 (90)
81 (84)
3. Technical data
Wrtsil Vasa 16V32
LN D
LN E
Engine speed
RPM
720
750
720
750

m/h
m/h
m/h
m
m
microns
bar
g/kWh
m/h
123
108
32.3/39.3
2.41
8.1
15
1.5
0.6
87
128
112
123
108
32.3/39.3
2.41
8.1
15
1.5
0.8
87
128
112
bar
bar
bar
C
C
C
C
m/h
m/h
bar
m
bar
bar
bar
2.5 + static
1.0 + static
4.0
85
91
100
105
187
174
0.4
0.84
0.7...1.5
0.6
2.0
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
2.5 + static
1.0 + static
4.0
25
38
25
35 (65)
187
174
0.1
0.8
0.6
0.7...1.5
2.0
bar
bar
bar
bar
Nm
30
10
30
18
0.8
4)
10)
91
91

Pump capacity, nom
Pump capacity, min.
192
177
2.5 + static
1.0 + static
4.0
85
91
100
105
187
174
0.4
0.84
0.7...1.5
0.6
2.0
192
177

Pump capacity, nom.
Pump capacity, min.
6, 7)
192
177
2.5 + static
1.0 + static
4.0
25
38
25
35 (65)
187
174
0.1
0.8
0.6
0.7...1.5
2.0
192
177
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
8)
30
10
30
18
0.8
1)
2)
3)
4)
5)

Tolerance +5%.
6)
7)
8)
9)
10)
37
3. Technical data
Engine speed
RPM
720
750
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
6660
9060
6750
9180
7290
9910
7380
10040
1)
320
350
506.7
12:1
105
145
bar
bar
bar
bar
m/s
RPM
2.53
21.9
8.4
320
350
506.7
12:1
110
155
2.6
21.3
8.75
2.8
24.0
8.4
500
2.85
23.3
8.75
500

kg/s
C
C
C
C
14.5
14.8
15.6
45
40...70
70
80
16.1
45
40...70
70
80
Exhaust gas system

Exhaust gas flow
(100% load)
( 85% load)
( 75% load)
( 50% load)
(100% load)
( 85% load)
( 75% load)
( 50% load)
Exhaust gas pipe diameter, (outlet)
9)
9)
9)
9)
kg/s 14.8 (14.6)

kg/s 12.8 (12.5)
kg/s 11.6 (11.0)
kg/s
8.4 (7.7)
2, 9)
2, 9)
2, 9)
2, 9)
C
C
C
C
C
bar
mm
mm
308 (315)
294 (310)
289 (310)
284 (320)
Heat balance
3)
kW
kW
kW
kW
kW
kW
6660
733
1430
1976
4395
240
Effective output
Lubricating oil
Jacket water
Charge air
Exhaust gases
Radiation
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)
303 (310)
290 (305)
285 (305)
280 (315)
500
0.03
1000
2 x 700
323 (330)
300 (315)
294 (315)
285 (320)
6750
750
1458
2044
4440
240
16.5 (16.3)
14.6 (14.3)
13.1 (12.6)
9.4 (8.7)
318 (325)
294 (310)
290 (310)
280 (315)
500
0.03
1000
2 x 700
7290
762
1600
2278
5005
260
7380
779
1620
2336
5080
260
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
(100% load)
4)
5)
5)
5)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
4.2/5.2
189
189
198
4
5
3
6
4.2/5.2
190
191
200
191
190
196
192
191
198
6.0
6.0
4.0
3.5
2.5
0.8
0.5
63 (77)
80 (90)
81 (84)
4.2
3.5
2.5
0.8
0.5
63 (77)
80 (90)
81 (84)

38
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
3. Technical data
Wrtsil Vasa 18V32
Engine speed
RPM
720
750
720
750

m/h
m/h
m/h
m
m
microns
bar
g/kWh
m/h
123
120
32.3/39.3
2.67
9.2
15
1.5
0.6
99
128
125
123
120
32.3/39.3
2.67
9.2
15
1.5
0.8
99
128
125
bar
bar
bar
C
C
C
C
m/h
m/h
bar
m
bar
bar
bar
2.4 + static
1.0 + static
4.0
85
91
100
105
210
195
0.4
0.84
0.7...1.5
0.6
2.0
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
2.4 + static
1.0 + static
4.0
25
38
25
35 (65)
210
195
0.1
0.8
0.6
0.7...1.5
2.0
bar
bar
bar
bar
Nm
30
10
30
18
1.0
4)
10)
103
103

Pump capacity, nom
Pump capacity, min.
216
200
2.4 + static
1.0 + static
4.0
85
91
100
105
210
195
0.4
0.84
0.7...1.5
0.6
2.0
216
200

Pump capacity, nom.
Pump capacity, min.
6, 7)
216
200
2.4 + static
1.0 + static
4.0
25
38
25
35 (65)
210
195
0.1
0.8
0.6
0.7...1.5
2.0
216
200
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
8)
30
10
30
18
1.0
1)
2)
3)
4)
5)

Tolerance +5%.
6)
7)
8)
9)
At constant speed. Figures in brackets at speed according to propeller curve.
10)
39
3. Technical data
Wrtsil Vasa 18V32
LN D
LN E
Engine speed
RPM
720
750
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
6660
9060
6750
9180
7290
9910
7380
10040
1)
bar
bar
bar
bar
m/s
RPM
320
350
506.7
13.8:1
120
155
2.35
21.9
8.4
320
350
506.7
13.8:1
130
165
2.4
21.3
8.75
2.6
24.0
8.4
500
2.65
23.3
8.75
500

kg/s
C
C
C
C
13.4
14.1
14.7
kg/s
kg/s
kg/s
kg/s
13.8
12.3
11.4
8.2
14.5
12.8
11.9
8.7
15.1
13.3
12.3
9.0
15.6
13.9
12.8
9.4
C
C
C
C
C
bar
mm
mm
322
315
313
309
317
310
308
305
330
320
316
312
325
315
311
307
kW
kW
kW
kW
kW
kW
6660
711
1287
1815
4357
258
45
40...70
70
80
15.2
45
40...70
70
80
Exhaust gas system

Exhaust gas flow
(100% load)
( 85% load)
( 75% load)
( 50% load)
(100% load)
( 85% load)
( 75% load)
( 50% load)
Exhaust gas pipe diameter, (outlet)
Heat balance
2)
2)
2)
2)
500
0.03
1000
2 x 700
500
0.03
1000
2 x 700
3)
Effective output
Lubricating oil
Jacket water
Charge air
Exhaust gases
Radiation
6750
735
1275
1938
4496
258
7290
752
1413
2134
4895
291
7380
776
1400
2241
4982
290
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
(100% load)
4)
5)
5)
5)
bar
bar
bar
bar
m/h
g/kWh
g/kWh
g/kWh
kg/h
4
5
3
6
4.2/5.2
182
186
192
4
5
3
6
4.2/5.2
184
187
194
185
186
192
186
187
194
6.0
6.0
4.0
3.5
2.5
0.8
0.5
63 (77)
80 (90)
81 (84)
4.2
3.5
2.5
0.8
0.5
63 (77)
80 (90)
81 (84)

