Internal IM PAAE044210-11

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Installation SHI 1660
Engine type W38B
Engine number PAAE044210-PAAE044211
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This manual is intended for the personal use of engine operators and
should always be at their disposal. The content of this manual shall neither
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be copied nor communicated to a third person.

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Wärtsilä Italia S.p.A.

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Bagnoli della Rosandra, 334

34018 San Dorligo della Valle
Trieste - ITALY
Tel +39 040 319 5000
Fax (Service) +39 040 319 5674
Fax (Spare parts) +39 040 319 5237
Telex 460274/5 GMI
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 Copyright by Wärtsilä Corporation
All rights reserved. No part of this publication may be reproduced or copied in any
form or by any means (electronic, mechanical, graphic, photocopying, recording,
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taping or other information retrieval systems) without the prior written permission
of the copyright owner.
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THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE

INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE
AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED
TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA, AND THE DESIGN
OF THE SUBJECT-PRODUCT IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS
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AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS

PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL
ERRORS OR OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM
THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT
FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT HOLDER
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SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY 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.
Contact Informations WÄRTSILÄ
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Service Department
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Wärtsilä Italia S.p.A., Business Unit Service
Bagnoli della Rosandra, 334
34018 San Dorligo della Valle
Trieste − ITALY
24h Phone
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Nights and weekends, please call mobile phone for service engineer or spare parts
+39 335 784 1217
DIRECT DIAL NUMBERS

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SALES SUPPORT TECHNICAL SERVICE
Fax: +39 040 319 5216 Fax: +39 040 319 5767
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North, Central and East Europe Wärtsilä 64 engines

Phone: +39 040 319 5071 Phone: +39 040 319 5080
Americas Wärtsilä 38B engines

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Phone: +39 040 319 5072 Phone: +39 040 319 5081
Middle East and South Asia Wärtsilä 26 engines

Phone: +39 040 319 5073 Phone: +39 040 319 5082
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Southern Europe and Africa Sulzer Z engines

Phone: +39 040 319 5074 Phone: +39 040 319 5083
Italy GMT engines

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Phone: +39 040 319 5075 Phone: +39 040 319 5084
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WÄRTSILÄ Contact Informations
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The list of Wärtsilä Network companies is available at
www.wartsila.com web site.
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Manual
TABLE OF CONTENTS Wärtsilä 38
0.0. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 1

0.0.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 2
0.0.2. Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 3
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1.0. Main Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 1
1.0.1. Basic information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 2
1.0.2. Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 3
1.0.3. Derating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 6
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1.0.3.1. Derating limits for ambient conditions . . . . . . . . . . . . . . . . . . . . 1.0 – 6
1.0.3.2. Glycol derating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 6
1.0.3.3. Restrictions on the application of the derating calculation . . . 1.0 – 7
1.0.3.4. Adjustment of power output for ambient conditions . . . . . . . . 1.0 – 7
1.0.4. Correction of heat balances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 11
1.0.5. Operating Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 – 12
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1.1. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 1
1.1.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 2
1.1.1.1. HFO engines running on distillate fuels* . . . . . . . . . . . . . . . . . . 1.1 – 2
1.1.2. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 3
1.1.2.1. Residual fuel oil quality* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 3
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1.1.2.2. Crude oil quality* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 5
1.1.2.3. Distillate fuel oil quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 6
1.1.2.4. Fuel oil quality before engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 9
1.1.2.5. Fuel conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 10
1.1.2.6. Avoiding difficulties during operation on HFO* . . . . . . . . . . . . . 1.1 – 14
1.1.2.7. Comments on fuel characteristics . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 15
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1.1.3. Internal fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 18

1.1.4. Draining of fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 20
1.1. Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 1

1.1.1. Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 2
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1.1.1.1. Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 3

1.1.1.2. Influences on the lubricating oil condition . . . . . . . . . . . . . . . . . 1.2 – 5
1.1.1.3. Testing of main lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 5
1.1.1.4. Condemning limits for main lubricating oil . . . . . . . . . . . . . . . . 1.2 – 7
1.1.1.5. Comments on lubricating oil characteristics . . . . . . . . . . . . . . . 1.2 – 8
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1.1.1.6. Recommendations for lubricating oil refreshing . . . . . . . . . . . . 1.2 – 9

1.1.2. Internal lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 10
1.1.2.1. Lower part of the engine oil flow . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 12
1.1.2.2. Upper part of the engine oil flow . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 19
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1.1.3. Components of internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 22

1.1.3.1. Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 22
1.1.3.2. Centrifugal filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 28
1.1.3.3. Crankcase breathing system . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 29
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1.3. Starting Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 1

1.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 2
1.3.1.1. Starting air quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 2
1.3.2. Internal starting air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 3
1.3.3. Components of starting air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 5
1.3.3.1. Main starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 5
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Wärtsilä 38 TABLE OF CONTENTS
1.3.3.2. Starting air distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 6

1.3.3.3. Cylinder head starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 12
1.3.3.4. Starting air pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 13
1.3.3.5. Pneumatic control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 14
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1.4. Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 1
1.4.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 2
1.4.2. Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 2
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1.4.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 2
1.4.2.2. Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 3
1.4.2.3. Qualities of cooling water additives . . . . . . . . . . . . . . . . . . . . . . 1.4 – 4
1.4.2.4. Cooling water control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 5
1.4.3. Internal cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 6
1.4.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 6
1.4.3.2. Cooling water flow HT section . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 7
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1.4.3.3. Cooling water flow LT section . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 8
1.4.4. Components of internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 9
1.4.4.1. Cooling water pump unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 9
1.4.4.2. Flexible pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 14
1.4.5. Maintenance cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 15
1.4.5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 15
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1.4.5.2. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 15
1.4.5.3. Cooling water venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 15
1.4.5.4. Draining of cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 16
1.5. Charge Air and Exhaust Gas System . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 1

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1.5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 2

1.5.2. Filtered suction air quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 2
1.5.3. Charge air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 3
1.5.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 3
1.5.4. Internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 4
1.5.4.1. Charge air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 5
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1.5.5. Inlet and Exhaust gas module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 15

1.5.5.1. Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 16
1.5.5.2. Insulation box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 17
1.5.5.3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 17
1.5.5.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 17
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1.5.6. Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 18

1.5.6.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 18
1.5.6.2. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 18
1.5.6.3. Turbocharger cleaning devices . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 18
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1.5.6.4. Compressor side cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 19

1.5.6.5. Turbine side cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 21
1.5.6.6. By–pass system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 24
1.5.6.7. Compensator by–pass / waste gate . . . . . . . . . . . . . . . . . . . . . 1.5 – 26
1.5.6.8. Exhaust waste gate system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 27
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1.5.6.9. Air waste gate valve system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 29
1.6. Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 1

1.6.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 2
1.6.2. Speed control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 2
1.6.3. Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 3
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1.6.3.1. Booster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 4

1.6.4. Fuel control mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 5
1.6.4.1. HP fuel pump load indication . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 6
1.6.4.2. HP fuel pump connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 7
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1.6.4.3. Fuel rack adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 7
1.6.4.4. Stop mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 8
1.6.4.5. Checking linkage between actuator and common fuel
control shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 10
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1.6.4.6. Checking actuator stop position . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 10
1.6.4.7. Removing / Mounting the actuator . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 11
1.6.5. Governing system maintenance and trouble shooting . . . . . . . . . . . . . . . 1.6 – 11
1.6.6. Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 13
1.6.7. Engine instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 14
1.6.7.1. Switches, transmitters and temperature elements . . . . . . . . . 1.6 – 15
1.6.7.2. Speed sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 16
1.6.7.3. Electro Static Discharge (ESD) . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 18
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1.6.7.4. Welding precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 19
1.6.7.5. General list of abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 20
1.6.7.6. List of sensor tags and ISO codes . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 21
1.7. Automation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 1

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1.7.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 2
1.7.1.1. System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 3
1.7.2. Local Control Panel (LCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 4
1.7.3. Module MCM–10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 8
1.7.3.1. Speed controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 9
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1.7.3.2. Timing rack control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 9

1.7.4. Engine Safety Modules (ESM–10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 10
1.7.4.1. General Features of ESM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 10
1.7.4.2. ESM–10 power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 11
1.7.4.3. Speed measuring and speed switches . . . . . . . . . . . . . . . . . . . 1.7 – 12
1.7.4.4. Turbocharger speed measuring . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 13
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1.7.4.5. Stop and shutdown signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 13

1.7.4.6. Shutdown reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 16
1.7.5. Power supply and module PDM–10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 17
1.7.6. Functionality of the MCM–10 (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 20
1.7.6.1. Speed controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 20
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1.7.6.2. Timing rack control (if separate timing rack on engine) . . . . . 1.7 – 22
2.3. Start, Operation and Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 1

2.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 2
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2.3.2. Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 3

2.3.2.1. Preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 3
2.3.2.2. Putting the engine into operation . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 3
2.3.2.3. Local start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 4
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2.3.2.4. Remote or automatic start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 6

2.3.2.5. Start after a stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 6
2.3.2.6. Start after overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 7
2.3.3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 9
2.3.3.2. Loading performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 12
2.3.3.3. Wärtsilä 38B operating areas . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 15
2.3.3.4. Engine log sheet (example) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 19
xx– 3
Manual
2.3.3.5. Measurement of cylinder pressure . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 20

2.3.3.6. Running–in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 21
2.3.3.7. Operating Troubles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 22
2.3.3.8. Emergency operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 29
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2.3.4. Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 31
2.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 1

2.4.1. Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 2
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2.4.1.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 2
2.4.1.2. Rules for inspection and maintenance . . . . . . . . . . . . . . . . . . . 2.4 – 2
2.4.1.3. Maintenance schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 4
2.4.2. Maintenance Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 15
2.4.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 15
2.4.2.2. Tool sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 15
2.4.2.3. Miscellaneous tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 27
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2.4.2.4. Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 34
2.4.2.5. Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 35
2.4.2.6. Charge air and exhaust gas system . . . . . . . . . . . . . . . . . . . . . 2.4 – 36
2.4.2.7. Engine block, main bearing, cylinder liner . . . . . . . . . . . . . . . . 2.4 – 38
2.4.2.8. Crankshaft, connecting rod, piston . . . . . . . . . . . . . . . . . . . . . . 2.4 – 46
2.4.2.9. Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 53
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2.4.2.10. Camshaft and valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 62
2.4.2.11. Injection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 71
2.4.3. Background information of hydraulic tools and torque spanners . . . . . . 2.4 – 77
2.4.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 77
2.4.3.2. Pneumatic driven hydraulic pump unit . . . . . . . . . . . . . . . . . . . 2.4 – 78
2.4.3.3. Hydraulic tool set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 82
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2.4.3.4. Hydraulic extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 84

2.4.3.5. Hydraulic hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 85
2.4.3.6. Quick–release coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 86
2.4.3.7. Hydraulic hand pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 87
2.4.3.8. Safety instructions for hydraulic tools . . . . . . . . . . . . . . . . . . . . 2.4 – 88
2.4.3.9. Loosening of hydraulically tightened connection . . . . . . . . . . . 2.4 – 89
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2.4.3.10. Tightening of hydraulically tightened connection . . . . . . . . . . . 2.4 – 91

2.4.3.11. Torque spanner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 92
2.4.4. Tightening torque and jack pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 95
2.4.4.1. Lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . 2.4 – 95
2.4.4.2. Starting air system components . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 96
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2.4.4.3. Cooling water system components . . . . . . . . . . . . . . . . . . . . . . 2.4 – 97

2.4.4.4. Engine block with bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 98
2.4.4.5. Crankshaft, connecting rod, piston . . . . . . . . . . . . . . . . . . . . . . 2.4 – 101
2.4.4.6. Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 103
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2.4.4.7. Camshaft and valve drive components . . . . . . . . . . . . . . . . . . . 2.4 – 106

2.4.4.8. Injection system components . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 108
2.4.4.9. General table of tightening torquesfor not specified bolt
connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 111
2.4.5. Adjustments and Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 113
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2.4.5.1. Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 113

2.4.5.2. Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 114
2.4.6. Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 128
2.5. Engine block with bearings and cylinder liner . . . . . . . . . . . . . . 2.5 – 1

2.5.1. Engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 2
xx– 4
Manual
2.5.2. Main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 3

2.5.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 3
2.5.2.2. Removal of a main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 4
2.5.2.3. Inspection of main bearings and journals . . . . . . . . . . . . . . . . . 2.5 – 10
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2.5.2.4. Main bearing assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 10
2.5.3. Crankshaft axial locating bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 17
2.5.3.1. Removal of the ’0’–bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 18
2.5.3.2. Inspection of axial thrust rings and thrust collars on the
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crankshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 19
2.5.3.3. ’0’–bearing assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 19
2.5.4. Camshaft bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 20
2.5.4.1. Inspection of the camshaft bearing bush . . . . . . . . . . . . . . . . . 2.5 – 20
2.5.4.2. Removal of the camshaft bearing bush . . . . . . . . . . . . . . . . . . . 2.5 – 21
2.5.4.3. Mounting the camshaft bearing bush . . . . . . . . . . . . . . . . . . . . 2.5 – 22
2.5.5. Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 23
2.5.5.1. Inspection of the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 23
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2.5.5.2. Removal of the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 24
2.5.5.3. Mounting the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 26
2.5.6. Replacing cylinder head stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 28
2.5.7. Crankcase safety valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 29
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2.6. Crankshaft, intermediate (PTO) shaft, connecting rod, piston 2.6 – 1
2.6.1. Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 2
2.6.1.1. Crankshaft deflections check . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 2
2.6.1.2. Measurement axial clearance crankshaft thrust bearing . . . . 2.6 – 3
2.6.2. Intermediate (PTO) shaft* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 4
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2.6.3. Connecting rod and piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 5

2.6.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 5
2.6.3.2. Removal and dismantling of piston and connecting rod . . . . . 2.6 – 6
2.6.3.3. Inspection and maintenance of piston rings and gudgeon
pin bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 12
2.6.3.4. Assembling and mounting of piston and connecting rod . . . . 2.6 – 13
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2.6.4. Big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 18

2.6.4.1. Removal of big end bearing after removal of piston and
connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 18
2.6.4.2. Removal of the big end bearing shells without removing
piston / connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 22
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2.6.4.3. Assembling the big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 24

2.6.5. Crankshaft vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 27
2.6.5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 27
2.6.5.2. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 27
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2.6.5.3. Liquid sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 28

2.6.6. Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 30
2.6.6.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 30
2.6.6.2. Turning device maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 31
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2.7. Cylinder Head with Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 1

2.7.1. Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 2
2.7.1.1. Maintenance of cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 3
2.7.1.2. Removal of the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 4
2.7.1.3. Mounting of the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 10
2.7.2. Adjusting the valve clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 13
xx– 5
Manual
2.7.3. Exhaust and inlet valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 15

2.7.3.1. Removal of the valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 16
2.7.3.2. Check and reconditioning of valve disc and valve seat . . . . . 2.7 – 17
2.7.3.3. Valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 18
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2.7.3.4. Valve guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 22
2.7.3.5. Assembling of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 24
2.7.4. Valve rotators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 26
2.7.4.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 26
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2.7.4.2. Maintenance of inlet & exhaust valve rotators . . . . . . . . . . . . . 2.7 – 27
2.7.5. Indicator cock and safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 27
2.7.6. Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 29
2.7.7. Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 29
2.8. Camshaft and Valve Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 1

2.8.1. Camshaft driving gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 2
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2.8.1.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 2
2.8.1.2. Camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 4
2.8.1.3. Intermediate gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 9
2.8.1.4. Crankshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 12
2.8.2. Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 13
2.8.2.1. Removal camshaft section / journal . . . . . . . . . . . . . . . . . . . . . . 2.8 – 13
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2.8.2.2. Mounting camshaft section / journal . . . . . . . . . . . . . . . . . . . . . 2.8 – 18
2.8.3. Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 19
2.8.3.1. Removal of valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . 2.8 – 20
2.8.3.2. Inspection of valve drive mechanism . . . . . . . . . . . . . . . . . . . . . 2.8 – 22
2.8.3.3. Mounting of valve drive mechanism . . . . . . . . . . . . . . . . . . . . . 2.8 – 23
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2.9. Injection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 1

2.9.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 2
2.9.2. HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 2
2.9.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 2
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2.9.2.2. HP fuel pump maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 3

2.9.2.3. Removing HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 4
2.9.2.4. HP fuel pump disassembling . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 5
2.9.2.5. Assembling of the HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 7
2.9.2.6. HP fuel pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 8
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2.9.2.7. HP fuel pump mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 10

2.9.3. Fuel pump drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 11
2.9.3.1. Disassembling the fuel pump drive . . . . . . . . . . . . . . . . . . . . . . 2.9 – 11
2.9.3.2. Mounting the fuel pump drive . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 12
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2.9.4. Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 13

2.9.4.1. Removing the fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 14
2.9.4.2. Fuel injector maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 15
2.9.4.3. Testing of fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 18
2.9.4.4. Mounting the fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 20
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2.9.5. HP fuel line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 21

2.9.5.1. Connection HP fuel line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 21
3.1. Instruction Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 – 1

3.1.1. Internal Systems & Pipes Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 – 3
3.1.2. Wiring Diagrams & Configuration Lists . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 – 5
xx– 6
Manual
LIST OF FIGURES Wärtsilä 38
Fig. 0.0 – 1 Engine definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 4

Fig. 0.0 – 2 Example of reading the flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 5
Fig. 0.0 – 3 Designation of main & camshaft bearings . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 6
Fig. 1.1 – 1 Viscosity conversion diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 10
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Fig. 1.1 – 2 Viscosity temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 11
Fig. 1.1 – 3 Nomogram for deriving CCAI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 16
Fig. 1.1 – 4 General diagram internal fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 18
Fig. 1.1 – 5 Low pressure fuel pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 19
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Fig. 1.1 – 6 Drain plugs engine fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 20
Fig. 1.2 – 1 Main bearing running–in filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 12
Fig. 1.2 – 2 Main bearing oil flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 13
Fig. 1.2 – 3 Cross–over oil flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 13
Fig. 1.2 – 4 Oil flow connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 14
Fig. 1.2 – 5 Oil flow piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 15
Fig. 1.2 – 6 Pump drive oil flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 16
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Fig. 1.2 – 7 Oil flow gear drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 17
Fig. 1.2 – 8 Oil flow axial camshaft bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 18
Fig. 1.2 – 9 Running–in filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 19
Fig. 1.2 – 10 Oil flow for drive HP fuel pump/valves and camshaft . . . . . . . . . . . . . . . 1.2 – 20
Fig. 1.2 – 11 Cylinder head oil flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 21
Fig. 1.2 – 12 Lubricating oil pump unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 22
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Fig. 1.2 – 13 Lifting the lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 23
Fig. 1.2 – 14 Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 24
Fig. 1.2 – 15 Pressure control and safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 27
Fig. 1.2 – 16 Centrifugal filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 28
Fig. 1.2 – 17 Crankcase breather and vent pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 29
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Fig. 1.3 – 1 Starting sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 5

Fig. 1.3 – 2 Starting air distributor with drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 6
Fig. 1.3 – 3 Starting air distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 7
Fig. 1.3 – 4 Setting of air distributor disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 8
Fig. 1.3 – 5 Pilot air lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 9
Fig. 1.3 – 6 Distributor discs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 10
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Fig. 1.3 – 7 Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 12

Fig. 1.3 – 8 Starting air pipe arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 13
Fig. 1.4 – 1 General flow cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 6
Fig. 1.4 – 2 Cooling water flow to the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 7
Fig. 1.4 – 3 Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 9
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Fig. 1.4 – 4 Cooling water pump assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 10

Fig. 1.4 – 5 Removal of cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 11
Fig. 1.4 – 6 Drain points for the HT and LT cooling water system . . . . . . . . . . . . . . 1.4 – 16
Fig. 1.5 – 1 General diagram charge air and exhaust system . . . . . . . . . . . . . . . . . . 1.5 – 4
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Fig. 1.5 – 2 Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 5

Fig. 1.5 – 3 Cooler stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 6
Fig. 1.5 – 4 condensed water drain holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 7
Fig. 1.5 – 5 Removal fixation and sealing bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 9
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Fig. 1.5 – 6 Removal bolts and placing the jack bolts . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 10
Fig. 1.5 – 7 Removal / mounting of the charge air cooler stack . . . . . . . . . . . . . . . . 1.5 – 11
Fig. 1.5 – 8 Lifting tool of the charge air cooler stack . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 11
Fig. 1.5 – 9 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 15
Fig. 1.5 – 10 Fixation of exhaust section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 15
Fig. 1.5 – 11 Gas flow in Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 16
Fig. 1.5 – 12 Compressor cleaning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 19
xx– 7
Manual
Wärtsilä 38 LIST OF FIGURES
Fig. 1.5 – 13 Cleaning device turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 22

