PAAE215635 Manual en

INSTRUCTIONS
Instruction Manual
Document ID
DBAC198528-
Date of issue
08.05.2012
Installation
SEI GELAM PEAKER
Engine type
W20V34SG
PAAE215635, PAAE215636, PAAE215637,
PAAE215638, PAAE215639, PAAE215640,
Engine number
PAAE215641, PAAE229350, PAAE229352,
PAAE229354, PAAE229357
Project
SEI GELAM PEAKER
Copyright by Wrtsil Finland Oy

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THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN
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FINANCIAL CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED
BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED HEREIN.
Wrtsil W34SG Instruction Manual
Table of Contents
00. Contents, instructions, terminology....................................................................................................... 00-1
00.1. About this manual................................................................................................................................ 00-1
00.2. General operation and maintenance instructions................................................................................ 00-1
00.3. Terminology......................................................................................................................................... 00-2
00.4. Designations and markings................................................................................................................. 00-3
00.4.1. Bearing designation...................................................................................................................... 00-3
00.5. Risk reduction...................................................................................................................................... 00-5
00.5.1. Use of symbols............................................................................................................................. 00-5
00.5.2. General identified hazards............................................................................................................ 00-5
00.5.3. Hazards due to moving parts........................................................................................................ 00-7
00.5.4. Hazards due to incorrect operating conditions............................................................................. 00-7
00.5.5. Hazards due to leakage, breakdown or improper component assembly..................................... 00-8
00.5.6. Electrical hazards.......................................................................................................................... 00-8
00.5.7. Other hazards................................................................................................................................ 00-9
00.6. Welding precautions............................................................................................................................ 00-9
00.6.1. Personal safety when welding....................................................................................................... 00-9
00.6.1.1. Welding hazards and precautions........................................................................................ 00-10
00.6.2. Protecting equipment when welding........................................................................................... 00-11
00.6.2.1. Preventing uncontrolled current loops................................................................................. 00-11
00.6.2.2. Radiation protection............................................................................................................. 00-12
00.6.2.3. Prevention of damage due to welding splatter..................................................................... 00-12
00.6.3. Welding precautions for engine control system.......................................................................... 00-12
00.6.3.1. UNIC precautions checklist.................................................................................................. 00-12
00.7. Hazardous substances...................................................................................................................... 00-13
00.7.1. Natural gas.................................................................................................................................. 00-13
00.7.2. Lubricating oils............................................................................................................................ 00-13
00.7.2.1. Safety precautions for handling lubricating oil..................................................................... 00-13
00.7.2.2. Personal protection equipment for lubricating oils............................................................... 00-14
00.7.2.3. First aid measures for accidents with lubricating oil............................................................ 00-14
00.7.3. Cooling water additives, nitrite-based........................................................................................ 00-14
00.7.3.1. Safety precautions for handling cooling water additives..................................................... 00-14
00.7.3.2. Personal protection equipment for cooling water additives................................................. 00-15
00.7.3.3. First aid measures for accidents with cooling water additives............................................. 00-15
00.7.4. Fly ashes and exhaust gas dust ................................................................................................. 00-15
00.7.4.1. Precautions for handling fly ashes and exhaust gas dust ................................................... 00-15
00.7.4.2. Personal protection equipment for fly ashes and exhaust gas dust.................................... 00-16
00.7.4.3. First aid measures for fly ash and exhaust gas accidents................................................... 00-16
00.7.5. Lead in bearings.......................................................................................................................... 00-16
00.7.6. Fluoride rubber products............................................................................................................ 00-17
00.7.6.1. Precautions when handling fluoride rubber products.......................................................... 00-17
00.7.6.2. Personal protection equipment for fluoride rubber products............................................... 00-17
00.7.6.3. First aid measures for accidents with fluoride rubber products........................................... 00-18
01. Main Data, Operating Data and General Design................................................................................... 01-1
01.1. Main data for Wrtsil 34SG................................................................................................................ 01-1
01.2. Recommended operating data............................................................................................................ 01-2
01.3. Reference conditions........................................................................................................................... 01-3
01.4. General engine design......................................................................................................................... 01-3
02. Fuel, Lubricating Oil, Cooling Water.......................................................................................................
02.1. Fuel......................................................................................................................................................
02.1.1. Gas quality....................................................................................................................................
02.2. Lubricating oil......................................................................................................................................
DBAC198528
02-1
02-1
02-1
02-2
02.2.1. System oil characteristics.............................................................................................................

02.2.2. Lubricating oil qualities.................................................................................................................
02.2.3. Maintenance and control of the lubricating oil..............................................................................
02.2.4. Lubricating oils for turbochargers.................................................................................................
02.2.5. Lubricating oils for engine turning device.....................................................................................
02.3. Cooling water.......................................................................................................................................
02.3.1. Additives.......................................................................................................................................
02.3.2. Treatment......................................................................................................................................
02-2
02-2
02-4
02-6
02-6
02-6
02-7
02-8
02B. Requirements and oil quality.............................................................................................................. 02B-1

02B.1. Lubricating oil requirements and quality for Wrtsil 34SG engines........................................... 02B-1
02B.2. Condemning limits for used lubricating oil..................................................................................... 02B-1
02B.3. Approved lubricating oil qualities for Wrtsil 34SG................................................................... 02B-2
02B.4. Approved lubricating oils for engine turning device....................................................................... 02B-3
02C. Raw water quality............................................................................................................................... 02C-1
02C.1. Raw water quality and approved cooling water additives.............................................................. 02C-1
02C.2. Raw water quality requirements..................................................................................................... 02C-1
02C.3. Approved cooling water additives.................................................................................................. 02C-1
02C.4. Use of glycol................................................................................................................................... 02C-4
03. Start, Stop and Operation........................................................................................................................ 03-1
03.1. Turning of crankshaft........................................................................................................................... 03-1
03.1.1. Electrically driven turning device................................................................................................... 03-1
03.2. Start..................................................................................................................................................... 03-2
03.2.1. Starting manually.......................................................................................................................... 03-2
03.2.2. Automatic start.............................................................................................................................. 03-3
03.3. Stop..................................................................................................................................................... 03-3
03.3.1. Manual stop.................................................................................................................................. 03-3
03.3.2. General.......................................................................................................................................... 03-3
03.4. Normal operation supervision.............................................................................................................. 03-4
03.4.1. Every second day or after every 50 running hours....................................................................... 03-4
03.4.2. Once a month or after every 500 running hours........................................................................... 03-5
03.4.3. In connection with maintenance work.......................................................................................... 03-6
03.4.4. General.......................................................................................................................................... 03-6
03.5. Start after a prolonged stop (more than 8 h)....................................................................................... 03-6
03.5.1. Manual start.................................................................................................................................. 03-6
03.6. Start after overhaul.............................................................................................................................. 03-7
03.7. Supervising operation after overhaul................................................................................................... 03-7
03.8. Running-in........................................................................................................................................... 03-8
03.9. Maintaining the turning device............................................................................................................. 03-9
03A. General safety information for natural gas....................................................................................... 03A-1
03A.1. Natural gas...................................................................................................................................... 03A-1
03A.1.1. Composition............................................................................................................................. 03A-1
03A.1.2. Properties................................................................................................................................. 03A-2
03A.2. General health and safety aspects.................................................................................................. 03A-2
03A.2.1. Breathing natural gas............................................................................................................... 03A-2
03A.2.2. Breathing carbon monoxide..................................................................................................... 03A-3
03A.3. Gas leaks and fires.......................................................................................................................... 03A-3
03A.4. Gas explosions................................................................................................................................ 03A-4
03A.4.1. Prevention of gas explosions and minimising the consequences............................................ 03A-5
03C. Wrtsil Lean-Burn Gas Engine Safety Manual for the Power Plant ............................................ 03C-1
03C.1. Hazardous area classification......................................................................................................... 03C-1
03C.1.1. Classification for the engine..................................................................................................... 03C-1
03C.1.1.1. American Codes................................................................................................................ 03C-1
03C.1.1.2. European Codes................................................................................................................ 03C-1
03C.1.1.3. UK Codes.......................................................................................................................... 03C-2
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DBAC198528
03C.1.2. Classification for the auxiliary system...................................................................................... 03C-2

03C.2. Control philosophy......................................................................................................................... 03C-3
03C.2.1. Start......................................................................................................................................... 03C-3
03C.2.2. Run........................................................................................................................................... 03C-4
03C.2.3. Stop......................................................................................................................................... 03C-4
03C.2.4. Shutdown................................................................................................................................. 03C-4
03C.2.5. Emergency............................................................................................................................... 03C-4
03C.2.6. Stand-by.................................................................................................................................. 03C-5
03C.3. Fire fighting and gas detection system.......................................................................................... 03C-5
03C.3.1. Fire detectors........................................................................................................................... 03C-6
03C.3.2. Fire fighting equipment............................................................................................................ 03C-6
03C.3.3. Gas detectors.......................................................................................................................... 03C-6
03C.3.4. Alarm and shutdown system description................................................................................ 03C-6
03C.4. Engine room ventilation.................................................................................................................. 03C-6
03C.5. Emergency lighting......................................................................................................................... 03C-7
03C.6. Gas supply system......................................................................................................................... 03C-7
03C.6.1. Main shut-off valve................................................................................................................... 03C-8
03C.6.2. Gas regulating unit................................................................................................................... 03C-8
03C.6.2.1. Design of the gas regulating unit....................................................................................... 03C-8
03C.6.2.2. Function of the gas regulating unit.................................................................................. 03C-11
03C.6.2.3. Operation of the gas regulating unit................................................................................ 03C-14
03C.7. Exhaust gas system...................................................................................................................... 03C-16
03C.7.1. Piping design......................................................................................................................... 03C-17
03C.7.2. Exhaust gas system ventilation.............................................................................................. 03C-17
03C.7.3. Explosion vents...................................................................................................................... 03C-18
04. Maintenance Schedule............................................................................................................................ 04-1
04.1. Every second day................................................................................................................................ 04-2
04.2. Once a week........................................................................................................................................ 04-2
04.3. 50 operating hours............................................................................................................................... 04-2
04.4. 500 operating hours............................................................................................................................. 04-3
04.5. 1000 operating hours........................................................................................................................... 04-4
04.6. 2000 operating hours........................................................................................................................... 04-4
04.7. 4000 operating hours........................................................................................................................... 04-5
04.8. 8000 operating hours........................................................................................................................... 04-5
04.9. 12000 operating hours......................................................................................................................... 04-6
04.10. 16000 operating hours....................................................................................................................... 04-7
04.11. 24000 operating hours....................................................................................................................... 04-9
04.12. 32000 operating hours....................................................................................................................... 04-9
04.13. 36000 operating hours....................................................................................................................... 04-9
04.14. 48000 operating hours..................................................................................................................... 04-10
05. Maintenance tools.................................................................................................................................... 05-1
05.1. Using of Spare Parts Catalogue.......................................................................................................... 05-1
05.2. Ordering maintenance tools................................................................................................................ 05-1
06. Adjustments, Clearances, and Wear Limits........................................................................................... 06-1
06.1. Adjustments......................................................................................................................................... 06-1
06.2. Clearances and wear limits (at 20C)................................................................................................... 06-2
07. Tightening Torques and Use of Hydraulic Tools...................................................................................
07.1. Tightening torques for screws and nuts..............................................................................................
07.1.1. Crankshaft and flywheel................................................................................................................
07.1.2. B: Intermediate gear and camshaft...............................................................................................
07.1.3. C: Cylinder head...........................................................................................................................
07.1.4. C: Prechamber..............................................................................................................................
07.1.5. C: Main gas valve..........................................................................................................................
07.1.6. D: Valve tappet housing................................................................................................................
07.1.7. E: Piston........................................................................................................................................
DBAC198528
07-1
07-1
07-2
07-3
07-4
07-5
07-6
07-7
07-8
iii
07.1.8. F: Turbocharger fastening screws................................................................................................ 07-9

07.1.9. G, H: Engine driven pumps........................................................................................................... 07-9
07.1.10. I: Free end of crankshaft........................................................................................................... 07-11
07.1.11. J: Pulsation damper.................................................................................................................. 07-12
07.2. Use of locking fluid............................................................................................................................ 07-12
07.3. Hydraulically tightened connections.................................................................................................. 07-13
07.3.1. Tightening pressures................................................................................................................... 07-13
07.3.2. Filling, venting and control of the high pressure hydraulic tool set............................................ 07-15
07.3.3. Dismantling hydraulically tightened screw connections............................................................. 07-15
07.3.4. Reassembling hydraulically tightened screw connections......................................................... 07-16
07.4. Use of hydraulic extractor cylinder.................................................................................................... 07-17
07.5. Low pressure pump for lifting purposes in the crankcase................................................................ 07-18
07A. Tightening Torque for Pipe Connections.......................................................................................... 07A-1
08. Operating troubles, Emergency operation............................................................................................ 08-1
08.1. Troubleshooting................................................................................................................................... 08-1
08.1.1. Crankshaft does not rotate at start attempt.................................................................................. 08-1
08.1.2. Crankshaft rotates but none of the cylinders fire at start attempt................................................ 08-2
08.1.3. Some cylinder(s) do not fire at start attempt................................................................................. 08-2
08.1.4. Engine starts but does not reach or run at nominal speed........................................................... 08-3
08.1.5. Engine load or speed unstable...................................................................................................... 08-3
08.1.6. Knocking....................................................................................................................................... 08-4
08.1.7. High charge air temperature......................................................................................................... 08-5
08.1.8. High exhaust gas average temperature........................................................................................ 08-6
08.1.9. High exhaust gas temperature in one cylinder............................................................................. 08-6
08.1.10. Fluctuating exhaust gas temperature or dead cylinder.............................................................. 08-7
08.1.11. High lubricating oil consumption................................................................................................ 08-7
08.1.12. Cooling water consumption........................................................................................................ 08-8
08.1.13. High crankcase pressure............................................................................................................ 08-8
08.1.14. High lubricating oil pressure....................................................................................................... 08-9
08.1.15. Low lubricating oil pressure........................................................................................................ 08-9
09. Specific Installation Data......................................................................................................................... 09-1
09.1. Marine installations.............................................................................................................................. 09-1
09.2. Power installations............................................................................................................................... 09-1
10. Engine Block with Bearings, Oil Sump and Cylinder liner.................................................................... 10-1
10.1. Oil sump............................................................................................................................................... 10-1
10.2. Main bearings...................................................................................................................................... 10-1
10.2.1. Dismantling the main bearing........................................................................................................ 10-1
10.2.2. Inspecting the main bearings and journals................................................................................... 10-4
10.2.3. Assembling the main bearing........................................................................................................ 10-5
10.3. Flywheel/thrust bearing....................................................................................................................... 10-7
10.3.1. Dismantling the flywheel/thrust bearing........................................................................................ 10-7
10.3.2. Assembling the flywheel/thrust bearing........................................................................................ 10-8
10.4. Cylinder liner...................................................................................................................................... 10-11
10.4.1. Maintenance of the cylinder liner................................................................................................ 10-11
10.4.2. Removing the cylinder liner......................................................................................................... 10-11
10.4.3. Mounting the cylinder liner.......................................................................................................... 10-12
11. Crank Mechanism: Crankshaft, Connecting Rod, Piston..................................................................... 11-1
11.1. Counterbalancing the crankshaft......................................................................................................... 11-1
11.2. Crankshaft........................................................................................................................................... 11-1
11.2.1. Markings on the flywheel:............................................................................................................. 11-1
11.2.2. Aligning the crankshaft.................................................................................................................. 11-2
11.2.3. Measuring thrust bearing axial clearance..................................................................................... 11-4
11.3. Connecting rod and piston.................................................................................................................. 11-4
11.3.1. Removing the piston and upper part of connecting rod for overhaul........................................... 11-5
iv
DBAC198528
11.3.2. Changing of big end bearings....................................................................................................... 11-8

11.3.3. Maintenance of piston, rings and connecting rod bearings........................................................ 11-11
11.3.4. Assembling and mounting of piston and connecting rod........................................................... 11-12
11B. Maintaining the piston........................................................................................................................ 11B-1
11B.1. Pistons............................................................................................................................................ 11B-2
11B.2. Piston crown................................................................................................................................... 11B-2
11B.2.1. Visual inspection...................................................................................................................... 11B-2
11B.2.2. Crack detection test................................................................................................................. 11B-2
11B.2.3. Measurements.......................................................................................................................... 11B-3
11B.2.4. Reconditioning......................................................................................................................... 11B-3
11B.3. Piston skirt...................................................................................................................................... 11B-3
11B.3.1. Visual inspection...................................................................................................................... 11B-3
11B.3.2. Support surfaces...................................................................................................................... 11B-4
11B.3.3. Crack detection test................................................................................................................. 11B-4
11B.3.4. Measuring of piston crown and piston skirt............................................................................. 11B-4
11B.3.5. Assembling of pistons (All types)............................................................................................. 11B-4
12. Cylinder Head with Valves....................................................................................................................... 12-1
12.1. Functions............................................................................................................................................. 12-2
12.2. Removing and mounting of the cylinder head..................................................................................... 12-3
12.2.1. Removing of the cylinder head..................................................................................................... 12-3
12.2.2. General maintenance of the cylinder head................................................................................... 12-4
12.2.3. Mounting the cylinder head screws.............................................................................................. 12-4
12.2.4. Mounting the cylinder head........................................................................................................... 12-5
12.2.5. Adjusting the valve clearance and the yoke.................................................................................. 12-7
12.2.6. Adjusting the pcc valve clearance................................................................................................ 12-8
12.3. Exhaust valves, inlet valves and seat rings.......................................................................................... 12-9
12.3.1. Dismantling the inlet and exhaust valves...................................................................................... 12-9
12.3.2. Checking and reconditioning the valves and seats.................................................................... 12-11
12.3.3. Lapping inlet valves..................................................................................................................... 12-13
12.3.4. Machine grinding the valves and seat rings................................................................................ 12-13
12.3.5. Change of seat ring..................................................................................................................... 12-15
12.3.5.1. Removal of the old ring........................................................................................................ 12-15
12.3.5.2. Fitting the inlet valve seat rings............................................................................................ 12-15
12.3.5.3. Fitting the exhaust valve seat rings...................................................................................... 12-16
12.3.6. Reassembling of the engine valves............................................................................................. 12-18
12A. Testing the cylinder tightness............................................................................................................ 12A-1
12A.1. Connecting the tool for Wrtsil 34SG........................................................................................... 12A-1
12A.2. Measurement.................................................................................................................................. 12A-2
13. Camshaft driving gear.............................................................................................................................. 13-1
13.1. Intermediate gears and camshaft gear................................................................................................ 13-2
13.1.1. Maintaining the camshaft gearing................................................................................................. 13-3
13.1.2. Checking and adjusting valve timing............................................................................................ 13-3
13.1.2.1. Basic adjustment of cam timing............................................................................................. 13-3
13.1.2.2. Checking the valve timing...................................................................................................... 13-5
13.1.2.3. Adjusting the valve timing....................................................................................................... 13-6
13.1.3. Removing camshaft gear.............................................................................................................. 13-7
13.1.4. Removing intermediate gears....................................................................................................... 13-8
13.1.5. Mounting the intermediate and camshaft gears........................................................................... 13-9
13.1.6. Mounting the thrust bearing........................................................................................................ 13-10
13.2. Crankshaft gear wheel....................................................................................................................... 13-11
13.2.1. Removing the split gear wheel.................................................................................................... 13-12
13.2.2. Mounting the split gear wheel..................................................................................................... 13-12
14. Valve Mechanism and Camshaft............................................................................................................ 14-1
14.1. Valve mechanism................................................................................................................................. 14-1
DBAC198528
14.1.1. Function of valve mechanism....................................................................................................... 14-2

14.1.2. Maintenance of valve mechanism................................................................................................. 14-2
14.1.2.1. Dismantling the valve mechanism.......................................................................................... 14-2
14.1.2.2. Inspecting the valve mechanism parts................................................................................... 14-3
14.1.2.3. Assembling the valve mechanism.......................................................................................... 14-3
14.2. Camshaft............................................................................................................................................. 14-4
14.2.1. Removing of camshaft piece........................................................................................................ 14-4
14.2.2. Mounting of camshaft piece......................................................................................................... 14-5
14.3. Camshaft bearing................................................................................................................................ 14-5
14.3.1. Inspection of the camshaft bearing bush...................................................................................... 14-5
14.3.2. Removing of camshaft bearing bush............................................................................................ 14-6
14.3.3. Mounting the camshaft bearing bush........................................................................................... 14-6
15. Turbocharging and Air Cooling............................................................................................................... 15-1
15.1. Turbocharger maintenance.................................................................................................................. 15-2
15.2. Water cleaning of turbocharger during operation................................................................................ 15-3
15.2.1. Water cleaning of compressor...................................................................................................... 15-3
15.2.2. Compressor cleaning procedure................................................................................................... 15-4
15.3. Charge air cooler................................................................................................................................. 15-4
15.3.1. Maintenance of Charge Air Cooler................................................................................................ 15-5
15.3.2. Dismantling the air cooler (V-engine)............................................................................................ 15-5
15.3.3. Cleaning of air cooler.................................................................................................................... 15-8
15.3.4. Pressure testing of air cooler........................................................................................................ 15-9
15.3.5. Assembling the air cooler (V-engine).......................................................................................... 15-11
15.3.6. Charge air pressure difference over air cooler............................................................................ 15-13
15J. Exhaust Gas Wastegate....................................................................................................................... 15J-1
15J.1. Functioning of Exhaust Gas Wastegate........................................................................................... 15J-1
15J.1.1. Built-In-Test............................................................................................................................... 15J-2
15J.2. Maintenance of Exhaust Gas Wastegate......................................................................................... 15J-2
15J.2.1. Check of wear of the wastegate system................................................................................... 15J-2
15J.2.2. Change of positioner pilot valve................................................................................................ 15J-3
15J.2.3. Cleaning the pilot valve............................................................................................................. 15J-4
15J.3. Adjusting the waste gate positioner................................................................................................. 15J-5
15J.4. Calibrating the wastegate I/P converter........................................................................................... 15J-6
15J.4.1. Manually with mA calibrator...................................................................................................... 15J-6
15K. Air By-pass Valve................................................................................................................................ 15K-1
15K.1. Function of Air By-pass Valve......................................................................................................... 15K-1
15K.2. Maintenance of By-pass Valve....................................................................................................... 15K-2
15K.2.1. Check of wear of the by-pass system...................................................................................... 15K-2
16. Injection and Ignition Systems................................................................................................................ 16-1
16.1. Prechamber......................................................................................................................................... 16-1
16.1.1. Removing the prechamber............................................................................................................ 16-1
16.1.2. Overhauling the prechamber......................................................................................................... 16-2
16.1.3. Mounting the prechamber............................................................................................................. 16-2
16.2. Prechamber valve................................................................................................................................ 16-4
16.2.1. Removing the prechamber valve.................................................................................................. 16-4
16.2.2. Overhauling the prechamber valve............................................................................................... 16-4
16.2.3. Mounting the prechamber valve................................................................................................... 16-6
16.3. Ignition system..................................................................................................................................... 16-7
16.3.1. Ignition coil.................................................................................................................................... 16-7
16.3.1.1. Removing and Mounting the ignition coil............................................................................... 16-7
16.3.1.2. Overhauling the ignition coil................................................................................................... 16-7
16.3.2. Spark plug..................................................................................................................................... 16-8
16.3.2.1. Removing the spark plug........................................................................................................ 16-8
16.3.2.2. Overhauling the spark plug..................................................................................................... 16-8
16.3.2.3. Mounting the spark plug......................................................................................................... 16-8
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DBAC198528
17. Fuel System.............................................................................................................................................. 17-1

17.1. Maintenance........................................................................................................................................ 17-2
17.2. Gas pipes............................................................................................................................................. 17-2
17.3. Main gas admission valve.................................................................................................................... 17-2
17.3.1. Changing the main gas valve filter insert...................................................................................... 17-3
17.3.2. Overhauling the gas admission valve............................................................................................ 17-4
17.3.3. Mounting the gas admission valve................................................................................................ 17-5
17.4. Test of the gas system........................................................................................................................ 17-6
17.4.1. Testing the gas system for leaks .................................................................................................. 17-6
17.4.2. Pressure testing of the main gas valve......................................................................................... 17-6
17.4.3. Testing the main gas valve coil integrity....................................................................................... 17-6
18. Lubricating Oil System............................................................................................................................. 18-1
18.1. General maintenance of lubricating oil system.................................................................................... 18-3
18.2. Lubricating oil pump............................................................................................................................ 18-4
18.2.1. Removing the pump from the engine (turbochargers in free end)................................................ 18-4
18.2.2. Removing the driving gear............................................................................................................ 18-5
18.2.3. Dismantling the lubricating oil pump............................................................................................. 18-6
18.2.4. Inspecting the lubricating oil pump............................................................................................... 18-8
18.2.5. Assembling the lubricating oil pump............................................................................................. 18-8
18.2.6. Assembling the driving gear........................................................................................................ 18-11
18.2.7. Mounting the pump to the engine............................................................................................... 18-11
18.3. Lubricating oil pressure regulating valve and safety valve................................................................ 18-12
18.3.1. Maintaining the pressure regulating valve................................................................................... 18-13
18.3.2. Adjusting the oil pressures.......................................................................................................... 18-14
18.4. Prelubricating oil pump...................................................................................................................... 18-14
18.4.1. Dismantling the prelubricating oil pump..................................................................................... 18-15
18.4.2. Inspecting the prelubricating oil pump........................................................................................ 18-18
18.4.3. Assembling the prelubricating oil pump...................................................................................... 18-19
18.5. Prelubricating oil pressure regulating valve....................................................................................... 18-22
18.5.1. Removing the pressure regulating valve..................................................................................... 18-23
18.5.2. Dismantling the pressure regulating valve.................................................................................. 18-24
18.5.3. Inspecting the pressure regulating valve of the prelubricating pump......................................... 18-25
18.5.4. Assembling the pressure regulating valve.................................................................................. 18-25
18.6. Lubricating oil cooler......................................................................................................................... 18-26
18.6.1. Maintaining the lubricating oil cooler.......................................................................................... 18-26
18.6.2. Dismantling the lubricating oil cooler.......................................................................................... 18-26
18.6.3. Assembling the lubricating oil cooler.......................................................................................... 18-28
18.6.4. Lubricating oil cooler cleaning.................................................................................................... 18-30
18.7. Oil thermostatic valve........................................................................................................................ 18-32
18.7.1. Removing the thermostatic element........................................................................................... 18-35
18.7.2. Inspecting the thermostatic element........................................................................................... 18-37
18.7.3. Mounting the thermostatic element............................................................................................ 18-37
18.8. Lubricating oil automatic filter........................................................................................................... 18-38
18.8.1. Maintaining the lubricating oil automatic filter............................................................................ 18-41
18.8.2. Removing the lubricating oil filter candles.................................................................................. 18-41
18.8.3. Cleaning the filter candles with a cleaning device...................................................................... 18-42
18.8.4. Cleaning the filter candles without a cleaning device................................................................. 18-45
18.8.5. Cleaning the protective filter....................................................................................................... 18-46
18.8.6. Mounting the lubricating oil filter candles................................................................................... 18-47
18.9. Centrifugal filter.................................................................................................................................. 18-48
18.9.1. Dismantling the centrifugal filter.................................................................................................. 18-50
18.9.2. Assembling the centrifugal filter.................................................................................................. 18-51
19. Cooling Water System............................................................................................................................. 19-1
19.1. HT circuit............................................................................................................................................. 19-2
19.2. Venting and pressure control of HT-circuit.......................................................................................... 19-2
19.3. LT circuit.............................................................................................................................................. 19-3
DBAC198528
vii
19.4. Preheating the cooling water system.................................................................................................. 19-3

19.5. Monitoring the cooling water system.................................................................................................. 19-3
19.6. Maintaining the cooling water system................................................................................................. 19-3
19.6.1. Cleaning the cooling water system............................................................................................... 19-4
19.7. Engine driven cooling water pump...................................................................................................... 19-4
19.7.1. Maintaining the water pump......................................................................................................... 19-6
19.7.1.1. Dismantling and assembling the impeller............................................................................... 19-6
19.7.1.2. Dismantling and assembling the mechanical shaft seal......................................................... 19-7
19.7.1.3. Replacing the bearings and oil seal ring................................................................................. 19-8
19.8. Temperature control system.............................................................................................................. 19-12
19.8.1. HT thermostatic valve................................................................................................................. 19-13
19.8.1.1. Maintaining the HT thermostatic valve................................................................................. 19-14
20. Exhaust System........................................................................................................................................ 20-1
20.1. Exhaust system................................................................................................................................... 20-1
20.1.1. Changing expansion bellows........................................................................................................ 20-2
21. Starting Air System.................................................................................................................................. 21-1
21.1. Main starting valve............................................................................................................................... 21-2
21.1.1. Maintaining the main starting valve............................................................................................... 21-3
21.2. Starting air distributor.......................................................................................................................... 21-4
21.2.1. Maintaining the starting air distributor.......................................................................................... 21-4
21.3. Starting valve....................................................................................................................................... 21-5
21.3.1. Maintaining the starting valve....................................................................................................... 21-6
21.4. Starting air vessel and piping.............................................................................................................. 21-6
21.5. Instrument air....................................................................................................................................... 21-7
21.5.1. Maintenance of instrument air system.......................................................................................... 21-7
21.6. Adjusting the slow turning device........................................................................................................ 21-7
22. Control Mechanism.................................................................................................................................. 22-1
23. Instrumentation and automation............................................................................................................ 23-1
23.1. UNIC automation system..................................................................................................................... 23-1
23.1.1. Parts of the automation system.................................................................................................... 23-2
23.2. Local control panel.............................................................................................................................. 23-3
23.2.1. Local display unit.......................................................................................................................... 23-4
23.2.1.1. Local display unit pages......................................................................................................... 23-5
23.2.2. Control buttons and switches....................................................................................................... 23-6
23.3. Main control module............................................................................................................................ 23-7
23.3.1. Speed controller............................................................................................................................ 23-8
23.3.2. Engine loading............................................................................................................................... 23-9
23.3.3. Droop mode.................................................................................................................................. 23-9
23.3.4. kW control mode......................................................................................................................... 23-12
23.3.5. Isochronous load sharing mode.................................................................................................. 23-14
23.3.6. Start and stop management....................................................................................................... 23-15
23.3.7. Engine speed measurement....................................................................................................... 23-15
23.3.8. Input and output signals............................................................................................................. 23-18
23.4. Engine safety module........................................................................................................................ 23-18
23.4.1. Engine safety module power supply........................................................................................... 23-20
23.4.2. Engine safety module speed sensor........................................................................................... 23-21
23.4.2.1. Mounting the speed sensor.................................................................................................. 23-21
23.4.3. Speed measuring and speed switches....................................................................................... 23-22
23.4.4. Shutdown reset........................................................................................................................... 23-23
23.4.5. Stop and shutdown signals......................................................................................................... 23-23
23.4.6. Other engine safety module inputs and outputs......................................................................... 23-24
23.4.7. Replacing the engine safety module........................................................................................... 23-26
23.5. Power distribution module................................................................................................................. 23-27
23.6. Input and output module................................................................................................................... 23-29
23.6.1. Wastegate control....................................................................................................................... 23-30
viii
DBAC198528
23.7. Wrtsil coil driver............................................................................................................................. 23-31

23.8. Cylinder control module..................................................................................................................... 23-32
23.8.1. Engine phase measurement........................................................................................................ 23-34
23.8.2. Gas feed system and gas pressure control................................................................................ 23-35
23.8.3. Gas admission............................................................................................................................ 23-36
23.8.4. Cylinder balancing....................................................................................................................... 23-36
23.8.5. Cylinder pressure control............................................................................................................ 23-37
23.8.6. Knock control.............................................................................................................................. 23-37
23.8.7. Exhaust temperature balancing.................................................................................................. 23-39
23.8.8. Replacing the cylinder control module....................................................................................... 23-39
23.9. Sensors.............................................................................................................................................. 23-41
23.9.1. Alarms......................................................................................................................................... 23-41
23.9.2. Shutdown.................................................................................................................................... 23-41
23.9.3. Start blocking.............................................................................................................................. 23-42
23.9.4. Emergency stop.......................................................................................................................... 23-42
23.9.5. Load reduction............................................................................................................................ 23-42
23.9.5.1. Load reduction in droop mode............................................................................................. 23-42
23.9.5.2. Load reduction in kW mode and isochronous mode........................................................... 23-43
23.10. External interface............................................................................................................................. 23-43
23.10.1. Analogue inputs........................................................................................................................ 23-43
23.10.2. Analogue outputs...................................................................................................................... 23-44
23.10.3. Binary inputs............................................................................................................................. 23-44
23.10.4. Binary outputs........................................................................................................................... 23-47
23D. Introduction to WECSplorerUT (Optional equipment)..................................................................... 23D-1
23D.1. Overview of WECSplorerUT software tool..................................................................................... 23D-1
23D.1.1. System requirements for the WECSplorerUT software tool.................................................... 23D-1
23D.1.2. Applying for an user account................................................................................................... 23D-3
23D.1.3. Adding a new user account..................................................................................................... 23D-3
23D.1.4. Log in....................................................................................................................................... 23D-4
23D.1.5. Importing system specific software......................................................................................... 23D-5
23D.1.6. Log out..................................................................................................................................... 23D-8
23D.1.7. Exporting the system software................................................................................................ 23D-9
23D.1.8. Main window of WECSplorerUT............................................................................................ 23D-11
23D.1.9. Online or Offline mode........................................................................................................... 23D-12
23D.1.10. Symbol menu....................................................................................................................... 23D-13
23D.1.10.1. Reading symbols........................................................................................................... 23D-13
23D.1.10.2. Writing software symbol values..................................................................................... 23D-14
23D.2. Setting up communication between the computer and the system............................................. 23D-14
23D.3. Downloading software ................................................................................................................. 23D-17
23D.4. Entering the online mode.............................................................................................................. 23D-25
23D.4.1. Configuring update rate......................................................................................................... 23D-28
23D.5. Configuring and viewing trends.................................................................................................... 23D-29
23D.5.1. Overview of the trend window............................................................................................... 23D-33
DBAC198528
ix
00. Contents, instructions, terminology
00.
Contents, instructions, terminology
00.1
About this manual
v3
This manual is intended for engine operating and maintenance personnel. The manual
contains technical data, maintenance instructions and instructions for correct and
economical operation of the engine. It also contains instructions for personal protection and
first aid, as well as, for handling fuel, lubricating oil and cooling water additives during
normal operation and maintenance work.
The reader is assumed to have basic knowledge of engine operation and maintenance.
Such information is therefore not provided in this manual.
This manual is supplemented by the spare parts catalogue including sectional drawings or
exterior views of all components (partial assemblies).
Wrtsil engines are equipped as agreed on in the sales documents. This manual may
contain descriptions of components that are not included in every delivery. No claims can
therefore be made on Wrtsil on the basis of the contents of this manual.
The system diagrams (fuel system, lubricating oil system, cooling water system and so on)
included in this manual are only indicative and do not cover every installation. For detailed
system diagrams, see the installation-specific drawings.
NOTE
In all correspondence with Wrtsil and when ordering spare parts, the engine
type and the engine number found on the engine name plate must be stated.
The exact engine design is defined by the engine number.
00.2
General operation and maintenance instructions
v4
Read this manual carefully before starting to operate or maintain the engine.
Keep an engine log book for every engine.
Observe utmost cleanliness and order in all maintenance work.
Before dismantling, check that all concerned systems are drained and the pressure is
released. After dismantling, immediately cover holes for lubricating oil, fuel oil, and air
with tape, plugs, clean cloth or similar material.
When replacing a worn out or damaged part with a new one, check for markings on the
old part, for instance, identification marking, cylinder or bearing number, and mark the
new part with the same data at the same location. Enter every exchange in the engine
log along with the reason for the exchange clearly stated.
After assembly, check that all bolts, screws and nuts are tightened and locked according
to the instructions in this manual. Check that all shields and covers are fully functional, in
their places and closed.
NOTE
Preventive maintenance is important when it comes to fire protection. Inspect
fuel lines, lubricating oil lines and connections regularly.
DBAC198528
00-1
00.3
Terminology
v9
The most important terms used in this manual are explained below.
Driving end and free end

The driving end is the end of the engine where the flywheel is located.
The free end is the end opposite to the driving end.
Operating side and rear side

The operating side is the longitudinal side of the engine where the instrument panel (Local
Display Unit) or operating devices are located.
The rear side is the longitudinal side of the engine opposite to the operating side.
Details located at the operating side may be marked with an "M" (Manoeuvring side), and
details located at the rear side with a "B" (B bank).
Cylinder designation
According to ISO 1204 and DIN 6265, the cylinder designation begins at the driving end.
In a V-engine the cylinders in the left bank, seen from the driving end, are termed A1, A2,
and so on, and in the right bank B1, B2 and so on.
Free end
A bank
A6
A5
B6
A4
B bank
B5
B4
A3
A2
B3
A1
B2
B1
Operating
side
Rear
side
Driving end
Clockwise rotation
Fig 00-1
Terminology and cylinder designations
GUID-F7B0A6DD-6EC9-47DC-9B58-3367B2947B44 v1
Rotational direction
Clockwise rotating engine: looking at the engine from the driving end, the crankshaft
rotates clockwise.
Top Dead Centre and Bottom Dead Centre

Bottom Dead Centre, abbreviated BDC, is the bottom turning point of the piston in the
cylinder.
Top Dead Centre, abbreviated TDC, is the top turning point of the piston in the cylinder.
TDC for every cylinder is marked on the graduation of the flywheel.
00-2
DBAC198528
During a complete working cycle, which in a four-stroke engine comprises two crankshaft
rotations, the piston reaches TDC twice:
TDC at scavenging: This occurs when the exhaust stroke of a working cycle ends and
the suction stroke of the next one begins. Both the exhaust and inlet valves are slightly
open and scavenging takes place. If the crankshaft is turned to and fro near this TDC,
both the exhaust and inlet valves will move.
TDC at firing: This occurs after the compression stroke and before the working stroke.
Slightly before this TDC, the fuel injection takes place (on an engine in operation). All
valves are closed and will not move if the crankshaft is turned. When watching the
camshaft and the injection pump, it is possible to notice that the pump tappet roller is on
the lifting side of the fuel cam.
Turbochargers
Turbocharger on A-bank side is defined as Turbocharger A (TC A).
Turbocharger on B-bank side is defined as Turbocharger B (TC B).
00.4
Designations and markings
00.4.1
Bearing designation
v5
Main bearings
The shield bearing (nearest the flywheel) is No. 0, the first standard main bearing is No. 1,
the second No. 2, and so on.
NOTE
During maintenance use a permanent marker pencil to mark any removed
bearing caps on the rear with their designated position number according to
designation procedure.
DBAC198528
00-3
0
0
N
Fig 00-2
Bearing designation
00
00
00
W20AP-200053 v2
Thrust bearings
The thrust bearing rails are located at the shield bearing. The outer rails close to the
flywheel are marked with 00 and the inner rails with 0.
Camshaft bearings
The camshaft bearings are designated as the main bearings, the thrust bearing bushes
being designated 00 (outer) and 0 (inner).
Camshaft gear bearings

The bearing bushes are designated 00 (outer) and 0 (inner).
Upper and lower bearing shells

In bearings where both the shells are identical, the upper one should be marked with "UP".
00-4
DBAC198528
00.5
Risk reduction
v3
Read this manual before installing, operating, or servicing the engine and related
equipment. Failure to follow the instructions can cause personal injury, loss of life, or
damage to property.
Use proper personal safety equipment, for example, gloves, hard hat, safety glasses and
ear protection in all circumstances. Missing, unsuitable or defective safety equipment may
cause serious personal injury or loss of life.
All electronic equipment is sensitive to electrostatic discharge (ESD). Take all necessary
measures to minimize or eliminate the risk of equipment being damaged by ESD.
00.5.1
Use of symbols
v2
This manual contains different kinds of notes emphasized with symbols. Read them
carefully. They contain warnings of possible danger or other information that you must take
into consideration when performing a task.
WARNING
Warning means there is a risk of personal injury.
WARNING - ELECTRICITY
Electricity warning means there is a risk of personal injury due to electrical
shocks.
CAUTION
Caution means there is a risk of damaging equipment.
NOTE
Note contains important information or requirements.
00.5.2
General identified hazards
v3
The table below lists general hazards, hazardous situations and events which are to be
noticed during normal operation and maintenance work. The table lists also the chapters in
this manual which are concerned by the respective hazard.
Identified hazard, hazardous situation
or event
Dropping parts during maintenance
work
Concerned
chapters
Protection and
safety equipment
4, 10, 11, 12, 13,

14, 15, 16, 17,
18, 19, 20, 21,
22, 23
Personal
protection
equipment, e.g.
hard hat, shoes to
be used.
Notes
Continued on next page
DBAC198528
00-5

or event
Concerned
chapters
Turning device engaged during

maintenance work and operated
unintentionally
3, 4, 10, 11, 12,

13, 14, 16
Crankcase safety explosion valves

opening due to crankcase explosion
3, 10, 23
Running engine without covers
3, 4, 10, 11, 12,

13, 14, 16, 21, 22
Risk of ejected parts in case of major

failure
3, 4, 10, 11, 12,

13, 14, 22
Contact with electricity during

maintenance work if power not
disconnected
4, 11, 17, 18, 21,

22, 23
Electrical hazard if incorrect grounding

of electrical equipment
3, 4, 11, 17, 18
Ejection of components or emission of

high pressure gas due to high firing
pressures
3, 4, 12, 13, 14,

16, 21
Risk of ejected parts due to break down

of turbocharger
3, 15
Overspeed or explosion due to air-gas

mixture in the charge air
3, 4, 15
Ejection of fuel injector if not fastened

and turning device engaged
4, 12, 16
Engine rotating due to engaged gear

box or closed generator breaker during
overhaul
3, 4, 10, 11, 12,

13, 14, 16
Fire or explosion due to leakage in

fuel /gas line or lube oil system
3, 4, 16, 17, 18,

20
Inhalation of exhaust gases due to

leakage
3, 15, 20
Inhalation of exhaust gas dust
4, 8, 10, 11, 12,

15, 20
Protection and
safety equipment
Explosion or fire if flammable gas/vapour 3, 20

is leaking into the insulation box
Touching of moving parts
3, 4, 8, 10, 11,
12, 13, 14, 15,
16, 17, 18, 21,
22, 23
Risk of oil spray from high pressure

hoses
Personal
3, 4, 8, 10, 11,
protection
12, 13, 14, 15,
16, 18, 19, 21, 22 equipment, e.g.
hard hat, safety
glasses to be
used.
Notes
Suction air must

be taken from gas
free space.
Proper ventilation
of engine room/
plant is required.
Proper ventilation
and/or gas
detectors are
required in the
engine room.
Identified general hazards for gas installations are:
00-6
DBAC198528
00.5.3

or event
Concerned
chapters
Protection and
Notes
safety equipment
Gas fire or explosion if maintenance

(welding) is done on gas filled pipes
3, 17, 20
Proper ventilation
and/or gas
detectors are
required in the
engine room.
Gas explosion due to excess of unburnt

gas fed into the exhaust gas system
3, 17, 20
External gas
system built
according to the
instructions, i.e.
with pressure
relief valves,
forced ventilation,
etc.
Hazards due to moving parts
v1
Running the engine without covers and coming in contact with moving parts
Touching pump parts during unintentional start of electrically driven pump motor
Turbocharger starting to rotate due to draft if not locked during maintenance
Thrusting a hand into the compressor housing when the silencer is removed and the
engine is running
Unexpected movement of valve or fuel rack(s) due to a broken wire or a software/
hardware failure in the control system
Unexpected movement of components
Turning device engaged during maintenance work
Accidental rotation of the crankshaft if the turning device is not engaged during
maintenance work, for instance, because it has been removed for overhaul
Mechanical breakage (for example of a speed sensor) due to incorrect assembly of the
actuator to the engine or faulty electrical connections.
00.5.4
Hazards due to incorrect operating conditions
v1
Overspeed or explosion due to air-gas mixture in the charge air

Overspeed due to air-oil mist mixture in the charge air
Malfunction of crankcase ventilation
Crankcase explosion due to oil mist mixing with air during inspection after an oil mist
shut down
Crankcase safety explosion valves opening due to a crankcase explosion.
DBAC198528
00-7
00.5.5
Hazards due to leakage, breakdown or improper

component assembly
v4
A gas pipe bursting and spraying gas.

Leakage of:
Lubricating oil
HT water
Charge air
Exhaust gas
Pressurised air from air container, main manifold or pipes
Fire or explosion due to leakage from a fuel or gas line
Fire or explosion due to flammable gas/vapour (crude oil) leaking into the insulation box
Inhalation of exhaust gases or fuel gases due to leakage
Ejected components due to:
Breakdown of hydraulic tool
Breakdown of hydraulic bolt
Breakdown of turbocharger
High firing pressures
Major failure
Ejection of:
Pressurised liquids and gases from the engine block or piping
High pressure fluid due to breakdown of hydraulic tool
Gas due to high firing pressures
Pressurised gases from pressure gas system
High pressure fluid due to breakdown of HP sealing oil pipe
High pressure air from compressed air supply pipes during maintenance of
pneumatically operated equipment
Cooling water or fuel/lubricating oil if sensor is loosened while the circuit is
pressurised
Leaks during maintenance work
Oil spray if running without covers
Ejection of prechamber if not fastened and:
The turning device is engaged and turned.
The engine turns due to closed generator breaker or coupling.
00.5.6
Electrical hazards
v2
Fire or sparks due to damage or short circuit in electrical equipment

Contact with electricity during maintenance work if power not disconnected
Hazards due to incorrect grounding of electrical equipment
Electrical shocks because electrical cables or connectors are damaged
00-8
DBAC198528
Electrical shocks because electrical equipment is dismantled with the power connected
Incorrectly wired or disconnected emergency stop switch
Overload of a control system component due to incorrect electrical connections,
damaged control circuitry or incorrect voltage
Engine out of control due to a failure in the shutdown circuitry
Unexpected startup or failed stop
Crankcase explosion if:
Engine not safeguarded at high oil mist levels, due to energy supply failure
Engine not (fully) safeguarded at high oil mist levels, due to failure in oil mist detector
circuitry
Engine not (fully) safeguarded at high oil mist levels, due to an incorrect electrical
connector or leakage in a pipe connection.
CAUTION
All electronic equipment is sensitive to electrostatic discharge (ESD). Take all
necessary measures to minimize or eliminate the risk of equipment being
damaged by ESD.
00.5.7
Other hazards
v2
Slipping, tripping or falling

Improper treatment of water additives and treatment products
Touching the insulation box, turbocharger, pipes, exhaust manifold, or other unprotected
parts without protection during engine operation
Dropping parts during maintenance work
Starting maintenance work too early, thus, causing burns when handling hot
components
Neglecting use of cranes and/or lifting tools
Not using proper tools during maintenance work
Not using correct protecting outfits when handling hot parts, thus, causing burns
Contact with fuel, lubrication oil or oily parts during maintenance work
Exposure to high noise levels
Touching or removing turbocharger insulation too soon after stopping the engine
Ejection of preloaded springs when dismantling components
00.6
Welding precautions
00.6.1
Personal safety when welding
v1
It is important that the welder is familiar with the welding safety instructions and knows how
to use the welding equipment safely.
DBAC198528
00-9
00.6.1.1
Welding hazards and precautions
v3
General work area hazards and precautions

Keep cables, materials and tools neatly organised.
Connect the work cable as close as possible to the area where welding is being
performed. Do not allow parallel circuits through scaffold cables, hoist chains, or ground
leads.
Use only double insulated or properly grounded equipment.
Always disconnect power from equipment before servicing.
Never touch gas cylinders with the electrode.
Keep gas cylinders upright and chained to support.
Precautions against electrical shock
WARNING - ELECTRICITY
Electrical shock can kill.
Wear dry hole-free gloves. Change when necessary to keep dry.

Do not touch electrically hot parts or electrode with bare skin or wet clothing.
Insulate the welder from the work piece and ground using dry insulation, for example,
rubber mat or dry wood.
If in a wet area the welder cannot be insulated from the work piece with dry insulation,
use a semi-automatic, constant-voltage welder or stick welder with a voltage reducing
device.
Keep electrode holder and cable insulation in good condition. Do not use if insulation is
damaged or missing.
Precautions against fumes and gases
WARNING
Fumes and gases can be dangerous.
Use ventilation or exhaust fans to keep the air breathing zone clear and comfortable.
Wear a helmet and position the head so as to minimize the amount of fumes in the
breathing zone.
Read warnings on electrode container and Material Safety Data Sheet (MSDS) for the
electrode.
Provide additional ventilation or exhaust fans where special ventilation is required.
Use special care when welding in a confined area.
Do not weld with inadequate ventilation.
00-10
DBAC198528
Precautions against welding sparks
WARNING
Welding sparks can cause fire or explosion.
Do not weld on containers which have held combustible materials. Check the containers
before welding.
Remove flammable material from welding area or shield them from sparks and heat.
Keep a fire watch in area during and after welding.
Keep a fire extinguisher in the welding area.
Wear fire retardant clothing and hat. Use earplugs when you weld overhead.
Precautions against arc rays
WARNING
Arc rays can burn eyes and skin.
Select a filter lens which is comfortable for you while welding.

Always use helmet when you weld.
Provide non-flammable shielding to protect others.
Wear clothing which protects skin while you weld.
Precautions when welding in confined spaces

Ensure that the ventilation is adequate, especially if the electrode requires special
ventilation or if welding causes the formation of gas that may displace oxygen.
If the welding machine cannot be insulated from the welded piece and the electrode, use
semi-automatic constant-voltage equipment with a cold electrode or a stick welder with
voltage reducing device.
Provide the welder with a helper and plan a method for retrieving the welder from the
enclosure in case of an emergency.
00.6.2
Protecting equipment when welding
v2
The main principles for protecting equipment when welding are:

Preventing uncontrolled current loops
Radiation protection
Preventing the spread of welding splatter
Switching off or disconnecting all nearby electrical equipment when possible
00.6.2.1
Preventing uncontrolled current loops
v1
Always check the welding current path. There should be a direct route from the welding
point back to the return connection of the welding apparatus.
DBAC198528
00-11
The main current always flows along the path of least resistance. In certain cases the return
current can therefore go via grounding wires and electronics in the control system. To avoid
this, the distance between the welding point and the return connection clamp of the welding
apparatus should always be the shortest possible. It must not include electronic
components.
Pay attention to the connectivity of the return connection clamp. A bad contact might cause
sparks and radiation.
Radiation protection
00.6.2.2
v2
The welding current and the arc is emitting a wide electromagnetic radiation spectrum. This
might damage sensitive electronic equipment.
To avoid such damages:
Keep all cabinets and terminal boxes closed during welding.
Protect sensitive equipment by means of shielding with a grounded (earthed) conductive
plate.
Avoid having the cables of the welding apparatus running in parallel with wires and
cables in the control system. The high welding current can easily induce secondary
currents in other conductive materials.
Prevention of damage due to welding splatter
00.6.2.3
v2
Welding splatter is commonly flying from the welding arc. Few materials withstand the heat
from this splatter. Therefore all cabinets and terminal boxes should be kept closed during
the welding. Sensors, actuators, cables and other equipment on the engine must be
properly protected.
Welding splatter can also be a problem after it has cooled down; for example: short-circuits,
leaks.
00.6.3
Welding precautions for engine control system
v3
CAUTION
All electronic equipment is sensitive to electrostatic discharge (ESD). Take all
damaged by ESD.
00.6.3.1
UNIC precautions checklist
v3
Take the following precautions before welding in the vicinity of a UNIC control system:
Procedure
00-12
Deactivate the system.

Disconnect all external connectors from the power module and from the external interface
connectors (XM#).
Disconnect all connectors of any electronic modules located close to (approximately

within a radius of 2 m) the welding point.
Close the cabinet covers and all the distributed units.
Protect cables, sensors and other equipment from splatter with a proper metal sheet
as far as possible.
DBAC198528
00.7
Hazardous substances
v1
Fuel oils, lubricating oils and cooling water additives are environmentally hazardous. Take
great care when handling these products or systems containing these products.
00.7.1
Natural gas
v1
Natural gas is non-toxic and will not harm anyone breathing in the low concentrations near
minor fuel leaks. Heavy concentrations, however, can cause drowsiness and eventual
suffocation.
In a gas engine installation, gas may be dangerous. Particularly serious are fires and
explosions, caused by gas leakage into the engine room, and explosions caused by
unburned gas in the exhaust system.
If a gas explosion occurs, it is important to protect people, equipment and environment
from damage. Damage is caused by the shock wave and the burning effect of the
expanding and partly burning gases. Damage can be avoided by preventing pressure build
up in equipment and extracting the released gas to an open area.
00.7.2
Lubricating oils
v2
Fresh lubricating oils are normally not particularly toxic but they should be handled with
care.
Used lubricating oils may contain significant amounts of harmful metal and PAH
(polyaromatic hydrocarbon) compounds. There is a risk of long term contamination of the
soil and the ground water.
NOTE
Refer to the safety information provided by the supplier of the lubricating oil.
00.7.2.1
Safety precautions for handling lubricating oil
v1
When handling lubrication oils:

Ensure adequate ventilation if there is a risk of vapours, mists or aerosols releasing. Do
not breathe vapours, fumes or mist.
Keep the oil away from flammable materials and oxidants.
Keep the oil away from food and drinks. Do not eat, drink or smoke while handling
lubricating oils.
Use only equipment (containers, piping, etc.) that are resistant to hydrocarbons. Open
the containers in well ventilated surroundings.
Immediately take off all contaminated clothing.
Note also the following:
Empty packaging may contain flammable or potentially explosive vapours.
Cloth, paper or any other absorbent material used to recover spills are fire hazards. Do
not allow these to accumulate. Keep waste products in closed containers.
Waste containing lubricating oil is hazardous and must be disposed of according to
directives issued by the local or national environmental authorities. Collection,
regeneration and burning should be handled by authorised disposal plants.
DBAC198528
00-13
00.7.2.2
Personal protection equipment for lubricating oils
v3
Hand protection
Use impermeable and hydrocarbon resistant gloves (nitrile rubber for

example).
Eye protection
Wear goggles if splash risk exists.
Skin and body

protection
Wear facial screen and covering clothes as required.

Use safety footwear when handling barrels.
Wear protective clothing when handling hot products.
00.7.2.3
First aid measures for accidents with lubricating oil
v3
Inhalation of fumes Move the victim to fresh air.

Keep the victim warm and lying still.
Skin contact
Wash immediately with plenty of water and soap or cleaning agent.

Do not use solvents (the oil is dispearsed and may be absorbed into the skin).
Remove contaminated clothing. Seek medical advice if irritation develops.
Eye contact
Rinse immediately with plenty of water, and continue for at least 15 minutes.
Seek medical advice.
Ingestion
Do not induce vomiting, in order to avoid the risk of aspiration into respiratory
organs.
Seek medical advice immediately.
Aspiration of liquid If aspiration into the lungs is suspected (during vomiting for example) seek
product
medical advice immediately.
00.7.3
Cooling water additives, nitrite-based
v2
Cooling water additives are toxic if swallowed. Concentrated product may cause serious
toxic symptoms, pain, giddiness and headache. Significant intake results in greyish/blue
discoloration of the skin and mucus membranes and a decrease in blood pressure. Skin
and eye contact with the undiluted product can produce intense irritation. Diluted solutions
may be moderately irritating.
NOTE
Refer to the safety information provided by the supplier of the product.
00.7.3.1
Safety precautions for handling cooling water additives
v1
Avoid contact with skin and eyes.

Keep the material away from food and drinks. Do not eat, drink or smoke while handling
it.
Keep the material in a well ventilated place with access to safety shower and eye
shower.
00-14
DBAC198528
Soak up liquid spills in absorbent material and collect solids in a container. Wash floor
with water as spillage may be slippery. Contact appropriate authorities in case of bigger
spills.
Bulk material can be land dumped at an appropriate site in accordance with local
regulations.
00.7.3.2
Personal protection equipment for cooling water additives

Respiratory protection
v3
Normally no protection is required.

Avoid exposure to product mists.
Hand protection
Wear rubber gloves (PVC or natural rubber for example).
Eye protection
Wear eye goggles.
Skin and body protection
Use protective clothing and take care to minimise splashing.

Use safety footwear when handling barrels.
00.7.3.3
First aid measures for accidents with cooling water

additives
Inhalation
v3
In the event of over exposure to spray mists, move the victim to fresh air.
Keep the victim warm and lying still. If the effects persist, seek medical advice.
Skin contact
Wash immediately with plenty of water and soap.

Remove contaminated clothing.
If irritation persists, seek medical advice.
Eye contact
Rinse immediately with plenty of clean water and seek medical advice.
If possible, keep rinsing until eye specialist has been reached.
Ingestion
Rinse the mouth with water.

Make the victim drink milk, fruit juice or water.
Do not induce vomiting without medical advice.
Immediately seek medical advice.
Never give anything to drink to an unconscious person.
00.7.4
Fly ashes and exhaust gas dust
v2
NOTE
See the safety instructions before starting to overhaul the exhaust gas system,
or engine components that have been in contact with exhaust gases.
00.7.4.1
Precautions for handling fly ashes and exhaust gas dust
v2
When handling fly ashes, exhaust gas dust or any contaminated components, observe the
following requirements and precautions:
Avoid inhaling and swallowing fly ashes and dusts. Prevent eye and skin contacts.
Avoid spreading and spilling the fly ashes and dusts to the environment.
DBAC198528
00-15
Take measures to avoid spreading the dust in the surrounding area when opening the
manholes of the exhaust gas system, especially the Selective Catalytic Reduction (SCR)
system (if included). Avoid spreading dust when handling exhaust gas system
components.
Take care that the ventilation is suitable when collecting dust arisen during the
machining and cleaning of the components.
Apply appropriate disposal instructions for flue gas dust spillage. The dust collected
from the exhaust gas system must be considered as hazardous waste. It must be
treated according to the local regulations and legislation.
00.7.4.2
Personal protection equipment for fly ashes and exhaust

gas dust
Respiratory organ
protection
Use P3 filter respirator against toxic particles.
Hand protection
Use gloves.
Eye protection
Wear goggles.
Skin and body protection
Wear covering clothes.
v4
For work inside the SCR or other places in the exhaust gas system,
where the dust concentration is high, a respiration mask with fresh
filtered compressed air supply is recommended.
Use proper protection also when machining or cleaning engine components that have been
in contact with exhaust gases.
00.7.4.3
First aid measures for fly ash and exhaust gas accidents
Inhalation of
ashes
v3
Move the victim to fresh air.

Keep the victim warm and lying still.
Give oxygen or mouth to mouth resuscitation if needed.
Seek medical advice after a significant exposure.
Skin contact
If the ash is hot, cool the skin immediately with plenty of cold water.
Wash immediately with plenty of water and soap.
Do not use solvents as it disperses the ash and may cause skin absorption.
Remove contaminated clothing.
Seek medical advice if irritation develops.
Eye contact
Rinse immediately with plenty of water for at least 15 minutes and seek medical
advice.
If possible, keep rinsing until eye specialist has been reached.
Ingestion
Rinse the mouth with water.

Do not induce vomiting as it may cause aspiration into respiratory organs.
00.7.5
Lead in bearings
v1
Lead has valuable lubricating properties and is therefore incorporated into many bearing
alloys.
00-16
DBAC198528
The bearings in Wrtsil engines contain lead and are therefore toxic. Bearings that are to
be scrapped and contain lead must be disposed of according to the local authority
regulations.
00.7.6
Fluoride rubber products
00.7.6.1
Precautions when handling fluoride rubber products
v3
Normal sealing applications

In normal sealing applications the use of fluoride rubber products does not cause any
health hazards. The products can be handled without any risk provided that normal
industrial hygiene is maintained.
When changing O-rings of valve seats

Always wear protective rubber gloves when changing the O-rings of the valve seats.
When handling the remains of burnt fluoride rubber

When handling the remains of burnt fluoride rubber, for instance, when changing O-rings
after a valve blow-by, wear impenetrable acid-proof gloves to protect the skin from the
highly corrosive remains. Appropriate glove materials are neoprene or PVC. All liquid
remains must be considered to be extremely corrosive.
The remains can be neutralized with large amounts of calcium hydroxide solution (lime
water). Used gloves must be disposed of.
Grinding dust
Dust and particles originating from grinding or abrasion (wear) of fluoride rubber may when
burned form toxic degradation products. Smoking must therefore be prohibited in areas
where fluoride rubber dust and particles are present.
In case of fire
When burned fluoride rubber can cause the formation of toxic and corrosive degradation
products, for example, hydrofluoric acid, carbonyl fluoride, carbon monoxide, and carbon
fluoride fragments of low molecular weight.
Operators handling the remains of burnt fluoride rubber must wear impenetrable acid-proof
gloves to protect the skin from the highly corrosive remains. Appropriate glove materials are
neoprene or PVC. All liquid state remains must be considered extremely corrosive.
Burning (incineration) of fluoride rubber is allowed only when approved incinerators
equipped with gas emission reduction systems are used.
Use of fluoride rubber products at temperatures above 275C (527F)

Fluoride rubber can be used in most applications (up to 275C) without any substantial
degradation or health hazard. Use or test of fluoride rubber at temperatures above 275C
must be avoided. If the material is exposed to higher temperatures, the temperature may
get out of control.
00.7.6.2
DBAC198528
Personal protection equipment for fluoride rubber products

Hand protection
Impenetrable acid-proof gloves (neoprene or PVC)
Inhalation protection
Breathing mask
v4
00-17
00.7.6.3
First aid measures for accidents with fluoride rubber

products
Inhaling
v3
Move the victim from the danger zone.

Make the victim blow his nose.
Eye contact
Rinse immediately with water.

Skin contact
Rinse immediately with water.

Put a 2 % solution of calcium gluconate gel on the exposed skin.
If calcium gluconate gel is not available, continue to rinse with water.
00-18
DBAC198528
01. Main Data, Operating Data and General Design
01.
Main Data, Operating Data and General Design
01.1
Main data for Wrtsil 34SG
v3
Cylinder bore ............................................................................................................... 340 mm

Stroke .......................................................................................................................... 400 mm
Piston displacement per cylinder .................................................................................. 36.32 l
Table 01-1 Firing order
Engine type
16V34SG
Clockwise rotation
A1-B1-A3-B3-A7-B7-A4-B4-A8-B8-A6-B6-A2-B2-A5-B5
20V34SG (without resonator)
A1B1A7B7A3B3A9B9A5B5A10B10A4B4A8B8
A2B2A6B6
20V34SG (with resonator )
A1B1A4B4A3B3A2B2A6B6A10B10A7B7A8B8
A9B9A5B5
Table 01-2 Approximate lubricating oil sump volume in the engine

Engine type
Wet sump (liters)
Between max. and min. marks

in liters/mm
16V34SG
4400
5.35
20V34SG
5200
NOTE
Use this for oil calculating, needed for the first fill of a new power plant engine.
This doesnt include oil pipes outside the engine, because they are plant
dependent.
Table 01-3 Approximate cooling water volume in the engine
Engine type
HT-water
(liters)
LT-water
(liters)
16V34SG
840
270
20V34SG
940
310
Table 01-4 Oil volume in the turning device

Turning device
LKV132
DBAC198528
liters
8.5 - 9.5
01-1
01.2
Recommended operating data
v2
Apply to normal operation at nominal speed.

Table 01-5 Temperature operating data (C)
Load
Lube oil before engine
Normal values
Alarm (stop) limits
100%
30 - 100%
60
80
Lube oil after engine
no measurement
HT water after engine
91 - 100
HT water before engine
100 (105)
5 - 8 lower
LT water before charge air cooler
28 - 38
Charge air in air receiver

Exhaust gas after cylinder
45
70
See test records
550 (580)
Exhaust gas before turbocharger

Preheating of HT water
70
Table 01-6 Pressure operating data (bar)

Normal values
Alarm (stop) limits
100%
30 - 100%
4.5
3.0 (2.0)
720 R
4.5 - 5.5
3.0 (2.0)
HT/LT water before HT/LT pump (=static)
0.7 - 1.5
Load
Lube oil before engine at a speed of 600 RPM (10.0 r/s)
HT water before engine
2.5 + static press.(x)
1.0 + static press.
LT water before charge air cooler
2.5 + static press. (x)
1.0 + static press.
Gas before engine
4,5
Compressed air
max. 30
Charge air
18
See test records
Instrument air
(x)
Normal values
Alarm (stop) limits
100%
30 - 100%
Depending on speed and installation
Table 01-7 Other operating data (bar)
Load
Opening pressure of safety valve on lube oil pump
Electronic alarm for high pressure drop over lube oil filter
01-2
6-8
0.8 - 2.0
0.8 (first) 2.0 (second

alarm)
DBAC198528
01.3
Reference conditions
v1
The reference operation conditions for the W34SG engine are mainly according to the ISO
3046-1 standard1):
Air pressure ................................................................................................... 100 kPa (1.0 bar)
Ambient temperature ........................................................................................... 298 K (25C)
Relative air humidity ........................................................................................................ 30 %
Cooling water temperature of charge air cooler .................................................. 308 K (35C)
1)With
exception for the charge air coolant. ( 25C in the ISO standard)
In case the engine power can be utilized under more difficult conditions than those
mentioned above, it will be stated in the sales documents. Otherwise, the engine
manufacturer can give advice about the correct output reduction. As a guideline additional
reduction may be calculated from the highest of the following factors:
KKNOCK = (a + b )
a = the methane number change in %, if the number is below the stated value in the sales
document.
b = 1% per C that the charge air temperature exceeds the stated value in the sales
document.
KTC = (c + d )
c = 1.7% per 100m level difference above stated value in the sales document.
d = 0.4% per C the suction air temperature exceeds the stated value in the sales
document.
KGAS = (e + f )
e = 2.5% per every kPa the gas feed pressure is below stated value in the sales document.
f = 1.5% per C the suction air temperature exceeds the stated value in the sales
document.
01.4
General engine design
v2
The engine is a turbocharged intercooled 4-stroke lean-burn gas engine.