40
6)
6)
6)
bar
bar
bar
bar
bar
C
C
C
3. Technical data
Wrtsil Vasa 18V32
LN D
LN E
Engine speed
RPM
720
750
720
750

m/h
m/h
m/h
m
m
microns
bar
g/kWh
m/h
123
120
32.3/39.3
2.67
9.2
15
1.5
0.6
99
128
125
123
120
32.3/39.3
2.67
9.2
15
1.5
0.8
99
128
125
bar
bar
bar
C
C
C
C
m/h
m/h
bar
m
bar
bar
bar
2.4 + static
1.0 + static
4.0
85
91
100
105
210
195
0.4
0.84
0.7...1.5
0.6
2.0
bar
bar
bar
C
C
C
C
m/h
m/h
bar
bar
bar
bar
bar
2.4 + static
1.0 + static
4.0
25
38
25
35 (65)
210
195
0.1
0.8
0.6
0.7...1.5
2.0
bar
bar
bar
bar
Nm
30
10
30
18
1.0
4)
10)
103
103

Pump capacity, nom
Pump capacity, min.
216
200
2.4 + static
1.0 + static
4.0
85
91
100
105
210
195
0.4
0.84
0.7...1.5
0.6
2.0
216
200

Pump capacity, nom.
Pump capacity, min.
6, 7)
216
200
2.4 + static
1.0 + static
4.0
25
38
25
35 (65)
210
195
0.1
0.8
0.6
0.7...1.5
2.0
216
200
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
8)
30
10
30
18
1.0
1)
2)
3)
4)
5)

Tolerance +5%.
6)
7)
8)
9)
At constant speed. Figures in brackets at speed according to propeller curve.
10)
41
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.
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.
42
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.
Piston rings
The piston ring set consists of three chromium-plated
compression rings and one spring-loaded oil scraper
ring with chromium-plated edges.
Cylinder head
Injection equipment
The cylinder head is made of grey cast iron. The flame

plate is relatively thin and is cooled efficiently with cooling
water.
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 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.
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 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.
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.
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.
The engine description in 4.1. is also valid for the Wrtsil Vasa 32 Low NOX versions with the following exceptions:
Camshaft drive
Connecting rod
The camshafts are driven by the cranskshaft through a

gear train. The driving gearwheel is fixed to the crankshaft by flange connections.
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.
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.
4.2. Wrtsil Vasa 32 D & E Low NO:
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.
Piston rings
The piston ring set consists of two chromium-plated
compression rings and one spring-loaded oil scraper
ring with chromium-plated edges.
43
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.
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.
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.
Usually the following equipment is built on the engine:
Main and auxiliary engines are recommended to be

connected to separate circuits.
heavy fuel injection pumps
Tank heating
injection valves
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.
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.
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
44
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.
Marine Project Guide WV32 - Issue 1/1997
5. Fuel system
Internal fuel system (4V76F1380a)
System components
Pipe connentions, engine
01
02
03
04
05
06
07
08
101
102
103
104
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
Fuel inlet
Fuel return
Leak fuel drain, clean fuel
Leak fuel drain, dirty fuel
In-line engines
V-engines
Ermeto, PN100
DN 2353, PN100
DIN 2391, DIN 2391, -
Flange, PN16
Flange, PN16
DIN 2391, DIN 2391, -
Pipe dimensions
Engine
4 - 9R32
12 - 18V32
101
OD28
OD32
102
OD28
OD32
103
OD22
OD22
104
OD22
OD22
101
102
103
104
45
5. Fuel system
FUEL TRANSFER AND SEPARATING SYSTEM
Suction strainer, separator feed pump
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.
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.
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.
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.
46
fineness 0.5 mm
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
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.
5. Fuel system
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
47
5. Fuel system
Alfa-Laval fuel separators / Engine MCR [MW]
Separator
GO
MDO
Fuel viscosity [cSt/50C]

60
5.2
9.3
17.7
29.0
41.9
60.9
77.0
12.2
27.3
41.6
41.6
63.9
MMPX 303
MMPX 304
MOPX 205
MOPX 207
MOPX 309
MOPX 310
MOPX 213
FOPX 605
MFPX 307
FOPX 609
FOPX 610
FOPX 613
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
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
6.8
9.7
14.1
15.7
3.6
8.0
12.2
14.7
22.3
8.1
11.7
17.3
19.0
4.2
9.7
14.7
18.1
26.9
700
3.2
7.1
10.9
13.0
19.8
Westfalia fuel separators / Engine MCR [MW]

Separator
GO
MDO
Fuel viscosity [cSt/50C]

60
6.4
8.0
10.2
13.8
17.3
27.9
37.7
46.6
57.6
70.9
94.9
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
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
In the above table: Substitute -nn- by -02-(varizone
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:
P kW
b g / kWh
kg / m
24 h
t h
in which
P=
max. continuous rating of the diesel engine
b=
specific fuel consumption + 15% safety margin
=
t=
density of the fuel

daily separating time for selfcleaning separator
(usually = 23 h or 23.5 h)
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.
48
4.7
6.0
7.7
10.3
14.2
20.6
28.4
38.0
42.8
52.9
71.3
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
991 kg/m) or by -0136- (Unitrol
Separator
Q l/h =
100
Fuel viscosity
(cSt at 50C)
Max.service throughput
(% of nominal capacity)
700
380
180
16
26
40
460
600
2.0
2.4
3.1
4.3
5.8
8.6
11.8
15.7
17.8
22.3
29.7
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
1010 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.
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.
5. Fuel system
FUEL FEED SYSTEM
a gravity tank min. 15 m above the engine centerline
General
a pneumatic emergency pump
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 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:
SYSTEM COMPONENTS
capacity to cover the total consumption of the engines

and flushing of the automatic filter
operating pressure
6 bar
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]
100C
700
380
180
65
60
55
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.
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
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.
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.
49
5. Fuel system
Circulation pump
Design data:
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.
Min. capacity same as the sum of the engine mounted

pumps and the flushing of the automatic filter
operating pressure
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
50
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
Pipe dimensions
Engine
4 - 9R32
12 - 18V32
101
OD28
OD32
102
OD28
OD32
103
OD22
OD22
104
OD22
OD22
5. Fuel system
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

Change-over valve
Suction strainer
Feed pump
Strainer
Flow meter
De-aeration tank
Circulation pump
Heater
Viscosimeter
Suction filter
Emergency pump
Filter
Overflow valve
37
38
39


101
102
103
104
Fuel inlet
Fuel return
Pipe dimensions
Engine
4 - 9R32
12 - 18V32
101
OD28
OD32
102
OD28
OD32
103
OD22
OD22
104
OD22
OD22
51
5. Fuel system
Conventional type fuel feed system (3V69E0584)
System components
20
21
22
23
24
26
28
29
30
31
32
37
38
101
102
103
104
52

Change-over valve
Suction strainer
Feed pump
Fuel consumption meter
De-aeration tank
Circulation pump
Heater
Viscosimeter
Fuel inlet
Fuel return
Pipe dimensions
Engine
4 - 9R32
12 - 18V32
101
OD28
OD32
102
OD28
OD32
103
OD22
OD22
104
OD22
OD22
5. Fuel system
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.
The required minimum capacity of the heater is:
m=
m [l / h]
t [ C]
1700
evaluated by multiplying the specific fuel consumption of the engines by the total max. output of
the engines
t=
- 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
Design data:
P [kW] =
fineness:
- back-flushing filter:
temperature rise, higher with increased fuel viscosity.
The following values can be used:

Fuel viscosity
[cSt at 50C]
Temperature rise in heater

[C]
700
380
180
80 (65 in day tank)

75 (60 in day tank)
65 (55 in day tank)
To compensate for heat losses due to radiation, the

above values should be increased by 10 % + 5 kW.