Fig. 1.5 – 14 Position of by–pass valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 24
Fig. 1.5 – 15 By–pass valve assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 25
Fig. 1.5 – 16 Gas flow in compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 26
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Fig. 1.5 – 17 Position of waste gate valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 27
Fig. 1.5 – 18 Exhaust waste–gate valve assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 28
Fig. 1.5 – 19 Air waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 29
Fig. 1.5 – 20 Air waste gate valve assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 30
on
Fig. 1.6 – 1 Actuator / drive / booster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 4
Fig. 1.6 – 2 Linkage from actuator to fuel control shafts A–B–bank . . . . . . . . . . . . . 1.6 – 5
Fig. 1.6 – 3 Fuel control mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 6
Fig. 1.6 – 4 Load indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 6
Fig. 1.6 – 5 HP fuel pump connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 7
Fig. 1.6 – 6 Pre–clearance levers to HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 7
Fig. 1.6 – 7 Local control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 8
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Fig. 1.6 – 8 Stop cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 9
Fig. 1.6 – 9 Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 13
Fig. 1.6 – 10 Speed sensor at the turning gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 16
Fig. 1.6 – 11 Speed sensors at camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 16
Fig. 1.7 – 1 UNIC–C1 system overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 2
Fig. 1.7 – 2 Local control panel (WIP–10, WIP–20, WCB–10) . . . . . . . . . . . . . . . . . 1.7 – 4
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Fig. 1.7 – 3 MCM–10 module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 8
Fig. 1.7 – 4 ESM front view with connector numbering . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 10
Fig. 1.7 – 5 ESM–10 internal power supply principle . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 11
Fig. 1.7 – 6 Power supply and distribution principle . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 17
Fig. 1.7 – 7 PDM–10 module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 18
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Fig. 2.3 – 1 Local control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 4

Fig. 2.3 – 2 Local control stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 5
Fig. 2.3 – 3 FPP & CPP (Marine), DPP (all) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 13
Fig. 2.3 – 4 DE & AUX (Marine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 13
Fig. 2.3 – 5 Maximum sudden power increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 14
Fig. 2.3 – 6 CPP operating area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 15
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Fig. 2.3 – 7 FPP operating area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 16

Fig. 2.3 – 8 Pump drive application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 17
Fig. 2.3 – 9 Running–in diagram (n = constant 600 rpm) . . . . . . . . . . . . . . . . . . . . . . 2.3 – 21
Fig. 2.3 – 10 Manual stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 32
Fig. 2.4 – 1 Diagram pneumatically driven hydraulic pump unit . . . . . . . . . . . . . . . . 2.4 – 79
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Fig. 2.4 – 2 Pneumatic driven hydraulic pump and jacks . . . . . . . . . . . . . . . . . . . . . . 2.4 – 81

Fig. 2.4 – 3 Cross section single hydraulic jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 83
Fig. 2.4 – 4 Cross section twin hydraulic jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 83
Fig. 2.4 – 5 Hydraulic jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 84
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Fig. 2.4 – 6 H.P. quick–release coupling (example) . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 86

Fig. 2.4 – 7 Dust caps H.P. quick–release coupling (example) . . . . . . . . . . . . . . . . . 2.4 – 86
Fig. 2.4 – 8 Hydraulic hand pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 87
Fig. 2.4 – 9 Torque spanner – extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 93
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Fig. 2.4 – 10 Lubricating oil pump assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 95

Fig. 2.4 – 11 Starting air distributor drive on camshaft . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 96
Fig. 2.4 – 12 Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 97
Fig. 2.4 – 13 Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 98
Fig. 2.4 – 14 Cylinder liner clamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 99
Fig. 2.4 – 15 Explosion cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 100
Fig. 2.4 – 16 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 101
xx– 8
Manual
Fig. 2.4 – 17 Big end bearing and counter weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 102
Fig. 2.4 – 18 Exhaust connection cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 103
Fig. 2.4 – 19 Turbocharger to bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 103
Fig. 2.4 – 20 Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 104
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Fig. 2.4 – 21 Starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 104
Fig. 2.4 – 22 Cylinder head upper side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 105
Fig. 2.4 – 23 Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 106
Fig. 2.4 – 24 Actuator drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 107
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Fig. 2.4 – 25 High pressure fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 108
Fig. 2.4 – 26 Injector, HP fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 109
Fig. 2.4 – 27 HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 110
Fig. 2.4 – 28 Gear wheel train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 115
Fig. 2.4 – 29 Measuring the cylinder liner bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 116
Fig. 2.4 – 30 Measuring the big end bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 120
Fig. 2.4 – 31 Valve stem and valve disc burning in wear . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 122
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Fig. 2.4 – 32 Inlet valve and valve seat in cylinder head . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 123
Fig. 2.4 – 33 Exhaust valve and valve seat in cylinder head . . . . . . . . . . . . . . . . . . . . 2.4 – 123
Fig. 2.4 – 34 Driving gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 124
Fig. 2.4 – 35 Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 125
Fig. 2.4 – 36 Fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 126
Fig. 2.4 – 37 Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 127
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Fig. 2.4 – 38 HP fuel pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 127
Fig. 2.4 – 39 Engine components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 128
Fig. 2.4 – 40 Turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 129
Fig. 2.4 – 41 Charge air cooler inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 129
Fig. 2.5 – 1 Engine block (free–end side view) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 2
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Fig. 2.5 – 2 Position bearing temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 4

Fig. 2.5 – 3 Positioning jack on side stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 5
Fig. 2.5 – 4 Positioning the main bearing jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 7
Fig. 2.5 – 5 Lowering the main bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 8
Fig. 2.5 – 6 Bearing shell driver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 9
Fig. 2.5 – 7 Inserting main bearing shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 10
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Fig. 2.5 – 8 Pushing the upper main bearing shell into position . . . . . . . . . . . . . . . . 2.5 – 11
Fig. 2.5 – 9 Crankshaft axial locating bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 17
Fig. 2.5 – 10 Camshaft and axial bearing assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 20
Fig. 2.5 – 11 Connect the hoses to the pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 21
Fig. 2.5 – 12 ’0’–bearing bush in engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 22
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Fig. 2.5 – 13 Liner in engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 23

Fig. 2.5 – 14 Liner lifting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 24
Fig. 2.5 – 15 Lifting the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 25
Fig. 2.5 – 16 Centre of gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 25
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Fig. 2.5 – 17 Measuring the cylinder liner bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 26

Fig. 2.5 – 18 Marks on cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 27
Fig. 2.5 – 19 Replacing cylinder head stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 28
Fig. 2.5 – 20 Crankcase safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 30
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Fig. 2.6 – 1 Taking crankshaft deflection readings . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 2

Fig. 2.6 – 2 Intermediate PTO shaft arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 4
Fig. 2.6 – 3 Connecting rod and piston assembling . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 5
Fig. 2.6 – 4 Removal of anti–bore polishing ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 6
Fig. 2.6 – 5 Hydraulic tool connecting rod studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 7
Fig. 2.6 – 6 Connection of the hydraulic tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 7
Fig. 2.6 – 7 Hoisting tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 8
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Manual
Wärtsilä 38 LIST OF FIGURES
Fig. 2.6 – 8 Fitting the protecting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 9

Fig. 2.6 – 9 Hoisting the piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 10
Fig. 2.6 – 10 Piston with fixating tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 10
Fig. 2.6 – 11 Removal of the retainer spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 11
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Fig. 2.6 – 12 Removal of gudgeon pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 11
Fig. 2.6 – 13 Marks on piston and connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 13
Fig. 2.6 – 14 Moving the connecting rod into the piston . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 14
Fig. 2.6 – 15 Piston on connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 15
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Fig. 2.6 – 16 Lowering the piston and connecting rod into the cylinder liner . . . . . . . 2.6 – 16
Fig. 2.6 – 17 Hydraulic tool big end bearing studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 19
Fig. 2.6 – 18 Connection HP hoses big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 19
Fig. 2.6 – 19 Frame and support big end bearing caps . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 20
Fig. 2.6 – 20 Carriers of the big end bearing caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 21
Fig. 2.6 – 21 Mount piston support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 22
Fig. 2.6 – 22 Fit hydraulic tightening tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 23
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Fig. 2.6 – 23 Positioning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 23
Fig. 2.6 – 24 The big end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 24
Fig. 2.6 – 25 Liquid sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 28
Fig. 2.6 – 26 Turning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 30
Fig. 2.7 – 1 Cross section cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 2
Fig. 2.7 – 2 Tilting frame cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 3
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Fig. 2.7 – 3 Removal of hot–box panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 4
Fig. 2.7 – 4 Removal of cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 5
Fig. 2.7 – 5 Loosening the cylinder head nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 7
Fig. 2.7 – 6 Lifting the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 8
Fig. 2.7 – 7 Cylinder head on liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 9
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Fig. 2.7 – 8 Protecting ring for cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 9

Fig. 2.7 – 9 Valve clearance adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 13
Fig. 2.7 – 10 Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 15
Fig. 2.7 – 11 Removal of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 16
Fig. 2.7 – 12 Blueing test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 17
Fig. 2.7 – 13 Removing exhaust valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 18
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Fig. 2.7 – 14 Removing inlet valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 19

Fig. 2.7 – 15 Mounting valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 20
Fig. 2.7 – 16 Extracting the valve guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 22
Fig. 2.7 – 17 Detail valve guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 24
Fig. 2.7 – 18 Valves rotators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 26
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Fig. 2.7 – 19 Indicator cock / safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 28

Fig. 2.8 – 1 Gearwheel drive camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 2
Fig. 2.8 – 2 Camshaft section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 3
Fig. 2.8 – 3 Axial bearing camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 4
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Fig. 2.8 – 4 Removal of camshaft end journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 5

Fig. 2.8 – 5 Position of jack bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 6
Fig. 2.8 – 6 Position of pillar bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 6
Fig. 2.8 – 7 Removal of the camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 7
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Fig. 2.8 – 8 Tool for intermediate gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 9

Fig. 2.8 – 9 Intermediate gear wheel section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 10
Fig. 2.8 – 10 Removal of intermediate gear wheel shaft . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 10
Fig. 2.8 – 11 Mount shaft intermediate gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 11
Fig. 2.8 – 12 Crankshaft gear wheel assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 12
Fig. 2.8 – 13 Securing fuel tappet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 13
Fig. 2.8 – 14 Tappet securing plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 14
xx– 10
Manual
Fig. 2.8 – 15 Position of pillar bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 15

Fig. 2.8 – 16 Removal of camshaft section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 15
Fig. 2.8 – 17 Removal of camshaft section at B–bank side . . . . . . . . . . . . . . . . . . . . . 2.8 – 16
Fig. 2.8 – 18 Removal of camshaft journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 17
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Fig. 2.8 – 19 Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 19
Fig. 2.8 – 20 Valve lifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 20
Fig. 2.8 – 21 Push rod assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 21
Fig. 2.8 – 22 Tappet guide block assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 21
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Fig. 2.9 – 1 HP fuel pump and drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 3
Fig. 2.9 – 2 Removing the HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 4
Fig. 2.9 – 3 Tool dis/assembling HP Fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 5
Fig. 2.9 – 4 HP Fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 6
Fig. 2.9 – 5 HP fuel pump drive adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 9
Fig. 2.9 – 6 Fuel pump drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 11
Fig. 2.9 – 7 Cylinder head with injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 13
Fig. 2.9 – 8 Fuel injector assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 14
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Fig. 2.9 – 9 Extracting the fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 15
Fig. 2.9 – 10 Fuel injector cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 16
Fig. 2.9 – 11 Protecting the nozzle tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 16
Fig. 2.9 – 12 Testing fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 18
Fig. 2.9 – 13 HP fuel pipe connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 21
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xx– 11
Manual
General Wärtsilä 38
0.0. General
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0.0 – 1
Manual
Wärtsilä 38
General
0.0.1. Introduction
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The purpose of this manual is to give the user a guide for operation and
maintenance on the engine. Basic general knowledge hasn't been
entered. The manual is part of the documentation supplied with the
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engine.
Before starting or while performing any job could happen you have
questions which the manual gives no answers to, in this case do not take
any unnecessary risks and contact the Service department of Wärtsilä
Corporation or your local Wärtsilä Service network.
Wärtsilä Corporation reserves the right to minor alterations and
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improvements due to engine development without being obliged to
enter the corresponding changes in this manual.
The diesel engine will be supplied as agreed upon in the sales
documents. No claim can be made on the basis of this instruction
manual as there are some components described herein that are not
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included in every delivery.
The operation and/or maintenance work described in this manual must
only be carried out by trained technicians specialised in diesel engines.
Be sure everyone who works with the engine has this manual available
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and understands the contents.

Ensure all equipment and tools for maintenance purposes are in good
order.
Use only genuine parts to ensure the best efficiency, reliability and life
time of the engine and its components.
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Modifications as to the settings may only be made after written approval

from Wärtsilä Corporation. Settings altering may effect the warranty.
During the warranty period of the engine the owner is obliged to follow
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strictly the instructions for operation and maintenance outlined in this

manual.
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0.0 – 2
Manual
0.0.2. Terminology
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General about terminology
The most important term used in this instruction manual are defined
as follows:
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1 Manoeuvring (Operating) side
The longitudinal side of the engine where the operating devices are
located (start and stop, instrument panels, speed governor, ...).
2 Rear (Non–operating) side
The longitudinal side opposite to the manouvering side.
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3 Driving end
The end of the engine where the flywheel is located.
4 Free end
The end opposite the driving end.
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Designation of cylinders
According to ISO recommendation 932 and DIN 6256 the designation
of cylinders begins at the driving end. In a V-engine the cylinders in
the left bank, seen from the driving end, are termed A1, A2, etc., and in
the right bank B1, B2, etc. (See fig. 0.0 - 1 ).
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Designation of engine sides and ends

1 Manoeuvring side and ends
Details located on the manoeuvring side may be marked with M" and
correspondly B" for the back one of the engine (B-bank on a
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V-engine) (see also fig. 0.0 - 1 ).

2 Clockwise rotating engine
An engine which has a clockwise rotating crankshaft when looking from
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the driving end.

3 Counter–Clockwise rotating engine
An engine which has a counter-clockwise rotating crankshaft when
looking from the driving end.
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4 Bottom dead center (BDC)

It is the bottom turning point of the piston in the cylinder, where the
piston speed is zero.
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5 Top dead center (TDC)

It is the top turning point of the piston in the cylinder, where the piston
speed is zero. During a complete working cycle, consisting of two
crankshaft revolutions in a four-stroke engine, the piston reaches the
TDC twice.
0.0 – 3
Manual
Wärtsilä 38
General
1. Top dead center at scavenging

For the first time, the piston reaches the TDC when the exhaust stroke
of the previous working cycle ends and the suction stroke of the
following one begins. Exhaust valves as well as inlet valves are
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somewhat open and then the scavenging phase takes place. If the
crankshaft is turned back and forth from this TDC both exhaust and
inlet valves will move, a fact which indicates that the cranckshaft is near
on
the position which is called TDC at scavenging.
2. Top dead center at firing
For the second time, the piston reaches the TDC when, within the same
cycle, the compression stroke comes to the end and the working one is
going to begin. Slightly before this TDC the fuel injection take place (on
an engine in operation) and therefore this TDC can be defined as TDC
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at firing. In this case all the valves are closed and do not move if the
crankshaft is turned back and forth from this TDC. When watching the
camshaft and the injection pump it is possible to note that the tappet
roller is on the lifting side of the fuel cam.
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B6
A6 B5
A5 B4
A4 B3
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A3 B2
A2 B1
65 A1
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Free end 21
Manoeuvring side
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Driving end
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Fig. 0.0 – 1 Engine definitions
0.0 – 4
Manual
Marks on the flywheel

Markings on the circumference of the flywheel indicate the TDC for
each cylinder. From 15° before till 15° after each TDC the circumference
of the flywheel is divided into sections of 5° .
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Where two TDC's are indicated at the same mark, one cylinder is in TDC
at firing and the other in TDC at scavenging.
The indicator (1) is provided with a scale per degree, starting at 5°
before TDC till 5° after TDC.
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For the firing order see chapter 1.0.
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1
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CW CCW
Fig. 0.0 – 2 Example of reading the flywheel
0.0 – 5
Manual
Wärtsilä 38
General
Designation of bearings
Main bearings
The flywheel bearing is No. 0, the first standard main bearing is No. 1,
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the second No. 2 etc.
Thrust bearings
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The thrust bearing rails are located at the flywheel side. the outer rails
close to the flywheel are marked with 00 and the inner rails with 0.
Camshaft bearing
Camshaft bearings are designated in the same sequence as the main
bearings and the thrust bearing bushings are designated, the outer one
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00 and the inner one 0.
Intermediate shaft (Power Take Off) bearing

The PTO bearing, for the additional power take off shaft on the engine,
is located on the pump cover at free end.
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Intermediate (camshaft) gear wheel bearings
The bearings located directly behind the flywheel are designated as 00
and the inner bearings as 0.
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n+1 n n–1 4 3 2 1 0
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n = number of cylinders on each bank
Fig. 0.0 – 3 Designation of main & camshaft bearings
–o–o–o–o–o–
0.0 – 6
Manual
Main Data Wärtsilä 38
1.0. Main Data
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1.0 – 1
Manual
Wärtsilä 38
Main Data
1.0.1. Basic information

In the Configuration Structure for Wärtsilä 38B engines the
following applications are identified:
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1. Marine: FPP
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2. Marine: CPP
3. Marine: Diesel Electric Propulsion
4. Marine: Auxiliary (constant speed aux. engines)
5. Marine: Pump Drive
6. Power Plant: Continuos Power (base load)
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7. Power Plant: Prime Power (island mode)
8. Power Plant: Emergensy Genset
Engine types 6L38B

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8L38B
9L38B
12V38B
16V38B
18V38B
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Cylinder bore 380 mm

Stroke 475 mm
Number of cylinders 6/8/9/12/16/18
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Direction of rotation Clockwise Counter Clockwise

Firing order 6L38B 1-4-2-6-3-5 1-5-3-6-2-4
Firing order 8L38B 1-3-2-5-8-6-7-4 1-4-7-6-8-5-2-3
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Firing order 9L38B 1-7-4-2-8-6-3-9-5 1-5-9-3-6-8-2-4-7

Firing order 12V38B A1-B1-A3-B3-A5-B5 A1-B2-A2-B4-A4-B6
50° consecutive A6-B6-A4-B4-A2-B2 A6-B5-A5-B3-A3-B1
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A1-B1-A3-B3-A2-B2 A1-B4-A4-B7-A7-B6
Firing order 16V38B
A5-B5-A8-B8-A6-B6 A6-B8-A8-B5-A5-B2
50° consecutive
A7-B7-A4-B4 A2-B3-A3-B1
A1-B8-A7-B6-A4-B3 A1-B2-A5-B4-A9-B7
Firing order 18V38B
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A2-B9-A8-B5-A6-B1 A3-B1-A6-B5-A8-B9
410° alternate
A3-B7-A9-B4-A5-B2 A2-B3-A4-B6-A7-B8
The Wärtsilä 38B diesel engine is a 4ćstroke, medium speed,

turbocharged and intercooled engine with direct fuel injection.
1.0 – 2
Manual
1.0.2. Output
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Engine output according to engine rating plate
Fywheel Output 100% kW Eng. type
Marine:
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DE, AUX, CPP, FPP. 4350 6L38B
5800 8L38B
6525 9L38B
8700 12V38B
11600 16V38B
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13050 18V38B
Pump Drive 3780 6L38B
(Titanium Compressor Wheel) 5040 8L38B
5670 9L38B
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7560 12V38B
10080 16V38B
11340 18V38B
Power Plant:
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CP, PP 12150 18V38B

EG 13050 18V38B
Engine speed rpm 600
Charge air coolant temperature oC 38
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Suction air temperature oC 45
Engine output according to ISO 3046–1 : 1995(E)

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Fywheel Output 100% kW Same as table

above
Engine speed rpm 600
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ISO 3046 substitute reference conditions

Marine engines
Ambient air pressure kPa 100
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Site altitude above sea level m 0

Total exhaust gas back pressure kPa 3
Total suction air pressure loss kPa 1
1.0 – 3
Manual
Wärtsilä 38
Main Data
Continuous Power and Prime Power engines

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Sum of suction air loss and exhaust gas kPa 5
back pressures
on
Emergency Genset engines
Sum of suction air loss and exhaust gas kPa 3
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back pressures
Note! The full output of the engine is available at the ISO substitute
reference conditions. No compensation (uprating) is allowed for
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operating conditions better than the ISO substitute reference
conditions. For derating data see section 1.0.3.
Fuel limiter settings

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Marine:
DE, AUX 110 % for governing purposes only
CPP, FPP, PD 100 %
Power Plant:
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CP 100 % no overload is allowed

PP 110 % for governing purposes only
EG 110 % of LTP for governing purposes only
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Continuous power
Continuous power is defined in ISO 8528-1 as the power that a
generating set is capable to deliver continuously for an unlimited
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number of hours per year, between stated maintenance intervals and

under the stated ambient conditions, if the maintenance has been
carried out as prescribed by the manufacturer.
Prime power or Island Operation
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Prime power is defined in ISO 8528-1 as the maximum power available

during a variable power sequence, that may be run for an unlimited
number of hours per year, between stated maintenance intervals and
under the stated ambient conditions, if the maintenance has been
carried out as prescribed by the manufacturer. The permissible average
1.0 – 4
Manual
power output during a 24h period should not exceed 85 % of the prime
power.
Emergency Genset
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Emergency Genset operationis intended as the limited-time running
power as it is defined in ISO 8528-1. LTP is the maximum power that
a generating set is capable to deliver for up to 500h per year, 300h of
which could be of continuous running, between stated maintenance
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intervals and under the stated ambient conditions, if the maintenance
has been carried out as prescribed by the manufacturer. It is accepted
that the operation at this rating will affect the life of the set.
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Torsional vibration barred operational conditions
Idling speed (lower limit speed range) rpm 320
Barred speed range during normal operation rpm none
Barred speed range during misfiring rpm none
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Barred load if the alternator is going to be load /
clutched out
Note! Barred speed and load ranges:

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The zone where the loadings caused by torsional vibrations exeed

the permissible values for continuous operation.
Misfiring: see section 2.3.3.8.3
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1.0 – 5
Manual
Wärtsilä 38
Main Data
1.0.3. Derating conditions
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1.0.3.1. Derating limits for ambient conditions
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The derating is according to ISO 3046-1:1995(E) applying: m
The rated output of the engine is available at the rated substitute
reference conditions. No compensation (upgrading) is allowed for
ambient conditions better than substitute.
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1.0.3.2. Glycol derating
Maximum allowable glycol-% in water is 50 %. In case glycol is applied

in cooling system the capacity of the lubricating oil cooler on the engine
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and all external heat exchangers has to be designed for the specified
glycol-%.
1 If glycol is applied in winter season only, there is no derating for
glycol; anyway the settings of the thermostatic valves have to be
changed during winter time. while changing from the cold season to the
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warm one the clycol cooling water has to be replaced by fresh water.
HT water system
Control temperature for the HT water after the engine:
Dt HT water with glycol: -2°C/10% glycol (85°C at 50% glycol instead
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of 93°C at 0%).
LT water system
Control temperature for the LT water:
Dt LT water with glycol: -1°C/10% glycol.
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Note! As soon as there is no risk of below 0°C temperatures the glycol

cooling water must be replaced by fresh water immediately.
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2 If the glycol is used also during summer time, then derating will be
applicable. For certain applications where glycol-water is used as
cooling media in the HT &/or LT - cooling system derating is 0,5%/10%.
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1.0 – 6
Manual
1.0.3.3. Restrictions on the application of the

derating calculation
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Modifications to the engine may be required when the calculated power
adjustment factor " a" trepasses the value of 0,95. In such a case the
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derated output of the engine is subjected to the confirmation of the
Technology Department of Wärtsilä Italia S.p.A. by means of the
Performance Request Sheet".
1.0.3.4. Adjustment of power output for
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ambient conditions
The adjusted output for site conditions is calculated by means of the

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following formula:
Px + a Pra
Px" is the adjusted power output under site conditions;
Pra" is the power output under substitute reference conditions;
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a" is the power adjustment factor.

a" must be calculated by means of the following formula and
parameters:
a + Ktot * 0, 7 (1 * Ktot) ǒ1ń0, 9 * 1Ǔ
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Ktot + K1 K2 K3 K4
Derating due to the suction air temperature tx" (°C)

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Marine:
tx v 15 K1 + 1 ) 0, 004 (tx * 15)

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15 t tx v 45 K1 + 1
1,2
45 t tx K1 + ƪ(273 ) 45)ń(273 ) tx)ƫ
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Continuous power and Prime Power engines:
tx v 15 K1 + 1 ) 0, 004 (tx * 15)

15 t tx v 35 K1 + 1
1.0 – 7
Manual
Wärtsilä 38
Main Data
1,2
35 t tx K1 + ƪ(273 ) 35)ń(273 ) tx)ƫ
Emergency Genset (LTP):
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tx v 15 K1 + 1 ) 0, 004 (tx * 15)
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15 t tx v 25 K1 + 1
1,2
25 t tx K1 + ƪ(273 ) 25)ń(273 ) tx)ƫ
Note! For suction air temperature below – 5 C heating of suction air and/or
special requirements may be required.
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Derating due to the charge air coolant temperature tcx" (°C)
Marine:
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tcx v 38 K2 + 1
38 t tcx K2 + (273 ) 38)ń(273 ) tcx)

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tcx v 45 K2 + 1
45 t tcx K2 + (273 ) 45)ń(273 ) tcx)
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tcx v 35 K2 + 1
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35 t tcx K2 + (273 ) 35)ń(273 ) tcx)

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Note! The dew point shall be calculated for the specific site conditions.
The minimum charge air temperature shall be above the dew point
in order to avoid condensation occurs in charge air cooler.
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1.0 – 8
Manual
Derating due to ambient air pressure pair" (kPa)

Marine:
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Under the assumption that the ambient air pressure for marine
applications is equal to the barometric pressure, K3"
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K3 + 1
Continuous power and Prime Power engines & Emergency Genset

(LTP):
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0,7
pair v 100 K3 + ǒ pairń100 Ǔ
pair u 100 K3 + 1
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Derating due to the total exhaust gas back pressure Dpex"
(kPa)
Marine:
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Dpex v 3 K4 + 1
1,5
Dpex u 3 K4 + ƪ103ń(100 ) Dpex)ƫ
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Note! For total exhaust gas back pressure a factor is added to ISO
3046–1:1995(E). The factor shall be added if the design target of 3
kPa is exceeded.
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Dpex v 5 K4 + 1
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1,5

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Dpex v 3 K4 + 1
1,5
1.0 – 9
Manual
Wärtsilä 38
Main Data
Note! Data mentioned in Operating Data (section 1.0.5.) must stay at the
nominal values
Reduce engine load if operating temperatures of lubricating oil or
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cooling water exceed the nominal values or exhaust gas tends to exceed
the maximum values, see section 1.0.5.
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High operating temperatures can be caused among other by:
1 contamination of coolers
2 reduction of charge air pressure by:
-contamination of turbocharger compressor and/or turbine
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-too much wear of the turbine
-contamination of air in take filter
-contamination of charge air cooler
3 deviation of setting of (individual) high pressure fuel pumps
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4 bad functioning of fuel injectors
5 bad functioning of HP fuel pumps
6 high fuel CCAI value (> 870)
7 high ambient temperature
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Note! Never change fuel rack settings to equalize the exhaust gas
temperature.
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1.0 – 10
Manual
1.0.4. Correction of heat balances
The following table supplyes a complete overview for heat balance
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guidance values accordingly to different ambient conditions in relation
to the substitute reference conditions as stated above.
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Turbocharger air inlet temperature
Exhaust waste gate No Yes Reference
Air and exhaust mass flow kg/s –2.6 % +0.0 % per 10 °C higer suction air temp.
Exhaust gas temperature °C +10.3 °C +0.3 °C per 10 °C higer suction air temp.
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Charge air heat, total kW +5.1 % +10.1 % per 10 °C higer suction air temp.
HT kW +8.4 % +14.1 % per 10 °C higer suction air temp.
LT kW +0.1 % +3.2 % per 10 °C higer suction air temp.
Jacket water heat kW +2.7 % +0.8 % per 10 °C higer suction air temp.
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Lubricating oil heat kW +1.3 % +0.0 % per 10 °C higer suction air temp.
Air temp. after compressor °C +11.5 °C +16.1 °C per 10 °C higer suction air temp.
LT–coolant temperature before air cooler
Exhaust waste gate No Yes Reference
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Air and exhaust mass flow kg/s +0.0 % +0.0 per 10 °C higer LT–cool. temp.
Exhaust gas temperature °C +6.1 °C +6.6 °C per 10 °C higer LT–cool. temp.
Charge air heat, total kW –5.3 % –5.2 % per 10 °C higer LT–cool. temp.
HT kW +0.0 % +0.0 % per 10 °C higer LT–cool. temp.
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LT kW –13.3 % –14.0 % per 10 °C higer LT–cool. temp.

Jacket water heat kW +2.1 % +2.2 % per 10 °C higer LT–cool. temp.
Lubricating oil heat kW +0.7 % +0.8 % per 10 °C higer LT–cool. temp.
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Air temp. after compressor °C +1.0 °C +1.0 °C per 10 °C higer LT–cool. temp.
Altitude
/ / Reference
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Air and exhaust mass flow kg/s –4.1 % per 1000 Above Sea Level
Exhaust gas temperature °C +16.0 °C per 1000 Above Sea Level
Charge air heat, total kW +2.2 % per 1000 Above Sea Level
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HT kW +4.8 % per 1000 Above Sea Level

LT kW –1.7 % per 1000 Above Sea Level
Jacket water heat kW +3.8 % per 1000 Above Sea Level
Lubricating oil heat kW +2.1 % per 1000 Above Sea Level
Air temp. after compressor °C +9.6 °C per 1000 Above Sea Level
1.0 – 11
Manual
Wärtsilä 38
Main Data
1.0.5. Operating Data
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Operating Data Conditions
Max. Nom. Min.
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Fuel condition before injection pumps:
– Pressure bar – 7–8 –
– Viscosity (HFO) cSt – 16–24 –
– Viscosity (LFO) 1) cSt – – 2
– Temperature (HFO) oC 130 – –
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– Temperature (LFO) oC 50 – –
Lube oil condition:
– Temperature before engine oC – 63 –
– Pressure before engine bar – 4.5 –
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HT cooling water condition:
– Temperature before engine oC – 73 –
– Temperature after engine oC – 93 –
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– Pressure before engine bar 5 3.8 2) –

LT cooling water condition:
– Temperature before engine oC 38 – –
– Temperature after engine oC – – 44
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– Pressure before engine bar 5 3.4 2) –

HT and LT cooling water static pressure:
– At inlet cooling water pump bar 0.8 – 0.5
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Charge air temperature in air receiver oC – 50 –

Starting air pressure (min. pres. at 20 oC) bar 33 30 12
Firing pressure bar 210 – –
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1)The temperature of the fuel shall be adjusted such that the minimum
viscosity before the engine is well above 2 cSt.
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2) -static pressure to be added.
1.0 – 12
Manual
Fuel System Wärtsilä 38
1.1. Fuel System
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1.1 – 1
Manual
Wärtsilä 38
Fuel System
1.1.1. General
Selection of the most economical fuel for diesel engines depends on
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several variables such as engine requirements, operating conditions,
fuel quality, availability, and costs. Engines vary widely in the grade of
fuel required for satisfactory operations. In general high speed engines
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require a more refined fuel than low speed types.
High cetane number light distillate fuels are more expensive than low
cetane heavier-type fuels. For any class of fuel, careful control of
uniformity generally carries a price premium because of the operating
limitations imposed on the refiner.
Engine operation under some fuels, resulting in excessive maintenance,
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is obviously uneconomical regardless of fuel cost. The engine
manufacturer's recommendation is the logical starting point for
selecting the fuel of an engine. These recommendations may
subsequently be tempered to obtain additional economies in view of
experience and the local fuel situation. Such steps, however, should be
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taken carefully.
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1.1.1.1. HFO engines running on distillate

fuels*
Note! (*) This section must be taken into account only for HFO engines.
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The engine is designed for continuous operation on heavy fuel. For limited
periods it is possible to operate the engine on distillate fuel without
modification. Engines designed for continuous or prolonged operation on
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distillate fuels corresponding to ISO 8217 :1996(E), ISO-F-DMA &

DMB are adapted to such fuel features and consequentely require no
modification.
For continuous operation on distillate fuel corresponding to ISO 8217:
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1996, F-DMC, no specific modifications are needed on the engine. See

also section 1.1.2.3.
Engines can be started and stopped on heavy fuel oil by providing the engine
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and the fuel system are preheated to operating temperature.

It is only recommended to change over from HFO to distillate fuel
operation when it is necessary to fill or flush the fuel oil system.
1.1 – 2
Manual
1.1.2. Fuel
1.1.2.1. Residual fuel oil quality*
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The fuel specification HFO 2" is based on the ISO 8217 :1966 (E)
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standard and covers the fuel categories ISO-F-RMA10 - RMK55.
Additionally the engine manufacturer has specified an alternative fuel
HFO 1" with a tighter specification. By using a fuel meeting this
specification longer overhaul intervals of the specific engine
components are reached.
Note! The residual fuels are further in this manual indicated as Heavy Fuel
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Oil (HFO).
Bunker quality
The residual fuel oil quality as bunkered must be within the following
specification:
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Property Unit Limit Limit Test method
HFO 1 HFO 2 reference
Viscosity at: 100°C cSt max. 55 55 ISO 3104
Viscosity at: 50°C cSt max. 730 730 ISO 3104
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Redwood No.1
Viscosity at: 100°F max. 7200 7200 ISO 3104
sec.
Density at: 15°C
15 C kg/m3 max. 991 991 ISO 3675 or
kg/m3 max. 10101) 10101) ISO 12185
CCAI 4) max. 8502) 8702) ISO 8217
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Water % volume max. 1.0 1.0 ISO 3733

Water before engine % volume max. 0.3 0.3 ISO 3733
Sulphur % mass max. 2.0 5.0 ISO 8754
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Ash % mass max. 0.05 0.20 ISO 6245

Vanadium mg/kg max. 100 6003) ISO 14597
Sodium 4) mg/kg max. 50 1003) ISO 10478
Sodium before engine 4)
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mg/kg max. 30 30 ISO 10478

Aluminium + Silicon mg/kg max. 30 80 ISO 10478
Aluminium + Silicon before mg/kg max. 15 15 ISO 10478
engine
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Conradson Carbon residue % mass max. 15 22 ISO 10730

Asphaltenes 4) % mass max. 8 14 ASTM D 3279
Flash point (PMCC) °C min. 60 60 ISO 2719
Pour point °C max. 30 30 ISO 3016
Total sediment, potential % mass max. 0.10 0.10 ISO 10307–2
1.1 – 3
Manual
Wärtsilä 38
Fuel System
1)Maximum of 1010 kg/m3 at 15°C, by providing the fuel treatment

system can remove water and solids.
2) Straight run residues show CCAI values in the 770 to 840 range and are
very good ignitors. Cracked residues delivered as bunkers may vary from
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840 to - in exceptional cases - above 900 CCAI. Most bunkers remain in
the max. 850 to 870 range at the moment.
3) Sodium contributes to hot corrosion on exhaust valves when combined
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with high sulphur and vanadium contents. Sodium also strongly
contributes to fouling of the exhaust gas turbine blading at high loads.
The aggressiveness of the fuel depends on its proportions of sodium and
vanadium, but also on the total amount of ash. Hot corrosion and
deposit formation are, however, also influenced by other ash
constituents. It is therefore difficoult to set strict limits only based on
the sodium and vanadium content of the fuel. Also a fuel with lower
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sodium and vanadium contents than that specified above can cause hot
corrosion on engine components.
4) Additional properties specified by the engine manufacturer which are
not included in the ISO specification or differ fromthe ISO specification.
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Lubricating oil, foreign substances or chemical waste, hazardous to the
safety of the installation or detrimental to the performance of engines,
should not be contained in the fuel.
The limits above concerning the HFO 2" also correspond to the
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demands of:
- BS MA 100: 1996, RMH55 and RMK 55
- CIMAC 1990, Class H55 and K55
- ISO 8217 :1996(E), ISO-F-RMH 55 & RMK 55
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Note! For fuel oil quality before engine see section 1.1.2.4.
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1.1 – 4
Manual
1.1.2.2. Crude oil quality*

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Bunker quality
The crude oil quality as bunkered must be within the following
specification:
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Property Unit Limit Test method refer-
ence
Viscosity at: 100°C cSt max. 55 ISO 3104
Viscosity at: 50°C cSt max. 730 ISO 3104
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Viscosity at: 100°F Redwood No. 1 sec. max. 7200 ISO 3104
Density at: 15°C kg/m3 max. 991 ISO 3675 or 12185
CCAI max. 870 ISO 8217
Sulphur % mass max. 5.0 ISO 8754
Ash % mass max. 0.05 ISO 6245
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Vanadium mg/kg max. 300 ISO 14597
Sodium mg/kg max. 50 ISO 10478
Aluminium + Silicon mg/kg max. 30 ISO 10478
Conradson Carbon residue % mass max. 22 ISO 10730
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Asphaltenes % mass max. 14 ASTM D 3279

Reid vapour pres. at 37.8°C kPa max. 65 ASTM D 323
Pour point °C max. 30 ISO 3016
Total sediment, potential % mass max. 0.10 ISO 10307–2
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safety of the installation or detrimental to the performance of engines,
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should not be contained in the fuel.

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Note! For fuel oil quality before engine see section 1.1.2.4.
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1.1 – 5
Manual
Wärtsilä 38
Fuel System
1.1.2.3. Distillate fuel oil quality
Distillate fuels
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The fuel specification is based on the ISO 8217:1996 (E) standard and
covers the fuel categories ISO-F-DMX, DMA. DMB and DMC.
The distillate grades mentioned above can be described as follows:
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- DMX is a fuel which is suitable for use at ambient temperatures
down to -15°C without heating the fuel. In merchant marine
applications, its use is restricted to lifeboat engines and certain
emergency equipment due to reduced flash point. This type of fuel
is not further specified in this chapter.
- DMA is a high quality distillate, generally designed as MGO (Marine
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Gas Oil) in the marine field.
- DMB is a general purpose fuel which may contain trace amounts of
residual fuel and is intended for engines not specifically designed to
burn residual fuels. It is generally designed as MDO (Marine Diesel
Oil) in the marine field.
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- DMC is a fuel which can contain a significant proportion of residual
fuel. Consequently it is unsuitable for installations where engine or
fuel treatment plants is not designed for the use of residual fuels.
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Note! The distillate fuels are further in this manual indicated as Light Fuel
Oil (LFO).
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1.1 – 6
Manual
Bunker quality
The distillate fuel oil quality as bunkered must be in the following
specification based on ISO 8217: 1996(E) ISO-F-DMA, DMB and DMC:
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Property Unit DMA DMB DMC1) Test meth. ref.
Viscosity before injection cSt min 2.0 2.0 2.0 ISO 3104
on
pump 2)
Viscosity at 40°C cSt max 6.0 11.0 14.0 ISO 3104
Viscosity before injection cSt max 24.0 24.0 24.0 ISO 3104
pump 2)
Density at 15°C kg/m3 max 890 900 920 ISO 3675 or
12185
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Cetane number min. 40 35 – ISO 5165 or 4264
Water % vol. max – 0.3 0.3 ISO 3733
Sulphur % mass max 1.5 2.0 2.0 ISO 8574
Ash
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% mass max 0.01 0.01 0.05 ISO 6245
Vanadium mg/kg max – – 100 ISO 14597
Sodium before engine mg/kg max – – 30 ISO 10478
Aluminium + Silicon mg/kg max – – 25 ISO 10478
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Aluminium + Silicon before mg/kg max – – 15 ISO 10478

engine
Carbon residue (10% vol % mass max 0.3 – – ISO 10370
dist. bottoms, micro method)
Carbon residue (micro % mass max – 0.3 2.5 ISO 10370
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method)
Flash point (PMCC) 2) °C min. 60 60 60 ISO 2719
Pour point °C max –6 / 0 6/0 6/0 ISO 3016
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Sediment % mass max – 0.07 – ISO 3735

Total sediment potential % mass max – – 0.10 ISO 10307–1
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1) The use of ISO-F-DMC category fuel is allowed provided that the

fuel treatment system is equipped with a fuel centrifuge.

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installation or detrimental to the performance of the engines, should
not be contained in the fuel.
Some distillate fuel oils may contain wax particles which solidify at
temperatures below 50 oC and may clog the fuel filter. It is advised to
1.1 – 7
Manual
Wärtsilä 38
Fuel System
install a heater in the supply line to the fuel filter. In case of a clogged
filter the heater can be switched on to overcome the problem.
Note! For fuel oil quality before engine, in detail, see section 1.1.2.4.
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Note! For fuel oils out of the specifications as stated in this paragraph,
contact Wärtsilä Corporation.
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1.1 – 8
Manual
1.1.2.4. Fuel oil quality before engine
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Requirement before engine
All fuel oil supplied to the engine must be properly conditioned and fulfil
the following requirements:
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Property Unit Value
Fuel condition before injection pumps:
For pressure, temperature (LFO / HFO) and viscosity (LFO / HFO) see sec-
tion 1.0.5.
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The HFO must be purified in an efficient centrifuge system. Furthermore, the
fuel should pass through an automatic filter before entering the engine.
Automatic backflush filter; fineness 90% / abs. [µm] 10 / 25
Safety filter; fineness 90% / abs. [µm] 25 / 37
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Water / volume 1) % max. 0.3
Sodium 1) mg/kg max. 30
Aluminium + Silicon 1) mg/kg max. 15
Quantity of clean leak HFO (at 100% load) % 2) ca. 0.4
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Fuel flow / fuel consumption ratio (at 100% load) min. 4 : 1

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2) % of Specific Fuel Oil Consumption

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1.1 – 9
Manual
Wärtsilä 38
Fuel System
1.1.2.5. Fuel conditioning
World wide different viscosity units are used. Fig. 1.1 ć 1 shows a
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diagram to convert the viscosity from one unit to another.
The unit [mm2/s] is equal to [cSt].
on
[mm2/s]
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lu
na
er
nt
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Fig. 1.1 – 1 Viscosity conversion diagram

fo
Conversion from various viscosity units to [mm2/s] can be made in the

diagram, fig. 1.1 – 1 . The diagram should be used only for conversion of
viscosities at the same temperature. The same temperature should then
be used when entering the viscosity / temperature point into the diagram
of fig. 1.1 – 2 .
1.1 – 10
Manual
Fuel oil viscosity and temperature

Proper atomisation of fuel in the combustion chamber of the engine
requires for each fuel a specific viscosity. Controlled heating to obtain
the corresponding temperatures is required. These temperatures can be
ly
determined from the diagram in fig. 1.1 ć 2 . The diagram shows:
- The viscosity-temperature lines for a number of viscosity grades.
For residual fuels (ISO RM..) the viscosity is specified at 100°C .
For distillate fuels (ISO DM..) the viscosity is specified at 40°C .
on
The line for 35 mm2/s at 100°C fuel for instance is the one running
through points H and E.
Other viscosities fuel lines run parallel.
[mm2/s]
5000
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Residual fuel Approx. pumping limit
2000
RM–55 (Max. 55mm2/s at 100°C)
H RM–45 (Max. 45mm2/s at 100°C)
1000
G RM–35 (Max. 35mm2/s at 100°C)
600
RM–25 (Max. 25mm2/s at 100°C)
400
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A RM–15 (Max. 15mm2/s at 100°C)
300
Distillate fuel RM–10 (Max. 10mm2/s at 100°C)
200
Centrifuging
Minimum storage temperature
100 temperature
80
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C Viscosity range
60 residual fuels
50 before HP fuel
pumps
40
F
30 B
25
D
er
20
16 E
14
12
10
nt
9
8
7
DMC (Max. 14 mm2/s at 40°C)
6
DMB (Max. 11 mm2/s at 40°C) Max. temperature
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5 DMA (Max. 6,0 mm2/s at 40°C) before HP fuel pumps
DMX (Max. 5,5 mm2/s at 40°C)

4
fo
–10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 [°C]
Fig. 1.1 – 2 Viscosity temperature diagram
1.1 – 11
Manual
Wärtsilä 38
Fuel System
- The (horizontal) line at 1000 mm2/s above which pumping is

difficult.
- The line with sharp bends through point G, which shows the
minimum storage temperature for all viscosity classes. For higher
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viscosity class fuels a higher storage viscosity is accepted to limit the
heating demand.
- The line with sharp bends through point F, shows the required
on
centrifuging temperature. For viscosity classes higher than 40
mm2/s at 50°C a higher centrifuging viscosity than 14 mm2/s is
accepted to save heating power. Finally the line turns vertical at 97°C
because boiling of the sealing and operating water in the centrifuge
must be avoided. With further increase of viscosity the throughput
through the centrifuge must be reduced for maintaining the
required degree of purification.
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- The maximum temperature before the HP fuel pumps is 130 °C for
fuels of the highest viscosity.
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Example:
RM35 a fuel with a viscosity of 380 mm2/s at 50°C (point A) or 35 mm2/s
at 100°C (point B):
- At 80°C (point C) the estimate viscosity is 77 mm 2/s.
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- Is pumpable above 37°C (point H).