The engine block is cast in one piece. The main bearings are hanging. The main bearing
cap is supported by two hydraulically tensioned main bearing screws and two horizontal
side screws.
The charge air receiver is cast into the engine block as well as the cooling water header.
The crankcase covers, made of light metal, seal against the engine block by means of
rubber sealing.
The lubricating oil sump is welded.
The cylinder liners are cooled only in upper part. The cooling effect is optimized to give the
correct temperature of the inner surface.
To eliminate the risk of bore polishing, the liner is provided with an anti polishing ring.
The main bearings are fully interchangeable trimetal or bimetal bearings which can be
removed by removing the main bearing cap.
The crankshaft is forged in one piece and is balanced by counterweights as required.
The connecting rods are of a three-piece design, so called "Marine type connecting rod".
The combustion forces are distributed over a maximum bearing area. The relative
movements between mating surfaces are minimized.
DBAC198528
01-3
The connecting rod is forged and machined of alloyed steel. The lower end is split
horizontally in three parts to allow removal of piston and connecting rod parts. All
connecting rod bolts are hydraulically tightened.
The big end bearings are fully interchangeable trimetal or bimetal bearings.
The pistons are fitted with a Wrtsil patented skirt lubricating system. The top ring grooves
are hardened. Cooling oil enters the cooling space through the connecting rod. The cooling
spaces are designed to give an optimal shaker effect.
The piston ring set consists of two chrome-plated compression rings and one chromeplated, spring-loaded oil scraper ring.
The cylinder head is fixed by four hydraulically tensioned screws. The head is of the double
deck design and cooling water is forced from the periphery towards the centre giving
efficient cooling in important areas.
The inlet valves are stellited and the stems are chromium-plated. The valve seat rings are
made of a special cast iron alloy and are changeable.
The exhaust valves, with stellite seats and chromium-plated stems, seal against the directly
cooled valve seat rings.
The seat rings, made of a corrosion and pitting resistant material, are changeable.
The camshafts are made up from one-cylinder pieces with integrated cams.
The turbocharger is normally located at the free end of the engine.
The charge air cooler is of a self-supported type.
The gas system consists of a main gas line providing gas to each cylinder via
precombustion valves and main gas valves.
The lubricating oil system includes a gear pump, automatic oil filter, centrifugal filter for
cleaning the back-flush oil, cooler with thermostat valve and an electrically driven
prelubricating pump.
The oil sump is dimensioned for the entire oil volume needed, and all cylinder numbers can
be run in wet sump configuration. Dry sump running is also possible.
The starting system. The air supply to the cylinders is controlled by a starting air distributor
run by the camshaft.
The instrumentation and automation is handled by the Engine Control System
01-4
DBAC198528
Fig 01-1
DBAC198528
Cross-section of Wrtsil 34SG, V-engine
W34-400101 v1
01-5
01-6
DBAC198528
02. Fuel, Lubricating Oil, Cooling Water
02.
Fuel, Lubricating Oil, Cooling Water
02.1
Fuel
v1
The engine is designed to operate on natural gas. The maximum limits of gas
characteristics for a certain engine are stated in the documentation delivered with the
engine.
02.1.1
Gas quality
v1
The Wrtsil 34SG engine is designed for running on natural gas qualities according to
the following specification:
Gas quality, maximum limits
Lower Heating Value LHV 1), min.
24 MJ/m3N
Methane number (MN)
See installation specific instructions
Methane content, CH4, min.
70 vol-%
Hydrogen sulphide, H2S
0.05 vol-%
Hydrogen, H22)
3 vol. %
Water and hydrocarbon condensates before the

engine
Not allowed
Ammonia
25 mg/m3N
Chlorines + Fluorines
50 mg/m3N
Particles or solids content *)
50 mg/m3N
Particles or solids size *)
5 m
Gas inlet temperature
0 - 50C
*) Content of gas in engine inlet

1) Lower Heating Value corresponds to the energy content of the gas. If the LHV is lower
than specified above, the engine output has to be adjusted or a higher gas pressure to the
engine is needed.
Methane Number is a scale for evaluation of the knock resistance of the fuel. A higher
number means better knock resistance. If the components of the fuel gas are known, the
methane number can be calculated. Heavier hydrocarbons as ethane, propane and butane
will lower the methane number.
If the methane number does not match the requirements, the engine should be derated
according to special instructions.
Carbon dioxide and nitrogen will increase the methane number.
2) Hydrogen contents above 3 vol-% must be agreed on case by case basis.
Hydrogen sulphide H2S may cause corrosion on the gas handling equipment.
Particles can be the reason for improper sealing and function of the gas handling
equipment. The gas regulating unit should contain a suitable filter.
DBAC198528
02-1
NOTE
During dismantling and assembly of the gas components, special care should
be taken in order to avoid foreign particles entering the gas system.
02.2
Lubricating oil
02.2.1
System oil characteristics
v1
Viscosity. Viscosity class SAE 40.

Viscosity index (VI). Min. 95
Alkalinity (BN). Lubricants with a BN of 4 - 7 mg KOH/g have to be used.
Sulphated ash level. The content of sulphated ash in gas engine lubricants is a very
important property. Too high ash content can cause preignition, knocking and spark plug
fouling, while too low ash content can lead to increased valve wear. Low ash lubricants with
sulphated ash level of max. 0.6 w-% have to be used.
Additives. The oils should contain additives that give good oxidation stability, corrosion
protection, load carrying capacity, neutralization of acid combustion and oxidation residues,
and should prevent deposit formation on internal engine parts (piston cooling gallery, piston
ring zone and bearing surfaces in particular).
Foaming characteristics. Fresh lubricating oil should meet the following limits for foaming
tendency and stability (according to the ASTM D 892-92 test method):
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
In this test a certain amount of air is blown through the lubricating oil sample. The first
number in the results is the foam volume after a blowing period of 5 minutes and should be
less than or equal to 100 ml. The second number is the foam volume after a settling period
of 10 minutes and should always be 0 ml.
Sequences I and III are performed at a temperature of 24C and sequence II at a
temperature of 93.5C.
Base oils. Use of virgin base oils is only allowed, i.e. recycled or refined base oils are not
allowed.
02.2.2
Lubricating oil qualities
v1
Lubricating oil is an integrated engine component and thus the quality of it is upmost
important. All lubricating oils, which have been approved for use in Wrtsil 34SG engine
type, have gone through an approval test according to the engine manufacturer's
procedure.
The use of approved lubricating oil qualities during the warranty period is mandatory and is
also strongly recommended after the warranty period.
The list of approved lubricating oils can be found in the end of this chapter.
NOTE
Before using a lubricating oil not listed in the table, the engine manufacturer
must be contacted. Lubricating oils that are not approved have to be tested
according to the engine manufacturer's procedure!
02-2
DBAC198528
NOTE
Never blend different oil brands unless approved by the oil supplier and during
the warranty period, by the engine manufacturer.
DBAC198528
02-3
02.2.3
Maintenance and control of the lubricating oil
v6
Prerequisites
1 In engines running on residual fuel, the use of lubricating oil separator is required. In
engines running on distillate fuel or natural gas, it is optional. Continuous centrifuging of
engine oil is recommended to separate water and insolubles effectively from the oil.
Typically, the recommended separation temperature to achieve an effective result is 95
C which is the temperature that is also used by separator manufacturers when
calculating optimum flow rate. Check with the supplier of your lubricating oil what the
optimal temperature is, and use the highest recommended temperature. With older
design separators, about 20% flow rate calculated from the rated capacity is
recommended. With newer Alfa Laval SA/SU series and Westfalia OSD series lubricating
oil separators, use the flow rate mentioned in the sizing tables. To achieve an optimum
separation result, the separator shall be capable of passing the entire oil volume in
circulation 4 - 5 times every 24 hour at the recommended flow rate. In separators
equipped with a gravity disc, it shall be chosen according to lubricating oil density at the
separation temperature. Ensure also that separators conditioning water is not leaking to
lubricating oil during separation leading to increased water content in lubricating oil and
possibly to depletion of additives ("washing"). Follow the operation instructions given by
the separator manufacturer for optimal performance of the separator.
02-4
DBAC198528
2 During the first year of operation: Take samples of the lubricating oil at 500 operating
hours intervals. The sample should be sent to the oil supplier for analysis. On the basis
of the results it is possible to determine suitable intervals between oil changes. Frequent
oil analysis at 500 - 1000 operating hours intervals is also recommended after the first
year of operation to ensure safe engine operation. To be representative of the oil in
circulation, the sample should be taken with the engine in operation at the sampling
cock located immediately after the oil filter on the engine, in a clean container holding
0.75 - 1 litre. Take samples before, not after adding new oil to compensate for
consumption. Before filling the container, rinse it with the oil from which the sample is to
be taken. To make a complete assessment of the condition of the oil in service, the
following details should be furnished with the sample: Installation, engine number, oil
brand, engine operating hours, number of hours the oil has been in use, where in the
system sample was drawn, type of fuel, any special remarks. Oil samples with no
information except installation and engine number are close to valueless. When
estimating the condition of the used oil, the following properties should be observed.
Compare with guidance values (type analysis) for new oil of the brand used.
Viscosity. Should not decrease by more than 20 % and not rise by more than 25 %
above the guidance value at 100C.
Should not decrease by more than 25 % and not rise by more than 50 % above the
guidance value at 40C.
Water content. Should not exceed 0.3 %. A value higher than 0.3% can not be
accepted for longer periods, but measures must be taken; either centrifuging or oil
change.
BN (Base Number). The minimum allowable BN value of a used oil is 50 % of the
nominal value of a new oil.
TAN (Total Acid Number). Should not increase by more than 2.5 mg KOH/g compared
to nominal value of a new oil.
Insolubles. The quantity allowed depends on various factors. The oil supplier's
recommendations should be followed. However, an n-Pentane insoluble value above
0.5 w-% calls for attention. A value higher than 1.0 w-% cannot be accepted for longer
periods.
Nitration and oxidation. If nitration level exceeds 20 Abs/cm and/or oxidation level
exceeds 25 Abs/cm, oil must be changed.
In general it can be said that the changes in the analysis give a better basis of estimation
than the absolute value. Fast and great changes may indicate abnormal operation of the
engine or of a system.
3 Compensate for oil consumption. Add maximum 10 % new oil at a time. Adding larger
quantities can disturb the balance of the used oil causing, for example, precipitation of
insolubles. Measure and record the quantity added. Attention to the lubricating oil
consumption may give valuable information about the engine condition. A continuous
increase may indicate that piston rings, pistons and cylinder liners are getting worn, and
a sudden increase motivates pulling the pistons, if no other reason is found.
4 Guidance values for oil change intervals. See chapter 04. Intervals between changes
are influenced by system size (oil volume), operating conditions, fuel quality and total oil
consumption.
When changing oil the following procedure is recommended:
Procedure
DBAC198528
Empty the oil system while the oil is still hot.

Make sure that oil filters and coolers are also emptied.
Clean all oil spaces.
02-5
Use a high-quality fibre-free and lint-free cloth. Clean also the filters and camshaft
compartment. Insert new filter cartridges.
02.2.4
Fill a small quantity of new oil in the oil sump.

Circulate the oil with the prelubricating pump. Drain.
Fill the required quantity of oil in the system.

See section 01.1. Oil samples taken at regular intervals analyzed by the oil supplier, and the
analysis results plotted as a function of operating hours is an efficient way of predicting oil
change intervals. Send or ask the oil supplier to send copies of oil analyses to the engine
manufacturer who will then assist in the evaluation.
Lubricating oils for turbochargers
v6
Please note that different types of turbochargers can be used for the engine. The chargers
has a common lubricating oil system with the engine. See also the attached manufacturers
instruction for the turbocharger.
02.2.5
Lubricating oils for engine turning device
v1
It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40 C=ISO VG 460 as

lubricating oils for the turning device. The list of lubricating oils for the engine turning device
approved by the turning device manufacturer can be found in the end of this chapter.
02.3
Cooling water
v1
In order to prevent corrosion, scale deposits or other deposits in closed circulating water
systems, the water must be treated with additives.
Before treatment, the water must be limpid and meet the specification found in the end of
this chapter. Further, the use of an approved cooling water additive or treatment system is
mandatory.
CAUTION
Distilled water without additives absorbs carbon dioxide from the air, which
involves great risk of corrosion.
Sea water will cause severe corrosion and deposit formation even if supplied to the system
in small amounts.
Rain water has a high oxygen and carbon dioxide content; great risk of corrosion;
unsuitable as cooling water.
If risk of frost occurs, please contact the engine manufacturer for use of anti-freeze
chemicals.
Fresh water generated by a reverse osmosis plant often has a high chloride content (higher
than the permitted 80 mg/l) causing corrosion.
CAUTION
The use of glycol in the cooling water is not recommended, if it is not necessary.
Since glycol alone does not protect the engine against corrosion, additionally an
approved cooling water additive must always be used!
02-6
DBAC198528
02.3.1
Additives
v1
As additives, use products from well-known and reliable suppliers with vast distribution
nets. Follow thoroughly the instructions of the supplier.
NOTE
The use of emulsion oils, phosphates and borates (sole) is not accepted!
In an emergency, if compounded additives are not available, treat the cooling water with
sodium nitrite (NaNO2) in portions of 5 kg/m3. To obtain a pH value of 9, add caustic soda
(NaOH), if necessary.
NOTE
Sodium nitrite is toxic.
Corrosion rate
X ppm
Nitrite Concentration
To give full protection, the nitrite level should be kept above X ppm. The actual
concentration is additive supplier dependent. A permanent lower level will lead to an
accelerated corrosion rate.
Fig 02-1
Corrosion rate as a function of nitrite concentration
W34-320260 v1
Nitrite based cooling water additives are so called anodic inhibitors and require proper
dosing and maintenance in order to serve as intended. The nitrite of the additive is as such
a salt and it will increase the conductivity of the water. The conductivity is on the other hand
one of the main parameters affecting the corrosion rate once a corrosion process gets
started, the higher the conductivity the higher the corrosion rate.
DBAC198528
02-7
If the conditions (nitrite level, chlorides, pH, etc.) in the systems are such that the nitrite
based additive is no longer able to protect the entire surface of the system there may occur
a rapid, local corrosion in the areas that are not protected. The corrosion rate at the
attacked areas will even be much greater than it would be with no additive at all present in
the system, see schematic graph of the corrosion rate as a function of the nitrite dosage in
Fig 02-1. Observe that the position of the curve peak on the x-axis (= dangerous condition
for corrosion) is not stable, but will shift depending on temperature, pH, chlorides &
sulphates contents, etc. in the cooling water.
The table below shows examples of the most common cooling water additive types.
Summary of the most common cooling water additives
02.3.2
Additive
Advantages
Disadvantages
Sodium
nitrite
- good efficiency, if dosage

is controlled carefully
- small active quantities,
0.5 % by mass
- cheap
- suitable as additive except in air cooled heat

exchangers with large soft solder surfaces
- toxic
- risk of spot corrosion when too low concentration
Nitrite
+
borate
- no increased risk of
corrosion at over doses
- innocuous for the skin
- tendency to attack zinc coverings and soft

solderings
- toxic: lethal dosage 3 - 4 g solid nitrite
- risk of spot corrosion when too low concentration
Sodium
silicate
- not toxic
- harmless to handle
- not active when water velocity exceeds 2 m/s

- commercial products very expensive
- increased risk of corrosion when too low
concentration; spot corrosion
- limited suitability
Sodium
molybdate
- not toxic
- harmless to handle
- more expensive than toxic additives

- increased risk of corrosion, if unsufficently dosed
- can cause deposit formation (molybdates can
collect to ferrous sulphates)
Organic and
inorcanic
synergistic
based
- not toxic
- more expensive than sodium nitrite and molybdate

based additives
- big active quantitives by mass
Treatment
v1
When changing the additive or when entering an additive into a system where untreated
water has been used, the complete system must be cleaned (chemically) and rinsed before
fresh treated water is poured into the system. If, against our recommendations, an emulsion
oil has been used, the complete system must be absolutely cleaned of oil and greasy
deposits.
Evaporated water should be compensated by untreated water; if treated water is used the
content of additives may gradually become too high. To compensate for leakage or other
losses, add treated water.
In connection with maintenance work calling for drainage of the water system, take care of
and reuse the treated water.
The list of approved cooling water additives and treatment systems can be found in the end
of this chapter.
02-8
DBAC198528
NOTE
Ask the supplier of the treatment product for instructions about treatment
procedure, dosage and concentration control.
Most suppliers will provide a test kit for the concentration control. Additionally a frequent
laboratory analysis of cooling water at 3 months interval is recommended to ensure safe
engine operation.
DBAC198528
02-9
02-10
DBAC198528
02B. Requirements and oil quality
02B.
Requirements and oil quality
02B.1
Lubricating oil requirements and quality for

Wrtsil 34SG engines
v1
Viscosity
Viscosity class SAE 40
Viscosity Index (VI)
Min. 95
Alkalinity (BN)
Lubricating oils with BN of 4-7 mg KOH/g have to be used.
Sulphated ash level
The content of sulphated ash in gas engine lubricating oils is a very important property. Too
high ash content can cause preignition, knocking and spark plug fouling, while too low ash
content can lead to increased valve wear. Low ash lubricating oils with sulphated ash level
of max. 0.6 % m/m have to be used.
Additives
The oils should contain additives that give good oxidation stability, corrosion protection,
load carrying capacity, neutralization of acid combustion and oxidation residues and should
prevent deposit formation on internal engine parts.
Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming tendency and stability,
according to the ASTM D 892-92 test method:
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
Base oils
Use of virgin base stocks is only allowed, i.e. recycled or re-refined base oils are not
allowed.
02B.2
Condemning limits for used lubricating oil
v1
When estimating the condition of used lubricating oil, the following properties along with the
corresponding limit values must be noted. If the limits are exceeded, measures must be
taken. Compare also with guidance values for fresh lubricating of the brand used.
Property
Unit
Limit
Test method
Viscosity
cSt at 40 C
max. 50% increase
ASTM D 445
Viscosity
cSt at 100 C
max. 25% increase
ASTM D 445
Water
% V/V
max. 0.30
ASTM D 95 or D 1744
Base Number
mg KOH/g
max. 50% depletion
ASTM D 2896
DBAC198528
02B-1
02B.3
Property
Unit
Limit
Test method
Total Acid Number
mg KOH/g
max. 2.5 mg KOH/g

increase
ASTM D 664
Insolubles
% m/m in n-pentane
max. 1.0
ASTM D 893b
Oxidation
Abs/cm
max. 25
IR
Nitration
Abs/cm
max. 20
IR
Approved lubricating oil qualities for Wrtsil 34SG v2

Natural gas operation
Table
02B-1
Lubricating oil qualities
Supplier
Brand name
Viscosity
BN
Sulphated ASH
(% m/m)
BP
Energas NGL
SAE 40
4.5
0.45
Castrol
Duratec L
SAE 40
4.5
0.45
Chevron (Texaco)
Geotex LA
SAE 40
5.2
0.45
HDAX 5200 Low Ash

(ex- HDAX Low Ash Gas
Engine Oil SAE 40)
SAE 40
4.2
0.50
Pegasus 705
SAE 40
5.3
0.49
Pegasus 805
SAE 40
6.2
0.50
Pegasus 905 *)
SAE 40
6.2
0.49
Pegasus 1005 *)
SAE 40
5.0
0.50
Pegasus 1 *)
SAE 40
6.5
0.49
Idemitsu Kosan
Co. Ltd.
Apolloil GHP 40L *)
SAE 40
4.7
0.45
Petro-Canada
Sentron 445 *)
SAE 40
4.7
0.40
Sentron LD 5000 *)
SAE 40
4.9
0.57
Petrogal
Galp GN 4005
SAE 40
5.2
0.45
Shell
Mysella LA 40
Mysella XL 40 *)
SAE 40
SAE 40
5.2
4.5
0.45
0.50
Total
Nateria X 405 *)
SAE 40
5.2
0.45
ExxonMobil
*) Lubricating oils manufactured from API Group II or IV base oils may offer longer change
intervals and better cleanliness of exhaust gas boiler / economizer compared to lubricating
oils manufactured from API Group I base oils.
Use of non-approved lubricating oils:
Before using a lubricating oil not listed in the table above, the engine manufacturer must be
contacted. Lubricating oils that are not approved have to be tested according to engine
manufacturers procedure.
If unapproved lubricating oils are used during the engine warranty period without an
agreement with the engine manufacturer about testing, the engine guarantee does not hold.
02B-2
DBAC198528
02B.4
Approved lubricating oils for engine turning device
v2
It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40 C = ISO VG 460 as

lubricating oils for turning device.
Table
02B-2
DBAC198528
Lubricating oils for engine turning device
Supplier
Brand name
Viscosity
cSt at 40 C
Viscosity
cSt at 100 C
Viscosity
index (VI)
BP
Energol GR-XP 460
460
30.5
95
Castrol
Alpha SP 460
460
30.5
95
Chevron
(Texaco)
Meropa 460
460
31.6
100
ENI S.p.A.
Blasia 320
300
23.0
95
ExxonMobil
Mobilgear 600 XP 460
460
30.6
96
Mobilgear 634
437
27.8
96
Fuchs
Renolin CLP 460
460
30.4
95
Shell
Omala S2 G 460
460
30.8
97
Total /
Lubmarine
Carter EP 460
470
30.3
93
02B-3
02B-4
DBAC198528
02C. Raw water quality
02C.
Raw water quality
02C.1
Raw water quality and approved cooling water

additives
v11
Revision: e
Document No: 4V92A0765
FOR WRTSIL34SG ENGINE TYPES
Raw water quality requirements
02C.2
v5
Raw water for the closed cooling water circuits of engines has to meet the following
specification:
Property
Limit
pH
min. 6,5
Hardness
max. 10 dH
Chlorides
max. 80 mg/l
Sulphates
max. 150 mg/l
For raw water, evaporated water and a good quality tap water are normally suitable.
Distilled (evaporated) water without additives absorbs carbon dioxide from air creating a
high risk of corrosion. Fresh water generated by a reverse osmosis plant often has a higher
chloride content than specified above. However, if the quality requirement is fulfilled, it can
be used as well. Sea water causes severe corrosion and deposit formation, even if supplied
to the system in small amounts and cannot be used. Rain water is neither suitable as
cooling water, because of high carbon dioxide and oxygen contents resulting in a high risk
of corrosion.
Approved cooling water additives
02C.3
Table
02C-1
v7
Approved cooling water additives
Manufacturer
Additive name
Additive type
Alm International S.A.

76 rue du Bourg Voisin
21140 Semur En Auxois
France
Diaprosim RD11 (RD11M)
Sodium nitrite
S.A. Arteco N.V.

Technologiepark-Zwijnaarde 2
B-9052 Ghent/Zwijnaarde, Belgium
Havoline XLi
Organic Acid Technology
Ashland Specialty Chemical

Drew Industrial
One Drew Plaza
Boonton, NJ 07005, USA
Drewgard 4109
Sodium nitrite + borate
DBAC198528
02C-1
Manufacturer
Additive name
Additive type
Ashland Specialty Chemical

Drew Marine
One Drew Plaza
Boonton, NJ 07005, USA
DEWT-NC powder
Liquidewt
Maxigard

Chevron Global Lubricants

6101 Bollinger Canyon Road
San Ramon, CA 94583, USA
Havoline XLi
GE Water and Process Technologies

Interleuvenlaan 25
B-3001 Heverlee, Belgium
CorrShield NT 4293
GE Water and Process Technologies

4636 Somerton Road
Trevose, PA 19053, USA
CorrShield NT 4200
Korves Oy
Skkitie 13
40320 Jyvskyl
Finland
Pekar J
Kuwait Petroleum (Danmark) AS

Hummetoftveij 49
DK-2830 Virum, Denmark
Q8 Corrosion Inhibitor
Long-Life
Maritech AB
PO Box 143
S-29122 Kristianstad, Sweden
Marisol CW
Nalco Chemical Company

One Nalco Centre
Naperville, Illinois
60566-1024 USA
Trac 102 (ex-Nalcool 2000)
Nalfleet Marine Chemicals

PO Box 11
Winnington Avenue, Northwich
Cheshire, CW8 4DX, UK
Trac 102 (ex-Nalcool 2000)

Nalfleet EWT 9-108

Sodium nitrite
Suomen KL-Lmp Oy
Keisarinviitta 22
33960, Pirkkala, Finland
Korrostop KV
Sodium molybdate
Total
Diamant B, 16, rue de la Rpublique
92922 Paris La Dfense Cedex,
France
WT Supra
Unitor Chemicals AS
P.O. Box 300 Skyen
N-0212 Oslo, Norway
Dieselguard NB
Rocor NB liquid
Cooltreat AL

Vecom International B.V.

Mozartlaan 3
3144 AA Maassluis
The Netherlands
Cooltreat NCLT (ex-Vecom CWT Diesel Sodium nitrite + borate

QC-2)
NOTE
To prevent corrosion in the cooling water system, follow the instructions about
right dosage and concentration of active corrosion inhibitors. The recommended
minimum and maximum limits are listed for many products.
02C-2
DBAC198528
Table
02C-2
Concentration of active corrosion inhibitors of system capacity
Product designation
Dosage per 1 m of system

capacity
Concentration of active corrosion

inhibitor
Diaprosim RD11 (RD11M)
5 kg
1250 ppm as NO2
Corrshield NT 4293
10 litres
670-1000 ppm as NO2
CorrShield NT 4200
10 litres
670-1000 ppm as NO2
DEWT-NC powder
3-4.5 kg
1500-2250 ppm as NO2
Drewgard 4109
16-30 litres
640-1200 ppm as NO2
Liquidewt
8-12 litres
470-700 ppm as NO2
Maxigard
16-30 litres
640-1200 ppm as NO2
Pekar J
20 litres
30 ppm as Mo
Q8 Corrosion Inhibitor
Long-Life
50-100 litres
1.8-3.7 [1]
Maricol CW
6-9 litres
1000-1500 ppm as NO2
Trac 102
(ex-Nalcool 2000)
32-48 litres
1000-1500 ppm as NO2
Nalfleet EWT 9 - 108
2.25-3.4 litres
670-1000 ppm as NO2
Korrostop KV
20-25 litres
120-150 ppm as Mo
Havoline XLi
50-100 litres
1.8-3.7
WT Supra
50-100 litres
1.8-3.7
Dieselguard NB
2.0-4.8 kg
1000-2400 ppm as NO2
Rocor NB Liquid
9.5-24 litres
1000-2400 ppm as NO2
Cooltreat AL
50-100 litres
1.8-3.7
Cooltreat NCLT
(ex-Vecom CWT Diesel QC-2)
6-10 litres
1500-2500 ppm as NO2
[1]
Brix of active compounds measured with a suppliers refractometer
NOTE
Since the amount of active corrosion inhibitors, especially nitrites, decreases
during service, the engine manufacturer recommends to start the dosage from
the upper level of indicated range.
CAUTION
The nitrite content of nitrite-based cooling water additives tends to decrease in
use. The risk of local corrosion increases substantially when nitrite content goes
below the recommended limit.
NOTE
Cooling water additive manufacturers can indicate the required nitrite content
measured either as sodium nitrite, NaNO2 or as nitrite, NO2. 1 mg/l as NO2 is
equivalent to 1.5 mg/l as NaNO2.
DBAC198528
02C-3
02C.4
Use of glycol
v3
If a freezing risk exists, glycol needs to be added to cooling water. Since glycol alone does
not protect the engine and cooling water system against corrosion, an approved cooling
water additive must also be used. All approved cooling water additives are compatible with
glycol.
Ready-to-use mixtures containing both glycol and corrosion inhibitors are not permitted
since the concentration of each component cannot be individually optimized. Usually, if the
inhibitor concentration is correct, the glycol concentration will be unnecessarily high. No
reduction in the glycol concentration is possible without increasing the risk of corrosion.
The amount of glycol in a closed cooling water systems should always be minimized since
glycol adversely affects the heat transfer properties of water. Therefore it may be necessary
to de-rate the engine if glycol is used; see document DAAE062266 for more information.
Two types of glycol are available: monopropylene glycol (MPG) and monoethyleneglycol
(MEG). So called industrial qualities of both glycol types can be used, but MPG is
considered to be less harmful to the environment.
02C-4
DBAC198528
03. Start, Stop and Operation
03.
Start, Stop and Operation
03.1
Turning of crankshaft
v1
Turning is performed by means of an electrically driven turning device built on the engine.
03.1.1
Electrically driven turning device
v5
The turning device consists of an electric motor which drives the turning gear through a
gear drive and a worm gear. There is a control box available, including a cable, which
allows the turning to be accomplished from any position near the engine. The turning speed
is about 4.8 RPM.
The engaging and disengaging of the turning gear is made by the lever (1). The turning gear
is spring-loaded outwards in order to prevent it from meshing with the flywheel when out of
operation.
The turning device is provided with a start blocking valve which prevents starting in case
the turning gear is meshing. See .
For careful adjustment of the crankshaft position there is a hand wheel (2) with which it is
possible to perform manual turning.
1
3
5
6
2
4
1. Lever 2.Hand wheel 3.Vent hole 4. Drain hole 5.Filling hole 6.Gauge glass
Fig 03-1
DBAC198528
W34-320354 v1
03-1
03.2
Start
v1
Before starting the engine, check that:

the lubricating oil level is correct
the fuel system is in running order (correct pressure)
both cooling water system circuits, LT and HT water circuit, are in running order (correct
pressures, circulating water preheated and pre-circulated sufficiently to heat the engine)
the starting air pressure is 20 bar (normally, 15 bar is still sufficient to start the engine)
the starting air system is drained of condensate
the drain pipe of the air cooler casing is open, no leakage.All covers and protecting
shields are to be mounted before starting the engine. Covers should be removed
occasionally only for measurements and checks, and they must be immediately
mounted again.Before starting the engine, ensure that possible maintenance and service
operations have been finished and that all persons have left the engine room, boiler
room and other risk areas.
NOTE
Never leave the engine running when covers are removed.
NOTE
Avoid running the engine on low loads. Misfiring may cause unburned gas
entering the exhaust system and can result in a gas explosion in the exhaust
system.
03.2.1
Starting manually
v6
Prerequisites
Before the engine control system activates a start request, the engine must be ready for
start. The engine modes and the conditions, that must be fulfilled to get the engine ready
for start are explained, see Instrumentation and Automation.
Procedure
03-2
Start the prelubricating oil pump to obtain a lubricating oil pressure, above 0.5 bar.
Open the valve in the starting air supply system and drain condensate via the blow-off
valve.
Close the blow-off valve when there is no more condensate.
Open the starting air valve, shut the blow-off valve when there is no more condensate.
Push the start button to initiate the start sequence.
The engine control system performs engine and exhaust pipe ventilation as well as
gas system tightness checks before the start command is executed.
DBAC198528
NOTE
Restart of the engine is possible after the ventilation sequence of the exhaust
system is finished. The exhaust system is equipped with automatic ventilation
and it will stay open for a while (see installation documentation) after the stop.
During this time the start will be blocked.
NOTE
Despite the safety system, there is a risk of gas explosion. To avoid possible
accidents, no-one should remain in the engine room and boiler/silencer room
during an engine start.
6
Check immediately after start that the pressure and temperature values are normal.
Check that all the cylinders are firing.

If the cylinders are not firing, the engine must be stopped and the misfiring cylinders must
be checked.
03.2.2
Automatic start
v1
See installation specific documentation.
03.3
Stop
03.3.1
Manual stop
v3
Procedure
1
Before stopping, idling of engines with built-in cooling water pumps is not allowed.
Before stopping, idling of engines with separate cooling water pumps is not allowed. Keep
running the water pump for 5 minute even after the engine has stopped.
03.3.2
Stop the engine by pushing the stop button.

Normally when the stop order is given the engine starts to decrease the load automatically
and when the load is near zero the engine stops. The time of slowing down offers a good
opportunity to detect possible disturbing sounds.
General
v2
NOTE
Engine automation is running post-lubricating procedure directly after engine
stop for four times with an interval of 20 minutes with 10 minutes break in
between.
CAUTION
When overhauling the engine, make absolutely sure that the automatic start and
the priming pump are disconnected. Make also sure that the starting air shut-off
valve located before main starting valve is closed. Otherwise it might cause
engine damage and/or personal injury.
DBAC198528
03-3
The lubricating oil system on a stopped engine should be filled with oil every second day by
priming the engine. At the same time, turn the crankshaft into a new position. This reduces
the risk of corrosion on journals and bearings when the engine is exposed to vibrations.
Normal operation supervision
03.4
v1
If an alarm limit is reached and an alarm is activated, the engine situation is already serious.
All necessary countermeasures must be taken to remove this emergency condition and
return to normal operating conditions. As the abnormal operating situation may cause
damages to the engine, all efforts must be put into returning to the normal operating
situation instead of just waiting for an automatic shut down of the engine.
03.4.1
Every second day or after every 50 running hours
v7
Procedure
1
Read all temperatures and pressures and, at the same time, the load of the engine.
All temperatures are more or less dependent on the load, and the lubricating oil, cooling
water pressures (built-on pumps) are dependent on the speed. Therefore, always compare
the values read with those at corresponding load and speed in the Acceptance Test
Records and curves.
Guidance values are stated in section 01.1.
The charge air temperature should, in principle, be as low as possible at loads higher than
60 %, however, not so low that condensation occurs, see Fig 03-2.
03-4
Check the indicator for pressure drop over gas filters.

When the pressure drop over the filters increases, the gas feed pressure to the engine
might become too low and the output of the engine must be decreased. Too high of a
pressure drop may also result in deformation of filter cartridges.
Check the indicator for pressure drop over the lubricating oil filter.
Too large of a pressure drop indicates clogged filter candles, which results in reduced oil
filtration when the by-pass valve is open. Reduced oil filtration results in increased wear.
Inspect and clean/change the filter candles.
Check the oil level in the oil sump/oil tank.

Estimate the appearance and consistency of the oil. A simple control of the water content:
A drop of oil on a hot surface (about 150C), e.g. a hot-plate. If the drop keeps "quiet", it
does not contain water; if it "frizzles" it contains water. Compensate for oil consumption by
adding max. 10 % fresh oil at a time.
Check the ventilation (de-aerating) of the engine cooling water system.

Check that the leakage from the telltale hole of the cooling water pumps are normal (slight).
Check that the drain pipes of the air coolers are open.
Check that the telltale holes of the oil coolers and the cooling water coolers are open.
Clean the compressor side of the turbocharger by injecting water.

See the instruction manual of the turbocharger.
DBAC198528
Amb air temperature C
60
f=40
50
f=60
f=80
f=100
40
30
f=Relative humidity %
20
10
0
10
P=Air manifold pressure

bar abs
Water dewpoint C
20
30
40
50
60
70
P=4,5
P=2,5
P=1,5
.01 .02 .03 .04 .05 .06 .07 .08 .09

Water content
Fig 03-2
P=3,5
(kg water/kg dry air)
Condensation in charge air coolers
W34-320352 v2
Example: If the ambient air temperature is 35C and the relative humidity is 80 % the water
content in the air can be read from the diagram (0.029 kg water/kg dry air). If the air
manifold pressure (receiver pressure) under these conditions is 2.5 bar, i.e. absolute air
pressure in the air manifold is abt. 3.5 bar (ambient pressure + air manifold pressure), the
dew point will be 55C ( from diag.). If the air temperature in the air manifold is only 45C,
the air can only contain 0.018 kg/kg (from diag.). The difference, 0.011 kg/kg (0.029-0.018)
will appear as condensed water.
Once a month or after every 500 running hours
03.4.2
v3
Procedure
1
Check content of additives in the circulating water
If the engine is running on diesel mode, clean the turbine side of the turbocharger.
NOTE
Turbine side cleaning is not necessary when running engine on gas mode.
DBAC198528
03-5
03.4.3
In connection with maintenance work
v5
Procedure
1
Record the following steps and the running hours in the engine log.
lubricating oil sampling (record also operating time of oil). Lubricating oil analyses
without statement of operating time is of limited value ("go - no go" only)
lubricating oil changes
cleaning of centrifugal lubricating oil filters
inspection, cleaning/change of the lubricating oil filter candles
inspection, cleaning/change of the gas filter
change of parts in connection with maintenance according to chapter 04.
Disconnect the electronic equipment according to the instructions in section 00

Welding safety, if any welding is performed on the engine.
Keep the return connection near the welding point.
NOTE
Welding may, if incorrectly performed, cause serious injury on the electronic
engine control system.
General
03.4.4
v3
Procedure
1
There is no automatic supervision or control arrangement that can replace an

experienced engineer's observations.
Observe the operating parameters of engine carefully.
Strong gas blow-by past the pistons is one of the most dangerous things that can
occur in an engine.
If gas blow-by is suspected, check the crankcase pressure. If the pressure exceeds 300Pa
(30 mm H2O), check the crankcase venting system, if in order, pull the pistons!
03.5
Start after a prolonged stop (more than 8 h)
03.5.1
Manual start
v3
Procedure
1
Check
the lubricating oil level
the cooling water level in the expansion tank
the raw water supply to heat exchangers
the starting air pressure
03-6
Observe all points in section 03.2.1.
DBAC198528
03.6
Start after overhaul
v7
Procedure
1
Check gas system for leakage.
Check the cooling water system for leakage.

Check especially the lower part of the cylinder liners, the oil cooler and the charge air cooler
for leakage.
Check/adjust the valve clearances.

If the camshaft or its driving mechanism have been touched, check the valve timing of one
cylinder, at least (on each cylinder bank in a V-engine). Guidance values, see section 06.2.
Check also encoder position at camshaft end.
Start the priming pump.

Check that lubricating oil appears from all bearings and lubricating nozzles, from the piston
cooling oil outlet and from the valve mechanism. Check that there is no leakage from the
pipe connections inside or outside the engine.
NOTE
Observe that the crankshaft has to be turned in order to get oil through all
connecting rods.
5
Rags or tools left in the crankcase, untensioned or unlocked screws or nuts (those
which are to be locked), worn-out self-locking nuts, may cause total breakdown.
Well cleaned oil spaces (oil sump and camshaft spaces) save the oil pump and oil filter.
See the instructions in section 03.2 and section 03.5.1 when starting.
Supervising operation after overhaul
03.7
v3
Procedure
1
At the first start, listen carefully for possible jarring sounds.
CAUTION
If you suspect anything, stop the engine immediately.
Otherwise, stop the engine after idling for one minute at normal speed.
2
Check the condition of the stopped engine.

a Check the temperature of the main and big end bearing.
b Check the temperature of all other bearings which have been opened.
If everything is in order, restart the engine.
Check that there is no leakage of gas, water, or lubricating oil.
NOTE
Check the fuel and gas lines.
DBAC198528
03-7
Check the condition of the running engine.

Check pressures and temperatures.
Check the automatic alarm and stop devices.
Check the pressure drop over the gas filter and lubricating oil filter.
Check the oil level in the oil sump/oil tank. Estimate the condition of the oil.
Check the ventilation (de-aerating) of the engine cooling water system.
Check the telltale holes of the coolers.
Check the content of additives in the cooling water.
Listen for jarring sounds.
Check the crankcase pressure.
Check the starting air pipes.
Running-in
03.8
v1
Prerequisites
The running-in of a new engine must be performed according to programme in Fig 03-3. It
is also recommended that running-in procedure is performed after following maintenance
jobs.
Procedure
1
After changing piston rings, pistons or cylinder liners, after honing of cylinder liners,
follow programme in Fig 03-3 as closely as possible. If the programme cannot be followed,
do not load the engine fully for at least 10 h.
NOTE
Avoid "running-in" at continuous and constant low load!
The important thing is to vary the load several times. The ring groove will have a different
tilting angle at each load stage, and consequently the piston ring a different contact line to
the cylinder liner.
03-8
DBAC198528
Engine
load %
100
90
80
70
60
50
40
30
20
10
0
After piston overhaul

After change of piston rings, pistons or cylinder liners,
after honing cylinder liners
03.9
A
B
Fig 03-3
1
2
3
4
5
6
7h
Operating hours
Stop. Check big end bearing temperatures
End of running-in programme. Engine may be put on normal mode
Running-in programme
W34-320357 v2
Maintaining the turning device
v4
The turning device needs no other maintenance than change of the gearbox lubricating oil
once during the first year of operation. Approved lubricating oils, see Lubricating oils for
engine turning device. After that, the oil should be changed according Maintenance
schedule.
1
2
3
4
5
6
7
1
2
3
4
Lever for turning gear, engaged

Vent hole
Filling hole
Gauge glass
Fig 03-4
DBAC198528
5
6
7
8
Grease nipple
Lever for turning gear, disengaged
Hand wheel
Drain hole
WS-32-320354 v2
03-9
Procedure
1
Check that the vent hole (2), is open.
Drain old oil, preferably when warm, through the drain hole (8).
Rinse the gear box with clean, thin oil.
Fill the gear box with oil.

Fill the oil, through the filling hole (3), until the oil level reaches the level gauge glass (4).
NOTE
Maintain the utmost cleanliness.
03-10
Close the oil holes and drive the turning device a few revolutions.
Check the oil level and fill if necessary.
Grease the drive shaft through the grease nipple (5).
DBAC198528
03A.
03A. General safety information for natural gas
General safety information for natural gas

Doc id: WDAAA247714 a
Date: 20-Nov-2003
This Wrtsil lean-burn gas engine safety manual gives general information on natural gas
properties and hazards of using it together with a description of safety equipment and
measures both on site and embedded in the equipment. The aim of this manual is to make
the operating personnel acquainted with the plant and its safety systems. To ensure safe
operation of the plant the user must read this manual before operating the plant.
As the plant design may vary depending on the auxiliary system's design and use of
different suppliers, it is necessary to obtain detailed information on the engine and plant
components. The user should therefore always read the manuals delivered.
NOTE
This manual does not include any local laws, regulations, or instructions
concerning gas safety. Please refer to the local documentation and legislation to
fulfil them.
In the engine part of this manual, the description of the engine operation is given in different
stages to give the operator a clear view of how the safety system controls the engine. Refer
to the engine manual for instructions on normal engine operation.
As it is not possible to handle all possible danger situations in this manual, the user should
always consider possible error situations with a safety perspective. A gas fire or explosion
may result in considerable material damage and, in the worst case, human injury. Therefore,
instructions given in this manual must be followed. In addition, any local regulations and
laws must be obeyed.
03A.1
Natural gas
v1
Natural gas is a mixture of combustible and inert gases, each with varying physical
properties. Many of the fuel gas properties and the gas suitability to be used as a fuel for
internal combustion engines can be determined from the component gas properties.
03A.1.1
Composition
v1
The composition of the natural gas varies substantially between the various production
fields. Gases having a composition according to the table below are called natural gases.
Table 03A-1Composition of natural gases (by volume)
DBAC198528
Methane
CH4
70 90 %
Ethane
C2H6
07%
Propane
C3H8
02%
Butane
C4H10
0 0.5 %
Hydrogen
H2
Traces
Carbon dioxide
CO2
0 10 %
Oxygen
O2
0 0.2 %
Nitrogen
N2
0 15 %
Hydrogen sulphide
H2S
0 10 ppm
03A-1
03A.1.2
Properties
v1
Natural gas properties vary slightly according to its composition. Yet, most of its properties
are attributed to methane, the main constituent.
Natural gas is a combustible, non-odorous, colourless and tasteless gas, and therefore
difficult to detect. To make it sensible, it is normally scented with tetrahydrothiophene (THT,
C4H8S). Using this additive, natural gas can be detected by smell already at as low
concentrations as 0.05 0.2 vol.-%.
The density of natural gas is around 0.75 0.85 g/cm3. Thus, it is lighter than air and tends
to rise in closed, draughtless space.
Natural gas requires certain concentration to be ignited or burned. At 0C the concentration
has to be 5 15 vol.-%, lower or higher concentrations do not ignite or burn. At a higher
temperature this area is slightly enlarged and at 500C it is 3 20 vol.-%. Previous values
apply to if gas is mixed with air. If oxygen only is present instead of air, the limit is 5 60
vol.-% at 0C.
The auto-ignition temperature for natural gas is around 600C. At this temperature natural
gas will self-ignite and burn independent of concentration as long as any oxygen is present.
Complete burning of natural gas yields carbon dioxide (CO2) and water (H2O). If there is not
enough air, carbon monoxide (CO) will build up.
03A.2
General health and safety aspects
v1
Dangerous situations with natural gas are caused by gas leakage and its consequences.
These include gas fires and explosions as well as inhalation of natural gas or carbon
monoxide, which forms in cases where natural gas is burning without a sufficient oxygen
supply.
03A.2.1
Breathing natural gas
v1
Gas concentration by volume
Natural gas in itself is not poisonous. With high concentrations it displaces air and may
therefore cause suffocation. Inhaling small amounts and concentrations of natural gas does
not pose any danger. Higher concentrations will cause sleepiness, headache and
drowsiness. In even higher concentrations, it causes suffocation.
Fig 03A-1
03A-2
30 %
Dangerous
lack of oxygen
Suffocation
20 %
10 %
0%
Sleepiness, headache,
nausea, dizziness
No symptoms
Symptoms of natural gas inhalation
WD247714-1 v3
DBAC198528
Normally natural gas has been odourised to facilitate its detection in case of leak. The
odorant has a repulsive smell and it can be detected readily when the concentration of the
gas is well below the ignition limit. However, there is no way to tell the concentration by the
smell.
First aid for natural gas exposure depends on the symptoms. Slight breathing difficulties
normally disappear when moving the person to fresh air. Serious breathing difficulties or
unconsciousness will call for revival actions and medical attention.
03A.2.2
Breathing carbon monoxide
v1
Generally, most of the deaths associated with natural gas accidents are caused by carbon
monoxide, CO. Carbon monoxide is a gas which is formed when natural gas is burning
without sufficient amount of oxygen (incomplete burning). Carbon monoxide often forms
during gas fires.
Carbon monoxide is a highly poisonous, odourless and tasteless gas, which is slightly
lighter than air. Its relative density is 0.967. This makes it a very dangerous gas: It is very
difficult to observe without proper measurement equipment and it tends to be at the level of
relief. Carbon monoxides poisonous effect is based on that it very effectively replaces
oxygen in blood circulation. Carbon monoxide quickly binds with haemoglobin with an
affinity 200 to 250 times greater than that of oxygen to form COHb. This happens already in
very low concentrations and severe symptoms are quickly developed.
The first symptom of carbon monoxide poisoning is a cheerful, happy feeling and
headache. At this point, it is very important to realise the symptoms and leave the area
immediately.
If the exposure to carbon monoxide continues, the person will soon loose the ability to
control his/her muscles, effectively paralysing him/her and soon followed by
unconsciousness. At this point, the person will need aid to get out from the area. Further
exposure quickly leads to death.
First aid for symptoms, like breathing difficulties and headache, caused by carbon
monoxide is moving the patient to fresh air. Unconsciousness requires proper revival
actions and immediate medical attention.
03A.3
Gas leaks and fires
v1
A gas leak into a building may lead to a gas fire and explosion. Therefore, it is important to
prevent any leaks by examining regularly and carefully the gas system for leakage. This
should be done using a leak detection liquid and/or a gas detector. If any of the
connections in the gas system is opened, new sealing should be used when reassembling.
The following safety instructions should be distributed to all personnel working at the Lean
burn gas engine power plant, to ensure that proper and safe counter measures are taken in
case of a gas leak or fire. The instructions should also be posted in a visible place in the
plant.
In case of fire or gas leak:
Close the main gas valve (or any valve upstream the fire). This will stop the gas leak and
eventually extinguish the gas fire. In case of fire, do NOT close valves on both sides of a
pipe caught in the fire. This would cause the pressure to rise and eventually the pipe to
explode. If the gas supply system contains a gas compressor, press the gas compressor
emergency button to close down and ventilate the compressor.
Do NOT put out a gas fire with water or fire extinguisher. A gas fire should be put out
EXCLUSIVELY by shutting off the gas supply. If a gas fire is extinguished by other
means, a gas explosion may occur when the out flowing gas makes contact with hot
residues.
Evacuate the affected area. Evacuate people from fire or gas explosion risk areas.
DBAC198528
03A-3
Arrange proper ventilation. Open doors and windows, avoid using electrical switches
and equipment, do not smoke. Natural gas in high concentration has a slight narcotic
effect that disappears when breathing fresh air. Carbon monoxide possibly created in a
fire is highly poisonous, causes first dizziness and headache then quickly paralyses, and
leads to death. If a person is suspected to have inhaled carbon monoxide, bring him out
into fresh air and call for medical attention immediately.
Call local emergency number. Inform authorities of the fire or gas leak so that proper
measures may be taken.
All lean-burn gas engine power plants provided by Wrtsil are equipped with suitable
detection and alarm systems for gas leaks and fire.
03A.4
Gas explosions
v1
It is necessary to realise that gas is not explosive by itself, but some preconditions must be
fulfilled before an explosion can occur. There are three main preconditions to fulfil:
adequate gas air relation
sufficient mixing
ignition source
Gas explosion is a quick chemical reaction between gas and oxygen, that is, the gas is
burning rapidly. Contrary to explosives, natural gas does not consist of any chemically
bound oxygen. Thus, additional oxygen (air) is necessary for a gas explosion to take place.
Explosion only takes place with certain proportions of gas and air (for natural gas typically
5...15 vol.-% gas in air). Too lean a mixture and too rich a mixture will not ignite.
Gas and oxygen (air) must be sufficiently mixed, too. Mixing ensures that each gas
molecule has oxygen molecules in close range to react with. The gas explosion itself tends
to mix the yet unburned gas and air due to turbulence, thus further assisting the
propagation.
Finally, there must be an ignition source. This may be any particle with high enough energy
(temperature) to start the reaction. After the reaction has started, it will produce enough
energy (heat) to continue by itself until all gas has reacted or circumstances otherwise
turned unfavourable to explosion.
To get an idea what is happening during an explosion, a basic situation can be examined.
An explosion can be thought to start in a situation where gas and oxygen are mixed in a
long container, open at one end, and the mixture is motionless. An ignition source ignites
the gas oxygen mixture at the closed end and the reaction starts.
The reaction starts with slow burning and a flame propagation velocity in the order of 5 m/s.
Increasing pressure and turbulence cause the flame propagation velocity to increase to
detonation. At this point the velocity may reach 2000 m/s. The reaction continues until
either of the reactants have run out or circumstances otherwise turn unfavourable to
explosion propagation.
The explosion causes a pressure wave at the propagation front. This high local pressure
may damage structures. Behind the explosion front the reacted gases cool down quite
rapidly and, together with mass inertia of the high velocity gas, may cause a negative
pressure especially in long piping. This negative pressure may also cause damage to
equipment.
If a gas explosion happens for some reason, all systems affected by the explosion must be
thoroughly inspected both mechanically and functionally. All damaged parts must be
repaired or changed for new ones. The safety equipment and system must be inspected
with special care and, if necessary, new components must be installed. Refer to the
manufacturers' instructions. Before the next start the reason for explosion must be clarified
and eliminated.
03A-4
DBAC198528
03A.4.1
Prevention of gas explosions and minimising the

consequences
v1
It is of utmost importance that the plant staff realises the risks associated with all gas
applications and minimises these by careful working practices and consideration.
In preventing gas explosions at the plant or in the engine, the most important thing is to
prevent the gas from reaching the explosive concentration. It is the only way to avoid gas
explosions completely.
If a gas explosion occurs, it is important to protect people, equipment and environment
from damage. Damage is caused by the shock wave and the burning effect of the
expanding and partly burning gases. Damage can be avoided by preventing pressure build
up in equipment and guiding the released pressure to an open area.
Wrtsil Lean burn gas engine power plants and compressor stations are equipped with a
high quality safety system to prevent gas explosions. All reasonable measures have been
employed to prevent gas build-up, ignition and explosion. With proper and careful working
practices and regular inspections the plant is a safe place to work.
In a Lean burn gas engine power plant and compressor station, the most probable place for
gas explosion is the exhaust system. Unburned gas may escape into the exhaust system in
an engine malfunction. The engine safety system aims to prevent this from happening.
The pressure buildup in the exhaust system is minimised by using explosion vents. The vent
size, number and position must be carefully considered and selected during the design
stage in order to get a safe and properly functioning system. See chapter Exhaust gas
system.
DBAC198528
03A-5
03A-6
DBAC198528
03C.
03C. Wrtsil Lean-Burn Gas Engine Safety Manual for the Power Plant
Wrtsil Lean-Burn Gas Engine Safety Manual

for the Power Plant
Doc id: WDAAA243558 b
Date: 23-Sep-2003
This section of the manual describes mainly the safety features of auxiliary components,
that is, the components outside the engine in the power plant.
03C.1
Hazardous area classification
03C.1.1
Classification for the engine
v1
In the case of an adequately ventilated enclosure containing gas-fuelled engines it needs

not be classified solely by reason of the engine fuel. This is the case with a normal power
plant installation.
In the case of a gas compressor driven by a gas engine, the engine is seen as an ignition
source and the gas compressor is a source of possible gas leak. The possibility of a gas
leak is considered to be much higher in a gas compressor, thus, a gas engine driven
compressor is classified as a hazardous area, normally zone 2 or class I division 2.
The above mentioned statement is based on the following standards:
03C.1.1.1
American Codes
v1
American Petroleum Institute

API 500:
Recommended Practice for Classification of Locations for Electrical

Installations at Petroleum Facilities Classified as Class I, Division 1 and
Division 2
Section 8.2.5 Hydrocarbon-fuelled Prime Movers
National Fire Protection Association
03C.1.1.2
NFPA 37:
Standard for Stationary Combustion Engines and Gas Turbines
NFPA 850:
Recommended Practice for Fire Protection for Electric Generating Plants

and High Voltage Direct Current Converter Stations
European Codes
v1
EN-60079-10
Electrical apparatus for explosive gas atmospheres; part 10

Classification of hazardous areas
EN-1834-1
Reciprocating internal combustion engines Safety requirements for

design and construction of engines for use in potentially explosive
atmospheres Part II engines for use in flammable gas and vapour
atmospheres.
There are no current EU guidelines for gas engine power generation installations; in such a
case Internationally recognised codes are accepted.
DBAC198528
03C-1
03C.1.1.3
UK Codes
v1
The Institute of Petroleum

IP15
Area classification code of practice for petroleum installations, Model code of

safe practice: part 15
Section 8.7 Combustion Engines
The Institution of Gas Engineers

IGE/UP/3
Gas fuelled spark ignition and dual fuel engines
Section 8.1.7 Electrical Equipment and Supplies
03C.1.2
Classification for the auxiliary system
v1
Regarding the auxiliary gas system, the codes to be followed are EN60079-10, API500 and
IGE/SR/25.
From these, it can be derived that zone 2 or class I division 2 is found in the gas piping
flange joints in the gas regulating unit and flow metering unit (option). The hazardous area
around the flange is a sphere whose radius is typically 1 m. In addition, vent piping creates
a hazardous area near the roof.
The radius should be checked for each installation, and is affected by the gas pressure and
the level of ventilation.
Fig 03C-1 shows a typical example of hazardous area classification for a gas engine power
plant.
03C-2
DBAC198528
Radius 18 from venting pipe
Radius 10 from venting pipe
HAZARDOUS SUBSTANCES: Natural gas

Flash Point
Hazardous area
classification
Class 1
Division 1
Explotion Group
D
Autoignition Temp. F
1076
Ignition group
T1
Vapour density
0,6 x Air (lighter than air
A location in which ignitible concentrations of flammable gas

are expected to exist under normal conditions.
A location in which flammable gas may be present, but normally are confined within
Class 1
closed systems and are prevented from accumalating by adequate ventilation .
Division 2
Standards and guidelines
AP1500
Fig 03C-1
Example of hazardous area classification for a gas engine power plant

according to API500
WD243558-1 v2
03C.2
Control philosophy
v1
There are different control modes for the power plant. These are:
Start
Run
Stop
Shutdown
Emergency
Stand-by
These are discussed briefly below. In addition, different causes for stop, shutdown and
emergency from the power plant as well as different consequences regarding power plant
safety are discussed below.
03C.2.1
Start
v1
In the start mode certain checks are gone through in order to ensure a safe start. The plant
control system (PLC) checks for start blocks before the engine is allowed to start. After the
engine is started following the start sequence the engine mode is changed to running.
DBAC198528
03C-3
03C.2.2
Run
v1
In the run mode the engine output is maintained at the level required by the plant and all
engine parameters are monitored and controlled to ensure a safe and reliable operation.
03C.2.3
Stop
v2
Stop is activated from WOIS giving an order for the engine to stop or it can be done by
pressing the stop button in the M1 panel. The engine is unloaded and when the load has
reached a set value, a stop command for the engine control system is given.
The gas regulating unit is closed. For more details, see section 03C.6.2.
03C.2.4
Shutdown
v2
Shutdown is otherwise the same as the stop mode except that it is initiated by a failure
detected by the engine control system or PLC.
Causes for shut down are:
start sequence failure
gas system abnormal
electrical system fault
safety relay trip
Engine control system shut down signal
Engine control system communication failure
Project specific trip
Main consequences are:
Generator breaker opens
Stop command for engine control system is given
Gas regulating unit is closed
03C.2.5
Emergency
v1
The emergency mode is initiated by a hardwired signal. The emergency mode for a power
plant is shown in Fig 03C-2.
Emergency can be initiated either by pressing the emergency stop push buttons in:
common panel, which means a plant emergency mode is initiated and all the engines are
shut down or
by engine wise panels, which means an emergency mode is initiated for that engine only
or
by a fire or gas detector.
03C-4
DBAC198528
SR
SR
CFA=common control panel
CFC1
Engine control
system
SR
CFC2
Engine control
system
SR
CFC3
Engine control
system
SR = safety relay
CFC = engine wise control panel
Fig 03C-2
03C.2.6
Schematic diagram for emergency mode of control system
WD243558-2 v4
Stand-by
v1
Stand-by is a mode in which the power plant waits to be started. To enter this mode, the
plant needs to be stopped. In case of a shutdown or an emergency, all the faults and
alarms need to be cleared before start can proceed.
03C.3
Fire fighting and gas detection system
v1
Each country has its own fire protection legislation and codes of practise. Therefore, project
design is to be reviewed with the local authorities and the system is chosen on a case by
case basis.
The power plant is subdivided into separate fire areas for the purpose of limiting the spread
of fire, protecting personnel and limiting the resultant consequential damage to the plant.
Fire areas are separated from each other with fire barriers, spatial separation or other
approved means.
Media capable of burning in a gas power plant are:
Gas
Cables
Lubrication oil
The main method to prevent a gas fire is to design the gas system safe.
Main manual gas shut-off valve is located outside the engine room.
Automatic shut-off valves located inside the engine room will shut off the engine specific
fuel supply in an engine stop.
A flexible connection is placed between the engine gas piping and the auxiliary gas
piping. This is required due to vibrations and possible movement of the piping.
Optionally engine specific gas shutoff outside the engine room (see section 03C.4)
Burning gas must not be extinguished since the remaining unburned gas may explode.
Other possible causes for a fire are taken care of with a fire detecting and fighting system.
DBAC198528
03C-5
03C.3.1
Fire detectors
v1
There are normally at least two fire detectors per location. Fire detector types used are:
Differential heat detectors
Optical smoke detectors
The type used and the locations for the detectors will depend on the project and standards
to be followed.
03C.3.2
Fire fighting equipment
v1
The fire fighting system consists of:

Portable dry powder and/or CO2 extinguishers
Fire hydrants for fire hoses
Loose fire hose equipment to be connected to fire hydrants
Permanently connected fire hose reels
03C.3.3
Gas detectors
v1
The gas detectors are required to detect any gas leak. These are located in a position
where a gas leak is most likely to occur and be detected (see Fig 03C-1). These are
normally:
Above the gas regulating unit
At ventilation air outlet at the roof level
03C.3.4
Alarm and shutdown system description
v1
The gas and fire detection system has a control unit, which receives information from
detectors placed in critical locations. If a detector is activated, a fire or a gas leak alarm is
given locally and/or remotely, to ensure evacuation of personnel and to initial emergency
procedures.
An alarm is given when a gas detector is sensing 10 % of LEL (lower explosion limit).
When a gas detector is sensing 20 % of LEL or above, normally an automatic emergency is
initiated for the plant shutting down the gas supply at the engine specific gas regulating
units and closing the main shut-off valve outside the engine room or engine cell. In case of
a fire alarm a plant shutdown is initiated, as well.
Gas detectors can also be of the type with one level alarm. In this case exceeding an alarm
level of 20 % of LEL an emergency mode is initiated.
An option is that the gas detector or fire detector gives an alarm and the necessary actions
are taken by the operating personnel.
03C.4
Engine room ventilation
v2
The engine room ventilation system is required in order to supply sufficient combustion air
to the engine and to maintain the temperature in the engine room at a suitable level.
Ventilation can be classified as inadequate or adequate. The prerequisite for an engine
room to be an unclassified area regarding explosion safety is that ventilation shall be
adequate at all times including stand-by.
03C-6
DBAC198528
An option is that the gas system is of special design. In this case the gas supply is closed
per each engine outside the engine room. This is done to keep the gas inventory low inside
the engine room and thus ventilation is not required in a stand-by mode. (See 03C.6.1). In
addition, in this design the gas system components up to the gas regulating unit are done
with welded joints and thus a possibility of a gas leak is negligible.
03C.5
Emergency lighting
v1
Emergency lighting shall be ex-classified in zoned areas and in the engine room or engine
cell to reduce the risk of igniting any possible gas/air mixture in the power plant during any
emergency.
03C.6
Gas supply system
v1
The gas supply is an essential part for the engine operation. It should be regularly inspected
and maintained for correct function and safety.
Before gas is supplied to the engine it passes through the following units:
flow measuring unit (optional). Either plant specific or engine specific flow meter.
gas compressor upstream the gas regulating unit if the inlet pressure is too low for the
engine (optional)
a plant specific pressure reduction station (PRS) upstream the GRU when inlet pressure
to the GRU is over 16 bar (optional)
engine specific gas regulating unit (GRU)
The GRU has normally only one connection to the engine and the gas is divided into two
streams at the engine
main combustion chamber (MCC) gas
pre-combustion chamber (PCC) gas.
In some cases, the GRU has a separate line for prechamber gas and thus there are two
connections to the engine. In this case MCC and PCC gas may have different pressure.
The outlet pressure is controlled by the engine control system according to engine load.
Fig 03C-3 shows a schematic diagram of the gas fuel system.
VENTILATION
GAS
SUPPLY
Fig 03C-3
GAS REGULATING
UNIT
GAS
ENGINE
Gas fuel system illustrating main shut off valve, gas regulating unit and
gas engine
WD243558-3 v3
DBAC198528
03C-7
03C.6.1
Main shut-off valve
v1
Regarding the fuel gas system there are two alternatives:

System with a common gas shut-off
System with a separate gas shut-off
The normal design is to have the common gas shut-off. It means that there are two main
shut-off valves outside the engine room and the gas supply is divided for all the engines
inside the engine room.
The main shut-off valve isolates the gas feed line to the plant. Of the two valves, one is a
manually operated valve and the other is an automatically operated shut-off valve, which is
of fail safe type and is closed either in loss of power or control air.
The main shut-off valves are located outside the building and marked clearly according to
local regulations. In the event of a gas leak, fire or gas explosion the valve should always be
closed. In the case of a plant emergency, the automatically operated main shut-off valve is
closed by a hardwired signal.
An engine specific emergency does not close the main shut-off valve. It only closes the
slam shut-off valves on the GRU and ventilates the gas pipe between the engine and the
GRU.
An option is the design that each engine has main shut-off valve(s) outside the engine room,
i.e., a system with a separate gas shut-off. In this case the automatic valve is closed in the
operating modes:
Stop
Shutdown
Emergency shutdown
Plant emergency shutdown
03C.6.2
Gas regulating unit
v1
Natural gas is supplied from the distribution system and passes through a gas regulating
unit - or the gas train. The gas regulating unit provides the correct gas admission to the
engine by regulating gas feed pressure depending on the engine load. In addition, the gas
regulating unit performs a leakage test of the main slam shut-off valves prior to every engine
start.
03C.6.2.1
Design of the gas regulating unit
v1
The main components of the gas regulating unit (GRU) are (see Fig 03C-4 and Fig 03C-5):
Manual ball valve: V01
Inert gas line, closed with a cap
Filter
Instrumentation such as pressure and temperature gauges and transmitters
Pressure regulating valve of diaphragm type, pilot operated, self regulating: V07
Main slam shut-off valves: V15 and V18, fail close
Ventilating valves: V14, V16, V19 (V14 is of fail close type while the others are of the fail
open type)
03C-8
DBAC198528
The electrical components are ex-classified to be suitable for installation in zone 2 or class I
division 2, respectively. This is due to possible small leaks in the flanges or other
connection, which makes a small hazardous area around the unit flanges or connections.
The gas regulating unit layout drawing is illustrated in Fig 03C-4 and the P&ID is shown in
Fig 03C-5.
Vent no 1
Control Air
Compressed Air
Vent
Ball valve
Filter
Vent no 2
Downstream pipe
Vent
Vent
Electro-pneumatic
shut-off valves
Pilot operated
Main Pressure Regulator
Fig 03C-4
Typical gas regulating unit layout
WD243558-9 v3
Fig 03C-5
P&ID of the gas regulating unit
WD243558-5 v2
The GRU includes shut-off valves and ventilation valves which are located in the vent pipes.
These vent pipes are drawn as two separate lines up to the roof (see Fig 03C-5). This is a
hazardous area and it is marked on the layouts as such (see Fig 03C-1).
Fig 03C-6 shows the pressure regulator in the GRU.
DBAC198528
03C-9
Fig 03C-6
Pressure regulator with functional units regulator, pilot valve and SAV
valve
WD243558-6 v2
The pilot operated pressure regulator is operated using control air from I/P converter.
The regulator consists of the main valve body and the functional units regulator, pilot
valve and safety shut-off valve (SAV).
Safety shut-off valve (SAV)

An additional safety shut-off valve may be installed if the inlet pressure to the GRU is higher
than 6 bar. The control element of the safety shut-off valve is installed on the inlet side of
the body and shuts off the gas flow if the outlet pressure in the main gas line rises above
the pre-set limits. On detecting high pressure the SAV measuring diaphragm and the
switching bush move into the release position and the ball mechanism sets the valve stem
free to close the SAV valve.
The safety shut-off valve can only be reopened by hand, after the outlet pressure at the
measuring point has been restored to a value below the re-engagement differential. If the
SAV valve is closed, it will lead to a shutdown of the engine and depressurisation of the
piping after regulating valve V07 resulting is the pressure automatically decreased below
the re-engagement differential.
Thus the following shall be done:
Reopen the SAV valve first slowly by dragging slightly (pressures will equalise)
After equalising open the valve completely
This is required to enable a safe and easy re-engagement of the SAV valve.
There is a feedback signal in the SAV to monitor the valve.
Fig 03C-7 shows the main slam shut-off valves in the GRU.
03C-10
DBAC198528
Compressed air
Vent
Vent
Pressure
switch
Fig 03C-7
Shut-off valves with actuator (1), solenoid operated air valve (2) and
solenoid operated vent valve (3)
WD243558-7 v3
The GRU is equipped with two shut-off valves, installed in series. The valves are operated
by admitting compressed air into the actuator cylinders. The valves are closed by a spring
when control voltage is cut off and control air released from the actuator cylinders.
Gas trapped between the valves and in the pipe between the last shut-off valve and the
engine is vented to the atmosphere through the solenoid operated vent valves (3). The vent
valves V16 and V19 (additionally V26 and V29 for PCC line) are closed as long as the
operating voltage is applied. V14 (and V24 for PCC line) is open as long as the operating
voltage is applied. In the running mode voltage is not applied to V14 and the valve is
closed.
Both the shut-off valves and the vent valves are operated by the PLC.
03C.6.2.2
Function of the gas regulating unit
v2
Gas is mixed with the combustion air only in the intake channels in the cylinder head (see
Fig 03C-8). This design ensures that only air is present in the charge air manifold, and thus
the risk for explosions in the engines charge air intake system is minimized.
DBAC198528
03C-11
Control Air
Main gas line
Shut-off valves
Pressure regulator
GenSet
Exhaust gases
Charge air
Fig 03C-8
Flow chart of the gas regulating unit
WD243558-8 v3
The gas pressure must always remain higher than the charge air pressure. There is a
minimum and maximum offset for the pressure difference. If the difference is outside the
limits the engine will be shut down.
Opening, closing and venting of the gas regulating unit is electrically controlled through the
PLC, while the gas at the engine intake is regulated by solenoid valves controlled by engine
control system.
The gas regulating unit operates "fail safe", i.e. the shut-off valves are closed and the vent
valves V16 and V19 are opened in the event of a loss of electricity. Table 03C-1 shows the
alarm and shut down limits for the gas regulating unit.
Normally the maximum inlet pressure to the GRU is 6 bar g and optionally 16 bar g when
the regulating valve V07 is supplied with a safety shut off valve (SAV). In the latter case,
alarm and shutdown are higher.
03C-12
DBAC198528
Table
03C-1
Normal operation for the gas regulating unit
Alarm
Shutdown
P03=inlet pressure
P03=inlet pressure
High:6.3 bar g
High: 7.2 bar g
Option: 16.0 bar g
Option: 16.8 bar g
Low: depending on engine type
Low: depending on engine type
P06 =after V07
P06 = after V07
High: 4.5 bar g
High: 5.0 bar g
There is also a safety feature regarding rapid large load reductions. If for example a
generator breaker opens and load is decreased instantly to 0 %, V19 is opened for a certain
period of time, normally for 20 seconds.
Normal stop or shutdown

Normal stop occurs when an intentional stop command is given for the engine to stop.
Shutdown occurs when it is necessary to stop the engine to prevent any damage for the
equipment. The action for the gas regulating unit shut-off valves and ventilating valves is
identical for normal stop and shutdown.
The shut-off valves in the gas regulating unit are closed during a normal stop sequence.
Gas venting is done the following way:
V14 is opened for 5 seconds to relieve the overpressure between V07 and V15.
V16 is opened and will remain so.
V19 is opened normally for 30 seconds to relieve the overpressure between the gas
regulating unit and the engine and after that the valve is closed to prevent air to get into
the gas piping.
Emergency
An emergency mode will close the shut-off valves on the gas regulating unit and open
venting valves V16 and V19 ventilating space between slam shut-off valves and between
the gas regulating unit and the engine.
At the same time the gas valves on the engine will close and the ignition is deactivated.
Plant emergency
A plant emergency mode is like a local emergency mode for all engines.
A plant emergency mode is activated by:
a gas detector sensing 20 % of LEL (option)
a fire detector which is activated
from a common panel by pressing emergency button
In addition, the main shut-off valve outside the engine room or engine cell will be closed
automatically by the PLC.
Optionally, a gas detector only gives an alarm and the operator takes the necessary actions.
In this case, a plant emergency mode would only be possible to activate only by pressing
the emergency button in a common control panel.
DBAC198528
03C-13
03C.6.2.3
Operation of the gas regulating unit

Activating the gas regulating unit
Prerequisites
It is assumed that all units are shut down but that power is available from the main grid (or
an emergency generator).
It is also assumed that all units are in operational condition, that the various components of
the gas regulating unit have been properly adjusted with the correct control elements
(springs, etc.) installed, gas of sufficient quantity, quality and pressure available, and the
engine is ready for the start.
Before the planned start of the gas fuel system for the engine, the following should be
checked:
Procedure
1
Make a visual check of the entire unit.