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.
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
180C
operating pressure
40 bar
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
fuel oil viscosity
acc. to specification
0 - 150C
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.
preheating
from 180 cSt/50C
flow
circulation pump
capacity
operating pressure
10 bar
test pressure:
- fuel side
- heating jacket
20 bar
10 bar
Design data:
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.
53
5. Fuel system
Fuel feed unit (3V60L0791)
54
5. Fuel system
With steam heaters

Booster module for engine output of
A
B
C
D
F
H
K
L
P
R
3, 5, 7 and 12 MW
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
DN50
DN32
R2"
DN32
DN50
DN32
DN32
DN32
DN50
10 mm
2100
With electric heaters
15 and 18 MW
DN65
DN50
R2"
DN50
DN65
DN50
DN32
DN32
DN50
10 mm
2300
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
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.
one pressure control/overflow valve
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.
one pressurized de-aeration tank, equipped with a

manually operated vent valve
The piping should be flushed through a flushing filter of

mesh size 34 microns or finer.
two circulation pumps, same type as above
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.
two booster pumps of the screw type, equipped with

built-on safety valves and electric motors
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
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.
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.
55
6. Lubricating oil system

6.1. Internal lubricating oil system
On auxiliary engines a wet sump is used.
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.
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
202
207
208
213
214
10
11
56
Lubricating oil main pump

Prelubricating oil pump
Centrifugal filter
Oil cooler
Thermostatic valve
Fine filter
Shut-off valve, only when stand-by pump is
installed
Non return valve
Valve arrangement
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
Internal lubricating oil system, V-system (4V69E0588a)
System components
01
03
08
09
10
201
202
203
204
205
207
213
214
Lubricating oil main pump

Centrifugal filter
Shut-off valve, only when stand-by pump installed
Non-return valve
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
202
203
204
205
207
213
214
DN100
DN150
DN125
DN100
DN80
DN125
DN40
DN40
DIN 2576, PN10

Flange, PN10
DIN 2576, PN10
DIN 2576, PN10
DIN 2576, PN10
DIN 2633, PN10
DIN 2576, PN10
DIN 2576, PN10
57
6.2. Design of the external lubricating oil

system
Each engine should have a lubricating oil system of its
own.
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.
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.
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
see Technical Data
Operating pressure
max. 8 bar
Operating temperature
max. 100C
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
22 - 25%
4 - 5 (not valid
for wet sump)
Centrifuging temperature
90 - 95C
System tank oil volume
see Technical
Data
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.
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:
Concerning flows and pressure, see Technical Data. The

suction height of the built-on prelubricating pump should
not exceed 3.5 m.
P = total engine output
58
Vnom (l/h) = 1.2 - 1.5 P (kW)
Suitable Alfa-Laval and Westfalia separators are presented in the tables below:
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
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
MDO
HFO
2.9
3.5
4.4
6.3
2.2
2.6
3.3
4.ss8
1.7
2.1
2.7
3.8
8.4
6.3
5.0
12.7
9.5
7.6
17.3
13.0
10.4
23.0
17.3
13.8
26.5
19.9
15.9
32.5
24.4
19.5
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.
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.
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
43.8
32.8
26.3
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.
Preheater
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
SAE 40 (SAE 30)
Operating pressure, max.
8 bar
Test pressure, max.
12 bar
Operating temperature, max.
100C
Fineness
35 m (absolute
mesh size)
Max. recommended pressure

drop for normal filters:
- dirty filter
- alarm
1.0 bar
1.5 bar
59
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
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:
p over cooler oil side, max.
p over cooler water side, max. 0.8 bar
0.8 bar
Oil viscosity class
SAE 40
Fresh water temperature

before cooler, max.
48 C
Oil temperature to engine

inlet, nominal
63 C
Operating pressure, max.
8 bar
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
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
Oil volume
1.2 - 1.5 l/kW
Tank filling
75 - 80 %
In addition to the full-flow filters, the engines are

equipped with centrifugal filters in by-pass.
Lubricating oil cooler (R32)
Capacity per filter
3.5 m/h
The lubricating oil cooler, normally mounted on all in-line

engines, is of the tube type with a direct acting, built-on
thermostatic valve.
Filtering properties
down to 1 m
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.
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.
Design data (oil side):

Flow through cooler
see Technical data
Nominal heat dissipation see Technical data

Dimensioning heat
dissipation
60
1.1 x Nominal heat

dissipation
Lubricating oil system, main engine (3V69E0589c)
System components
20
21
22
23
24
25
26
27
28
202
203
205
208
209
210
Suction strainer
Lubricating oil pump, stand-by
Automatic filter
Suction strainer
Separator pump
Heater
Separator
System oil tank
Sludge tank
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
61
Lubricating oil system, auxiliary engines (3V69E0590b)

System components
23
24
25
26
28
29
30
31
62
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
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)
Heat to be dissipated, P [kW]
12V32E
580
16V32E
772
18V32E
857
12V32LNE
569
16V32LNE
759
18V32LNE
854
Medium
Flow
[m/h]
Weight [kg]
Empty
Oper.
Cooler
size
Dimensions [mm]
A
L.O.
F.W.
L.O.
F.W.
L.O.
F.W.
71
144
90
192
102
216
421
511
434
1255
1455
943
1080
273
1065
1150
977
1130
313
1065
1150
L.O.
F.W.
L.O.
F.W.
L.O.
F.W.
71
144
90
192
102
216
416
505
428
1255
1455
943
1080
273
1065
1150
977
1130
313
1065
1150
63
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.
64
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.
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.
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.
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.
65
Internal cooling water system (4V69E0591e)
A
B, C and F
Basic engine equipment

Optional equipment
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
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
Pipe dimensions
Engine
401
402
404
406
408
451
452
454
457
4R32
6-9R32
12V32
16-18V32
DN80
DN100
DN125
DN150
DN80
DN100
DN125
DN150
OD12
OD12
OD12
OD12
DN25*
DN25*
DN40
DN40
DN80
DN100
DN125
DN150
DN80
DN100
DN125
DN150
DN80
DN100
DN125
DN150
M20 x 1.5
M20 x 1.5
OD12
OD12
DN80
DN100
DN125
DN150
* If flexibly mounted OD35