- Minimum storage temperature is 41°C (point G). It is advised to keep
the fuel about 10°C above this temperature.
- Centrifuging temperature is 97°C (point F).
er
- Heating temperature before entering the engine for proper

atomisation with a viscosity between the 24 and 16 mm 2/s, is
maximum 127°C and minimum 112°C.
nt
ri
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1.1 – 12
Manual
Purification
Heavy fuel (residuals, and mixtures of residuals, distillate and DMC)
must be purified in an efficient working centrifuge before entering the
day tank. The fuel should be heated before centrifuging.
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Recommended temperatures, depending on the fuel viscosity, are stated
in the diagram, see fig. 1.1 ć 2 .
Sufficient heating capacity is needed to make centrifuging at
on
recommended levels possible. The temperature must be controlled on
±2°C before centrifuge when centrifuging high viscosity fuels with
densities approaching or exceeding 0.991 g/ml at 15°C.
Be sure the correct gravity disc is used. Never exceed the flow rates
recommended for the centrifuge for the grade of fuel in use. The lower
the flow rate the better the purification efficiency.
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Recommended centrifuge flow rate
Viscosity at 100°C mm2/s – 10 15 25 35 45 55
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Viscosity at 50°C mm2/s 12 40 80 180 380 500 730
Centrifuge flow
% of rated capacity 100 60 40 30 25 20 15
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Sufficient separating capacity is required. The best and most

disturbance-free results are obtained with purifier and clarifier in
series. Alternatively the main and stand-by separators may run in
parallel, but this makes heavier demands on correct gravity disc choice
and constant flow and temperature control to achieve optimum results.
Flow rate through the centrifuges should not exceed the maximum fuel
er
consumption of the engine by more than 10 %.

In case pure distillate fuel is used, centrifuging is still recommended as
fuel may be contaminated during transport and in storage tanks. The
full rated capacity of the centrifuge may be used provided the viscosity
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is less than 12 mm2/s at centrifuging temperature.

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1.1 – 13
Manual
Wärtsilä 38
Fuel System
1.1.2.6. Avoiding difficulties during operation

on HFO*
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The engine is designed for burning HFO. In order to avoid difficulties
mind the following points:
on
1 At all loads the charge air temperature should be kept at design
temperature by controlling the LT cooling water temperature.
2 Fuel injection temperature with regard to HFO. For requirements
see "Fuel viscosity / temperature in the engine". Poor fuel quality will
adversely influence wear, engine component life time and maintenance
se
intervals.
3 Clean the turbocharger turbine side frequently straight from the
beginning. Fuels with high vanadium and sodium contents in
unfavourable ratio's may lead to rapid contamination of the turbine and
higher gas temperatures. In such cases more frequently cleaning is
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necessary.
4 Limit low load operation as much as operating conditions permit if
fuel is known or suspected to have higher sulphur content above 2 %,
carbon content " carbon residue" above 15 % and/or asphaltene content
na
above 8 %.
5 Avoid unstable and incompatible fuels (precipitation of heavy
components in the fuel) by avoiding blending of fuels unless the fuels
are known to be compatible. Store fuels from different deliveries in
separate tanks.
er
If stability and compatibility problems occur never add distillate fuel as

this will probably increase precipitation. A fuel additive with highly
powerful dispersing characteristics can be of help until a new fuel
delivery takes place.
nt
6 Some of the difficulties may occur on heavy fuels blended from

cracked residuals, see section 1.1.2.7.
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1.1 – 14
Manual
1.1.2.7. Comments on fuel characteristics
1 Viscosity determines the complexity of the fuel heating and
ly
handling system, which should be considered when estimating
installation economy. The standard engine fuel system is designed for
fuels up to the viscosity class 55.
on
2 When the density exceeds 0.991 g/ml at 15°C water, and to some
extent solid matter, can no longer be removed with certainty by a
centrifuge. Centrifuging systems claiming to clean fuel oils with
densities up to 1.010 g/ml at 15°C are on the market. If such systems of
the so called controlled discharge design are installed, fuels with
densities up to 1.010 g/ml at 15°C may be used.
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Note! High density fuels with low viscosity may have low ignition
quality.
3 Higher sulphur content increases the risk for corrosion and wear,
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particularly at low loads, and may contribute to high-temperature
deposit formation. The lubricating oil specification must be matched to
such qualities.
4 High ash content causes abrasive wear, and may cause high
temperature corrosion and contributes to formation of deposits. The
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most harmful ash constituents are the vanadium-sodium

combinations.
5 High vanadium content causes high temperature corrosion on hot
parts like exhaust valves, particularly in combination with high sodium
content. The corrosion accelerates with increased temperatures
er
(increased engine output).

6 Sodium (Na)contributes to hot corrosion on hot parts like exhaust
valves in combination with high vanadium (V) content. Sodium also
contributes strongly to fouling of the turbine blading of the
nt
turbocharger at high exhaust gas temperature. The permissable

content of Na of the cleaned fuel should be below 30 ppm.
7 High "carbon residue" may cause deposit formation in combustion
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chamber and exhaust system, particularly at low engine output.

8 High content of asphaltenes may contribute to deposit formation in
the combustion chamber and exhaust systems (at low loads).
Asphaltenes may under certain circumstances precipitate from the fuel
fo
and will block filters and/or cause deposits in the fuel system.
Precipitating asphaltenes may also cause excessive centrifuge sludge.
9 Heavy fuels may contain up to 1 % water at delivery. Water can
originate from the installation bunker tanks. To avoid difficulties in the
engine fuel injection system water must be removed.
1.1 – 15
Manual
Wärtsilä 38
Fuel System
10 Reduced ignition and combustion quality can be caused by using

HFO from modern refinery processes compared with "traditional"
heavy fuels. HFO from modern refinery processes may approach at least
some of the limits of fuel characteristics.
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Ignition quality is not defined nor limited in marine residual fuel
standards. The same applies to ISO-F-DMC marine distillate fuel.
The ignition quality of these fuels cannot for a variety of reasons be
on
determined by methods used for pure distillates, i.e. Diesel Index,
Cetane Index and Cetane Number.
Low ignition quality may cause trouble during starting and at low load
operation, especially at too low charge air temperature. This may result
in long ignition delay and as a consequence, in high firing pressure rise
ratio. The combustion will be more noisy in this case, known as "Diesel
knock", i.e. hard, high pitch combustion noise. Diesel knock increases
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mechanical load on components surrounding the combustion space,
increases thermal load, increases lube oil consumption and increases
lube oil contamination. Basically a low viscosity, in combination with a
high density, will result in a low ignition quality and is expressed in a
CCAI value.
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mm2/s at 50 oC kg/m3 at 15 oC
na
er
nt
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Fig. 1.1 – 3 Nomogram for deriving CCAI
1.1 – 16
Manual
What do the CCAI values mean?

Straight run residues show CCAI values (Calculated Carbon Aromaticy
Index) in the 770 to 840 range and are very good igniters. Cracked
residues delivered as bunkers may range from 840 to, in exceptional
ly
cases, above 900.
Normal diesel engines should accept CCAI values up to 850 with no
difficulties. CCAI values between 850 and 870 may cause difficulties
on
under unfavourable conditions such as low charge air temperatures,
insufficient preheating of the engine at the start, malfunctioning of fuel
injection system (in particular, badly maintained nozzles).
CCAI values above 870 are not advised.
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Note! Although low ignition quality produces long ignition delay,
advancing the ignition timing makes things only worse; fuel is
injected at a lower compression temperature and this will
produce even longer ignition delay.
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11 Aluminum + Silicon. Fuels may contain highly abrasive particles
composed of aluminium and silicon oxides known as "catalytic fines"
from certain refining processes. If not removed by efficient fuel
treatment, wear of high pressure fuel pumps, nozzles and cylinder
liners can be expected in a few hours.
na
er
nt
ri
fo
1.1 – 17
Manual
Wärtsilä 38
Fuel System
1.1.3. Internal fuel system
General
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The fuel system consists of a Low Pressure, an High Pressure system
and a leak-off fuel system.
The system components on the engine are basically situated inside the
on
Hot Box.
Components of the fuel system are :
- HP fuel pump (1)
- Fuel Injector (2)
- Drain valve (3)
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104
A–BANK
103
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101
104
102
03
104 02 118
01 05
na
103 104
B–BANK
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Fig. 1.1 – 4 General diagram internal fuel system

nt
ri
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1.1 – 18
Manual
- The Low Pressure Fuel system consists of supply and return

connection (101) and (102), see fig. 1.1 ć 4 . Supply and return lines
on the HP fuel pumps are (20) and (21), see fig. 1.1 ć 5 .
- The High Pressure injection system consists of the High Pressure
ly
(HP) fuel pumps, fuel injectors and High Pressure fuel lines.
These components are described in chapter 2.9 , "Injection system".
- The clean leak-off fuel from injectors, HP fuel pumps and possible
on
leak from damaged or broken HP fuel lines is drained via connection
(103). The clean leak fuel can be pumped to the day tank without
treatment.
- Other possible leak fuel, the "dirty" fuel is drained separately via
connections (104) and has to be led to the sludge tank.
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21
20
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na
er
nt
Fig. 1.1 – 5 Low pressure fuel pipes
Note! For maintenance background information, safety aspects, tools,

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intervals, tolerances, inspection, tightening torque and procedures

see chapter 2.4
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1.1 – 19
Manual
Wärtsilä 38
Fuel System
1.1.4. Draining of fuel system
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As the fuel quantity in the supply and discharge line is relatively large,
it is preferred to purge the fuel lines into a waste tank before
commencing any maintenance to this system and components.
Engines, operating on HFO, should be drained when engine and fuel are
on
still warm. Prior to overhaul of the engine the fuel system is
recommended to be flushed with Light Fuel Oil.
1 Close the supply and return to the engine fuel system.

2 Drain the engine fuel system trought pipe connection (118) by
opening drain valve (5), see also fig. 1.1 ć 4 .
se
lu
na
5
er
nt
ri
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Fig. 1.1 – 6 Drain plugs engine fuel system
1.1 – 20
Manual
Lubricating Oil System Wärtsilä 38
1.2. Lubricating Oil System
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on
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lu
na
er
nt
ri
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1.2 – 1
Manual
Wärtsilä 38
Lubricating Oil System
1.2.1. Lubricants
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Lubricating oil should feature a number of physical and chemical
qualities required for reliable diesel engine operation. Apart from
lubricating bearings, cylinder liners, gears, valve mechanism etc.,
on
cooling is an important function. The main engine lubricating oil must
also be able to neutralize combustion products on engine parts and to
keep these products well dispersed.
Under normal operation the engine lubricating oil is exposed to high
pressures and temperatures. The oil is often finely divided as a spray or
mist, intimately mixed with air and subjected to catalytic effects of
se
various contaminators. Contact with air results in oxidation and the
production of gums, resins and acids.
Other major contaminators are products of combustion, such as soot,
ash and (partially) unburnt fuel mixed with the lubricating oil on the
cylinder wall. High sulphur content of the fuel may also accelerate the
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rate of oil deterioration.
Some of the contaminators can be removed by purification or filtering.
Other contaminators eventually will accumulate to the point where the
oil must be discarded. To determine the condition of the oil regular
sampling and testing is necessary. The samples should therefore be sent
na
to a qualified laboratory for a detailed analysis regarding the oil

condition.
The oil manufacturer remains responsible for the quality of the oil
under operating conditions. It is the responsibility of the operator
together with the advise of the oil supplier and noćgo criteria given by
er
Wärtsilä Corporation, to determine whether or not the oil should be

refreshed.
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1.2 – 2
Manual
1.2.1.1. Requirements
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1.2.1.1.1. Main lubricating oil
Main lubricating oil for the engine must be of an approved brand
according to the following specifications:
on
Viscosity class : SAE 40
Viscosity index (VI) : Min.95
Alkalinity (BN) : The required lubricating oil alkalinity is
tied to the fuel specified for the engine, which is shown in the table
below.
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Category Fuel standard Lube oil BN [mg KOH/g]
ISO 8217: 1996(E) Required Recommended
A DMX, DMA 10 – 30 10 – 22
B DMB 15 –30 15 – 22
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C DMC, RMA10 – RMK55 30 –55 40
Remarks
Category A and B: If the recommended lube oil BN is not available an
na
approved lube oil with a BN of 24-30 can also be used.

Category C: If the recommended lube oil BN causes short oil change
intervals (fuel with high sulphur content), it is recommended to use
lubricating oil with BN 50 - 55. If experience shows that the lube oil BN
equilibrium remains at an acceptable level (fuel with very low sulphur
content) lube oil with a BN 30 can also be used.
er
Additives
The oil should contain additives that ensures good oxidation stability,
corrosion protection, load carrying capacity, neutralisation of acid
combustion and oxidation residues and should prevent deposit
nt
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
ri
tendency and stability, according to the ASTM D 892-92 test method:

Sequence I, II and III : 100/0 ml
Base oils
fo
Only the use of virgin base oils is allowed, i.e. recycled or re-refined
base oils are not allowed.
Approved lubricating oils
For a list with approved lubricating oils, please contact Wärtsilä
Corporation. Lubricating oils that are not approved have to be tested
according to the engine manufacturer's procedures.
1.2 – 3
Manual
Wärtsilä 38
Engine lubricating oil system requirements

Lubricating oil, supplied to the engine, must be conditioned:
– centrifugal separated on water and dirt
ly
– filtered
– controlled to the correct temperature.
Water content max. % vol 0.3
on
Fineness automatic back–flushingfilter:
fine filter 30 µm Absolute mesh size
safety filter 100 µm Absolute mesh size
The suction height of the main lubricating
oil pump (including pressure losses in the
pipes and suction filter): max. m 4
se
Before any operation the lubricating oil
should be at least at preheated condition: min. °C 40
1.2.1.1.2. Lubricants additional equipment

lu
Lubricating oil for turning gear
For lubrication of the turning gear the use of an EP-gear oil is
recommended, viscosity 400-500 cST/40°C = ISO VG 460.
na
The lubricating oil is added before the start-up procedure.

For a list with approved lubricating oils, please contact Wärtsilä
Corporation.
Oil for hydraulic tools

er
These tools require an oxidation resistant oil with a viscosity of about

45 mm2/s at 40 °C. The following oil specifications meets the
requirements:
- ISO hydraulic oil type HM
nt
- DIN 51525 hydraulic oil type HLćP

- DIN 51585 corrosion test with steel, corrosion degree 0
- DIN 51759 corrosion test with copper, corrosion degree 1
- ASTM D 665 corrosion test approved.
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fo
1.2 – 4
Manual
1.2.1.2. Influences on the lubricating oil

condition
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When the engine is in operation under "extreme" conditions the
operator should check the oil condition more frequently.
The following engine conditions are "extreme" :
on
- During the runningćin period of an engine when a relative large
quantity of metal wear products are formed entering the lubricating
oil.
- After replacement of liners and piston rings. The engine runningćin
process will introduce larger quantities of blowćby gas existing in
combustion products (sulphur dioxide, water and CO2) and liner and
piston ring wear products.
se
- Strong fluctuations in engine load create more blowćby.
- A bad fuel combustion process caused by bad condition of injectors
and/or fuel pumps and insufficient scavenging air pressure.
- A fuel oil quality with a CCAI > 850.
- Frequent engine overhaul introduces a relative high percentage of
lu
dirt into the crankcase.
- Postponed engine maintenance introduces the possibility of water
and fuel oil entering the lubricating oil. Piston and liner wear
increase the quantity of blowćby gas.
- Frequently cold starting.
na
- High sulphur content in fuel (> 3% ) causing fast BN depletion.
1.2.1.3. Testing of main lubricating oil

er
It is the duty of the operator to monitor the behaviour of the lubricating

oil carefully and regularly in order to ensure the oil remains in a good
nt
condition. This is particularly necessary when a new engine is put into

operation or when a change is made in brand of oil in an engine already
in operation or when oil is taken from a batch with different
composition. However it is not advised to mix different types of
ri
lubricating oil and in such a case always consult the lubricating oil
supplier. During testing the quality of lubricating oil the instructions of
the oil supplier have to be observed. It is advised with a new engine or
after after a major overhaul to take samples of the lubricating oil at
fo
intervals of 250 operating hours and send it to a qualified laboratory.

On the basis of the results it is possible to determine suitable intervals.
1.2 – 5
Manual
Wärtsilä 38
Recommendations for sampling

- Samples should be drawn from the sampling valve which is
specifically fitted for this purpose.
- Ensure the total quantity of oil in circulation is approximately the
ly
same prior to drawing each sample.
- Draw samples only when the engine is running and the oil is at
normal operating temperature.
- Before filling the sampling container open the sampling cock and
on
drain some oil to make sure that it is flushed and hot oil is flowing
slowly from the outlet point.
- Draw oil samples directly into clean, dry containers of one litre
capacity.
- Draw a sample during a period of about ten minutes.
- Shake the sample thoroughly before pouring into the sample bottle
provided for this purpose; the bottle should not be filled over 90% of
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its content.
Information required for oil analysis

1 Name of vessel or plant
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2 Owners
3 Date of sampling
4 Date and place sample handed in
Oil brand, product name, nominal viscosity
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5
6 Hours lubricating oil in service
7 Running hours of the engine.
8 Engine model, manufacturer and serial number
er
9 Position in lubrication oil system from which drawn

10 Type of fuel oil used including sulphur content
11 Date previous sample from same source drawn
12 Quantity of lubricating oil in system and top up
nt
13 Any special reasons for analysis being required if nonćroutine

samples
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Unacceptable sampling
An unsatisfactory sample will be the result if oil is drawn from areas of
stagnation or where little flow is occurring. These places are:
fo
- Sumps
- Auxiliary / smaller pipelines
- Purifier suction lines or discharge lines
- Drain plugs of filters, coolers etc.
Samples drawn from those points will not be representative for the bulk
of oil in active circulation.
1.2 – 6
Manual
1.2.1.4. Condemning limits for main

lubricating oil
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Condemning limits for used main lubrication oil
When estimating the condition of the lubricating oil in circulation the
on
following properties along with the corresponding limit values must be
noted. If the limits are exceeded measures must be taken.
Compare the condition also with guidance values for fresh lubricating
oil of the brand used.
On basis of test results it can be determined whether lubricating oil is
se
suitable for further use.
Condemning limits for used lubricating oil

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Property Unit Limit Test method
Viscosity cSt at 40 °C max. 25% decrease ASTM D 445
max. 45% increase
Viscosity cSt at 100 °C max. 20% decrease ASTM D 445
na
max. 25% increase

Water vol–% max. 0.30 ASTM D 96 or
ASTM D 1744
Base Number mg KOH/g min. 20 for HFO ASTM D 2896
operation
er
max. 50% depletion

for LFO operation
Insolubles w–% in n–Pentane max. 2.0 ASTM D 893b
Flash Point, PMCC °C min. 170 ASTM D 93
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Flash Point, COC °C min. 190 ASTM D 92

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fo
1.2 – 7
Manual
Wärtsilä 38
1.2.1.5. Comments on lubricating oil

characteristics
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1 Centrifuging of the system oil is required in order to separate water
on
and insolubles from the oil. Do not supply water during purifying. The
oil should be preheated till 80ć90°C. Many oil manufacturers
recommend a separation temperature of 85ć95°C for an effective
separation. Please check with the supplier of your lubricating oil for the
optimal temperature. Select the highest recommended temperature.
For efficient centrifuging, use not more than 20% of the rated flow
capacity of the separator. For optimum conditions, the centrifuge should
se
be capable of passing the entire oil quantity in circulation 4ć5 times
every 24 hour at 20% of rated flow. The gravity disc should be selected
according to the oil density at separation temperature.
lu
Defects on “self–cleaning“ separators can, under certain
Note!
circumstances, quickly increase the water content of the oil
2 Flash point
At 150°C a serious risk of a crankcase explosion exists.
na
3 Water content
Lubricating oil with a high water content must be purified or discarded.
4 Choose BN according to our recommendations.
A too low BN value increases the risk of corrosion and contamination
of the engine components.
er
5 Insolubles
The quantity of insolubles allowed depends on various factors. The oil
supplier' s recommendations should be closely followed.
1.5% Insolubles in nćPentane call for action, however, it can be said that
nt
changes in the analyses usually give a better basis for estimation than
the absolute values.
Rapid and big changes of insolubles may indicate abnormal operation
ri
of the engine or system.