Check that no work is being performed on the unit, and that all flanges are bolted
together and that all connections are installed and secured.
Dispose of any unsecured items or debris near the unit that may inhibit operation or
could cause injury.
Ensure that the engine room is well ventilated and gas free.
Check that the main gas valve (manual ball valve) on the gas regulating unit is closed.
Check that the gas inlet pressure is normal.
Check that the control air pressure is sufficient to operate the system.
Check that the manual vent valve on the gas train is closed.
Open up all manual shut-off valves to instruments and control units.
Check that the safety shut-off function on the pressure regulator is reset.
10 Check that the electrical control system is active and power available.
11 Open the gas main shut-off valve outside the building.
12 Open the main gas valve on the gas regulating unit.
13 Control: that the gas regulating unit is functioning properly.
14 Control: that the shut-off valves are gas tight.
15 Check that the engine is ready for start.
The gas fuel system is now ready and the engine can be started provided that the start
blocking circuits for the gas fuel system have not been activated.
Postrequisites
CAUTION
If the gas regulating unit has been opened for maintenance or repair, it is
essential to have the unit well purged to remove any trace of air before going
ahead with the starting process.
03C-14
DBAC198528
Monitoring the gas regulating unit

Prerequisites
NOTE
The following is supplied as general information only. The operating personnel
must decide what actions are appropriate for the whole plant, while taking all
equipment into consideration.
The normal operation and supervision of the gas fuel system consist mainly of simple daily
checks, such as:
Procedure
1
Check temperature and pressures in the system.
Check the pressure drop over the filtration unit.

The condition of the filter is important for the reliable operation of the engine.
The filter should be replaced/cleaned when the condition deteriorates.
The pressure drop over the filter is 0.05 to 0.1 bar when the filter is new.
The filter should be cleaned at or before the pressure drop has increased to 0.2 bar (1
bar pressure drop mentioned in the manufacturer's instructions is too high considering
the low gas pressure in the main supply line).
Check for leakage.
CAUTION
If gas is found to be leaking into the engine room, it is essential that the engine
and the gas supply system are shut down immediately. Leave the engine room
and do not enter until the room has been properly ventilated to remove any
traces of gas.
Shutting down the gas regulating unit for maintenance

During normal shutdown, perform the following checks (see Fig 03C-9):
Procedure
1
Close the main gas valve V01 on the gas train.
Close the main shut-off valve outside the building.
Open the manual ventilation valve V13 if the gas regulating unit is to be shut down for
any prolonged time.
CAUTION
If maintenance is to be performed on any part of the system, this may require
closing and locking of the main gas valve V01 (see Fig 03C-5) and ventilating the
other parts of the system.
These actions will be decided and taken by local operating personnel.
DBAC198528
03C-15
Vent no 1
Control Air
Compressed Air
Vent
Ball valve
Filter
Vent no 2
Downstream pipe
Vent
Vent
Electro-pneumatic
shut-off valves
Pilot operated
Main Pressure Regulator
Fig 03C-9
Gas regulating unit
WD243558-9 v3
Emergency stop of the gas regulating unit

If the operating condition of the power plant requires an immediate stop of the gas supply
to the engine room or engine cell, an emergency stop must be performed as follows:
Procedure
1
Shut down the engine

Use any of the emergency stop buttons (installed on the engine control cabinet above
the flywheel and on the wall inside the engine room and the control room).
Close the main gas valve V01 (see Fig 03C-9: ball valve).
CAUTION
If the shutdown of the system has been caused by a gas leak it is imperative
that all personnel evacuate the room in question immediately. They are not
allowed to re-enter the room until it has been properly ventilated to remove any
traces of gas.
03C.7
Exhaust gas system
v1
The protection of the exhaust gas system is an essential part for the safe operation of the
lean burn gas engine equipped power plant. The main protection methods are:
Correct design of the system
Explosion vents (rupture discs) installed in the system
Exhaust gas ventilation fan operation
In addition, explosion vents should be visually inspected periodically.
03C-16
DBAC198528
03C.7.1
Piping design
v1
The exhaust system is mainly a passive component, i.e. it contains no controllable parts
concerning gas safety. The only exception is the ventilation fan that is operated either in
engine stop or start sequence.
To minimise the risk of gas explosions in the exhaust system certain safety features are
recommended for the design. The following describes the exhaust system design as
recommended by Wrtsil Corporation. For more details, see WDAAA247530.
To minimise the risk of gas building up in the exhaust system it has been designed to
contain only upward slopes. Any downward slope creates a pocket where gas can collect in
certain circumstances causing a danger of an explosion. However, since the system always
contains a silencer, and may be equipped with boiler(s) and catalytic converter(s), all
pockets cannot be avoided and other means must be used.
03C.7.2
Exhaust gas system ventilation
v1
The exhaust system is equipped with a ventilation system. The system consists of a
centrifugal fan, a flow switch and a butterfly valve equipped with a limit switch. This valve is
opened and the fan is started either after every engine stop or before every engine start
ventilating the exhaust system. However, in an emergency mode the fan is not operating.
The flow switch confirms that the fan is rotating. The capacity of the fan and the running
time of it is chosen such that it is able to change the volume in the exhaust system at least
three times during the ventilation run.
Fig 03C-10 shows the exhaust gas ventilation system.
DBAC198528
03C-17
Explosion relief
valves
BOILER
Flow switch
CONTROL
SYSTEM
Ventilation
valve
Ventilation
fan
Fig 03C-10 Exhaust gas ventilation system
03C.7.3
Explosion vents
EXHAUST
STACK
SILENCER
WD243558-10 v3
v1
The exhaust system is also equipped with explosion vent valves to relieve the excess
pressure in the exhaust system in the event of an explosion. The general rule is that the
diameter of the explosion vent is at least of the same as the exhaust gas pipe diameter. In
addition, the vent duct above the explosion vent is of the same diameter as the explosion
vent. The length of the vent duct shall be minimised in order to reduce the back pressure
from the vent duct in an explosion. The explosion vent valve is designed to open at an
excess pressure of 0.5 0.05 bar at operating temperature.
The first explosion vent valve is located after the turbochargers. In a straight pipe, explosion
vent valves shall be installed every ten diameters.
The silencer inlet and outlets are also equipped with explosion vents. The explosion vent in
the inlet may have been omitted if the distance from the previous explosion vent is less than
5 times the diameter. Only absorption silencers with straight-through design are used.
Reactive type silencers with internal chambers are not allowed for lean-burn engines due to
their disadvantages during an explosion. Gas may collect in the reactive part in the
chambers and thus a violent explosion is possible if unburnt gas is present.
03C-18
DBAC198528
The boiler is equipped with integrated explosion vents at the inlet and outlet of the boiler.
The size of these vents is dependent on the boiler design, but should as a minimum be of
the same size as the inlet duct to the boiler. If it is impossible to integrate these valves into
the boiler, corresponding explosion vents are located in the exhaust gas duct close to inlet
and outlet of the boiler.
Explosion vents are ducted outdoors with a duct of at least the same size as the explosion
vent. The duct is covered with light-weight noise and weather protection.
The outlet of the duct is located so that personnel are not present during normal operation,
and the proximity of the outlet is clearly marked as a hazardous area.
Due to the gas velocities created by a possible explosion, under pressure may be created in
the latter parts of the system. Therefore, the stack is dimensioned to sustain an under
pressure of 0.3 bar without collapse.
Also, available are active extinguishing systems for explosion prevention, such as explosion
suppression. These, however, are not a standard option for lean-burn engine equipped
power plants, but have to be considered case by case for special applications. A problem
with these is that the actual position of the ignition is not known. Thus the extinguishing
system is nearly impossible to design.
NOTE
After a gas explosion the safety equipment shall be inspected and damaged
parts changed for new ones according to the manufacturers' instructions. The
reason for the explosion must be clarified and eliminated before the next start.
DBAC198528
03C-19
03C-20
DBAC198528
04.
04. Maintenance Schedule
Maintenance Schedule
The actual operating conditions, and above all the quality of the fuel used, will largely
determine the maintenance necessity for the engine. Because of the difficulty in anticipating
the various operating conditions that may be encountered in the field, the periods stated in
the schedule should be used for guidance purposes only, but must not be exceeded during
the warranty period. If there are any indications that the maintenance procedure is required
in advance of the recommended time period, prudent industry practice dictates that the
suggested maintenance procedure be performed. Additionally, if inspection or observation
reveals that a part shows wear or use beyond the prescribed tolerances, then that part
should be renewed immediately.
Also see the instruction books of the turbocharger separate instructions for additional
equipment and chapter 03 Turning of the crankshaft..
NOTE
Note the Risk Reduction in section 00 Risk reduction
NOTE
Note the Hazardous substances in section 00 Hazardous substances
Before any steps are taken, carefully read the corresponding item in this Manual.
During all maintenance work, observe the utmost cleanliness and order.
CAUTION
If a 110 V injector power supply is fitted, it must be disconnected before
dismantling any of the cylinder head covers.
Before dismantling, drain and depressurize all relevant systems. After dismantling,
immediately cover holes for lubricating oil, fuel oil, gas and air with tape, plugs, clean
cloth or the like.
When exchanging a worn-out or damaged part that has an identification mark stating
cylinder or bearing number, mark the new part with the same number on the same spot.
Every exchange should be entered in the engine log and the reason should be clearly
stated.
Always renew all gaskets, sealing rings and O-rings during maintenance work.
NOTE
The O-rings in the cooling water system must not be lubricated with oil based
lubricants, use soap or similar.
After reassembling, check that all screws and nuts are tightened and if necessary,
locked.
DBAC198528
04-1
CAUTION
When overhauling the engine, make absolutely sure that the automatic start and
the priming pump are disconnected. Make also sure that the starting air shut-off
valve, located before the main starting valve, is closed. Then drain the engine
starting air system to avoid engine damage or personal injury.
CAUTION
When overhauling the engine, make absolutely sure that the generator breaker is
secured and gear box is not engaged to avoid accidental turning of engine.
CAUTION
Accidental turning of engine may cause engine damage or personal injury.
04.1
Every second day
v2
04.2
Every second day, irrespective of the engine being in operation or not
Automatic prelubrication
Check operation
04.2
03.2
18
Once a week
v1
04.3
Once a week irrespective of the engine being in operation or not
Start process
Test start (if the engine on stand-by).
04.3
03.2
50 operating hours
v4
04.4
Interval: 50 operating hours
Air coolers
Check draining of air coolers
15.3.1
Check that the draining pipes are open, check if any leakage.
03.4.1
Check operating values
03.4.1
Automation
Check and record all operating values.

Cooling water system
19.2
Check water level in cooling system

Check the water level in the expansion tank(s) and/or the static pressure in the
engine cooling circuits.
Connecting rod
Check tightening of the connecting rod screws
11.3.4
Check the tightening of the connecting rod screws after the first 50 operating
hours on a new engine and, after overhaul, those screws that have been
opened.
Note! Pump to stated pressure. Tighten if possible. Do not loosen!
07.3
04-2
DBAC198528
04.4
Crankshaft
V-engines
Check tightening of the counterweight fastening nuts
Main bearings
Multiduct
07.3
Check tightening of the counterweight fastening nuts after 50 running hours.

Re-tighten the nuts.
Gas and lub. oil filters
Lubricating oil sump
Check pressure drop indicators
03.4.1
Replace filter cartridges if high pressure drop is indicated.
18
Check oil level in sump
18
Check oil level by means of dip stick, compensate for consumption.
02.2.1
Check tightening of main bearing screws
10.2.3
Check the tightening of main bearing screws after the first 50 operating hours
on a new engine and, after overhaul, those screws that have been opened.
Note! Pump to stated pressure. Tighten if possible. Do not loosen!
07.3
Check the tightening of the multiduct screws
07.1
Check the tightening of the screws after the first 50 operating hours on a new
engine and those screws after an overhaul that have been removed.
Running-in filter
Turbocharger
Remove the running in filter

Remove the running-in filters after the first 50 operating hours and mount the
hydraulic jack in upper level.
10
Water cleaning of compressor
15.2.1
Clean the compressor by injecting water.

Valve mechanism
04.4
Check the valve clearances
12.2
Check the valve clearances after 50 hours' running in new and overhauled
engines.
06.1
500 operating hours
v4
04.5
Cooling water
Check water quality
19.6
Check content of additives.
02.3
Take oil sample
02.2.3
Lubricating oil
In a new installation and after changing lubricating oil brand, take oil samples
for analyzing. To ensure safe engine operation, frequent oil analysis at 500 1000 operating hours intervals (every six month if the engine is running less
than 1000 h a year) are recommended also after the first year of operation.
Change lubricating oil if the oil analysis results are not within the limits set by
the engine manufacturer. When changing oil, clean all oil spaces with a high
quality fibre free and lint free cloth.
Regardless of the analysis results, the oil should be changed in connection
with every piston overhaul or every fourth year (every sixth year if the engine is
running less than 1000 h/year), whichever comes first.
DBAC198528
04-3
04.5
1000 operating hours
v4
04.6
Air filter (on-built)
Clean turbocharger air filter

Remove the filter(s) and clean according to instructions of the manufacturer
(more often, if necessary).
15.1
El. lubricating oil pump
Regrease the pump under running condition.
18
Gas filter
Engine mounted
Replace gas filter cartridges
Gas filter
On gas regulating unit
Replace gas filter cartridge
Ignition system
Replace spark plugs

16
Replace the spark plugs if the engine is started/stopped daily or more often.
17
17.1
Replace the engine mounted filter cartridges after the first 1000 operating
hours on a new installation.
Clean the filter housing outside and inside.
Following interval: 4000 hours .
17
17.1
Replace the filter cartridge after the first 1000 operating hours on a new
installation.
Following interval: 4000 hours, or when the pressure difference indicator
shows pressure drop 0,2 bar.
Clean and check the condition of the ignition coil

Clean and check the condition of the extension if the engine is started/
stopped daily or more often. Replace the O-rings.
04.6
v5
04.7
Cooling water spaces
Check LT and HT water spaces

Open the termostatic valve covers and check for abnormal corrosion and/or
dirt. If corroded, check if water additives are used according to the
recommendations. If the LT circuit is dirty, find the reason and wash the air
and oil coolers.
19.6
Centrifugal filter
Clean centrifugal filter(s)

Clean more often if necessary. Remember to open the valve before the filter
after cleaning.
18
Gas system
Maintenance of gas system
17.2
Make the leak test.
17.4.1
Replace spark plugs

Replace spark plugs if the engine is running more or less continuously.
16
Ignition system
Clean and check the condition of the ignition coil

Clean and check the condition of the ignition coil if the engine is running more
or less continuously. Replace the O-rings.
Turning device
Valves
04-4
Regrease the drive shaft
02.2.5
Regrease the drive shaft when turning device is connected (engine stopped).
03.9
Check valve clearances
12.2.4
12A
DBAC198528
04.7
v13
04.8
Air cooler(s)
Check charge air cooler(s)

Check accurate pressure difference at full load over the charge air cooler (air
side) by using a u-tube. Check for possible leakage. Replace parts if
necessary
15.3
Automation
Check connectors and cables
23
Check mounting and connections. Apply contact lubricant to contact

surfaces. Check tightness of connections. Check condition of cables, wires
and cable glands. Replace damaged connectors and cables.
Camshaft
Crankshaft
Cooling water spaces
Inspect contact faces of camshaft
14.1.2
Check the contact faces of the cams and tappet rollers. Check that the rollers
rotate. Rotate the engine with the turning gear.
03.1
Check crankshaft alignment

Check alignment, use form No. WV98V036. Alignment check is performed on
a warm engine.
11.2.2
Check thrust bearing clearance
11.2.3
Check axial clearance.
06.2
Inspect the jacket water spaces
15.1
Inspect the water side by removing the cooling water channel end flange on
cylinder B1 multiduct. If the deposits are thicker than 1 mm, clean all liners
and engine block water space. Improve the cooling water treatment.
19.6
19.1
02.3
10.4.1
Gas filter
Engine mounted
Replace gas filter cartridges
Gas filter
On gas regulating unit
Replace gas filter cartridge

Replace the filter cartridge. (The filter cartridge is to be replaced earlier if the
pressure difference indicator shows too high pressure drop 0.2 bar .)
17
17.1
Prechamber valve
Clean and check the prechamber valve

Clean the valve.
Check for wear and renew parts if necessary.
16
Valves and piston rings
Check cylinder tightness

Check cylinder tightness (valves, piston rings) with a pneumatic test.
12A
04.8
17
17.1
Replace the engine mounted filter cartridges.

v14
04.9
Air cooler(s)
Clean charge air cooler(s)

Clean the air cooler and perform the pressure test.
Look carefully for corrosion.
15.3
Automation
Functional check of safety system
23.9
Check function of the alarm and automatic stop

devices including electronic overspeed trip device.
01.2
06.1
DBAC198528
04-5
04.9
Exhaust manifold
Check for leaks

Replace parts if necessary.
Gas regulating unit
Overhaul of gas pressure regulating and safety

shut-off valves
See manufacturers instructions.
Ignition system
Maintenance of ignition coil
20.1
16
Replace spring, boot and grommet.

Lube oil coolers
Wastegate
04.9
Clean the lube oil cooler
18
If the lube oil temperature before the engine is within

normal operating values (Section 01.1), the interval can
be prolonged. Unnecessary opening of the plate cooler
should be avoided. Clean the lube oil cooler before the
alarm limit is reached. Examine carefully for corrosion.
19.6
Check the function of the wastegate valve and

actuator
Replace the positioner pilot valve.
15J
v4
04.10
HT-water pump
Inspect HT-water pump
19.7
Dismantle and check. Replace worn parts.
19.7.1.1
Inspect HT-water pump driving gear
19.7
06.2
HT-water thermostatic valve
Clean and inspect HT-water thermostatic valve

Internal thermostatic valve: Clean and check the thermostatic element, valve
cone-casing and sealings.
For externally mounted thermostatic valves see supplier's operation and
maintenance manual.
19.8.1
LT-water pump
Inspect LT-water pump
19.7
Dismantle and check. Replace worn parts.
19.7.1.1
Inspect LT-water pump driving gear
19.7
06.2
Clean and inspect LT-water thermostatic valve
19.8
HT-water pump driving gear
LT-water pump driving gear
LT-water thermostatic valve
Clean and check the thermostatic element, valve cone-casing and sealings.
For externally mounted thermostatic valves see supplier's operation and
maintenance manual.
Lubricating oil automatic
filter
Lube oil pump
Replace lubricating oil filter candles
18
Drain the filter housing. Clean the wire gauze. Replace the filter candles.
18
Inspect the lube oil pump
18

Lube oil pump driving gear
Inspect lube oil pump driving gear
18
06.2
04-6
DBAC198528
04.10
Oil thermostatic valve
Clean and inspect oil thermostatic valve

Clean and check the thermostatic element, valve cone-casing and sealings.
18
Prelubricating oil pump
Inspect the prelubricating oil pump

18
Turbocharger(s)
ABB TPL-chargers
Inspect turbocharger bearings
15.1
04.10
Inspect and replace the bearings if necessary.

Replace the bearings by new ones on 36000h at the latest.
See the manufacturers instructions.
v9
04.11
Camshaft
Inspect camshaft bearings
14.3.1
Replace if necessary.
06.2
Inspect intermediate gears
13
06.2
Replace big end bearing
11.3.3
Replace big end bearing. Inspect mating surfaces. Measure the big end
bore, use form No. 3211V017.
06.2
Inspect the small end bearings
06.2
Inspect the small end bearings. Replace if necessary.
11.3.3
Camshaft driving gear
Connecting rods
Replace connecting rod screws

Replace connecting rod screws by new ones at every second overhaul
when doing piston overhauls at 16 000 h intervals and at every overhaul
when doing piston overhauls at longer intervals than 16 000 h.
11.3.2
The nuts for the connecting rod screws do not need changing, unless
they appear damage. Clean and examine the nuts carefully at every
overhaul
06.2
Replace connecting rod shims
Crankshaft
Replace connecting rod shims by new ones at every second overhaul

when doing piston overhauls at 16 000 h intervals and at every overhaul
when doing piston overhauls at longer intervals than 16 000 h.
11.3.2
06.2
Inspect main bearings
11.3.3
Inspect one main bearing. If in bad condition, check/change all main

bearings. Note the type of bearing in use and do the inspection
accordingly.
06.2
DBAC198528
04-7
04.11
Cylinder heads
Overhaul of cylinder head
12.2.2
Dismantle and clean the under side, inlet and exhaust valves and ports.
Inspect cooling spaces and clean, if necessary. Grind the valves. Inspect
the valve rotators. Check rocker arms.
12.2
12.3
Replace the O-rings in the valve guides and on the exhaust valve seat
rings.
14.1.2
Replace the O-rings at bottom of cylinder head screws at every overhaul.

Put lubricating oil on the threads of the screw.
07.3.1
Mount the screw and tighten to specified torque.

Fill the compartment between screw and engine block with lubricating oil.
Mount the O-ring.
Cylinder liners
10.4.1
Inspect the cylinder liners
Measure the bore using form No. 3410V019, replace liner if wear limits are 06.2
exceeded. Hone the liners.
Renew the anti-polishing ring.
Engine fastening bolts
Check tightening of engine fastening bolts

07.3
Gas admission valves
Replace the main gas admission valves

In installations where connectors used, replace also the female
connector.
17.3
17.4.1
Gas admission valves
Clean the main gas admission valve filter insert

Clean the main gas admission valve filter insert. Replace if needed.
17.3
Gas system
Maintenance of gas system

Replace the sealings in the pipe connections, check the sealing faces for
wear and corrosion. Make the leak test.
Hydraulic jack
Check function
Replace O-rings in the hydraulic jack if they are leaking when lifting the
main bearing cap.
Pistons
17.2
10.2.3
Inspect the pistons

Composite pistons must be dismantled for inspection of mating surfaces
between piston skirt and piston crown. Inspect and clean oil spaces.
11B
Inspect pistons and replace piston rings
11.3.3
Pull, inspect and clean. Check the height of the ring grooves, use form
No. 3410V023.
Check the retainer rings of the gudgeon pins. Replace complete set of
piston rings. Note the running-in programme.
11.3
06.2
03.8
Prechamber
Replace the prechamber nozzle

Replace the prechamber nozzle. Renew the O-rings and the bottom
sealing rings.
16
Lubricating oil
Change lubricating oil
Pistons, piston rings
section 02.2.3
Change lubricating oil in connection with every piston overhaul, or every
fourth year (every sixth year if the engine is running less than 1000 h/year),
which ever comes first. Clean all oil spaces with a high quality fibre free
and lint free cloth.
Turning device
Change oil in turning device
02.2.5
03.9
04-8
DBAC198528
04.11
Valve mechanism
Check valve mechanism parts
14.1.2
Check tappets.
06.2
Vibration damper
Viscous type
Take oil sample from vibration damper
11.2
Vibration damper
Geislinger
Check vibration damper
04.11
Take oil sample for analyzing.
Dismantle and check vibration damper every 32000 hours.
04.12
Automation and control

system
Replace vibration dampers (rubber elements)
Exhaust manifold
Check expansion bellows

Flexible coupling
(Oil supply from engine)
Check the flexible coupling

Dismantle and check flexible coupling acc. to manufacturers
recommendations.
04.12
11.2
v3
23
Replace the rubber elements for components such as: connection boxes,
control modules, connection rails and main cabinet.
The vibration damper should be replaced latest every 4th year.
20
v1
04.13
Connecting rods
Replace connecting rod screws

Replace connecting rod screws at latest 32 000 h with new ones.
11.3
06.2
Replace connecting rod shims

Replace connecting rod shims at latest 32 000 h with new ones.
11.3
06.2
04.13
04.14
Turbocharger(s)
Inspect turbocharger parts
ABB TPL-chargers
Inspect and replace the nozzle ring, turbine diffuser/cover ring if necessary.
See manufacturers instructions.
DBAC198528
v1
15.1
04-9
04.14
v1
04.15
Inspect intermediate gear bearings
13
06.2
Crankshaft
Inspect crankshaft
Inspect the crankshaft for wear.
06.2
Engine foundation
Check flexible elements of engine foundation
Flexible mounted
Flexible coupling
Check the flexible coupling

Dismantle and check the flexible coupling according to the manufacturers
instructions.
Replace spring packs/inner star if necessary.
Turbocharger
Replace rotor and rotating parts

Lifetime dependent of operating conditions.
15.1
Turbocharger(s)
ABB TPL-chargers
Inspect turbocharger gas-inlet/outlet casings
15.1
04-10
Inspect and replace the gas-inlet/outlet casings if necessary.

DBAC198528
05.
05. Maintenance tools
Maintenance tools
Maintenance of an engine requires some special tools. Some of these tools are supplied
with the engine; others are available through our service stations.
Tool requirements for particular installation may vary greatly; depending on the use and
service area. Standard tool sets are selected to meet basic requirements.
The list presented in Spare Parts Catalogue has an comprehensive selection of tools for
Wrtsil engines.
Tool sets are grouped in order to simplify the selection for specific service operations. This
makes the job for the end-user much easier.
Regarding maintenance tools for governor and turbocharger, we refer to lists in the special
instructions enclosed with Instruction Manual.
05.1
Using of Spare Parts Catalogue
v1
Procedure
1
Read the corresponding item

in Instruction Manual before any maintenance work is started.
Check with list

in Spare Parts Catalogue that all the maintenance tools are available.
Check
that necessary spare- and consumable parts are available.
Ordering maintenance tools
05.2
v1
Procedure
1
Find the part(s)

that interests you in the Spare Parts Catalogue.
Select the tools or parts required;

note that tools which are part of standard deliveries are mentioned in the installation
specific delivery list.
Make notes of the specifications

and other information as in the list above or in "Inquiry/Order List".
Send the order

to Wrtsil Service Office, printed on the Inquiry/Order List. All commercial terms are stated
in the Inquiry/Order List.
NOTE
All available tools are listed in the Spare Parts Catalogue; see also the
installation specific tool lists. Some of the tools are only useable for certain
cylinder numbers and only with certain engine mounting equipment.
DBAC198528
05-1
05. Maintenance tools
Example
In order to make deliveries on time, please state spare parts number and name of part
according to Spare Parts Catalogue. Also state engine type, specification- and enginenumber, when ordering. These statements are found on the engine name plate.
When ordering special equipment or tool that is not included in Spare Parts Catalogue or
Instruction Manual, please give manufacturer's type designation and serial number of the
tool. If such indication is missing, describe the tool as clearly as possible and/or a picture
should accompany the order.
Name of consignee and purchaser, their exact addresses as well as method of forwarding
should be stated. All orders given by telephone should be confirmed by email or letter.
The tools required should be ordered directly from Wrtsil. Adress and telephone numbers
are given on title page of this manual.
A complete order of maintenance tools should include the following indications: (example)
Engine type
Wrtsil 9L20
Specification number
173176
Engine number
PAAE035380
Tool number
832 004
Name of part
Lifting tool for cylinder head
Quantity
Consignee
Engineer A. Clipper
M/S Brigitte
C/O Seaforwarding
Sea Port, Hull
Method of forwarding
Express air line
Purchaser
Shipowner Atlanta
Head Square,
Birmingham E.C.
05-2
DBAC198528
06. Adjustments, Clearances, and Wear Limits
06.
Adjustments, Clearances, and Wear Limits
06.1
Adjustments
v4
Valve timing
The valve timing is fixed and cannot be changed individually, cylinder by cylinder.
TDC
Outlet valve closes
INLET VALVE
AUST VA
EXH
LV
Inlet valve opens
Outlet valve opens
BDC
Fig 06-1
Inlet valve closes
Valve timing
W34-400602 v2
Other set values

Valve clearances, cold engine:
Inlet valves ................................................................................................................... 0.4 mm
Exhaust valves ............................................................................................................. 0.8 mm
Prechamber valve ........................................................................................................ 0.4 mm
Valve clearances, warm engine (without pre-lubrication):
Inlet valves ................................................................................................................... 0.4 mm
Exhaust valves ............................................................................................................. 0.8 mm
Prechamber valve ........................................................................................................ 0.6 mm
DBAC198528
06-1
Table 06-1 Engine safety module
06.2
Nominal Speed
Over speed set point in engine safety module

(ESM)
750 RPM
720 RPM
863 10 RPM
828 10 RPM
Clearances and wear limits (at 20C)

Part, measuring point
10
Main bearing clearance

(also flywheel bearing)
Normal clearance (mm)
Wear limit (mm)
0.225-0.346
Journal, diameter
339.85
Journal, out of circularity
0.05
Journal, taper
0.025/100
Main bearing shell thickness

Tri-metal shells
Bi-metal shells
Section
10.2.2
7.35 mm
Assembled bearing bore
340.360
Thrust bearing, axial clearance
0.37-0.57
Thrust washer thickness

Camshaft bearing clearance
Camshaft thrust bearing, axial clearance

Cylinder liner, diameter
Cylinder liner, out of cylindricity at TDC
0.80
14.60
0.150-0.245
Assembled bearing bore (Vertical direction)
06-2
v6
140.350
0.350-0.600
0.9
top: 340.80
bottom: 340.30
0.25
DBAC198528

11
Big end bearing clearance

0.210-0.307
Crank pin, out of circularity
0.05
Crank pin, taper
0.035/100
Big end bore

Ovality
324.90
0.10
Assembled bearing bore (Rod assembled)
310.400
Gudgeon pin bearing clearance
0.09-0.169
Assembled bearing bore

Connecting rod axial clearance in piston
Clearance gudgeon pin - piston
150.180
0.5-1.0
0.050-0.084
Bore diameter in piston

1.3-1.6
Oil scraper ring gap (Clamped 340)
1.2-1.5
Piston ring height clearance:

Compression ring I (C95)
Compression ring II (C86)
Oil scraper ring (C87) or (C105)
0.50
0.50
0.35
Piston ring groove height: Groove I

Groove II
Groove III
8.50
6.45
8.30
Wear limit (mm)
Valve guide diameter assembled
24.25
Valve stem diameter
23.95
Valve stem clearance

13
150.050
Piston ring gap I & II (Clamped 340)

12
Wear limit (mm)
Intermediate gear of camshaft drive

bearing clearance
axial clearance
Camshaft driving gear backlash:
Crankshaft gear wheel (6)
Large intermediate gear wheel (3)
Small intermediate gear wheel (5)
Camshaft gear wheel (1)
DBAC198528
0.100 - 0.156
0.30
Wear limit (mm)
0.150-0.245
0.4-0.6
0.35
0.9
0.35-0.84
0.33-0.65
06-3

14
Valve tappet, diameter clearance

0.072-0.161
Tappet roller bush diameter, outer
43.98
Bush diameter, bore
40.09
Bearing clearance roller-bush

Bush-tappet pin
0.018-0.059
0.034-0.066
Yoke bore diameter

0.08-0.114
Pre-combustion Chamber valve tappet, diameter

clearance
0.05-1.14
Exhaust and inlet rocker arm axial clearance
0.31.0
PCC rocker arm axial clearance
0.10.4
Pre-combustion chamber (PCC):

PCC valve stem diameter
PCC valve stem clearance

19
Water pump backlash - L34

for driving gear - V34
Base tangent length - L34
- V34
06-4
30.1
Diameter clearance

16
Wear limit (mm)
Wear limit (mm)
10.04 - 10.06
0.01 - 0.012
Wear limit (mm)
0.573-0.745
0.586-0.760
53.60
DBAC198528
07. Tightening Torques and Use of Hydraulic Tools
07.
Tightening Torques and Use of Hydraulic Tools
07.1
Tightening torques for screws and nuts
v1
NOTE
See section 07.3.1 for hydraulically tightened connections!
The position numbers in the tables below refer to the corresponding figures A to I, which
are located in the engine according to Fig 07-1. Always tighten to stated torque shown in
the tables. A loose screw connection might cause serious damages/human injury. Threads
and contact faces of nuts and screw heads should be oiled with lubricating oil unless
otherwise stated. Note that locking fluids are used in certain cases.
NOTE
Molycote or similar low friction lubricants must not be used for screws or nuts if
not sepatately mentioned in this Manual. Great risk of over tensioning of screws.
1 Nm = 0.102 kpm
E
C
F
B
G, H
A
I
Fig 07-1
DBAC198528
Tightening torques
W34-400719 v1
07-1
07.1.1
Crankshaft and flywheel
v3
5
4
1 Flywheel bolts
2 Split gear on crankshaft 12.9 screws
3 Split gear on crankshaft 10.9 screws
4 Flywheel elongation bolts

5 Flywheel mounting bolts
Fig 07-2
W34-400702 v2
Table 07-1 Screw connections

Components
Torque (Nm)
Flywheel bolts, fitted bolts.
60030
Split gear on crankshaft, M20x120, 12.9 screws.

Torque wrench setting (M1) with tool combination, see torque wrench figure.
Lubricate threads with engine lubricating oil.
60030
532
Split gear on crankshaft, M20x190, 10.9 screws.

Torque wrench setting (M1) with tool combination, see torque wrench figure.
Lubricate threads with engine lubricating oil.
55020
488
Flywheel elongation bolts.
120060
Flywheel mounting bolts.
39020
NOTE
Torque wrench settings must be recalculated if another tool combination than
Fig 07-3 is used for the split gear wheel screws.
07-2
DBAC198528
Tool 2V-T26987
M1
M2
Example:
L1= 975 mm
L2= 125 mm
Fig 07-3
07.1.2
Torque wrench 721/80
L1
M = 550 *
1
L1+125
Torque wrench
FIG-400716 v3
B: Intermediate gear and camshaft
v2
2
3
1 Camshaft hexagon socket screw

2 Hexagon socket screw
3 Intermediate tightening nut
Fig 07-4
DBAC198528
GUID-2CF589BE-6938-472C-A50D-6934B727042E v1
07-3
Screw connection
07.1.3
Torque (Nm)
Camshaft hexagon socket screw
115
Hexagon socket screw
80
Intermediate tightening nut
315
C: Cylinder head
1
v4
6
10
2
3
4
5
11
Fig 07-5
Pos.
Screw connection
Torque (Nm)
1. Rocker arm console, fastening screws
28015
2. Starting valve fastening screws
13010
3. Screw for knocking sensor

4. Connection upper/lower housing
5. Valve/piston fastening nut
07-4
W34-400725 v2
205
30030
35 +5
6. Nuts for prechamber
13010
7. Screws for valve yoke
9.51
8. Fastening screws, cylinder head/multiduct

Apply Nova Lube or similar heat resistant grease on threads.
19510
9. Fastening screws, multiduct/exhaust manifold
19510
10. Fastening screws for flange connections
795
11. Fastening screws, multiduct/engine block
19510
DBAC198528
NOTE
Recheck the fastening screws, cylinder head/multiduct!
07.1.4
C: Prechamber
v4
A
3
1
2
4
Fig 07-6
Pos.
W34-400723 v2
Screw connection
Torque (Nm)
1. Valve seat
500.5
2. Prechamber valve
Apply Loctite 242 on the threads, see section 07.2.
90.9
3. Screws for valve yoke
9.51
4. Spark plug:
- Lubricating threads
- Dry threads
304
444
NOTE
Bostik NSS anti-seize paste should be used to lubricate spark plug threads
before assembling.
DBAC198528
07-5
07.1.5
C: Main gas valve
Fig 07-7
Pos.
07-6
Screw connection
v1
W34-400724 v1
Torque (Nm)
1. Main gas valve fastening screws
253
2. Screws for bellow
253
DBAC198528
07.1.6
D: Valve tappet housing
v1
2
Fig 07-8
Pos.
Screw connection
1. Valve tappet housing fastening screw
DBAC198528
W34-400718 v1
Torque (Nm)
20010
2. Guide plate fastening screw

Apply Loctite 242 on the threads, see section 07.2.
253
3. Screw for lifter cover
9.51
07-7
07.1.7
E: Piston
v5
Fig 07-9
Piston
WS-34SG-320795 v2
Table 07-2 Assembly instructions for screws

Pos.
Component
Torque (Nm)
1. Piston crown connection screws

1. Lubricate threads and contact surfaces of screws with engine oil
2. Tighten the screws crosswise
160
3. Loosen the screws

4. Pre-tighten the screws crosswise
40
5. Tighten the screws crosswise further with an angle of 90

6. Check the screws for maximum tightness.
130
NOTE
Check the length of screws when the piston is opened or piston top is changed.
Renew the screws if its length exceeds 166 mm.
07-8
DBAC198528
07.1.8
F: Turbocharger fastening screws
v3
1 Turbocharger fastening screw .

2 Turbocharger bracket fastening screws.
Fig 07-10
Pos.
07.1.9
W34-400712 v1
Screw connection
Bolt size
Torque (Nm)
1.
Turbocharger fastening screw
M24
920
2.
Turbocharger bracket fastening screws
M24
65030
G, H: Engine driven pumps
v2
Fig 07-11
DBAC198528
Engine driven lubricating oil pump
GUID-55C18E3F-FCD9-41E3-8B74-57746C033820 v1
07-9
Pos.
Screw connection
Torque (Nm)
1. Driving gear of engine driven lube oil pumps:

Tighten the screws crosswise
- Lubricating screw oil pump V34
[1]
412
[1]
The screws are treated with a locking compound and can be used only once. Replace the screws
with new, treated ones. Only Driloc 201 or Driloc 211 should be used.
2
3
Fig 07-12
Pos.
Engine driven cooling water pump
Screw connection
GUID-AC3594BF-CC63-4423-929F-F1E9C3C97CCF v1
Torque (Nm)
1. Driving gear of engine driven pumps:

Pump type CNW-32/46
[1]
41
Tighten the screws crosswise in three steps (0-20-30-41Nm)

2. Impeller screw for HT and LT water pump
Pump type CNW-32/46:
24
Apply Loctite 243 on threads, see section 07.2.

3. V-clamp for HT and LT water pump
Pump type CNW-32/46:
[1]
07-10
The screws are treated with a locking compound and can be used only once. Replace the screws
with new, treated ones. Only Driloc 201 or Driloc 211 should be used.
DBAC198528
07.1.10
I: Free end of crankshaft
v1
Fig 07-13
Pos.
W34-400710 v1
Screw connection
Torque (Nm)
1. Screws of pump driving gear at free end of crankshaft. Lubricate threads with
engine lubricating oil.
180025
We recommend the use of torque measuring tools also when tightening other screws and
nuts. The following torques apply to screws of the strength class 8.8; when oiled with
lubricating oil or treated with Loctite.
Screw
dimension
DBAC198528
Width across flats of

hexagon screws (mm)
Key width of hexagon Torque

socket head screws
(Nm)
(mm)
(kpm)
M8
13
23
2.3
M10
17
45
4.6
M12
19
10
80
8.1
M16
24
14
190
19.3
M20
30
17
370
37.5
M24
36
19
640
65.0
07-11
07.1.11
J: Pulsation damper
v3
4
5
2
1 Pulsation damper
2 Plug
3 Hexagon socket screw
4 Stud
5 Hexagon lock nut
Fig 07-14
GUID-3F6B7C77-354C-4B1F-B186-E4106634BDB1 v1
Screw connection
07.2
Torque (Nm)
Pulsation damper
Plug
400
Hexagon socket screw
40
Stud
40
Hexagon lock nut
76
Use of locking fluid
v1
When using locking fluid (Loctite), clean parts carefully in degreasing fluid and let then dry
completely before applying locking fluid.
07-12
DBAC198528
07.3
Hydraulically tightened connections
07.3.1
Tightening pressures
v10
3
6
4
5
1
2
3
4
Camshaft screw
Cylinder head screw
Counterweight screw
Engine fastening screw
Fig 07-15
Pos.
5 Main bearing screw

6 Main bearing, lateral screw
7 Connecting rod screw
Hydraulically tightened connections
Description
GUID-C7788DB8-7C28-4924-A389-1A156C54D0CC v1
Max. hydraulic pressure

(bar)
tightening
1. Camshaft screw M56
Hydraulic
cylinder
loosening
600
800046
2. Cylinder head screws M56 in two steps:
800047
First step
520
Second step
520
550
DBAC198528
07-13
Pos.
Description
Max. hydraulic pressure

(bar)
tightening
Hydraulic
cylinder
loosening
3. Counterweight screws M42 in two steps:
800041
L34
First step
400
Second step
800
820
V34 (Screw stamped: 1022)
800041
First step
300
Second step
700
720
V34 (Screw stamped: 63038)

First step
400
Second step
800
820
x)
4. Engine fastening screws

5 Main bearing screws M56 in two steps:
800046
First step
250
Second step
615
635
6. Main bearing, lateral screws M42 in two steps:
800041
First step
250
Second step
615
635
7. Upper and lower Connecting rod screws M27 in two steps:
800020
First step
400
Second step
800
820
X) Pos. 4 see installation instructions.

The stud bolts are tightened to the casting at the following torques:
Screw dimension
Tightening torque (Nm)
M56 Cylinder head
40020
M56 Main Bearing
30010
All M27 studs on connecting rod
10010
M42 and M48 x 3
20010
M80 Intermediate gear
20010
CAUTION
The screws will be overloaded if the maximum hydraulic pressure is exceeded.
Change the screws if maximum hydraulic pressure is exceeded for any reason.
07-14
DBAC198528
07.3.2
Filling, venting and control of the high pressure

hydraulic tool set
v1
The hydraulic tool set consists of a high pressure hand pump with an integrated oil
container, hoses fitted with quick-couplings and non-return valves, cylinders and a pressure
gauge mounted on the hand pump but not connected to the pressure side of the pump.
The components are coupled in series with the pressure gauge being the last component
thus securing that every cylinder is fed with the correct pressure.
The non-return valves in the hoses are integrated with the quick-couplings and are opened
by the pins located in the centre of the male and female parts. If these pins get worn, the
coupling must be replaced because of the risk of blocking.
In the high pressure hydraulic tool set it is recommended to use a special hydraulic oil or
in any case an oil with a viscosity of about 12cSt at 20C.
During the filling of the container of the high pressure pump it is recommendable to
couple the set according to scheme B, Fig 07-16. Before filling, open the release valve
(2) and empty the cylinders (4) by pressing the piston and cylinder together. After that,
drain the oil and re-fill through the filling plug (1).
After filling, vent the system by pressing in, with a finger, the centre pin of the female
part of the last quick-coupling, the coupling being disconnected from the pressure
gauge. Keep on pumping until air free oil emerges from the coupling.
Check the pressure gauge of the hydraulic tool set regularly. For this purpose a
comparison pressure gauge is delivered. This pressure gauge can be connected to the
plug hole (7), the outlet hose of the pump being connected direct to the pressure
gauges.
Dismantling hydraulically tightened screw connections
07.3.3
v2
Procedure
1
Attach distance sleeves and hydraulic cylinders according to Fig 07-16 A.

Screw on cylinders by hand.
Connect the hoses to the pump and cylinders according to scheme Fig 07-16 B.
Open the release valve (2) and screw cylinders in a clockwise direction to expel possible oil.
DBAC198528
Screw the cylinders in a counter-clockwise direction about half a revolution (180),

otherwise the nut is locked by the cylinder and impossible to loosen.
Close the release valve and pump pressure to the stated value.
Screw the nut in a counter-clockwise direction about half a revolution with the pin.
Open the release valve and remove the hydraulic tool set.
Screw off the nuts by hand.
07-15
Hydraulic oil
1. Filling plug 2.Release valve 3. Hose 4.Hydraulic cylinder 5.Hose 6.Pressure gauge 7.Plug
hole
Fig 07-16
07.3.4
Hydraulic cylinder
W34-320752 v1
Reassembling hydraulically tightened screw

connections
v2
Prerequisites
Check that the threads and contact surfaces are clean and free from particles.
Procedure
1
Screw on nuts and attach distance sleeves.

Screw on cylinders by hand.
Connect the hoses to the pump and cylinders.

Check that the release valve is open and screw the cylinders in a clockwise direction to
expel possible oil.
Close the release valve and pump pressure to the stated value.
Screw the nuts in a clockwise direction until in close contact with the face.
Use the pin intended for this purpose and tighten the nut as much as possible without
breaking the pin. Keep the pressure constant at the stated value.
Open the release valve and remove the hydraulic tool set.
To ensure that the nut will be properly tightened, the pressure can be raised in two steps.
Pump the pressure to 300 bar and screw the nut in a clockwise direction until in close
contact with the face. Increase the pressure further to the stated pressure, and screw the
nut until in close contact with the face again. This time the nut should move just a limited
angle but approximately the same angle for all nuts of the same kind.
NOTE
Ensure that all screw connections that have been opened are properly tightened
and locked, if necessary, before the engine is started.
07-16
DBAC198528
07.4
Use of hydraulic extractor cylinder
v1
For some power demanding operations a hydraulic extractor cylinder (800063) is used. In
connection with this cylinder, the hydraulic high pressure hand pump is utilized, coupling
scheme acc. to Fig 07-17.
Hydraulic oil
1. Hydraulic cylinder 2.Expansion plug

Fig 07-17
Hydraulic extractor cylinder
W34-320753 v1
According to the design of the cylinder, the outer housing (1) must not be loaded. The force
is created between the surfaces A and B.
The piston is kept from running out of the cylinder by an expansion ring (2). The strength of
this ring is limited, and it is recommended to be careful when operating at the end of the
stroke.
The effective area of the piston is 32.2 cm2 which gives the relation between pressure and
force (using tool 2V83E0186), see Fig 07-18.
Max pressure
Bar
800
600
400
200
2000
4000
6000
8000
10000
12000
14000
20000
40000
60000
80000
100000
120000
140000
Fig 07-18
DBAC198528
Relation between pressure and force
16000
160000
18000
180000
20000
200000
22000
220000
24000
240000
26000 kp
N
W34-400728 v2
07-17
07.5
Low pressure pump for lifting purposes in the

crankcase
v1
A special low pressure pump (150 bar) 800 059 is delivered for lifting tools used in the
crankcase. Normal engine oil, which is used in the engine lubricating system (sump) must
be used in this pump because the drain oil from the tools is led to the sump of the engine.
07-18
DBAC198528
07A.
07A. Tightening Torque for Pipe Connections
Tightening Torque for Pipe Connections

Some Wrtsil engines are optionally equipped with seal ring pipe connections instead of /
or in addition to the regular cutting ring.
The correct tightening torques for the connections are:
Cutting ring connections
New connection:
1. Tighten the connection by hand to contact.
2. Turn the pipe connection cap nut 1 1/2 turns.
Re-assembly of an old connection:
1. Tighten the connection by hand to contact.
2. Turn the pipe connection cap nut half a turn.
Parker / Seal-Lok O-ring pipe connection

Pipe (mm)
DBAC198528
Key width (mm)
Torque (Nm)
17
25
22
40
10
22
40
12
24
55
14
30
80
15
30
80
16
30
80
18
36
115
20
36
115
22
41
150
25
41
150
28
50
190
30
50
190
32
50
190
35
60
245
38
60
245
07A-1
07A. Tightening Torque for Pipe Connections
07A-2
DBAC198528
08. Operating troubles, Emergency operation
08.
Operating troubles, Emergency operation
08.1
Troubleshooting
v3
The engine should be maintained according to the Maintenance schedule. The engine
operators should acquire knowledge of this chapter for immediate action when needed.
08.1.1
Crankshaft does not rotate at start attempt
v5
Possible reason
Cause
Action
Information
1.1 Low starting air pressure
Check that the starting air valve(s) before engine is

completely open.
03
21
Check that the starting air pressure in the starting air

vessel is sufficient.
21.1
23.3.7
03
Check for leakages in the starting air piping.
21
Check that the starting air piping is not clogged.
21
Check that the starting air pressure regulator(s) is

working correctly.
21
Check that the air solenoid valve is not leaking.
21
1.2 Starting solenoid valve failure
Check that solenoid wiring and 24V signal is good.

Check that the solenoid valve is not jammed and it opens
when 24V signal is on.
1.3 Main starting valve (s) not opening
Check that the control air supply is open and working.
21
Check that the control air pipes from start solenoid to the
main start valve are not clogged or leaking.
In the start systems where pilot air pressure regulator
exists, check that the pilot air pressure is correct. Adjust
if necessary.
Check that the main starting air valve is not jammed.
1.4 Starting motor(s) is/are not
engaged to the flywheel gear rim
Re-start the engine.
03
21
1.5 Starting motors are engaged but

the engine does not rotate
Service the starting motors.
21.2
1.6 Gas ramp leakage
Check that gas ramp leakage test is passed at starting

attempt and no alarm is displayed.
03
Alarm V15, V25, V18 or V28 leaking: Check air supply for
the valves. Perform maintenance, if needed.
Alarm V15 or V25 Stuck. Additionally to above, check if
P06 (P09) is broken.
DBAC198528
08-1
08.1.2
Crankshaft rotates but none of the cylinders fire at start

attempt
Cause
Action
Information
2.1 Engine start rotation is too slow
Check that the starting air pressure is sufficient and

above the alarm limit.
Check that starting air rotates the engine at a minimum
speed of 70 rpm during a start attempt.
See cause 8.1.1.1.
21
23.3.7
2.2 Insufficient main fuel gas pressure
Check that the fuel main shut off valve before gas ramp
is open.
03
17
Ensure that gas pressure reference during starting is

sufficient.
17.1
23.8.2
23.9
Check that the PCC gas line hand valve is fully open.
07
2.3 Insufficient Precombustion

chamber (PCC) gas pressure
2.4. Speed sensors signal missing

Check that speed sensor air gap to the flywheel is
Engine rotates but the automation does adjusted correctly.
Check that the speed sensors are working.
not show any speed
08.1.3
v5
23
Fig 2318
Some cylinder(s) do not fire at start attempt
v5
Cause
Action
Information
3.1 Ignition failure in cylinder(s)
Check spark plug.
Fig 162
16.4
Check ignition coil extension.
16.4
Check ignition coil (COP).
16.4
See also causes related to problem 8.1.10.

3.2 Incorrect air/fuel ratio in cylinder(s)
3.3 Cylinder main gas admission

valve(s) not opening
08-2
Check gas manifold ventilation valve (degassing valve)

function during start. Ensure that it opens for a very short
duration at the beginning of a start attempt.
See that main gas pressure is sufficient during start, the
pressure corresponds to the reference set point.
17.1
23.8.2
23.9
See that PCC gas pressure is sufficient during start, and

the pressure corresponds to the reference set point.
17.1
23.8.2
23.9
Check the air by-pass valve and waste gate positions

during start.
15C
15I
15K
Check main gas valve wiring condition and connections.
17
23
Check that gas pressure is not too high.
17.1
23.8.2
23.9
DBAC198528
08.1.4
Engine starts but does not reach or run at nominal

speed
Cause
Action
Information
4.1 Lack of fuel
Check that the main gas pressure reference is sufficient

at start and the actual pressure corresponds to the
reference during startup.
03
17.1
23.8.2
23.9
v4
Check (with WECSplorer) that the start fuel limiter setting

is correct.
4.2 Poor combustion on some
cylinders
08.1.5
Check that all cylinders are firing during startup and idle
running. If not, check the possible cause in 8.1.3.
Engine load or speed unstable
v5
Cause
Action
Information
5.1 Fluctuation of main gas pressure

Main gas pressure reference follows
the measured charge air pressure. See
next point 5.2
Check the stability or fluctuation of gas inlet pressure to

the gas ramp.
Check gas ramp I/P converter function: moisture, dirt or
other substances in the I/P converter or in I/P converter
air supply.
17
5.2 Fluctuation of charge air pressure
Check the free movement of the wastegate. Perform

wastegate calibration. Check the wastegate response to
the I/P converter output and the wastegate is moving free
between set point.
Check the turbocharger speed trends for possible
surging.
In case it is surging, check that the inlet air filter are clean
and not clogged, the pressure loss in the inlet air duct is
within limits.
Check that the compressor is cleaned according to
maintenance schedule.
5.3 One or several cylinders misfiring,

engine sways
Spark plug problem.

See cause 8.1.5.5.
5.4 Charge air pressure too high
Check charge air pressure. Check that the wastegate is

moving freely and the position is according to the
wastegate reference position.
See also problem 8.1.10.
5.5 Gas ramp ventilation valve(s)

unnecessary opening
Check that the gas ramp ventilation valve(s) is

continuously closed during normal operation.
15
04
Test records 23.6.1

12
Gas ramp ventilation valve(s) opens

when gas pressure is too high above
the charge air pressure
DBAC198528
08-3
Cause
Action
Information
5.6 Spark plug(s) worn or defective
Check the spark plug running hours and the

recommended scheduled change for spark plugs.
Check spark plug running hours, gap of the electrodes
and electrodes cleanliness
04
5.7 Prechambers dirty or clogged
Clean prechamber from deposits according to the service 04

interval and more often, if necessary.
Check that the service interval is not exceeded.
5.8 Load measurement faulty
Check power measurement wires and connections.
08.1.6
23
Knocking
v5
Cause
Action
Information
6.1 Overloading of the engine
Check that the total load connected to the engine(s)

running in island mode is not exceeding the rated output.
6.2 Too fast loading
Check that the engine is not loaded faster than the

specified load ramp-up time.
Check that the instant loading limits are not exceeded
when increasing load to the engine(s) in island mode. See
operation manuals for instant loading possibilities.
6.3 Air fuel mixture too rich
Check that the wastegate movement is not restricted.

The waste gate should move freely to the reference set
point.
See if the wastegate is fully closed and engine lacks air:
Check that the exhaust gas back pressure after charger
is not too high; exhaust gas duct auxiliary equipment not
clogged or dirty.
Check differential pressure over charge air cooler.
Charge air cooler can be clogged and excessively dirty in
case charge air filter is misplaced, missing or broken.
Check that charge air filter or air duct is not clogged.
15
See Figure 15-12
and 15-3
See Filter
manufacturer
Instruction
In some installations, humidity measurement affects the

air/fuel ratio and charge air pressure setting. Check that
the humidity measurement is correct and the instrument
is working properly.
15I
15K
The charge air pressure is adjusted automatically based

on charge air temperature measurement. Check that the
measurement is correct and working properly.
Check that air by-pass valve or airwaste gate is not
restricted or wrongly adjusted/assembled.
Excessive gas feed to cylinder
12
Check main gas valve function and cleanliness.

See cause 8.1.9.1
Excessive PCC gas feed to the cylinder Check PCC valve clearance and free movement. Check
PCC gas pressure.
08-4
DBAC198528
Cause
Action
Information
Check inlet and exhaust valve clearances and function.
12
06.1
Check that the camshaft and valve timing is adjusted

properly.
13.1.2
6.4 Turbocharger surging
See cause 8.1.5.2
6.5 Change in the fuel gas properties

(methane number)
In case knocking suddenly increases in all cylinders

without other reason, have the fuel gas analyzed for the
methane number. Compare it to the specification and
previous results.
02.1
6.6 Too early ignition
Check that the ignition timing setting is correct and the

ignition is happening at the reference crank angle.
Check and clean prechamber deposits and possible hot
spots.
23.7
16.2
6.7 Wrong detection of knocking
Check that the knock detection system is calibrated

according to DAAB408991 after maintenance or change
of component(s).
See adjustment
instruction
DAAB408991
Check the tightening of the knock sensor(s). The knock

sensor is tightened to correct torque when the engine is
stopped.
07
08.1.7
High charge air temperature
v4
Cause
Action
Information
7.1 By-pass of the charge air cooler
Check the temperature difference between LT water and

charge air.
15
See Fig 159 and Fig
1510
Install the charge air cooler properly against the seating

surface in the air inlet side of the cooler.
15
See that sealing between cooler fin pack upper and lower Service letter
covers are properly installed during service.
3415Q059
7.2 Dirty charge air cooler
Check the temperature difference between LT water and

charge air, follow on regular basis. Clean cooler when
temperature difference is too high.
Service letter
3215T033
3215Q028
15.4.3
Fig 157
See that the service interval is not exceeded. Check the

correct cleaning procedure. The service interval can be
shortened due to insufficient cleaning.
04
See air filter
manufacturer
instruction
Check that the charge air filter elements are not broken
or missing. Service according to the manufacturer's
instructions.
DBAC198528
08-5
Cause
Action
7.3 High LT cooling water temperature
See reference and design conditions for the installation.