401
402
404
406
408
451
452
454
457
66
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
Internal cooling water system, 2-stage air cooler (4V69E0592e)
A
B, C and F
Basic engine equipment

Optional equipment
System components
01
02
03
04
06
07
09
10

Charge air cooler
Charge air cooler (HT)
Turbocharger
Shut-of valve, only when stand-by pump and 06 are installed
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
LT-water inlet
LT-water outlet
LT-water air vent
Pipe dimensions
Engine
401
402
404
406
408
451
452
454
457
4R32
6-9R32
12V32
16-18V32
DN80
DN100
DN125
DN150
DN80
DN100
DN125
DN150
OD12
OD12
OD12
OD12
DN25*
DN25*
DN40
DN40
DN80
DN100
DN125
DN150
DN80
DN100
DN125
DN150
DN80
DN100
DN125
DN150
M20 x 1.5
M20 x 1.5
OD12
OD12
DN80
DN100
DN125
DN150

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
67
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
3.0 m/s
Fresh water, suction pipe
2.5 m/s
Sea water, pressure pipe
2.5 m/s
Sea water, suction pipe
1.5 m/s
Material
- housing:
- impeller:
- shaft:
- sealing:
cast iron
cast iron or bronze
stainless steel
mechanical
Capacity
see Technical Data.
Stand-by circulating water pumps, LT- and HTcircuit
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 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.
Sea water pump
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.
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.
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.
Central cooler (4V47E0202)
Main dimensions
Cooler size
1
2
3
68
981
1885
2160
460
610
780
225
298
353
719
1294
1478
420
450
620
Central cooler (with 1-stage charge air coolers), Wrtsil Vasa 32 E (750 RPM)
P
kW
Medium
Flow
[m/h]
Press. drop
[bar]
1 x 4R32E
1079
FM
SW
FM
SW
FM
SW
54
70
108
141
162
211
2 x 4R32E
2158
3 x 4R32E
3237
1 x 6R32E
1602
FM
SW
FM
SW
FM
SW
2 x 6R32E
3204
3 x 6R32E
4806
1 x 8R32E
2121
2 x 8R32E
4242
3 x 8R32E
6363
1 x 9R32E
2366
2 x 9R32E
4732
3 x 9R32E
7098
1 x 12V32E
3145
2 x 12V32E
6290
1 x 16V32E
4178
2 x 16V32E
8356
1 x 18V32E
4735
2 x 18V32E
9470
Weight [kg]
Cooler
size
empty
oper.
0.6
1.2
0.6
1.2
0.6
1.2
269
315
209
655
855
328
420
416
1255
1455
880
1020
284
1065
1150
81
105
162
211
243
316
0.6
1.2
0.6
1.2
0.6
1.2
297
366
310
905
1105
877
1020
278
1065
1150
969
1190
430
1365
1450
FW
SW
FW
SW
FW
SW
108
140
216
281
324
421
0.6
1.2
0.6
1.2
0.6
1.2
328
420
420
1255
1455
937
1130
375
1365
1450
1590
2050
562
1805
2070
FW
SW
FW
SW
FW
SW
121
158
243
316
364
474
0.6
1.2
0.6
1.2
0.6
1.2
345
449
469
1255
1455
965
1180
424
1365
1450
1630
2130
621
1805
2070
FW
SW
FW
SW
161
209
322
419
0.6
1.2
0.6
1.2
877
1020
278
1065
1150
1590
2030
553
1805
2070
FW
SW
FW
SW
216
280
431
561
0.6
1.2
0.6
1.2
937
1130
375
1365
1450
1680
2270
724
1805
2070
FW
SW
FW
SW
242
315
485
630
0.6
1.2
0.6
1.2
965
1180
424
1365
1450
1740
2420
828
1805
2070
69
Central cooler (with 1-stage charge air coolers), Wrtsil Vasa 32 LN E (750 RPM)
P
kW
Medium
1 x 4R32 LN E
996
2 x 4R32 LN E
1992
3 x 4R32 LN E
2988
FM
SW
FM
SW
FM
SW
52
68
104
136
157
204
1 x 6R32 LN E
1449
2 x 6R32 LN E
2898
3 x 6R32 LN E
4347
FM
SW
FM
SW
FM
SW
1 x 8R32 LN E
1932
2 x 8R32 LN E
3864
3 x 8R32 LN E
5796
1 x 9R32 LN E
2174
2 x 9R32 LN E
4348
3 x 9R32 LN E
6522
1 x 12V32 LN E
2945
2 x 12V32 LN E
5890
1 x 16V32 LN E
3927
2 x 16V32 LN E
7854
1 x 18V32 LN E
4417
2 x 18V32 LN E
8834
70
Flow Press. drop

[m/h]
[bar]
Weight [kg]
Cooler
size
empty
oper.
0.6
1.2
0.6
1.2
0.6
1.2
265
307
192
655
855
318
404
386
905
1105
870
1000
265
1065
1150
78
106
156
203
235
305
0.6
1.2
0.6
1.2
0.6
1.2
290
350
274
905
1105
863
989
253
1065
1150
953
1160
403
1365
1450
FW
SW
FW
SW
FW
SW
104
135
208
271
313
406
0.6
1.2
0.6
1.2
0.6
1.2
318
404
386
905
1105
918
1090
342
1365
1450
1550
1960
504
1205
1470
FW
SW
FW
SW
FW
SW
117
152
235
305
352
457
0.6
1.2
0.6
1.2
0.6
1.2
339
436
440
1255
1455
953
1160
403
1365
1450
1590
2050
567
1805
2070
FW
SW
FW
SW
156
203
312
406
0.6
1.2
0.6
1.2
866
996
259
1065
1150
1530
1940
508
1205
1470
FW
SW
FW
SW
208
271
416
541
0.6
1.2
0.6
1.2
922
1100
348
1365
1450
1660
2210
684
1805
2070
FW
SW
FW
SW
234
304
468
609
0.6
1.2
0.6
1.2
950
1150
396
1365
1450
1720
2350
783
1805
2070
Thermostatic valve, LT-circuit (2V34L0057a)
where:
qLT [m/h] = nom. LT-pump capacity, see Technical Data
Pipe connections
A
B
C
D
from engine
by-pass
to cooler
control air M10 x 1
kW = heat dissipated from jackets

Tout = HT-water temperature after engine (= 91 C)
Tin = HT-water temperature before engine (= 38 C)