6 Sudden increase of wear metals indicates that there is abnormal
wear. Immediate actions should be taken to find the cause. If necessary
contact the oil supplier and/or the engine manufacturer
fo
1.2 – 8
Manual
7 Measure and record the quantity added for compensation of the oil
consumption. Attention to lubricating oil consumption may give
valuable information about the engine condition. A continuous increase
may indicate wear of piston rings, pistons and cylinder liners. A sudden
ly
increase demands inspection of pistons if no other reason is found.
8 Intervals between changes are influenced by system content (oil
volume), operating conditions, fuel oil quality, centrifuging efficiency and
on
total oil consumption. Efficient centrifuging in combination with large
systems (dry sump operation) generally allow longer intervals between
changes.
9 Daily top up of the circulating tank/wet sump will extend the life
time of the lubricating oil.
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1.2.1.6. Recommendations for lubricating oil
refreshing
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Note! Utmost cleanliness should be observed during lubricating oil
treatment. Dirt, metal particles, rags etc. may cause serious bearing
damage. After disconnecting pipes or components from the system
cover all openings with gaskets and or tape. Avoid dirt and water
entering the lubricating oil during transport and storage.
na
1 Drain the oil system when the oil is hot. Be sure oil filters, coolers and
external pipes are also emptied. Use service air to empty coolers and pipes.
2 Clean oil spaces including filters and camshaft compartment.
er
3 Check if filter elements from external system are clean and

undamaged.
4 Supply the required quantity of oil into the system.
5 The oil interval can efficiently be predicted by plotting the analyses
nt
taken at regular intervals.

Copies of the lubrication oil analysis should be kept on archive for at
least 12,000 running hours of the engine.
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fo
1.2 – 9
Manual
Wärtsilä 38
1.2.2. Internal lubricating oil system
Note! For proper acknoledgement of the specific lubricating oil system
ly
please refer to the related diagram which is enclosed in section
3.1.1.
on
The lubricating oil system is partly build on the engine. The main oil
supply manifold, which is integrated in the engine sump, takes care of
the lower part of the engine lubrication. The lubrication of the upper
part is provided by means of branches.
During running-in the engine is protected against dirt by means of
running-in filters.
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Main lubricating oil system components builtćon the engine are:
- Engine driven main lubricating oil pump with combined pressure
control valve and safety valve.
- Centrifugal filter.
- Run-in filters.
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- Sampling valve.
- Dry sump.
- Crankcase air breather.
- Oil mist detector.
- Explosion valves.
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Note! For maintenance background information , safety aspects, tools,

see chapter 2.4
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1.2 – 10
Manual
Lubricating oil is taken from the external sump via connection (203)
and is forced to the external oil system via connection (204), consul also
the diagram. In the external system, the lubricating oil is filtered and
cooled to the correct temperature. From the external system via
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connection (201) the lubricating oil is directed to the main oil supply
manifold in the sump and to supply lines.
The manifold supplies oil to the lower part of the engine, see section
on
1.2.2.1. for detailed description of oil flow for:
- crankshaft main and axial bearings
- connecting rods and pistons
- gear wheel for pump drives at the free end
- Intermediate (PTO) shaft bearing
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- intermediate gearwheel for camshaft drive
- camshaft axial bearing
- actuator drive
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From the manifold the flow is branched for the lubrication of the upper
part of the engine, see section 1.2.2.2. for detailed description, the
following parts are included:
- turbocharger bearings.
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- camshaft bearings
- fuel pump drive
- valve drive
- cylinder heads with valve lifting gear
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After lubrication and cooling of the engine parts the oil is collected in
the dry sump and leaves towards the external wet sumpat connection
(202).
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This chapter deals only with the components which are built-on the
engine, the external components are not mentioned in this manual.
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1.2 – 11
Manual
Wärtsilä 38
1.2.2.1. Lower part of the engine oil flow
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Oil supply from manifold via running–in filter
The lube oil, which is flowing from the manifold to the main bearing,
passes a running-in filter (see fig. 1.2 - 1 ) which have to be removed
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after the first 100 running hours. After the removal of the running-in
filter from the supply line to the main bearing, the jack on the manifold
can be extended and connected to the main bearing cap. If a running-in
filter become clogged within the first 100 running hours, the lube oil
supply will be provided by means of a spring loaded byĆpass valve in the
filter.
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Fig. 1.2 – 1 Main bearing running–in filter

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Note! It is recommended to install running–in filters after a major overhaul

and/or after a damage which could lead to the possibility of dirt in
the internal lubricating oil system. Remove them after about 100
running hours.
1.2 – 12
Manual
Main bearing oil flow

Lubricating oil from the manifold (20) flows via horizontal and vertical
bores into the groove (27) in the engine block, see fig. 1.2 - 2 . The
upper main bearing shell is provided with large size holes, over a
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portion of the circumference, where the oil flows to the main bearing
and to the crankshaft from.
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27
28
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20
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Fig. 1.2 – 2 Main bearing oil flow
Via a "cross-over" (28) the oil flows from the mainbearing journal to
the crankpin journal and the big end bearing.
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28
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Fig. 1.2 – 3 Cross–over oil flow
1.2 – 13
Manual
Wärtsilä 38
Connecting rod oil flow

Via large size holes in the lower big end bearing shell the oil flows into
a circumferential groove (29), see fig. 1.2 - 4 , which is placed in the
bearing cap and partly in the upper part of the connecting rod big end.
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From here the oil is conducted in the connecting rod up to the gudgeon
pin bearing (30) through a horizontal groove and a vertical bore .
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30
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29
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Fig. 1.2 – 4 Oil flow connecting rod

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1.2 – 14
Manual
Piston oil flow

Through holes in the middle of the gudgeon pin the oil enters a
distribution space (31) and leaves via holes at both outer ends. (See
fig.1.2 - 5 )
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The oil is discharged into four vertical bores (32) in the piston skirt. At the
end of the vertical drillings the lubricating oil flow is restricted by orifices (34)
in order to control the quantity of oil for the piston crown cooling.
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Four horizontal spray holes (33) take care of the lubrication for the liner,
the piston skirt and the piston rings. The excess of oil on the liner
surface is removed by a scraper ring and drained via a groove, below the
scraper ring, through holes in piston skirt downwards to the crank case.
After passing the restrictions (34) in the top of the piston skirt the
lubricating oil enters the outer space (35) of the piston crown. The outer
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space is separated from the center space by a rim in which there are two
rows of holes. Due to these holes the outer crown space is always partly
filled with oil.
During the strokes of the piston the lubricating oil is shaken resulting
in increased speed and intensive piston crown cooling. The displaced oil
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flows to the center section (36) of the piston crown. A second shaker
action takes place while cooling the center of the crown.
From this place the oil runs downwards into the engine sump.
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35
36
34
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33
32
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31
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Fig. 1.2 – 5 Oil flow piston
1.2 – 15
Manual
Wärtsilä 38
Pump drive oil flow

Via a horizontal drilling (37) in the crankshaft, see fig. 1.2 - 6 , the oil
flows from the last main bearing journal to the driving gearwheel (38)
of the pump drive.
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The gearwheel is provided with 4 radial holes (39) for the lubrication of
the gearwheel teeths. The outer end of the radial holes are provided with
small spray holes.
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37 38 39
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Fig. 1.2 – 6 Pump drive oil flow

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1.2 – 16
Manual
Intermediate gear wheel oil flow

Part of the lubricating oil flow is branched at (40) for the lubrication of
the intermediate gearwheels (41) and bearings, see fig. 1.2 - 7 .
Both gearwheels are provided with four radial holes for the lubrication
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of the gearwheel teeths. The outer end of the radial holes are provided
with calibrated holes for a proper oil spary.
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41
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40
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Fig. 1.2 – 7 Oil flow gear drive

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1.2 – 17
Manual
Wärtsilä 38
Axial camshaft bearing and actuator drive oil flow

Part of the lubricating oil flow which is branched at (40), see fig.
1.2 - 7 , enters at (45), see fig. 1.2 - 8 ,for the lubrication of the
camshaft 0" bearing (42), axial bearing rings (43) and the actuator
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drive (44).
After the lubricating action for the engine parts the oil is drained to the
sump (46).
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44
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42
46 43
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45
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46
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Fig. 1.2 – 8 Oil flow axial camshaft bearing
1.2 – 18
Manual
1.2.2.2. Upper part of the engine oil flow
Upper part of the engine oil flow via running–in filter
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The lube oil, which is flowing from the manifold (20) (see fig. 1.2 - 9 ),
passes a running-in filter (6) throgh which the oil is supplied to a
manifold in an aluminium profile for the lubrication of the upper part
of the engine and the turbochargers (23). The running-in filters have
on
to be removed after the first 100 running hours. If a filter become
clogged within the first 100 running hours the lube oil supply will be
provided by means of a spring loaded byĆpass valve in the filter.
Afterwards the running-in filters must be replaced with the oil supply
lines which are delivered with the engine.
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23
23
21 21
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22
22
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6
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20
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Fig. 1.2 – 9 Running–in filter
1.2 – 19
Manual
Wärtsilä 38
Camshaft bearings, HP fuel pump and valve drive oil flow

From the aluminium profile manifold (22) (see fig. 1.2 - 9 ), the
lubricating oil is branched at (47) (see fig. 1.2 - 10 ) for the lubrication
of the camshaft bearing (48), the HP fuel pump tappet (49) and the push
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rod (50) of the fuel pump drive.
The lubricating oil in the manifold (22) is also branched at (51) for the
lubrication of the the valve drive tappets (52) of the inlet and exhaust
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valves. A pipe connection at (53) provides the cylinder head components
with the oil. See fig. 1.2 - 10 .
50 52 53 51 47
47
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49
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48
48
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Fig. 1.2 – 10 Oil flow for drive HP fuel pump/valves and camshaft
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1.2 – 20
Manual
Cylinder head with valve lifting gear oil flow

The lubricating oil leaving the engine block at (53), see fig1.2 - 10 ,
enters the cylinder head at (54), see fig. 1.2 - 11 . The lubricated
components are the rocker arms and shaft (55), the push rod pivots (56),
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the bridge pieces (57), the valve rotators (58), the valves and the valve
guides (59).
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54 55 57 58 59
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56
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Fig. 1.2 – 11 Cylinder head oil flow

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1.2 – 21
Manual
Wärtsilä 38
1.2.3. Components of internal system
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1.2.3.1. Lubricating oil pump
General
The lubricating oil pump (1) is a screw pump type and engine driven by
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a gearwheel (60).
The pump is a low pressure self priming positive displacement pump, it
is equipped with an integrated combined pressure control (11) and safety
valve (14). The safety valve protects the system against any overpressure.
For functional description and maintenance of the pressure control and
safety valve, see section 1.2.3.1.1.
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Maintenance of the pump
The pump needs minimum maintenance, it almost only includes
checking the pump parts for wear and damages. The lifetime of the
pump is determined by the cleanliness of the supplied oil in relation to
the tight tolerances between the rotors and rotor sleeve.
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11 61 14 62 1 60
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Fig. 1.2 – 12 Lubricating oil pump unit

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1.2 – 22
Manual
Removing lubricating oil pump from the engine

1 Remove the pipe sections towards and fromwards the lubricating
oil pump.
2 Assemble the lifting tool 9651DT904 and fit the tool to the
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turbocharger bracket according fig. 1.2 - 13 . For the tool mounting
use the four threaded M16 holes of the flange connection at the bottom
side and the four threaded M16 holes at the front side of the bracket.
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3 Remove the plug (61) and the connection of the reference pressure
(62) at the topside of the oil pump and fit the lifting lug (63) on the pump.
4 Connect the lug with the lifting tool. Control the strain of the lifting
tool while loading with the weight of the pump.
5 Remove the fastening bolts of the pump to the engine, lift the pump
a little bit and pull it carefully outwards the housing. Mind the
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gearwheel!
6 Turn the pump a quarter of a turn and slide it to the other end of
the beam of the lifting tool then lower carefully the pump.
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9651DT904
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63
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Fig. 1.2 – 13 Lifting the lubricating oil pump

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1.2 – 23
Manual
Wärtsilä 38
Disassembling of the lubricating oil pump, see fig. 1.2 – 14 .

1 Remove the pump gear wheel (60) by loosening all bolts (64) some
turns. Remove the screws adjacent to the threaded holes in plate (65)
and screw them into these holes. Tighten the bolts evenly and crosswise
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till the conical ring of the locking device is released.
2 First remove the jack bolts and place them back in their original
positions after the locking assembly and the gear wheel are removed.
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3 Remove the pressure control valve (11) and the other control valve
parts, see section 1.2.3.1.1.
4 Loosen the four bolts on the drive side cover (66) and slide it
together with the rotor set half way outwards from the pump casing.
5 Fix the idler spindles (67) to the driving spindle (68) and carefully
pull the complete rotor assembly further outwards from the casing.
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6 Separate idler spindles from the driving spindle.
7 Remove the circlips (69) and (70) and the distance ring (71).
8 Pull the driving spindle through the inner diameter of the ball
bearing (72).
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9 Remove the ball bearing with a gear puller outwards from the drive
side cover.
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67
133±0.5
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60
65
78
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76
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75
72 71 64
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74 73 67 68 66 69 70
Fig. 1.2 – 14 Lubricating oil pump
1.2 – 24
Manual
Assembling of the lubricating oil pump, see fig. 1.2 – 14 .

Clean and inspect all the parts, re-assemble the parts only if they are
full functional and undamaged.
1 Press the ball bearing (72) into the drive side cover (66) and secure
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it with the circlip (69).
2 Mount the driving spindle (68) in the drive side cover by pressing
it through the inner diameter of the ball bearing (72).
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3 Fit distance ring (71) and secure it with the circlip (70).
4 Place the two idler spindles (67) as a pair to the driving spindle (68).
Oil the casing and slide the complete set into the casing.
5 Bolt the pump casing on the drive side cover by tightening the four
bolts crosswise and evenly. Make sure the drive side cover is in full
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contact with the casing.
6 Before the installation of the gear wheel (60) and the locking
assembly, clean and slightly oil the contact surfaces of all parts (Do not
use Molybdenum Disulphide or similar).
7 Place the locking assembly together with the gear wheel over the
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shaft end of the drive spindle (68).
8 Tighten the bolts (64) lightly and slide the gear wheel (60) to its
position on the pump shaft. Check measurement to be 133 ±0.5 mm.
9 Hold the gear wheel in position while tightening the bolts evenly and
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crosswise in two or three steps up to the final torque. See section NO TAG
Check measurement to be 133 ±0.5 mm again. Check if the rotor set
turns smoothly.
10 Fit the pressure control valve (11) and the other valve parts in
position, see section 1.2.3.1.1.
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11 Place the gasket (73) on the end side cover and tighten the cover (74)
with bolts (75).
12 Turn the adjusting screw (78) so far inwards till measurement 'X'
is reached, see fig. 1.2 - 14 , and secure it with the locking nut (76)
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Mounting the lubricating oil pump on the engine

1 Clean and/or inspect if the sealing faces are clean and undamaged.
2 Assemble the lifting tool 9651DT904 and fit the tools according fig.
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1.2 - 13 .
3 Place a new O-ring with silicone grease in the groove at the drive
side.
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4 Fit the pump carefully to its position using the lifting tool. Mind the
gear wheel! Tighten the bolts evenly in steps of 40 Nm each.
5 Check the presence of backlash. See section 2.4.5.2.
6 Remove the lifting tools and fit the plug (61) and the connection of
the reference pressure (62) at the topside of the pump.
1.2 – 25
Manual
Wärtsilä 38
7 Re-assemble the inlet and outlet pipes. Pipe connections to pump

casings must be stress free. Tighten the flange bolts evenly and cross
wise.
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1.2 – 26
Manual
1.2.3.1.1. Pressure control and safety valve
The pressure control valve (11) avoids pressure fluctuations in the oil
system due to variations in pump speed and or lubricating oil viscosity.
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The housing for the pressure control valve (11) and the safety valve (14)
is integrated in the lubricating oil pump housing. The pressure at the
end of the engine lubricating oil manifold is the reference pressure for
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the control valve. The reference pressure at (79) together with the spring
force (77) controls the oil pressure by opening and closing the control
valve. When the control valve (11) is open the oil flows to the suction side
of the pump. The opening pressure is factory calibrated by means of the
adjusting screw (78).
If the pressure just after the pump is too high, for example if the lube
oil filter is dirty and/or the viscosity is too high, the system is protected
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against overpressure by the safety valve (14). If the safety valve is open
the pressure on piston (80)) increases and forces the control valve (11)
to open by means of the stem (81 ). The over pressure is released to the
suction side of the pump. The safety valve (14 ) is factory adjusted.
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77 11
"X" release to suction side of the pump
79
14
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80
78 76 81
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oil pressure from pump
Fig. 1.2 – 15 Pressure control and safety valve

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Maintenance
1 Measure and note the value 'X', see fig. 1.2 - 15 .
Warning! Take good care for the strong tension of the spring (77) when
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removing the cover.

2 Loosen the locking nut (76) of the adjusting screw (78) and release the
spring tension by turning the adjusting bolt outwards as far as possible.
3 Remove the cover and all the inner parts of the unit and clean them
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and check for wear. Replace worn or damaged parts.

4 Check if the pressure control valve (11) and the piston (80) move
easily.
5 Renew the O-rings and the other sealing rings. Fit all parts back
in the housing and fit the cover.
1.2 – 27
Manual
Wärtsilä 38
1.2.3.2. Centrifugal filter
Operation
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The centrifugal filter (5), see fig. NO TAG, consists mainly of a body
(82), a body cover (83) and a rotor unit (84). The dynamically balanced
rotor unit rotates on a hardened steel spindle (85). The rotor unit
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consists of a cleaning (86) and a driving chamber (87). The oil flow at
connection (88) enters the inner side of the spindle where it leaves the
spindle and enters the central tube (89). At the end of the central tube
the oil enters the cleaning chamber of the rotor. By the high speed of the
rotor the oil inside the cleaning chamber is subjected to a high
centrifugal force. The dirt particles will form a deposit of heavy sludge
at the paper insert on the wall of the rotor. Then the oil will pass a gauze
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(90) that leeds to the driving chamber, clean oil will flow through the
nozzles (91) and provides the driving torque to the rotor. The oil returns
to the oil sump by oulet connection (92).
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85
83
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89
84
86
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90
87
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91
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82
88
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92
Fig. 1.2 – 16 Centrifugal filter
1.2 – 28
Manual
1.2.3.3. Crankcase breathing system

The crankcase breather avoids any overpressure in the crankcase due
to the blowćby gasses from piston rings and turbochargers, see fig.
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1.2 - 17 .
The crankcase breather consists of a housing (93), containing a innner
pipe (94) and a drain connection (95), see fig. 1.2 - 17 . Any crankcase
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over pressure is released via the vent pipe (96) and leaves via connection
(701), consult also the system diagram.
Check periodically the proper functioning of the system during the
engine operation. The free end of the vent pipe should be covered by an
anti flame gauze. Clean periodically this gauze to avoid any crankcase
overpressure and check if the drain (95) is not clogged.
A major part of the crankcase gasses consists of oil particles and water
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vapour, those particles which passes the inner pipe (94) are collected at
the bottom of housing (93) and are drained via (95) to the sludge tank.
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96
na
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93
94
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95
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Fig. 1.2 – 17 Crankcase breather and vent pipe

An increased quantity of condensate might indicate e.g.:
- more blowĆby gasses due by possible worn or sticked piston rings
- water in the crankcase caused by a leaking O-rings.
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- improper or worn turbocharger sealings.
Note! An excess of smoke from the crankcase breather might indicate that
a hot spot is vaporizing the lubricating oil and thus a potential
condition for a crankcase explosionit could be reached.
1.2 – 29
Manual
Wärtsilä 38
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1.2 – 30
Manual
Starting Air System Wärtsilä 38
1.3. Starting Air System
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1.3 – 1
Manual
Wärtsilä 38
Starting Air System
1.3.1. General
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The engine is started by means of compressed air with a maximum
pressure of 30 bar. and a minimum pressure of 12 bar. The required
temperature of the engine room at minimum pressure is 20°C or higher.
The starting air should be clean and free from water and oil to make a
on
normal start possible.
The start is performed by direct injection of air into the cylinders
through the starting air valves into the cylinder heads.
A non-return valve, a safety valve and a flame arrester are built-on
in the main supply air pipe. As a precaution the engine can not be
started when the turning gear is engaged.
1.3.1.1.
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Starting air quality
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Starting air supplied to the engine should be cleaned by means of an oil
and water separator. For safety reasons the control air supply pipe to the
air container is provided with an oil mist detector system and a pressure
control valvle (for rerference consult also the system diagram).
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Requirements
Maximum size of particles 40 micron
Maximum oil contents 1 mg/m3n
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( Reference: Pneurop- recommendations 6611 )

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1.3 – 2
Manual
1.3.2. Internal starting air system
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Note! For proper knowledge of the specific starting air system and main
components please refer to the related diagram which is enclosed
in section 3.1.1.
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Engine start process (for reference consult also the system diagram)
When the engine is ready to start the supply valve to connection 301
must be open.
Ready to start means:
- Lubricating oil pressure is minimum 0.8 bar.
- Control air pressure is minimum 10 bar.
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- Cooling temperature is minimum 60° C.
- The low lubricating oil level switch of the turbocharger is released.
- The stop lever is in operation position
- The turning gear is not engaged
- the external start blockings are released
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The engine is normally started from the control room.
In case of an emergency the engine can be started by pushing the
emergency start button (2). See section 2.3.2. fig. 2.3 - 2 and chapter
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1.7.
When the starting valve is operated electrically (remote control) or
manually (on the engine) the pilot air has to pass the blocking valve in
order to activate the main starting valve.
When the turning gear is engaged the main starting valve will not be
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activated in order to avoid any engine start.