High ambient temperature reduces cooling capacity of
the radiators. High ambient dew point reduces cooling
capacity of the cooling tower(s).
Information
See radiator or
cooling tower
manufacturers
instruction
Inspect condition of radiators. Check the temperature

difference between ambient temperature and the outlet
water. Clean the radiators, if needed.
Check cooling tower manufacturer's instructions and
adjust/maintain cooling towers, if needed.
Check for possible hot water circulation leakage through
LT thermostatic valve. Check and adjust the external
valve free movement. Ensure that it closes completely,
when required.
7.4 Using of glycol as antifreeze
component in cooling water system
08.1.8
Optimize the concentration in the cooling water to the

minimum needed. Glycol changes the specific heat of the
cooling media and increases the difference between the
cooling water temperature and charge air temperature.
High exhaust gas average temperature
Cause
Action
8.1 Lack of air to the engine, too low

charge air pressure
Check charge air pressure and that the waste gate is not
fully closed. Check that the waste gate is not jammed
and moves freely and is actually at the reference set
point.
8.2 Air fuel mixture too rich
See 8.1.6.3.
8.3 High charge air temperature
See 8.1.7.
8.4 High ambient temperature and

absolute humidity
See 8.1.7.3.
8.5 Improperly adjusted valve timing
See 8.1.6.4.
8.6 Retarded ignition angle
Check that the ignition happens according to the

reference crank angle.
08.1.9
19.4
or external valve
manufacturer
instruction
v4
Information
13
High exhaust gas temperature in one cylinder
Cause
Action
9.1 Excessive gas feed to cylinder
Check functioning and proper operation of the main gas

valve.
Check main gas valve cleanliness.
Check PCC gas valve clearance and free movement.
Check PCC valve tightness with prechamber pressure
testing tool V12T0961.
v4
Information
08-6
DBAC198528
Cause
Action
Information
9.2 Leakage through exhaust valve
Check and adjust for correct valve clearance.
12
06
Check cylinder tightness.
12A
Inspect valves and seats for damages. Replace if

necessary.
12
Check valve clearances for negative valve clearance.
12
06
Check cylinder tightness for leakage through valve(s).
12A
9.3 Reduced compression ratio
Missing connecting rod shim after maintenance. Open

crank case door to check the connecting rod.
08.1.10
Missing anti polishing ring after maintenance. Check

inside cylinder through prechamber hole or remove
cylinder head.
11
Missing piston ring after maintenance. Check piston.
11
Fluctuating exhaust gas temperature or dead cylinder
Cause
Action
Information
10.1 Spark plug failure
Check spark plug running hours, and condition change,

if needed.
04
16
10.2 Coil on plug broken or faulty
Check spring inside COP and change, if necessary.

Check COP electrical connections.
Change COP, if necessary.
10.3 WCD channel broken
If this is likely, change both WCD and the COP for the
dead cylinder at the same time.
10.4 PCC gas feed failure
Check free movement of the PCC valve and the

clearance adjustment.
12
06.1
10.5 Worn main gas admission valve
Check main gas valve and overhaul/change parts, if

necessary.
17
Service letter
WS16Q007
08.1.11
v3
High lubricating oil consumption
v3
Cause
Action
Information
11.1 Worn piston rings, polished

cylinder liners
Check cylinder tightness.
12A
11.2 Valve guide O-ring missing after

maintenance
Check valve stems.
12
11.3 Lacquering of the cylinder liners
Check the cylinder liners coloring. Ensure that an

approved oil brand is used.
02.2
11.4 Turbocharger leaking oil
Check turbocharger compressor and turbine side

bearings and sealing.
See turbocharger
manual
DBAC198528
08-7
Cause
Action
11.5 External leakage
Check engine for external leakages. Check leak oil pipes

and drain piping for continuous leakages.
08.1.12
Information
Cooling water consumption
v4
Cause
Action
Information
12.1 External leakage
Check that the external drain pipes and de-aeration

valves are properly closed and not leaking.
19
See radiators, cooling
towers and heat
exchanger
manufacturers
instruction
12.2 Leakage in charge air cooler
Check that the cooler drain plugs are tight.

Dismantle and apply new thread sealing, if necessary.
See figure 15-11
Check that the cooler package end covers are tight.

Replace gaskets, if necessary.
15.4
Pull out cooler and check cooler O-rings for damages.

See that new O-rings are not misplaced during
assembly.
15.4
Pressure test the charge air cooler package.
15.4.4
The condensate water amount can be significant,

depending of the ambient absolute humidity. Check or
analyse the water from drain outlets under charge air
cooler or flywheel end for cooling water additives.
See Figure 03-2
12.3 Combustion leakage
Fluctuating cooling water pressure
Check for water leaking from cylinder head gasket,

replace, if necessary.
Pressure test cylinder head(s) for:
Leaking prechamber gasket
Leaking starting air valve sleeve in cylinder head
Leaking exhaust valve seat
If the combustion gas is coming into the cooling water
expansion tank, stop the engine immediately and
exclude the source before next start.
08.1.13
High crankcase pressure
v3
Cause
Action
Information
13.1 Piston ring blow-by
Check cylinder tightness. Open for inspection, if

necessary.
12A
13.2 Turbocharger labyrinth sealing

blow-by
See turbocharger manufacturers instruction.

08-8
DBAC198528
Cause
Action
13.3 Crankcase ventilation pipe

clogged
Check ventilation pipe draught valve in engine block (in

engines where installed).
Check that the ventilation pipe is not clogged.
Check that the ventilation pipe is having proper slope
upwards from the engine.
08.1.14
Information
High lubricating oil pressure
v4
Cause
Action
Information
14.1 Cold lubricating oil
Make sure that the engine is properly preheated before

starting.
See that the pre-lubrication is on for warming the oil
during preheating.
03.2
14.2 Lubricating oil pump pressure

adjustment wrong
Adjust the lubricating oil pressure.
18.3
See figure 182
14.3 Lubricating oil pressure control

valve jammed or not working
Check adjustment valve.
18.3
08.1.15
Low lubricating oil pressure
v4
Cause
Action
Information
15.1 Lubricating oil pump pressure

adjustment wrong
Adjust the lubricating oil pressure.
18.3
Fig 182 and 189
15.2 Lubricating oil pressure control

valve jammed or not working
Check adjustment valve.
18.3
Fig 182 and 189
DBAC198528
08-9
08-10
DBAC198528
09.
Specific Installation Data
09.1
Marine installations
09. Specific Installation Data
v2
Chapter 09 is reserved for specific installation data.

Depending on installation, the specific installation data may also be found in the separate
"Attachments" binder.
09.2
Power installations
v2
All test reports and certificates are collected in series 8 Quality records. The specific
installation data can be found in binder 7A 02 01.
DBAC198528
09-1
09. Specific Installation Data
09-2
DBAC198528
10.
10. Engine Block with Bearings, Oil Sump and Cylinder liner
Engine Block with Bearings, Oil Sump and

Cylinder liner
The engine block is cast in one piece. The main water and lubricating oil distributing
channels and the charge air receiver are integrated in the engine block. The main bearing
caps that support the underslung crankshaft are clamped by hydraulically tensioned
screws, two from below and two horizontally.
The thrust bearing is located at the driving end. The four thrust washers guide the
crankshaft axially.
The camshaft bearing bushes are fitted directly into the engine block.
The cylinder liners are made of alloy cast iron. To eliminate the risk of bore polishing, the
liners are provided with an anti-polishing ring at the upper part.
The crankcase covers and other covers are sealed against the engine block with rubber
sealings. On one side of the engine, the crankcase covers are equipped with safety valves
that relieve the over pressure to avoid crankcase explosion.
Oil sump
10.1
v3
The oil sump is bolted to the engine block. Suction pipes to the lube oil pump and the
separator, if used, as well as for the main lubricating oil distributing pipe for crankshaft
bearings are incorporated in the oil sump.
From the main distributing pipe, the lubricating oil is led up to the main bearing through a
hydraulic jack. when inspecting the bearings the hydraulic jack is used to lower and lift the
bearing cap.
An oil dipstick is located in the engine block. The oil dipstick indicates the maximum and
minimum limits between which the oil level may vary. Keep the oil level near the maximum
mark and never allow the level to go below the minimum mark. The limits apply to the oil
level in a running engine. One side of the dipstick is graduated in centimeters. Use this
scale when checking the lubricating oil consumption.
10.2
Main bearings
10.2.1
Dismantling the main bearing
v3
Procedure
DBAC198528
Remove the crankcase covers from each side of the bearing, on both sides of the
engine.
Remove the main bearing temperature sensor and cable with clamps.
Mount the distance sleeve 800042 and the hydraulic tool 800041 into position on the
side screw (A). See Fig 10-3.
One or two nuts can be loosened simultaneously.
Open the nuts of the side screws as described in Fig 10-1.
10-1
Hydraulic oil
1. Mount the cylinders. 2. Connect the hoses and open the pressure release valve.Tighten
the cylinders to expel oil out of these. 3. Turn the cylinders 180 counter-clockwise. 4. Close
the valve and pump pressure according to stated value. 5. Open the nuts about half a turn.
6. Open the release valve and remove the tool.
Fig 10-1
Dismantling with hydraulic tools
FIG-HYD2A v2
Turn the crankshaft of the adjacent cylinder to BDC.
Mount the distance sleeve 800095 into position on the main bearing screw (B1), and
insert the pin 800049 to keep the sleeve in position. See Fig 10-3.
Mount the hydraulic tool 800046 on the same main bearing screw using the tool
800051.
Fit the sleeve and hydraulic cylinder onto main bearing screw (B2) by the same
procedure.
Open the nuts of the main bearing screws as described in the Fig 10-1.
Loosen both nuts at the same time.
10 Remove the hydraulic tools.

11 Remove the nuts of the main bearing screws.
12 Connect the hose from the hydraulic pump 800059 to the side marked DOWN on the
hydraulic jack. See Fig 10-2.
.
13 Unscrew the side screws of the main bearing cap to be lowered.
Use the stud tool 800044.
14 Lower the main bearing cap by pumping oil to the hydraulic jack with the hydraulic
pump.
15 Remove the lower bearing shell.
16 Insert the turning tool 800004 into the main bearing journal radial oil hole.
17 Turn the crankshaft carefully until the upper bearing shell has turned 180.
Remove the turning tool.
NOTE
At least every third main bearing must always remain mounted to support the
crankshaft.
10-2
DBAC198528
1 Straight side of main bearing cap

2 Connection for hydraulic pump
Fig 10-2
Hydraulic jack
FIG-401002 v4
II
A2
A1
B1
B2
I Operating side II Rear side

Fig 10-3
Use of hydraulic cylinders
FIG-401001 v2
Hydraulic cylinder combination

Screw
A1 A2
B1 B2
DBAC198528
10-3

Hydraulic tool
Main bearing side screws and thrust bearing

screws
Main bearing screws
Spare part number
Drawing number
Spare part number
Drawing number
Cylinder
800041
3V86B0078
800046
3V86B0218
Sleeve
800042
3V86B0046
800095
3V86B0333
Pin
800043
4V86B0011
800049
4V86B0002

Action/Screw
Loosening
Tightening
Comments
A1 A2
One or two at a time
615...635 bar
B1 B2
Always loosened simultaneously
615...635 bar
B1 B2
Tighten simultaneously with pin 800049
A2
A2 bolt tensioned first with 100 bar hydraulic pressure and

the nut turned with pin 800043 to contact
100 bar
B1 B2
1. Tighten simultaneously with 250 bar hydraulic pressure
250 bar
2. Release the pressure
10.2.2
Hydraulic pressure
0 bar
3. Tighten simultaneously with 615 bar hydraulic pressure
615 bar
A2
Tighten one or two nuts simultaneously on the same side,

first step with 250 bar hydraulic pressure
250 bar
A1

first step with 250 bar hydraulic pressure
250 bar
A2

second step with 615 bar hydraulic pressure
615 bar
A1

second step with 615 bar hydraulic pressure
615 bar
Inspecting the main bearings and journals
v8
Clean the bearing shells, and check them for wear, scoring, and other damages.
a) Tri-metal bearings can be used until the overlay is partially worn off. When the
underlaying nickel-barrier or the lining material is exposed in any area, replace the bearing.
CAUTION
Never reinstall a bearing with the nickel-barrier exposed in any part of the
bearing shell.
b) Bi-metal bearings. Check the wear by measuring the thickness of the lower bearing
shells. For this purpose, use a ball anvil micrometer. Follow the wear limits in section
Clearances and Wear Limits. If the thickness of lower bearing shells has not reached the
wear limit and the difference in thickness of all lower bearing shells is 0.03 mm (maximum),
the shells can be used again.
Inspect the main bearing journals. Polish damaged journals that have rough surface,
scratches, or shock marks. If considerably uneven wear appears (see section Clearances
and Wear Limits), or the crankshaft is damaged it can be ground and thicker bearing shells
fitted. (see Spare Parts Catalogue).
10-4
DBAC198528
10.2.3
Assembling the main bearing
v6
Procedure
1
Clean the main bearing shells, the cap, and the journal very carefully.
Lubricate the journal with clean engine oil.
Lubricate the bearing surface, back side and end faces of the upper bearing shell with
clean lubricating oil.
CAUTION
Lubricate the bearing shell carefully. Otherwise it may be deformed during
assembly.
4
Place the end of the bearing shell in the slot between the journal and the bearing bore
with the lug guiding in the oil groove. Push it by hand as far as possible
(recommended 2/3 of its length).
Insert the turning tool 800004 into the main bearing journal radial oil hole, and turn the
crankshaft carefully until the bearing shell has turned into position. Take care that the
bearing shell lug slides into the oil groove without being damaged.
CAUTION
Do not force a bearing shell into its place.
Lubricate the bearing surface of the lower bearing shell with clean lubricating oil, and
place it in the bearing cap.
Fit the hydraulic hose from the pump to the connection marked "UP" in the hydraulic
jack.
Lift the main bearing cap by pumping oil to the hydraulic jack with the hydraulic
pump. Mount the main bearing nuts by hand. Remove the hose from the hydraulic
jack.
10 Mount the side screws into the main bearing cap.

Lubricate the threads that go into the bearing cap.
NOTE
Replace the O-rings on the side screws.
11 Tighten the side screws to specified torque using the stud tool 800044. Mount the
nuts by hand.
12 Mount the distance sleeves 800042 and the hydraulic tool 800041 into position on the
side screw (A2) on the rear side on an inline engine and B-bank on a V-engine, that is,
the straight side of the bearing cap, see Fig 10-2.
One or two nuts can be tightened simultaneously on the same side, see Fig 10-3.
13 Rise the hydraulic pressure in the tool to 100 bar and turn the nut to contact with the
pin 800043.
14 Mount the distance sleeve 800095 into position on the main bearing screw (B1), and
insert the pin 800049 to keep the sleeve in place, see Fig 10-3.
DBAC198528
10-5
15 Mount the hydraulic tool 800046 on the same main bearing screw using the tool
800051.
16 Mount the sleeve and hydraulic cylinder onto the main bearing screw (B2) following
the same procedure.
17 Tighten the nuts of the main bearing screws as described in Fig 10-4.
Tighten both screws at the same time and in two steps. Turn the nuts with the pin 800049.
Hydraulic oil
1. Mount the nuts, the distance sleeves and the cylinders. 2. Connect the hoses, open the
pressure release valve. Tighten the cylinders to expel oil out of these. 3. Close the valve and
pump pressure to stated value for step 1. 4. Turn the nuts until close contact is reached. 5.
Release the pressure by opening the valve. 6. Close the valve and pump pressure to the full
stated value.7. Turn the nuts until close contact is reached. 8. Open the valve and remove
the tool set.

Fig 10-4
Reassembly with hydraulic tools
FIG-HYD2A v2
NOTE
The hydraulic pressure in the tool must be stable when tightening the nuts.
18 Connect the hydraulic pump and hose to the tool on the already pretightened side
screw (A2), see Fig 10-3.
19 Raise the hydraulic pressure in the tool to 250 bar and turn the nut to come in contact
with the pin 800043.
20 Mount the distance sleeve 800042 and the hydraulic tool 800041 into position on the
opposite side screw (A1).
21 Raise the hydraulic pressure in the tool to 250 bar, and turn the nut (A1) to contact.
22 Tighten the side screw (A2) to full stated pressure.
23 Tighten the side screw (A1) to full stated pressure.
24 Remove the tools, and mount the main bearing temperature sensor, the cable clamps,
and the crankcase covers.
10-6
DBAC198528
10.3
Flywheel/thrust bearing
10.3.1
Dismantling the flywheel/thrust bearing
v5
Procedure
1
Remove the crankcase covers next to the flywheel end on both sides of the engine.
Remove the main bearing temperature sensor.
Mount the distance sleeve 800042 and the hydraulic tool 800041 into position on the
side screw (A), see Fig 10-3.
One or two nuts can be loosened simultaneously.
Open the nut of the side screw as described in Fig 10-5.
Hydraulic oil
1. Mount the cylinders. 2. Connect the hoses and open the pressure release valve.Tighten
the cylinders to expel oil out of these. 3. Turn the cylinders 180 counter-clockwise. 4. Close
the valve and pump pressure according to stated value. 5. Open the nuts about half a turn.
6. Open the release valve and remove the tool.
Fig 10-5
FIG-HYD2A v2
Mount the distance sleeve 800095 into position on the main bearing screw (B1), and
insert the pin 800049 to keep the sleeve in position. See Fig 10-3.
Mount the hydraulic tool 800046 on the main bearing screw using the tool 800051.
Fit the sleeve and hydraulic cylinder onto main bearing screw (B2) following the same
procedure.
Open the nuts of the main bearing screws as described in the adjacent figure.
Loosen both nuts at the same time.
Remove the hydraulic tools.
10 Remove the nuts of the flywheel/thrust bearing screws.

11 Connect the hoses to the hydraulic pump 800059 and to the side marked DOWN on
the hydraulic jack. See Fig 10-2.
12 Unscrew the side screws of the flywheel/thrust bearing cap.
Use the stud tool 800044.
13 Lower the bearing cap by pumping oil to the hydraulic jack with the hydraulic pump.
DBAC198528
10-7
14 Remove the lower bearing shell and the lower thrust washers.
15 Insert the turning tool 800005 into the bearing journal radial oil hole.
16 Turn the crankshaft carefully until the bearing shell has turned 180 and can be
removed.
17 Remove the thrust washers.
To remove the thrust washer next to the driving end, fit an M6 screw to each end of the
washer. See Fig 10-6.
18 Check the bearing. See section 10.2.2.
Change the thrust washers on the same side in pairs.
Fig 10-6
10.3.2
Thrust bearing
Assembling the flywheel/thrust bearing
FIG-401006 v1
v4
Procedure
10-8
Clean the bearing shells, washers, cap, and journal very carefully.
Lubricate the journal with clean engine oil.
Lubricate the bearing surface, back side, and end faces of the upper bearing shell
with clean lubricating oil.
Place the end of the bearing shell in the slot between the journal and the bearing bore,
and push it by hand as far as possible (recommended 2/3 of its length).
Insert the turning tool 800005 into the bearing journal radial oil hole, and turn the
crankshaft carefully until the bearing shell has turned into position.
DBAC198528
CAUTION
Do not force the bearing shell into its place.
Lubricate the bearing surfaces and back sides of the upper thrust washers and push
the washers into position by hand. To facilitate the mounting of the washer, the
crankshaft can be axially displaced in each direction.
Lubricate the bearing surfaces of the lower thrust washers, and push them into
position on the guiding pins in the bearing cap.
Lubricate the bearing surface of the lower bearing shell with clean lubricating oil, and
place the shell in bearing cap.
10 Fit the hydraulic hose from the pump to the connection marked "UP" in the hydraulic
jack.
11 Lift the main bearing cap by pumping oil to the hydraulic jack with the hydraulic
pump. Mount the main bearing nuts by hand. Remove the hoses from the hydraulic
jack.
12 Mount the side screws into the main bearing cap.
Lubricate the threads that go into the bearing cap.
NOTE
Replace the O-rings on the side screws.
13 Tighten the side screws using the stud tool 800044 and mount the nuts by hand.
14 Mount the distance sleeves 800042 and the hydraulic tool 800041 in position on the
side screws (A2) on the rear side on an in-line engine, or B-bank on a V-engine, that is,
the straight side of the bearing cap, see Fig 10-2.
One or two side screws (A2) can be tightened simultaneously on the same side. See Fig
10-3.
15 Raise the pressure in the hydraulic tool to 100 bar, and turn the nut to come in contact
with the pin 800043.
16 Mount the distance sleeve 800095 into position on the main bearing screw (B1), and
insert the pin 800049, see Fig 10-3.
17 Mount the hydraulic tool 800046 on the same main bearing screw using the tool
800051.
18 Apply the sleeve and hydraulic cylinder onto main bearing screw (B2) following the
same procedure.
19 Tighten the nuts of the main bearing screws as described in Fig 10-7.
Tighten both screws at the same time and in two steps. See Fig 10-3. Turn the nuts using
the pin 800049.
DBAC198528
10-9
Hydraulic oil
1. Mount the nuts, the distance sleeves and the cylinders. 2. Connect the hoses, open the
pressure release valve. Tighten the cylinders to expel oil out of these. 3. Close the valve and
pump pressure to stated value for step 1. 4. Turn the nuts until close contact is reached. 5.
Release the pressure by opening the valve. 6. Close the valve and pump pressure to the full
stated value.7. Turn the nuts until close contact is reached. 8. Open the valve and remove
the tool set.

Fig 10-7
Reassembly with hydraulic tools
FIG-HYD2A v2
NOTE
The hydraulic pressure in the tool must stay stable when tightening the nuts.
20 Connect the hydraulic pump and hose to the tool on the already pre-tightened side
screw (A2), see Fig 10-3.
21 Raise the pressure in the hydraulic tool to 250 bar, and turn the nut to contact with the
pin 800043.
22 Mount the distance sleeve 800042 and the hydraulic tool 800041 in position on the
opposite side screw (A1), see Fig 10-3.
23 Raise the pressure in the hydraulic tool to 250 bar, and turn the nut (A1) to contact.
24 Tighten the side screw (A2) to the full stated pressure.
25 Tighten the side screw (A1) to the full stated pressure.
26 Remove the tools, and mount the main bearing temperature sensor, the cable clamps,
and the crankcase covers.
10-10
DBAC198528
10.4
Cylinder liner
10.4.1
Maintenance of the cylinder liner
v4
1 Honing the cylinder liner. Always hone the cylinder liner when new piston rings are
mounted. Normally, light honing is sufficient. When honing with the cylinder liner fitted in
the engine block, cover the crankshaft under the cylinder liner concerned with plastic
sheet. Prevent the honing debris and oil from falling into the engine oil sump.
30
Fig 10-8
Honing pitch angle
FIG-201051 v1
Only use ceramic hones with a coarseness of 80 and 400. Use hones with a
coarseness of 80 for about 20 strokes or until the polished areas in the cylinder liner
are removed. Use hones with a coarseness of 400 for about 30 strokes to give the
correct surface finish (plateau honing).
The pitch angle of the honing lines in the cross hatch pattern should be about 30. To
achieve this, combine for example 40 strokes per minute with a rotational speed of
100 RPM.
As a coolant, use honing oil. Light fuel oil 2-15 cSt can also be used.
After honing, carefully clean the liner bore using a suitable brush, water (preferably
hot), and soap or cleaning fluid. Alternatively, light fuel oil can be used. Then dry with
a cloth and lubricate with engine oil for corrosion protection.
Table 10-1 Surface parameters according to EN-ISO-13565-2:1997
Rpk [m]
Rk [m]
Rvk [m]
Mr1 [%]
Mr2 [%]
0.7 max.
1.02.5
2.04.2
10 max.
7090
The honing equipment 800008 is delivered with the engine.

2 Check the inner diameter of the cylinder liner.
3 Clean the cylinder liner cooling bores. Clean the cooling bores in the collar by boring
with a suitable drill bit ( 9.5-10 mm).
10.4.2
Removing the cylinder liner
v9
Procedure
1
DBAC198528
Drain the engine cooling water and remove the cylinder head and piston with
connecting rod upper part.
See chapter 12 Cylinder Head with Valves and chapter 11 Crank Mechanism Crankshaft,
Connecting Rod and Piston.
10-11
Unscrew the fixing screws from the water jacket.
Lift the cylinder liner with water jacket 15-20 cm to enable removal of the sensor.
Remove the temperature sensor.
Lower the liner carefully back into the bore of the engine block.
Tighten the fixing screws by hand.
Lift out the cylinder liner.
Mounting the cylinder liner
10.4.3
v12
Procedure
1
Check that all guide and contact faces of the engine block and cylinder liner are clean
and intact.
Use a fine grinding stone or emery cloth for cleaning, if needed.
Check that the O-ring groove for the cooling water channel on the engine block is
clean.
Insert a new O-ring.
Mount the water jacket (4), and tighten the fixing screws by hand.
Check that the O-ring grooves of the cylinder liner are clean.
Insert new O-rings. Lubricate the O-rings with soap or similar.
NOTE
Do not lubricate the O-rings in the cooling water spaces with oil based
lubricants.
5
Assemble the temperature sensor.
Lower the liner into the bore and remove the lifting tool.
Tighten the water jacket fixing screws to the stated torque.
Check the inner diameter of the cylinder liner, especially at the level of the guiding
surfaces.
Mount the piston with the connecting rod upper part, anti polishing ring, and cylinder
head.
See chapter 12 Cylinder Head with Valves and chapter 11 Crank Mechanism Crankshaft,
Connecting Rod and Piston. Refill the cooling water.
10 Check the O-ring seals in the water jacket while circulating cooling water.
If there is an engine-driven cooling water pump, apply a 3-bar static pressure.
10-12
DBAC198528
800007
800123
3
4
5
1
A
2
1 Water jacket
2 O-ring
3 O-ring
4 O-ring
5 Screw
A.Distinct mark
800123.Fastening tool for cylinder liner
800007. Lifting tool for cylinder liner
Fig 10-9
Removing and lifting of cylinder liner
DBAC198528
FIG-401005 v2
10-13
10-14
DBAC198528
11. Crank Mechanism: Crankshaft, Connecting Rod, Piston
11.
Crank Mechanism: Crankshaft, Connecting

Rod, Piston
11.1
Counterbalancing the crankshaft
v2
The crankshaft is counterbalanced by means of weights on the crank webs. The Wrtsil
34SG engines have counterweights on all webs.
11.2
Crankshaft
v3
The crankshaft is forged in one piece and provided with counter-weights fastened with
hydraulically tensioned screws.
At the driving end of the engine, the crankshaft is equipped with a V-ring for sealing the
crankcase, a combined flywheel/thrust bearing and a split gear wheel for camshaft driving.
At the free end, there is a gear for driving pumps and usually a vibration damper.
The crankshaft can be turned by a electrical turning device operating the flywheel. If the
engine is equipped with a vibration damper, separate instructions are provided for the
same.
11.2.1
Markings on the flywheel:
v3
The flywheel is provided with a 360 scale, starting from TDC at firing for cylinder 1. TDC at
firing for every cylinder is marked on the flywheel. There is a common marking for the
cylinders in engines with even cylinder numbers. When one piston is at TDC for firing and
the other is at TDC for scavenging. See also chapter 01, Main data, operating data and
general design.
Firing intervals of an in-line engine (in degrees of crank angle) can be determined by
dividing 720 with the number of cylinders.
In V-engines the scale starts from TDC at firing for cylinder A1. TDC at firing for cylinder B1
is consequently at 55. Firing intervals in a bank of a V-engine can be determined by
dividing 720 with the number of cylinders of the bank.
DBAC198528
11-1
120 CYL A2 TDC

70
Cyl A2 TDC
5 4 3 2 1 0 1 2 3 4 5
110
60
140
90
130
80
A.Clockwise rotating engine

Fig 11-1
Markings on the flywheel
W46-460005 v5
Example: In this example of a clockwise rotating V engine, the fuel timing is read to 10 for
cylinder A2.
Aligning the crankshaft
11.2.2
v2
Prerequisites
The crankshaft alignment is always done on a thoroughly warm engine, immediately after
the engine is stopped. The crankshaft alignment should be carried out rapidly but carefully.
Only the crankcase cover for the cylinder being measured should be opened and it should
be closed immediately after measuring. It is recommended to switch off any forced
ventilation close to the engine.
Procedure
11-2
Combine extensions with the transducer to the required length.
Connect the cable on the measuring unit.
Turn on the measuring unit by pressing Power-button.

Push "Light" if needed.
Reset the measuring unit by pressing Reset-button.
DBAC198528
Turn the crank of the first cylinder near the BDC (bottom dead centre) and fit the
transducer to the centre marks (marked with yellow paint mark) between two crank
webs.
The distance between the centre mark and contact surface of the counter weight and crank
web is 285 mm, see Fig 11-2. The distance between the transducer and the connecting rod
should be as small as possible. Fix the cable on the crank web by using suitable bandage
or magnetic holder (4) see Fig 11-2.
Adjust the transducer to a reading somewhere between +0.500 and -0.500 and push
"Zero".
+
0
-
285
5
6
1 Operating side
2 Rear side
3 Transducer
Fig 11-2
7
4 Cable holder
5 Cable
6 Measuring unit
Transducer position and crankshaft alignment from the flywheel end
W34-401108 v2
Turn the crank and read deflections in the marked positions according to Fig 11-2.
Starting point for clockwise rotating engine is measuring point "A" and counter-clockwise
rotating engine measuring point "E". B is rear side, C is TDC (top dead centre), D is
operating side, A and E are BDC (bottom dead centre). Record readings in the Measuring
Record: "Crankshaft alignment".
NOTE
During the alignment procedure the crankshaft should be turned in the direction
of engine rotation, only.
DBAC198528
Repeat this procedure on the other cylinders.
Limits of misalignment are stated below for an engine having normal running
temperature (within 10 min. after running at 60 % load, or higher, for 6 hrs., or more).
11-3
For evaluating the vertical alignment should the difference between C and its opposite
reading, i.e. the mean value E and A be used.
1 On the same crank, the difference between two diametrically opposed readings must
not exceed 0.08 mm after installing or re-aligning. Re-alignment is necessary if this limit
is exceeded by more than 0.04 mm.Except the cranks in the both ends.
2 On two adjacent cranks, the difference between two corresponding readings must not
exceed 0.06 mm, for crank No1 to No2 0.08 mm if flex coupling and 0.06 mm if fixed
coupling. Re-alignment is necessary if these limits are exceeded by more than 0.02 mm.
3 When the crank pin for cylinder 1 is at TDC, the reading should be negative, maximum.
-0.12 mm (-0.13 mm if flex. coupling).
4 When the last crank pin in the free end is at TDC in case of PTO with support bearing,
should the reading be positive maximum 0.13 mm.
Before re-aligning the engine and the driven machinery, a control measurement of the main
bearings should be made.
NOTE
If the crankshaft alignment is carried out on an engine in ambient temperature,
the limit values must be based on experiences from a corresponding installation.
Measuring thrust bearing axial clearance
11.2.3
v2
Procedure
1
Lubricate the bearings by running the pre-lubricating pump for a few minutes.
Apply a measure gauge, for instance, against the plane end surface of the flywheel.
Move the crankshaft by a suitable lever in either direction until contact is established
with the thrust bearing.
Set the measure gauge at zero.
Move the crankshaf in the opposite direction, and read the axial clearance from the
measure gauge.
NOTE
Repeat the movement of the crankshaft and ensure that the correct clearance is
measured.
11.3
Connecting rod and piston
v1
The connecting rod is of a three-piece design, called "Marine type connecting rod". The
combustion forces are distributed over a maximum bearing area. The relative movements
between mating surfaces are minimized.
The connecting rod is forged and machined of alloyed steel and splitted horizontally in three
parts to allow removal of piston and connecting rod parts. All connecting rod bolts are
hydraulically tightened.
The piston is built up of an aluminium cast piston skirt and a forged steel crown. The space,
formed between the crown and the skirt, is supplied with lubricating oil for cooling of the
crown by means of the cocktail shaker effect. The lubricating oil is led from the main
11-4
DBAC198528
bearing, through the drillings in the crankshaft, to the big end bearing, and further through
the drillings in the connecting rod, gudgeon pin and piston skirt, up to the cooling space,
and from there back to the oil sump.
NOTE
Always handle the pistons with care.
The piston ring set consists of two chrome-plated compression rings and one springloaded oil scraper ring.
1
2
3
4
1. Connecting rod, upper part 2.Shim 3.Big end, upper half 4.Big end, lower half 5.Big end
Fig 11-3
Connecting rod parts
W34-401101 v1
Removing the piston and upper part of connecting rod

for overhaul
11.3.1
v4
Procedure
1
Remove both crankcase covers adjacent to the connecting rod concerned on both
side of engine.
Remove the cylinder head.

For instructions, see section 12.2.1.
Mount the fastening tool for cylinder liner 800123.

See Fig 10-9.
Remove the anti-polishing ring.

a Insert the tool 800009 in the cylinder.
b Rotate the crankshaft.
The piston pushes the anti-polishing ring out.
DBAC198528
Turn the crankshaft to the BDC of the cylinder concerned.
Open the upper connection by lifting the distance sleeves and the hydraulic tools into
position.
See Fig 11-4.
Connect the hoses of the hydraulic pump 800053.

Open the upper connection as described in the adjacent figure.
11-5
Strain the screws by raising the pressure.

For the pressure value, see section 07.3.1. Proceed with opening the nuts.
CAUTION
If the maximum hydraulic pressure is exceeded, the screws are overloaded and
should be renewed.
9
Release the pressure slowly.

Disconnect the hoses, unscrew the tightening nuts, and remove the hydraulic tool as one
package.
800012
View C
800012
800103
800020
800009
Section D
Piston and cylinder on

the same level
Cyl. nr.
800020
7. Securing ring 800009.Dismounting tool for antipolishing ring 800010.Assembly tool for
piston 800012.Lifting tool for piston800020Hydraulic tightening tool for connecting rod nuts
Fig 11-4
Piston and connecting rod assembly
W34-401109 v2
10 Remove the nuts.

11 Rotate the crank pin of the cylinder concerned to the piston TDC.
12 Mount the hydraulic jack 800160 by tightening the screws 8.
See Fig 11-5. Connect the hoses.
11-6
DBAC198528
13 Separate the upper part (1) from the big end (5) by lifting the piston with the hydraulic
jack.
800012
800160
8.Screw 800012.Lifting tool for piston 800160.Hydraulic jack

Fig 11-5
Removing of the piston
W34-401110 v2
CAUTION
Support the upper part of the connecting rod to avoid damage on the cylinder
liner.
NOTE
To avoid damage on the guiding pins, align the separation of the upper part (1)
and the big end (5).
14 Remove the shim (2).
See Fig 11-3.
DBAC198528
11-7
NOTE
Do not mix the shims (2) with other connecting rod shims.
15 Mount the guiding tool 800107 in the screw hole on the upper part of the connecting
rod.
See Fig 11-7.
16 Lift the piston and the upper part of the connecting rod until maximum lift is achieved
on the hydraulic jack.
See Fig 11-5.
17 Remove the piston ring No 1, and assemble the lifting tool 800012 into the piston ring
groove.
18 Lift out the piston.
1
1 Jack head
Fig 11-6
Hydraulic jack for piston
GUID-B1BE222B-E6FF-4601-A54E-8040D640300F v1
19 Repeat the steps above for the other connecting rod on the same crank pin on a Vengine.
Changing of big end bearings
11.3.2
v2
Procedure
11-8
Remove both crankcase covers adjacent to the connecting rod concerned on both
side of engine.
Turn the crankshaft to the BDC the cylinder concerned.
Open the upper connection by lifting the distance sleeves and the hydraulic tools in to
position, see Fig 11-4.
DBAC198528
Connect the hoses of the hydraulic pump 800053 see adjacent figure and Fig 11-4.
Strain the screws by raising the pressure to the value stated in section 07.3.1 and
proceed with opening the nuts.
CAUTION
The screws will be overloaded and should be renewed if the maximum hydraulic
pressure is exceeded.
6
Release the pressure slowly and disconnect the hoses, unscrew the tightening nuts
and remove the hydraulic tool as one package.
Remove the nuts.
Rotate the crank pin of the cylinder concerned in to TDC.
Mount the hydraulic jack 800160 in the lower part of cylinder liner and tighten the
screws, see Fig 11-7.
10 Separate upper part and big end (5) by turning the crankshaft towards BDC.
CAUTION
Support the upper part of the connecting rod to avoid damage on the cylinder
liner.
NOTE
To avoid damage on the guiding pins the separation of the upper part (1) and
the big end (5) should be done aligned.
11 Remove the shim (2), see Fig 11-3
.
NOTE
Do not mix the shims (2) with other connecting rod shims.
NOTE
Always when the mounting flute or/and the limiter is/are mounted in the
crankcase observe extremely cautiousness when using the turning device.
12 Rotate the crankshaft towards the operating side to the position 131 from TDC by
using the turning device.
13 Mount the mounting support 800102 on the upper stud of the crank case cover, see
Fig 11-8.
Tighten the nut.
14 Lift the hydraulic tools 800020 in to the position.
15 Connect the hoses of the hydraulic pump 800053 and proceed to open the upper
connection as described in adjacent figure.
16 Strain the screws by raising the pressure to the value stated in the section 07.3.1 and
proceed with opening the nuts.
DBAC198528
11-9
CAUTION
17 Release the pressure slowly and disconnect the hoses, unscrew the tightening nuts
and remove hydraulic tool as one package.
18 Mount the mounting flute through the crank case openings on the lower crank case
cover studs and tighten the nuts.
19 Mount the supporting plate 800108 on the rear side of the engine on the lower crank
case cover studs and tighten the nuts, see Fig 11-8.
20 Remove the nuts.
21 Remove the mounting support 800102.
22 Mount the sledge 800101 in the mounting flute 800098 according to Fig 11-8.
23 Mount the sledge 800100 on the studs and tighten the nuts, see Fig 11-8
.
24 Pull lower part of the big end bearing cap out of the crankcase, by using the sledge.
Take care not to damage the crank pin. Support the lower half sideways and do not drop it.
800160
o
131
Fig 11-7
Removing and mounting of big end lower halves
800107
W34-401113 v1
25 Pull the upper part of the big end bearing cap along the sledge, away from the
crankshaft.
11-10
DBAC198528
NOTE
Take care not to damage the crank pin or the threads of the studs.
26 Remove the mounting flute.

27 Cover the crank pin and oil holes with clean plastic and tape.
28 For mounting, see section 11.3.4.
11.3.3
Maintenance of piston, rings and connecting rod

bearings
v4
Procedure
1
Remove the securing ring 3 from the gudgeon pin hole in the piston, on the side
where the gudgeon pin drawing number is located by using the pliers 800002.
NOTE
Never compress the securing ring more than required, to remove it from the
groove.
2
Drive out the gudgeon pin from the opposite side.

In low temperatures the gudgeon pin may stick but it is easily removed after heating the
piston about 30C.
If the rings and grooves require cleaning, measuring etc., remove the piston rings by
using the pliers 800001 (320D12/6-S7/8).
NOTE
Before removing, note the positions of the rings to ensure the mounting in the
same grooves. The design of the pliers prevents overstressing of the rings.
Using any other tool to remove the piston ring may overstress the ring.
4
Clean all the parts carefully.

Remove the piston rings and also the burned carbon deposits from the piston and piston
ring grooves, by using an old piston ring. The cleaning is facilitated if the coked parts are
soaked in kerosene or fuel oil. An efficient carbon solvent, for example ARDROX No. 668 or
similar should preferably be used to facilitate cleaning of the piston crown.
NOTE
Special care should be taken not to damage the piston material.
NOTE
Never use emery cloth on the piston skirt. Do not clean the piston skirt with
chemical cleaning agents because the phosphate/graphite overlay may be
damaged.
DBAC198528
Measure the height of the piston ring grooves, for example with an inside micrometer.
Check the gudgeon pin and big end bearing clearances by measuring the pin
diameters and the assembled bearing bores separately.
11-11
All big end bearings are replaced according to the maintenance schedule recommendation
and also when a big end bearing is opened.
NOTE
When measuring the big end bearing bore all the connecting rod screws (upper
and lower) must be tightened to the stated torque.
NOTE
Mark new bearings with the bearing number.
NOTE
It is very important that the bearing shells are mounted straight.
11.3.4
Assembling and mounting of piston and connecting rod
v2
Procedure
1
Lubricate the gudgeon pin, and mount it from the same side from where it was
removed, with the end marked with the drawing number in the same direction.
The cylinder number is stamped on the piston crown and connecting rod, Fig 11-4. When
changing the piston, mark the new piston with the same cylinder number in the same place
as on the replaced one.At low temperatures, the gudgeon pin may stick but will be easily
fitted after heating the piston to about 30C, e.g. in oil.
Mount the securing ring (7).
NOTE
Never compress the securing ring more than necessary to fit into the groove. If
the ring is loose in its groove after mounting, it must be replaced by a new one.
NOTE
Always when mounting flute or/and the limiter is/are mounted in the crankcase
observe extremely cautiousness when using the turning device.
3
Remove the protecting tape from the crankshaft and lubricate the crank pin with
clean engine oil.
Rotate the crankshaft by using the turning device manually until the big end halves
can be placed on the crank pin.
NOTE
The guiding pins between upper part of connecting rod and big end should be
towards free end.
11-12
Mount the mounting flute through the crank case openings on the crankcase cover
lower studs and tighten the nuts, see Fig 11-8.
Clean the big end upper half carefully.
DBAC198528
Lubricate the bearing surface and back side of the bearing shell with oil. Mount the shell, so
that the lug guides in its groove.
NOTE
800101
o
131
800102
800098
800099
800100
800108
Fig 11-8
Mounting tools for connecting rod
W34-401112 v1
Lift the upper big end half with the sledge in the mounting flute.
Push the upper big end half carefully against the crankshaft, take care not to damage
the crank pin.
Clean the big end lower half carefully.

Lubricate the bearing surface and back side of the bearing shell with oil. Mount the shell, so
that the lug guides in its groove.
NOTE
10 Lift the big end lower half on the sledge.

11 Push the lower big end half carefully against the crankshaft and check that guiding
pins are in right position, take care not to damage the crank pin.
12 Mount the nuts and tighten by hands.
13 Remove the sledge from operating side of the engine.
14 Remove the sledge from the rear side of the engine by opening the nuts.
DBAC198528
11-13
15 Mount the mounting support 800102 on the upper stud of the crank case cover, see
Fig 11-8.
Tighten the nut.
16 Remove the mounting flute and the supporting plate by opening the nuts.
17 Lift the hydraulic tools 800020 in to the position.
18 Connect the hoses of the hydraulic pump 800053 and proceed with tightening of the
nuts in two steps as described in adjacent figure.
Tightening torques see section 07.3.1.
CAUTION
19 Remove the mounting flute and supporting plate by opening nuts.
20 Mount the piston rings by using the pliers 800001.
If rings are reused, take care not to turn them upside down. The rings should be placed with
gaps located 120 in relation to each other. The marking "TOP" to be upwards.
21 Lubricate the piston and check that the piston rings slide into their grooves.
22 Fasten the lifting tool 800012 to the piston crown by clamping the tool on the piston.
Make sure that the piston ring No.1 gets properly seated in the tools groove.
23 Lift the piston and upper part of connecting rod.
Piston ring locations shown in the table below:
Groove #
Marking near the ring gap

I
"TOP C95GROOVE I"
II
"TOP C86 GROOVE II"
III
C 87 or C105 (oil scraper ring)
24 Mount the guiding tool 800017 in the screw hole on the upper part of the connecting
rod, see Fig 11-8.
25 Mount the hydraulic jack 800160 for piston inside the cylinder liner, see Fig 11-5.
26 Rotate the crank pin of the cylinder concerned in the BDC by using turning device.
NOTE
Observe extremely cautiousness if cranking the engine when any part of the
connecting rod is removed.
27 Place the mounting tool 800103 into the cylinder liner.
28 Lower the piston/connecting rod upper part carefully on the hydraulic jack in the
cylinder liner.
29 Turn the lower part (5) of the connecting rod straight upwards.
Mount the shim (2).
30 Rotate the crank pin of the cylinder concerned in the TDC.
.
11-14
DBAC198528
NOTE
Check that the guiding pins are in the right position.
31 Place the upper part of the connecting rod and the big end, take care not to damage
the studs and threads.
Remove the limiter.
32 Turn the crankshaft counter-clockwise until the nuts can be mounted.
33 Remove the hydraulic tool 800160.
34 Assemble the hydraulic tools, hoses and proceed with tightening of the nuts in two
steps as described in adjacent figure.
Tightening torques see section 07.3.1.
35 Mount the anti-polishing ring.
NOTE
Check that the connecting rod is movable axially after tightening.
DBAC198528
11-15
11-16
DBAC198528
11B.
11B. Maintaining the piston
Maintaining the piston
1.Type 1 piston 2.Type 2 piston 3.Type 3 piston

Fig 11B-1
Pistons
FIG-321180 v1
Piston type
Fastening screws for the crown
Type 1
Four (4) M16 screws
Type 2
Two (2) M22 screws
Type 3
Four (4) M14 screws
The piston assembly must be dismantled:

to inspect the mating surfaces between piston skirt and piston crown.
to inspect and clean the cooling oil spaces.
1
1 Combustion space
2 Cooling oil space
Fig 11B-2
DBAC198528
3 Support surfaces
4 Running surface
GUID-7388B35A-7C90-450A-A574-8BD3CD1CE51E v1
11B-1
NOTE
Clean all the parts carefully. An efficient carbon solvent for example ARDROX
No. 668 or similar should preferably be used to facilitate cleaning of the piston
crown.
NOTE
Special care should be taken not to damage the piston surface/material.
CAUTION
Never use emery cloth on the piston skirt nor clean the piston skirt with
chemical cleaning agents because the phosphate/graphite overlay may be
damaged
11B.1
Pistons
v1
The piston assembly must be dismantled for inspection of mating surfaces between piston
skirt and piston crown and for inspection and cleaning of cooling oil spaces.
11B.2
Piston crown
11B.2.1
Visual inspection
v2
The combustion space (1) must be checked for corrosion and/or burning marks.
If marks deeper than 2 mm are found, the piston crown should be replaced.
If fretting is found on the support surfaces (3), remove high spots carefully using a very
fine oil stone or scraper.
Deposits in the cooling oil space (2) thicker than 0.5 mm is an indication of contaminated
lubricating oil. Such deposit layers can cause overheating of the piston crown. Clean the oil
space carefully.
NOTE
Do not use sharp tools.
11B.2.2
Crack detection test
v2
Perform crack detection test on all surfaces by magnetic particle inspection (MPI) method.
Use liquid dye penetrant if MPI equipment is not available.
NOTE
Cracks are not allowed.
CAUTION
Repair welding is not allowed.
11B-2
DBAC198528
11B.2.3
Measurements
v2
Piston ring groove

The piston ring groove height must be measured for example with an inside micrometer
according to the Measurement record.
Measurement record for piston ring groove height
Table
11B-1
Engine type
Measurement record
W32
3211V022
W34SG
3411V023
W32DF
3211V031
32LN
3211V021
Support surfaces
Measurements of the distance between the inner and outer support surfaces must be
maintained according to the measurement record 3211V025GB.
Use tool set 848062 for the measurement.
NOTE
Not valid for the W32 Piston type 1 as it has only an inner support surface.
11B.2.4
Reconditioning
v2
Please contact Wrtsil for reconditioning of piston crowns.
11B.3
Piston skirt
11B.3.1
Visual inspection
v2
Running surface
The running surface (4) of the skirt is coated with a graphite-phosphate layer.
CAUTION
Cleaning with an emery cloth or other abrasive is not allowed.
Excessive wear marks and/or scoring/seizure marks on the running surface (4) may
require replacing of the skirt.
Support surfaces
If fretting or corrosion is found on the support surfaces (3), remove high spots carefully
using a very fine oil stone or scraper.
DBAC198528
11B-3
11B.3.2
Support surfaces
v1
Assessment of wear of the support surfaces to be made by measurement of the distance

between the inner and outer support surfaces, see measurement record 3211V025GB.
11B.3.3
Crack detection test
v3
Perform a crack detection test of the entire piston skirt using a liquid dye penetrant.
Special attention must be given to :
the upper part of the piston skirt
the gudgeon pin bore with its supports to the upper part
the circumferential part of the skirt.
1.Type 1 piston 2.Type 2 piston 3.Type 3 piston

Fig 11B-3
Piston skirt
FIG-321181 v1
As piston skirts are cast pieces a crack detection test may also give indications for surface
irregularities which are normal in castings. Indications exceeding 5 mm in length should be
examined in detail. If a crack is confirmed, the piston skirt must be replaced.
11B.3.4
Measuring of piston crown and piston skirt
v1
Measurements of the distance between the inner and outer support surfaces must be
measured according to the measurement record 3211V025GB.
11B.3.5
Assembling of pistons (All types)
v6
If the results of the inspection show that the piston can be reused, assemble the same pair
of crown and skirt together again.
NOTE
Do not mix partly worn but reusable crowns and skirts, as the wear on contact
surfaces will be different. A new or reconditioned crown or skirt can be
assembled together with a used skirt or crown in good condition.
For more information on assembling a piston crown to a piston skirt, see chapter 07,
Tightening Torques and use of hydraulic tools.
11B-4
DBAC198528
NOTE
When mounting a new cylinder liner or honing the old liner, all piston rings must
be replaced by new ones.
DBAC198528
11B-5
11B-6
DBAC198528
12.
12. Cylinder Head with Valves
Cylinder Head with Valves

NOTE
Data and dimensions
Material: nodular cast iron
Weight: 430 kg
Water space
- test pressure: 10 bar
Starting air space
- test pressure: 60 bar
The cylinder heads are cast of nodular cast iron. Each head includes two inlet valves, two
exhaust valves, a centrally located, camshaft controlled, gas valve and prechamber. The
cylinder heads are individually tightened to the cylinder liner with four studs and
hydraulically tightened nuts. A metallic gasket seals the cylinder liner to the cylinder head.
The combustion air, exhaust gas and water channels are connected to a common multiduct, which is connected to the cylinder head by six screws.
The four screw and box-cone design is a traditional and well proven design for cylinder
heads. The benefit of four screws is not only the ease of maintenance but it also allows the
design of large and correctly designed channels for combustion air and exhaust gases. An
efficient cooling and a rigid design is achieved by the "double deck" design in which the
flame plate is relatively thin and where the mechanical load is transferred to the strong
intermediate deck.
DBAC198528
12-1
5
7
1
6
13
1
2
3
4
5
6
7
12
Bearing bracket
Rocker arm for exhaust valve
Rocker arm for prechamber gas valve
Rocker arm for inlet valve
Yoke for valves
Cylinder head
Valve rotator
Fig 12-1
Cylinder head assembly
8
9
10
11
12
13
8
9
10
11
Exhaust valve seat
Exhaust valve
Inlet valve
Inlet valve seat
Starting valve
Prechamber gas inlet pipe
W34-401205 v1
The most sensitive areas of the cylinder head are cooled by drilled cooling channels
optimized to distribute the water flow evenly around valves and the centrally located gas
prechamber.
The prechamber is described in chapter 16.
12.1
Functions
v1
The flame plate of the cylinder head is a part of the combustion chamber. During the
combustion, the flame plate is exposed to high pressures and high temperatures.
Combustion air is led from the air receiver through the multiduct and the cylinder head inlet
channel into the cylinder. The air flow is governed by two inlet valves in the flame plate. In a
similar way, the exhaust gas is led from the cylinder through the cylinder head exhaust
channel and the multiduct to the exhaust manifold. The exhaust gas flow is also governed
by two valves.
The centrally located gas prechamber valve is controlled by the camshaft through an own
rocker arm and the main gas valve, located on the multiduct, provides gas into the cylinders
via the air inlet channels.
Each cylinder head is individually cooled by a water flow entering the cylinder head from the
cylinder jacket through one single bore. There are drilled cooling passages to the exhaust
valve seats. The cooling water is collected to a single flow after passing the flame plate and
the seat rings. The cooling water flows out from the cylinder head direct to the multiduct.
Any possible air or gas in the cooling water is vented from the top of the multiduct.
12-2
DBAC198528
The valve mechanism is lubricated from the lube oil system. The oil is led through a pipe
from the valve tappet guide in the multihousing to the rocker arm bracket. All other flows in
the cylinder head are through drillings.
12.2
Removing and mounting of the cylinder head
v1
12.2.1
Removing of the cylinder head
v2
Procedure
1
Drain the cooling water.
Remove the cylinder head cover.
Turn the engine until all the valves are closed on the cylinder concerned and remove
the valve rocker arm bracket and the push rods.
Remove the fastening screws of the multiduct.
Remove the connector of the temperature sensor.
Put on the distance sleeves and hydraulic cylinders 800047 and proceed with opening
of cylinder head nuts.
Hydraulic oil
1. Mount the cylinders by hand. 2. Connect hoses, open valve. Tighten cylinders by hand. 3.
Turn the cylinders 180 counter-clockwise. 4. Close valve, rise pressure. 5. Open the nut
about half a turn. 6. Open release valve, remove tool.
Fig 12-2
DBAC198528
Remove the cylinder head nuts.
Apply the lifting tool 800026 and lift off the cylinder head.
Cover the cylinder opening with a piece of plywood or something similar.
FIG-HYD-4B v1
12-3
800 026
800026.Lifting tool for cylinder head

Fig 12-3
12.2.2
Lifting of cylinder head
W34-401206 v1
General maintenance of the cylinder head
v1
General maintenance of the cylinder head includes a thorough visual check, including
water-cooling spaces. Possible scale formation in cooling spaces can disturb the cooling
effect and therefore it has to be cleaned, see chapter 02
Combustion spaces must be inspected carefully for possible wear. The valve seats and the
prechamber should be inspected for possible water leakage and replaced if necessary.
Valve guides should be checked and replaced if worn. O-rings must be replaced with new
ones at every overhaul.
Sealing surfaces between the cylinder head and cylinder liner should be inspected and
reconditioned if necessary.
12.2.3
Mounting the cylinder head screws
v2
Prerequisites
Before mounting the cylinder head, following actions are recommended:
Change the cylinder head screws, if the maximum pressure is exceeded when applying
the hydraulic tool.
Change the O-rings (48) at every piston overhaul, see Fig 12-4.
When corrosion pits with a depth of less than 0.1mm is found, grind/polish away the pits
with a small hand grinder. If corrosion is deeper than 0.1mm, then change the screw.
NOTE
Corrosion depth in threads can be hard to determine, therefor it is
recommended to change the screws, whenever in doubt.
12-4
DBAC198528
Procedure
1
Lubricate the threads of the screw with a thin layer of Rustban 326 or corresponding.
Mount the screw and tighten to specified torque, see section 07.3.1.
Fill the compartment between screw and engine block with Mobilarma 524 or
corresponding corrosion protection agent.
Leave about 2 mm space between O-ring and corrosion protection.
Mount the O-rings (48).
48
Mobilarma 524
Rustban 326
48.O-rings
Fig 12-4
Mounting of cylinder head screws
Mounting the cylinder head
12.2.4
W34-501227 v1
v4
Prerequisites
Before mounting:
Clean the sealing surfaces.
Replace the cylinder head gaskets and the multiduct gaskets with new ones.
CAUTION
If the gaskets are not renewed, water may leak into the cylinder.
Replace the following O-rings with new ones:

Cooling water jacket O-rings
Push rod protecting pipes O-rings
Sliding connections O-rings
Lubricate the O-rings with a silicone-based grease or water soap solution. A mineraloilbased grease damages the cooling water jacket O-rings.
Procedure
DBAC198528
Connect the lifting tool 800026 to the cylinder head.
Mount the cylinder head.
12-5
CAUTION
Check that the multiduct and cylinder head sealing surfaces are aligned.
Incorrect alignment may cause water leakage into the cylinder.
3
Mount the cylinder head nuts.
Put on the distance sleeves, mount the hydraulic cylinders 800047 and tighten the
cylinder head nuts.
Tightening in two steps is recommended.
Hydraulic oil
1. Mount the nuts, attach the distance sleeve. Mount the cylinders by hand. 2. Connect
hoses, open valve. 3.Tighten the cylinders by hand. 4. Close the valve and pump pressure
to the stated value. 5. Turn the nuts until close contact to face. 6. Open the valve. 7. Repeat
steps 4, 5 and 6. 8. Remove the tool set.
Fig 12-5
Reassembling with hydraulic tools
FIG-HYD-4B v1
Connect the multiduct and tighten the screws to the torque given in section 07.1.
Insert push rod protecting pipes.
Connect the cables to the temperature connection box.
Insert push rods and the rocker arm bracket.

Tighten screws to the torque given in section 07.1.
Adjust the valve clearance, see section 12.2.5,

See chapter 06 for clearances.
10 Mount the cylinder head cover and tighten the screws.

11 Mount the cover plate and ignition coil.
CAUTION
The ignition coil extension must be kept totally dry and clean, that is, even a
possible oil film must be cleaned off.
Postrequisites
Before starting the engine, fill the engine cooling water system.
12-6
DBAC198528
12.2.5
Adjusting the valve clearance and the yoke
v2
Procedure
1
Turn the crankshaft to TDC at ignition for the cylinder concerned.
Loosen the counter nuts of the adjusting screws on the rocker arm (2) as well as on
the yoke (4), and turn the adjusting screws in counter-clockwise direction to provide
ample clearance.
Press the fixed end of the yoke against the valve stem.
Adjust the screw (3) until it touches the valve end and note the position of the spanner (pos.
a). Now press down the fixed end. Keep on adjusting while the yoke tilts, until the guide
clearance appears on the fixed end and the yoke starts lifting off the valve stem. Note the
position of the spanner (b).
Turn the adjusting screw counter-clockwise to the middle position between "a" and
"b", i.e. "c", and lock the counter nut of the adjusting screw.
Put a feeler gauge corresponding to the valve clearance between the surface of the
yoke and the shoe at the rocker arm.
Tighten the adjusting screw (1) until the feeler gauge can be moved to and fro only with
slight force. Hold the adjusting screw and tighten the counter nut. Check that the clearance
has not changed while tightening.
DBAC198528
12-7
1
2
3
4
1.Adjusting screw for rocker arm 2.Counter nut 3.Adjusting screw for valve yoke 4.Counter
nut
Fig 12-6
Adjusting the valve clearance
Adjusting the pcc valve clearance
12.2.6
W34-401203 v1
v2
Procedure
12-8
Turn the crankshaft to TDC at ignition for the cylinder concerned.
Loosen the counter nuts of the adjusting screws on the prechamber rocker arm (2) ,
and turn the adjusting screws in counter-clockwise direction to provide ample
clearance.
Put a feeler gauge corresponding to the valve clearance between the surface of the
valve stem and the adjusting screw (1) at the rocker arm.
Tighten the screw until the feeler gauge can be moved to and fro only with slight force. Hold
the adjusting screw and tighten the counter nut. Check that the clearance has not changed
while tightening.
DBAC198528
1
2
1.Adjusting screw for prechamber rocker arm 2.Counter nut

Fig 12-7
12.3
Adjusting the prechamber valve clearance
Exhaust valves, inlet valves and seat rings
W34-401207 v1
v2
NOTE
Data and dimensions
Material: High quality steel
Diameter
- inlet valve: 112 mm
- exhaust valve: 107 mm
Valve seat ring
Material: High quality steel
Angle
- inlet seat: 20
- exhaust seat 40
The cylinder head has four valves, two inlet valves and two exhaust valves. The inlet valves
are bigger than the exhaust valves.
The valves move in cast iron guides which are press fitted in the cylinder head and can be
replaced. The valve guides have an O-ring (sealing against the valve stem) which is located
at the top of the guide bore.
The valves are provided with one valve spring per valve and valve rotating devices or valve
spring retainers.
Valve seat rings are fitted in the cylinder head for both inlet and exhaust valves. The exhaust
valve seat rings are cooled and provided with an O-ring.
12.3.1
Dismantling the inlet and exhaust valves
v3
Prerequisites
Remove:
Cylinder head
Prechamber
Rocker arms and bracket assembly
DBAC198528
12-9
Procedure
1
Mount the compression tool (3) in position.

Tighten the compression tool with two nuts to the cylinder head.
1
3
4
1 Wing nut
2 Hydraulic jack
Fig 12-8
2
3 Compression tool for valves

4 Nut
Tool assembly for dismantling the valves
GUID-2B6BAF5C-171A-4583-A2B1-B04C4965AECB v1
Mount the hydraulic jack (2) onto the compression tool and tighten the nut (1) by hand.
Leave approximately 40 mm distance between the jack and the nut, to allow the springs to
expand.
Connect the hoses between the hydraulic pump and the hydraulic jack.
NOTE
Some hydraulic pump types have a separate oil return hose. Follow the
instructions delivered with the pump.
4
Remove the valve cotters, valve rotators and springs.

a Close the pump valve and increase the pressure to compress the springs enough
to remove the valve cotters.
b Knock at the centre of the valve discs with a soft piece of wood or plastic hammer.
This loosens the valve cotters for removal.
c Open the pressure release valve on the pump slightly, to unload the valve springs
slowly.
CAUTION
Ensure that the springs are released before removing the tool set.
d Loosen the nut by hand and remove the hydraulic jack and the compression tool.
12-10
DBAC198528
Remove the valve rotators and the springs.

e Keep each set of valve cotters, valve rotators and springs separately.
CAUTION
Do not damage the spring coating.
Mark the valves and other components for remounting into the same position after an
overhaul.
NOTE
Mark the valves with a felt marker only.
2
3
1 Air in
2 Inlet valve marked A
3 Inlet valve marked B
Fig 12-9
5
A
4 Exhaust valve marked C

5 Exhaust valve marked D
6 Exhaust out
Marking the valves (view from the underside)
GUID-F435D011-E6A8-4540-B551-11AD69492436 v2
Checking and reconditioning the valves and seats
12.3.2
v4
Procedure
1
Clean the valves, seats, ducts, guides and underside of the cylinder head.
NOTE
No scratches or notches are allowed on the valve surfaces, especially on the
area marked with an "A" in Fig 12-10.
2
DBAC198528
Measure the burn-off (Z) on the valve disc, minimum seat face inner diameter (X) and
the minimum and nominal values (Y).
Compare all measured values against the specified values in Table 12-1. If the values
exceed these limits, replace the valve.
12-11
1
Z
X
1 Burn-off area
Fig 12-10
Valve disc dimensions and burn-off area
GUID-BA40CF2A-B23F-4B0E-99F4-9FDBD686719E v2
Table 12-1 Valve limit values

Inlet valve
Exhaust valve
Minimum seat face inner diameter
87 mm
82 mm
Nominal edge thickness

Minimum edge thickness
10.6 mm
10.1 mm
8.8 mm
7.8 mm
Maximum burn-off
2.0 mm
2.0 mm
Reconditioning of the inlet valve and the inlet valve seat ring can be done by grinding
or machining.
If there is only slight pitting, lapping is adequate. See section 12.3.4 for machine grinding
the valves and seats.
Reconditioning of the exhaust valve and the exhaust valve seat ring can be done by
grinding or machining.
If the sealing faces are bright or if there is a coherent sealing face, grinding is not necessary.
See section 12.3.4 for machine grinding the valves and seats.
NOTE
If blow-by has occurred, the O-ring for the corresponding valve seat ring must
be changed.
12-12
Before grinding, check the valve stem clearance by measuring the stem and guide.
Change the worn parts if wear limits have exceeded.
Press out the valve guide using tool 800126, if necessary.
DBAC198528
Check the bore in the cylinder head.
Refit the valve guide.

When refitting,
Cooling with liquid nitrogen is recommended.

Pressing in with oil lubrication is also acceptable.
9
After fitting in, check the guide bore and calibrate, if necessary.
Lapping inlet valves
12.3.3
v3
Prerequisites
NOTE
If there are signs of pitting on the sealing faces of the inlet valve, lap them by
hand.
Procedure
1
Fit the turning tool to the valve.
Apply a thin layer of lapping compound to the sealing surface of the valve.
Use No.1 for coarse lapping and No.3 for fine lapping.
Rotate the valve to and fro in the valve seat with the turning tool 800028.
While lapping, lift the valve from the seat periodically.
NOTE
Lap the valve surface removing minimum material. It is not necessary to lap all
pits.
4
12.3.4
After lapping, clean the valve and the seat.
Machine grinding the valves and seat rings
v5
NOTE
Use the special tools available at Wrtsil Services. For more information about
grinding, refer to the instructions delivered with the tools.
NOTE
The valves and the seat rings can only be machined until the allowable
diameters are reached. After exceeding the limits, they should be replaced with
new ones.
Procedure
1
DBAC198528
Grind the inlet valves and seat rings.
12-13
z1
x1
X. Inlet valve minimum allowable diameter

Z. Inlet valve angle
Fig 12-11
Z1. Inlet valve seat angle

X1. Inlet valve seat allowable diameter
Inlet valve and seat ring
GUID-FF9B2EDA-136F-46C2-A394-CEBBF39CC05E v1
Table 12-2 Inlet valve and seat ring measurement

Component
Allowable diameter
[mm]
Angle [ ]
Max
Min
Inlet valve
87
20.10
20.00
Inlet valve seat ring
113
19.90
19.70
Grind the exhaust valves and seat rings.

x
z1
z
X. Exhaust valve minimum allowable
diameter
Z. Exhaust valve angle
Fig 12-12
12-14
Exhaust valve and seat ring
x1
Z1. Exhaust valve seat angle

X1. Exhaust valve seat allowable diameter
GUID-B637862B-6C33-4B52-BE4D-8A148E6A54C3 v1
DBAC198528
Table 12-3 Exhaust valve and seat ring measurement

Component
Allowable diameter
[mm]
Angle [ ]
Max
Min
Exhaust valve
82
40.20
40.10
Exhaust valve seat ring
110
40.05
39.95
12.3.5
Change of seat ring
v1
12.3.5.1
Removal of the old ring
v2
Prerequisites
The exhaust seat ring can most conveniently be removed hydraulically by using tool
846050, which can be ordered from the engine manufacturer. In case the special tool is not
available a scrapped valve can be used.
Procedure
1
Fit a scrapped valve to the seat and weld it to the seat by means of electric beam
welding.
Preferably the valve disc should be machined to a diameter 95-100 mm to get a better
welding.
Press or knock out the ring but be careful not to damage the valve guide.
Fitting the inlet valve seat rings
12.3.5.2
v2
CAUTION
Wear low temperature resistance gloves and safety glasses when handling deep
frozen engine parts. Read the safety instructions given by the liquid nitrogen
supplier.
Procedure
1
Clean the valve seat bores in the cylinder head.

a Clean the surface gently with a grit 400 or finer emery cloth.
b Clean the surface with solvent.
Measure the valve seat bores.