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.
Pressure drop on the

fresh water side
If the flow resistance in the external pipes is high it

should be noted when designing the cooler.
Sea water flow
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 m3 / h = qLT +
4.19
Tout
Tin
max. 0.6 bar
Pressure drop on seawater side
acc. to cooler manufacturer, normally 1.2 1.5 x fresh water flow

normally 0.8 - 1.4 bar

after cooler (before engine) max. 38C
Heat to be dissipated
see Technical data
Safety margin to be
added
15% + margin for fouling
g
71
Thermostatic valve, HT-circuit (3V34L0070)
Dimensions
DN
100
125
150
403
489
489
218
241
254
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.
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
0.7 - 1.5 bar
Volume
min. 10% of the system

water volume, however,
min. 100 litres
Engine water volumes
see Technical Data
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
Drain tank
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.
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).
72
Preheating unit, electric (3V60L0562a)
Heater capacity
[kW]
Pump capacity
[m/h]
Weight
[kg]
Pipe connection
in/outlet
7.2
75
12
15
Dimensions [mm]
A
DN40
1050
700
610
190
425
93
DN40
1050
700
660
240
450
93
DN40
1050
700
660
240
450
22.5
100
DN40
1050
700
700
290
475
30
105
DN40
1050
700
700
290
475
36
125
DN40
1250
900
700
290
475
45
145
DN40
1250
900
755
350
505
54
150
DN40
1250
900
755
350
505
81
10
190
DN50
1260
900
835
400
575
108
10
215
DN50
1260
900
885
450
600
Flanges DIN 2631
73
Preheating unit (4V60L0790)
Counter flanges DIN 2633 or DIN 2576 NP16 included.
Connections
A
B
C
D
74
HT-water inlet
HT-water outlet
Steam inlet
Condense outlet
DN50
DN50
DN25
DN25
Dimensions
Pump capacity
[m/h]
Heater capacity
[kW]
3
3
5.4
8
8
10
13
13
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
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.
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
Design data of the pump:

Capacity
0.4 m/h x cyl.
Pressure
about 0.8 bar
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.
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.
Available heat in HT-circuit at 375 kW/cylinder,

750 RPM (4V93E0065)
Design data:
Preheating temperature
min. 70C
Required heating power
about 3 kW/cyl
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
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.
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.
75
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
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
401
402
404
408
451
452
454
457
4R32
6R32
8R32
9R32
12V32
16V32
18V32
DN80
DN100
DN100
DN100
DN125
DN150
DN150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
OD12
OD12
OD12
OD12
OD12
OD12
OD12
DN80
DN100
DN100
DN100
DN125
DN150
DN150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
M20 x 1.5
M20 x 1.5
M20 x 1.5
M20 x 1.5
OD12
OD12
OD12
DN80
DN100
DN100
DN100
DN125
DN150
DN150
76
Cooling water system, auxiliary engines (3V69E0594d)
System components
25
29
32
33
36
47
401
402
404
406
451
452
454
Central cooler
HT-preheating pump
HT-preheater
Expansion tank
Air venting
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
401
402
404
406
451
452
454
4R32
6R32
8R32
9R32
12V32
16V32
18V32
DN80
DN100
DN100
DN100
DN125
DN150
DN150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
OD12
OD12
OD12
OD12
OD12
OD12
OD12
DN25*
DN25*
DN25*
DN25*
DN40
DN40
DN40
DN80
DN100
DN100
DN100
DN125
DN150
DN150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
M20 x 1.5
M20 x 1.5
M20 x 1.5
M20 x 1.5
OD12
OD12
OD12
77
Cooling water system, auxiliary engines (3V69E0595a)
System components
20
21
22
23
24
25
27

HT-standby pump
Harbour pump
LT-standby pump
HT-cooler
28
32
33
36
37
46
47
401
402
404
406
451
452
454
LT-cooler
HT-preheating pump
HT-preheater
HT-expansion tank
LT-expansion tank
Orifice
Air venting
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
401
402
404
406
451
452
454
4R32
6R32
8R32
9R32
12V32
16V32
18V32
DN80
DN100
DN100
DN100
DN125
DN150
DN150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
OD12
OD12
OD12
OD12
OD12
OD12
OD12
DN25*
DN25*
DN25*
DN25*
DN40
DN40
DN40
DN80
DN100
DN100
DN100
DN125
DN150
DN150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
M20 x 1.5
M20 x 1.5
M20 x 1.5
M20 x 1.5
OD12
OD12
OD12
78
7.4. Conventional cooling water system
Expansion tank
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.
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.
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
see Technical Data
Pressure drop on fresh

water side
max. 0.6 bar
If the flow resistance in the external pipes is high, it

should be taken into account when designing the
cooler.
Sea water flow
manu-
according to cooler
facturer, normally 1.2 1.5 x water flow
Pressure drop on seawater side
normally 0.8 - 1.4 bar

after cooler (before
engine)
max. 38C
Heat to be dissipated
see Technical Data
Safety margin to be
added
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.
Pressure from the expansion

tank
0.5 - 1.5 bar
Volume
min. 10% of the system

water volume, however,
at least 100 litres
Engine water volumes
see Technical Data.
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
0.3 m/h x cyl.
Pressure
about 0.8 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
min. 50C
Required heating power
about 2 kW/cyl.
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.
79
Cooling water system, 2-stage air cooler (3V69E0596b)
System components
20
21
23
24
25
26
29
30
31
36
47

HT-standby pump
LT-standby pump
Central cooler
Heat recovery
Thermostatic valve
Expansion tank
Air venting
401
402
404
451
452
HT-water inlet
HT-water outlet
HT-water air vent.
LT-water inlet
LT-water outlet
Pipe dimensions
Engine
401
402
404
451
452
4R32
6R32
8R32
9R32
12V32
16V32
18V32
DN80
DN100
DN100
DN100
DN125
DN150
DN150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
OD12
OD12
OD12
OD12
OD12
OD12
OD12
DN80
DN100
DN100
DN100
DN125
DN150
DN150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
80
Conventional cooling water system (3V69E0597)
System components
20
21
23
24
25
26
27
28
30
31
36
37
38
39
40
43
45
47

HT-standby pump
LT-standby pump
HT-cooler
LT-cooler
Heat recovery
Thermostatic valve
HT-expansion tank
LT-expansion tank
Sea-water pump
Sea-water standby pump
Sea-water filter
Discharge valve
Air venting
401
402
404
451
452
HT-water inlet
HT-water outlet
HT-water air vent.
LT-water inlet
LT-water outlet
Pipe dimensions
Engine
401
402
404
451
452
4R32
6R32
8R32
9R32
12V32
16V32
18V32
DN80
DN100
DN100
DN100
DN125
DN150
DN150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
OD12
OD12
OD12
OD12
OD12
OD12
OD12
DN80
DN100
DN100
DN100
DN125
DN150
DN150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
81
Conventional cooling system (3V76C1288b)
43
47
System components
21
24
25
26
29
32
33
36
38
39
40
42
HT-standby pump
LT-standby pump
Central cooler
HT-preheating pump
HT-preheater
Expansion tank
Sea-water pump
Sea-water stand-by pump
Sea-water strainer
Gear cooler
Discharge valve
Air venting