When the turning gear is dis-engaged the main starting valve can be
activated. The starting air flows to the starting air distributor and,
through the flame arrester, to the starting air valves in the cylinder
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heads.
The starting air distributor controls the opening and closing of the
starting air valves in the cylinder heads accordingly to the firing order.
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1.3 – 3
Manual
Wärtsilä 38
Starting Air System
Engine stop process

The engine is normally stopped in remote from the control room or
locally by means of the stop button on the local control panel. See section
2.3. fig. 2.3 - 1 .
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In case of a failure at the normal stop functions the engine can be
stopped manually by pushing the emergency stop button on the local
start / stop unit, see section 2.3..
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When the control valve is activated the air (30 bar) is directed to the
pneumatic stop cylinders on the fuel pumps, thus the fuel pump rack is
pushed to the zero-load position.
The stop system is provided with an air container with sufficient
capacity for at least one emergency stop in case of an air supply lack via
the connection (302).
In case of a failure at the normal and the emergency stop functions, the
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engine can be stopped locally by pulling the lever on the common fuel
control shaft; see also section 2.3. fig. 2.3 - 2 .
Note! Leave the valve and the air supply to (302) always open during
engine operation.
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see chapter 2.4
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1.3 – 4
Manual
1.3.3. Components of starting air system
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1.3.3.1. Main starting valve
The main starting valve (01) is managed by the control system and is
pneumatically operated.
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Start sequence.
- the pilot air enters at port (26) and operates valve (27).
- the starting air flows via the non return valve (13) to port (28).
- the air passes the valve (29) and flows direct to the engine at (25) and
then the engine starts to rotate.
- the pilot air to port (26) stops when the engine starts.
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26 27 25
01
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29
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28
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13
Fig. 1.3 – 1 Starting sequence

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1.3 – 5
Manual
Wärtsilä 38
Starting Air System
1.3.3.2. Starting air distributor
General
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The free end of the camshaft is provided with an extension shaft (30)
to drive the starting air distributor (2), see fig. 1.3 - 2 .
The air distributor makes the starting valves on the cylinder heads
operate accordingly to the firing order.
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2 lu 30
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Fig. 1.3 – 2 Starting air distributor with drive

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1.3 – 6
Manual
Working principle of starting air distributor

When the main starting valve is activated the compressed air enters at
(31) and flows to the starting air valve in the cylinder head accordingly
to the position of the slot (32) in disc (33) via the channel (34).
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Fig. 1.3 - 3 , and fig. 1.3 - 4 . show an example of cylinder number 1.
When the air enters at (31) the disc (33) is pushed against the housing
(35) and only admits air to the cylinder which is in starting position. Via
the slot (32) the air passes through the drilling in the housing and goes
on
via (34) and a pilot air line, see fig. 1.3 - 5 , to the piston of the air
starting valve in the cylinder head, see fig. 1.3 - 7 . The starting valve
opens and allows the starting air enter the engine cylinder. The engine
starts to rotate and the air distributor disc as well. The starting valve
in the cylinder head is opened untill the slot (32) closes the air supply.
The pressure of the starting air valve on the cylinder head is released
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via the groove (36) in the back side of disc (33). The right side of fig.
1.3 - 3 . shows the pressure is released via the opening (37). That
procedure takes place as long as the main starting valve is open.
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34 30 36
31
37
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x
32 40
y 39
33
41
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35 38
32
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33
cylinder 1 CW turning engine

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36
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CCW turning engine
Fig. 1.3 – 3 Starting air distributor
1.3 – 7
Manual
Wärtsilä 38
Starting Air System
Checking the timing

1 Disconnect the air supply line to (31) at the cover of the starting air
distributor. See fig. 1.3 - 3 .
2 Remove the cover (38) and the gasket, see fig. 1.3 - 3 .
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3 Turn the flywheel to 5° after TDC at firing of cylinder 1. The
beginning of the slot (32) on the distributor disc should just open the air
duct to cylinder 1 in the distributor housing, see fig. 1.3 - 4 . Mind the
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direction of rotation! The direction of rotation, seen towards
the distribution disc, is indicated with an arrow on the
distributor housing, it is counter clockwise for a clockwise
turning engine and it is clockwise for a counter clockwise
turning engine.
4 Check if timing is correct. If not continue with setting the timing.
If the timing is correct continue with the next point.
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5 Fit the cover using a new gasket
6 Connect the air supply line to the cover of the starting air
distributor.
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32 36
2 Cyl. 1
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1 4
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3 6
5
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CCW turning engine CW turning engine

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Fig. 1.3 – 4 Setting of air distributor disc
Setting the timing

1 Check if the position of the flywheel is at 5° after TDC of cylinder
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1.
2 Pull the distributor shaft (39) complete with nut (40), distributor
disc and driver (41) out from the distributor housing.
3 Loosen the nut (40) few turns, see fig. 1.3 - 3 . Pay attention to the
type of thread accordingly to the direction of rotation.
1.3 – 8
Manual
Look at the final digit on the rating plate of the starting air distributor.
1 = left-hand thread
2 = right-hand thread
4 Tap on the end of the distributor shaft with a plastic hammer to
ly
separate the distributor disc from the conical part of the shaft.
5 Tighten the nut manually, but not too tight, so that the distributor
disc can still turn on the shaft.
on
6 Place the distributor shaft, complete with the nut, the distributor
disc and the driver into the distributor housing.
Note! Make sure that the driver (41) fits properly on the shaft. The driver
recesses “X” and “Y” have different lengths. See fig. 1.3 – 3 .
Check if the distance “Z” is 1.75 mm at the “X” and “Y” side while
the engine is at ambient temperature. There should be no clearance
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between the distributor disc and the distributor housing.
7 Set the distributor disc so that the first part of the slot (32) on the
distributor disc intersect with the air passage to cylinder 1 in the
distributor housing. See fig. 1.3 - 4 .
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Note! Pay attention to the direction of rotation!
8 Tighten the nut without turning the distributor disc.
9 Check if measurement Z" is still 1.75 mm.
10 Fit the cover with a new gasket.
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11 Fit the air supply line on the cover of the starting air distributor.
31
er
2
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1
4
ri
3
fo
6
5
Fig. 1.3 – 5 Pilot air lines

In the fig. 1.3 - 6 there is a complete overview of the distributor discs
also for 16V and 18V engines, the working principle description and the
1.3 – 9
Manual
Wärtsilä 38
Starting Air System
maintenance operations which are above mentioned can be easily

extended to these engine types just by taking into account a different
number of cylinders connected to the starting air supply system.
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Cyl. 1
on
16V
4
3 7
2 6
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Cyl. 1 5 8
18V
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5
7
9
er
3
nt
2
6
8
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CCW turning engine CW turning engine

fo
Fig. 1.3 – 6 Distributor discs
1.3 – 10
Manual
Replacing the driver

1 Disconnect the air supply line at (31) on the cover of the starting air
distributor. See fig. 1.3 - 5 .
2 Remove the cover (38) and the gasket, see fig. 1.3 - 3 .
ly
3 Pull the distributor shaft (39), complete with the nut (40), the
distributor disc and the driver (41) out from the distributor housing.
on
4 Remove the dowel pin from the driver and the distributor shaft.
5 Fit the new driver with a new dowel pin.
6 Place the distributor shaft, complete with the nut, the distributor
disc and the driver, into the distributor housing.
Note! Make sure that the driver (41) fits properly in the shaft. The driver
recesses “X” and “Y” have different lengths. See fig. 1.3 – 3 .
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Check if distance “Z” is 1.75 mm at the “X” and “Y” side with the
engine at ambient temperature. There should be no clearance
between the distributor disc and the distributor housing.
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7 Check if the timing is correct. If it's not then adjust the timing to
the correct setting. If it's correct then continue to next point.
8 Fit the cover, using a new gasket
9 Connect the air supply line to the cover of the starting air
distributor.
na
er
nt
ri
fo
1.3 – 11
Manual
Wärtsilä 38
Starting Air System
1.3.3.3. Cylinder head starting air valve

General
When the main starting valve is activated the starting air flows to all
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starting valves on the cylinder heads and enters at (42), see fig . 1.3 - 7 .
The starting air valve is operated by the control air pressure which is
coming from the starting air distributor and enters at (43). The piston
on
(44) together with the valve (45) is pushed forcing the spring action;
thus the valve opens and the starting air flows from (42) into the
cylinder via the port (46).
53
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47
43
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48
46
na
44 50 49 51 45 42 52
Fig. 1.3 – 7 Starting air valve
Maintenance
Carry out maintenance actions during the normal maintenance
er
intervals of the cylinder head.

1 Remove the plate (47) and pull the complete starting air valve out
from the cylinder head.
2 Remove the self locking nut (48), the piston (44) and the spring (49).
nt
3 Clean all the components and check the seat condition of valve and
the valve housing. If necessary, lap the seats by hand. Keep the piston
mounted on the valve spindle as a support while grinding.
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4 Check if the vent holes (50) in the valve housing are open.
5 Lubricate the piston and the housing with lubricating oil and
re-assemble the valve, the spring and the piston.
6 Check if the valve moves smoothly and closes completely.
fo
7 Renew the O-ring (51) and lubricate with silicone grease.

8 Renew the copper ring (52) between the starting air valve housing
and the cylinder head.
9 Place the plate (47) and tighten the bolts (53) at the proper torque as
mentioned section 2.4.4.6.
1.3 – 12
Manual
1.3.3.4. Starting air pipes
The starting air distribution pipes supply the cylinder units of starting
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air with a maximum 30 bar pressure. After the main starting valve is
opened, starting air flows to each and every starting air valve.
Before the starting air enters the main distribution pipe (54) it passes a
on
flame arrester (9). Via the connecting pipe (56) the air is supplied to the
starting valve in the cylinder head. See fig. 1.3 - 8 .
The control air to the starting valve is supplied through the pipe
connection (57). The pipe connection (58) is connected to the stop
cylinders on the fuel pumps.
The connection pipe (56) is fitted with two O-rings. Always use silicon
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grease while mounting new O-rings.
56
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9 54 57
58
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er
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Fig. 1.3 – 8 Starting air pipe arrangement

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fo
1.3 – 13
Manual
Wärtsilä 38
Starting Air System
1.3.3.5. Pneumatic control system
General
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The following devices have a part during the start and stop process; consult
also the system diagram at chapter 3.1.:
- The blocking valve is a safety block in order to avoid the start of the
on
engine with the turning gear engaged.
- The cylinders, which are connected to the fuel rack of each HP fuel
pump, are pressurized to push all the HP fuel pump racks to zero
position in case of an emergency stop.
- The emergency pushing button on the stop solenoid valve allows the
possibility to locally stop the engine in case of any emergency.
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- The air container is a back up pressure tank to stop the engine in case
of too low control air pressure. A pressure transmitter, which is
connected to this air vessel, will warn in case of too low air pressure
values.
- Drain periodically valves and filters .
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Maintenance
The system consists of high class components and it requires no other
maintenance than a function check and cleaning of the air filter.
na
During engine starts check periodically the automatic working of the

water drain valve.
Filter
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The bottom section of the air filter is connected by an internal spindle

to the top section. To open the filter, close the valve. Release the air
pressure and loosen the central spindle to remove the bottom section of
the filter. Clean the insert and the inside of the filter every 8000 h.
nt
Note! Only after the filter is replaced re–open the supply valve.
Start and stop solenoid valves

In case of a malfunction at the electric system of the valve, test the valve
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by pushing the button on the solenoid. In case of a mechanical

malfunction, a special tool is required to open the valve. If the problem
still exists replace the valve.
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Water drain valve

Clean the valve in case of malfunctioning.
1.3 – 14
Manual
Cooling Water System Wärtsilä 38
1.4. Cooling Water System
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on
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na
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1.4 – 1
Manual
Wärtsilä 38
Cooling Water System
1.4.1. General
To prevent formation of scale and to maintain the highly efficient and
ly
uniform heat transfer rate through the engine liners and cylinder
heads, only soft, treated water (cooling water), should be used.
Furthermore, water should be free of corrosive properties. A competent
on
water chemist specialised in closed cooling water circuits or
manufacturer of water treatment chemicals should be consulted for
recommendations.
1.4.2. Cooling water
1.4.2.1. General
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Cooling water = Make-up water + additives.
Makećup water has to meet certain requirements. Water that normally
fulfils these requirements, in order of preference :
- Demineralized water.
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- Reverse osmosis water.

- Distillate, (provided the quality is good, little corrosion products,
salts etc.).
- Softened and decarbonated water.
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- Softened water.
Cooling water must be treated with an additive in order to prevent

corrosion, scale or other deposits in closed circulating water systems.
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Example of water that normally NOT fulfils these requirements:

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- Rainwater has a high oxygen and carbon dioxide content; great risk
of corrosion.
- Drinking water in many places is practically too hard and may
contain considerable quantities of chlorides.
fo
- Sea water will cause severe corrosion and deposit formation, even if
supplied to the system in small amounts.
Note! The better the water quality the less additive has to be supplied.
Makećup water must be checked before adding the additive. For
requirements see below.
1.4 – 2
Manual
1.4.2.2. Requirements
Makećup water must be checked before adding the additive.
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For make-up water quality see table.
on
Make–up water quality
Free of any foreign particles, air, gases and within the following
specification:
Property Unit
Chloride (Cl) [mg/l] max. 80
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Sulphate content (S) [mg/l] max. 150
pH min. 6.5
Hardness [° dH] max. 10
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Engine cooling water system
Cooling – cooling water loss through evaporation should be
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water supply compensated by make–up water.

– cooling water loss through leakages or otherwise
should be compensated by adding fully treated
water.
Cooling Cooling water to be drained may be re–used provided
water re–use that it is collected in a clean tank.
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Property Unit
Temperatures and pressure See operating data
Static pressure inlet HT and
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LT cooling water pump [bar] 0.5 – 0.8

Preheating:
– Temperature of HT cooling
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water system before starting. [°C] min. 60
Note! Re–use of cooling water provided that the quality is beyond any
fo
doubt is highly recommended instead of new. Used cooling water

contains very little oxygen, is environmentally more friendly and
needs less correction.
Not re–usable cooling water should be drained and disposed of in
an ecologically safe way.
1.4 – 3
Manual
Wärtsilä 38
1.4.2.3. Qualities of cooling water additives
General
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Use of approved cooling water additives during the warranty period is
mandatory and is also strongly recommended after the warranty period.
Start always with the maximum concentration of additives due to the
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fact that the concentration of active corrosion inhibitors drops in time.
Approved cooling water additives

For approved cooling water additives and systems please contact
Wärtsilä Corporation.
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Recommended
Coolant based on
Nitrite - borate - Not to be used with soldered surfaces,
aluminium and zinc.
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- Toxic.
Limited suitable (see restrictions when mentioned):
Coolant based on
Nitrite (sole) - In combination with borate (pH control)
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nitrite performs better.

- Not to be used with soldered surfaces,
aluminium and zinc.
- Toxic.
Silicate - Harmless to handle.
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- Can protect steel as well as copper and

aluminium.
- Not so efficient.
Molybdate - Harmless to handle.
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- Can form undesirable deposits.

Organic - May contain phosphonates, polymers
(like polycarboxylic acid) and azoles (for
instance tolytriazole).
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Not advised
Chromate, Phosphate, Borate (sole) and Zinc.
fo
The use of glycol is not recommended. If however glycol is used an

additional de-rating has to be applied. See section de-rating, NO TAG
1.4 – 4
Manual
1.4.2.4. Cooling water control
Check the cooling water quality according the maintenance schedule.
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Most suppliers of cooling water additives can provide a test kit for measuring the
active corrosion inhibitors.
Note! With most additives correct dosing is very important. Under dosing of
on
additives causes spot corrosion while overdoses may cause
deposits.
Request the supplier of the treatment product for instructions, procedures, dosage
and concentration based on the applicable make –up water.
1
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Follow thoroughly the instructions of the supplier.
2 Record results of tests in the engine log book.
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na
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1.4 – 5
Manual
Wärtsilä 38
1.4.3. Internal cooling water system

1.4.3.1. General
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The cooling water system on the engine is arranged by two separate
cooling water circuits. The High Temperature (HT) and the Low
on
Temperature (LT) circuit.
- The HT cooling water circuit cools the cylinders, cylinder heads and
the HT section (first stage) of the charge air cooler.
- The LT cooling water circuit cools the LT section (second stage) of
the charge air cooler.
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Main components builtćon the engine are:
- HT cooling water pump (1) and non return valve(8).
- LT cooling water pump (2) and non return valve(8).
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- Charge air cooler with HT section (5) and LT section (4).
404 404 454 454 404

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406/408
8 1
401
21
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402
22 5
457
5
8 2
nt
451
4
452
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Fig. 1.4 – 1 General flow cooling water system

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Note! For maintenance background information , safety aspects, tools,

see chapter 2.4
1.4 – 6
Manual
1.4.3.2. Cooling water flow HT section
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Relative cold water, returning at (401), see fig. 1.4 ć 1 , from the
external system, enters at the suction side of the cooling water pump (1)
The cooling water is forced to the entrance of the cooling water inlet
channel. The inlet channel (21) is integrated in the engine block, where
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the flow is divided over all cylinders.
22
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21
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Fig. 1.4 – 2 Cooling water flow to the cylinder head

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Cooling water flow to cylinder liner and cylinder head

Via a recess around each cylinder liner the cooling water flows upwards
through bores in the cylinder liner collar resulting in an effective cooling
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of the liner top side. After cooling the liner top side, the cooling water
enters the cylinder head through bores in the rim of the cylinder head
bottom, see fig. 1.4 ć 2 .
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The cooling water is forced over the cylinder head bottom and along the
injector sleeve. A part of the cooling water is forced around both the
exhaust valve seats. The cooling water leaves at the top of the cylinder
head at exhaust gas side and enters the cooling water outlet manifold (22).
see fig. 1.4 ć 1 and 1.4 ć 2 . This HT cooling water circuit is de-aerated via
orifice (10) and connected to (404).
1.4 – 7
Manual
Wärtsilä 38
Cooling water flow to HT section charge air cooler

The water from the cylinder outlet manifold (22) enters the HT section
of the charge air cooler (5) (first stage), see fig. 1.4 ć 1 . After the charge
air cooler the water leaves the engine and via connection (402) it flows to
ly
the external system. The HT section of the charge air cooler is de-aerated
via orifice (10) and connected to (404).
on
Operation
Cooling systems will usually operate at slightly below or above nominal
operating temperature.
Any system operating at a deviation of 6°C or more from the nominal
operating temperature is to be checked on cause. The cause should be
located and corrected immediately.
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Trouble shooting
In the event the cooling system does not operate near to the operating
temperature see section 2.3.3.7. Operating troubles.
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1.4.3.3. Cooling water flow LT section
Relative cold water, returning at (451) from the external system, enters
na
at the suction side of the cooling water pump (2) and is forced to the Low
Temperature section (second stage ) of the charge air cooler(4). The
water leaves the charge air cooler and flows at (452) to the external
system. The LT section of the charge air cooler is de-aerated via orifice
(10) and connected to (454). See fig. 1.4 ć 1 .
er
nt
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fo
1.4 – 8
Manual
1.4.4. Components of internal system
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1.4.4.1. Cooling water pump unit
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General
The cooling water pumps for HT (1) and LT (2) are assembled with the
same parts. Each cooling water pump is engine driven by means of
gearwheel (23). See fig. 1.4 ć 3 . The shaft of the cooling water pump is
made of acid resistant steel and the other main components of cast iron.
At the pressure side of the cooling water pump a non return valve (8)
se
is mounted, to avoid reversed flow of cooling water in case the cooling
water preheat system or a cooling water stand by pump is used, see fig.
1.4 ć 1
LT (2)
lu HT (1)
na
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ri
fo
23
Fig. 1.4 – 3 Cooling water pump
1.4 – 9
Manual
Wärtsilä 38
1.4.4.1.1. Maintenance cooling water pump
Maintenance of the pump exists mainly in replacing the water and/or

oil seal in case of leakage. A leaking seal is indicated by liquid which
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appears from the opening between the water and oil side, see fig.
1.4 ć 4 . The bearings are lubricated by splash oil from the gearwheel
drive.
on
29 46 38 47
25 44
27 27 45
34 43
26 23
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42
40
31
30
39
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32
41
133±0.5
41
na
42 39
28
er
24
nt
33 34 35 36 37
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Fig. 1.4 – 4 Cooling water pump assembly

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1.4 – 10
Manual
Removing pump unit from the engine

1 Drain cooling water and collect for rećuse. See section 1.4.5.4.
2 Remove nuts, spring washers and suction line and loosen the
connection at the pressure side of the pump.
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3 Remove the cover of the camshaft space nearest to the pump which
has to be removed and install lifting tool 9622DT971 on the four studs
of the camshaft cover. See fig. 1.4 ć 5 .
on
4 Use a sling and the lifting tool to take the weight of the pump and
remove all bolts (38), see fig. 1.4 ć 4 .
5 Remove the pump carefully, mind the gearwheel.
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9622DT971
na
er
nt
Fig. 1.4 – 5 Removal of cooling water pump

ri
fo
1.4 – 11
Manual
Wärtsilä 38
Disassembling of the cooling water pump ( see fig. 1.4 – 4 )