Check the diameter in two directions at two heights and compare the diameters with
nominal dimensions.
NOTE
If there are scratches, corrosion marks or the diameter is outside tolerance,
recondition the valve bores.
3
Fit a new inlet valve seat ring.

a Cool the inlet valve seat ring in liquid nitrogen to -190C.
b Insert the valve seat ring by pressing in with a guided arbor or using an inlet valve.
DBAC198528
12-15
Knock on the inlet valve using plastic hammer until the seat ring is correctly seated.
4
When the cylinder head has reached the required room temperature, check the
eccentricity of the sealing face in relation to the valve guide.
If it exceeds 0.1 mm, grind the seat surface in a seat grinding machine.
Fitting the exhaust valve seat rings
12.3.5.3
v3
Prerequisites
Before you start:
Check the condition of the valve guide.
CAUTION
Use protective gloves when handling hot and cold engine parts.
2
1 O-ring
2 Exhaust valve seat ring
Fig 12-13
Exhaust valve seat ring
GUID-D9D8EEBD-53BE-4311-8345-5AAD6AFD0694 v1
Procedure
1
Clean the cylinder head bore.

a Clean the surface gently with a grit 400 or finer emery cloth.
b Clean the surface with Loctite 7063 cleaning spray.
Measure the valve seat bores.

Check the diameter in two directions at two heights and compare the diameters with
nominal dimensions.
NOTE
If there are scratches, corrosion marks or the diameter is outside tolerance,
recondition the valve bores.
3
Heat the cylinder head slowly and equally up to 90C100C.

Heat the cylinder head with a gas burner, or place it in a closed box and heat it with steam.
NOTE
It is important that the entire cylinder head is heated, not only the seat bore.
12-16
DBAC198528
Cool the exhaust valve seat ring in a deep freezer unit to -18C.
Lubricate the cylinder head seat bore.

a Lubricate the cylinder head lower bore (1) and chamfer using water-soap solution
or Molykote 55 O-ring grease.
NOTE
The soap used in water-soap solution should have a pH ~7 and a mixture ratio
~1:2.
b Apply a thin smooth layer of Loctite 620 locking compound to the cylinder head
upper bore (2).
Be careful not to apply the compound to the lower bore (1) where the O-ring fits.
1
1 Lower bore
2 Upper bore
Fig 12-14
Cylinder head bores
FIG-401212 v3
Clean the exhaust valve seat larger diameter with Loctite 7063.
Mount the O-ring into the exhaust valve seat O-ring groove.
Fit the exhaust valve seat ring in the cylinder head seat bore using one of the two
methods:
Put the valve seat ring into a guiding bush and press in the seat with a guided arbor. It
can also be mounted by placing the valve seat ring onto the mounting tool and
immediately into the valve seat bore.
Insert the valve seat ring using an old scrapped exhaust valve. Knock on the valve using
plastic hammer until the seat ring is correctly seated.
NOTE
Mount the exhaust valve seat ring carefully, so that the seat ring seats correctly
and the O-ring is not damaged.
9
When the cylinder head has reached the required room temperature, check the
eccentricity of the sealing face in relation to the valve guide.
If it exceeds 0.1 mm, grind the seat surface in a seat grinding machine.
10 Pressure test the cylinder head water side with the pressure test tool.
The testing pressure should be 10 bar.
DBAC198528
12-17
2
1
1 Pressure test device

2 Test pressure pump
Fig 12-15
12.3.6
Pressure testing the cylinder head
Reassembling of the engine valves
GUID-8F21CE42-2C41-40B0-8A78-F4E94B878E14 v1
v3
Procedure
1
Check the valve springs for cracks, corrosion or wear marks, and if any, replace the
springs by new ones.
Put new seal rings in the valve guides.
Lubricate the valve stems with engine oil.
Put in the valves and check for free movement.
Put on the springs and rotators.

Replace the valve rotators if they are worn or damaged.
12-18
Compress the springs with the tool set.
Put in the valve cotters and unload the springs.
Check that the valve cotters fit properly.
Check function of the valve rotators by putting a mark on the valve disc and a
corresponding mark on the cylinder head.
Hit gently on the valve stem by using a non-recoiling hammer to check the rotation.
DBAC198528
12A.
12A. Testing the cylinder tightness
Testing the cylinder tightness

Prerequisites
NOTE
Test the cylinder tightness immediately after the engine has stopped.
A tool can be used to control the cylinder and valve tightness.

Procedure
1
12A.1
Turn the appropriate piston to ignition TDC (all valves closed) for the cylinder
concerned.
Connecting the tool for Wrtsil 34SG
v8
Procedure
DBAC198528
Remove the cover plate, ignition coil and the spark plug extension and other
necessary components.
See section 12.2.
Remove the spark plug.
Mount the distance sleeve with sealing ring to the spark plug connection
Tighten the distance sleeve to stated torque.
Connect the pressure gauge and valve assembly to the distance sleeve.
Measure the cylinder tightness.
12A-1
WRTSIL 20, 848020

WRTSIL 32, 800064
VASA 32,
848020
4
WRTSIL 34SG, 848020

4
9
0
10
6
7
3
8
9
0
8
1
WRTSIL 32DF, 848020
10
8
9
1
0
10
848 052
848 052
848 061
Fig 12A-1
Testing the cylinder tightness
FIG-321260 v1
Measurement
12A.2
v3
Procedure
1
Connect air to the tool with a pressure of 6-7 bar (= normal working air pressure).
Open the valve on the tool and record the pressure.
Close the valve.
Measure the time (in seconds) it takes for the pressure to drop to 0.5 bar .
If the pressure from the beginning was 6 bar and it takes more than 10 sec. for the
pressure to drop to 0.5 bar, the result is acceptable.
If the pressure drops directly to 0 bar, it is possible that one or more valves are sticking
or the valve(s) are burnt.
A sticking valve will be indicated by the immobility of the valve when the engine is
turned.
A burnt valve can normally be seen from the exhaust temperature. If the valve clearance
is zero, it will also cause a direct pressure drop.
Carbon particles that were trapped between the valve and the seat when the engine was
stopped, could also prevent the valve from closing properly thus causing a direct
pressure drop. If this is suspected, the engine should be run for a few minutes and the
test repeated.
12A-2
DBAC198528
If a blow-by between the cylinder liner and piston is suspected e.g. due to the fast
fouling of filters or high crankcase pressure, it is best to test all the cylinders and
compare the readings.
For example: From a six cylinder engine you get a serial: 12, 17, 15, 4, 19 and 18
seconds.
This shows that cylinder No. 4 is the one where blow-by is to be suspected.
This conclusion can be verified by listening for leaking sounds inside crankcase during
testing.
If time restrictions only allow the overhaul of one piston, the piston of the cylinder with
the worst blow-by should be dismantled and inspected. The result of the inspection will
give some indication of the general engine condition.
When testing the cylinder after an overhaul, a rapid pressure drop can be observed. This
is because the pistons have not been run-in.
NOTE
Keep pre-lubricating pump running during test.
NOTE
The turning gear should be engaged during test.
In general, the location of leakage can be found by listening when the air valve is open.
NOTE
The general condition of an engine is indicated with the test device, but the
operation data records are more important. Overhaul the engine at the
recommended intervals; do not wait until a test such as this indicates a fault.
DBAC198528
12A-3
12A-4
DBAC198528
13.
13. Camshaft driving gear

The crankshaft drives the camshaft through a gearing system. The gearing consists of a
gear wheel ring (1), which is split and fixed to a flange on the crankshaft by axial screws,
two intermediate gears (2 and 5) and a camshaft driving gear (3).
4
3
2
1. Gear wheel for crankshaft 2. Bigger intermediate gear wheel for camshaft drive 3. Drive
gear for camshaft 4. Camshaft 5. Smaller intermediate gear wheel for camshaft drive 6.
Crankshaft
Fig 13-1
Camshaft driving gear (clockwise rotating engine)
GUID-C7E6A1E4-2E8F-49F1-8FE2-092BD7CED375 v1
The bearing pieces of the intermediate wheels are journalled in the engine block. See Fig
13-2. The camshaft driving wheel (1) is fixed between the camshaft extension piece (33) and
the extension piece (7). On the A bank, the bearing piece (10) includes grooves for the
phase sensors connected to the ignition control system.
The camshaft rotates at half the engine speed in the same direction as the engine.
DBAC198528
13-1
5
6
33
34
8
9
10
35
32
11
12
13
31
30
14
29
15
16
37
36
28
17
27
18
26
19
20
21
25
24
23
22
38
1. Gear wheel for camshaft 2. Cylindrical pin 3. Screw 4. Bearing cover 5. Screw 6. Cover 7.
Bearing piece 8. Stud 9. Round nut 10. Bearing piece (including grooves for the phase
sensors on the A bank) 11. Plug hex. socket 12. O ring 13. Cover 14. Hexagon socket screw
15. Cover 16. Hexagon socket screw 17. Tightening nut 18. O ring 19. Thrust bearing 20.
Plug hex. socket 21. O ring 22. Crankshaft 23. Reduction nipple 24. Screw 25. Gear wheel
for crankshaft 26. Stud 27. Bearing piece 28. Bearing piece 29. Bearing piece 30. Small
intermediate gear 31. Cylindrical pin 32. Gear wheel 33. Bearing piece 34. Screws 35.
Thrust bearing 36. Bolt 37. Bearing bushes 38. Screw
Fig 13-2
13.1
Intermediate gears and camshaft gear
GUID-62033ADF-386C-4940-8E04-2C9CA65F3C19 v1
v2
The intermediate gear wheels are case hardened. The wheels have a common shaft and are
fixed to each other.
The bearings are lubricated through bores in the crankshaft and the engine block. The
wheels are lubricated by a distributing pipe through nozzles.
13-2
DBAC198528
NOTE
Valve timing adjustment is done with the intermediate gear wheel pair.
The valve timing can be adjusted by rotating the intermediate gear wheels or the camshaft
wheel in relation to each other.
CAUTION
If the valve timing is not correct, or if one of the gear wheel connections is loose,
the valves and the pistons may come in contact with each other. This may
cause serious damage to the engine.
13.1.1
Maintaining the camshaft gearing
v2
Check the condition of the gears at regular intervals. Measure the tooth backlash and
bearing clearances, see Adjustments, Clearances and Wear Limits. Early detection of any
tooth defect can prevent serious damage to the engine.
13.1.2
Checking and adjusting valve timing
v1
The valve timing can be adjusted in two ways:

by changing the relative position between the camshaft gear and the camshaft
by changing the relative position between the intermediate gear wheels.
It is recommended to adjust the valve timing with the camshaft gear wheel.
The positioning of the camshaft is done at scavenging TDC between the exhaust and inlet
strokes, that is, 360 away from TDC at the ignition of the concerned cylinder. The inlet
valve opening should be 3.25 mm at the scavenging TDC of the piston, when the valve
clearance has been correctly adjusted to 0.4 mm.
If the position of the camshaft needs to be changed, it is done in relation to the crankshaft.
NOTE
The relative position between the two intermediate gears is set at the factory
and should not be changed unless it is absolutely necessary.
If the camshaft timing is to be reset after a major overhaul, before assembling the rocker
arm brackets and push rods the camshaft must first be turned to correct position according
to section 13.1.2.1.
13.1.2.1
Basic adjustment of cam timing
v7
If a major overhaul has been performed on the engine, and the timing must be completely
reset.
Turn the camshaft to correct position on both banks before assembling the rocker arm
brackets and push rods.
This is done by measuring the cam lift. Turn the camshaft so that the cam lift on the valve
lifter is 2.45 mm at the piston scavenging TDC.
DBAC198528
13-3
CAUTION
To avoid scratching the cams, oil the cams before rotating the engine.
Procedure
1
Ensure that the push rods or rocker arm brackets are not installed.
Release the tappet, if locked in upper position.
Place a dial gauge with feeler pin pointed into the inlet valve tappet of cylinder A1.
Use a pin that is big enough to stay at the centre of the tappet. Observe that the tappet
inclination is 7 with respect to the engine block.
7o
1 Dial gauge
2 Valve lifter housing
3 Valve tappet
Fig 13-3
13-4
Measuring the cam lift
GUID-1C6FFDAB-8FC7-452E-A6D8-23D94ABF7B9B v1
Turn the camshaft on the A bank. The cylinder A1 inlet cam roller must be on the base
of the inlet cam profile. The roller must be on the opposite side to the inlet cam lift.
Set the dial gauge reading to zero.
Turn the camshaft in the rotational direction of the engine until the gauge reading is
2.45 mm.
Turn the crankshaft in the rotational direction of the engine to TDC on cylinder A1.
The reading must be 0o on the A bank flywheel scale.
Use the turning gear hand wheel for the final tuning. Check that the camshaft is not moving
and the lift is 2.45 mm when the crankshaft is at A1 TDC. The crankshaft must be turned in
the rotational direction of the engine to get the intermediate gear wheel backlash shut when
setting the camshaft timing.
Tighten the connection between the intermediate gearing and the camshaft gear on
the A bank.
Reassemble according the instructions in section 07.3.1.
DBAC198528
Check that the pulse signal plate is in accordance with Fig 13.1.2.3
8
Turn the B bank camshaft. The B1 inlet cam roller must be on the base of the inlet
cam profile. The roller must be on the opposite side to the inlet cam lift.
Turn the camshaft in the rotational direction of the engine until the gauge reading is
2.45 mm.
10 Turn the crankshaft in the rotational direction of the engine to 55o at TDC on cylinder
B1. The reading must be 0o on the B bank flywheel scale.
Ensure that the camshaft is not moving and the lift is 2.45 mm when the crankshaft is at B1
TDC. The crankshaft must be turned in the rotational direction of the engine to get the
intermediate gear wheel backlash shut when setting the camshaft timing. Use the turning
gear hand wheel for the final tuning.
11 Tighten the connection between the intermediate gearing and the camshaft gear on
the B bank.
12 Reassemble according to the assembly instructions in Adjusting the valve timing.
Check that the pulse signal plate is in accordance with Fig 13.1.2.3
Postrequisites
Check the valve timing when the engine is assembled, and do a final valve timing
adjustment, if needed.
13.1.2.2
Checking the valve timing
v6
CAUTION
To avoid scratches on the surface of the cam, oil the cams before rotating the
engine.
Procedure
1
Remove the cylinder head covers on cylinders A1 and B1.

Check and adjust the inlet valve clearance to 0.4 mm according to section 12.2.5.
Place a dial gauge with the feeler pin set into the inlet valve rotator of cylinder A1 to
measure the inlet valve lift.
Turn the crankshaft to about 70 before scavenging TDC on cylinder A1, that is, to the
flywheel scale reading of 290.
The movement of the dial gauge stops as the tappet roller touches the base circle of the
cam.
Turn the crankshaft in the rotation direction of the engine until the gauge reading is
3.25 mm.
NOTE
Use the hand wheel of the turning device to do the final tuning.
DBAC198528
13-5
NOTE
The crankshaft must be turned in the rotation direction of the engine to get the
intermediate gear wheel backlash shut when checking the camshaft timing.
6
Check that the flywheel is at TDC for cylinder A1.

If not, adjust the valve timing as described in 13.1.2.3.
Repeat the same procedure on the B bank with cylinder B1 at TDC.

Note the separate scale on the flywheel for the B-bank.
13.1.2.3
Adjusting the valve timing
v6
To adjust the valve timing, do the following directly after checking the timing without
removing the dial gauge (see Fig 13-2):
Procedure
1
Unscrew the cover fastening screws (5). Remove the camshaft end cover (6).
Loosen the hydraulically tightened M56 nut (9).

Ensure that the bearing piece (10) is not rotating with the nut.
Turn the crankshaft to TDC in the rotational direction of the engine.

If the flywheel is to be turned in the opposite direction, turn it to about 5 before TDC. Then
approach TDC by turning the flywheel in the rotational direction of the engine. Use the
turning gear hand wheel when doing the final tuning. This shuts the gear wheel backlash in
the rotational direction of the engine.
Tighten the connection of the camshaft gear wheel

, by tightening the hydraulic M56 nut (9) to the stated pressure. See section 07.3.1. Before
re-tightening check the position of the A-bank bearing disc including the phase indicator
plate. Ensure that the bearing piece (10) is not rotating with the nut.
Turn the flywheel against the rotational direction of the engine to about 70 before the
TDC so that the roller tappet is on the base circle of the cam.
Check the dial gauge reading and set it to zero. Turn the flywheel to the TDC in the
rotational direction of the engine and check that the gauge reading is 3.25 mm. If the
deviation exceeds 0.1 mm, the valve timing adjustment procedure should be repeated.
CAUTION
Turn the engine with the gear wheel connection loosened, no more than 5 is
allowed when adjusting the valve timing. There is a great risk that the pistons
and valves may come in contact with each other.
6
Before assembly, replace the O-rings.
Mount the bearing disc (35) and the end plates.

Ensure that the plate for phase sensors (13) on the A bank is mounted in the correct
position. The guiding pin must be within 45o from the vertical line when cylinder A1 is at
TDC for ignition.
Tighten the screws to stated torque.
13-6
DBAC198528
1 Phase indicator plate position at A-bank.

Fig 13-4
8
13.1.3
Phase indicator plate
GUID-49ED4ED1-9FF9-4453-8E67-AFD42BBB1089 v1
Mount the end cover.
Removing camshaft gear
v1
Refer to Fig 13-2.

Procedure
DBAC198528
Remove the gear covers and camshaft end cover.
Open the screws (5), loosen the cables to the phase sensors (A-bank only) and
remove the end cover (6).
Open and the hydraulic nut (9) and remove the bolt (8).
Open the screws (3) and remove the cover (4).
Open the screws (34) and remove the camshaft thrust bearing piece (10) and the
thrust bearing (35).
13-7
NOTE
For correct ignition timing, the bearing piece (10) at the A-bank must be
reinstalled in the same position as it was before dismounting it.
6
Open the screws and remove the sleeve and lubricating oil pipe from the engine
block.
Mount the lifting tool for the camshaft gear wheel (1).
Remove the bearing piece (7).
Remove the camshaft gear wheel (1).
13.1.4
Removing intermediate gears
v1
Refer to Fig 13-2.

Procedure
1
Loosen each of the bolts (36) in a circular order by approximately 45o on the first
round
See figure Loosening the intermediate gear connection.
Fig 13-5
Loosening the intermediate gear connection
GUID-F17C16C3-3618-466E-BBB6-AE52A1C1A59C v1
Loosen every bolt in a circular order by 90o.

Repeat until the bolts can be freely removed.
Remove the tightening nut (17) and the stud (26) using the tool 800114.
The locking screw of the tool has left-hand threads.
NOTE
When using the stud remover 800114 only the inner hexagon 36 key grip should
be used to remove or tighten the stud to the specified torque. The outer left
hand hexagon 30 screw is only for locking the tool onto the stud and may break
if used to loosen the bolt.
4
13-8
Unscrew the fastening screws (14) and remove the cover (13).
Remove the O-rings (12) and (21).
DBAC198528
CAUTION
Before removing the screws (14) and cover (13), ensure that the gear wheels (32)
and (30) are supported with a suitable tool. Otherwise, there is a great risk of
damaging the gear wheels or related components.
5
Remove the bearing piece (29), thrust bearing (19) and the small intermediate gear
wheel (30).
Remove the big intermediate gear wheel (32) and bearing piece (27).
13.1.5
Mounting the intermediate and camshaft gears
v1
Refer to Fig 13-2.

Procedure
1
Lubricate the bearing bushes (37).
Lift the bearing piece (27) into position.
Lift the big intermediate gear wheel (32) onto the collar of the bearing piece.
Insert the small intermediate gear wheel (30) onto the collar of the big intermediate
gear wheel.
Insert the thrust bearing (19) and the bearing piece (29).
Mount the cover (13) and replace the O-rings (12) and (21) with new ones.
Tighten the screws (14) to stated torque.
Screw in the bolt (26) using the tool 800114 and tighten to the torque stated in section
07.3.1.
The locking screw of the tool has left-hand threads. Remove the tool.
NOTE
When using the stud mounting tool 800114 only the inner hexagon 36 key grip
should be used to remove or tighten the stud to the specified torque. The outer
left hand hexagon 30 screw is only for locking the tool onto the stud and may
break if used to loosen the bolt.
8
Clean the main thread and contact areas of the tightening nut (17) with suitable antiseize lubricant.
Tighten the nut firmly so that the faces of the gear wheels and bearing pieces are in
touch with each other.
10 Loosen the nut by turns (90o).

The gap between the washer and nut should be approximately 1 2 mm.
11 Hand-tighten the four jackbolts (36) crosswise so that the clearance between the
washer and the bolt remains the same at all sides.
DBAC198528
13-9
Fig 13-6
Tightening cross-wise
GUID-F6B18E2F-ED97-4488-8831-00192B596EEF v1
12 Tighten the jackbolts to 50% of the recommended jackbolt torque in crosswise order.
13 Tighten the jackbolts to 100% of the recommended jackbolt torque in crosswise
order.
14 Tighten the jackbolts to 100% of the recommended jackbolt torque in circular order.
Repeat at least four times, or so many times that the torque wrench movement is less than
20 angle degrees in all jackbolts.
Fig 13-7
Tightening in circular order
GUID-1F304025-D1D4-4519-9855-84B6F7F60DAA v1
15 Check the valve timing.
Mounting the thrust bearing
13.1.6
v3
See Fig 13-2.

Procedure
13-10
Mount the oil pipe and the sleeve inside the engine block.
Replace the O-rings with new ones and tighten the screws.
Mount the thrust bearing (35) and the camshaft bearing piece (10).
DBAC198528
CAUTION
For correct ignition timing, the bearing piece (10) on the A-bank must be
mounted in the same position as was before.
3
Mount the housing (4) and (6).

Replace the O-rings with new ones. Tighten the screws (3) and (5) to stated torque.
Check all axial bearing clearances and the backlashes between the gear wheels.
See section 06.2.
Mount the oil spray nozzles.
Mount the cover (15) and replace the O-rings with new ones.
Release the tappets and mount the rocker arm brackets.

See section 14.1.2.3.
Mount all the covers, speed sensor cable connectors and oil pipes.
NOTE
Check the valve timing before starting the engine.
13.2
Crankshaft gear wheel
v2
If only the split gear wheel is to be changed, half of the wheel can be removed/mounted at a
time. In this way, the valve timing is not affected and it's not necessary to adjust it.
However, the timing should be checked.
DBAC198528
13-11
13.2.1
Removing the split gear wheel
v4
Prerequisites
2
3
1
1 Crankshaft flange bolt

2 Fastening screws
3 Split gear wheel
Fig 13-8
Crankshaft gear wheel
GUID-F7E76D1F-713E-4174-952D-16131519A6C4 v1
After the gearing is removed according to section 13.1.3, the split gear wheel (3) can be
removed from the crankshaft.
Procedure
1
Loosen the fastening screws (2).
Unscrew the axial screws (1).
Unscrew the fastening screws (2) and remove the gear wheel halves (3).
Mounting the split gear wheel
13.2.2
v7
Procedure
13-12
Clean the parting surfaces of the wheel halves and the contact faces of the gear
wheel and the crankshaft.
Lower the bearing cap for main bearing No.1.

See section 10.2.1.
DBAC198528
Apply engine oil on the threads of screws (1) and (2).
Mount the gear wheel halves on the crankshaft with the parting face at right angles
with the crank of cylinder No. 1 and fasten the screws (1) and (2) by hand.
Use lifting tool 2V10T2217.
Tighten the fastening screws (2) to a torque of 10 Nm.

The screws closer to the crankshaft flange must be tightened at first.
Tighten the axial screws (1) to a torque of 10 Nm and check that contact is
established between the gear wheel and the crankshaft flange.
Tighten the fastening screws (2) to stated torque.

The tightening order is the same as in the previous point.
Tighten the axial screws (1) to the stated torque.

1
2
19
1 Axial screw
2 Fastening screw
Fig 13-9
9
Measuring split gear wheel
W34-401303 v3
Check the gear wheel roundness.

Place a cylindrical pin (19 mm) in the tooth gap as shown in Fig 13-9. Turn the engine and
use a dial indicator to get an indication for the diameters.
Measure the split gear wheel according to measurement record 4V11L0925.
10 Lift the bearing cap for main bearing No.1.

See section 10.2.1.
DBAC198528
13-13
13-14
DBAC198528
14. Valve Mechanism and Camshaft
14.
Valve Mechanism and Camshaft
14.1
Valve mechanism
v1
The valve mechanism operates the inlet, outlet and the prechamber valves at the required
timing. The valve mechanism consists of cylindrical valve tappets (9), see Fig 14-1, moving
in a common guide block (8), tubular push rods (6 ) with ball head end pieces, rocker arms
(2 and 25) journalled on a rocker arm bearing bracket (5), yokes (4) guided by a yoke pin (15)
on the cylinder head.
17
1
16
2
25
3
4
20
5
6
7
A-A
21
8
15
24
22
A
14
11
9
10
14
19
18
23
13
12
1. Screw 2. Ex/In rocker arm 3. Retainer ring 4. Valve yoke 5. Rocker arm bracket 6. Push
rod 7. Protecting pipe 8. Guide block 9. Valve tappet 10. Roller pin 11. Screw 12. Guiding
plate 13. Securing screw 14. Tappet spring 15. Yoke pin 16. Adjusting screw 17. Fixing
screw 18. Tappet roller 19. Locking pin 20. Shaft 21. O-ring 22. Spring 23. Valve tappet 24.
O-ring 25. Pre-chamber valve rocker arm
Fig 14-1
DBAC198528
Valve mechanism
W34-401406 v2
14-1
14.1.1
Function of valve mechanism
v1
The movement of the valve tappets (9), see Fig 14-1, is controlled by the camshaft. The
valve tappets transfer the movement through push rods (6) to the rocker arms (2). The
rocker arms operate the inlet, exhaust and prechamber valves. The inlet and exhaust valve
rocker arms operates two valves each, through yokes (4).
The rocker arm bracket (5) is fastened to the cylinder head by six screws (1). The shaft is
positioned by a fixing screw (17) in the bracket. The positioning of the shaft is essential for
the oil supply to the rocker arm bearings and the valve yokes.
The adjustable screws on the rocker arms acts on the valve yokes, which are guided by an
yoke pin. To compensate for heat expansion a clearance, valve clearance, must exist in the
valve mechanism. All adjustments are made on a cold engine, and this adjusting procedure
is explained in chapter 12
Lubricating oil to the rocker arm bearings is led through drilling's in the rocker arm bracket
(5). Oil to the valve yokes (4) and to the push rod upper ball head pieces passes through the
rocker arm in an intermittent flow controlled by the drillingsin the rocker arm and the shaft.
The rocker arm is in position to supply oil only when it is in the "open valve" position. When
the rocker arm is in "valve closed" position, the surface between rocker arm and the shaft is
lubricated. Lubricating oil passed to the yokes lubricates the yoke guidances and further on
also the valve rotators. The lube oil is returned to the crankcase in a free flow through the
push rod protecting pipes (7).
NOTE
The intermittent oil flow will cause an optimized oil flow to the valve mechanism.
To completely check the oil flow to a cylinder head, the engine must be cranked
during prelubrication.
14.1.2
Maintenance of valve mechanism
v2
Normally, the valve mechanism need no maintenance, but inspection of the components
and check for wear should be made at intervals stated in chapter 04. See chapter 06 for
adjustments and wear limits. If the valve mechanism is dismantled, the components should
be marked and later assembled in the same position and cylinder as before, to avoid
unnecessary wear.
14.1.2.1
Dismantling the valve mechanism
v3
Procedure
14-2
Open the upper cover for the cylinder head and remove the camshaft cover from the
cylinder concerned.
Turn the crankshaft to a position where the valve tappet rollers of the valves are on
the base circle of the cam.
Loosen the screws (1) and lift off the rocker arm bearing bracket (5) from the cylinder
head with accessories.
See Fig 14-1. Use the tool 846202.
Remove the push rods (6) and the protecting pipes (7).
Loosen the fastening screws (11) and remove the guide block (8).
Remove the screws (13) and guiding plate (12).

Remove the tappets (9) and the pre-chamber valve tappet (23).
DBAC198528
NOTE
The tappets (19 and 23) are spring-loaded.
14.1.2.2
Separate the tappet roller and pin by depressing the locking pin (19) and pushing out
the roller pin (10).
The tappet should be covered as the locking pin is under spring load.
Inspecting the valve mechanism parts
v2
Procedure
1
Clean the rocker arm bore and the shaft (20) and measure for wear.
When cleaning, pay special attention to the oil holes.
Clean and inspect all parts of the valve tappet.

When cleaning, pay special attention to the oil holes.
Measure the valve tappet boring and the tappet (9) as well as the tappet roller (18) for
wear.
Change the O-rings (21) and (24) if they are damaged or hard.
Clean the prechamber valve tappet and inspect for wear.
Assembling the valve mechanism
14.1.2.3
v2
Procedure
1
Lubricate the parts of the valve tappet with clean engine oil, and assemble them
together.
Observe the marks for correct positions.
Insert the tappet spring (14) and the valve tappets (9) into the guide block (8).
Mount the spring (22), the prechamber valve tappet (23) and the guiding plate (12).
Tighten the screws (13) to the right torque.
Mount the complete guide block on the engine.
Measure the distance to the engine block on both sides of the guide block with a
feeler gauge (C).
See measures B1=B2 in the adjacent figure. Note the corner radius (R) on the engine block.
Do not push the feeler gauge too deep in the vertical direction.
Tighten the screws to the right torque.
Grease the O-rings (21) and (24).

See Fig 14-1.
Insert the protecting pipes (7) and push rods (6) into the guide block.
10 Mount the yoke.

For adjusting the yokes, see section 12.2.4.
11 Lubricate the rocker arm bore with engine oil.
12 Mount the rocker arms (2) and (25) on the bracket (5).
DBAC198528
14-3
13 Apply the retainer rings (3)

Use pliers 800002.
14 Check the axial clearance and free rotation of rocker arms.
15 Mount the rocker arm bracket on the cylinder head.
16 Tighten the screws (1) to the right torque.
See section 07.1.
NOTE
The rocker arm bracket has to be centered.
17 Check the valve clearances.

See sections 06.1 and 12.2.4.
18 Mount the covers.
14.2
Camshaft
v1
Data and dimension

Weight of one camshaft piece: 92 kg
The camshaft is built up of one-cylinder camshaft pieces (5), see Fig 14-2, and separate
bearing journals (3). The camshaft is driven by the crankshaft through a camshaft drive at
the driving end of the engine. At the free end, the camshaft is equipped with an extension
piece (2) that operates the starting air distributor.
The camshaft has an axial bearing (8) in the driving end. The oil supply is arranged to the
axial bearing from the driving end of the engine. Lubricating oil is supplied to every
camshaft bearing through drillings in the engine block. The rotation speed of the camshaft
is half the engine speed.
14.2.1
Removing of camshaft piece
v3
Procedure
14-4
Remove the camshaft covers and open cylinder head covers.

Remove the rocker arm brackets from all cylinder heads. Lift the tappets (valve and
prechamber tappets) and secure them in the upper position by means of the locking device
800067.
Unscrew the flange connection screws (4), see Fig 14-2, from both ends of the
camshaft piece.
Mount the support tool 800150 on the block by the camshaft cover fixing screw.
Remove the camshaft end cover (1) from the starting air distributor.
Move the part of the camshaft towards the free end as much as possible against the free
end by using a suitable tool.
Remove the camshaft piece by means of the tool 800150.
DBAC198528
1
10
8
11
6
7
1.Cover 2.Extension piece for starting air distributor 3.Bearing journal 4.Screw 5.Camshaft
piece 6.Extension 7.Wheel for speed sensor 8.Axial bearing 9.Guiding pin 10.Screw
11.Screw
Fig 14-2
14.2.2
Camshaft
Mounting of camshaft piece
W34-401408 v1
v2
Procedure
1
Check the valve tappets, the rollers and the bearing bushes carefully.
Even slightly damaged tappet rollers must be replaced with new ones.
Clean and degrease the flange connection surfaces and threaded holes.
Mount the camshaft piece (5), with the guiding pin (9), then pull the camshaft together.
Use two or three screws.
Insert the other connection screws and tighten to the stated torque.
Mount the cover (1) of the starting air distributor.
Release the lifter tappets and mount the rocker arm brackets.
Check the valve clearances, see section 12.2.4.
14.3
Camshaft bearing
v1
14.3.1
Inspection of the camshaft bearing bush
v1
When the camshaft bearing journal has been removed, the inner diameter of the bearing
bush can be measured at site, by using a ball anvil micrometer screw. Measure three
diameters in a position 120 from each other. The average diameter is to be compared with
wear limit. The wear limit is stated in chapter 06, section 06.2 If the wear limit for one
camshaft bearing bush is reached, all camshaft bearing bushes should be replaced. For
visual inspection of the camshaft bearing bush, the camshaft piece and bearing journal has
to be removed according to section 14.2.1.
DBAC198528
14-5
14.3.2
Removing of camshaft bearing bush
v2
Procedure
1
Remove the camshaft piece adjacent to the bearing bush and bearing journal
concerned, according to section 14.2.1.
Remove the camshaft bearing journal.
Assemble the removing device 800062 according to Fig 14-3.

Notice the difference in tool assembly for the bearing next to the driving end of the engine.
Tighten the hydraulic tool 800063 by tensioning the screw 4V83G45.
Connect the hoses of the hydraulic pump 800053 to the hydraulic tool.
Rise the pressure slowly in the hydraulic tool to withdraw the bearing bush.
The pressure must not exceed the value stated in chapter 07, Fig 07-17. If the bearing bush
does not move when this pressure is achieved, a light knock on the end flange 3V83H166
can be needed.
Open the pressure release valve on the pump, disconnect the hoses of the hydraulic
tool and dismantle the removing device.
800063
Bearing
3V83H164
3V83H165
3V83G45
3V83H166
4V83G45. Screw 800063. Hydraulic cylinder 3V83H164. Guide sleeve 3V83H165.Distance

piece 3V83H166. Pressure plate
Fig 14-3
Removing of camshaft bearing bush
W34-401401 v1
Mounting the camshaft bearing bush
14.3.3
v2
Mark with marker-pen the position of the oil bore in engine block and the bearing bush.
There are two options to mount the bearing bush, freezing or using hydraulic tool.
Procedure
1
Option 1:
a Cool down the bearing bush to -130 C in a special freezer or liquid nitrogen.
b Align the markings in engine block and bearing bush, install the bearing bush into
the block.
c Check that the oil bores in engine block and bearing bush are aligned.
14-6
DBAC198528
NOTE
Use proper gloves when working with frozen parts.
Option 2:
a Assemble the mounting device according to Fig 14-4.
Notice the difference in tool assembly for the bearing next to the flywheel end of the
engine.
b Tighten the hydraulic tool 800063 by tensioning the tension screw 0083G004500
lightly.
c Connect the hoses of the hydraulic pump 800053 to the hydraulic tool.
d Rise pressure in the hydraulic tool to mount the bearing bush.
NOTE
The maximum pressure must not be exceeded.
e Open the pressure release valve on the pump, disconnect the hoses of the
hydraulic tool.
Dismantle the mounting device.
f
Check that the oil hole in the bearing bush is in the correct position.
g Lubricate the bearing surface of the bearing bush and insert the camshaft bearing
journal.
h Mount the camshaft pieces, bearing journals, guide blocks and camshaft covers.
For more information see section 14.2.2.
NOTE
Check that the oil bore in the engine block and the bearing bush are aligned
with each other. Use 9 mm pin to check the alignment.
3
1
2
3
4
Camshaft bearing 2
Hydraulic cylinder 2V83E0186
Guide sleeve PAAE084879
Distance piece PAAE029419
Fig 14-4
DBAC198528
5 Camshaft bearing 1
6 Tension screw 0083G004500
7 Pressure plate PAAE083823
Mounting the camshaft bearing bush for gas engine
W34-401404 v2
14-7
14-8
DBAC198528
15.
15. Turbocharging and Air Cooling
Turbocharging and Air Cooling

The turbochargers are of axial turbine type. The charge air coolers are of rigid frame -type
and are on In-line engines fitted to the side of the engine block, while V-engines have the
cooler fitted to the turbocharger bracket.
The turbocharger is equipped with plain bearings and is connected to the engine lubrication
system.
The air outlet is connected to the air duct (2) with metal bellows (1). The exhaust pipes from
the cylinders are also connected to the charger with metal bellows. The exhaust pipe after
the turbocharger should be arranged according to the installation instructions with a fixed
support immediately after the bellows.
The turbocharger is equipped with cleaning devices for cleaning the compressor by water
injection.
1
2
A-A
7
8
A
4
5
1.Bellows 2.Air duct 3.Water box 4.Charge air cooler 5.Water box 6.Diffuser 7.Air box
8.Drain pipe
Fig 15-1
DBAC198528
Charge air system
W34-401510 v2
15-1
2
11
10
1.Bellows 2.Air duct 4.Charge air cooler 8.Drain pipe 10.Cover 11.Screw
Fig 15-2
15.1
Charge air system V-engine
W34-401523 v1
Turbocharger maintenance
v5
The plain bearings in the chargers are lubricated by the engine lubricating oil system. The oil
is fed through the turbocharger bracket and the pressure is lowered with an orifice. The oil
drain is connected to a channel in the turbocharger bracket from where the oil is lead to the
engine crankcase.
The cartridge design of the turbocharger allows all normal service work to be done from the
compressor side of the turbocharger without removing the whole unit from the engine.
NOTE
When reassembling, use new seals.
Maintenance of the turbocharger is carried out according to section 15.2.

Contact Wrtsil services for further information and / or service.
15-2
DBAC198528
15.2
Water cleaning of turbocharger during operation
v1
15.2.1
Water cleaning of compressor
v5
1 2
1. Valve for compressor cleaning 2. Compressor cleaning water pipe 3. Water container
Fig 15-3
Water cleaning of the turbocharger
GUID-57FC3974-8E91-4671-8DC4-555E94F3277A v1
The compressor can be cleaned by injecting water during operation. The method is efficient
provided that contamination is not too far advanced. If the deposit is very heavy and hard,
the compressor must be dismantled and cleaned mechanically.
The injected water does not act as a solvent. The cleaning effect is achieved by the physical
impact of the drops on the deposit. It is therefore advisable to use clean water containing
no additives either in the form of solvents or softening agents, which could be precipitated
in the compressor and form deposits.
Regular cleaning of the compressor prevents or delays the formation of deposit. It does not
eliminate the need of normal overhauls, for which the turbocharger has to be dismantled.
The water must be injected while the engine is running and at the highest possible load, that
is at a high compressor speed. See also turbocharger instruction manual.
NOTE
Clean the compressor (air side) of the turbocharger at a possible high load (at
least 75% load).
DBAC198528
15-3
The compressor must be regularly cleaned according to the maintenance schedule, see
chapter 04. Depending on the results obtained, the washing interval may be increased or
reduced.
15.2.2
Compressor cleaning procedure
v3
Procedure
1
Record charge air pressure, cylinder exhaust gas temperatures and charger speed for
later use to assess efficiency of the cleaning.
Fill the water container (8) with clean water, see Fig 15-4.
Open the valve (6).
Push the valve lever (7) towards the spring and hold it for about 10 seconds until all
the water has been injected.
Repeat the readings taken in step 1 above for comparative purposes.

The success of injection can be recognized by the change in turbocharger speed.
In case the engine shall be stopped after the cleaning, run the engine for 5 minutes
more after the compressor has been cleaned with water.
Doing so it is ensured that all the parts in the compressor side are completely dry.
NOTE
If washing is not successful, it must not be repeated within 10 minutes.
6
8
7
6. Valve 7. Valve lever 8. Water container
Fig 15-4
15.3
Water cleaning of charger
Charge air cooler
W34-401514 v1
v4
Data and dimension

Material
- Tubes: copper alloy
- Water boxes: cast iron.
- Test pressure: 8 bar (water side)
The charge air cooler is of self-supported type. The cooler housing is fastened direct on the
engine block by screws.
15-4
DBAC198528
The air cooler is of tube-type, with thin fins on the tubes that ensures an efficient cooling of
the air. The cooling water is circulated through the tubes and the charge air passes between
the fins on the outside of the tubes.
15.3.1
Maintenance of Charge Air Cooler
v9
Procedure
1
Condensation from the air is drained through the drain pipe at the bottom of the
cooler housing after the cooler.
Examine regularly that the draining pipe is open by checking the air flow when running.
CAUTION
If water keeps on dripping or flowing from the draining pipe for a longer period
(unless running all the time in conditions with very high humidity) the cooler may
be leaky and must be dismantled and pressure tested.
2
At longer stops, the cooler should be either completely filled or completely empty, as
a half-filled cooler increases the risk of corrosion.
If there is a risk of low water level in the system when the engine is stopped, drain the
cooler completely. Open the air vent screw at the top of the cooler to avoid vacuum when
draining.
Clean and pressure test the cooler.

For more information on intervals, see Maintenance Schedule.
Always when cleaning, check for corrosion.
Dismantling the air cooler (V-engine)
15.3.2
v3
Prerequisites
Dismantling of the cooler may require some additional piping and covers to be dismantled
like Turbo Charger wash piping, waste gate piping and bracket, and A side air duct covers
in order to have enough work space. The required minimum free space is 2100 mm for
pulling out the cooler.
Procedure
DBAC198528
Drain the engine from cooling water and then the cooler
trough the draining plugs. (1), see Fig 15-5 and Fig 15-12.
Dismantle the plugs and flanges (1)

from the cooler covers on both sides of the engine (4 pieces).
15-5
3
1
1.Plugs 2.Fixing screws in Z direction 3.Cover

Fig 15-5
Plugs and flanges on the cooler covers
W34-401515 v1
Dismantle the covers (3) from both sides of the engine.
Loosen the fixing screws,

see Fig 15-5 and Fig 15-6. Loosen first all the fixing screws (2) in Z direction longitudinal to
the engine 14 screws together. Then loosen the fixing screws (4) from top of the cooler, Y
direction, 7 screws in both ends of the cooler and 10 screws between the turbo charges.
The cooler is ready for pulling out.
WARNING
Loosen only the mentioned 38 screws. Do not loosen the bottom plate screws
or the cooler will drop.
15-6
DBAC198528
4
Y
Z
4
4.Fixing screws in Y direction

Fig 15-6
Air cooler housing
Mount the lifting tool 846 222, see Fig 15-7.
Pull out the cooler assembly.
W34-401516 v1
846 222
Fig 15-7
7
DBAC198528
Lifting tool
W34-401517 v2
Mount 12mm eye bolts with straps

on the top of charge air cooler. Use enough lifting eye bolts, in both ends and middle of the
cooler and lifting capacity if the cooler package is going to be lifted as complete package.
15-7
Guide the air cooler to the floor.

Place e.g. 2 pieces of I-bars under the cooler.
Split the cooler assembly into 3 parts

(A-bank, B-bank and central connector).
10 Remove the end covers (25) of the air coolers,

see Fig 15-10.
15.3.3
Cleaning of air cooler
v3
Prerequisites
Clean air cooler heat exchange surfaces are essential for a long and trouble-free engine
operation. The cleaning should be done in regular intervals following the pressure drop (p)
over the charge air cooler.
Procedure
1
Remove the cooler.
Clean the air side of the cooler

by immersing the air cooler in a chemical cleaning bath for at least 24 hours. See chapter
Fuel, Lubricating Oil, Cooling Water for approved cleaning detergents. The best cleaning
effect is achieved if the cleaning tank is equipped with perforated pipes. During cleaning,
steam or pressurized air is fed through the pipes. When cleaning is completed, the cooler
should be flushed thoroughly with water.
NOTE
The use of a high pressure water jet for flushing, should be avoided because:
- it will pack the dirt into the middle of the cooler
- the cooler fins will be damaged
This will cause lowered air cooling efficiency.
15-8
Clean the water side

by immersing the tube bundle into a chemical cleaning bath for at least 24 hours. Follow the
recommendations given for the air side.
Pressure test the cooler package.

The cooler is pressure tested as complete package. After pressure testing the package
should not be dismantled anymore.
Mount the cooler on the engine.
DBAC198528
A.Steam or air B.Perforated pipes C.Cooler insert

Fig 15-8
15.3.4
Air cooler cleaning tank
Pressure testing of air cooler
W34-401503 v1
v2
Procedure
DBAC198528
Mount the testing tool, see Fig 15-9 onto the cooler and fill it up with water by the
hand pump.
Pressure test the air cooler for 30 minutes.

See instructions for testing device, according to cooler type, in the table below.
Drain the air cooler.
Remove the testing tool.
Assemble the complete tested cooler package in to the engine.
15-9
-2-stage cooler V-engines: 3V84H0157

Valve 3
2V84H0151
LT-out
3V84H0144
LT-IN
HT-IN
Valve 2
HT-IN
HT-IN
HT-out
Top
Valve 1
Bottom
-2-stage cooler V-engines: 3V84H0190

Valve 3
Valve 2
Top
Valve 1
Bottom
-2-stage cooler L-engines: 1V84H0180/1V84H0187
-1-stage cooler: 3V84H0159/3V84H0186
Valve 1
HT-circuit
Pressure in to LT-circuit
LT-circuit
Fig 15-9
Test pressure tools
FIG-401523 v3
2-stages air cooler L-engine

Circuit
Water hose connection
Valves
Pressure
HT
HT-circuit
Valve 1 open, remove hose from LT-circuit
1,5 bar
LT
HT-circuit
Valve 1 closed, connect hose to LT-circuit
1,5 bar
LT and HT
HT-circuit
Valve 1 open, connect hose to LT-circuit
8,0 bar
2-stages air cooler V-engine

Circuit
Valves
Pressure
HT
HT-circuit
Valve 1 open, valve 2 closed
1,5 bar
LT
LT-circuit
Valve 3 open, valve 2 closed
1,5 bar
15-10
DBAC198528
2-stages air cooler V-engine

LT and HT
HT-circuit
Valve 1 and 2 open, valve 3 closed
8,0 bar
1-stages air cooler

Circuit
Valves
Pressure
LT
LT-circuit
8,0 bar
Assembling the air cooler (V-engine)
15.3.5
v3
Procedure
1
Mount the coolers (26) and (28),

see Fig 15-10 and the central connector (27) with the screws (31).
NOTE
Renew all gaskets and O-rings.
Take care that the coolers are well supported. The central connector has to be fitted with 2
pieces of O-rings on both sides. Align the cooler and central connector as in Fig 15-10
marked X - X.
2
Mount the end covers (25)

Renew the gaskets. Glue compound (e.g. Easy Work RTV 345) must be applied on all the
gaskets.
33
25
26
31
27
36
28
25.End cover 26.Air cooler (B) 27.Central connector 28.Air cooler (A) 31.Screw 33.O-ring
36.Drain
Fig 15-10
3
DBAC198528
Air cooler assembly
W34-401518 v1
Lift the air cooler assembly

into position on the lifting tool 846 222.
15-11
18a Y
18b
Z
18c
18d
40
18a-d.Screw 40.Flange
Fig 15-11
15-12
Charge air cooler assembly
W34-401522 v1
Push the pressure tested complete cooler assembly in to the housing.

Ensure that the O-rings (33), see Fig 15-10, stay in place when pushing the cooler into
position. There should be about 2mm gap on the upside of the cooler package when
pushing in to the engine.
Mount the screws (18a-18d )

on both sides, see Fig 15-11. The charge air cooler has to be tightened in turn in
directions Y and Z, see Fig 15-11. The purpose is to lift up the cooler 2mm for sealing the
cooling water in/outlet connections with O-rings and same time securing the cooler
package tight to the free end connecting surface for preventing incoming air from passing
the cooler.
Mount all screws of the air cooler,

see Fig 15-5 and Fig 15-6, and tighten these in turns in directions Y and Z.
Mount the covers (3) on both sides of the engine, see Fig 15-5.
Mount the plugs and flanges (1) to the covers on both sides of the engine.
Renew O-rings and apply loctite 2701 to the plug hole according to Fig 15-12.
DBAC198528
Loctite 2701
Fig 15-12
9
Assembly of drain plugs and flanges
W34-401519 v1
Fill the cooling system with water.
10 Vent the air cooler

and check the tightness of the sealing at engine start-up.
Charge air pressure difference over air cooler
15.3.6
v6
Prerequisites
The charge air cooler maintains the thermal load of the diesel engine at a correct level. This
is very important for keeping fuel consumption and operating costs down.An increasing
pressure drop (p) over the charge air cooler (on the "air side") causes an increasing
thermal load and increasing fuel oil consumption.By constant measuring the Dp over the
charge air cooler, the condition of the charge air cooler can be evaluated, and the air cooler
can be cleaned or changed to a spare air cooler at the right time.
The pressure difference over air cooler can be measured by using u-tube manometer, see
Fig 15-14.
p over clean charge air cooler [mmH2O]/[mbar]
Engine type
Single stage cooler
Two stage
cooler
6L and 12V
215/21
255/25
8, 9L, 16V and 18V
490/48
530/52
Procedure
1
DBAC198528
Connect water filled u-tube to the pipe unions.
15-13
Measure the pressure difference by using a measuring tape.
A/B
A B C
15-14
Fig 15-13
U-tube manometer V-engine
W34-401520 v1
Fig 15-14
U-tube manometer In-line engine
W34-401508 v1
DBAC198528
15J.
15J. Exhaust Gas Wastegate
Exhaust Gas Wastegate

The wastegate valve is working as a regulator and is used for adjusting the charge air
pressure depending on the engine speed and load.
The exhaust gas wastegate valve, when opened, by-passes partly exhaust gases over
turbocharger thus reducing turbocharger speed and charge air pressure in receiver.
The exhaust gas wastegate system is built on the engine and consists of an actuator (1)
connected to the butterfly valve (3) which controls the exhaust by-pass flow via pipes (2)
and (5). The flow to the turbocharger exhaust gas outlet, is regulated to maintain correct
charge air pressure.
2
3
1 Actuator
2 Exhaust pipe outlet
3 Butterfly valve
Fig 15J-1
15J.1
4 Positioner
5 Exhaust pipe inlet
Exhaust wastegate system
Functioning of Exhaust Gas Wastegate
GUID-CC55D335-61CA-4A3B-82F4-315B2504807E v2
v13
The wastegate control system gets compressed air from the instrument air system. The
pressure is approximately 4 - 8bar. The instrument air must be clean, dry and oil free to
ensure efficient functioning of the components. See also chapter 21 Starting air system.
DBAC198528
15J-1
The wastegate system works as follows: When the engine is running, air is supplied to the
I/P converter (4) and the positioner (3) in the actuator unit (2). The I/P converter supplies a
0.2-1.0 bar control air pressure to the positioner depending on the incoming 4-20 mA
control signal. The positioner pilot valve (11), seeFig 15J-3 maintains air pressure to the
actuator (5) according to the control air pressure from the I/P converter.
1
A
3
4
1 Butterfly valve
2 Actuator
3 Positioner
4 I/P converter
A. Control air
Fig 15J-2
15J.1.1
Control air system for wastegate
GUID-155792FB-968B-418F-9480-8365D597B327 v1
Built-In-Test
v2
To improve mobility and reliability of exhaust waste gate valve operation during running of
an engine, a built-in-test is performed before starting of an engine.
When the waste gate valve position is being changed back and forth from close to open
until it moves satisfactorily or/and preset amount of openings and closings has been done.
Maintenance of Exhaust Gas Wastegate
15J.2
v1
The system is built up of high class components. Usually it requires no other maintenance
than check of wear and function.
Check of wear of the wastegate system
15J.2.1
v4
Prerequisites
The systems requires a regular check of wear and function.
Procedure
15J-2
Check for wear of the key connection between the actuator and the positioner.
Check for possible wear inside actuator by moving the shaft.
DBAC198528
B
13
11
16
15
18
14
12
17
19
11. Positioner pilot valve 12. Screw 13. Lever 14. Cam 15. Screw 16. Screw 17. Adjusting
screw 18. Adjusting screw 19. Ball bearing A. Signal from I/P converter 0,21,0 bar B.
Supply air 48 bar C. Connections to and from the actuator
Fig 15J-3
Wastegate positioner
Change of positioner pilot valve
15J.2.2
FIG-3215100 v3
v5
Prerequisites
The pilot valve (11) in the positioner should be replaced with a new one according to
chapter 04 Maintenance schedule or in case of malfunction.
Procedure
DBAC198528
Remove the cover of the positioner and the pilot valve screws (12), see "Wastegate
positioner".
Pay attention to the pilot valve stem and the lever (13), remove the pilot valve
carefully.
Replace the pilot valve (11) with a new one and reassemble the positioner in the
opposite order.
Adjust the wastegate positioner, see section 15J.3.
Calibrate the wastegate I/P converter, see section 15J.4.
15J-3
15J.2.3
Cleaning the pilot valve
v3
The positioner is in principle maintenance-free. The supply air for positioners must be
mechanically clean and free from oil and water.
Fault operation is mostly due to contamination of the supply air.
The supply air must have a constant pressure within the range of 48 bar (60120 psi).
Procedure
1
Check the function of the valve by following the positioner movement when the
engine is restarted and runs on load.
40
72
74
39
39. Screw, 40.Slide, 72.O-rings, 74.Screw.

Fig 15J-4
15J-4
Cleaning the pilot valve
GUID-78AACD8F-EE73-47CF-8B70-9ADF1ADBABC7 v1
Loosen the screw (39) and carefully remove the pilot valve. Remove the screw (74).
Handle the components with care and pull out the slide (40). Wash housing and slide
with solvent and blow clean.
DBAC198528
72
23
Fig. 8
23. Filter, 72..O-rings.

Fig 15J-5
GUID-F9E4A9EB-5088-4703-AA2E-BA11E8ACC5CE v1
Remove the filter (23) located under the pilot valve, and the O-rings (72). Wash with
Fig. 9
solvent of type acetone and blow clean.
Put in a new filter and new O-rings.
Assemble the pilot valve and remount the complete unit into the positioner.
Adjusting the waste gate positioner
15J.3
v6
Prerequisites
Remove the cover and the yellow indicator. Make sure the cam (14), is in zero position
when the actuator is closed (S-position).
NOTE
Fig. 10
Make sure there is a clearance of about 0.5 mm between the ball bearing (16)
and the cam disc (32) at an input signal of 20 kPa (closed valve).
Procedure
1
DBAC198528
Loosen the screws (33) and (73) and position the cam disc in accordance with the
note. At correct position, tighten the screws.
15J-5
5
0.
73
7
76
48
50
31
33
32
16
7. Adjustment screw, 16. Ball bearing, 31. Cover, 32. Cam disc, 33. Screw, 48. Screw, 50.
Zero-point screw, 73. Screw, 74. Screw, 76. Lock nut.
Fig 15J-6
Zero point adjustment
GUID-004CF6AC-B867-4643-93AA-BA998158E60D v1
Zero adjustment is done with the screw (50), which can be reached through the cover
(31).
Tighten the screw (33) and the locking nut (76).
For adjustment of the zero-point adjustment screw, use the screw (48).
NOTE
At reverse function, AC, use the adjustment screw (7) for zero adjustment and
the zero-point screw (50) for range adjustment.
5
Calibrate the waste gate I/P converter, see section 15J.4.
Mount the yellow indicator and the cover.

Indicator reading on the cover should same as on the cam scale (14).
Calibrating the wastegate I/P converter
15J.4
v1
Before starting calibration of the wastegate I/P converter, the wastegate positioner must
first be adjusted. See section 15J.3.
The calibration can be done by using a mA calibrator.
Manually with mA calibrator
15J.4.1
v2
Prerequisites
For the calibration a 4-20 mA current calibrator is needed. Wrstsil spare part no. 800 119
and 800 120.
Procedure
15J-6
The engine must be stopped.
Check that the control air is enable.
DBAC198528
Connect the mA calibrator to the I/P converter.

See Fig 15J-7.
Set the mA to equal 30 degrees on the cam (14).

See table 1.
Adjust the zero adjustment screw (20) on the I/P converter (marked with Z on the
coverter) so that the pointer on the wastegate points at 30 degrees.
Set the mA to equal 60 degrees on the cam (14).

See table 1
Adjust the span adjustment screw (21) (marked with S on the converter) until the
pointer points at 60 degrees.
Repeat steps 4-7 above until it shows correct values.
Check the whole range according to the table 1.

If 4mA does not equal 0 degrees, adjust with the zero adjustment screw.
Postrequisites
Table 1.
Degrees []
Current [mA]
4,0
15
6,7
30
9,3
45
12,0
60
14,7
75
17,3
90
20,0
mA -
mA +
21
20
OUT
IN
20.Zero adjustment screw 21.Span adjustment screw

Fig 15J-7
DBAC198528
Wastegate I/P converter
FIG-3215105 v2
15J-7
15J-8
DBAC198528
15K.
15K. Air By-pass Valve
Air By-pass Valve

The air by-pass system is used to increase charge air pressure at low loads by feeding a
part of the charge air directly to the turbine (by-passing the engine). This improves part-load
performance .
The by-pass valve is two-position controlled, i.e. the valve is either open or closed. If the
charge air pressure is above and the engine speed is within a specified range, the by-pass
will open.
The by-pass system is built on the engine and consists of an actuator (1) connected to the
butterfly valve (3). When the butterfly valve is open, charge air is fed to the turbine and
increases the speed of the turbocharger.
1
1.Actuator 2.Air pipe
Fig 15K-1
15K.1
Air by-pass system
FIG-401511 v2
Function of Air By-pass Valve
v5
The by-pass control system gets compressed air from the instrument air system. The
pressure is approx. 5 - 8 bar. The instrument air needs to be clean, dry and oil free to
secure the function of the components. See also chapter 21.
The by-pass valve is a pneumatically operated butterfly valve (3) with a solenoid valve (5).
When the engine is running, air is supplied to the actuator (1) and a control signal is
connected to the solenoid valve (5) of the actuator, which controls the movement of the
valve.
The by-pass valve is open if both of the following conditions are fulfilled:
Engine speed is 472..650 rpm
Charge air pressure >0,35 bar
In other cases the by-pass valve is closed.
DBAC198528
15K-1
15K. Air By-pass Valve
NOTE
For practical reason there is a dead band needed beyond the above mentioned
limits. This is for avoiding the valve to continuosly move back and forth in the
nearness of the limits. In the dead band the valve can be either open or closed.
5
1.Actuator 3.Butterfly valve 4.Exhaust pipe 5.Solenoid valve
Fig 15K-2
Air by-pass control system
Maintenance of By-pass Valve
15K.2
FIG-401513 v3
v1
than check of wear and function.
Check of wear of the by-pass system
15K.2.1
v2
Prerequisites
The systems requires a regular check of wear and function.
Procedure
1
15K-2
Check for possible wear inside actuator by moving the shaft.
DBAC198528
16.
16. Injection and Ignition Systems
Injection and Ignition Systems

The Wrtsil 34SG is a spark ignited, gas-otto engine working according to the lean burn
concept.
In a lean burn gas engine the mixture of air and fuel in the cylinder is comprimized lean, i.e.
there is more air than needed for combustion. In order to stabilize the ignition and the
combustion of the lean mixture, a richer fuel mixture starts the combustion through a
prechamber. The ignition is initiated by a spark plug located in the prechamber, giving a
high-energy ignition source for the main fuel charge in the cylinder.
The prechamber is located in the center of the cylinder head.
1 Air and fuel intake

2 Compression of air and fuel
3 Ignition
Fig 16-1
Working principle
Prechamber
16.1
GUID-CBD8A63E-E46C-4F12-9DC1-943F8A678C07 v1
v3
The prechamber is machined from alloy steel with high temperature resistance
characteristics.
The cylinder head cooling system is developed to maintain an even thermal load on the
prechamber parts and to optimize the operating temperature for the spark plug.
To protect the spark plug and the high-voltage extension from lubricating oil, a sealing
sleeve is mounted above the prechamber.
Removing the prechamber
16.1.1
v3
Procedure
1
DBAC198528
Remove the ignition coil (4).
16-1
6
7
8
10
2
1
1
2
3
4
5
Prechamber
Prechamber valve
Rocker arm bracket
Ignition coil
O-ring
Fig 16-2
6
7
8
9
10
O-ring
Sealing sleeve
Nut
Sleeve
Spark plug
Cylinder head with prechamber
Remove the cylinder head cover and the sealing sleeve (7).
Drain the cooling water system.
Remove the rocker arm bracket (3) from the cylinder head.
Unscrew the fastening nuts (8) for the prechamber.

Remove the sleeves (9) and the prechamber (1).
Protect the bore in the cylinder head.
Overhauling the prechamber
16.1.2
W34-401615 v2
v2
Clean the prechamber especially the bore for the spark plug. Check the prechamber for
cracks and wear, especially around the nozzle holes. Check that the sealing faces on the
bottom of the prechamber is clean and intact.
Mounting the prechamber
16.1.3
v5
Procedure
16-2
Remove the protecting cover.

Clean the bore in the cylinder head, carefully.
Clean the prechamber sealing surface in the cylinder head bore.

For proper cleaning, use the cleaning tool 800 218.
DBAC198528
Fig 16-3
3
Cleaning tool
GUID-9D02F185-0638-4A0F-AF97-60B04AEB838E v1
Renew the O-rings (1) and (3) in the prechamber, see Fig 16-4.
1
2
A
5
1 O-ring
2 Guiding pin
3 O-ring
Fig 16-4
DBAC198528
4 Sealing ring
5 Screw
Prechamber
W34-401616 v3
Lubricate the O-rings with oil or vaseline.
Clean the prechamber gasket surfaces.
Renew the sealing ring (4) on the prechamber, see Fig 16-4.
Ensure that the ring fits correctly and stays in place when the prechamber is mounted into
the cylinder.
Renew the O-rings (5) and (6) on the sealing sleeve, see Fig 16-2.
Mount the prechamber (1), the sleeves (9) and fasten the nuts (8), see Fig 16-2.
16-3
Tighten the nuts to the required torque, see chapter 07.

9
Pressure test the cylinder head water side with a test pressure of 8-10 bar before
mounting.
10 Mount the cylinder head, see chapter 12.

11 Mount the rocker arm bracket (3) and the sealing sleeve (7), see Fig 16-2.
12 Check the valve clearances, see instructions in chapter 12.
13 Mount the cylinder head cover.
14 Mount the ignition coil, springs, cover plate and tighten the screws.
16.2
Prechamber valve
v1
In order to prevent the compression/combustion entering the gas supply system, the
prechamber is equipped with a gas valve.
16.2.1
Removing the prechamber valve
v4
Procedure
16.2.2
Remove the ignition coil (4), see Fig 16-2.
Remove the cylinder head cover, the sealing sleeve (7) and the rocker arm bracket (3),
see Fig 16-2.
Unscrew the valve screws (5), see Fig 16-4.
Remove the valve assembly.
Protect the bore in the prechamber.
Overhauling the prechamber valve
v3
The prechamber valve assembly is kept together as an unit by the valve (12), valve spring
retainer (1) with valve cotter (8). The valve is assembled to the shaft (10) by threads.
16-4
DBAC198528
1
2
9
10
3
4
11
6
12
7
1
2
3
4
5
6
Spring retainer
Spring
Upper body
O-ring
O-ring
Body
Fig 16-5
7
8
9
10
11
12
Lower body
Valve cotter
O-ring
Shaft
Shaft seal
Valve
Prechamber valve assembly
W34-401617 v2
Procedure
1
Compress the spring (2) with tool 846 200 and remove the valve cotters.
Pull the shaft out and loosen the valve.
Clean the valve (12), upper body (3), body (6), lower body (7) carefully and inspect the
sealing surfaces.
Inspect the seat sealing surfaces.

If deep pitting or wear has occurred in the sealing surface, replace the valve and the seat.
Measure and compare the value y on the valve.