401
402
404
408
451
452
454
457
HT-water inlet
HT-water outlet
HT-water air vent.
LT-water inlet
LT-water outlet
LT-water air-vent
Pipe dimensions
Engine
401
402
404
408
451
452
454
457
4R32
6R32
8R32
9R32
12V32
16V32
18V32
DN80
DN100
DN100
DN100
DN125
DN150
ND150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
OD12
OD12
OD12
OD12
OD12
OD12
OD12
DN80
DN100
DN100
DN100
DN125
DN150
DN150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
DN80
DN100
DN100
DN100
DN125
DN150
DN150
M20 x 1.5
M20 x 1.5
M20 x 1.5
M20 x 1.5
OD12
OD12
OD12
DN80
DN100
DN100
DN100
DN125
DN150
DN150
82
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
11
Valve for automatic draining
12
Non return valve
13
14
Starting booster for speed covernor
15
Flame arrestor
17
Drain valve

301
302
Starting air inlet

Control air inlet
Pipe dimensions
Engine
4R32 - 18V32
301
302
301
DN32
302
OD18
DIN 2635, PN40

DIN 2353, PN100
83
Internal starting air system, pneumatic starting motor (4V69E0601d)
System components
Pipe dimensions
04
05
Engine
4R32
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
Valve for automatic draining
Starting booster for speed governor
Air filter

301
302
84
Starting air inlet

Control air inlet
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.
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)
6 starts
Bereau Veritas (BV)
Det Norske Veritas (DnV)
Germanischer Lloyd (GL)
Lloyds Register of Shipping (LRS)
Maritime Register (MR)
Registro Italiano Navale (RINA)
Starting air system (3V69E0602)
System components
Pipe dimensions
20
21
22
Engine
4R32 - 18V32
Starting air compressor

Oil and water separator
Starting air vessel
301
DN32
302
DN15

301
302
Starting air inlet

Control air inlet
85
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
with starting motor

with direct injection of air
30
30
30
30
30
30
30
30
10
10
6
6
6
10
10
10
1.2
0.6
0.6
0.8
0.8
0.6
0.8
1.0
A=
Nominal maximum pressure in bar (absolute

maximum pressure 33 bar)
B=
Minimum air pressure in bar for a safe start. Applies to an engine room temperature of 20C. At
lower temperature higher pressure is required.
C=
Starting air consumption (average) per start, in

Nm, at 20C.
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)
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.
In multiple engine propulsion installations the minimum

capacity of the starting air vessels shall be multiplied by
the factor mentioned in table 4V59L0168.
The starting air pipes should always be drawn with slope

and be arranged with manual or automatic draining at the
lowest points.
86
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
L1*
1807
1767
3204
1917
1877
3329
320
480
480
Weight
[kg]
140
270
470
87
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
Time
Volume flow
4R32
6R32
8 - 9R32
12V32
16 - 18V32
15 - 20 min
15 - 20 min
15 - 20 min
15 - 20 min
15 - 20 min
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

501
502
503
88
Exhaust gas outlet

Cleaning water to turbine
Cleaning water from turbine
Pipe dimensions
Engine
4R32
6R32
8R32
9R32
12V32
16V32
18V32
501
502
503
501
502
503
DN450
DN600
DN600
DN700
DN 2 x 600
DN 2 x 700
DN 2 x 700
OD18
OD18
OD18
OD18
OD18
OD18
OD18
OD28
OD28
OD28
OD28
OD28
OD28
OD28
DIN 2501, PN2, 5

Quick coupling, PN4
DIN 2391,
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.
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 =
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.
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.
amount of ventilation air [m/h]
To ensure starting, the min. inlet air temperature is

5C.
total heat emission to be evacuated [kW]
density of ventilation air 1.15 kg/m
For continuous idling, the min. inlet air temperature is 5C.
t=
temperature rise in the engine room [C]
The lowest permissible inlet air temperature at full load

is -20C.
specific heat capacity of the ventilation air

1.01 kJ/kgK
Subzero inlet air temperatures require non-standard

equipment on the engine.
qv =
c=
89
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)
90
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)
91
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
25 dB(A)
35 dB(A)
Engine
NS
kg
kg
4R32
6R32
8R32
9R32
12V32
16V32
18V32
450
600
600
700
800
900
1000
1100
1300
1300
1500
1700
1800
1900
550
705
705
810
920
1020
1120
210
300
300
300
300
300
300
3440
4010
4010
4550
4840
5360
5880
600
800
800
1250
1700
1900
2750
4440
5260
5260
6050
6340
6870
7620
720
1000
1000
1600
2000
2400
3500
92
13. Emission control options

13.2. Options for further reduction of NO:
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]
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
Emission of sulphur oxides is directly proportional to the

sulphur content of the fuel and cannot be influenced by
engine design.
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:
Vasa 32
Efficient NOX reduction - up to 50%
The NOX emissions of the Vasa 32 are typically:
Simple and reliable system
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.
HFO operation, 100% load:
14 - 16 g/kWh
MDO operation, 100% load:
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.
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.
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).
93
The required investment (assuming that freshwater is

available) consists of the special fuel injectors, high pressure pumps and piping and an electronic control system.
Wrtsil Diesel has however been able to reduce these

disadvantages by developing Compact SCR. This
technology is based on the following features:
For maximum reduction levels the required fresh water

supply is typically 100 g/kWh.
Low NOx Combustion engines
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.
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.
Summary
Wrtsil Diesel can offer a stepwise approach to the reduction of NOx emissions:
Reduction [%]
Standard engine
Adjustable Injection Timing
Direct Water Injection
Vasa 32
NOX [g/kWh]
Vasa 32 LN
NOX [g/kWh]
13 - 16 1)
max. 11.8 2)
10 - 15
9 - 10
50
6 - 7 on MDO
7 - 8 on HFO
5 - 6 on MDO
6 - 7 on HFO
SCR catalyst
80 - 95
1-2
0.5 - 2
Compact SCR (combined silencer and SCR unit)
80 - 95
1-2
0.5 - 2
1)
2)
94
100% load, HFO/MDO operation

ISO 8178 test fuel (MDO) and test cycle
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.
2.
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.
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.
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.
95
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.
96
The tripping speeds of the overspeed trip are as follow:
Main engine
Electro-pneumatic:
Nom. max. speed 720 RPM tripping 830 RPM 10 RPM
Mechanical:
Auxiliary engines
Electro-pneumatic:
Mechanical:
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.
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:
Generating set speed control
relay, optional switch point
Generator engines are usually provided with mechanical/hydraulic governors for electric speed setting.
Each relay can be loaded with 24 - 110 V DC, 30 VA.
The standard type of governors used are:
14.5. Blocking of alarms
Woodward UG 10
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.
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.
14.4. 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
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
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.
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
97
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.
2.
To start before the engine starts, when running on

Marine Diesel Fuel, and stop with the engine.
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.
98
Wiring diagram for cooling water preheater, prelubricating pump and fuel feed pump (3V50G0621a)
99
Principal wiring diagram of a start/stop system for a single main engine (3V50L1393c)
100
Principal wiring diagram of a start/stop system for a single auxiliary engine (3V50L1394c)
101
All micro switches are of the NO/NC type with three wires
connected to the terminal strips in the terminal box.
14.9. Monitoring system