1 Remove nuts (25) and remove the suction flange (26).
2 Remove nuts (28) and remove the pressure chamber (29).
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3 Remove the hexagon bolt (30) and the washer (31).
4 Loosen the impeller (32) with extractor (9651DT905).
5 Remove the rotating parts of the mechanical water seal set (33) and
on
the sealing flange (34) together with the nonćrotating ring (35).
6 Remove V-ring (36).
7 Remove the pump gear (23) by loosening all bolts (39) a few turns.
Remove the screws adjacent to the threaded holes in plate (40) and
screw them into these holes. Tighten the bolts evenly and crosswise till
the conical ring of the locking device is released.
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8 Remove the jack bolts first and place them back in their original
positions after the locking assembly and gear wheel is removed.
9 Remove the locking ring (43).
10 Remove the shaft (44) together with bearings (41) and (42) carefully
lu
by pushing the shaft with bearings outwards the bearing housing (47).
11 Remove the bearings (41) and (45) from the shaft.
12 Remove the mechanical oil seal (37).
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Pump inspection and assembling ( see fig. 1.4 – 4 )

1 Clean and inspect parts for cavitation, scoring, wear and other possible
damage.
2 Replace all wearing parts, bearings, oil seal, mechanical seal, V-ring
and Oćrings.
er
3 Heat bearing (41) and (42) up to ±80°C, electrically or by clean

lubricating oil, and push the bearings on pump shaft (44).
4 Mount subćassembled pump shaft with bearings in the housing (47).
Use tool 9651DT132 to press the shaft with bearing (42) complete into the
nt
housing.
5 Place the locking ring (43) and check if the shaft is free spinning.
6 Prior to installation of the gear wheel (23) and locking assembly,
ri
clean and slightly oil the contact surfaces of all parts (Do not use
Molybdenum Disulphide or similar).
7 Place the locking assembly together with the gear wheel over the
pump shaft (44).
fo
8 Tighten the bolts (39) lightly and slide gear wheel (23) to its position
on the pump shaft. Check measurement 133 ±0.5 mm.
9 Hold the gear wheel in position while tightening the bolts evenly and
crosswise in two ore three steps to the final torque. See section 2.4.4.3..
Check measurement 133 ±0.5 mm again.
1.4 – 12
Manual
10 Lubricate the mechanical seal (37) with oil and press it with tool
9651DT133 into the bearing housing with the lip of the sealing towards
the bearing housing.
11 Fit V-ring (36) onto the shaft with the lip towards the housing (47).
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12 Fit O-ring (45) with silicon grease on the nonćrotating ring (35)
and press the ring in seal flange (34), use the plastic pressure piece
9651DT134.
on
13 Place the sealing flange (34) in housing (47) and fit the O-ring (46)
with silicone grease on it.
14 Put some liquid soap on the bellow of the rotating part of the
mechanical seal set (33) and slide it on to the pump shaft until the seal
faces of (33) and (35) touch each other.
15 Place the impeller (32), washer (31) and bolt (30) on the shaft.
se
Tighten the bolt (30) to prescribed torque. See section 2.4.4.3. Loosen
the bolt and tighten the impeller finally to the stated torque using
locking fluid. For type of locking fluid see parts catalogue.
16 Fit pressure chamber (29) and tighten nuts (28) evenly.
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17 Fit suction flange (26) with new O-ring (47) and tighten nuts (25)
evenly and crosswise.
18 Fit, if loose, the drain plug (24).
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Mounting the pump to the engine

1 Clean and inspect if the sealing faces are clean and undamaged.
2 Apply sealing compound on the sealing surface on the pump.
See the parts catalogue for the type of sealing compound.
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3 Fit the pump carefully to its position using lifting tool 9622DT971
place and tighten nuts (38) evenly in steps of 40 Nm.
4 Check the presence of backlash. See section 2.4.5.2.
5 Remove the lifting tool and replace the camshaft cover.
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casings must be stress free. Tighten flange bolts evenly and cross wise.
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casings must be stress free. Tighten flange bolts evenly and cross wise.
For tightening instructions of the flexible pipe connections, see section
1.4.4.2.
8 Re-fill the cooling water system and check the level after a few
fo
minutes running.
1.4 – 13
Manual
Wärtsilä 38
1.4.4.2. Flexible pipe connections
Some pipe connections are made flexible by the application of a
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"metalćgripćcoupling". To apply the "metalćgripćcoupling" the pipe
ends should be well in line and lateral within 1% of the pipe diameter.
on
Fitting instructions
1 Remove sharp edges and burrs.
2 Clean pipe where coupling mounts. Eliminate such as scratches,
cracks, remove rust, paint and other coatings,
3 Mark half width of coupling symmetrically on both pipe ends.
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4 Slide coupling over pipe end. Do not rotate coupling if teeth are in
contact with the pipe.
5 Push pipes together and make sure they are in line.
6 Position coupling such that marks are visible on both sides.
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7 Tighten bolt with a torque wrench.
Note! Torque indicated on coupling is valid for radially rigid pipes.

Couplings can be used several times! No dirt under sealing lips!
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Disassembling of coupling
Loosen screw. Casing must eventually be spread and grip ring with
screw driver released from anchoring on pipe. Do not rotate coupling as
long as teeth are in contact with the pipe. Grease bolt before new
er
assembly.
nt
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fo
1.4 – 14
Manual
1.4.5. Maintenance cooling water system
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1.4.5.1. General
on
Normally, no reason for maintenance of the cooling water systems exists
unless the temperatures tend to rise without clear reason. A deviation
in cooling water temperature can be caused by malfunctioning of one of
the cooling water thermostats. All inspections and cleaning of cooling
water system components should be carried out at planned intervals.
If the risk of freezing occurs, drain all water. Collect drained water for
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rećuse.
If an emulsion oil has been used the entire system must be cleaned from
oil deposits. Changing brand and type of additives requires cleaning by
flushing of the entire system.
Compensate leakage or spillage by treated water.
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1.4.5.2. Cleaning
na
In completely closed systems fouling will be minimal if cooling water is

treated according instructions in section 1.4.2.
Depending on the cooling water quality and the efficiency of the
treatment, cooling water spaces may or may not foul over the period of
time. Deposits on cylinder liners, cylinder heads and cooler stacks
er
should be removed to avoid disturbance in heat transfer to the cooling

water with thermal overload as consequence.
Necessity of cleaning should be investigated, especially during the first
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year of operation. This may be executed during a cylinder liner

inspection on fouling and deposits on the liner and block. Deposits can
quite vary in structure and consistency and can in principle
mechanically and/or chemically be removed.
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1.4.5.3. Cooling water venting

fo
To keep the quantity of air in the cooling water low, the water surface in
the makećup tank and expansion tank must be free of turbulence.
Permanent venting pipes are to end below the water level. Check
periodically the tank level. Air also tends to enter the cooling water
through a defective shaft seal of the cooling water pump when the suction
pressure is below zero.
1.4 – 15
Manual
Wärtsilä 38
1.4.5.4. Draining of cooling water
The cooling water quantity in the system, supply and return pipes of the
ly
LT and HT sections is relatively large. Before commencing maintenance
to this system and components drain and collect the cooling water for
re-use. Drain points for the HT system are plugs (23 ) for the HT part
of the charge air cooler at connection (25), see section 1.5.4.1.2., and
on
plug (24) at the cooling water pump, see fig. 1.4 ć 4 . and fig. 1.4 ć 6 .
The LT cooling water can be drained by plugs (23) at connections (25
and 27) of the charge air cooler, see section 1.5.4.1.2.
If necessary drain also at the lowest points of the external systems.
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27 27
25 25
na
23 23
24
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nt
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Fig. 1.4 – 6 Drain points for the HT and LT cooling water system
fo
1.4 – 16
Manual
Charge Air and Exhaust Gas System Wärtsilä 38
1.5. Charge Air and Exhaust Gas System
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1.5 – 1
Manual
Wärtsilä 38
Charge Air and Exhaust Gas System
1.5.1. General
The term "charge air" or "supercharging" refers to the practice of filling
ly
the cylinder, with air at a pressure substantially higher than
atmospheric pressure to support the combustion of the fuel, plus a
sufficient excess to control internal combustion and exhaust gas
on
temperatures.
Supercharging is realised by a turbocharging system consisting of
centrifugal compressor(s) each driven by an exhaust gas turbine.
Turbochargers utilise energy in the exhaust gases and improve the
engine efficiency. The speed of turbochargers has no fixed ratio to the
engine speed but will vary with the load.
1.5.2. Filtered suction air quality

se
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The highest allowable concentration of dust and harmful components
at the turbocharger inlet, after filtration, is given in the table below.
na
Property Unit
Dust concentration (particles > 5 µm) 3.0 [mg/Nm3]
Chlorides (Cl) 1.5 [mg/Nm3]
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Hydrogen Sulphide (H2S) 375 [µg/Nm3]

Sulphur dioxide (SO2) 1.25 [mg/Nm3]
Note! Nm3 is given at 0°C and 1013 mbar.
Measurements are to be performed during a 24-hour period and the
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highest 1-hour average is to be compared with the above mentioned

boundary values.
Weather conditions such as wind speed, wind direction, ambient
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temperature and air humidity may vary considerable during one year.
Therefore a one-day measurement may not reflect the most critical
situation.
A detailed investigation concerning filtration has to be done in
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installations where the air includes components that are known to be

caustic, corrosive or toxic.
1.5 – 2
Manual
1.5.3. Charge air system
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1.5.3.1. General
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If the engine takes combustion air from the engine room, all combustion
air should first be supplied into the engine room. The design of engine
room ventilation, special in the vicinity of the charge air intake filters,
can highly influence the good performance of the engine combustion
process. Full air supply to the air intake filter under arctic conditions
may create too low combustion gas temperatures, and ambient air
further heated in the engine room under tropical conditions will raise
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the exhaust gas temperatures in the engine far too much. For good
engine operation the following should be taken into consideration:
- Engine room ventilation should be such that water, foam, sand, dust
exhaust smoke etc. can't enter the engine room.
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- Avoid heating of fresh combustion air by striking hot engine room
machinery.
- In case the engine room temperature rises above 45°C the engine
room ventilation ducting should be directed even nearer to the
turbocharger inlet filter to avoid further heating of the fresh air. If
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such situation cannot be arranged, derating of the engine load

should be considered to avoid thermal overloading the engine.
- Avoid discharge of generator cooling air to the turbocharger intake.
- For restrictions on suction air temperatures, see also chapter 1.0.
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It is recommended to have separate ventilators for combustion air and

for the ventilating system provided. Air supply fans must be
dimensioned to obtain a slight overpressure in the engine room, but
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must not exceed 1 mbar.
Note! For maintenance background information, safety aspects,

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intervals, tolerances, inspections, tools and torque spanner

instructions, see chapter 2.4.
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1.5 – 3
Manual
Wärtsilä 38
1.5.4. Internal system
The charge air and exhaust gas system is built on the engine. The
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turbochargers and charge air coolers are situated at the free end.
The exhaust gas from the cylinders flows via exhaust gas manifold (7)
to the turbine part of turbocharger (1). The turbine uses the energy in
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the exhaust gas to drive the compressor part of the turbocharger.
Exhaust gas leaves the system after the turbine at connection (501). The
compressor takes air via filter (8), the compressed (charged) air is cooled
to the required temperature by a two stage charge air cooler (2) and
flows via charge air receiver (9) to the cylinders.
For functional description of:
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- Compressor cleaning device (3), see section 1.5.6.6.
- Turbine cleaning device (4), see section 1.5.6.5.
- By-pass system (5), see section 1.5.6.7.
- Waste gate system (6), see section 1.5.6.8.
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3
8
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7
5 6
2
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4
2
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8
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Fig. 1.5 – 1 General diagram charge air and exhaust system
1.5 – 4
Manual
1.5.4.1. Charge air system
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1.5.4.1.1. General
To maintain the required charged air temperature at higher engine load

the charge air has to be cooled.
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The temperature at the compressor discharge side at full load is
approximately 200°C. To cool the charged air after the compressor the
air passes a two stage air cooler (1) in which the compressed air is cooled
by water. See fig. 1.5 - 2 .
The first stage is cooled by HT water and cools the charge air till
approximately 90ć100°C. The second stage is cooled with water from
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the LT water system and cools the charge air till the required
temperature of approximately 50°C.
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1
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Fig. 1.5 – 2 Charge air cooler

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1.5 – 5
Manual
Wärtsilä 38
1.5.4.1.2. Charge air cooler
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The two stage charge air cooler consists of a cooler stack (1), a cooling
water header (2) and a cooling water return header (3).
See fig. 1.5 - 3 .
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The cooling water header (2) contains the HT and LT supply and return
connections and the drain plugs (4) for both systems.
HT water enters the cooler at (5) and is discharged at (6). LT water
enters the cooler at (7) and is discharged at (8).
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3 1 2 6 8 7
4 4 4
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Fig. 1.5 – 3 Cooler stack
1.5.4.1.3. Operation
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To prevent the cooling water from freezing when the engine is not in
operation the temperature in the engine room should be kept at a
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minimum temperature of + 5 °C . When the temperature is below 5 °C

provisions have to be taken by means of anti-freeze additives. In this case
it must be realized that this affects the heat balance.
A rising air temperature accompanied by a fall in air pressure indicates
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the fin plates around the tubes are becoming contaminated. A rising air
temperature with water pressure difference over the cooler indicates
contamination inside the tubes by scale or dirt. In either case cleaning
of the cooler stack is required.
1.5 – 6
Manual
1.5.4.1.4. Condensed water drain holes
Check daily, during operation of the engine, if the two condensed water
drain holes (607) located on both sides on the housing of the charge air
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cooler and the drain hole at the driving end side are open. See fig.
1.5 - 1 and fig. 1.5 - 4 . Under normal operating conditions only
compressed air should escape from these holes and possible some
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condensed water.
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607
Fig. 1.5 – 4 condensed water drain holes
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1.5 – 7
Manual
Wärtsilä 38
If excessive water escapes from the condensed water drain holes this can
be caused by:
condensed water due to high air humidity.
condensed water can be formed at the outside of the tubes of the LT part
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of the air cooler and is carried together with the air into the combustion
chambers of the cylinders.
The quantity of condensed water depends on the suction air
temperature, humidity, charge air pressure and charge air temperature.
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There will always be some condensed water on the pipes of the LT
section of the charge air cooler. By increasing the temperature of the LT
cooling water before the charge air cooler the quantity of condensed
water is reduced. Do not reduce the cooling water flow. Water in the
combustion chambers can cause corrosion on liners, piston rings and
pistons and cold corrosion on fuel injector nozzles.
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Charge air cooler stack has one or more leaking tubes.
This should be confirmed by a lowering of the level of the HT and / or
LT expansion tank. Check the kind of water (treated water or not)
Continuously water leaking when the engine is out of operation may
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indicate a leaking cooler stack.
Inspection of the cooler stack on short notice is required.
Note! condensed water drain holes have the function to inform the
operator on the presence of water in the charge air receiver.
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condensed water drain holes are not designed to drain large

quantities of water and should always be open.
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1.5 – 8
Manual
1.5.4.1.5. Maintenance
Clean the cooler at intervals according to section 2.4.1. or, if at full load,
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the charge air temperature cannot be maintained.
Removal of one charge air cooler

1 Drain the HT and LT cooling water by removing plugs (4), see fig.
on
1.5 - 3 and collect water for re-use. See also section 1.5.4.1.2.
2 Remove, if applicable, instruments to avoid damage to them.
3 Remove the vent lines.
4 Remove the air filter and if necessary the air inlet bend which is
connected to the turbocharger.
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5 Remove the four M16x100 bolts (1), two at the top side and two at
the bottom side of the cooler stack. These 4 bolts take care of the fixation
and sealing of each cooler stack against the housing. See fig. 1.5 - 5 .
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1
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A
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1
B
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1
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Fig. 1.5 – 5 Removal fixation and sealing bolts
1.5 – 9
Manual
Wärtsilä 38
6 Remove all bolts except the bolts marked with an X".

See fig. 1.5 - 6 .
Note! On the header side of the cooler stack are fastening bolts for the
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cooler stack to the header as well as bolts for fastening the compete
cooler to the turbocharger bracket. The bolts marked with an ’X’ in
figure 1.5 – 6 , are the bolts which connect the header with the
cooler stack, don’t remove these bolts!
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7 Push the cooler stack from the turbocharger bracket by turning the
4 jack bolts (3) of tool 9651DT902 into the threaded holes (2) of the
cooler stack, see fig. 1.5 - 6 and fig. 1.5 - 7 . Pull the cooler stack
approximately 10 cm. out of the turbocharger bracket if needed use eye
bolts (9), see fig. 1.5 - 7 .
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2 2
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”X”
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Fig. 1.5 – 6 Removal bolts and placing the jack bolts

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8 Fit the left and right frame (4) of the tool 9651DT902 against the
turbocharger bracket housing and fasten them with bolts (5). Connect
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both frames to each other with the two crossbeams (6). See fig. 1.5 - 7 .
1.5 – 10
Manual
9 Mount on both sides on the cooler stack flange the roller bearings
(7), according fig. 1.5 - 7 , and tighten them with the nuts.
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98 3 1 2
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5 5
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1
9651DT902 2
6 7
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4
Fig. 1.5 – 7 Removal / mounting of the charge air cooler stack

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10 Fit eye bolts (9) on the front side of the cooler header and use them
to pull the cooler stack completely out of the housing.
11 After the cooler stack is free, fit the lifting tool 9651DT903 with
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bolts (10) on top of the cooler stack to lift the stack. See fig. 1.5 - 8 .
9651DT903
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10
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Fig. 1.5 – 8 Lifting tool of the charge air cooler stack
1.5 – 11
Manual
Wärtsilä 38
Mounting the cooler stack

1 Examine the cooler for damage and in particularly the joint faces,
remove the old sealing compound and clean the surface on which the
new sealing compound has to be applied.
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2 Fit the 4 guide pins (8) of tool 9651DT902 to the turbocharger
bracket. See fig. 1.5 - 7 .
3 Slide the cooler stack in the housing up to 20 cm space is left.
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4 Apply sealing compound on the sealing surface of the cooler where
it is in connection with the turbocharger bracket and fit new O-rings
with silicone grease in the grooves of the cooling water header. For type
of sealing compound and silicone grease, see the parts catalogue.
5 Slide the cooler stack completely in the housing and fasten the 4
M16 fixation bolts (1) and loosen them a quarter of a turn.
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See fig. 1.5 - 5 and fig. 1.5 - 7
6 Remove the 4 guide pins (8) of tool 9651DT902, fit all bolts and
fasten the cooler stack. See fig. 1.5 - 7 .
7 Re-tighten the 4 M16 fixation bolts (1). See fig. 1.5 - 5 and fig.
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1.5 - 7 .
8 Connect the vent lines on the header.
9 Fill the HT and LT water systems, examine for water leakages and
check the water level after a few minutes.
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1.5 – 12
Manual
1.5.4.1.6. Cleaning
General
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Cleaning of the water and air side of the charge air cooler is required to
restore thermal cooler performance.
Fouling of the cooler depends on the local situation. For this reason it
is not possible to give a general advise for cooler cleaning. Chemical
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cleaning of fins and tubes is possible.
Several international companies supply equipment and chemicals for
cleaning heat exchangers.
During cleaning the cooler should internally be inspected on scaling and
corrosion.
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Scale increases the risk of pitting corrosion and possible obstacles which
can block the tubes leading to erosion.
Always check for corrosion after cleaning.
Cleaning water side

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Remove the water covers from the stack and inspect the tubes
internally. When deposits are soft, which will occur in most of the
installations, use special nylon brushes connected to a rod. The type of
rod must be selected in accordance with the finned tube. Replace gaskets
and, if applicable, O-rings.
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Cleaning air side

Remove the cooler stack. To clean the fins of the tubes, immerse the
stack in a chemical bath containing a degreasing solvent. Raising and
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lowering the stack in the solvent or bringing the solvent into movement
by means of a steam jet or air, will accelerate the cleaning process. Direct
after the cleaning is completed, the cooler is to be flushed by applying
a powerful water jet.
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Note! When using chemicals take the necessary precaution and follow the
instructions provided by the manufacturer of the chemicals.
Hydraulic cleaning
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Hydraulic cleaning has to be carried out with the cooler stack removed
using a high pressure spray gun with a special nozzle to remove dirt
deposits inside the tubes. For the outside of the tubes a nozzle with a
diameter of 3 mm is recommended. If the water jet attacks the tubes
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vertical, parallel to the fins, a pressure of 120 bar is suitable to be applied

at a distance of 2 m from the fin surface.
Note! When using a high pressure water cleaning device, be careful not
to damage the fins. Damaged fins will result in a decreased capacity
of the cooler stack.
1.5 – 13
Manual
Wärtsilä 38
1.5.4.1.7. Repairs
Leaking tubes
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Tube leaks can be caused by corrosion, erosion or improper operation
of the cooler. A leaking tube cannot be removed, they are roller expanded
into tube plates.
Leaking tubes can be sealed by turned hardwood plugs or rubber plugs
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on both sides. Up to 10 tubes per system may be sealed. Fit a new cooler
stack or send the cooler stack for repair if more than 10 tubes are
leaking.
Hydro test cooler with specified test pressure which is stated on the
name plate fitted on the cooler side wall or casing.
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Leaking seal
All seals are either O-rings, soft metal rings, gaskets or liquid gasket
If necessary disassemble the cooler as far as needed. Remove dirt and
corrosion residues and restore the surfaces in good shape again. Mount
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new seals.
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1.5 – 14
Manual
1.5.5. Inlet and Exhaust gas module

Charge air ducting to cylinder head
In case the cylinder heads have to be lifted only the 4 bolts of inlet bend
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at the cylinder head side have to be removed. The tapered position of the
flanges makes lifting and lowering of the cylinder heads easy.
Exhaust gas ducting
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The exhaust gas manifold (7) is of the so called Single Pipe Exhaust
System (SPEX). See fig. 1.5 - 1 . The exhaust manifold is assembled of
sections (1) interconnected by compensators (2). The branches (3) of
section (1) are rigid mounted against the cylinder heads by means of
V-clamps (4). See fig. 1.5 - 10 .
All exhaust gas connections are face to face mounted (no gaskets). In
case one or more cylinder heads should be removed, don't disconnect the
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V-clamps (4) of the exhaust at cylinder head side before it is secured.
Use from tool 9651DT901 support 9651DT108 or 9651DT109 for fixation
of section (3) to charge air receiver (5).
See also section 2.7.1.2., fig. 2.7 ć 4 .
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1 2
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1 2
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Fig. 1.5 – 9 Exhaust gas system

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9651DT108 9651DT109
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A–bank B–bank
3 3
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4
5
Fig. 1.5 – 10 Fixation of exhaust section
1.5 – 15
Manual
Wärtsilä 38
1.5.5.1. Compensator
Compensators in the exhaust gas manifold make thermal expansion
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possible. Make sure that, whenever the compensators have to be
replaced, the arrow on the compensator has to correspond with the gas
flow direction, see fig. 1.5 - 11 . There is no gasket between
compensator and exhaust manifold, it is a face to face connection. The
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compensator is provided with a male/female connection (1) at the closed
side of the inner sleeve (2). The opposite side is provided with a flat side
(3).
Centre line deflection of the compensator must be limited to ±1mm.
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3
1
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2
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Fig. 1.5 – 11 Gas flow in Compensator
Mounting instructions compensator

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1 Ensure that flanges and sealing surfaces are clean.