If the measured y is less than 1.5 mm, replace the valve.
DBAC198528
16-5
Fig 16-6
Valve measure y
GUID-6197ADA3-810B-469D-8D61-7B1CDA62642C v1
NOTE
If necessary, lap the valve.
Lap the valve.

a Apply a thin layer of lapping compound to the sealing surface of the valve.
b Rotate the valve to and fro on the seat with the suitable turning tool.
Lift the valve from the seat at short intervals while lapping.
Do not remove any more material than is necessary. The sealing faces have hardened
during operation and are valuable.
It is not necessary to grind off all pits.
c Clean the valve and the seat after lapping.
Reassemble the valve in opposite order and replace the O-rings.
Mounting the prechamber valve
16.2.3
v4
Procedure
1
Remove the protecting cover and check that the bore in the prechamber is clean.
Renew the O-rings (4), (5) and (9) on the prechamber valve assembly, see Fig 16-5.
Lubricate the O-rings with oil or vaseline.
Mount the prechamber valve and tighten the screws (5), see Fig 16-4.
Tighten the screws to the required torque, see chapter 07.
Mount the rocker arm bracket and tighten the screws to the required torque, see
chapter 07.
NOTE
Be careful not to damage the prechamber valve stem when mounting the rocker
arm bracket on the cylinder head.
16-6
Check the valve clearances, see chapter 06.
Mount the cylinder head cover.
DBAC198528
Mount the ignition coil and tighten the screws.
Ignition system
16.3
v3
The ignition system is tailor made for this engine type, and is integrated with the engine
control system. The engine control system determines the timing of the spark and the
timing can be set individually for the cylinders. The ignition coil is located on the top of the
cylinder head cover, as close to the spark plug as possible.
The high voltage link between the ignition coil and the spark plug is a stiff, super isolated
extension, with no joints. This is effectively minimizing the possible disturbances on the
ignition system. The spark plug is of a large and durable design.
16.3.1
Ignition coil
16.3.1.1
Removing and Mounting the ignition coil
v2
See section 16.1.1 and section 16.1.3.
Overhauling the ignition coil
16.3.1.2
v1
Procedure
1
Renew the spring (3), the boot (4) and the grommet (1) according to the Maintenance
schedule chapter 04.
1
2
3
4
1 Grommet
2 Ignition coil
Fig 16-7
2
DBAC198528
Renewing the spring
3 Spring
4 Boot
GUID-828884A6-EC48-439F-B4CB-00B034EC6FAB v1
Renew the ignition coil (2) by a new one in the event of malfunction.
16-7
16.3.2
Spark plug
16.3.2.1
Removing the spark plug
v3
Procedure
1
Remove the ignition coil (4), see Fig 16-2.
Remove the spark plug.

a Unscrew the spark plug (10), see Fig 16-2, using the tool 820 011.
The spark plug can be tight due to carbon deposits in the threads.
b Clean the threads in the prechamber before a new spark plug is mounted.
16.3.2.2
Mark the spark plug with the cylinder number to clarify the location for later visual
checks.
A possible operation malfunction on a cylinder is often seen on the spark plug.
Overhauling the spark plug
v1
The spark plug requires no maintenance. Renew the spark plug by a new one in the event
of malfunction or according to the Maintenance schedule chapter 04.
16.3.2.3
Mounting the spark plug
v1
Procedure
1
Clean the spark plug.
Clean the threads in the prechamber and the spark plug sealing surface.
Check the spark plug cap.

For nominal values see chapter 06.
Grease the spark plug threads.
NOTE
Use only Bostik NSS anti-seize paste. Any other grease or oil may decrease the
life span of the spark plugs.
NOTE
If an anti-seize paste is used, the spark plug tightening torque must be lower as
compared to the value for dry threads.
5
Mount the new spark plug and the seal ring.
NOTE
Renew the seal ring even if the used spark plug is mounted.
Tighten the spark plug.

a Hand tighten the spark plug until it is in contact with the sealing surface.
16-8
DBAC198528
NOTE
Before tightening, wait until the temperature of the spark plugs gets time to
stabilize to the same temperature level as the cylinder heads.
b Tighten the spark plug by using the tool 820 011 to the required torque, see
chapter 07.
7
DBAC198528
Clean and mount the ignition coil.
16-9
16-10
DBAC198528
17.
17. Fuel System
Fuel System
The gas is supplied to the engine through a regulating unit. This unit includes filter, pressure
regulators, shut-off valves and ventilating valves. The unit has separate outlets for the main
gas and the prechamber gas. The gas outlet pressure in the unit is controlled by the engine
control system according to engine load.
As the gas regulating unit can vary from one installation to another, this unit is not
described in detail in this manual, see installation specific instructions.
Ventilation
Gas supply
Fig 17-1
Gas regulating unit
Gas feed system
Gas engine
W34-321761 v2
On the engine, the gas is led through a common pipe, via individual feed pipes to each
cylinder. A separate pipe system provides the prechambers with gas.
The gas inlet to the engine is controlled by the "Main Gas Admission Valves" in the main
charge system and by the "Prechamber Control Valves" in the prechamber gas system. The
main gas valves are direct actuated solenoid valves, controlled by the engine control
system and the prechamber valves are camshaft controlled mechanical valves.
The main gas and the prechamber gas pressures can be read from both the remote and the
local display units. Alarms are set for low pressure difference between charge air pressure
and the gas pressures.
The prechamber is described in chapter 16.
DBAC198528
17-1
17. Fuel System
5
4
2
1
6
7
1
2
3
4
17.1
6
2
Main gas admission valve

Camshaft controlled prechamber valve
Engine control system
Prechamber
Fig 17-2
5 Gas pipe for main gas valve

6 Gas pipe for prechamber valve
7 Input for rpm, kW, air/fuel etc.
Gas admission system
W34-401702 v2
Maintenance
v1
When doing any maintenance on the gas system, always observe utmost cleanliness.
Pipes, gas valves, check valves, components in the gas regulating unit, etc. should be
carefully cleaned before taken into use.
NOTE
Before doing any maintenance work, check that the gas supply valves are
closed, vent valves are in open position and gas pressure is drained out from
the gas lines.
17.2
Gas pipes
v1
The gas pipes are partly integrated in the protection cover. From the common pipe system,
separate gas feed pipes are led to the prechamber valves and to the main gas admission
valves. The gas pipe connections are sealed by O-rings.
Always renew the O-rings when gas pipes have been removed.
17.3
v3
The main gas admission valves performs the injection of gas into the cylinders. The valve is
located on the multiduct at the inlet channel. The main gas valve is a direct actuated
solenoid valve.
The valve control i.e. the gas injection timing and duration is performed by engine control
system. For further information about engine control, see Chapter 23.
17-2
DBAC198528
17. Fuel System
NOTE
The main gas admission valve requires no maintenance between the scheduled
replacements and should be replaced by a new valve in the event of
malfunction. Used gas admission valves can be sent to Wrtsil for
reconditioning and this applies to all SG engines.
11
1
10
7
8
9
1. Main gas admission valve 7. Screw 8. Flexible pipe 9. Screw 10. Screw 11. Cable
Fig 17-3
Gas piping to the main gas valves
GUID-74592FC3-D35B-4406-86F8-32C6E1DDB40E v1
Changing the main gas valve filter insert
17.3.1
v3
The interchangeable gas filter is connected to the flexible pipe of every main gas valve.
Replace these filters with new ones according to the maintenance schedule, see chapter
Maintenance Schedule.
Procedure
DBAC198528
Check that the gas supply valves are closed.

Open the gas ventilation valve and drain out the gas pressure from the gas lines.
To remove the distributing pipe, loosen the fastening screws.

For more information, see figure Gas piping of the main gas valves.
Replace the filter and the O-rings with new ones.
Reassemble the parts and tighten the screws to the required torque.
For more information, see Section 07 Tightening torques for screws and nuts.
17-3
17. Fuel System
6
3
7
8
1
2
3
4
Screw
O-ring
Distributing pipe
Fig 17-4
5
6
7
8
Seal ring
Filter flange
Filter
O-ring
Main gas admission valve filter
Overhauling the gas admission valve
17.3.2
W34-321763 v2
v2
Prerequisites
The main gas admission valve requires no regular maintenance and should preferably be
overhauled by authorized personnel.
Procedure
1
Unscrew the screws (31) and remove the coil (24).
Remove the retaining ring (23), see Fig 17-5.
Carefully remove the valve assembly with a suitable tool.
NOTE
Do not mix the valve parts with other valves parts.
CAUTION
To ensure a trouble free function the valve parts must be kept totally clean and
well protected from oil and dust!
4
17-4
Loosen the screw (22) keeping the plate (32) in a shielded vice.
Be careful not to drop the springs (27).
DBAC198528
17. Fuel System
24
31
25
32
26
21
27
22
28
23
29
30
21.Upper plate 22.Screw 23.Retaining ring 24.Coil 25.O-ring 26.Valve housing 27.Spring
28.Moving plate 29. O-ring 30.Lower plate 31.Screw 32. Plate
Fig 17-5
W34-401703 v1
Check the valve parts for wear and pay special attention to the sealing surfaces on
the moving plate (28) and the lower plate (30).
Renew the complete valve if the sealing surfaces are worn or damaged.
Renew the screw (22).

Apply one drop of Loctite 271. Mount and tighten to 20 Nm.
Reassemble the gas valve in the opposite order, with new O-rings (25) and (29).
Mounting the gas admission valve
17.3.3
v3
Procedure
DBAC198528
Remove the protecting covers and check that the surfaces of the multiduct and the
gas pipe are clean.
Renew the O-rings (12) and (13) on the gas admission valve, see Fig 17-4.
Mount the gas valve and tighten the fastening screws (10) to correct torque according
to chapter 07.
Mount the flexible gas pipe (8) and tighten the fastening screws for the pipe
connections (9) and (7) see Fig 17-3.
Connect the cable (11).
17-5
17. Fuel System
17.4
Test of the gas system
17.4.1
Testing the gas system for leaks
v2
Procedure
1
Connect compressed air/nitrogen, of 3 bar to the inlet flange of the gas system on the
engine.
Check all connections with soap water or leakage spray, beginning from the inlet
flange and continuing through the gas line.
The last connection on the main gas line is the connections between the flexible hoses and
the main gas admission valves. The last connection on the prechamber gas line is the pipe
connections to the prechamber valves on the cylinder heads.
Growing bubbles on the connection indicates leakage.
NOTE
Release the air pressure in the system before disassembling.
Disassemble the leaking connection, examine the O-rings and sealing faces.
Replace worn parts.
Repeat the leak test for the repaired connection(s).

.
NOTE
When the engine is running a portable gas leak detector can be used.
Pressure testing of the main gas valve
17.4.2
v3
Procedure
1
Mount a suitable test pressurising adapter flange on the inlet port of the main gas
valve.
Connect compressed air of 2 bar to the adapter flange.
Testing the main gas valve coil integrity
17.4.3
v1
Procedure
1
17-6
Measure coil integrity

from one connector pin to the other. At room temperature the coil integrity should be within
the following ranges, see table below.
DBAC198528
17. Fuel System
Coil resistance (Low Voltage)

Type
Resistance
SOGAV105/MS Connector
0.78 - 0.90
Because of the low resistance, make sure to compensate for the meter lead resistance. If
outside this tolerance, the coil assembly should be replaced.
Additional indication of a coil problem can be observed by comparing the coil resistance of
a suspect coil to one that is known to be good. This is particularly helpful if the meter's
accuracy at low resistance is questionable.
2
DBAC198528
Check for a ground fault.

Measure the resistance from either pin to the solenoid assembly housing. If a low resistance
is measured, a ground fault exists and the solenoid valve should be replaced. If a high
resistance is measured at first and the reading gradually increases until the meter reading is
infinite, the meter has been charging the coils natural capacitance.
17-7
17. Fuel System
17-8
DBAC198528
18.
18. Lubricating Oil System
Lubricating Oil System

6
14
2
1
13
12
9
10
15
11
16
17
1
2
3
4
5
6
7
8
9
Centrifugal filter
Lubricating oil cooler
Lubricating oil automatic filter
Thermostatic valve
Intermediate gear wheel bearings
Rocker arms
Push rods
Valve tappets
Camshaft bearings
Fig 18-1
10
11
12
13
14
15
16
17
Crankshaft bearings
Oil dipstick
Gudgeon pins
Piston
Lubricating oil to turbocharger
Non-return valve
Lubricating oil pump
Lubricating oil system
GUID-82EACB20-A49C-4FDA-A1E9-C75B9D88FD73 v1
The engine is provided with a lubricating oil pump (16) that is driven directly by the pump
gear at the free end of the engine. It is possible to connect an electrically driven standby
pump in parallel, if needed.
The pump sucks oil from the engine oil sump or system oil tank and forces it through the
lubricating oil cooler (2). The cooler is equipped with a thermostatic valve (4) to regulate the
oil temperature. The oil flows through the lubricating oil automatic filter (3) to the main
distributing pipe in the oil sump and then through the hydraulic jacks (in this respect acting
as ordinary pipes) to the main bearings (10). Through bores in the connecting rods to the
gudgeon pins (12), the piston skirt and piston cooling spaces are lubricated.
The oil system consists of:
Engine-driven oil pump
Electrically-driven prelubricating oil pump
Cooler
DBAC198528
18-1

Automatic filter
Oil sump (built on the engine)
Depending on the installation, the prelubricating oil pump can also be installed in an
external system.
1
1 Dry oil sump

2 Wet oil sump
Fig 18-2
Dry and wet oil sump
GUID-70B5C7C8-442D-4A39-B5FA-DCC5E513455E v1
The figures shows only the principles.

The engine can be provided with a wet or a dry oil sump system. The used oil system is
installation-dependent.
For a detailed schematic about the lubricating oil system, see Installation specific data.
The oil is stored in the oil sump under the engine or system oil tank. Return oil from the
engine system is led back to the oil sump. The lubricating oil separator (if used) is
connected directly to the engine oil sump or system oil tank.
Oil is led through bores to other lubricating points, including:
Intermediate gear wheel bearings (5)
Camshaft bearings (9)
Valves tappets (8)
Rocker arms (6)
Push rods (7)
Oil nozzles
The turbocharger is also connected to the engine lubricating oil system (14).
18-2
DBAC198528
Back-flushing oil from the automatic filter (3) flows through pipes to the centrifugal filter (1)
and back to the oil sump.
The oil pressure in the distributing pipe is regulated by a pressure regulating valve on the
pump. The pressure can be adjusted on the set screw of the control valve. See section
18.3.2.
It is essential to maintain correct pressure to ensure appropriate lubrication of the bearings
and cooling of the pistons. Normally, the oil pressure remains constant when adjusted to
the correct value, although varying with the temperature. The oil pressure can rise above
the nominal value when starting with cold oil but returns to the normal value when the oil is
heated. To avoid any problems caused by cold oil, the engine oil must be heated up to 40
50C level before starting the prelubricating oil pump. The lubricating oil pressure before the
engine is indicated on the local display unit. The system includes three pressure switches or
pressure sensors that indicate low lubricating oil pressure, connected to the automatic
alarm and stop system. See chapter 23.
Depending on the installation, the oil temperature can be checked from the instrument
panel, the thermometer, display unit, or operator interface system. See chapter 01.
A temperature sensor for high lubricating oil temperature is connected to the automatic
alarm system. See chapter 23.
The oil dipstick (11) is located in the middle of the engine. Optional connections for an oil
separator are mounted on the oil sump at the free end of the engine. For oil sampling, a
valve is available after the oil filter.
18.1
General maintenance of lubricating oil system
v9
Use only high quality oils approved by the engine manufacturer, see chapter 02.
Always keep sufficient quantity of oil in the system. The oil dipstick indicates the maximum
and minimum limits between which the oil level may vary. Keep the oil level near the max.
mark and never allow the level to go below the min. mark. The limits apply to the oil level
in a running engine. The scale of the dipstick is graduated in centimeters. This scale can be
used when checking the lubricating oil consumption.
NOTE
Separate scales are marked for a running and a stopped engine on the oil
dipstick. Be sure that the correct scale is used when checking the oil level.
Change oil regularly at intervals determined by experience of the installation concerned, see
chapters 02 and 04.
Drain the oil system, (also the oil cooler and filter) when the oil is warm. Clean the crankcase
and the oil sump with clean rags (not cotton waste). Clean the centrifugal filter.
Centrifuging of the oil is recommended, especially when using heavy fuels, see the
approved lubricating oils.
WARNING
Observe utmost cleanliness when performing any maintenance in the lubricating
oil system. Dirt, metal particles, and similar may cause serious bearing damage.
When dismantling pipes or accessories from the system, cover all openings with
blank gaskets, tape, or clean rags. When storing and transporting oil, take care
to prevent dirt and foreign matter from entering the oil. When refilling oil, use a
screen.
DBAC198528
18-3
18.2
v5
The lubricating oil pump is a three-rotor screw pump driven by the gear mechanism at the
free end of the engine.
1 Lubricating oil pump

Fig 18-3
18.2.1
Engine driven lubricating oil pump
GUID-97994B37-3A15-468C-87C2-84F23BF754E4 v1
Removing the pump from the engine (turbochargers in

free end)
v2
Procedure
18-4
Remove the pipes from the pump.
Apply lifting straps or lifting tool 836021 (1) on the pump.
DBAC198528
1 Lifting tool
2 Fastening screws
Fig 18-4
18.2.2
Removing the lubricating oil pump with equipment
Open the pump fastening screws.
Remove the pump.
GUID-05532907-2DC5-4C94-B8C2-DEBEC2B8F6EB v2
Removing the driving gear
v6
1
2
4
1 Driving gear
2 Screw
Fig 18-5
DBAC198528
Driving gear
3 Outer ring
4 Ring
GUID-30351068-89C4-4109-952A-BE255FE04ED9 v1
18-5
Procedure
1
Remove all screws (2).
Mount the 4 screws to the threaded holes to press out the outer ring (3) and remove
ring (4).
NOTE
Tighten the four screws equally. Do not use too much tightening force for one
screw.
3
18.2.3
Remove the driving gear wheel.
Dismantling the lubricating oil pump

3
7 8
10
v2
11 12 13 14 15
16
17
1
18
25
19
29
21
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
27 26
28
Seal-lock nut
Adjusting screw
Mounting screw
Spring plate
Valve spring
Valve cone
Cylindrical pin
Valve sleeve
Threaded locking pin
O-ring
Non-return valve
Locking screw/sealing ring
Valve piston
Circlip
Idler spindles
Fig 18-6
24
23
16
17
18
19
20
21
22
23
24
25
26
27
28
29
20
22
O-ring
Pump housing
Circlip
Circlip
Support ring
Grooved ball bearing
Threaded locking pin
Non-return valve
Gasket
Plug
Driving spindle
Flat seal
Cover driven side
Locking screw/sealing ring
GUID-1C9837C8-A48F-4456-86DF-3525A83EB81C v1
Procedure
1
18-6
Turn the pump horizontally.

See Fig 18-6.
DBAC198528
Release the valve spring (5) tension by opening the nut (1), and release the screw (2).
NOTE
Record the number of turns when releasing the screw (2).
Remove the driven side cover (28).

a Take out the mounting screws (3).
b Remove the flat seal (27).
Use M6 screw to pull out the spring plate (4).
Remove the valve spring (5).
Pull out valve cone (6).

Use a long M6 thread bar, if necessary.
Open the plug (25), and remove the sealing ring.
Remove the threaded locking pin (9) with an 8 mm Allen key.
Pull out the cylindrical pin (7).
10 Use M10 threaded bar to pull out the valve sleeve (8).
Valve piston (13) and circlip (14) come out at the same time.
11 Remove the circlip (14) from valve sleeve.
12 Remove the valve piston (13).
13 Open locking screw (12), and remove the sealing ring.
14 Remove the non-return valve (11).
15 Open the threaded locking pin (22) with 4 mm Allen key, and remove the non-return
valve (23) and gasket (24).
16 Remove the circlip (18).
17 Turn the pump to vertical position.
Fig 18-7
Driving spindle with eyebolt
GUID-CFE0753C-958B-4E09-9E5E-A8FD6439D670 v2
18 Fasten the eye bolt M12 to the driving spindle.

See Fig 18-7.
19 Pull out the spindle set halfway including the ball bearing by using the lifting device.
DBAC198528
18-7
20 Pen-mark the position of the spindles.

See Fig 18-8.
Fig 18-8
Pen-marked spindles
GUID-C106649C-5EE6-4FBE-A5FD-8BFD63A2FD10 v2
21 Fix the idler spindles (15) and driving spindle (26) with a spindle set clamp device or
lock the spindles together by using suitable devices.
22 Remove the spindle set completely.
23 Loosen the spindle set clamping device, if used.
24 Separate the idler spindles (15) from the driving spindle (26).
25 Remove the circlip (19) and support ring (20).
26 Pull out the grooved ball bearing (21) with a suitable extractor.
Inspecting the lubricating oil pump
18.2.4
v8
Procedure
1
Check all parts for wear, see chapter 06, and replace worn parts.
Check the ball bearing (21) for wear.

See figure lubricating oil pump.
Replace the bearing if necessary.
Check the housing and flow pockets in the relief valve for dirt contamination.
Clean if necessary.
Assembling the lubricating oil pump
18.2.5
v3
NOTE
Before assembling, clean and lubricate all parts with clean engine oil.
Procedure
1
Install the groove ball bearing to the driving spindle.

a Heat up the bearing in clean oil to approximately +80 C.
b Oil the collar of the driving spindle, and press the bearing in by its inner ring with a
suitable pipe.
18-8
DBAC198528
See Fig 18-9.
Fig 18-9
Mounting the bearing
GUID-4BCC3C62-AA72-4C02-A268-11A2BE821266 v1
ATTENTION
Before continuing the assembly, wait until the bearing has reached the ambient
temperature.
2
Install the support ring (20).
Install the circlip (19).
Turn the pump housing (17) to vertical position.
Install the idler spindles (15) around the driving spindle (26) according to the markings
made during dismantling.
See Fig 18-8.
Align the idler spindles around the driving spindle so that the grooves on the idler
spindles match to the collar on the driving spindle.
See Fig 18-10.
Fig 18-10
DBAC198528
Spindle alignment
GUID-4937C4C9-F17F-48E6-B5B9-224FD1FA7D9A v2
18-9
a Fix the idler spindles and driving spindle with a spindle set clamp device or lock the
spindles together by using suitable devices.
b Fasten the eye bolt M12 to the driving spindle.
See Fig 18-7.
NOTE
To help install the bearing, the bearing pocket on the pump housing can be
heated up to around 60C, if necessary.
7
Lubricate the housing spindle bores with clean engine oil.
Mount the spindle set half way to the housing.
Remove the clamp device, cable straps, or locking devices.
10 Fit the spindle set by pressing the bearing outer ring.

See Fig 18-11.
NOTE
Do not use a hammer when pressing the outer ring of the bearing.
Fig 18-11
Mounting the outer ring bearing
GUID-9B1BEC6D-DDA9-4DD6-ADC3-3DAC178EC958 v1
11 Install the circlip (18) to the pump housing.

12 Install the non-return valve (23) with a new gasket (24).
13 Tighten the locking pin (22) by using a 4 mm Allen key for the non-return valve.
14 Lubricate the valve piston (13) with engine oil.
15 Install the valve piston (13) inside the valve sleeve (8).
16 Install the circlip (14) to the valve sleeve (8).
17 Mount the valve sleeve (8) with new O-rings and lubricate the housing and the valve
sleeve with oil and mount into the housing.
18 Install the threaded locking pin (9) and the plug (25) with a new sealing ring.
19 Lubricate the cylindrical pin (7) with oil and insert to the place.
18-10
DBAC198528
20 Lubricate the valve cone (6) with oil and insert to the place.
21 Install the valve spring (5).
22 Install the spring plate (4) with a new O-ring, and lubricate the plate with oil.
23 Install the flat seal (27) and cover (28).
24 Tighten the screws (3) to the stated torque according to chapter 07 Tightening
Torques and Use of Hydraulic Tools.
NOTE
Before tightening, make sure that the tension from the adjusting screw (2) is
released.
25 Adjust the screw (2) according to calculated turns during dismantling, and tighten the
locking nut (1).
26 Install the non-return valve (11).
27 Mount the locking screw (12) with a new sealing ring.
28 Adjust the lubrication oil pressure on the running engine according to section 18.3.2.
NOTE
Adjustment at nominal operating temperature.
Assembling the driving gear
18.2.6
v7
Procedure
1
Clean all contact surfaces, and oil slightly the screw head bearing contact.
Mount the gear wheel (1), ring (4) and the outer ring (3).
See Fig 18-5.
Tighten the screws evenly and diametrically in two or three stages to the correct
torque.
See the tightening instructions.
Mounting the pump to the engine
18.2.7
v8
Procedure
1
Clean all the flange contact surfaces.
Renew the O-ring (16) on the pump housing.

See Fig 18-6.
Lift the lubricating oil pump back onto the engine.
NOTE
When the turbochargers are situated in the free end (V engines), use the lifting
strap, when assembling the pump back to the engine.
DBAC198528
18-11
Tighten the fastening screws of the pump crosswise.
Mount the outlet and inlet oil pipes.

Tighten all screw connections to stated torque. See the tightening torque tables.
Reinstall the water pipes and connections.
Check the backlash after mounting the pump to the engine.

See chapter 06 Adjustments, Clearances and wear limits.
Fig 18-12
18.3
Backlash (A)
GUID-3F8AC8AA-9C7A-4ADF-B409-B86729A7E1EC v1
Lubricating oil pressure regulating valve and safety

valve
2
4
5
v10
1
2
3
4
Adjusting screw
Spring
Regulating piston
Pin
Fig 18-13
Pressure regulating valve
5 Servo piston
6 Ball for safety valve
7 Control pipe to engine
channel
distribution
GUID-C35CD422-711D-491B-9522-DA38DD3F41FA v3
The pressure regulating valve is integrated into the lubricating oil pump. It regulates the feed
oil pressure into the engine by returning the surplus oil directly from the pressure side of the
pump back to the suction side.
The oil pressure actuates the regulating piston (3), and the spring (2) is tensioned to
maintain the required pressure. Thus, the pressure is kept constant in the distributing pipe,
irrespective of the pressure in the pressure side of the pump and of the pressure drop in the
system. By tensioning the spring, higher oil pressure is obtained.
18-12
DBAC198528
In engines running at varying speeds, the valve maintains the pressure depending on the
operating pressures recommended at various speeds. See chapter 01 Main data, Operating
Data and General Design.
If, for some reason, the pressure should increase strongly in the pressure pipe, for example
if the system is clogged, the ball (6) opens and allows the oil to pass to the regulating piston
(3). This serves as a safety valve.
18.3.1
Maintaining the pressure regulating valve
v11
Procedure
1
Dismantle all moving parts.

See Fig 18-13.
See steps 212 in section 18.2.3.
Check the parts for wear.
Replace worn or damaged parts with new ones.
Clean the parts.
To reassemble the parts, repeat the dismantling procedure in reverse order.

Tighten the screw (5) according to the turns calculated during dismantling, and tighten the
locking nut (14).
NOTE
Make sure that no parts are jamming.
DBAC198528
Adjust the lubricating oil pressure according to section 18.3.2.
18-13
18.3.2
Adjusting the oil pressures
v4
1
4
2
1 Electric driven prelubricating pump

2 Adjusting screw for prelubricating oil
pressure
Fig 18-14
3 Main oil pump

4 Adjusting screw
pressure
for
lubricating
oil
GUID-5D6CC418-1472-4C01-B555-FD734E361843 v1
The main oil pump (3) is a screw-type pump with an integrated pressure regulating valve
installed inside the pump. The electrically-driven prelubricating pump (1) is a gear-type
pump installed above the LT water connections.
The pumps are connected in parallel and both pumps are equipped with separate pressure
adjusting valves.
NOTE
The oil pressure must be adjusted at nominal temperature.
The oil pressure can be adjusted from the screw (4).

The prelubricating oil pressure can be adjusted with the screw (2).
18.4
v6
The gear-type prelubricating oil pump is driven by an electric motor. The pump is provided
with an adjustable pressure control valve.
When running with very cold oil, adjust the pressure to the nominal value by loosening the
adjusting screw to the end position so that the electric motor is not overloaded.
NOTE
Be careful when adjusting the pressure by loosening the adjusting screw as oil
may come out.
18-14
DBAC198528
The pump and the electric motor are both mounted on the pump drive house and
connected to each other by a flexible coupling. To avoid reverse flow, a non-return valve is
integrated into the main lubricating oil pump.
1
3
1 Electric motor
2 Prelubricating pump
Fig 18-15
3 Oil inlet connection

4 Oil outlet connection
GUID-D98AE4E0-41B6-4CE3-BAC1-1B78292453C3 v1
The pump is used for:

Filling the engine lubricating oil system before starting, for example when the engine has
been out of operation for a long time.
Continuous prelubrication of a stopped engine through which heated heavy fuel is
circulating.
Continuous prelubrication of stopped engine(s) in a multi-engine installation when one of
the engines is running.
Providing the engine with lubricating oil when the engine is stopped.
CAUTION
Do not run the prelubricating oil pump when the engine is running. Running the
pump and the engine simultaneously overheats and damages the pump.
18.4.1
Dismantling the prelubricating oil pump
v2
Prerequisites
Disconnect the power from the electric motor.
Disconnect the wires from the motor.
DBAC198528
18-15
1
2
4
5
6
1 Screw
2 Screw
3 Screw
Fig 18-16
4 O-ring
5 Screw
6 O-ring
GUID-ED193A1B-E488-4AE6-8803-5CC6D0EF428F v1
Procedure
18-16
Remove the screws (1), (2), (3) and (5).
Lift out the complete prelubriating pump unit with suitable lifting device.
Remove the electric motor.
DBAC198528
10
9
8
x
10
5
y
1
2
3
4
5
Electric motor
Electric motor screws
Bracket
Bracket screws
Axial seal and retaining ring
Fig 18-17
6
7
8
9
10
O-ring
Key
Coupling halves
Flexible coupling rubber
Coupling half screws
GUID-2F3528CC-982B-4C6F-A37F-DCAF5453F0A2 v2
a Loosen the electric motor screws (2).

b Use lifting straps to support the electric motor (1).
5
Remove the coupling halves (8).

a Mark the position on the pump and the electric motor shaft of the coupling halves,
before removing the coupling halves.
b Loosen the coupling half screws (10).
DBAC198528
Remove the key (7).
Remove the bracket (3), loosen the bracket screws (4).
Withdraw the gear wheels by hand.
Remove the retaining ring and axial seal (5) from the bracket (3).
18-17
18.4.2
Inspecting the prelubricating oil pump
v7
A-A
1 Bearings
2 Oil grooves
3 Pressure side
Fig 18-18
Prelubricating oil pump bearings
GUID-BF5B8C68-1092-4EC0-8FDD-5E4F7DD699F4 v2
Procedure
1
Check all parts for wear and replace worn parts.

See Clearances and wear limits (at 20C) .
Replace worn bearings (1).

a Remove the worn bearings from the housing with suitable mandrel or by
machining.
b Freeze the new bearings.
c Mount the bearings so that the bearings are 2 mm below the cover and the housing
level.
NOTE
Make sure that the oil grooves (2) are on the pressure side.
d After mounting, check the bearing diameter.
18-18
DBAC198528
See Clearances and wear limits (at 20C) .
18.4.3
Assembling the prelubricating oil pump
v2
Prerequisites
Clean and oil all contact surfaces.
Procedure
1
Install the gear wheels.
10
9
8
x
10
5
y
1
2
3
4
5
Electric motor
Electric motor screws
Bracket
Bracket screws
Axial seal and retaining ring
6
7
8
9
10
O-ring
Key
Coupling halves
Flexible coupling rubber
Coupling half locking screws
X= 3 mm, Y= 2 mm
Fig 18-19
DBAC198528
GUID-2F3528CC-982B-4C6F-A37F-DCAF5453F0A2 v2
18-19
Mount a new axial seal (5) to the bracket (3), and install the retaining ring (5).
Lubricate with grease.
Replace the O-ring (6).
Mount the bracket (3).

Make sure that the O-ring in the groove is intact and in position.
Tighten the bracket screws (4) to the right torque.

See Tightening torques for screws and nuts.
Mount the coupling halves (8).

a Tighten the coupling half of the prelubricating oil pump end lightly by hand with the
locking screw (10).
Check that the coupling can be moved by hand.
b Mount the coupling half of the electric motor end.
Lock it with the locking screw (10) to the mark made during the dismantling.
c Place 3 mm thick distance piece between the coupling halves.
d Mount the electric motor (1), tighten the screws (2), and remove it again.
e Tighten the prelubricating pump end coupling half with the locking screw (10).
f
Remove the distance piece.
Check the distance between the coupling halves X.

Adjust it, if necessary.
Remove the electric motor (1), by opening the screws(2).
Mount the coupling rubber (9).
10 Check that both coupling halves (8) are placed evenly on the shafts.
11 Mount the electric motor (1).
12 Tighten the screws (2).
18-20
DBAC198528
1
2
4
5
6
1 Screw
2 Screw
3 Screw
Fig 18-20
4 O-ring
5 Screw
6 O-ring
GUID-ED193A1B-E488-4AE6-8803-5CC6D0EF428F v1
13 Renew O-rings (4) and (6).

14 Mount the complete pump to the engine.
15 Hand tighten the screws (1),(2), (3), (5).
16 Tighten the screws (1) and (2) to the stated torque.
See chapter 06.
17 Tighten the screws (3) and (5) to stated torque.
18 Connect the wires to the electric motor.
NOTE
Be sure that the electric motor is rotating in correct direction.
DBAC198528
18-21
18.5
Prelubricating oil pressure regulating valve
v6
2
3
1 Adjusting screw
2 Compression spring
3 Piston
Fig 18-21
GUID-C15CAE9B-7B7B-4220-9BD1-F969296B04CC v1
The pressure regulating valve controls the oil pressure before the engine by returning the
surplus oil directly from the pressure side of the pump to the suction side.
This pressure actuates the regulating piston (3) and the spring (2) is tensioned to balance
this force at the required pressure. By tensioning the spring adjusting screw (1), a higher oil
pressure is obtained.
18-22
DBAC198528
18.5.1
Removing the pressure regulating valve
v2
1
2
3
4
5
3
6
2
1 Pressure regulating valve

2 Oil return pipe O-ring
3 Oil return pipe fastening screws
Fig 18-22
4 Valve O-ring
5 Oil return pipe
6 Pressure regulating
screw
Removing the pressure regulating valve
valve
fastening
GUID-AC771C09-1D0F-4418-A248-5AC38EC6E6FF v2
Procedure
DBAC198528
Remove the oil return pipe fastening screws (3).
Take out the oil return pipe (5).
Remove the oil return pipe O-rings (2).
Remove the pressure regulating valve fastening screws (6).
Take out the pressure regulating valve (1).
Remove the valve O-ring (4).
18-23
18.5.2
Dismantling the pressure regulating valve
v7
6
5
7
4
2
1
1
2
3
4
Piston
Compression spring
O-ring
Spring retainer
Fig 18-23
5
6
7
8
Adjusting screw
Cap
Locking nut
Cover
GUID-70E9FE4D-F388-4BE7-87E9-2FA2AC0353F2 v2
Procedure
1
Remove the cap (6).
Open the locking nut (7) and loosen the adjusting screw (5).
Record the number of turns.
CAUTION
The adjusting screw is spring-loaded.
18-24
Remove the cover (8).
Remove the spring retainer (4) and compression spring (2).
Remove the piston (1).
DBAC198528
18.5.3
Inspecting the pressure regulating valve of the

prelubricating pump
v5
Procedure
1
Check all parts for wear and replace worn or damaged parts with new ones.
Clean and lubricate the valve carefully.
Check that no parts are jamming while reassembling.
18.5.4
Assembling the pressure regulating valve
v5
Procedure
1
Mount the piston (1).

6
5
7
4
2
1
1
2
3
4
Piston
Compression spring
O-ring
Spring retainer
Fig 18-24
DBAC198528
5
6
7
8
Adjusting screw
Cap
Locking nut
Cover
Renew the O-ring (3) of the cover (8).
Mount the compression spring (2) and the spring retainer (4).
GUID-70E9FE4D-F388-4BE7-87E9-2FA2AC0353F2 v2
18-25
Mount the cover (8).
Adjust the screw (5) according to the recorded turns, and tighten the locking nut (7).
Adjust the prelubricating oil pressure according to the main data.
Mount the cap (6).
18.6
v2
The tube-type oil cooler is integrated in the lubricating oil module housing. The tube stack is
inserted in a jacket and fixed at one end. To allow expansion, the other end is movable in a
longitudinal direction. Both ends are provided with O-rings. The lubricating oil flows outside
the tubes and the cooling water flows inside the tubes.
The oil cooler tube stack is made of copper-nickel and the water boxes of cast iron.
18.6.1
Maintaining the lubricating oil cooler
v4
Clean and pressure test the lubricating oil cooler according to the maintenance
schedule or if the lubricating oil temperature tends to raise abnormally.
See the nominal temperatures in the main operating data.
When cleaning the cooler, check for corrosion and test with hydraulic pressure.
CAUTION
If the tubes are leaking, replace the tube stack with a new one.
To clean the oil and the water side, remove and dismantle the lubricating oil cooler.
18.6.2
Dismantling the lubricating oil cooler
v4
Procedure
1
Drain the lubricating oil cooler.
CAUTION
Beware of lubricating oil and water left inside the cooler.
a Stop the pre-lubricating oil pump, and LT preheating pump, if installed.

b Drain the oil side by removing the plug from the oil inlet pipe.
NOTE
The drain plug is in the oil sump, accessible through the first A-bank side
crankcase cover.
c Drain the LT water side from the engine.
2
18-26
Remove the oil pipe (6) between the automatic back-flushing filter (5) and the
centrifugal filter (7).
DBAC198528
1
11
10
12
10
11
9
1
2
3
4
End flange
Tube stack housing
Supporting plate
Automatic back-flushing filter housing
bolts
5 Automatic back-flushing filter
6 Oil pipe
Fig 18-25
3
7
8
9
10
11
12
Centrifugal filter
Lubricating oil module body
Thermostatic element
O-ring
O-ring
Retainer ring
GUID-43CA7360-F748-463D-947D-1802D8DC0578 v2
Remove the automatic back-flushing filter assembly.

a Support the automatic back-flushing filter (5) with a lifting tool or strap and a
crane.
b Remove the filter housing bolts (4).
c Detach the filter from the lubricating oil module.
Remove the end flange.

a Support the end flange (1) with a lifting strap and a crane.
b Remove the fastening bolts and the end flange.
Remove the tube stack housing from the engine.

a Fit eye bolts on the tube stack housing (2) and support it with a lifting strap and a
crane.
NOTE
Use suitable equipment to lock the tube stack during lifting.
b Remove the tube stack housing fastening bolts.

c Detach the tube stack housing.
6
DBAC198528
Remove the tube stack from its housing.
18-27
1 End flange
Fig 18-26
Removing the tube stack
GUID-AC7127DC-3646-43DE-95D8-ADDCC20EEAAF v2
a Draw alignment marks on the tube stack and the housing.

b Place the tube stack in a horizontal position.
c Remove the retainer ring (12) and O-rings (10), (11) on both ends by moving the
tube stack in and out.
NOTE
Make sure you are not damaging the tube stack.
d Place the tube stack in a vertical position.

e Fit M12 eye bolts to the tube stack and lift it up with a crane.
18.6.3
Assembling the lubricating oil cooler
v4
Prerequisites
Before assembling:
Clean and check the lubricating oil cooler.
Inspect all the sealing surfaces for damage and recondition them, if necessary.
18-28
DBAC198528
Procedure
1
Insert the tube stack into the housing.

a Place the housing in a vertical position.
b Fit M12 eye bolts to the tube stack and lift it up with a crane.
c Insert the tube stack into the housing, according to the alignment marks.
NOTE
Make sure both end flanges are inside the housing.
Fit the tube stack retainer ring and O-rings.

a Lock the tube stack to the housing.
b Place the tube stack housing in horizontal position.
c Unlock the tube stack from the housing.
d Insert a new inner O-ring (10) on one end of the tube stack and lubricate it with
grease.
NOTE
Take care not to damage the tube stack.
1
11
10
12
10
11
9
1
2
3
4
End flange
Tube stack housing
Supporting plate
Automatic back-flushing filter housing
bolts
5 Automatic back-flushing filter
6 Oil pipe
Fig 18-27
7
8
9
10
11
12
Centrifugal filter
O-ring
O-ring
Retainer ring
GUID-43CA7360-F748-463D-947D-1802D8DC0578 v2
e Push the tube stack towards the opposite side until the inner O-ring groove is
visible.
DBAC198528
18-29
Mount the new inner O-ring (10) and lubricate it with grease.
g Push the tube stack back until the outer O-ring grooves are visible on both ends.
h Mount the retainer ring (12) and the outer O-rings (11).
Lubricate the outer O-ring with grease.
Lock the tube stack to the housing.
Mount the tube stack housing on the engine.

a Fit eye bolts to the tube stack housing and support it with a lifting strap and a
crane.
b Insert new O-rings.
c Attach the tube stack housing to the lubricating oil module and tighten the housing
fastening bolts.
d Unlock the tube stack from the housing.
Mount the end flange.

a Support the end flange (1) with a lifting strap and a crane.
See Fig 18-25.
b Insert new O-rings.
c Attach the end flange (1) on the housing and tighten the fastening bolts.
18.6.4
Mount the automatic back-flushing filter (6) assembly on top of the lubricating oil
module.
Tighten the filter housing bolts (5).
Fit the oil pipe (7) between the automatic back-flushing filter and the centrifugal filter.
See Fig 18-25.
Fit the drain plug(s) with a new gasket, and close the oil sample valve.
Lubricating oil cooler cleaning
v2
Oil side
Although uncommon, deposits can build up in the lubricating oil cooler's oil side. Fouling
can influence the cooler efficiency strongly.
The outside of the tube stack cannot be cleaned mechanically. The deposits can be
removed by blowing steam through the tube stack.
18-30
DBAC198528
If the deposits in the oil side are considerable and cannot be removed with steam, use a
chemical solution:
Alkaline degreasing agents: They are suitable for normal degreasing and not suitable for
heavy grease, sludge or oil coke. They require high temperatures.
WARNING
Pour the alkaline agent slowly into hot water, not the opposite.
NOTE
Rinse with water after cleaning with alkaline agents.
Hydrocarbon solvents: They include the whole range from light petroleum solutions to
chlorinated hydrocarbons, for example, thrichlorethylene.
WARNING
Handle hydrocarbon solvents carefully. They are volatile, toxic and narcotic.
Solvent emulsions: They are the only agents that dissolve heavy deposits such as oil
coke.
Water side
CAUTION
Do not damage the cooler protective layer while cleaning. Use the special tool
for cleaning.
If there are hard deposits on the water side of the cooler, such as calcium carbonate, you
can use commercial chemical cleaning agents.
CAUTION
After treatment rinse or neutralise the heat exchanger with a solution.
NOTE
For detailed information about cleaning, see the cooler manufacturer's
instructions.
DBAC198528
18-31
18.7
v6
3
2
8
1
7
9
12
13
1 Lubricating oil to upper parts of the
engine in A-bank
2 End flange
3 Lubricating oil cooler housing
4 Lubricating oil to upper parts of the
engine in B-bank
5 Oil sample valve
6 Lubricating oil filter
7 Pipe
Fig 18-28
Lubricating oil module
11
8
9
10
11
12
13
10
Centrifugal filter
Lubricating oil to delivery pipe
Lubricating oil to sump
Lubricating oil from the pump
GUID-E280F211-8FEA-44A6-A89A-2A5CD53BDDC7 v3
The oil thermostatic valve maintains the lubricating inlet oil temperature at a constant level.
The thermostatic elements (12) are located in the lubricating oil module together with the
lubricating oil cooler and the filters (6), (8).
18-32
DBAC198528
5
8
9
1
10
b
2
1
e
1 Oil from the oil pump

2 Lubricating oil delivery to upper parts of
the engine
3 Return to oil sump
4 Lubricating oil to filtration and delivery
5 Lubricating oil from cooler
Fig 18-29
7
6
7
8
9
10
Holder for thermostatic element
Tube housing
Tube cooler
Bracket
Oil flow inside the lubricating oil module (cross-section)
GUID-73F921B8-955F-4100-9191-
CE56342A44E9
v4
The oil from the oil pump is led to the channel (1) that goes directly to the cooler and the
thermostatic valves. The oil flows outside the tubes and moves in the upward direction.
After the thermostatic element, the oil flows to the channel (4) that leads to filtration and
delivery.
The LT cooling water flows inside the tubes.
When the oil temperature rises, the valve opens, and lubricating oil flows through the cooler.
As the cooler becomes dirtier, the temperature rises a few degrees as the valve needs a
certain temperature rise to increase the oil flow through the cooler.
DBAC198528
18-33
1 Thermostatic element
2 Holder for thermostatic element
3 O-ring
Fig 18-30
4 Cold oil from pump

5 Cooled oil from cooler
6 Oil to delivery
Thermostatic valve, closed position
GUID-FBA8EB84-49EF-4314-8D02-F3B0E12BAF34 v3
When the oil temperature exceeds the nominal value, the expansion of the thermostatic
elements moves the valve unit towards the holder, thus allowing the oil to pass through the
cooler. This movement is continuous and maintains the mixed oil at the right temperature.
When the oil temperature is below the nominal value, the thermostatic valve is closed, and
the oil bypasses the cooler. Cold oil in the cooler does not mix with the oil in engine
circulation.
18-34
DBAC198528
2 Holder for thermostatic element
3 O-ring
Fig 18-31
18.7.1
4 Hot oil from pump

5 Cooled oil from oil cooler
6 Oil to delivery
Thermostatic valve, open position
GUID-B471AC3C-AE11-41E8-B0A9-0C51621A1741 v4
Removing the thermostatic element
v7
Procedure
1
Drain the oil from the cooler.

a Open the first crankcase cover from the A bank.
b Open the drain plug inside the crankcase.
The drain plug is in the oil sump, accessible through the first A-bank side crankcase
cover.
c When the cooler is empty, install the drain plug with a new sealing ring.
DBAC198528
Remove the thermostatic element holder screws (2).
18-35
3
2
1
3
2
1 Thermostatic element holder

2 Holder screw
3 Threaded jacking hole
Fig 18-32
3
Removing the thermostatic element holder
GUID-946E2E59-A25B-4093-8973-A2EA8DBB36A9 v4
Remove the thermostatic element holder (1).

Use three M6 screws to jack out the holder (1).
See Fig 18-32.
Remove the thermostatic element from the holder

1

2 Circlip
3 O-ring
Fig 18-33
5 O-ring
Removing the thermostatic element
GUID-575CE07E-1C8C-49FB-B464-ED65A7CA37FA v3
a Remove the circlip (2) from the holder (1).

b Withdraw the thermostatic element (4).
5
18-36
DBAC198528
18.7.2
Inspecting the thermostatic element
v5
Normally, the thermostatic valve requires no maintenance. The reason for a very low or very
high oil temperature may be a defective thermostat or leaking O-rings. However, in most
cases, a dirty cooler causes high temperature.
Procedure
1
Check the thermostatic element working range.

a Heat the element slowly in water.
b Check at which temperatures the element starts opening and is half open.
You can find the values on the thermostatic element. The lower value is the opening
temperature, the higher value is for the half open valve.
The nominal set point is the thermostatic element half open value.
1 Opening set point (C)

2 Nominal set point (F)
Fig 18-34
Thermostatic element set points
Inspect the element for erosion marks.
If the element is defective or out of range, replace it.
Mounting the thermostatic element
18.7.3
GUID-BE2F1C9A-6EEC-43FF-9F12-521D5BAECA3B v1
v5
Procedure
1
DBAC198528
Mount new O-rings (3)(5) to the holder (1).

Lubricate the O-rings with clean engine oil.
18-37

2 Circlip
3 O-ring
Fig 18-35
5 O-ring
Mounting the thermostatic element
GUID-575CE07E-1C8C-49FB-B464-ED65A7CA37FA v3
Install the thermostatic element (4) to the holder (1).
Install the circlip (2) to the holder (1).
Mount the holder to the lubricating oil module.
Tighten the holder screws.
3
2
1
3
2

2 Holder screw
3 Threaded jacking hole
Fig 18-36
18.8
Mounting the thermostatic element holder
GUID-946E2E59-A25B-4093-8973-A2EA8DBB36A9 v4
v9
The lubricating oil filter is a full-flow filter, that is, the entire oil flow passes through it.
18-38
DBAC198528
Filtration phase
The oil flows through the inlet flange and turbine (8) to the right end of the filter candles (12);
a partial stream of about 50% is passed through the central connection tube (11) to the left
end of the filter candles. This means that the oil flows through the filter candles at both ends
from inside outwards and most of the dirt particles are retained in the inside of the candles.
The filtered oil now passes through the protective filter (1) to the filter outlet.
12
18
10 3
3
15
14
16
6
7
13
1
2
3
4
5
6
7
8
9
17 11
Protective filter
Overflow valves
Flushing arm
Flange
Worm gear unit
Flush bushing
Head cap screw
Turbine
Gear
Fig 18-37
10
11
12
13
14
15
16
17
18
9
Bottom sieve plate
Central connection tube
Filter candles
Plug
Flushing shaft
Plug
Cover
Top sieve plate
Cover plate
GUID-C4AA8604-F8CE-45A6-AD08-5EDE56632EE9 v5
Back-flushing phase
The flow energy drives the turbine (8) installed in the inlet flange. The high speed of the
turbine is reduced by the worm gear unit (5) and gear (9) to the lower speed required for
turning the flushing arm(s) (3).
The individual filter candles (12) are connected successively to the centrifugal filter by
means of continuously rotating flushing arms (3) through the flush bushing (6).
The lower pressure in the interior of the filter candles during the back-flushing operation
(connected with the centrifugal filter) and the higher pressure (operating pressure) outside
the filter candles produce a counter-flow through the mesh from the clean filter side through
the dirty filter side to the centrifugal filter.
Function of the overflow valves

If the filter candles (first filter stage) do not clean the oil adequately, the overflow valves (2)
are opened at a differential pressure of 2 bar upwards. The oil is now filtered only through
the protective filter (1) (second filter stage).
DBAC198528
18-39
However, before this situation arises, the installed differential pressure indicator emits a
differential pressure warning (first contact). The cause must now be localized and remedied.
If this warning is not heeded, an alarm is emitted by the second contact of the differential
pressure indicator.
CAUTION
The filter may only be operated in this emergency condition for a short time
(opened overflow valves and differential pressure warning). Prolonged operation
in this mode can result in damage to downstream components.
The overflow valves are closed under normal operating conditions, even during startup at
lower fluid temperatures.
Condition of the filter

The filter mesh is located in between the inner and outer support meshes. The condition of
the filter mesh cannot be visually judged without destroying the support mesh.
2
6
1 Filter mesh
2 Outer support mesh
3 Inner support mesh (dirty side)
Fig 18-38
4 Dirt particles
5 Oil flow direction, operating mode
6 Oil flow direction, back-flushing mode
Filter candle construction
GUID-C23ABA6C-AA62-409B-8E0B-FCFBBE222EA6 v1
Replacing the filter candles

Filter candles must always be replaced with new ones if:
Low quality rags have been used during cleaning of the oil system.
Fibres from bad quality rags get tangled between the supporting meshes and filter mesh
and cannot be removed by cleaning the candles.
There has been a component seizure or breakdown.
Especially a bronze bearing failure causes a large amount of particles that clog the
candles and punch holes into the filter mesh.
The protective filter is dirty.
There are ruptures or holes in the filter mesh.
If the differential pressure over the filter exceeds 2 bar the safety valve opens thus bypassing the filter candles.
According to chapter 04 Maintenance schedule or after four years in service at the latest.
18-40
DBAC198528
18.8.1
Maintaining the lubricating oil automatic filter
v10
Prerequisites
To maintain trouble-free operation, inspect and maintain the automatic filter at regular
intervals. In spite of constant back-flushing, the mesh may be clogged over time, depending
on the lubricating oil quality and separation.
Procedure
1
Check the filter and the connections for leaks.
Inspect all filter candles visually once a year.
NOTE
If a higher differential pressure occurs, check all the filter candles (12) and the
protective filter (1). If necessary, clean the candles or replace them with new
ones.
A highly contaminated protective filter is a sign of prolonged operation with defective or
clogged filter candles and thus opened overflow valves.
3
Check the ease of movement of the worm gear unit (5), and the turbine (8) including
the gear (9) with flushing arm (3).
See Fig 18-37.
a Remove the flange (4).
b Check the ease of movement with a suitable spanner (on the hexagon of the worm
gear unit).
c Replace all O-rings, seals and tighten the flange (4).
Removing the lubricating oil filter candles
18.8.2
v7
Procedure
1
Drain the filter, open the plugs (15) and (13), and discharge the oil.
See section 18.8.
NOTE
Do not refill the system with drained oil.
DBAC198528
Remove the automatic filter from the engine.

Protect the openings. See section 18.6.2.
Remove the cover (16) by opening the cover nuts.

See section 18.8.
Pull the entire filter element including flushing arms (3) and gear (9) out of the housing
with a suitable tool.
18-41
NOTE
Make sure that the exposed gear (9) is not damaged.
Remove the top flushing arm (3) by opening the screws.
Remove the covering plate (18) by opening the screws.
Remove the top sieve plate (17) by opening the screws.
Remove the filter candles (12) and protective filter (1).
18.8.3
Cleaning the filter candles with a cleaning device
v4
NOTE
The cleaning of the protective filter with the cleaning lance of the high-pressure
cleaning unit must only be carried from outside in. The distance to the stainless
steel mesh must be approximately 1020 cm and the angle to the mesh surface
approximately 90.
Clean the candles with warm (maximum 60 C) high pressure water of maximum 60 bar
after soaking in approved chemicals. Otherwise the mesh may be damaged.
NOTE
To get an optimal cleaning effect, use a high-pressure cleaning unit (part No.
471345), cleaner (part No. 471346), and cleaning device. The tools can be
ordered from Wrtsil.
Procedure
1
Place the filter candles in a suitable cleaner or diesel oil.
NOTE
The maximum soaking time is 24 hours.
18-42
Take the filter candles out of the cleaner, and attach them to the cleaning device.
DBAC198528
Fig 18-39
Mounting the filter candles to the cleaning device
GUID-1667AF12-6386-40D3-8000-CDCEBC86DCE1 v2
If cleaning device is not available, see Fig 18-42 for washing filter candles without a
cleaning device.
3
Start the high pressure cleaning lance but not in direction of the filter candles (shock
pressure!).
Lead the high pressure jet up and down every single candle for at least five times.
Use warm water.
NOTE
The minimum distance as indicated by piping frame is 20 cm.
DBAC198528
18-43
X = minimum distance 20 cm and maximum pressure 60 bar
Fig 18-40
5
GUID-741522A4-82AE-47C2-9F19-A8BB6BEF3716 v1
Repeat the procedure from the other side.
Fig 18-41
18-44
Cleaning with high pressure
Cleaning procedure
Clean the protective filter.

See section 18.8.5.
Dry the filter candles with compressed air gun.
GUID-2E12E743-79D1-4A00-BF5B-7C428D68D485 v1
DBAC198528
Check and replace the worn candles.
Dismount the candles from the device, and mount them in the filter or store them in a
dry and dust-free place.
Cleaning the filter candles without a cleaning device
18.8.4
Fig 18-42
Cleaning the filter candles without the cleaning device
v3
GUID-A6228D17-F097-4460-
B8CF-11DAB6B7DDAA
v1
Procedure
1
After immersing, clean the filter candles from the outside inwards using high pressure
cleaning device.
CAUTION
Use a pressure of maximum 60 bar, and make sure that the distance between
the cleaning nozzle and the filter candle is at least 20 cm. Otherwise the mesh
may be damaged.
To get a optimal cleaning effect, use special high-pressure cleaning unit (Part No. 471345)
and cleaner (Part No. 471346).
DBAC198528
18-45
Minimum distance 20 cm and maximum pressure 60 bar
Fig 18-43
Cleaning the filter candles
Turn the candles, clean the candles from the outside inwards.
Check and replace the worn candles.
Dry the filter candles with air.
Fig 18-44
18.8.5
Drying the filter candles
GUID-38AFD4ED-4B98-4D4B-A701-EB2BFFC61E4B v1
GUID-5DD7C232-6616-4D1C-A3E1-20CB23E0461F v1
Cleaning the protective filter
v2
Procedure
1
18-46
Place the protective filter in a suitable cleaning agent or diesel oil.
DBAC198528
Remove loose particles that float on top of the cleaning agent during soaking.
Clean the protective filter all over from the outside to the inside by using a highpressure cleaner.
Rinse out the protective filter in fresh cleaning agent.
Allow the protective filter to dry or blow with compressed air.
Check the protective filter.

Replace, if damaged.
Clean all the other components of the candle insert.
Check the seals for damage.

Replace, if necessary.
Mounting the lubricating oil filter candles
18.8.6
v7
Procedure
1
Insert new O-rings.

12
18
10 3
3
15
14
16
6
7
13
1
2
3
4
5
6
7
8
9
17 11
Protective filter
Overflow valves
Flushing arm
Flange
Worm gear unit
Flush bushing
Head cap screw
Turbine
Gear
Fig 18-45
2
DBAC198528
2
10
11
12
13
14
15
16
17
18
9
Bottom sieve plate
Central connection tube
Filter candles
Plug
Flushing shaft
Plug
Cover
Top sieve plate
Cover plate
GUID-C4AA8604-F8CE-45A6-AD08-5EDE56632EE9 v5
Mount the protective filter (1) and the top sieve plate (17).
18-47
Before installing the filter candles, inspect them visually, and replace damaged
candles with new ones.
NOTE
Do not use defective filter candles again.
Mount the filter candle in its position with the chamfered end towards the gear wheel
end.
a Push the filter candles through the top sieve plate (17).
b Mount the cover plate (18).
c Mount the top flushing arm (3).
d Before installing the entire filter element, check the ease of motion of the flushing
arms.
e Make sure that the flushing arms (3) do not come in contact with the covering filter
plate (18) and the bottom sieve plate (10).
18.9
Insert new O-rings.
Push the entire filter element into the housing.

By slightly turning the flushing shaft (14), the gear(9) is forced into the drive pinion of the
gear unit (5).
Mount the cover (16), and tighten the nuts.
Mount the plugs (15), (13) with new washers.
Mount the lubricating oil automatic filter to the engine.
Centrifugal filter
v12
The centrifugal-type bypass filter complements the automatic filter.

Driving oil (C) from the pressurized engine oil system is lead to the turbine wheel (7) which
rotates the centrifugal filter. Return oil flows back to the oil sump (B).
The flushed oil from the automatic filter is lead to connection (A). The oil flows through the
shaft spindle (4) to the upper part of the rotor tube (5). After filtering, the clean oil is led back
to the oil sump (B) through the nozzles (12) which rotates the centrifugal filter.
18-48
DBAC198528
15
1
9
13
D
14
16
E
11
2
7
18
4
F
10
12
17
3
1
2
3
4
5
6
7
8
9
Filter cover
Cover clamp
Cut-off valve
Spindle
Rotor tube
Paper insert
Turbine wheel
Rotor cover nut
Rotor cover
10
11
12
13
14
15
16
17
18
A
Cone
Housing
Nozzle for back-flush oil
O-ring
O-ring
Ball bearing
O-ring
Locating screw
Journal bearing
A. Back-flush oil inlet B. Oil to crankcase C. Drive oil inlet D. Cleaning chamber E. Outlet
chamber F. Outlet hole
Fig 18-46
DBAC198528
Centrifugal filter
GUID-997073F5-1C52-4AE6-AC97-7405D2CD3CCB v4
18-49
18.9.1
Dismantling the centrifugal filter
v7
3
4
5
6
2
7
8
1
2
3
4
5
Rotor cover
O-rings
Filter body cover
Rotor cover nut
Rotor tube
Fig 18-47
6
7
8
9
Paper insert
Spindle
Cover clamp
Cut off valve
Centrifugal filter
GUID-F456EA9F-7D0A-4074-9C84-23A74BF9766B v1
Procedure
1
Shut off the filter by closing the cut off valve (9).
Wait until the centrifugal filter stops rotating and the filter is empty.
Open the filter cover clamp (8).
Lift out the filter body cover (3).
Remove the rotor assembly.

a Hold the rotor body and open the rotor cover nut (4).
b Lift out the rotor cover (1).
c Remove the rotor tube (5) from the spindle (7).
18-50
DBAC198528
Measure the thickness of the sludge to estimate future cleaning intervals.
Remove the sludge from the inside of the rotor cover and body by means of a wooden
spatula or a suitably shaped piece of wood, and wipe clean.
If a paper insert has previously been fitted, remove this insert containing the sludge from
the rotor and discard.
Clean out the nozzles with brass wire to ensure free passage of oil.
NOTE
Ensure that the bore of the spindle is clear of sludge buildup.
Examine spindle journals to make sure that they are free of damage or excessive
wear.
10 Renew the O-rings.

11 Inspect the bearings for wear.
Replace, if necessary.
Assembling the centrifugal filter
18.9.2
v7
Procedure
1
DBAC198528
Install new O-rings (9) in the rotor cover (8) and spindle (4).
Lubricate them with oil.
18-51
8
9
C
3
B
A
1
2
3
4
5
Filter body cover

Cover clamp
Cut off valve
Spindle
Rotor tube
Fig 18-48
6
7
8
9
Paper insert
Rotor cover nut
Rotor cover
O-ring
Centrifugal filter
GUID-577BDE23-F2F1-4371-B8A9-12ABED5F1BDD v1
Mount the rotor tube (5) to the spindle (4).
Install new paper insert (6) to the rotor tube (5).
Mount the rotor cover (8).
Tighten the rotor cover nut (7) to the stated torque, see chapter 07.
CAUTION
Overtightening of the rotor top nut can lead to rotor imbalance that decreases
filter performance and can damage the bearings.
18-52
Install the complete rotor unit.
Install the filter body cover (1) and new O-ring.
DBAC198528
Tighten the cover clamp (2).
CAUTION
The band clamp must be fitted securely during the operation of the centrifugal
filter.
DBAC198528
Open the cut off valve (3).
Check all the joints for leaks and any excessive vibrations while the centrifuge is
running.
18-53
18-54
DBAC198528
19.
19. Cooling Water System
Cooling Water System

The engine is cooled by a closed-circuit cooling water system, divided into a hightemperature (HT) circuit and a low-temperature (LT) circuit . The cooling water is cooled in
an external cooler.
Both circuits are provided with either engine-mounted or externally-mounted thermostatic
valves.
13
11
14
12
12
15 16
17
10
9
8
2
1
1
2
3
4
5
6
7
8
9
4
5
6
7
Water pump
Cooler
Preheating water pump
Preheater
Water from preheater to HT circuit
HT water inlet
HT water outlet
HT water pump
Thermostatic valve for HT water
Fig 19-1
DBAC198528
HT cooling water system circuit
10
11
12
13
14
15
16
17
Charge air cooler (HT side)

Make-up line
Vent pipe
Expansion tank
Over flow
HT water return pipe
Multiduct
Cylinder head
GUID-B118AAAF-2239-4E7D-B3C4-D32099DC28FC v2
19-1
3
2
1
2
5
6
9
11 12
7
8
10
1
2
3
4
5
6

Vent pipe
Expansion tank
Overflow
Make-up line
Charge air cooler (LT side)
Fig 19-2
19.1
7
8
9
10
11
12
LT water pump
LT water inlet
Thermostatic valve for LT water
LT water outlet
Cooler
Water pump
LT cooling water system circuit
GUID-B467C462-E0DB-4BD6-A20B-CD4754265ADB v2
HT circuit
v6
The HT circuit water cools the cylinders and cylinder heads.