Monitoring equipment fitted on the engine
Data for transducers mounted according to the basic engine specification appear from the following table:
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.
Alarm
L
H
Fuel system
Pressure drop over filter
Pressure before engine
Pressure before engine (priming)
Temperature before engine
Level in oil sump
Pressure drop over filter
1)
2)
HT-cooling water system

Temperature after engine
Temperature after engine
LT-cooling water system

Pressure before enigne
Charge air
Temperature in manifold
Stop
L
Type
O
Set point
A
5.0 bar
1.5 bar
3.0 bar
2.0 bar
0.5 bar
80/90C
110C
105C
2.0 bar
2.0 bar
75C
1.5 bar
Exhaust gas
Temperature after cylinder
3)
Main bearings
Temperature
4)
Miscellaneous
Overload
Released overspeed trip
Engaged turning gear
1)
Set point MDO:

3 bar
Set point 380 cSt/50C: 4 bar
2)
Wet sump engines,only
3)
Alarm for deviation from the average temperature

is to be set as follows:
30% load 70C
100% load 50C
4)
V-engines, only
102
115
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.
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.
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 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.
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
phyd = 580 bar ~ 60% of yield point
St 52-3
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
In order to assure proper fastening and avoid bending

stress in the bolts, the contact faces of the nuts should be
spotfaced.
103
15. Seating
Main engine foundation, in-line engine, dry oil sump (4V69A0022)
104
15. Seating
Main engine foundation V32, dry oil sump (1V69A0096)
105
15. Seating
Chocking of main engines (1V69L0028)

Steel chocks
106
Resin chocks
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)
107
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)
108
16. Dynamic characteristics

16.1. General
Coordinate system of external couples (4V93C0019)
Dynamic forces and moments caused by the engine are

shown in the table. Due to manufacturing tolerances,
some variation in these values may occur.
16.2. External forces and couples

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

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

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

Engine
Speed Frequency MQ
[RPM]
[Hz]
[Nm]
MH
[Nm]
Frequency MQ
[Hz]
[Nm]
MH
[Nm]
Frequency MQ
[Hz]
[Nm]
MH
[Nm]
9R32LN
720
750
12
12.5
35000
38000
35000
38000
24
25
21000
23000
48
50
1300
1400
18V32LN
720
750
12
12.5
46000
49000
46000
49000
24
25
24000
26000
13000
15000
48
50
1100
1200
109
16.3. Torque variations

D&E
Engine
Speed
[RPM]
4R32D
720
750
Frequency
[Hz]
ML
Nm
Frequency
[Hz]
ML
Nm
Frequency
[Hz]
ML
Nm
24
24 *
25
25 *
5600
42240
8730
46670
48
18450
72
7100
50
18430
75
6990
108
112.5
2810
2720
6R32D
720
750
36
37.5
20850
19330
72
75
10650
10490
8R32D
720
750
48
50
36910
36850
96
100
5400
5180
144
150
2280
2160
9R32D
720
750
54
56.3
33940
33960
108
112.5
4210
4000
162
168.8
2130
2010
12V32D
720
750
36
37.5
10790
10010
72
75
18440
18170
108
112.5
3970
3770
16V32D
720
750
48
50
12820
12880
96
100
10150
9730
144
150
2280
2160
18V32D
720
750
54
56.3
25980
26000
108
112.5
162
168.8
3930
3710
Engine
Speed
[RPM]
4R32E
720
750
Frequency
[Hz]
ML
Nm
Frequency
[Hz]
5960
5650
ML
Nm
Frequency
[Hz]
ML
Nm
24
24 *
25
25 *
6900
42240
10500
46670
48
18100
72
7500
50
18100
75
7400
108
112.5
2900
3100
6R32E
720
750
36
37.5
19200
17900
72
75
11200
11000
8R32E
720
750
48
50
36300
36300
96
100
6200
5900
144
150
2700
2600
9R32E
720
750
54
56.3
33900
33900
108
112.5
5000
4700
162
168.8
2500
2400
12V32E
720
750
36
37.5
10000
9300
72
75
19400
19100
108
112.5
4700
4500
16V32E
720
750
48
50
12600
12600
96
100
11600
11100
144
150
2700
2600
18V32E
720
750
54
56.3
26000
26000
108
112.5
162
168.8
4700
4400
7000
6700
* at zero load
110
LN D & LN E
Engine
Speed
[RPM]
Frequency
[Hz]
ML
Nm
720
750
720
750
24
25
24
25
4600
7100
43000
48000
48
50
48
50
720
750
720
750
36
37.5
36
37.5
25000
22000
17000
20000
8R32 LN D
720
750
48
50
9R32 LN D
720
750
12V32 LN D
Frequency
[Hz]
ML
Nm
22000
22000
3900
3900
72
75
72
75
8800
8800
2400
2400
72
75
72
75
13000
13000
3500
3600
108
112.5
2700
2800
44000
43000
96
100
6000
6100
54
56.3
41000
41000
108
112.5
4000
4100
720
750
720
750
36
37.5
36
37.5
13000
12000
9000
10000
72
75
72
75
23000
23000
6100
6200
108
112.5
108
112.5
16V32 LN D
720
750
48
50
15000
15000
96
100
11000
11000
18V32 LN D
720
750
54
56.3
31000
32000
108
112.5
4R32 LN D
4R32 LN D
idle
6R32 LN D
6R32 LN D
idle
12V32 LN D
idle
Engine
ML
Nm
Frequency
[Hz]
Speed
[RPM]
Frequency
[Hz]
720
750
720
750
24
25
24
25
7900
6900
43000
48000
48
50
48
50
720
750
720
750
36
37.5
36
37.5
28000
26000
17000
20000
8R32 LN E
720
750
48
50
9R32 LN E
720
750
12V32 LN E
5700
5800
1000
1000
ML
Nm
23000
23000
3900
3900
72
75
72
75
8400
8400
2400
2400
72
75
72
75
13000
13000
3500
3600
108
112.5
1900
1900
46000
45000
96
100
4800
4800
54
56.3
41000
41000
108
112.5
2800
2800
720
750
720
750
36
37.5
36
37.5
15000
14000
9000
10000
72
75
72
75
22000
22000
6100
6200
16V32 LN E
720
750
48
50
16000
16000
96
100
8900
9000
18V32 LN E
720
750
54
56.3
32000
32000
108
112.5
4000
4000
4R32 LN E
idle
6R32 LN E
6R32 LN E
idle
12V32 LN E
idle
ML
Nm
162
168.8
3800
3900
1200
1300
Frequency
[Hz]
4R32 LN E
Frequency
[Hz]
ML
Nm
108
112.5
108
112.5
2600
2600
1200
1300
111
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.
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
J [kg m]
4R32
6R32
8R32
9R32
12V32
16V32
18V32
300 - 380
260 - 520
440 - 750
520 - 610
530 - 710
550 - 730
570 - 750
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.
Connection engine-alternator (2V64L0040)
112
Power take off at free end (1V62L0395)
Fig. 1
Rating
[kW/RPM]
D1
D2
Amin
1.02
1.36
1.77
2.25
2.81
3.46
4.22
5.05
6.00
7.06
8.20
100
110
120
130
140
150
160
170
180
190
200
170
185
200
215
230
250
260
280
300
310
330
108
118
130
140
150
162
172
182
195
205
215
280
300
325
350
380
405
430
450
480
515
535
150
150
150
160
160
180
180
200
200
220
220
300
300
300
325
325
370
370
420
420
450
450
225
225
225
235
235
280
280
310
310
320
320
640
640
635
660
680
710
780
1170
1200
1240
1250
902
902
902
920
966
1010
1100
1250
1570
1630
1670
1)
1)
1)
1)
1)
Cmin
1023
1023
1020
1040
1090
1134
1245
1410
1730
1800
1838
1) with fitted bolts
Fig. 2
Rating
[kW/RPM]
2.25
2.81
Cmin
130
140
160
160
325
325
235
235
408
408
952
930
1103
1060
113
17.2. Torsional vibrations
Data of shaft alternator
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.
A mass-elastic diagram or an alternator shaft drawing