The HT-water pump circulates the water through the HT circuit. The cooling water is first
circulated to the distributing duct, cast in the engine block. From the distributing ducts the
water flows to the cylinder water spaces and further on through connection pieces to the
cylinder heads. Here the water is led along the flame plate, around the prechamber and the
exhaust valve seats, efficiently cooling these components. See Fig 19-1.
From the cylinder head the waterflow continues through the multiduct to the collecting duct
and finally to the temperature control valve, that maintains the right water temperature level.
In installations with two stage charge air coolers, the HT -water is also circulated through
the charge air cooler before it is led to the thermostatic valve.
The necessary cooling is gained from the cooler. The HT system outside the engine can
vary from one installation to another.
19.2
Venting and pressure control of HT-circuit
v4
For venting the cooling system, venting pipes from the multiducts are connected to
ventilation pipe that leads to the expansion tank which is connected to the inlet pipe of the
HT and LT water pumps. A static pressure of 0.7-1.2 bar is required before the pumps. If
the expansion tank cannot be located high enough to provide this pressure, the system is
to be pressurized by a pump or pressurized expansion vessel. See Fig 19-1.
19-2
DBAC198528
19.3
LT circuit
v4
The LT circuit cools the charge air cooler and the lubricating oil cooler. The LT water pump
that circulates the water is of a similar design as the HT pump. The circuit temperature is
controlled and maintained at the right level by the thermostatic valve. The necessary cooling
is gained from the cooler. The LT system outside the engine can vary from one installation
to another.
For venting the cooling system, venting pipes from the charge air cooler and the lubricating
oil cooler are connected to ventilation pipes that lead to the expansion tank. See Fig 19-2.
19.4
Preheating the cooling water system
v5
For preheating the circuit, the preheating water pump and preheater are connected to the
HT circuit before the engine. The non-return valves in the circuit force the water to flow in
the right direction. See Fig 19-1.
Before start, the HT circuit is heated up to 50-70C by a separate heater.
19.5
Monitoring the cooling water system
v14
The cooling water temperatures mentioned in section 01.2 should not be exceeded.
The HT and LT pressures (after the pumps) are displayed on the display units. The
pressures depend on the speed and the installation. The guidance values are in section
01.2.
The HT water system is equipped with two temperature sensors for alarm and depending
on installation, if the temperature exceeds certain limit, shuts down the engine.
Engines may also be equipped with pressure switches for start of stand-by pumps. For
further information, see chapter 23 Instrumentation and Automation.
19.6
Maintaining the cooling water system
v4
The installation - including expansion, venting, preheating, pressurizing - should be carried

out strictly according to the instructions of the engine manufacturer to obtain correct and
trouble free service.
WARNING
Depressurize and drain the cooling system before carrying out any maintenance
or repair work.
WARNING
Risk of injury due to spraying of hot pressurized liquids. Wear the correct
protective equipment during any maintenance or repair work.
The cooling water should be treated according to the recommendations in chapter 02.,
section Cooling Water to prevent corrosion and deposits.
If risk of frost occurs, drain all cooling water spaces. Avoid changing the cooling water.
Save the discharged water and use it again.
Remember to close the drain and open the cooling water connections before the engine is
started again.
DBAC198528
19-3
19.6.1
Cleaning the cooling water system
v4
Prerequisites
In completely closed systems the fouling is minimal if the cooling water is treated according
to the instructions in chapter 02, section Cooling Water. Depending on the cooling water
quality and the efficiency of the treatment, the cooling water spaces foul more or less over
the course of time. Deposits on cylinder liner water spaces, cylinder heads and cooler
stacks must be removed as they disturb the heat transfer to the cooling water and thus
cause serious damage.
The need to clean must be examined, especially during the first year of operation. This is
done by inspecting cooling water spaces and checking for fouling and deposits.
The deposits can be of the various types and of different consistencies. It can be removed
mechanically and/or chemically as described below. More detailed instructions for cleaning
of coolers, see chapter 18.
Procedure
1
Mechanical cleaning
A great deal of the deposits consist of loose sludge and solid particles which can be
brushed and rinsed off with water.
In places where accessibility is good, for example cylinder liners, mechanical cleaning of
considerably harder deposits is efficient.
In some cases it is advisable to combine chemical cleaning with subsequent mechanical
cleaning as the deposits may have dissolved during the chemical treatment without having
come loose.
Chemical cleaning
Narrow water spaces (such as cylinder heads, coolers) can be cleaned chemically. At times,
degreasing of the water spaces may be necessary if the deposits seem to be greasy, see
chapter 18.
Deposits consisting of primarily limestone can be easily removed when treated with an acid
solution. On the contrary, deposits consisting of calcium sulphate and silicates may be hard
to remove chemically. The treatment may, however, have a certain dissolving effect which
enables the deposits to be brushed off (if the area is accessible).
There are lots of suitable acid based agents available in the market.
The cleaning agents should contain additives (inhibitors) to prevent corrosion of the metal
surfaces. See the list of approved cooling water additives and treatment systems, (supplied
by the companies mentioned in the end of chapter 02). Always follow the manufacturer's
instructions to obtain the best result.
After treatment, rinse carefully to remove cleaning agent residuals. Brush surfaces, if
possible. Rinse again with water and further with a sodium carbonate solution (washing
soda) of 5 % to neutralize possible acid residuals.
19.7
Engine driven cooling water pump
v3
The water pump is of centrifugal-pump type and is driven by the gear mechanism at the
free end of the engine. The shaft is made of acid resistant steel, the impeller (6) of cast iron
and the remaining details mainly of cast iron, see Fig 19-3.
19-4
DBAC198528
The shaft is mounted on one deep groove ball bearing (11) and one spherical roller bearing
(13), which are lubricated by pressurized oil entering through the opening in the bearing
housing. The oil seal ring (10) prevents the oil from leaking out and, at the same time, dirt
and leak water from entering.
The gear wheel (17) is fastened to the shaft by a friction ring pair (18). When the screws (20)
are tightened, the rings exert a pressure between the gear wheel and the shaft. Due to the
friction, the power from the gear wheel is transmitted to the pump shaft.
The water side of the pump is provided with a mechanical shaft seal. The mechanical shaft
seal (8) rotates along with the shaft. The spring presses the rotating ring against a fixed seal
ring (16) which seals against the housing with the O-ring (21). Possible leak-off water from
the sealing can flow out through a telltale hole at the bottom of the pump.
1
2
16
21
22
15
18
20
19
5
6
1
2
3
4
5
6
7
8
9
10
11
Inlet casing
O-ring
Impeller screw
Washer for impeller
V-Clamp
Impeller
Outlet casing
Mechanical shaft seal
V-Clamp
Oil seal ring
Deep groove ball bearing
Fig 19-3
DBAC198528
Engine driven water pump
10 11 12
9
12
13
14
15
16
17
18
19
20
21
22
17
13 14
Bearing housing
Spherical roller bearing
Shaft
Locking ring
Fixed seal ring
Gear wheel
Friction ring pair
Clamping ring
Screw
O-ring
Locking washer
GUID-73E005EE-DB2F-469F-B131-AC46C04BCC9E v1
19-5
19.7.1
Maintaining the water pump
v4
Prerequisites
Normal maintenance operations, like removal of impeller or replacing the mechanical seal,
can be done without removing the complete pump from the engine.
Check the pump at intervals according to the maintenance Schedule in chapter 04 or
immediately if any water or oil leakage occurs.
Any water or oil leakage can be seen through the telltale hole, check that the telltale hole is
open every now and then.
NOTE
A small amount of water leakage (212 drops per hour) can be considered
normal.
19.7.1.1
Dismantling and assembling the impeller
v5
Prerequisites
Before dismantling or removing the water pump:
1 Drain the water from the cooling water system and collect it for re-use.
2 Remove the drain plug to drain and empty the pump casing.
CAUTION
The LT and HT impellers may have different diameters. Do not mix up the
impellers.
NOTE
Always use a crane or other lifting device.
Procedure
1
Remove the inlet casing.

a Loosen and remove the V-clamp (5).
b Loosen and remove all screws from the inlet flange.
c Remove the inlet casing (1) axially from the outlet casing (7).
Remove the impeller.

a Loosen and remove the screws (3) and washers (4).
b Remove the locking washer (22).
c Remove the impeller (6) with the extractor 837055, if necessary.
19-6
Reassemble the impeller and tighten the screws to torque according to 07.1.
Clean and lubricate the surface before installing new O-ring (2).
Clean surfaces and apply sealing compound RTV 345 (red) or similar on the inlet flange
sealing surface. Check that the O-ring is in position when re-installing the inlet casing.
Check that the inlet casing is in position.
DBAC198528
Mount the V-clamp and tighten the screws of the inlet flange.
Tighten the V-clamp to torque according to 07.1.
Postrequisites
After mounting the water pump:
1 Apply Loctite 577 on all plugs and tighten them.
2 Fill the cooling water system with cooling water.
NOTE
Use the cooling water previously drained from the system.
3 Vent the cooling water system carefully, especially the cooling water pump.
4 Check for leaks. Check the cooling water level after running the engine for a few
minutes.
19.7.1.2
Dismantling and assembling the mechanical shaft seal
v3
Prerequisites
Before dismantling the mechanical shaft seal:
1 Remove the inlet casing.
1 Loosen and remove the V-clamp (5).
2 Loosen and remove all screws from the inlet flange.
3 Remove the inlet casing (1) axially from the outlet casing (7).
2 Remove the impeller.
1 Loosen and remove the screws (3) and washers (4).
2 Remove the locking washer (22).
3 Remove the impeller (6) with the extractor 837055, if necessary.
Procedure
1
Remove the rotating part (8) of the mechanical seal from the shaft (14).
Remove the outlet casing.

a Loosen all bolts from the discharge flange, remove all bolts except one or two.
b Loosen and remove the V-clamp (9).
c Remove the remaining screws.
d Remove the outlet casing (7) axially from the bearing housing (12) carefully.
NOTE
Tilting the outlet casing excessively during removal may damage the mechanical
shaft seal ceramics.
DBAC198528
Remove the fixed seal ring (16) from the outlet casing (7).
Replace the complete seal if it is leaking, or if sealing faces are corroded, uneven or
worn.
Clean the shaft and the outlet casing where the fixed seal ring is to be placed.
19-7
Check surfaces for marks/scratches.

6
Clean surfaces and lubricate the new O-ring between outlet flange and non-return
valve.
Clean surfaces and apply sealing compound RTV 345 (red) or similar on the outlet flange
sealing surface. Check that the O-ring is in position when re-installing the outlet casing.
Check that the outlet casing is in position.
Mount the V-clamp and tighten the screws of the outlet flange.
Press the fixed ring by hand or with a nylon sleeve into the casing.
Lubricate the mechanical shaft sealing surfaces with a soap mix.
CAUTION
Do not use silicone products.
10 Place the rotating part of the shaft seal on the shaft by hand.
11 Reassemble the impeller and tighten the screws to torque according to 07.1.
12 Clean and lubricate the surface before installing new O-ring (2).
Clean surfaces and apply sealing compound RTV 345 (red) or similar on the inlet flange
sealing surface. Check that the O-ring is in position when re-installing the inlet casing.
Check that the inlet casing is in position.
13 Mount the V-clamp and tighten the screws of the inlet flange.
Postrequisites
NOTE
minutes.
Replacing the bearings and oil seal ring
19.7.1.3
v6
NOTE
Always use a proper lifting device to lift the pump and its components.
Procedure
1
19-8
Remove the pump from the engine.
DBAC198528
Dismantle the impeller:

1 Remove the inlet casing.
2 Loosen and remove all screws from the inlet flange.
3 Remove the inlet casing (1) axially from the outlet casing (7).
2 Remove the impeller.
1 Loosen and remove the screws (3) and washers (4).
2 Remove the locking washer (22).
3 Remove the impeller (6) with the extractor 837055, if necessary.
Dismantle the mechanical seal:

a Remove the outlet casing:
1 Loosen all bolts from the discharge flange, remove all bolts except one or two.
3 Remove the remaining screws.
4 Remove the outlet casing (7) axially from the bearing housing (12) carefully.
NOTE
Tilting the outlet casing excessively during removal may damage the mechanical
shaft seal ceramics.
b Remove the fixed seal ring (16) from the outlet casing (7).
4
Loosen the screws (14) and remove the pressure plate (15).
See Fig 19-6.
Pull off the gear wheel without using any tool.

If the gear wheel does not come loose, a few strokes with a non-recoiling hammer will help.
The friction rings (13) come loose together with the gear wheel.
WARNING
Using an extractor may damage the shaft (axial scratches).
Remove the locking ring (15) and drive out the shaft and bearings.
Check the seal (10) and the bearings for wear and damage.
If the seal is leaking, knock it out using a suitable brass piece.
Remove the bearings by pressing its inner ring with a suitable pipe.
Inspect the shaft for wear and damage.
10 Oil the new seal and insert it by pressing against the shoulder.
11 Oil the collar and press the bearing in by its inner ring with a suitable pipe.
See Fig 19-4 A.
12 Turn the shaft according to Fig 19-4 B.
13 Oil the collar and press the bearing in by its inner ring with a suitable pipe.
See Fig 19-4 B.
14 Turn the housing according to Fig 19-4 C and lubricate the outer surfaces of the
bearings.
DBAC198528
19-9
Use a suitable pipe to press both the inner and outer ring of the bearing into the shaft
housing.
1
A
Fig 19-4
Mounting of bearings
FIG-321956 v2
15 Install the locking ring (15).

16 Before reinstalling the gear wheel, all contact surfaces should be cleaned.
17 Reinstall the gear wheel and the friction ring pair (13).
WARNING
Re-install the friction ring pair as in Fig 19-6. The friction ring pair should fall
easily in place and must not jam.
18 Re-install the pressure plate (15).
19 Tighten the screws a little and check that the gear wheel is in the right position.
20 Tighten the screws to torque according to 07.1.
21 Replace the complete mechanical seal if it is leaking, or if sealing faces are corroded,
uneven or worn.
22 Clean the shaft and the outlet casing where the fixed seal ring is to be placed.
Check surfaces for marks/scratches.
23 Check that the outlet casing is in position.
24 Mount the V-clamp and tighten to torque according to 07.1 .
25 Press the fixed ring by hand or with a nylon sleeve into the casing.
26 Lubricate the mechanical shaft sealing surfaces with a soap mix.
CAUTION
Do not use silicone products.
27 Place the rotating part of the shaft seal on the shaft by hand.
28 Reassemble the impeller and tighten the screws to torque according to 07.1.
29 Clean and lubricate the surface before installing new O-ring (2).
Check that the O-ring is in position when reinstalling the inlet casing. Check that the inlet
casing is in position.
19-10
DBAC198528
30 Mount the V-clamp and tighten the V-clamp to torque according to 07.1.
31 Clean the inlet flange, outlet flange and bearing housing surfaces carefully.
32 Lubricate and mount new O-ring between outlet flange and non-return valve.
33 Lubricate and mount new O-ring for oil supply bore (1) between bearing housing and
pump cover.
34 Apply sealing compound RTV 345 (red) or similar on the inlet flange, outlet flange and
bearing housing sealing surfaces.
35 Mount the pump on the engine.
WARNING
Make sure that the oil supply bore is open (see Fig 19-5) and that no sealing
compound blocks the hole at mounting of the pump on the engine. Blocked oil
supply causes failure to the bearings and oil seal ring.
A-A
6
A
A
1
2
3
4
1 Oil supply bore
2 O-ring
3 Bearing housing
Fig 19-5
DBAC198528
Oil supply bore
4 Ball bearing
5 Shaft
6 Pump cover
GUID-6359D59D-F31E-40A4-B976-7C62B7FFEE32 v2
19-11
13
15
14
13.Friction rings 14.Screw 15.Pressure plate

Fig 19-6
Mounting of gear wheel to water pump
FIG-401907 v3
36 Check the backlash of the gear wheel (17) after mounting. See 06.1.
37 Tighten all screws for inlet flange, outlet flange and bearing housing.
Postrequisites
NOTE
minutes.
19.8
Temperature control system
v3
Temperature control valves can either be mounted in the external system or engine
mounted. For externally mounted thermostatic valves see supplier's operation and
maintenance manual.
The HT circuit thermostatic valve is also mounted next to the pipe connections at the free
end of the engine. This valve maintains the HT outlet water temperature.
19-12
DBAC198528
1 Housing
2 Cover
3 Screw
Fig 19-7
19.8.1
Thermostatic valve for HT water
HT thermostatic valve
GUID-28448777-29CB-420B-A11C-BF65B27B15EF v1
v5
The HT circuit is provided with a fixed thermostatic valve mounted next to the pipe
connections at the free end of the engine. This valve maintains the HT outlet water
temperature.
The HT thermostatic valve is a three-way valve which controls the direction of the water
flow. When the engine is started up and is cold, the HT thermostatic valve allows the water
to be by-passed back into the pump, thus providing the quickest warm-up period possible.
After warm up, the correct amount of water is by-passed and mixed with the cold water
(returning from the heat exchanger or other cooling device) to produce the desired HT water
outlet temperature. If required, the HT thermostatic valve shuts off the by-pass line for
maximum cooling. When the engine is cold, the three-way action of the valve maintains a
constant flow of water through the pump and engine at all times.
The HT thermostatic valve requires no adjustments. The temperature is permanently set at
the factory. The temperature can be changed only by changing the temperature element
assemblies, which is easily accomplished by unscrewing the cover. The HT valve is entirely
self-contained, and there are no external bulbs or lines that could be damaged or broken.
There are no packing glands to tighten and no parts to oil.
For wax-type elements, the power creating medium is the wax in the element. This remains
in a semi-solid form and is highly sensitive to temperature changes. The expansion of the
element contents is utilised to move the valve to the cooling position. Maximum expansion
takes place during the melting period of approximately two minutes over a temperature
change of approximately 8.5C.
The HT thermostatic valve is provided with six elements.
DBAC198528
19-13
Since the water flow is diverted either through the by-pass or the heat exchanger,
thermostat failure does not affect the pressure.
When the elements are heated, this force is transmitted to the piston thus moving the
sliding valve to the by-pass closed position. When the elements are cooled, this force is
opposed by a high spring force, which moves the sliding valve to the heat exchanger closed
position. The high force available on heating is the basis of the fail safe feature. Failure of
the element would cause the engine to run cold.
B
A From engine B By-pass C To cooler

1.Cold engine 2.Warm engine
Fig 19-8
19.8.1.1
Water flow in HT thermostatic valve
Maintaining the HT thermostatic valve
W34-401909 v2
v6
Prerequisites
Inspect of valve according to section 04. Very low or very high temperature depends on a
defective thermostat. Leaking O-rings may also be a reason, but in most cases, it is a dirty
cooler.
19-14
DBAC198528
1
2
3
4
5
6
1 Screw
2 O-ring
3 Cover
4 Thermostat element
5 Screw
6 Element holder
Fig 19-9
Thermostatic valve
W34-401908 v1
Procedure
1
Drain the cooling water circuit.
Remove the cover (3) by opening the screws (1), see Fig 19-9.
Open the screws (5) and remove thermostat elements (4) with element holders (6).
Use extractor tools 800122 and 800029 for element holder if necessary.
Check the element by heating it slowly in water.

Note the temperature at which the element starts opening and the temperature at which it is
fully open. The lower value for the water temperature is the opening temperature, the higher
for the fully open valve. The nominal values can be found on the thermostatic element, see
chapter section 01.1.
NOTE
Thermostatic elements are marked with opening set point in degrees Celsius
[C] and nominal set point in degrees Fahrenheit [F].
DBAC198528
19-15
1 Opening set point (C)

2 Nominal set point (F)
Fig 19-10
19-16
Maintaining the HT thermostatic valve
Change defective elements. Renew the O-rings.
Re-assemble the valve in reverse order.
GUID-BE2F1C9A-6EEC-43FF-9F12-521D5BAECA3B v1
DBAC198528
20. Exhaust System
20.
Exhaust System
20.1
Exhaust system
v5
The "SPEX" exhaust system is a combination of pulse system and constant pressure
system retaining the kinetic energy of exhaust gases in a simple constant pressure type
exhaust pipe.
Exhaust gases from cylinders are led into common exhaust manifold. There are two such
manifolds on either bank which are connected to the turbocharger.
Pipe sections are provided with bellows on each end to avoid thermal deformation.
The complete exhaust system is enclosed by an insulation box built up of sandwich steel
sheets.
2
1
5
6
1. Screw 2. Gasket 3. Nut 4. Bellows 5. Bellows 6. Connection piece

Fig 20-1
DBAC198528
"SPEX" Exhaust system, V-engine
FIG-402005 v1
20-1
20. Exhaust System
7
8
9
15
10
11
13
12
14
7. Cover profile 8. Upper protecting panel 9. Screw 10. Screw

11.Screw, 12.Distance piece, 13.Lower protecting panel,
14. Multiduct 15. Screw
Fig 20-2
Insulation box, V-engine
FIG-402006 v1
Changing expansion bellows
20.1.1
v7
Procedure
1
Remove the necessary parts of the insulation box.
WARNING
The surface of the insulation box is hot.
20-2
Open the flange screws (1) of the expansion bellows (4) in question and remove the
bellows.
Fig 20-1.
Check that the exhaust pipe flanges are parallel and positioned on the same centre
line to avoid lateral forces on the bellows.
Mount the new expansion bellow with new seal rings and tighten the screws.
Check the correct tightening torque for the flange connections, see chapter 07,
section 07.1.
DBAC198528
20. Exhaust System
CAUTION
Do not keep the wrench against the bellows when tightening, otherwise the
bellows can be deformed.
DBAC198528
Mount all parts of the insulation box.
Check for possible leaks.
20-3
20. Exhaust System
20-4
DBAC198528
21.
21. Starting Air System
Starting Air System

The engine is started with compressed air of maximum 30 bar. A maximum air pressure of
30 bar or a minimum of 15 bar is required to start the engine. At 15 bar the engine control
system raises an alarm for low starting air pressure. The starting air pressure is measured
by the pressure transducer and monitored by the engine control desktop.
The starting air pipe is provided with a flame arrester and a pressure transducer after the
main starting valve . The main starting valve is activated by the engine control system.
When the main starting valve opens, the starting air passes partly through the air block to
the starting valves and partly to the starting air distributor. The distributor guides control the
air that passes into the starting valves of those cylinders that are in working phase
NOTE
The engine cannot be started when the turning gear is engaged.
Starting air to the distributor is led through a blocking valve, mechanically blocked when the
turning gear is engaged, thus preventing start.
V-engines have starting valves only on the A-bank.
The starting system includes a slow turning system, which rotates the engine slowly for a
minimum of two revolutions at the beginning of the starting sequence. This safety check to
ensures that no water leakage has occurred in the cylinders. The slow turning might be
intermittent due to the internal friction of the engine and compressor.
DBAC198528
21-1
10
3
11
4
1
A-bank
B-bank
13
14
12
15
16
17
18
19
20
1
2
3
4
5
6
7
8
9
10
Engine control system

Pressure transducer, PT301
Blocking valve
Solenoid valves for starting, CV321, and
slow turning, CV331
Main starting valve
Drain valve
Flame arrester
Safety valve
Connection piece
Starting valve
Fig 21-1
11
12
13
14
15
16
17
18
19
20
Air block
Connection piece
Starting air distributor
End plate
Plate
O-ring
Spring
Control piston
Liner
Plug
Starting air system
W34-402114 v2
NOTE
Before any maintenance steps are taken, ensure that the starting air shut-off
valve located before the engine is closed and the engine starting system is
drained completely.
21.1
Main starting valve
v6
The main starting valve is located on top the engine block at the flywheel end of the engine.
The pneumatically controlled main starting valve has three working phases.
Start phase: The pilot air will push the hollow piston and the start air can run with free
access.
Slow turn phase: The pilot air moves the twin piston so that the slow turn circuit will be
open. Use the throttle to adjust the slow turn speed. Turn the throttle clockwise or
counter clockwise to decrease or increase the speed respectively.
Closed phase: The valve breaths freely with no pilot air. The main air line is closed.
21-2
DBAC198528
NOTE
During the start phase, the slow turning have to be activated over the whole
starting time. If the slow turn is not connected, the air pressure through the air
venting opening of the valve will be lost.
The valve is pneumatically operated by air from starting air line pipe. Two solenoid valves
(one for slow turning and one for starting) control the operating air to the starting valve. The
starting valve has an adjustable orifice to set the speed when turning slowly.
13
10
8
1
12
11
3
1
2
3
4
5
6
7
O-ring
Pipe
Main starting valve
Distance piece
Bracket
Pipe
O-ring
Fig 21-2
8
9
10
11
12
13
Safety valve
Gasket
Flame arrester
Pipe
Pipe
Solenoid valves for starting, CV321, and
slow turning, CV331
Main starting valve
Maintaining the main starting valve
21.1.1
W34-402113 v2
v2
Prerequisites
Normally the main starting valve requires no maintenance. If any air leakage is visible, a
renewal of valve gaskets is necessary.
Procedure
DBAC198528
Remove the air pipes (6) and (12).

See Fig 21-2.
Remove the air pipes (2) and (11).
Remove the distance piece (4).
Unscrew and remove the main starting valve (3) from the bracket (5).
If the main starting valve is dismantled, renew all parts included in separate repair kit.
21-3
Mount the main starting valve and the distance piece with new O-ring.
Mount the pipe (11) and renew the gasket (9) and O-ring (7).
Mount the pipe (2) and renew the O-ring (1).
Starting air distributor
21.2
v6
The piston-type starting air distributor (See Fig 21-1) has precision machined
interchangeable liners (19). The liners as well as the pistons are made of corrosion resistant
materials. The pistons in the distributor are controlled by a cam at the end of the camshaft.
When the main starting valve opens, the control pistons (18) are pressed against the cam,
and the control piston for the engine cylinder in working phase admits control air to the
power piston (33) (see Fig 21-3) in the starting valve. The starting valve opens and allows
starting air into the engine cylinder.
The procedure will be repeated as long as the main starting valve is open or until the engine
runs. The start attempt period and the speed, at which the start system will be disengaged,
are preset values in the engine control system.
When the main starting valve is closed, the pressure drops quickly in the system and the
springs (17) lift the pistons off the cam, which means that the pistons touch the cam only
during the starting cycle. Hereby, the wear of these pistons is insignificant.
Maintaining the starting air distributor
21.2.1
v6
Prerequisites
Normally, the starting air distributor does not require any maintenance. If it is opened for
control and cleaning, then remove the complete distributor from the engine.
Certain pistons can though be checked in situ.
Procedure
21-4
Ensure that the starting air supply is shut off and that the air pressure is drained out
from the pipe system on the engine.
Remove the end plate (14).

Loosen all pipes from the distributor, see Fig 21-1. Remove the fastening screws and lift the
distributor off.
Remove the plugs (20) at which the pistons (18) will come out forced by the springs
(17).
Remove plate (15).
Take care not to damage the sliding surfaces of pistons and liners.
In case of a stuck piston, use thread M8 at the end of the piston to get it out, if
necessary.
It is recommended not to change the place of the pistons, although they are precision
machined to be interchangeable.
Utilize cylinder numbers stamped at the control air connections.
Clean the parts and check for wear.
If a liner is worn, press it out.

It may be necessary to heat the distributor up to about 200C as Loctite is used for fixation
and sealing.
DBAC198528
Clean the bore carefully so that the new liner can be inserted by hand.
Otherwise there is a risk of deformation of the liner and sticking of the piston. Replace Oring (16).
10 Apply Loctite 242 on the outside surfaces when mounting the liner.
Check that the openings in the liner correspond to those in the housing.
11 Check that there is no Loctite on the inside sliding surfaces.
12 Apply Molykote Paste G to the piston sliding surfaces before reassembly.
Wipe off surplus paste. Check that pistons do not stick.
13 Apply silicon sealant to both sides of the intermediate plate (15).
Do not use too much as surplus sealant will be forced into the system when tightening the
fastening screws.
14 After mounting the distributor to the engine but before connecting the control air
pipes and end plate (14), check that all pistons work satisfactorily, e.g. by connecting
compressed air (working air of 6 bar) to the distributor air inlet and by turning the
crankshaft.
It is then possible to see whether the pistons follow the cam profile.
CAUTION
Do the testing with control air pipes and starting air pipe disconnected.
21.3
Starting valve
v1
The valve consists of a valve spindle (34) with a spring-loaded operating piston (33)
mounted in a separate housing.
30
31
41
38
32
33
39
34
37
35
40
42
36
30. Nut 31.Yoke 32.Nut 33. Piston 34. Spindle 35. O-ring 36. Sealing ring 37. Spring 38.Oring 39. O-ring 40. O-ring 41.Housing upper piece 42. Housing lower piece
Fig 21-3
DBAC198528
Starting valve
W34-402107 v1
21-5
21.3.1
Maintaining the starting valve
v2
Prerequisites
Check and clean the valve in connection with overhauls of the cylinder head.
Procedure
1
Remove the fastening nuts (30) and remove the valve yoke (31).
Pull out the starting valve.
Unscrew the top piece (41).

Keep the upper housing key handle in the vice, if such is used. The lower body may be
deformed and become unusable if it is tightened in a vice.
Open the self-locking nut (32) and remove the spring (37) and the spindle (34).
Clean all parts.
Check the sealing faces of the valve and valve seat.

If necessary, lap the valve by hand. See instructions for the engine valves, chapter 12.,
section 12.3. Keep the piston on the valve spindle to get guiding.
Check that the O-rings (35) and (38) on the valve housing are intact.
Lubricate the O-rings and the piston (33) with Molycote G paste or similar.
If the O-rings are renewed, do not deform the Teflon slide ring more than necessary. The
mounting of the Teflon ring is eased if this is heated in hot water.
Reassemble the valve, check that the valve spindle and the piston moves easily and
closes completely.
10 Lubricate the thread of the self-locking nut (32) with Loctite 243.
11 Tighten the nut (32) to stated torque, see chapter 07.
12 Mount the valve housing upper piece (41) onto the lower piece (42) and tighten to
stated torque.
See chapter 07.
13 Check that the sealing ring (36) is intact and in position, when mounting the valve into
the cylinder head.
14 Tighten the valve yoke screws to torque stated in chapter 07.
21.4
Starting air vessel and piping
v4
The starting air system is designed to prevent explosions.

An oil and water separator as well as a non-return valve should be located in the feed pipe,
between the compressor and the starting air vessel. At the lowest position of the piping
there should be a drain valve.
Drain the starting air vessel from condensate through the drain valve before starting.
The piping between the air vessels and the engines should be carefully cleaned when
installing. Also later on they should be kept free from dirt, oil and condensate.
The starting air vessels should be inspected and cleaned regularly. If possible, they should
then be coated with a suitable anti-corrosive agent. Let them dry long enough.
21-6
DBAC198528
At the same time, inspect the valves of the starting air vessels. Too strong tightening may
result in damages on the seats, which in turn cause leakage. Leaky and worn valves,
including safety valves, should be reground. Test the safety valves under pressure.
19
6
21
9
4
23
20
4. Main starting valve 5. Starting valve 6. Flame arrestor 9. Blocking valve 19. Safety valve
20. Pressure regulating valve 21. Starting air distributor 23. Solenoid valve 301. Starting air
inlet
Fig 21-4
21.5
Starting air system
Instrument air
W34-402110 v1
v1
The engine is equipped with a instrument air system for control of the:
Gas regulating unit
Wastegate valve
The Gas regulating unit is described in the installation specific instructions and the
wastegate valve is described in chapter 15 in this manual.
21.5.1
Maintenance of instrument air system
v1
than check of function and draining of condensated water.
21.6
Adjusting the slow turning device
v1
The slow-turning device speed is preferably adjusted when the engine is hot. If the
adjustment is done on a cold or pre-heated engine, the slow turning speed may be too high
when the engine is hot.
Run the engine until temperature has stabilised, stop the engine and adjust the slow turning
speed.
DBAC198528
21-7
When the engine is hot, follow the steps given below and ensure that the slow turning is
properly tuned for any start condition:
Procedure
1
Mark the flywheel with a piece of coloured tape at A1 TDC, such that it is easily
visible.
Activate the slow turning solenoid valve CV331 by pushing the button on the valve
body.
Measure the time taken by flywheel to rotate two revolutions in seconds.

If the time taken to complete two full rotations ranges between 8-12 seconds, the slow
turning solenoid adjustment is correct.
21-8
DBAC198528
22.
22. Control Mechanism
Control Mechanism
The 34SG engine does not have any injection pumps and due to that the engine is not
equipped with any speed governor, control shafts nor any mechanical overspeed trip
device.
DBAC198528
22-1
22. Control Mechanism
22-2
DBAC198528
23.
23. Instrumentation and automation
Instrumentation and automation

This engine is equipped with Wrtsil Unified Control (UNIC) automation system.
23.1
UNIC automation system
v7
The UNIC automation system is an embedded, modular engine control and monitoring
system. Some parts and functions are optional depending on application. The system
endures varying temperatures and vibration and can thus be used in various demanding
environments. It can be mounted directly on the engine as there are no dispersed external
cabinets or panels. Therefore, the engine can be delivered fully tested from factory. The
number of inputs and outputs are determined to suit the application optimally. The galvanic
signal isolation is also made to match these needs.
6
5
4
1
2
3
4
Cylinder control module (CCM)

Input and output module (IOM)
Wartsila coil driver (SG only)
CAN bus (open)
Fig 23-1
DBAC198528
UNIC C3 system overview
5
6
7
8
Power distribution module (PDM)

Main control module (MCM)
Engine safety module (ESM)
Local control panel (LCP)
GUID-DB781D3F-1E57-476D-A4A3-F0AC596AE836 v3
23-1
The system handles the following tasks and functions:

Local interface to the operator, including a local display indicating all important engine
measurements, an hour counter (optional), and a local control panel (LCP) (optional)
Fundamental engine safety:
Fully hard-wired safety for:
Engine overspeed (redundant)
Lubricating oil pressure
Cooling water temperature
Shutdowns
Emergency stops
Alarms
Load reductions
High-performance electronic speed and load controller with various operating modes
Engine start and stop management
Full diagnostics and integrated test routines
Bus interface
Electronic fuel injection control (EFIC) technology.
23.1.1
Parts of the automation system
v5
Related topics
Local control panel............................................................................................................. 23-3
Main control module........................................................................................................... 23-7
Engine safety module....................................................................................................... 23-18
Power distribution module................................................................................................23-27
Input and output module.................................................................................................. 23-29
Wrtsil coil driver............................................................................................................ 23-31
Cylinder control module....................................................................................................23-32
The UNIC automation system consists of:
Local control panel (LCP): A panel on a cabinet on the front side of the engine that
contains push buttons for local engine control (optional) and graphical display units
displays for local reading of the most important engine parameters. All sensors on the
engine are connected to the automation system, and the information from theses
sensors is displayed on the display units.
Main control module (MCM): Handles all the start and stop management and speed
and load control and safety functions.
Engine safety module (ESM): Handles fundamental engine safety and is the interface to
the shutdown devices and some local instruments. Constitutes also the major hardware
signal interface to the external systems.
Power distribution module (PDM): Distributes, filters, and handles the fusing of the
module supply (2 x 24 VDC) and the valve drive supply (2 x 24 VDC or 2 X 110 VDC).
Input and output module (IOM): Handles measurements and limited control functions
in a specific area on the engine where the sensors and devices are located.
Communicates with other IOMs and the MCM over CAN. The number of modules varies
according to cylinder number, engine type, and application.
23-2
DBAC198528
Cylinder control module (CCM): Handles all the injection and combustion monitoring of
a number of cylinders per module.
Wrtsil coil driver (WCD): The ignition system module for spark-ignited gas (SG)
engines.
Wrtsila CAN switch-10 (WCS-10): Used for safely connecting for example
WECSplorer to UNIC system. The switch is equipped with four CAN channels for
switching and one CAN channel dedicated for configuration and diagnostics for the CAN
switch itself. In the UNIC automation system, it can be used for load-sharing CAN bus
and for WECSplorer connection.
Sensors
Valves
23.2
Local control panel
v4
Related topics
Local display unit................................................................................................................ 23-4
Control buttons and switches.............................................................................................23-6
The local control panel (LCP) is a resilient electrical cabinet mounted on the front side of the
engine.
LCP is the local interface for viewing engine measurements. It consists of:
Local display unit (LDU) with a number of submenus (1)
1 Local display unit

2 Emergency stop button
Fig 23-2
DBAC198528
Front view of local control panel
GUID-09E05376-EA8C-46FE-AD43-97A6E47D8490 v1
23-3
23.2.1
Local display unit
v3
The local display unit (LDU) is located on the engine and replaces the traditional pressure
gauge panel, the thermometers, and other local instruments. It has a key pad for the
activation of various pages and a graphic display.
A LED that indicates the status of the power supplies is also located on the front panel.
When the LED is steadily on, it indicates that both power supplies are working. Flashing
LED indicates that one of the power supplies is missing.
The LDU is connected to the main control module (MCM) that transfers the application data
over CAN to the display.
Information shown on the LDU pages includes:
General system layout
Logical name of sensor
Readings
Abnormal values (inverted)
Bar graphs
Various status information (for example modes)
NOTE
The display shown below is an example. The displays can vary depending on
application.
23-4
DBAC198528
1
2
3
4
Main page
Alarm list page
Escape/back
Accept/Enter
Fig 23-3
5 Rotary knob
6 Dynamic function
7 LED
Local display unit
GUID-75C8FC88-2D17-4603-92DB-D068ECADFE91 v1
The LDU has two LEDs at the top right-hand corner:

Power supply LED:
If both supplies are OK, power LED glows green.
If one supply is missing/failed, power LED blinks green.
If both power supplies are missing/failed, power LED is off.
Status LED: According to application
At the rear side, there are two ethernet LEDs and three CAN LEDs:
Ethernet (Modbus TCP) LED: If it is connected, ethernet LED glows green, otherwise off.
CAN LED:
If the CAN is OK, LED glows yellow.
If CAN bus is off, LED glows orange.
23.2.1.1
Local display unit pages
v2
To access these pages, use the buttons on the local display unit (LDU).
DBAC198528
23-5
NOTE
The screen shots of pages below are only guidelines. The pages may differ from
engine to engine.
Main page
To view the main page, on the local display unit (LDU), press the Main page button.
On the Main page, the LDU displays the most important engine measurements and their
status. This can be for example, engine speed, engine cooling water temperature, engine
load and fuel demand.
Escape/back
Press this button to aborts the current editing action without storing the edited value. This is
a generic escape/back function.
Accept/Enter
Press this button to accept and store the set values in the system.
Rotary knob
Use this combined rotary knob/push button to navigate within pages and to edit settings.
By default, the cursor is in navigation mode in which it moves from element to element with
each turn of the knob. However, the cursor moves only to those UI elements where you can
edit a value or activate a button. When the cursor is at an editable text field, one short press
of the selector knob push button lets you enter the edit mode.
Dynamic function buttons

The six buttons below the display have dynamic functionality. This means that they have
different function depending on which page is presently active. The function is described
with at short text on the lowest part of the display (screen), just above the buttons.
These buttons are mainly used for page selection, and in the page hierarchy, they display
new definition when entering a sub page. If more pages are present for a certain hierarchy
level than the available dynamic function buttons, you can use the arrow buttons to scroll
the pages either to the left or to the right.
23.2.2
Control buttons and switches
v4
Emergency stop button

Press this button to instantly shut down the engine.
The push button position is latching, and to release the button, it needs to be turned. The
emergency stop function in ESM is also latching, and after the rotation speed has reached
zero level, this latch can only be reset by pressing the reset button. The emergency stop
button is mounted separately from the other buttons and switches.
NOTE
Before a reset and a restart is performed, the reason for the automatic
protective action must carefully be checked.
23-6
DBAC198528
Control supply switch (24 V)

A switch for disconnecting the 24 volt DC supply from the external system to the LCP. The
switch is located at the front of the LCP in inline engines and inside the cabinet in Vengines.
23.3
Main control module
v4
Main control module (MCM) is a versatile and configurable microprocessor-based control

and data acquisition module. It has a variety of analogue and digital measuring channels as
well as a number of analogue and binary outputs. The main task of the MCM module is
acting as the speed controller for the engine. The module can be mounted directly on the
engine.
The tasks of the MCM include:
Speed and load control
Start and stop management
Fuel management
Other strategic control
Fig 23-4
Main control module
GUID-789ACBC7-559A-4599-B133-2204B06AE28C v1
MCM contains diagnostic features, for example:

Memory check sums
CPU watchdog
System temperature
Open/short circuit detection
DBAC198528
23-7
Sensor diagnostics
Other application-specific diagnostics
The maximum current consumption of MCM all outputs energised is 2 A. The idle
consumption is less than 200 mA.
There are four hardware-controlled green LEDs in the MCM.
Table 23-1 Hardware-controlled LEDs in MCM
LED marking
Description
PWR1 24V
Indicates state of power supply 1 input.
PWR2 24V
SYS 24V
Indicates state of power supply to module logics and microprocessor.
SENS 24V
Indicates state of power supply output used for module's I/O.
The module has one software-controlled, two-colored diagnostic LED that indicates the
execution state.
Table 23-2 Software controlled two-colour LED
LED
Description
Off
No software is running.
Red
Bootloader 1 is running and waiting for connection.
Red flash
Bootloader 1 has established connection with downloading tool/Wecsplorer.
Yellow
Bootloader 2 is running and waiting for connection or software is in lockup.
Yellow and red Bootloader 2 cannot find application; waiting for connection.
flash
Yellow flash
23.3.1
Application software running.
Speed controller
v3
The speed controller is fully embedded in the main control module (MCM), and it can be
used in various Wrtsil engine applications.
To ensure uninterrupted operation if one speed sensor fails, the speed controller uses two
speed sensors simultaneously.
Speed controller parameters are verified and changed at the test run facilities at the engine
maker, if necessary. Thus, they do not normally need to be changed at the installation.
However, if changes are necessary, a separate service tool needs to be connected to the
module. Downloaded settings are permanently stored in the module's flash memory and are
not lost at a power failure.
In the speed control algorithm, the speed reference is compared with the measured engine
speed. The difference between these signals constitutes the input to a PID (proportional
integralderivative) controller. The regulation output of the MCM controller changes
accordingly to sustain the reference level.
In gas mode the gas injection duration reference are calculated and sent to the CCM's.
23-8
DBAC198528
23.3.2
Engine loading
v1
When the generator breaker or clutch is closed, the engine is operated in droop mode, kW
mode, or isochronous load sharing mode, primarily depending on the pre-selection of the
OS7328 kW control enable and OS7329 Isochronous load sharing enable inputs. The kW
mode and isochronous load sharing mode require that the vital parts of the system are
functional. If important signals are missing or not communicated, the functionality
automatically switches over to droop mode.
23.3.3
Droop mode
v3
When two or more engines operate in parallel, load sharing is needed. Load sharing means
that each engine contributes equally to the total power demand. It also ensures that load
changes are absorbed evenly by the engines in operation.
Droop control is a basic load sharing method by which engines running in parallel share the
load by decreasing their internal speed reference proportionally to an increase in load. No
communication or signalling is needed between the engines in this mode. The droop value
is normally set to 4 % but the setting can be changed, if necessary. Too low droop value
means that the load can potentially start oscillating between the engines. Too high droop
value means that the plant's frequency decreases more steeply with the load level.
2
Y
4
5
6
50
100
x = Engine load [%]

y = Engine speed reference [rpm]
1 Reference correction
2 Operating point before load change
3 Operating point after load change
Fig 23-5
Droop mode
4 Operating point after correction

5 Nominal net frequency
6 Droop curve
GUID-3574C659-4BE3-4196-9123-51C3993688E3 v3
Load sharing based on droop means that the power management system (PMS) may, after
major load changes, have to compensate the effect derived from the droop slope.
Therefore, under such conditions, this system should activate the OS163 Speed increase or
the OS164 Speed decrease input of the automation system (in so called cascade control) to
compensate for the droop slope, that is, to ensure that the bus frequency is kept within a
certain window regardless of net load level.
DBAC198528
23-9
2
3
4
9
8
10
10
Fig 23-6
Load sharing based on droop
11
12
12
PLC/PMS
Plant net load
Plant net frequency
Frequency is biased by increase/decrease pulses
(influences the controller's speed reference)
5 Speed control
6 PID
11
1
2
3
4
7
8
9
10
11
12
Actuator driver
Reference speed
Error
Actual speed
Actuator
Speed pick-up
GUID-C4F61125-E1E1-4FF8-BBFF-9A8113F09EFB v2
In droop mode, the load of the engine is ramped up by setting the OS163 Speed increase
input high. The internal speed reference in the automation system increases with a predefined rate (the rate of change is configurable), and this determines thereby the loading
rate. Increase commands are used until the load level of this engine is equal to other sets
running in parallel. In other words, the OS163 Speed increase and OS164 Speed decrease
inputs shall not only be used for bus frequency compensation but also for biasing the load
between the engines.
23-10
DBAC198528
1
2
4
X
x = Time
y = Engine speed reference
1 INC pulses
2 DEC pulses
Fig 23-7
3 Pulse step size

4 Engine speed reference
Ramp control in droop mode - INC/DEC pulse mode TRUE
GUID-D5C07A40-AC81-4D0D-
A598-343D648D9387
v3
1
2
3
4
X
x = Time
y = Engine speed reference
1 INC pulses
2 DEC pulses
Fig 23-8
3 Ramp rate
4 Engine speed reference
Ramp control in droop mode - INC/DEC pulse mode FALSE

GUID-192F9A83-6AA2-429F-87D1-342C97355674
DBAC198528
v3
23-11
When it is intended to shut an engine down, the engine load can in the corresponding way
be decreased, by activating the OS164 Speed decrease input. When the load has reached
a low level, the generator breaker can be opened, and the engine can be shut down.
Droop mode can also be used on larger grids, but this is not recommended (particularly if
the grid frequency has high variations) because of the risk of engine overload. Droop mode
is also a backup mode to kW control mode and isochronous load sharing mode if
conditions to keep the engines in these modes are not fulfilled for some reason.
23.3.4
kW control mode
v2
In kW control mode, the control loop is a true load control loop where the engine speed is
only used for safety purposes. An internal load reference is compared to the measured
engine load (UT793 Generator load input signal). The error is the input to a PID controller for
the load control loop.
The output of the controller determines the global main fuel injection (MFI) demand, and
thus the output is set to sustain the load reference level
kW control mode is used particularly on power plant engines. This control mode is activated
when the input OS7328 kW control enable is activated and the GS798 Generator breaker
status and GS799 Grid breaker status inputs are both closed. The kW control mode has
most benefits in base load applications where the grid frequency stability is low. The engine
load does not fluctuate according to the frequency in the same way as if it would do in
speed control mode with droop.
1
2
X
0
1 Engine speed (rpm)
2 Engine load (%)
3 Operating area for true kW control
Fig 23-9
kW control mode
50
100
4 Operating point with old load reference
5 Operating point after ramping to new
load reference
6 Grid frequency
GUID-C894E7CB-2D1D-43DD-8CE6-C7C3AA260FFC v3
If the grid frequency is not within a predefined speed window, the control mode
automatically trips to droop mode. If the UT793 Generator load signal fails, the engine shuts
down.
The speed reference is updated continuously by the speed control loop in kW control,
which means that if a trip occurs, the transfer is almost bumpless. By toggling the OS7328
kW control enable input, kW mode is restored, providing that all enabling conditions are
met.
23-12
DBAC198528
When entering this mode from CB open control mode, the load reference is initially set to a
predefined base level. This is done to avoid risk of reverse power of the genset when
entering this mode from the CB open control mode. The internal load reference is then
ramped up to the externally given reference OT795 kW reference with a predefined ramp
rate.
1
Y
2
3
4
6
Y
7
8
X
1
2
3
4
5
Engine load reference

Time
Gen CB is closed
Engine load reference is started to ramp
to goal reference
6 Relative base load is set to engine load
reference
Fig 23-10
DBAC198528
Relative base load reference
7
8
9
10
11
OS7321, Engine unload

Gen CB open command is set active
Engine load
Relative trip load
GUID-E356318F-D317-4DA6-B181-0F08F89E9F8D v5
23-13
When input OS7321 Engine unload is activated, the load reference target is set to a base
load level, and the load reference is ramped down according to a predefined unload ramp
rate. When reaching this level, the OS7602 Gen. breaker open command output goes high
(engine disconnected) and CB open control sub-mode is entered.
In kW control mode, the controller uses dedicated load-dependent PID settings.
23.3.5
Isochronous load sharing mode
v3
An engine operating in isochronous load sharing mode keeps the speed at the speed
reference regardless of the load level of the system. Engines operating in isochronous mode
need to have the same relative speed reference for load sharing.
In genset applications, the initial speed reference is always the rated speed. In propulsion
engines, the speed reference is set according to the analogue speed reference from the
propulsion system controller.
1
X
0
50
100
x. Engine load [%]

y. Speed reference [rpm]
1 Operating point before load change
2 Operating point after load change
3 Nominal net frequency and speed reference
Fig 23-11
Isochronous load sharing mode
GUID-D8A86E22-0F51-4F00-A0C0-9151918EB7FC v3
Load sharing in isochronous load sharing mode is provided with communication over LS
CAN. Each engine monitors the relative load itself and of the other engines connected to
the same load sharing network, and calculates a relative system load. The unit compares its
own relative load with the relative system load and biases its internal speed reference until
the two loads are equal.
Whenever a new engine is connected to the load sharing network, it should be uploaded
softly. To provide soft uploading of an engine in isochronous load sharing mode, a predefined ramp rate is used. Unloading of an engine running in isochronous load sharing
mode is achieved by setting the input OS7321 Engine unloading high. When the input is
activated, the unloading is performed by ramping down the engine load similarly to the
uploading case. When the relative engine load reaches a pre-defined trip level, the binary
outputs OS7602 Generator breaker open cmd and OS7603 De-clutch go high, and the
engine is thereby disconnected.
Load sharing bias is provided for running some of the engines on the same electrical
network on a constantly different relative load compared to the other engines. This is
achieved by using the IT796 Asymmetric load sharing bias input.
23-14
DBAC198528
In isochronous load sharing mode, the controller uses dedicated load- and speeddependent PID settings.
23.3.6
Start and stop management
v3
One of the main tasks of the main control module (MCM) is to act as an embedded
management system together with the engine safety module (ESM) and handle start
blockings and the engine's slow turning start sequence and stop sequence (if slow turning
is used).
On SG engines, MCM handles the same safety as ESM.
The automation system controls and monitors a number of engine parameters and initiates
all required actions under various engine conditions. These actions can vary from blocking a
start or initiating an alarm to shutting down the generating set. Because of this reason the
automation system has a number of internal modes. Different modes have different priority,
and the mode transitions can occur only according to predefined rules.
Stop
Manual stop
Ready for start
Rundown delay
Start block
Manual reset
Safety
Manual reset
Safety
Standby
Manual stop
Safety
Start request
Safety
Shutdown
Manual reset
Emergency
stop
Safety
Start
Safety
Manual stop
Safety
Safety
Safety
Run level reached
Run
Manual stop
Fig 23-12
23.3.7
Engine modes and allowed transitions
Engine speed measurement
GUID-120B4DC1-F3A3-4E20-BAE0-CEE5784D86A4 v1
v3
Engine speed is one of the most critical engine measurements. The measured engine speed
is used for, among many other things, fuel demand control to achieve stable control of the
engine speed and load.
Since a four stroke engine working cycle consists of two flywheel revolutions, speed
sensors mounted on the flywheel cannot alone be used to measure the engine position.
Therefore, phase sensors are also used to measure the engine phase using a half moon
shaped disc mounted at the end of the camshaft.
DBAC198528
23-15
For on-engine measurement of the engine speed and phase, the engine phase is not
needed by the main control module that controls the engine speed. In the cylinder control
modules, both speed and phase are needed to calculate for example injection timing.
Therefore, the speed sensors are connected to both the main control module and the
cylinder control module. The phase sensors are only connected to the cylinder control
modules.
The speed pickups are mounted close to the engine flywheel. On the flywheel, there is a
certain number of holes or teeth. The engine speed is measured by dividing the number of
holes or teeth on the flywheel into equivalent segments of a certain length. The time of
rotation is measured for each segment and because the angle of rotation is known, the
engine speed can be calculated. For redundancy reasons, there are two speed pickups
sensing the speed at which the flywheel is rotating.
The speed calculated in the cylinder control modules is also sent to the main control
module over CAN, which means that there are three different sources for engine speed in
the main control module.
For redundancy reasons, two speed sensors and two phase sensors are connected to each
cylinder control module.
NOTE
The amount of cylinder control modules varies depending on engine
configuration.
1
2
1
2
3
4
Primary speed sensor

Secondary speed sensor
Main control module
Cylinder control module
Fig 23-13
5 CAN
6 Primary phase sensor
7 Secondary phase sensor
Engine speed and phase signal distribution
GUID-AF42447D-A5E3-4203-914D-F0646FE4B870 v2
The speed sensors mounted close to the flywheel of the engine provide the measurement
system with pulses from the holes or teeth on the flywheel. The time processing unit (TPU)
takes care of the low-level speed measurement and provides the measurement system with
the information needed to calculate the engine speed, that is, the time needed for the
flywheel to rotate a certain amount of holes.
23-16
DBAC198528
Fig 23-14
Speed sensor
GUID-5B476F94-C973-42D0-88CD-541D85998FF3 v1
As the automation system must detect the accurate engine angular position, one missing
hole is arranged in both speed sensing hole peripheries on the flywheel so that the pulse
train contains one missing pulse for each engine revolution. The angular locations of the
missing holes are such that the end edge (the positive electrical flank) of the hole coming
after the missing hole is accurately at the top dead centre (TDC) of the cylinder (A)1. The
speed sensors use separate holes but the holes are in parallel, thus the phase difference
between the two signals is negligible. The number of holes is 120 minus the missing one,
that is, 120 - 1.
1
2
1 Prime
2 Backup
Fig 23-15
1201 holes machined in the flywheel gear rim for the speed measurement
by the speed sensors
W46F-442354 v2
The sensing gap for these engine speed sensors has to be 2,5 mm 0,2 mm. The speed
signal pulse train from the two speed sensors has the shape as in picture below. This signal
is connected to all cylinder control modules as well as to the main control module. The main
control module, however, has no use of the TDC information, only the speed level
information.
DBAC198528
23-17
8
9
1
2
3
4
5
Cylinder (A)1 TDC

Direction of rotation
Missing drilling
Drillings
Sensor tip (M12)
Fig 23-16
6
7
8
9
High
Low
Signal
Cylinder (A)1 TDC at first positive flank
after missing hole
Missing hole location and speed signal pulse train
W46F-442355 v2
In case of an engine overspeed, an independent overspeed protection is provided as a part

of the engine safety module's (ESM's) functionality using separate backup engine speed
sensors. If engine overspeed is detected, the ESM initiates an emergency stop of the
engine independent of the main controller.
23.3.8
Input and output signals
v2
The automation system has a number of binary input and output signals for control and
information purposes.
All binary output signals from the main control module (MCM) are connected via internal
opto-couplers for galvanic isolation and protection of the engine-built electronic module.
Binary outputs from switches and buttons and the engine safety module (ESM) module are
connected directly.
23.4
Engine safety module
v4
The tasks of the engine safety module (ESM) include:

Handling the fundamental engine safety and a number of speed measuring functions
Acting as the interface to the engine shutdown devices and local instruments
Acting as the major signal interface to the external systems of the engine
The module is tuned for the specific installation, and adjustments for application setup are
performed digitally via a push button interface or via CAN.
ESM design is largely redundant, based on independently working microcontrollers.
23-18
DBAC198528
1 LED indications for power supply

2 LED indications for the function of the module
3 Connectors (inputs/outputs)
Fig 23-17
DBAC198528
Engine safety module front panel (ESM-20)
GUID-C9D5E4D9-644A-4FC4-B9EF-2EF84AF82D6D v3
23-19
23.4.1
Engine safety module power supply

Failure
detection
Primary power
supply,
11:1-2
v3
Main supply
failure
24 V
+5V
- 5V
+3.3V
F1
Power supply 1 for

main logic
Failure
detection
24 V
Supply 1
failure
+5V
- 5V
+3.3V
F2
Secondary
power supply,
12:1-2
Power supply 2 for

stop circuit 2
Failure
detection
Supply 2
failure
Power supply 3 for
isolated engine speed
24 V
+5V
- 5V
+3.3V
+3.3V
+5V
- 5V
F3
Failure
detection
Supply 3
failure
Power supply 3 for isolated TC speed outputs
24 V
Failure
detection
Fig 23-18
Main supply
failure
Engine safety module internal power supply principle
GUID-EEEBBE77-45DB-47A0-99E4-071B23E8F773 v2
To ensure that the engine safety module (ESM) is functional in all situations, full redundancy
is achieved by combining the double incoming power supplies to the module.
Supply failure detection:
Failure on any supply activates ESM alarm output.
Supply failures are detected on:
Primary (power supply 1)
Secondary (power supply 2)
Internal power supply circuits (3 pcs)
LED indications (green):
Power 1 (primary)
Power 2 (secondary)
Internal supplies that are protected by electronic fuses
As all inputs and outputs are short circuit protected the electronic fuses in ESM-20 are only
for protection of internal failures and breakdowns.
23-20
DBAC198528
23.4.2
Engine safety module speed sensor
v2
The rotational speed of the engine or generating set is measured with a touch-free inductive
PNP-type proximity sensor. A 24 V DC current is supplied to the sensor from the engine
safety module (ESM). The third pin of the sensor gives the speed proportional pulse train
output. The pulse output voltage level varies between two fixed levels: 0 V DC and 24 V DC.
The electronics of the M12x1 flying lead sensor is resin-moulded into a tubular housing of
nickel-plated brass.
23.4.2.1
Mounting the speed sensor
v2
2
24VDC
2.0 0.5 mm
3
1 Black
2 Brown
3 Blue
Fig 23-19
Engine speed sensor
GUID-3CF63162-2281-4491-8712-6FE91B1EA895 v2
Procedure
1
Turn the engine until the top of a cog is visible in the sensor mounting hole.
Carefully screw in the sensor by hand.
Unscrew the sensor approximately 2 revolutions for a sensing gap of 2.00.5 mm.
Tighten the counter nut carefully.
NOTE
Do not run the engine while adjusting the sensor.
NOTE
Do not overtighten the counter nut
DBAC198528
23-21
23.4.3
Speed measuring and speed switches
Power supply 3
f // f
Engine
speed
sensor 1,
X13:1-3
X13:1-3
Overspeed
trip circuit 1,
115 - 120%
f / fU
Sensor 1
failure
detection
Overspeed 1
Max select
Speed sensor
1 failure
fU/ /I I
Engine speed
output 2,
X28:7-8
X28:7-8
Internal speed
signal
Sensor 2
failure
detection
f / fU
Overspeed
trip circuit 2,
115- 120 %
Overspeed 2
Power supply 2
Fig 23-20
Engine speed
output 1,
X27:7-8
X27:7-8
Power supply 3
Speed sensor
2 failure
Engine
speed
sensor 2,
X14:1-3
X14:1-3
Engine speed
pulse,
X27:1-2
X27:1-2
Overspeed 1
SHDstatus,
SD
status,
X25:5-6
X25:5-6
fU////I IororUU
Compare &
fail detection
Speed diff.
failure
v4
Speed measuring and overspeed protection principle
Overspeed 2
SHD status,
X25:7-8
GUID-3133F730-F72E-4560-B74F-CD81ACDD4852 v3
The engine speed is measured with two independent speed sensors with separate supply
circuits and separate sensor failure detection circuits. Inductive proximity PNP-type sensors
are used.
The frequency from the speed sensors is measured by independent microcontrollers. The
measured values are used to trig the internal overspeed trip circuits in the engine safety
module (ESM).
Both overspeed limits are fixed to 115 % of rated engine speed.
Failure detection:
Frequencies of the two speed measuring channels are compared to each other. A speed
differential failure is triggered when the difference between the speed signals is greater
than 5 %. Speed differential failure indication is disabled if rotational speed is smaller
than speed switch 1. The higher speed value (if different) is used as an internal speed
signal for controlling the analogue outputs and the speed switches.
Short circuit detection
Wire break detection
Sensor failure and speed differential failure triggers ESM alarm output after two seconds
delay if failure remains.
23-22
DBAC198528
Speed outputs:
Engine speed output 1 (0-10 V DC or 4-20 mA depending of ESM setting) is connected
to external systems. The signal is galvanically isolated and short-circuit proof.
Engine speed output 2 (4-20 mA) is used internally for local indication (in WIP-1*).
Overspeed shutdown:
Trigging point for overspeed shutdowns 1 and 2 is 115 % of rated engine speed.
LED indications:
Speed sensor 1 failure, yellow
Speed sensor 2 failure, yellow
Speed differential failure, yellow
Speed pulse 1, green
Speed pulse 2, green
Speed switch 1 ("engine running"), green
Overspeed shutdown 1, red
Overspeed shutdown 2, red
Status/control outputs:
Speed switch 1 is used as "engine running" information and is part of the external
interface of the engine. The same internal switch also controls the hour counter.
Speed switch 2 has configurable switching level and is also part of the external interface
of the engine.
The two overspeed status switches IS1741 and IS1742 are connected in series external
to the ESM and then connected to the main control module (MCM).
23.4.4
Shutdown reset
v3
The Shutdown reset input on the engine safety module (ESM) is connected in parallel with
the reset input of the main control module (MCM) (if used). Reset has to be pressed after all
automatic shutdowns as all shutdowns are latching in the UNIC system. A reset releases
this latch, and starting the engine is possible. Reset does not, however, override shutdown
signals that are still active. The ESM reset input is disabled when rotational speed is more
than 2 % of rated speed.
The indicator LED on the ESM front panel is lit when the shutdown reset input on the ESM
is activated and no shutdown is active.
LED indication:
Shutdown reset, yellow
23.4.5
Stop and shutdown signals
v4
Lubricating oil pressure

A dedicated safety sensor PTZ201 Lubricating oil pressure is connected to the engine
safety module (ESM). It activates engine shutdown if lubricating oil pressure is too low. This
analogue sensor is separate from the one connected to external systems and shuts down
the engine at predefined pressure and delay set points in the ESM.
If sensor failure is detected, the shutdown is blocked and the sensor failure indicated.
DBAC198528
23-23
Sensor failure detection is provided:

Sensor failure is indicated when signal is out of range (<3,5 mA or >20,5 mA).
ESM alarm output is activated after two seconds if failure remains. It is looped with other
signals in the common signal NS881 Engine control system, minor alarm.
LED indications:
Lubricating oil pressure sensor failure, yellow
Lubricating oil pressure shutdown, red
Lubricating oil pressure start blocking, red
Status outputs:
IS2011 LO oil press. shutdown status signal is sent to the main control module (MCM).
HT water temperature
Dedicated safety sensors TEZ402 HT water temperature is connected to ESM for the
activation of shutdown in case of high HT water temperature. The Pt-100 signals of these
analogue sensors are converted into internal voltage signals at the input stages in the ESM
and are used for further processing.
Sensor failure detection is provided:
Sensor failure indicated when signal is out of range.
ESM alarm output activated after two seconds if failure remains.
If sensor failure is detected, the shutdown is blocked and sensor failure indicated.
LED indications:
HT water temperature sensor failure, yellow
HT water temperature shutdown, red
Status output:
IS4011 HT temp. shutdown status signal is sent to the MCM.
23.4.6
Other engine safety module inputs and outputs
v4
Additional inputs
Stop 1 is activated by the remote stop signal via main control module (MCM). An
activation of this input will disable the injection and the shut down the engine.
Stop 2 is activated during slow turning.
23-24
DBAC198528
OS820/NS886 Main Controller shutdown is activated by the MCM in case of an

automatically generated shutdown. The activation of this input disconnects the injection
valve drive voltage, and the engine shuts down. This input is latching, that is, a reset is
required to release the shutdown. A signal interruption failure detection (using a 22 k
resistor) is provided between the two modules. LED indications for Main Controller
shutdown (red) and Main Controller shutdown failure (yellow) are provided.
OS7305 External shutdown 4 is connected to an external emergency stop signal that is
in parallel with the local HS723 Emergency stop button. The activation of this input
causes a disconnection of the drive supply from the injection valves and also informs the
MCM to enter emergency stop mode, that is, to set the fuel injection demand to zero,
and the engine shuts down. This input is latching, that is, a reset is required to release
the shutdown. A signal interruption failure detection (using a 22 k resistor in marine
configurations) is provided between the module and the external emergency stop
button. LED indications for External shutdown 4 (red) and External shutdown 4 failure
(yellow) are provided.
Inputs in the ESM used for possible optional engine shutdowns include:
OS7337 Engine shutdown 1
Additional outputs
IS7602 Stop/shutdown status 1 is activated when a the manual stop has been
activated, or in case any ESM-initiated shutdown or an external shutdown input is
activated. Signal connected to MCM and through an opto-coupler to the external
interface.
IS7309 External shutdown 1 status is activated in case the OS7309 External shutdown
1 input is activated. Signal connected to MCM.
IS7305 External shutdown 4 status output in ESM is activated in case the OS7305
External shutdown 4 (emergency stop) input is activated.
IS7337 Engine shutdown 1 status output in ESM that activates in case of activation of
an optional shutdown (see installation specific drawing, and use of ESM input OS7337
Engine shutdown 1 ). Signal connected to MCM.
IS7306 Stop/Shutdown override status output in ESM is activated in case input
OS7306 Stop/shutdown override to UNIC is activated. Overrides internal shutdowns in
MCM.
DBAC198528
23-25
23.4.7
Replacing the engine safety module
v1
WARNING
The below information must be read before installing and taking the product into
use. Neglecting to follow the instructions can cause personal injury and/or
property damage.
NOTE
This product is programmed/adjusted before delivery. Although every effort has
been made to ensure the accuracy of the programming/adjustment for the
device according to the information available about installation, engine number,
module etc, due to adjustments and/or re-engineering made by the endcustomer or other parties at the installation this information might be outdated/
inaccurate.
NOTE
All electronic equipment is sensitive to ESD (Electro Static Discharge). All
damaged by ESD must be taken.
NOTE
During the delivery from our warehouse to the end customer the product has
passed stages which are out of control of Wrtsil Finland Oy. During the
transportation the program/settings might have changed due to careless
handling, heat, exposed to radiation etc.
WARNING
Please take all necessary precautions when using the product for the first time
after repair, re-programming or adjustment has been made to the Product.
Whenever practically possible, always verify the functionality of the device
before taking into operation.
WARNING
Do not use automatic start of the engine!
Procedure
23-26
Switch off the power supplies.

The voltage is 24 V DC
Open the terminal box cover.
Disconnect all the connectors from the module.
Remove the screws.
Remove the module.
Insert the new module into its place.
Mount the screws.
Connect the connectors to the new unit.
DBAC198528
CAUTION
Avoid overtightening the connectors.
Fasten all the wires to the top of the unit using enough tie wraps.
10 Close the terminal box cover.

11 Switch on the power supplies.
12 Download the engine software to the changed module if it has not been predownloaded.
13 Verify that the software or module settings are correct.
23.5
Power distribution module
v3
The purpose of the power distribution module (PDM) is to distribute the power supply to all
electronic equipment on the engine. The module handles:
Filtering of the power supplies
Protection against over-voltage and voltage transients
Monitoring of earth faults
NOTE
Monitoring of earth faults is disabled on SG engines due to the nature of the
ignition system.
On ship installations and on some powerplant installations, the whole power supply system
is floating in respect to ground (PE), provided that both external supplies are isolated. PDM
is supplied with two redundant supplies.
Fig 23-21
DBAC198528
Power distribution module
GUID-05912E5C-8954-4B9D-837C-3243E882A6BE v1
23-27
PDM's functions include:

Monitoring of voltages
Short circuit protection
EMC filter
Over-voltage protection
Transient suppressors
Power failure detection
Earth fault detection (not on SG engines)
Reverse polarity protection
LED indications are provided for the input supply voltages, the fuses, and earth fault
monitoring.
Input voltages are monitored, and if the supply voltage drops below 18 V DC, the PDM
alarm output is activated. The LED indication corresponding to the input with the low
voltage is then turned off.
Each fuse has an individual (green) LED. The LED turns off if the fuse has blown. The
fuses are located inside the PDM and the cover must be removed in order to access
them.
An earth fault is indicated with LED indications, positive line failure, and negative line
failure separately. The earth fault detection alarm level is adjustable between 3 k300
k with a 10-step rotational switch. The earth fault detection can also be turned off with
this switch. The earth failure alarms from the Power distribution module (PDM) require a
manual reset on the module. A time delay for the activation of the earth fault is
selectable between 0128 seconds with a 9-step rotational switch.
The PDM failure outputs include:
1 x potential free output for general failure
1 x potential free output for earth fault
The failure outputs are open when active, meaning that total power failure also results in an
alarm.
External system
(Ship or power plant)
Engine mounted equpiment

equipment
Main
supply
Engine
Backup
supply
PDM
External system
- Main power supply
- Backup power
supply (or emergency
supply)
Fig 23-22
23-28
- DC/DC converter or
- AC/DC converter
- Galvanic isolation
- EMC filter
- Overvoltage protection
- Transient suppressors
- Reverse polarity rotection
p
- Power failure detection
- Earth fault detection
- Inrush current limiter
- Inj. valve drive voltage control
Power supply and distribution principle
W46F-442347 v1
DBAC198528
Fuse sizes (BUS 1, BUS 2, DRV 1, DRV 2, and a number of AUX-fuses) are installationspecific.
In some applications, there is a separate PDM for 24 V DC and for 110 V DC.
1
2
3
4
5
6
7
8
9
1
2
3
4
5
System main
System backup
Driver main
Driver backup
System bus #1
Fig 23-23
23.6
Input and output module
Fig 23-24
DBAC198528
Power distribution on the engine
Input and output module
6
7
8
9
System bus #2
Driver bus #1
Driver bus #2
Cylinder control module (CCM)
GUID-087518D4-C792-4CC6-9062-519195DC5157 v1
v2
W46F-442325 v1
23-29
The input and output module (IOM) contains a central processing unit (CPU) and diagnostic
features on internal system integrity (like memory check sums, CPU watchdog, system
temperature) as well as advanced I/O checks based on signal processing, for example
open/short circuit detection and sensor diagnostics. In addition, depending on application,
also other application-specific diagnostics is available.
This multipurpose I/O unit is used for data acquisition of analogue, binary, and frequency
signals but also for control, for example wastegate control, bypass control, and low
temperature/high temperature (LT/HT) water thermostat valve control, depending on
installation.
23.6.1
Wastegate control
v5
On gas engines, the wastegate is used for air/fuel ratio control.

When the engines generator breaker is closed, the charge air reference is taken from an
engine-speed- and engine-load-dependent reference table.
This derived reference is compensated for receiver pressure and air humidity. The
wastegate affects the turbocharger efficiency and controls thereby the air pressure in the
receiver. By adjusting this pressure along with the gas pressure, the air/fuel ratio in the
cylinder is optimised. The charge air pressure control is based on a PID controller that
compares the measured pressure with the derived pressure reference.
1
7
1
2
3
4
Engine
Charge air cooler
Air by-pass valve
Compressor
Fig 23-25
23-30
Air by-pass system
5 Turbine
6 Charge air intake
7 Exhaust gas outlet
GUID-6241C2BC-5D39-49C6-AF63-6929B5DD0EAB v1
DBAC198528
1
2
3
4
Engine
Charge air cooler
Compressor
Turbine
Fig 23-26
23.7
Exhaust wastegate
7
5 Charge air intake
6 Exhaust gas outlet
7 Exhaust wastegate
GUID-A8F65114-F228-4B05-84DE-CE2CB5B837D5 v3
Wrtsil coil driver
v1
The Wrtsil coil driver (WCD) module handles the ignition control for up to 10 cylinders.
On spark-ignited gas (SG) engines, there is one ignition controller per cylinder bank.
Fig 23-27
WCD module
FIG-442351 v1
For ignition timing control, two hard-wired signals are used: spark firing timing and spark
reference. These signals are connected between cylinder control modules and the ignition
control modules. On V engines, separate hard-wired pulses are arranged between a
cylinder control module and a second ignition control module. As the ignition control
module has no internal engine position measurement, and thereby acts completely as a
slave module, these signals define accurately when each firing must occur. A negative flank
DBAC198528
23-31
(falling edge) of each of these signals is the definition of the triggering point for an event
(firing). The firing order for a specific cylinder number is handled by relevant wiring setup
between the cylinder control modules drive outputs and the ignition coils for each cylinder.
The cylinder controller transforms the data of the ignition timing into the WCD with two
binary outputs:
The ignition timing constitutes at which angular position the firing of each cylinder must
occur. The engines cylinder angular displacement map is predefined in the cylinder
controller, and at the relevant firing moment for a cylinder, a spark firing timing pulse is
generated. The spark firing timing pulses are commands from the cylinder controller to
the ignition control module to provide a voltage pulse to the coils primary winding for
spark generation. The ignition controller generates this firing pulse on the falling edge of
the spark firing timing pulse. The first spark firing timing pulse of the ignition control
module constitutes the firing command for coil #1, that is, for the first cylinder in the
firing order sequence. The second pulse is for coil #2, that is, for the second cylinder in
the firing order sequence, and so on.
The spark reference pulse is the correspondence of a top dead centre (TDC) pulse. It is a
reset pulse for the spark firing sequence of up to 10 cylinders. The first spark firing
timing pulse after the spark reference pulse constitutes the firing command for the first
cylinder in the firing order sequence, and so on. After the last spark firing timing pulse
(last cylinder in firing order), a new spark reference pulse is sent out by the cylinder
controller, and the process is repeated.
For the above signals, the cylinder controller modules use timing references given by the
main controller over CAN. Over a separate CAN interface to the ignition controller, settings
such as energy level and the amount of sparks per ignition (multi-strike) are communicated.
Also diagnostic information is sent out from the WCD over CAN.
23.8
v3
The cylinder control module (CCM) handles:

Fuel injection control and cylinder-related measurements
Injection control of three cylinders
Calculation of the relevant injection duration and injection timing based on references
that the main control module (MCM) sends over CAN
The CCM is equipped with a powerful Motorola PowerPC MPC561 controller. It is a
versatile, configurable microprocessor-based control and data acquisition module with a
number of analogue measuring channels as well as analogue signal and drive outputs. It
communicates with other modules over CAN.
Fig 23-28
23-32
W46F-442344 v1
DBAC198528
To give injection command signals at the correct moment, the CCM needs accurate
information about the engine's speed and angular position. Therefore, the speed and phase
signals are hard-wired to all of these modules.
Cylinder pressure, exhaust gas temperature and knock sensors are also connected to this
module, and the information is sent over CAN to the MCM.
CCM provides high-energy PWM-type control signals to the fuel injectors, and uses a
separate valve drive supply to control these valves.
NOTE
The valve supply drive voltage is 24 VDC.
A higher current level ("pull-in current") is used at the beginning of the injection to ensure a
very fast and cycle-to-cycle-consistent opening of the injector. The lower current ("hold-in
current") is switched on as soon as the injector has opened. This lower current and energy
level reduces the heat development in the CCM drive circuitry and the solenoid valve.
Y
6
2
X
3
4
x. Duration [ms]
y. PWM current [A]
1 Typically 2...15 kHz
2 Peak valley
3 Pull-in time
Fig 23-29
4 Injection duration
5 Hold-in current
6 Pull-in current
Injector valve PWM current profile
GUID-294CBB34-F4A9-49B6-A2BB-5B19A892C821 v2
To regulate the current, a switching method called pulse width modulation (PWM) is used.
In emergency stop mode, to ensure an engine shutdown, the drive voltage to the injector
valves is totally disconnected.
In the automation system architecture, one CCM controls blocks of three (3) cylinders. If the
engine has a cylinder number that is not evenly dividable by three, an additional CCM is
used for the exceeding cylinders.
The CCM receives reference information for the injection duration and timing from the MCM
over the dual CAN communication bus.
There are four hardware-controlled green LEDs in the CCM.
DBAC198528
23-33
Table 23-3 Hardware-controlled LEDs in CCM

LED marking
Description
PWR1 24V
PWR2 24V
SYS 24V
Indicates state of power supply to module logics and microprocessor.
SENS 24V
Indicates state of power supply output used for module's I/O.
The module has one software-controlled, two-colored diagnostic LED that indicates the
execution state.
Table 23-4 Software controlled two-colour LED
LED
Description
Off
No software is running.
Red
Bootloader 1 is running and waiting for connection.
Red flash
Bootloader 1 has established connection with downloading tool/Wecsplorer.
Yellow
Bootloader 2 is running and waiting for connection or software is in lockup.
Yellow and red Bootloader 2 cannot find application; waiting for connection.
flash
Yellow flash
23.8.1
Application software running.
Engine phase measurement
v3
On four stroke engines, the crankshaft and thereby the flywheel make two revolutions for
one complete combustion cycle. The phase of the engine is detected by measuring the top
dead centre (TDC) during the firing stroke of cylinder A(1). Two phase sensors are used for
redundancy reasons. These sensors are PNP-type proximity switches and mounted at the
driving end of the engine's camshaft.
The phase sensors detect the phase of the engine by detecting the position of a half-moon
disc that is attached to the driving end of the camshaft. This disc is mounted in such a way
that a positive signal remains high during the A(1) firing stroke TDC.
23-34
DBAC198528
A
4
1 Camshaft
2 Half-moon disc
3 Cylinder (A)1 TDC

4 Edge high/low
A. High B. Low
Fig 23-30
Location of phase sensors
W46F-442356 v1
The sensing gap for these engine phase sensors has to be 2,0 mm 0,5 mm.
The speed and phase sensors are individually monitored in the cylinder control module
(CCM). If any of the sensors fails, an alarm is initiated. The CCM sends the calculated speed
over CAN to the main control module (MCM). If the prime speed signal fails in that module,
it initiates an alarm and uses the information over CAN as backup signal for the speed
controller and other calculations.
23.8.2
Gas feed system and gas pressure control
v7
During the engine start sequence, gas manifold flushing is performed to fill both main and
pilot gas manifolds with gas and to remove air from them. This improves the ignition at start
on the last cylinders in the gas manifold.
During gas manifold flushing, gas is fed to the manifold with degassing valves open so that
air escapes from the system through the venting pipes.
The gas supplied to the engine first passes an external gas unit which consists of:
Filter
Temperature/pressure sensors
Safety (shutoff) valves
Ventilation valves
DBAC198528
23-35
1
2
3
4
Gas inlet valve

Inert gas connection
Gas filter
Automatic shutoff valves
Fig 23-31
Compact gas ramp flow diagram
7
5 Venting lines
6 Main gas regulating valve
7 PCC gas regulating valve
GUID-5F7CD1E0-FA1A-40A9-8935-FFC6639C3E43 v2
The gas supply pressure reference is calculated by the main control module (MCM). This
reference depends on the charge air pressure and thus on engine load. An electrical
pressure reference signal is sent out to the pressure regulating valve. The actual gas
pressure is measured on the engine and compared to the reference pressure. If the
deviation is too high, an alarm is initiated. If the deviation increases even more, the control
system opens the safety valves on the engine, and the gas valve unit evacuates excess gas
pressure. The actual main gas injection duration of the engine is compared to a loaddependent duration reference vector. If the duration is more than expected, the gas
pressure is controlled upwards in small steps by a PID controller.
23.8.3
Gas admission
v2
The gas admission duration is dynamically controlled by the internal speed controller to
obtain pre-set speed or load reference levels. The quantity of main gas admitted to each
cylinder is controlled by the cylinder-individual gas admission valves that are actuated by
the cylinder control modules (CCMs).
The amount of gas admitted depends on the gas supply pressure and the time the main gas
solenoid valve is open (duration). The automation system uses pre-set (map) values to
optimize this mixture during engine operation. The duration is controlled individually for
each cylinder. The admission duration is cylinder-specifically offset based on the cylinder
balancing and knock control. The admission timing is mapped according to engine speed
and load. Valve duration, timing references, and offsets are sent to the CCMs from the main
control module (MCM) over the CAN bus.
23.8.4
Cylinder balancing
v1
An even gas admission duration setting for all gas admission valves does not result in
exactly the same gas quantity in all cylinders because of the geometry of the engine and
some variations in the gas valve performance.
23-36
DBAC198528
23.8.5
Cylinder pressure control
v3
The high Pmax control strategy is the primary method for adjusting the duration of cylinderwise gas admission. The actions are determined by two values: the peak pressure for the
cylinder and the average peak pressure for all cylinders. When running with cylinderpressure-based closed loop control, the exhaust temperature balancing and the adaptive
light knock balancing are used as a backup for the cylinder pressure sensors.
The cylinder output balancing is based on keeping the cylinder-wise Pmax within a
configurable window of the engine Pmax average. The allowed deviation is load-dependent.
In case of an exceeding deviation, the gas admission duration is adjusted.
If Pmax remains high for that certain cylinder even after the gas admission duration is
adjusted, the engine output is reduced. Engine load reduction also follows if average Pmax
of all cylinders is high. In case of very high Pmax, engine shutdown is initiated.
No balancing is done for a certain cylinder if the cylinder is close to knocking. If a single
cylinder pressure sensor fails, control of all cylinders is switched over to exhaust
temperature balancing on low load and adaptive light knock balancing on higher loads
(based on the accelerometer readings). The failed cylinder pressure sensor has to fixed and
the engine restarted before switching back to cylinder pressure control is possible.
23.8.6
Knock control
v5
When operating on gas, the combustion depends on a many factors, for example on fuel
quality and charge air temperature. If one of the parameters gets out of bounds, knocking
may occur.
Knocking is uncontrolled combustion with several flame fronts in the combustion space.
Knocking causes pressure waves inside the cylinder.
If the engine is in gas operating mode and the load level is above a preset level, the knock
control is enabled.
Light knocking
Light knocking, that is, small amplitude pressure waves, does not cause any damage to the
engine components but unattended these waves may evolve into waves of higher
amplitude.
Light knock in any cylinder immediately results in a slight reduction of the quantity of gas
injected into that cylinder. To maintain the same engine load level, the speed/load controller
automatically increases the gas admission into other cylinders. When the situation
normalizes in the cylinder, the gas admission is slowly restored to the original setting. This
process is continuous and keeps the cylinders slightly out of knocking conditions. This
process ensures that the efficiency of the engine is optimal.
Heavy knocking
Heavy knocking is caused by high amplitude pressure waves. If undetected, these can
cause direct damage to cylinder heads, cylinder liners, pistons, connecting rods, and crank
shafts. Knocking may also damage the engine components in a secondary way. The
pressure waves rapidly increase the heat transfer between the combustion gas and the
engine components. For example, the heat expansion of the piston top may be so large that
it jams the piston into the cylinder liner.
If heavy knocking occurs, to protect the machinery from damage, the automation system
first attempts to reduce the load and activates engine shut down if severe knocking
continues.
DBAC198528
23-37
Knock measurement
Knock measurements are based on a electrical signal from piezo-element accelerometers,
and extracted frequencies from cylinder pressure sensors (if equipped). Both sensors
measure knock simultaneously but the accelerometers are used as a backup if a cylinder
pressure sensor fails or is not equipped. The heavy knock control is similar to the high peak
pressure control. It observes the knock intensity in the cylinder and the average peak
pressure in all cylinders.
On exhaust and light knock adaptive cylinder balancing, the cylinder balancing is
transferred over from the average exhaust gas temperature algorithm to adaptive light
knock on 70% load.
The primary control method for knock is knock extracted from cylinder pressure (if
equipped). Light knock balancing based on accelerometers is used if a cylinder pressure
sensor fails and the engine is running on high load (over 70%).
The cylinder balancing is transferred over from the average exhaust gas temperature
algorithm. The balancing is set according to a predefined mapping. The transition is ramped
to avoid transients where many cylinders have to adapt to new offsets. When there is
frequent light knocking in a cylinder, that cylinder gets a static reduction of gas to keep it
out of knocking.
180
160
140
4,2
A
3,2
120
100
2,2
80
1,2
60
40
20
0
0,2
-0,8
A. Cylinder pressure curve B. Signal supplied by the piezo-electric knock sensor

Fig 23-32
23-38
Cylinder pressure and knock signals (without knock)
GUID-9114942C-97F2-4647-914A-6DB261774890 v1
DBAC198528
180
4,8
160
140
4,0
120
3,2
100
2,4
80
1,6
60
40
0,8
20
-0,8
A. Cylinder pressure curve B. Signal supplied by the piezo-electric knock sensor

Fig 23-33
23.8.7
Cylinder pressure and knock signals (with knock)
Exhaust temperature balancing
GUID-9F7A8C3E-8F89-4B00-9AEB-419FC9AB6818 v1
v2
Exhaust temperature balancing is used if a cylinder pressure sensor has failed and the
engine is running on a lower load. The main control module (MCM) compares each
cylinders exhaust gas temperature with the average exhaust gas temperature of the entire
engine and adjusts the duration of the individual gas valves with an offset to minimize the
deviation. There are limitations for the maximum adjustment to prevent possible component
failures causing a too rich or too lean gas/air mixture.
23.8.8
Replacing the cylinder control module
v1
WARNING
The below information must be read before installing and taking the product into
use. Neglecting to follow the instructions can cause personal injury and/or
property damage.
NOTE
This product is programmed/adjusted before delivery. Although every effort has
been made to ensure the accuracy of the programming/adjustment for the
device according to the information available about installation, engine number,
module etc, due to adjustments and/or re-engineering made by the endcustomer or other parties at the installation this information might be outdated/
inaccurate.
NOTE
All electronic equipment is sensitive to ESD (Electro Static Discharge). All
damaged by ESD must be taken.
DBAC198528
23-39
NOTE
During the delivery from our warehouse to the end customer the product has
passed stages which are out of control of Wrtsil Finland Oy. During the
transportation the program/settings might have changed due to careless
handling, heat, exposed to radiation etc.
WARNING
Please take all necessary precautions when using the product for the first time
after repair, re-programming or adjustment has been made to the Product.
Whenever practically possible, always verify the functionality of the device
before taking into operation.
WARNING
Do not use automatic start of the engine!
1
2
1 Connector
2 Screw
Fig 23-34
Module screws and connectors
GUID-77A43AEC-75CE-4AEB-ADD4-2D3081F8B419 v1
Procedure
1
Switch off the power supplies.

The voltage is 24 V DC
Open the terminal box cover.
Disconnect all the connectors from the module.
Remove the screws.
Remove the module.
Insert the new module into its place.
Mount the screws.
Connect the connectors to the new unit.
CAUTION
Avoid overtightening the connectors.
Fasten all the wires to the top of the unit using enough tie wraps.
10 Close the terminal box cover.
23-40
DBAC198528
11 Switch on the power supplies.

12 Download the engine software to the changed module if it has not been predownloaded.
13 Verify that the software or module settings are correct.
23.9
Sensors
v2
All sensors on the engine are wired to the modules in the automation system. The majority
of the sensors are connected to the main control module (MCM), to the input and output
modules (IOMs) and to the cylinder control module (CCM). The sensors connected to the
IOMs and CCMs send information over CAN to the MCM where it is processed (for example
the safety limits are checked). The same information is externally sent out over Modbus.
23.9.1
Alarms
v2
An alarm condition sets the alarm bit to value 1 on Modbus. When the alarm condition is
deactivated, the Modbus alarm bit is set to 0.
The UNIC system has sensor failure supervision (alarm) for the following conditions:
Sensor failures
All analogue input signals
Emergency stop (binary input)
External shutdown input
ESM and power supply failures
If the connection to a sensor fails, the sensor failure alarm is set true. Some measurements
(such as engine speed) are redundant. In case of a sensor failure, the system automatically
switches over to a backup sensor. In addition, some controls have backup strategies based
on another measurement that are then activated.
The output NS885 Common engine alarm is de-activated (set low) if any engine sensor
exceeds the process SP limit (alarm, load reduction, shutdown, emergency stop, start
blocking) for the measured media and the specified delay has elapsed. Each time such an
event re-occurs, the output toggles high/low for two seconds.
The output NS881 Engine control system, minor alarm is de-activated (set low) if a SF
alarm or a SF load reduction is active. To this category also belongs SP alarm for single
CAN communication failure and SP alarm for supply- & valve drive voltage. Each time such
an event re-occurs, the output toggles high/low for one second.
For the alarm signals and settings, see the Modbus list.
23.9.2
Shutdown
v3
Shutdown sensors are connected to the engine safety module (ESM). There are also
sensors connected to all other modules that can cause a shutdown.
Automatic shutdowns are latching and need a reset before it is possible to restart the
engine. Before a restart, the reason for the automatic shutdown must be checked carefully.
NOTE
A manually activated stop is only latching until the rotational speed is zero. After
this, it is possible to restart the generating set without performing a reset.
DBAC198528
23-41
23.9.3
Start blocking
v2
Start blocking signals are connected to the main control module (MCM) or to the input and
output module (IOM). Bypassing a start blocking is not allowed because this may cause a
serious hazard either for the engine and its surrounding or for associated systems. The prelube start blocking is overridden as long as binary input OS7320 Blackout start mode is set
high, if the pre-lube pump has been running within the last 30 minutes.
As a minimum, the engine is equipped with the following sensors/signals for start blocking:
PT201 LO press, engine inlet
GS792 Turning gear engaged
OS7312 External start block 1
OS7344 Engine blocked (selector switch on LCP)
For the start blocking signals and settings, see the installation-specific documents.
23.9.4
Emergency stop
v2
The engine is as a minimum equipped with the following sensors/signals for emergency
stop:
HS723 Emergency stop button
ST173/ST174 Engine speed (overspeed trip)
Automatic emergency stops are latching and need a reset before it is possible to restart.
Before a restart, the reason for the automatic emergency stops must be carefully checked.
For the emergency stop signals and settings, see the Modbus list.
23.9.5
Load reduction
v2
Load reduction is used in situations where operating the engine is still possible but only
under conditions defined by the engines safety definitions.
NOTE
Depending on engine type and application, the number of load reduction
functions varies. For detailed information, see the installation-specific
documents.
23.9.5.1
Load reduction in droop mode
v2
In this mode, the automation system cannot itself reduce the load of the engine. Thus, it
requests the reduction from the external plant management system.
The action in case of an active load reduction in this mode is to set the output OS7315 load
reduction request/indication high as long as the load is higher than the resulting max.
available power calculation. Also, a SP/SF load reduction bit for the specific load reduction
cause activates in this situation (over external bus and visual on local display). IT797 max.
available power is sent out as an analogue signal, and max. available power is also sent out
over the bus to the external system. This load level is used as the target load in the external
system when ramping the load down through the activation of the binary input OS164
speed/load decrease.
When the load reduction process limit is no longer exceeded or when the sensor failure has
disappeared, the load reduction status bit for the specific load reduction cause is
automatically set low.
23-42
DBAC198528
When the load reduction limit(s) are no longer exceeded and OS7308 Remote shutdown
reset has been activated (if latching configured), IT797 max. available power is restored to
OT7354 rated electrical load. The restoring of the load is externally handled by the
activation of the binary input OS163 speed/load increase input.
23.9.5.2
Load reduction in kW mode and isochronous mode
v1
In these modes, the automation system can reduce the engine load if a load reduction
activates.
If the engine load is higher than the calculated max. available power, that is, a load
reduction is active, the internal load reference is ramped down to max. available
poweraccording to a pre-determined ramp rate. The analogue output IT797 max. available
power is defined as per this max. available power calculation, and the information is also
sent out over bus to the external system. The output OS7315 load reduction request/
indication is kept high as long as the engine load is higher than the resulting max. available
power calculation. Also, a SP/SF load reduction bit (over external bus and visual on local
display) for the specific load reduction cause activates in this situation.
As soon as the engine load has decreased to IT797 max. available power, the ramping of
the load is automatically interrupted.
When the load reduction process limit is no longer exceeded or when the sensor failure has
disappeared, the load reduction status bit for the specific load reduction cause is
automatically set low. The output OS7315 load reduction request/indication is set low but
only if the load reduction latch is configured false.
As it cannot be detected when or if the cause for the load reduction is eliminated, it is best
to have the restoring of the load as manually initiated (activation of input OS7308 Remote
shutdown reset ) after possible corrective action has been performed to avoid possible load
sawing. If the latch parameter is set false, no activation of this input is needed to start the
automatic restoring of the load. Restoring of the load follows an internal pre-defined ramp
rate up to the externally requested load level (in kW mode) or to the equal load as other
engines (in isochronous mode).
23.10
External interface
v1
NOTE
This instruction manual contains all input and output signals in the external
interface of engine automation system. But not all signals are used for any
specific application. For signal type definition and exact input and output
configuration, see wiring diagram and other installation specific documentation.
23.10.1
Analogue inputs
v2
UT793 Engine load feedback: The measured engine load. Feedback signal used by the
internal speed/load controller when in kW control mode. The engine load signal is also
used for load-dependent mapping of the speed controller dynamics and a number of
other maps and algorithms.
UT794 Engine load feedback 2: This analogue signal represents the load feedback
from a generator connected to an engine through the PTO.
OT190 Analogue speed reference: Analogue reference of the engine speed, used by
the internal speed controller. This is an optional feature, only used in special
applications.
OT795 kW reference: This analogue signal represents the load reference, that is, the
target load used in true kW control mode.
DBAC198528
23-43
OT160 Analogue synchroniser: Analogue +/- 5 V bias signal of the engine speed
reference, used by the internal speed controller at synchronisation. This is an optional
feature, only used in special applications.
IT796 Asymmetric load sharing bias: This input biases the load sharing between two
or more engines. This manual load bias may be needed for example in case there are
reasons to reduce to output of a specific engine due to a restriction or failure that is not
or can not be measured be the engine's safety system.
23.10.2
Analogue outputs
v2
SI196 Engine speed: Signal proportional to the engine speed.

SI518 TC A speed: Signal proportional to the A-bank turbocharger speed.
SI528 TC B speed: Signal proportional to the B-bank turbocharger speed.
IT797 Max available power: Signal defining the engine's maximum available power
output. The signal is a percentage value of the rated power of the engine and is used
during abnormal engine conditions when the available output power is limited. The
binary OS7315 Load reduction request/indication output is active under such conditions,
and the power management system must reduce the engine output accordingly.
PT601-2 Charge air pressure, engine inlet: Signal indicating the charge air pressure, in
some cases a replacement for the engine load signal. Application-specific use.
CT7001 Engine load for propulsion control: Signal internally calculated and equivalent
to engine load level. Application-specific use.
CV432 HT water thermostat control: Direct control signal for the HT water
thermostatic valve.
CV493 LT water thermostat control: Direct control signal for the LT water thermostatic
valve.
CV901 Main gas press control: Signal represents the set value of the gas pressure, and
the level is dependent of the engine load. Connected to the main gas pressure control
device of the engine-external gas valve unit
CV911 PCC gas press control: Signal represents the set value of the pre-chamber gas
pressure, and the level is dependent of the engine load. Connected to the PCC pressure
control device of the engine-external gas valve unit.
23.10.3
Binary inputs
v2
OS7302 Remote start: If no start blocking is active, the activation of this input initiates a
start of the engine in the predetermined fuel mode. If the remote standby request input is
not active, the starting process includes slowturning of the engine (if slowturning is used
on the engine). In gas operating mode, the starting includes interactive actions with the
system controlling the gas valve unit for relevant sequencing of the engine external gas
valves (safety and vent valves)..
OS7317 Remote stand-by request: When the engine is in standby mode, the activation
of this input initiates periodical slowturning of the engine. This ensures a fast and
secured start without slowturning when an engine start is performed. If this input is
toggled low/high, a slowturning is performed immediately provided that the engine is
ready for start.
OS7312 External start blocking 1: Engine start is prevented if this input is activated.
23-44
DBAC198528
OS7304 Remote stop: An activation of this input initiates an immediate stop of the
engine. When the engine has reached zero speed + a short delay, the system
automatically enters stop mode and the "Engine ready for start" output is set high. The
engine can then be restarted without performing a reset. As stop mode has higher
priority than start mode, simultaneous activation of start and stop (remotely or locally)
results in a stop.
OS7309 External shutdown 1 : Initiates an immediate shutdown of the engine. This
shutdown is a latching function. A signal interruption failure detection (using a 22 k
resistor in marine configurations) is provided between this engine safety module (ESM)
module input and the external system.
OS7310 External shutdown 2: Initiates an immediate shutdown of the engine. This
resistor in marine configurations) is provided between this ESM module input and the
external system.
OS7311 External shutdown 3: Initiates an immediate shutdown of the engine. This
external system.
OS163 Speed/load increase: An activation of this input ramps up the speed reference
of the internal speed controller. During parallel running in droop mode, the activation of
this input leads to an increase of the engine load. The input is also used during the
synchronisation of the engine.
OS164 Speed/load decrease: An activation of this input ramps down the speed
reference of the internal speed controller. During parallel running in droop mode, the
activation of this input leads to a decrease in the engine load. The input is also used
during the synchronisation of the engine. If remote increase and decrease commands
are activated simultaneously, the decrease command overrules an increase command.
GS796 Generator breaker status, NC: Same as GS798 but inverted signal.
OS7321 Engine unload: When this binary input is set high, the engine load ramps down
to a predefined level (if operating in kW mode), after which the generator breaker is
controlled open.
OS7328 kW control enable: When this binary input is set high, the engine control
system goes into kW control mode if the other premises for kW mode are fulfilled.
OS7329 Isochronous load sharing enable: When this binary input is set high, the
automation system monitors load sharing bus for CAN (LS CAN) and related breakers
and clutches (GS798, GS771 and GS772) to judge whether Isochronous load sharing
mode is to be enabled.
OS7326 Fixed speed select: When this binary input is set high, it overrides other speed
reference selections, and the speed reference ramps up to a predetermined, fixed speed
level. Typically this input is used when the engine has been running on variable speed
(according to input OT190 Analogue speed reference) and the intention is to ramp the
speed to the synchronous speed of a shaft generator (for synchronization).
GS799 Grid breaker status: This binary input informs the speed/load controller about
the status of the grid breaker. When the input is high, the grid breaker is closed, and.
this allows the speed/load controller to enter true kW control mode (if this mode is
requested by setting binary input OS7328 kW control enabled high).
OS7327 Emergency loading rate: This binary input informs the speed/load controller
(operating in kW mode) that the load needs to be ramped up faster compared to the
normal ramp rate.
OS7325 Analogue speed ref. select: When this binary input is set high, the speed
reference of the speed controller is set according to the signal level of the input OT190
Analogue speed reference.
DBAC198528
23-45
OS7601 Clutch in request: When a clutch-in is requested, this input is set high. The
speed reference then ramps to a predetermined speed level ("clutch-in speed") with a
predetermined ramp rate. When the clutch-in speed is reached, the ramping interrupts,
and a clutch-in is enabled.
IS1002 Fuel limit disable: When this binary input is set high, it overrides possible active
fuel limiters.
GS771 Busbar breaker status, before: This breaker status input is used to detect if the
busbar breaker near this engine is closed or open. This determines with which engine(s)
the engine in question shares load in isochronous mode. The input is only needed on
engines that have isochronous load sharing.
GS772 Busbar breaker status, after: This breaker status input is used to detect if the
busbar breaker near this engine is closed or open. This determines with which engine(s)
the engine in question shares load in isochronous mode. The input is only needed on
engines that have isochronous load sharing.
OS176 Idle select: When this binary input is set high, the engine ramps the speed to the
preset idle speed even if the engine is engaged to load.
GS798 Generator breaker status: A signal that indicates that the generator breaker is
closed. It changes the dynamics of the internal speed controller. The control mode can
(depending on pre-selections) change when the generator breaker closes.
GS7600 Clutch status: A signal which indicates that the clutch is engaged. It changes
the dynamics of the internal speed controller. The control mode can also change,
depending on pre-selections. The same physical input as the above signal.
OS7300G Gas mode request: The engine starts (when a start command is given) and
runs in gas operating mode, providing that gas mode operation premises are met (no
gas or pilot trip active). Changing the request to another fuel mode during engine
operation initiates a fuel transfer to diesel or backup mode. The activation of this
operating mode is overruled if any other operating mode is simultaneously requested.
OS7300DI Diesel mode request: The engine starts (when a start command is given)
and runs in diesel operating mode, provided that diesel operating mode premises are
met (no pilot trip active). Changing the request to another fuel mode during engine
operation initiates a transfer to gas mode (if gas operation premises are met) or to
backup mode. The activation of this operating mode is overruled if backup operating
mode is simultaneously requested.
23-46
DBAC198528
OS7300B Backup mode request: The engine starts (when a start command is given)
and runs in backup operating mode. Changing the request to another fuel mode during
engine operation does not automatically initiate a transfer to another fuel operating
mode. The engine must be restarted in gas or diesel operating mode and thus undergo a
pilot system check during the start sequence before operation in these fuel modes is
secured.
IS940 Gas leak test complete: Signal sent from the external unit control panel during
an engine start in gas operating mode or a transfer to gas after a successful gas valve
unit leak test . This signal indicates that the engine can initiate gas admission, that is,
operate on gas.
OS7305 External shutdown 4 (emergency stop): Initiates an instant shutdown of the
engine. Disconnects the valve drive voltage from injection valves to secure a shutdown
in case of hardware failure in the valve drive circuitry. An emergency stop cannot be
blocked by the activation of the stop/shutdown override input. As emergency stop mode
has the highest priority, activation of any other simultaneous command is overruled if
emergency stop is activated. A signal interruption failure detection (using a 22 k
external emergency stop circuit.
OS7306 Stop/shutdown override: Overrides all stops and automatically initiated
shutdowns. Emergency stops (local/remote emergency stop buttons), overspeed trip
and external shutdowns are not overridden. When the stop/shutdown override input is
activated, the engine automatically trips to backup operating mode.
OS7308 Remote shutdown reset: An activation of this input resets the latch of a
shutdown or emergency stop and the latch after tripping to diesel engine. If the reason
for the shutdown or trip is not cleared first, the function latches and cannot be reset. The
root cause for the engine shutdown/trip must always be investigated and action taken to
correct the problem before a restart or a transfer back to the requested fuel mode is
performed.
OS7320 Blackout start mode: When this input is active and an engine start is initiated,
start blockings for low lube oil pressure and low HT water temperature are overridden,
and the engine starts in backup operating mode. This ensures a fast and secured start in
critical situations like a blackout. If the start failure indication alarm is active, the start
block (in case of failed slowturning) is overridden if blackout start mode is selected true.
OS160 Analogue synchronizer enable: When this binary input is set high,
synchronization with the analogue synchronizer is enabled.
23.10.4
Binary outputs
v2
IB724 Remote control indication: Indicates that the remote/local switch is in remote
position and engine operation is controlled remotely.
IB7324 Shutdown status: Signal from engine safety module (ESM). Indicates that a
shutdown or emergency top is active and that the engine has shut down.
IS166 Engine overload alarm: An alarm indicating that the engine is running with
overload. This alarm activates also if a load reduction request is active and the load is
over the preset level.
IS181 Speed switch 1: Output activated at a predefined "engine running" speed level.
For details, see installation-specific documents.
IS182 Speed switch 2: Output activated at a predefined "engine overspeed" speed
level. For details, see installation-specific documents.
IS183 Speed switch 3: Output activated at a predefined third speed level. In some
applications duplicated and used in series with pressure switches for start of standby
pumps. For details, see installation-specific documents.
DBAC198528
23-47
IS184 Speed switch 4: Output activated at a predefined fourth speed level. For details,
see installation-specific documents.
IS190 Ready to clutch: Indicates that the engine speed has reached the clutch-in speed
window and is ready for clutch-in.
IS872 Engine ready for start: Output is active when the engine is in standby mode
(engine standstill and reset), that is, no start blocking is active.
IS875 Start failure indication: Indicates that an engine start or engine slowturning has
failed.
IS1001 Fuel limiter active: Indicates that the automation system is limiting the fuel with
one or several of the built-in fuel limiters.
IS7331 Tripped to droop: This output is set high if the engine has been running in either
true kW control mode or isochronous load sharing mode and certain conditions do not
longer allow the engines to operate in these modes. The output is only set high if the trip
to droop was automatically initiated. If droop mode was manually selected, the output is
not set high.
IS7323 Shutdown pre-warning: Output activated a predefined time before the engine
automatically shuts down to ensure possible manual activation of the system's Stop/
shutdown override input in critical situations. The related shutdowns are engine-related
automatic shutdowns with built-in delays, not emergency stop signals or command
signals.
IS7602 Stop/shutdown status : Similar to IS7323 Shutdown pre-warning but also
activated at normal stop. This output can be used to control the opening of the
generator breaker and other devices that need a status indication from the engine. See
also OS7602.
IS7603 Stop/shutdown status 2: As IS7602. This output can be used to control the
opening of the generator breaker and other devices needing a status indication from the
engine. See also OS7603.
IS7601-1 Speed window 1: This output activates when speed is within a predefined
window. For details, see installation specific documents.
IS7601-2 Speed window 2: This output activates when speed is within a predefined
window. For details, see installation specific documents.
XS7318 Slowturning pre-warning: Used to start auxiliaries such as generator bearing
lubricating oil pump. Indicates 20 seconds before a periodic slowturning (engine in at
standby) that this automatically-initiated procedure is about to occur. The output stays
high also during the slowturning procedure and is not active before normal start since
the automation system then has started necessary auxiliaries.
NS881 Engine control system, minor alarm: Indicates that there is a minor failure in
the automation system (not activating a shutdown of the engine). This can be due to a
missing signal, abnormal supply voltage level, or similar. This can be due to a missing
signal, abnormal supply voltage level, single CAN communication failure or single power
failure. Each time such an event re-occurs, the output toggles high/low for one second.
NS886 Engine control system, major failure: Indicates that there is a major failure in
the automation system that activates a shutdown of the engine. This can be due to a
module failure, an internal CAN-communication failure, a power failure, or similar. Each
time a major failure activates, this output toggles low/high for a preset time.
NS885 Common engine alarm: Indicates that an alarm (any alarm or shutdown initiated
by an engine sensor) is active. Each time a new engine alarm activates, this output
toggles low/high for a preset time.
OS799 Grid breaker open command: The engine control system has detected a grid
related disturbance and requests to disconnect the local network from the utility (kW
control mode is no longer feasible).
23-48
DBAC198528
OS7315 Load reduction request/indication: A signal sent to the power management

system that requests reduction of the engine load. The signal stays active as long as
there is an abnormal engine condition that sets limits to the maximum power output of
the engine. The load should be reduced according to levels defined by the analogue
output signal IT797 Max available power.
OS7602 Generator breaker open command: This output is set high when the
automation system requests the generator breaker to open.
OS7603 Clutch open command: This output is set high when the automation system
requests the clutch to open. Same physical output as above signal.
HS723 Emergency stop: The part of the emergency stop loop to be wired outside
engine.
CV223 Pre-lubrication pump control: A signal (based on oil pressure and engine
speed) indicating the need for start of the prelubrication pump.
CV410 HT jacket water stand-by pump start: Signal comprising pressure and speed
information indicating the need for starting auxiliary equipment. For details, see
installation-specific documents.
CV420 Seat cooling water pump start: Signal comprising pressure and speed
CV420-2 Seat cooling water stand-by pump start: Signal comprising pressure and
speed information indicating the need for starting auxiliary equipment. For details, see
CV460 LT water stand-by pump start: Signal comprising pressure and speed
DBAC198528
23-49
23-50
DBAC198528
23D.
23D. Introduction to WECSplorerUT (Optional equipment)
Introduction to WECSplorerUT (Optional

equipment)
This manual is used as a guideline for the WECSplorerUT tool. It describes the functionality
of the tool briefly. It is recommended that the user has proper training for the specific
system type that is intended to be monitored/tuned with this tool.
23D.1
Overview of WECSplorerUT software tool
Fig 23D-1
Main page
v1
GUID-80B1406F-873F-4192-803A-5DC7E8C514DA v1
WECSplorerUT is a Microsoft Windows program used for downloading, updating,

monitoring and troubleshooting UNIC automation systems. At present WECSplorerUT
supports the following control system modules:
MCM10
MCM11
CCM20
IOM10
LDU10
LDU-20
ESM-20
WECSplorerUT communicates with the control system through WE-CAN+, TCP/IP or
CANopen. By issuing commands over these links, WECSplorerUT reads information from
and writes information to the control system modules.
23D.1.1
System requirements for the WECSplorerUT software

tool
v1
Operating System
Microsoft Windows XP Pro Eng (service pack 2 or later)
DBAC198528
23D-1
Hardware
Minimum CPU:1,5 GHz AMD or Intel
Minimum Memory: 1 GB
32 MB video card
1024 x 768 resolution with at least 256 colors
CAN Communication
Before running WECSplorerUT, insert the LapCan II card and DNOPto cable into the
computer, or the Kvaser USB Leaf Pro cable.
23D-2
Fig 23D-2
LapCan II
GUID-6D99E92B-5205-4FB3-8AE2-8FDD4D82312B v1
Fig 23D-3
DNOpto cable
GUID-BCF50DBE-896D-44F7-B8DF-2351E3B550E2 v1
DBAC198528
Fig 23D-4
23D.1.2
Kvaser USB Pro Leaf cable
GUID-0FB48A34-678A-40B2-A48B-DDF05AFF29B7 v1
Applying for an user account
v1
Before you can use the software, you need to apply for an user account.
Send the following information by E-mail to wecs@wartsila.com
WECSplorerUT registration:
Installation name
System number(s)
E-mail address
Phone and fax number of the installation
Order number
After sending the E-mail you will receive:
user name, password and checksum
latest project files for the installation
Before we send the system software package, the installation must be commissioned.
23D.1.3
Adding a new user account
Fig 23D-5
DBAC198528
To add an user account
v1
GUID-61B39DE6-7459-4BA6-82CE-5992B43488F4 v1
23D-3
Procedure
1
Select from Menu bar Configure Add User Account
Fig 23D-6
GUID-B9FCD990-C618-4405-B7EE-697BC5236C70 v1
Fill in User name, Password and Authentication checksum.
Click OK .
Log in
23D.1.4
v1
Procedure
1
Select File Login
Fig 23D-7
23D-4
Log in
GUID-7A6C2F4F-EA04-418C-B316-48B2E148B1DD v1
DBAC198528
Fig 23D-8
GUID-FCA8D58D-2954-4B7B-B7B1-9D2F4F34FCA2 v1
a Type your Username, in the User box.

b Type your Password, in the Password box.
c Click OK
NOTE
The user name and password are case sensitive!
Importing system specific software
23D.1.5
v1
Procedure
1
DBAC198528
To start using WECSplorerUT software, import the specific system software.
23D-5
Fig 23D-9
GUID-C4CEA466-6A64-49CB-A537-187AB9216956 v1
Fig 23D-10
GUID-682C374B-490E-40EC-901C-0F75AA1ABEF2 v1
a Select the system specific software to be imported from your hard drive.
One package per system of *.uzp format needs to be imported .
b Click Open.
23D-6
DBAC198528
Fig 23D-11 Login

2
GUID-82036FEF-0561-4F37-81D3-8C93A151E39C v1
Select File Login ...
Fig 23D-12
GUID-53DF2130-2A99-4D05-9027-010F99E36CBC v1
Select System type.
Select System number.
ClickOK.
After successful login, the application opens the symbol tree structure.
A session starts when the user logs in and the session stops when the user logs out. All
changes made in offline mode are stored permanently when the user selects logout and
save. See Log out for more details about saving and logging out.
Description
User
User name of the user

DBAC198528
23D-7
Description
23D.1.6
Password
Password of the user
System type
Engine or system type
System number
Engine or system number
Nickname
Nickname for the system.
Log out
v1
NOTE
Desktop save is system-specific, not user-specific.
NOTE
Restoring the desktop and STS-tree is user-level dependant.
NOTE
When you want to store the changed or updated system parameters to PC,
select File Save, or select File Logout, and confirm with Yes.
Choose YES to store your changes to the computer.

Fig 23D-13 Log out from the system
23D-8
GUID-9C215BB1-9E6C-4E1D-A43B-6E300386F06D v1
View
Description
Yes (save changes)
Saves the changes to the computer.
No (do not save changes)
All changes are lost.
Yes and Save a Backup
The user is asked to name the backup version.

(Default backup folder is date-time). The changes
are saved.
Cancel
Logout execution is cancelled.
Save desktop
If selected the current layout of desktop

becomes default.
DBAC198528
23D.1.7
Exporting the system software
v1
NOTE
You cannot export the system package that you are currently logged into.
Procedure
1
Select FileExportSystem
Fig 23D-14 Export system
GUID-919C85E0-1BC6-45F7-B940-43E5827AADE7 v1
a Select System type

b Select System number
c Click Export
The command exports the selected system software to an UZP file.
The UZP file can be imported back to the WECSplorerUT using File-Import-System
function which overwrites later changes.
Fig 23D-15 Export

2
DBAC198528
GUID-379AAE7E-E6CC-4969-B7EF-1DBEC4470053 v1
Click OK.
23D-9
Fig 23D-16 Export system confirmation

3
GUID-7E6163E1-4639-4105-BDDB-DD73C3FDAD0A v1
Click OK.
Fig 23D-17 Safety check
23D-10
Select Yes to remove the system from the computer.
Select No to keep the system on the computer.
FIG-402359 v1
DBAC198528
23D.1.8
Main window of WECSplorerUT

1
Symbol tree structure (STS)

Value Monitor
Scalar window
Gauge Monitor
Bar Monitor
System diagnostic log (EDL)
Fig 23D-18 Main window
DBAC198528
6
7
1
2
3
4
5
6
v1
10
9
7
8
9
10
11
11
Desktop indicator
Indicator for Online/Offline mode
Indicator for CAN communication
EDL indicator icon
Indicator for user level
GUID-F96E7086-874E-403B-8E79-07F98508450F v1
23D-11
1
2
3
4
5
6
Login
Logout
Go online with system
Go offline with system
System communication settings
Save the current session to the working
directory
7 Find
8 Read from file or from system in online
mode
9 Read all from file or system in online
mode
Fig 23D-19 Main Toolbar
23D.1.9
10
11
12
13
14
15
16
17
18
Write to file or system in online mode

Write all to file or system in online mode
Increase value
Decrease value
Accelerated increase of value
Accelerated decrease of value
Trend selected symbols
Trend option
Trend option
GUID-69191CDE-133E-4497-9C2E-84834ED49954 v1
Online or Offline mode
Fig 23D-20 Online or Offline
v1
GUID-58A80649-6209-4C8A-B63C-A21E06EB8821 v1
Once logged into the system, you are in Offline mode, allowing changes to be made to files
existing on the Computer.
To monitor, trend or make temporary changes to the system, select the Online mode.
To use the Online mode, the correct system package and communication settings need to
be selected. For more information see Setting up communication between computer and
the system.
After communication is established, Online mode can be selected from the menu via
Engine > Connect, or by clicking the connect icon on the toolbar.
23D-12
DBAC198528
23D.1.10
Term
Description
Offline
All work is done to files in PC, can be used for

checking safety settings like set points for
alarms, shutdown and trip limits. When
downloading software the system needs to be
Offline.
Online
Used for testing parameters temporary and for

trending of the systems running data. All changes
done to parameters in online mode are
temporary, they will be reset when a power
reset of the control system is done.
Symbol menu
v1
The following commands are available from the symbol menu
Fig 23D-21 Symbol menu
23D.1.10.1
GUID-213F5C46-8D5E-4F7B-9426-D97429CF01C7 v1
Reading symbols
v1
Symbol value reading can be done both in offline and online mode. Read can be done for a
single value, or for multiple values. Reading is possible always when a readable symbol is
active in symbol window.
Reading operation can be executed from
Symbol menu
Toolbar button
multiple symbols.
for reading single symbol, or toolbar button
for reading
Shortcuts <ctrl> + R for reading or <ctrl> + <alt> + R for read all
DBAC198528
23D-13
23D.1.10.2
Writing software symbol values
v1
Symbol value can be written both in offline and online mode. Write can be done for a single
value, or for multiple values. Writing is possible when a writable symbol is active in symbol
window. Write operation can be executed from:
Symbol menu
Toolbar button
for write, and toolbar button
for write all
Shortcuts <ctrl> + W for write or <ctrl> + <alt> + W for write all
Write vs Write all

Write all, writes all changed values to the system (if in Online mode) or to file (if in Offline
mode). Current selection does not matter for Write all command. Changed values are
indicated with yellow background in symbol window.
Write command writes selected changed value.
To change a value select symbol and type in a new value. Press enter. The cell turns yellow,
this indicates that the value has been changed on the screen. Selecting the cell and
pressing Write button stores the value on the system or in the computer depending on
whether you are in Online or Offline mode.
23D.2
Setting up communication between the computer

and the system
Fig 23D-22 System communication settings
v1
GUID-EE80A00E-EF72-4BED-9321-87D22552438A v1
To configure the communication settings, select System - Communication Settings....
23D-14
DBAC198528
Fig 23D-23 Communication Settings 1/2
GUID-5ACF90C3-E3E2-4A86-B9DA-E7AF9147E889 v1
Procedure
1
Set up the connection between the computer and the system.

a Select the manufacturer of the communication hardware in the drop-down list.
The options are limited by system configuration. The most common options are Kvaser
and LDU: TCP/IP.
The Media field displays devices successfully connected to the computer.
b Click Next to open the Communication Settings 2/2 window.
This window displays detailed settings for the selected option. Change the settings, if
required.
Fig 23D-24 Communication Settings 2/2
GUID-EC771D94-E84E-4CD9-B1F4-D5FF518E75C1 v1
c Select the channel.

d Select the baudrate.
e Select between CANopen, WE-CAN+, CANopen and WE-CAN+.
DBAC198528
23D-15
Click Finish.
With Hardware mask... you can configure message filtering settings for the CAN device.
NOTE
Communication has now been setup between the system and the computer.
But you are still offline to the system.
2
Check that the CAN communication works.
Fig 23D-25 CAN diagnostics
GUID-181C6369-429E-461C-9A84-7140BFB1A652 v1
Select System - CAN Diagnostics to open the CAN Diagnostics... dialog.

1
1 Start diagnostics
2 Toggle fixed mode
Fig 23D-26 CAN Diagnostics
3 Toggle hexadecimal display

4 Diagnostics information
GUID-8DFB4FD0-8D41-40BA-979A-49859A4BE834 v1
a Activate the following buttons:
23D-16
DBAC198528
b Click the blue arrow
in the toolbar to start diagnostics.
c If CAN traffic is detected on the BUS, the CAN Diagnostics table displays CAN
communication data.
3
If LDU module is present, it is possible to configure communication as TCP/IP. See

Fig 23D-23.
Fig 23D-27 LDU: TCP/IP communication settings
GUID-775CE498-DC43-40AE-A800-F261C8954324 v1
NOTE
Your antivirus or firewall software may prevent outgoing connection using
TCP/IP. Ensure that WECSplorerUT has access rights through your antivirus
and/or firewall software.
a Select LDU: TCP/IP in the Manufacturer drop-down list. See Fig 23D-23.
b Click Next.
c Configure Protocol settings.
Configure protocol time-out, host and TCP/IP port.
d Click Finish.
23D.3
Downloading software
v1
Prerequisites
Fig 23D-28 Software download
DBAC198528
GUID-F859E6CE-5DEB-432F-A9C7-4DE8C1C615C3 v1
23D-17
CAUTION
Do not download software to a running system.
NOTE
It is only possible to download software and configuration in offline mode.
Ensure that you are connected to the system.

Ensure that the communication is working.
Ensure that you are in offline mode.
Procedure
1
Download software and configuration to the system.
Fig 23D-29 Download Software and Configuration
GUID-DACDA950-BC42-432C-A158-AF42AD26543B v1
a Select Software - Download... to open the Download dialog.

Software configuration and download must be used for new and empty modules.
b Select Download Software and Configuration and click Next.
23D-18
DBAC198528
Fig 23D-30 Selecting target modules for software download
GUID-5597782E-AA69-48CD-A28A-C946C368E6CD v1
c Select one or more target modules for software download.

The list displays all system modules. In the following example it is possible to download
software only to the MCM11 module.
d Click Next.
2
DBAC198528
Download only configuration to the system.
23D-19
Fig 23D-31 Downloading Configuration
Configuration download can be used when storing symbol changes that have been done.
a Select Download Configuration Only and click Next.
23D-20
DBAC198528
Fig 23D-32 Selecting target modules for configuration download
GUID-5597782E-AA69-48CD-A28A-
C946C368E6CD
v1
b Select one or more target modules for configuration download.

The list displays all system modules. In the following example it is possible to download
configuration only to the MCM11 module.
DBAC198528
23D-21
Fig 23D-33 Download Bootloader

3
Downloading bootloader is only needed, if new empty module is installed on the

engine.
a Select Download Bootloader in the main Download dialog.
23D-22
DBAC198528
Fig 23D-34 Bootloader download
GUID-D4FA4E3E-5968-4118-A0B6-AF8ADC388C02 v1
b Select one or more target modules.

c Click Next.
4
Upgrade LDU.
Download software to the LDU located on the engine.
DBAC198528
23D-23
Fig 23D-35 Upgrade Local Display Unit
a Select Upgrade Local Display Unit in the main Download dialog.
23D-24
DBAC198528
Fig 23D-36 Upgrading LDU
GUID-13FAF097-44EE-424F-BD64-681F9461D2C3 v1
b Check one or more software modules to be downloaded.

Update all versions that do not match between local version and LDU version.
If you use Ethernet connection, you can select all required versions and update them
at the same time.
If you use CAN connection, it is recommended to update each file separately,
because of longer download time.
c Click Next.
Entering the online mode
23D.4
v1
Prerequisites
Before you start:
Make sure that the computer is connected to the system.
Make sure that the communications settings have been configured.
For more information see section 23D.2.
Procedure
1
DBAC198528
Select System - Connect....
23D-25
Fig 23D-37 System connect
GUID-EE80A00E-EF72-4BED-9321-87D22552438A v1
Fig 23D-38 Connecting failure
GUID-C7C00874-F6BD-4476-A42D-B81D3F1856E3 v1
NOTE
Online entering fails, if any of the system module links are broken or not
connected.
2
Check the software status.

Before entering online mode, software versions and symbol differences are compared.
23D-26
DBAC198528
Fig 23D-39 Checking the software version
GUID-A57D1843-213C-4D42-87FB-B7CC208C189A v1
In the software status window software version differences are highlighted in yellow color. If
PC software version is different from system version online entering is aborted.
If there are differences, you must update the software in the computer.
NOTE
If new software is needed, contact wecs@wartsila.com for the latest software.
If the versions match, you can continue by clicking OK.

3
Check the symbol value differences.

In the Symbol Value Differences window, you can see the differences that exist between the
computer and the system.
DBAC198528
23D-27
Fig 23D-40 Viewing symbol value differences
GUID-780BCCCC-BE93-459F-B0E2-0DC53A3D448F v1
Select the symbols you want to copy from the computer to the system.
4
If the symbol selected was vector or matrix, the following window opens.
Follow instructions on the screen.
Fig 23D-41 Online entering differences
GUID-7E2F5D2D-10BA-4FD1-B23B-54D764A18254 v1
After selecting correct cells click OK. Confirm selections by clicking Yes. You are now in
online mode.
23D.4.1
Configuring update rate
v1
Configuring update rate is available only in online mode.

You can configure the update rate (default 2000 ms) for continuous symbol update, found
from Configuring Update Rate.
23D-28
DBAC198528
Fig 23D-42 Update rate dialog
FIG-402369 v1
If the continuous symbol update fails (for example connection is lost to the system module),
restart by clicking the Start button.
Update rate
Update interval in milliseconds
Current status
Update status. If stopped, no continuous update is active.
White background = not updating, Green background = updating

Fig 23D-43 Periodic update for symbol
23D.5
GUID-1FC45006-C577-4A28-B685-B797C5952149 v1
Configuring and viewing trends
v1
Trending is available only in online mode.

The Trend window displays predefined trend data as a graphical presentation.
DBAC198528
23D-29
Procedure
1
Configure a trend.
1 Select Trend - Create... to open the Trend Properties dialog.
Fig 23D-44 Configuring trend properties
23D-30
GUID-485D25A2-0C20-40A8-B000-E4BD838A70D4 v1
DBAC198528
2 Change the general properties if needed.
DBAC198528
General properties
Description
Sample interval
Sample interval while trending (in milliseconds)
Trend buffer [min]
Time of data stored in ring buffer
Minimum value
Minimum value displayed in trend window (Yaxis)
Maximum value
Maximum value displayed in trend window (Yaxis)
Default time axis
X-axis length displayed in trend window (in

seconds)
Enable point marks
If checked, a small square marks every sample

point. Can be used to track actual samples.
Trend symbols
Description
List of selected symbols
Shows selected symbols for the trend.
Select symbol
Adds more symbols to the trend window.
Selected symbol properties
Description
Manual coefficient
If checked, you can give coefficient value for

specific symbol. The symbol must be selected
in Select symbol box, before checking manual
coefficient selection.
For example: symbol ex1 has the maximum
limit 100 and symbol ex2 has the maximum
limit 10, the coefficient for symbol ex1 will be 1
and for symbol ex2 the coefficient will be 10.
Value
Coefficient value. If manual coefficient is

selected, you can give a coefficient value for
the symbol. The symbol value is multiplied by
the value of coefficient. The coefficient only
affects the trend display.
Y-axis Offset
Description
Offset symbol
Selected symbol is offset by symbol in dropdown menu.
Offset value
Selected symbol is offset by given value.
No offset
Offset is not used.
23D-31
1 Condition to stop trending. Can be less than (<), greater than (>), or equal to (=).
2 Value related to condition to stop trending. When the symbol value is less than, greater
than or equal to this value (depending on the condition), the trending stops after the
specified time. Example: with the settings above, the trending will stop 10 seconds after
the symbol value becomes greater than 200.
Fig 23D-45 Trigger properties
FIG-402378 v1
After the trend settings are configured, click OK button, the trend window opens.
23D-32
DBAC198528
23D.5.1
Overview of the trend window

2
22
1
2
3
4
5
6
7
8
9
10
11
12
13
14
DBAC198528
23
24
v1
9 10 11 12 13 14 15 16
25
Trend group properties

Start trending
Stop trending
Clear trend data
Turn autoscroll on/off
Turn general legend on/off
Turn symbol info on/off
Open saved trend file
Save trend to file *.wet. (Only possible to
open with WECSplorerUT)
Save trends to file *.csv. (Opens with
excel)
Print trend
Zoom in x-axis
Zoom out x-axis
Zoom in y-axis
26
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
27
17 18 19 20 21
28
29
30
Lasso zoom
Ruler zoom
Trend ruler visibility
Undoes last zoom
Autoscale
Cancel autoscale
General legend
Left ruler
Remove/insert symbol
Right ruler
Horizontal ruler
Information on symbols
Actual data on symbols
Values for left ruler
Values for right ruler
23D-33
15 Zoom out y-axis

Fig 23D-46 Trend window
GUID-3DCB951D-5FF2-4349-A051-A17B82E40842 v1
How to operate the trend window.

Start the trending by clicking the blue arrow (2) in the toolbar. Zoom the data either with
the toolbar buttons (1215) or with the arrow buttons on the keyboard.
Trend graph
The Y axis displays the values predefined in the trend settings, while the X axis displays
the time in seconds, from the trending start. You can configure the time base during the
trending with the left and right arrows (keyboard). The axis can be zoomed separately.
The graph includes two vertical rulers and one horizontal ruler. You can zoom the graph
area between the vertical rulers by clicking ruler zoom (17).
You can also use the rulers to view the values for each symbol at a certain point of the
trend. When moving vertical rulers, the average values for each parameter are displayed
on the right of the right ruler. When moving the rulers on the trend screen, the actual
unscaled value is displayed in the lower right corner of the trend screen. The vertical and
horizontal rulers can be moved freely within the trend graph, but the left and right rulers
order are fixed.
Legend windows
Includes the General Legend and the Symbol Legend windows below the graph.
The General Legend window displays for example the system nickname and software
version. The Symbol Legend window displays the symbol values.
23D-34
DBAC198528
Wrtsil is a global leader in complete lifecycle power solutions for the marine and energy markets.
By emphasising technological innovation and total efficiency, Wrtsil maximises the environmental
and economic performance of the vessels and power plants of its customers. Wrtsil is listed on the
NASDAQ OMX Helsinki, Finland.
See also www.wartsila.com
WRTSIL is a registered trademark. 2012 Wrtsil Corporation.
Wrtsil Services Main Office Vaasa, Finland

24hrs Phone +358 10 709 080
Switchboard +358 10 709 0000
Fax +358 10 709 1380
Find local offices at www.wartsila.com/addresses

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INSTRUCTIONS

SEI GELAM PEAKER

SEI GELAM PEAKER

Copyright by Wrtsil Finland Oy

Wrtsil W34SG Instruction Manual

Wrtsil W34SG Instruction Manual

02.2.1. System oil characteristics.............................................................................................................

02B. Requirements and oil quality.............................................................................................................. 02B-1

Wrtsil W34SG Instruction Manual

03C.1.2. Classification for the auxiliary system...................................................................................... 03C-2

Wrtsil W34SG Instruction Manual

07.1.8. F: Turbocharger fastening screws................................................................................................ 07-9

Wrtsil W34SG Instruction Manual

11.3.2. Changing of big end bearings....................................................................................................... 11-8

Wrtsil W34SG Instruction Manual

14.1.1. Function of valve mechanism....................................................................................................... 14-2

Wrtsil W34SG Instruction Manual

17. Fuel System.............................................................................................................................................. 17-1

Wrtsil W34SG Instruction Manual

19.4. Preheating the cooling water system.................................................................................................. 19-3

Wrtsil W34SG Instruction Manual

23.7. Wrtsil coil driver............................................................................................................................. 23-31

Wrtsil W34SG Instruction Manual

00. Contents, instructions, terminology

Contents, instructions, terminology

About this manual

General operation and maintenance instructions

00. Contents, instructions, terminology

Wrtsil W34SG Instruction Manual

Driving end and free end

Operating side and rear side

Terminology and cylinder designations

Top Dead Centre and Bottom Dead Centre

Wrtsil W34SG Instruction Manual

00. Contents, instructions, terminology

Designations and markings

00. Contents, instructions, terminology

Wrtsil W34SG Instruction Manual

Camshaft gear bearings

Upper and lower bearing shells

Wrtsil W34SG Instruction Manual

00. Contents, instructions, terminology

General identified hazards

4, 10, 11, 12, 13,

Continued on next page

00. Contents, instructions, terminology

Identified hazard, hazardous situation

Wrtsil W34SG Instruction Manual

Turning device engaged during

3, 4, 10, 11, 12,

Crankcase safety explosion valves

Running engine without covers

3, 4, 10, 11, 12,

Risk of ejected parts in case of major

3, 4, 10, 11, 12,

Contact with electricity during

4, 11, 17, 18, 21,

Electrical hazard if incorrect grounding

Ejection of components or emission of

3, 4, 12, 13, 14,

Risk of ejected parts due to break down

Overspeed or explosion due to air-gas

Ejection of fuel injector if not fastened