showing:
alternator output, speed and sense of rotation
General
mass moment of inertia of all rotating parts or a total inertia value of the rotor, including the shaft
Classification
torsional stiffness or dimensions of the shaft
Ice class
material of the shaft including tensile strength and

modulus of rigidity
Operating modes
Data of reduction gear

A mass elastic diagram showing:
drawing number of the diagram or drawing
Data of flexible coupling/clutch
all clutching possibilities
If a certain make of flexible coupling has to be used, the

following data of it must be informed:
sense of rotation of all shafts
mass moment of inertia of all parts of the coupling
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
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
114
17.3. Alternator feet design

Directives for designing the feet of the alternator and the distance between its fixing bolts
4R32
Rmax
1200 - 1400
1200 - 1750
1450 - 2200
2000 - 2200
6R32
8 - 9R32
12 - 18V32
Rmax
Rmax
Rmax
750
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/2
L/2
220
430
590
110
215
295
220
430
590
110
215
295
115
Generator feet with 2 holes (4V92F0117-3a)
116
LH
LH
620
840
200
420
620
840
200
420
18. Engine room arrangement

18.1. Arrangement of generating sets
Engine room arrangement, generating sets, R32 (3V69C0064a)
Engine
Dimensions
A
4R32
1450
1530
1800
2440
6R32
1450
1600
1530
1680
1760
1950
2400
2590
8R32
1600
2200
1680
2280
1950
2510
2590
3150
9R32
1800
2200
1800
2280
2110
2510
2750
3150
The breadth of the common baseplate can vary with the type of alternator.
117
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
118
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
119
18.3. Transportation dimensions

Lifting of engines (2V83D0255)
120
Lifting of generating sets (3V83D0128/0129)
121
19. Dimensions and weights of engine parts

Turbocharger and cooler inserts (2V92L0593)
Weights [kg]
Engine
1. Turbocharger
2. Charge air cooler insert

1-stage
2-stage
190
260
300
310
2 x 260
2 x 300
2 x 310
640
1030
1680
1680
2 x 1030
2 x 1680
2 x 1680
4R32
6R32
8R32
9R32
12V32
16V32
18V32
3. Lubricating oil cooler insert
105
120
140
140
450
550
2 x 450
Dimensions
Engine
4R32
6R32
8R32
9R32
12V32
16V32
18V32
122
1-stage
A
1150
1375
1660
1660
1375
1660
1660
780
930
1110
1110
930
1110
1110
C
733
746
841
881
746
841
881
D
410
470
470
470
470
470
470
2-stage
E
545
605
645
705
605
645
705
818
958
605
645
640
710
818
605
640
G
1070
1340
1340
1340
H
336
336
336
336
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
123
Large spare parts, 32 LN D & LN E (1V92L1101)
342
463
Item
1.
2.
3.
4.
5.
6.
7.
124
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
20. List of symbols
20. List of symbols

(4V92A0549a)
125

Pgwv32 (Manual de Motogeneradores)

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Introduction

Copyright 1997 by Wrtsil Diesel Oy

Marine Project Guide WV32 - 2/1997

General data and outputs . . . . . . . . . . . . . 3

Turbocharger turbine washing system . 88

Engine room ventilation and

Exhaust gas system . . . . . . . . . . . . . . . . 91

Emission control options . . . . . . . . . . . . 93

Control and monitoring system . . . . . . . 95

Dynamic characteristics . . . . . . . . . . . . 109

Power transmission . . . . . . . . . . . . . . . 112

Engine room arrangement . . . . . . . . . . 117

Cooling water system . . . . . . . . . . . . . . . 65

Dimensions and weights of engine parts. . . 122

Starting air system . . . . . . . . . . . . . . . . . 83

List of symbols . . . . . . . . . . . . . . . . . . . 125

Lubricating oil system . . . . . . . . . . . . . . 56

Marine Project Guide WV32 - 2/1997

1. General data and outputs

1. General data and outputs

The fuel specification corresponds to fuel according to

Provided the fuel treatment system can remove

Sodium contributes to hot corrosion on exhaust

1.3. Lubricating oil quality

see Technical Data

1.2. Fuel specification

Marine Project Guide WV32 - 2/1997

1. General data and outputs

Oil quantity in turbocharger (ABB turbochargers, only)

Oil quantity in governor

1.4. Max. continuous output

For auxiliary engines the permissible overload is 10% for

P (kW) = pe (bar) x n (RPM) x 0.0235

The maximum fuel rack position is mechanically limited

Marine Project Guide WV32 - 2/1997

1. General data and outputs

total barometric pressure 1.0 bar

1.5. Reference conditions

charge air coolant temperature 25C

1.6. Principal dimensions and weights

* Turbocharger at flywheel end

Marine Project Guide WV32 - 2/1997

1. General data and outputs

* Turbocharger at flywheel end

Marine Project Guide WV32 - 2/1997

1. General data and outputs

Generating sets, in-line engine (3V58E0439)

* Weight with liquids

Marine Project Guide WV32 - 2/1997

1. General data and outputs

Generating sets V-engine (3V58E0438)

* Weight with liquids

Marine Project Guide WV32 - 2/1997

The graph 4V93L0383 shows the operating range for a

Overload protection or load control is recommended in

Operating range, Wrtsil Vasa 32D + LN D, CPpropeller (4V93L0383c)

Marine Project Guide WV32 - 2/1997

Operating range, Wrtsil Vasa 32E + LN E, CPpropeller (4V93L0422b)

Fixed pitch (FP) propellers

Operating range, Wrtsil Vasa 32D + LN D, FPpropeller (4V93L0384c)

Operating range, Wrtsil Vasa 32E, FP-propeller

Marine Project Guide WV32 - 2/1997

2.2. Loading capacity for generating sets