2 Place the compensator in position and ensure that the flanges
assemble freely. Make sure the compensator is in line. (maximum offset
1mm)
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3 First fit the 'V' clamp at the male / female side (1) over the flange
profiles. See fig. 1.5 - 11 .
4 Engage the T-bolts through the trunnions and turn the nuts on
the T-bolts.
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5 Over-tighten the nuts evenly to 20Nm, keeping the distance

between the gaps equal on each side of the clamp, then slacken them off
½ a turn and tighten the nuts again to 12Nm.
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6 Next fit the 'V' clamp at the flat side (3) over the flange profiles and
follow the same tightening procedure.
1.5 – 16
Manual
1.5.5.2. Insulation box
The insulation box, enclosing the exhaust gas ducting, is rigid mounted
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via the inlet bends to the engine block.
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Warning! The heat insulating material, as part of the panels, is at the inside
cladded with stainless steel sheeting.
This sheeting should not be painted as part of the heat insulation
exists in the reflection of heat radiation.
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1.5.5.3. Operation
1 Check the working of water separating pockets and drainage

system of the external exhaust system.
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2 Measure periodically the exhaust gas back pressure. The back
pressure should not exceed the value as mentioned in chapter 1.0.
3 Check periodically the proper working of the silencer by measuring
and comparing the noise attenuation.
4 Check proper working of the sliding supports of the ducting after
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the turbocharger.
5 Check during operation of the engine the entire exhaust gas system
on gas leakages.
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1.5.5.4. Maintenance
Well designed and installed exhaust gas systems require little

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maintenance and can be limited to long term visual periodical

inspections consisting of:
1 Inspection of bolt connections of all flange joints in the manifold.
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2 Inspection ofo all rigid and flexible mountings between manifold

and the engine room structure. Special attention should be paid to the
support in the ducting after the turbocharger. This support should be
rigidly mounted against the engine room structure.
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3 Inspection of the exhaust ducting insulation and cladding between

turbocharger and external exhaust system.
4 Check if the external exhaust system after the turbocharger is not
supported by the engine.
5 Inspection of the good working of soot arresters.
1.5 – 17
Manual
Wärtsilä 38
1.5.6. Turbocharger
1.5.6.1. General
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The turbocharger (1) consists of two main components, a turbine and
a compressor which are mounted on a common shaft. The bearings on
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this shaft are cooled and lubricated by the engine lubricating oil system.
The turbocharger is equipped with cleaning devices for compressor (3)
and for turbine (4). See fig. 1.5 - 1 .
The rotor shaft rpm. is measured by a speed transmitter system
installed at the compressor side and described in the sub-suppliers
manual of the turbocharger.
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For maintenance, inspection and replacement intervals of turbocharger
components, see the rating plate on the turbocharger foot. Maintain the
turbocharger according the Operation Manual of the turbocharger
manufacturer which is delivered with the engine documentation. It is
recommended to make use of the service network of Wärtsilä
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Corporation.
To overhaul the turbocharger, remove protecting covers, and disconnect
oil supply and discharge pipes. Disconnect exhaust and inlet ducting.
During assembling renew all seals. Use high temperature resistant
grease on exhaust bolt connections.
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1.5.6.3. Turbocharger cleaning devices

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The diesel engine efficiency is highly related to the efficiency of the

turbocharger. The turbocharger efficiency is directly influenced by the
degree of fouling of the compressor wheel, exhaust gas nozzle ring and
turbine wheel. The fouling exists mainly of deposits on nozzle vanes and
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rotor blades and by dust and greasy substances in the suction air.
Regularly cleaning is necessary during engine operation. The cleaning
is not effective on very dirty components.
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The following factors may influence the degree of fouling e.g.:

- Bad combustion performance.
- Lubricating oil passing the piston rings for instance during
prolonged running at no load.
1.5 – 18
Manual
1.5.6.4. Compressor side cleaning
The compressor should be cleaned by water injection during the engine
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operation. The cleaning process will have good results as long as the
deposit formation has not gone too far.
In this method of cleaning the water is not acting as a solvent but
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instead removes the deposits mechanically by the impact of the water
droplets. Use clean water without additives.
Daily cleaning of the compressor prevents or delays excessive build-up
of dirt. In case a very thick hardened crust of dirt is formed the
compressor has to be dismantled for cleaning.
The cleaning system consists of a water container (1) with valves (5 and
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6) and pipe (2) connected to the pressure side and with pipe (3)
connected to the suction side of the compressor. See fig. 1.5 - 12 .
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2
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5
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7
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3
1
6
Fig. 1.5 – 12 Compressor cleaning device
1.5 – 19
Manual
Wärtsilä 38
Cleaning procedure
Water injection is to be executed when the engine is running at normal
operating conditions at high load and the compressor running at high
speed. Record the charge air pressure, exhaust gas temperatures and
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the turbocharger speed to ascertain the efficiency of cleaning.
1 Select with three-way valve (7) the compressor at the A-bank or
at the B-bank, see fig. 1.5 - 12 .
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2 Loosen grip screw (4) and remove container (1).
3 Fill container with clean water till approximate 1 cm below the edge.
4 Replace container and retighten grip screw (4).
5 By opening both valves (5) and (6) charged air enters the container
via pipe (2).
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The water content is forced to the compressor inlet via pipe (3).
6 The complete water volume should be injected in 4 - 10 sec. After
the water is injected close valves (5) and (6).
7 Repeat the procedure for the other turbine.
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8 On completion of the cleaning process the engine should at least run
another 5 minutes at high load.
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1.5 – 20
Manual
1.5.6.5. Turbine side cleaning
Heavily contaminated turbines, not periodically cleaned from the very
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beginning or after an overhaul, can't be cleaned by this method.
Turbines, not periodically cleaned may cause unbalance after cleaning.
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Wet cleaning
For the cleaning process the exhaust gas temperature before the turbine
should not exceed 500°C for reasons of material strength.
If the exhaust gas temperature for wet cleaning can be reduced, we
recommend this should be done as far as possible, to spare the material,
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but the exhaust gas temperature should not be reduced below 430°C.
The exhaust gas temperature can rise during wet cleaning. It should not
exceed the maximum permissible temperature.
The specified water injection pressure and duration of water injection
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must be observed.
Smaller volumes of water can lead to an inadequate cleaning effect.
Larger volumes result in impermissible thermal stresses and a possible
turbine streaking.
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Cleaning procedure
During the cleaning process the exhaust gas temperature has to be
lowered to retard the evaporation of the injected water. It is the impact
of the thermal shock that skips the dirt.
No additives or solvents should added to the cleaning water.
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Before commencing the turbine cleaning procedure, take engine

readings at an engine load that can be run every time comparisons have
to be made with previous readings.
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Cleaning interval of the turbine is 24 hours.
Note! Clean the turbochargers one by one

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1 Previous to turbine cleaning, reduce engine load till exhaust gas

temperature before the turbine is between 430 °C and 500 °C.
2 Check if supply of compressed air to turbine cleaning device is
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available at minimum pressure of 6 bar and maximum 8 bar.

3 Operate the engine for about 10 minutes to stabilise before
commencing water injection.
4 Connect the water hose at (507), see fig. 1.5 - 13 and fig. 1.5 - 1 ,
to the water cleaning device.
1.5 – 21
Manual
Wärtsilä 38
5 Place three way valve (1) in the position that air from water tank
(2) can escape at (3). Open water supply (507) with valve (4). Fill the
water tank (2) completely ( contents ± 20 litre ) and close the valve (1)
if water escapes at (3), see fig. 1.5 - 13 .
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6 Connect the compressed air at (314), see fig. 1.5 - 1 . Switch
three way valve (1) so that connection to (3) is closed and air supply
to the tank is open.
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7 Check the pressure on the pressure gauge at the water tank and
leave the air supply valve open during cleaning.
5
7
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6
8 2
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1
4
3
507
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314
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Fig. 1.5 – 13 Cleaning device turbine

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8 Open valve (5) and press the lever of supply valve (6) 2..4 seconds
to open the water supply to the turbine. The quantity of injected water
should be 5 ltr.
Note! There is no drain line for cleaning water at the turbine side.
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9 Wait 3 minutes and repeat previous point 3 times. The water tank
should be empty now.
Note! During the cleaning process the turbine inlet temperature may rise.
Do not exceed the maximum permissible exhaust gas temperature.
1.5 – 22
Manual
10 Repeat the complete procedure for the other turbine and use
valves (7 and 8).
11 To empty the water supply lines to the turbines and to dry with
compressed air, push the levers of valves (6 and 8) one by one and keep
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the valves one by one open for 10 seconds.
12 After the cleaning procedure, switch three way valve (1) to close the
compressed air supply at (314) to the tank and close valves (5 and 7).
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13 Disconnect the water supply hose at (507) to avoid uncontrolled
water entering the exhaust gas system.
14 Operate the engine for another 5 minutes at the same load to
evaporate remaining water.
15 Run the engine at "reference load" and take the engine readings
after the engine is stabilised. Compare the readings with the readings
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taken before the cleaning process.
Note! The cleaning of the turbine should not be performed shortly before
stopping of the engine to avoid corrosion of the turbine components.
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Run the engine for at least 10 minutes with a load > 70 %.
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1.5 – 23
Manual
Wärtsilä 38
1.5.6.6. By–pass system
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General
To increase part load turbocharging efficiency and prevent surging of
the turbocharger compressor, the system is equipped with an on/off
controlled by-pass valve (6), see fig. 1.5 - 14 . Surge is the process at
on
which compressed air flows back through the compressor.
Surge should be avoided as:
- The required flow of air to the charge air receiver will be far
insufficient for the required load.
- Large air speed variations will exist and forces on turbine and
compressor wheels become extreme which finally can result in wheel
damage.
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Opening the by-pass valve at a certain engine operating range will
increase charge air pressure and flow, which will decrease thermal
loading of the engine.
By–pass valve
By opening the by-pass valve (2), a part of the charge air after the
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compressor escapes before the charge air cooler at (1) and goes to the
turbine inlet (3). The pneumatic actuator (5) opens the by-pass valve (2)
when engine speed and charge air pressure fulfil the pre-setted values.
The WECS Control System activates a solenoid valve which operates
the pneumatic actuator with a service air pressure of 6 bar. The position
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of the by-pass valve is indicated on the display of the WECS. Before

starting of the engine the position of the by-pass valve is checked by the
WECS and if not correct, followed by an inhibit signal.
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3
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5
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2
1
Fig. 1.5 – 14 Position of by–pass valve
1.5 – 24
Manual
1.5.6.6.1. Pneumatic control valve assembly by–pass
The pneumatic control valve assembly for by-pass consists basically of

a control valve (1) an actuator (2) a drive shaft (3) and a valve (4). See
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fig. 1.5 - 15 . The valve (4) has a metallic seat which is, within a certain
range, self adjusting. This means the more the valve is closed the tighter
it becomes. The flow direction is indicated by the arrows in the figure.
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The arrow on the outside of the valve housing must always be according
the direction of the flow.
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1 2 3 4
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Fig. 1.5 – 15 By–pass valve assembly

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1.5 – 25
Manual
Wärtsilä 38
1.5.6.7. Compensator by–pass / waste gate
The compensator (1) in pipe (2) enables thermal expansion. Make sure
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that, whenever the compensator has to be replaced, the arrow points
according exhaust gas flow direction, see fig. 1.5 - 16 . There is no
gasket between compensator and exhaust manifold, it is a face to face
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connection tightened with "V" clamps. The compensator is provided
with a male/female connection (3) at the closed side of the inner sleeve
(4). The opposite side is provided with a flat side (5). See fig. 1.5 - 16 .
Centre line deflection of the compensator must be limited to ±0.5 mm.
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3 2
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1
2
5
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4
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Fig. 1.5 – 16 Gas flow in compensator
Mounting instructions compensator

1 Ensure flanges and sealing surfaces are clean.
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2 Place the compensator in position and ensure that the flanges

assemble freely. Make sure the compensator is in line.
(maximum off set 0.5 mm)
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3 First fit the 'V' clamp at the male / female side over the flange
profiles. See fig. 1.5 - 16 .
4 Engage the T-bolts through the trunnions and turn the nuts on
the T-bolts.
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5 Over-tighten the nuts evenly to 20Nm, keeping the distance

between the gaps equal on each side of the clamp, then slacken them off
½ a turn and tighten the nuts again to 12Nm.
6 Next fit the 'V' clamp at the flat side over the flange profiles and
follow the same tightening procedure.
1.5 – 26
Manual
1.5.6.8. Exhaust waste gate system
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General
To prevent at loads higher than 85% too high charge air and firing
pressure the system is equipped with a proportional controlled waste
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gate valve (5). See fig. 1.5 - 1 .
The waste gate valve controls the amount of exhaust gas which goes
direct to the turbine outlet. In this way the turbocharger speed
decreases, which results in lower charge air pressures.
Waste gate valve
By opening the waste gate valve (1), a part of the exhaust gasses escapes
after the exhaust gas manifold and goes before turbine inlet at (2) via
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pipe (3) to the turbine outlet (5). See fig. 1.5 - 17 .
The position of the waste gate valve is controlled by the Wärtsilä Engine
Control System (WECS). In the WECS a signal from the charge air
pressure and engine speed is converted in a 4 to 20 mA signal which
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operates the pneumatic actuator (6) with a service air pressure between
0 and 8 bar. To visualise the valve position an indicator is provided.
The control of the waste gate is indicated at the WECS on the Local
Display Unit ( LDU ) at the waste gate page .
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3
2
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5 5
2 2
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1
6
2
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Fig. 1.5 – 17 Position of waste gate valve
1.5 – 27
Manual
Wärtsilä 38
Pneumatic valve assembly control waste gate

The valve assembly pneumatic control for waste gate consists basically
of a control valve (1) an actuator (2) a drive shaft (3) and a valve (4). See
fig. 1.5 - 18 . Valve (4) has a metallic seat which is, within a certain
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range, self adjusting. This means the more the valve is closed the tighter
it becomes. The flow direction is indicated by the arrows in the figure.
The flow direction for the waste gate valve (4) is in opposite direction
of the arrow on the valve-housing.
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4 3 2 1
Fig. 1.5 – 18 Exhaust waste–gate valve assembly

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1.5 – 28
Manual
1.5.6.9. Air waste gate valve system
General
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To prevent too high firing pressure and turbocharger speed caused by
low suction air temperatures (below 15°C) the engine is equipped with
a charge Air Waste Gate (AWG). By opening the AWG (1) a part of the
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charge air escapes from the charge air receiver (2) and leaves via the
silencers (3). See fig. 1.5 - 19 . When the AWG opens the charge air
pressure drops and by consequence the firing pressure and the
turbocharger speed will decrease.
Opening of the AWG is controlled as follows:
- When the suction air temperature is between 15 and 0°C, opening
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of the AWG is proportionally controlled by the actuator (4) with the
suction temperature and charge air pressure as input. The AWG will
keep the charge air pressure at a pre-set value. In practise the AWG
will be opened at high loads only.
- When the suction air temperature is below the 0°C, opening is
proportionally controlled by the actuator (4) with the suction
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temperature, engine load and charge air pressure as input to ensure
optimal performance of the turbocharger compressor. In practise the
AWG can be opened at all loads.
The valve position of the air waste gate is controlled by the Wärtsilä
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Engine Control System (WECS). In the WECS the signals from the
suction temperature, engine load and charge air pressure are converted
to a signal which operates the pneumatic actuator (4) with a service air
pressure between 0 and 8 bar. To visualise the AWG valve position the
electropneumatic positioner (5) is provided with an indicator.For settings
of the AWG, see setpoints on the Instrument Data List in the Catalogue.
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2 5
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4
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1
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Fig. 1.5 – 19 Air waste gate
1.5 – 29
Manual
Wärtsilä 38
Air waste gate pneumatic control valve assembly
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5
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6
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Fig. 1.5 – 20 Air waste gate valve assembly

The pneumatic control valve assembly for the AWG consists basically
of an electropneumatic positioner (5) with indicator, a pneumatic
actuator (4), a drive shaft (6) and a butterfly valve (7). See fig. 1.5 - 20 .
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1.5 – 30
Manual
Control System Wärtsilä 38
1.6. Control System
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1.6 – 1
Manual
Wärtsilä 38
Control System
1.6.1. General
The engine is equipped with an Engine Control System which
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comprises:
- The measuring of the engine and turbocharger speed
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- The engine safety system
- engine stopping
- start blocking
- automatic engine shut down
- The signal processing of monitoring and alarm sensors
The control of the engine speed is accomplished by varying the rate of
fuel admission into the combustion chambers. The duty, which the
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engine is usually applied to, determines the degree of required accuracy
in the engine speed control.
An actuator is used to control the engine speed and thus enables the
engine to respond at changing load requirements.
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intervals, tolerances, inspection, tightening torques and instructions,
see chapter 2.4
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1.6.2. Speed control system

The speed control system consists of:
- A digital speed control unit.
- An electro hydraulically controlled actuator (1) with ball head back
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up and mechanically driven by actuator drive (2), see fig. 1.6 - 1 .

The actuator provides the control system with the mechanical power
for the proper displacement of the HP fuel pump racks by means of
the power output shaft (3).
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- A booster servo unit (4), see fig. 1.6 - 1 .

- A linkage system from the actuator to the HP fuel pumps (fuel
control mechanism), see section 1.6.4.
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For specific information about speed control unit, actuator and booster,
consult the suppliers manual.
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1.6 – 2
Manual
1.6.3. Actuator
Many governing problems are the result of improper selection or
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improper treatment of the oil used in the actuator. The actuator should
be serviced on a routine schedule. Develop the schedule with
consideration to the operating temperature and the conditions in which
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the governing system operates.
While changing the oil type flush the hydraulic system before oil change.
Do not mix different oil types. The most of the actuators with sumps do
not have filters, therefore, add only clean oil. If water happens to enter
the actuator then change the oil immediately. Clean oil is of most
importance in hydraulic governing system.
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Consult the suppliers manual for oil quality and viscosity selection as
well as for acceptable operating temperatures.
Maintain the oil level in the actuator between the limits on the sight
glass and do not overfill. During a refill keep the oil level low and add
more oil during running of the engine if needed. The oil in bad condition
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causes approximately 50% of all governing troubles.
It is kindly recommended all the booster oil connections to the actuator
have to follow an upwards or at least horizontal direction in order to
avoid air bubbles could lead to any misfunctioning.
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During engine operation when one of the following circumstances are

observed the engine should be stopped, the oil changed and the reason
for the oil deterioration be examined:
- The oil is contaminated or suspected to contribute for speed
instability.
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- The oil is supposed to be dirty and fumes bad.

- There is water in the oil.
- The viscosity of the oil has changed; increased or decreased.
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- The actuator parts are damaged or in bad conditions.

- The actuator has run at a temperature higher than recommended
due to the used oil.
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- Governing operating temperatures have changed.

- The oil in operation has a wrong viscosity range.
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1.6 – 3
Manual
Wärtsilä 38
Control System
1.6.3.1. Booster
The booster (4) is activated by compressed air (starting air) and when
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the engine is going to be started the air is supplied at (5). The booster
supplies the actuator with pressurized oil via lines (7) in order to have
enough oil pressure for the HP fuel pumps linkage manoeuvring, that
oil pressure eliminates the pressure rising lag due to the gear pump in
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the actuator; finally a faster engine start and a reduced starting air
consumption are achieved. See fig. 1.6 - 1 .
The booster is placed lower than the actuator to prevent any trapped air
in booster and oil lines.
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3
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7
6
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4
5
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Fig. 1.6 – 1 Actuator / drive / booster
1.6 – 4
Manual
1.6.4. Fuel control mechanism

General
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The movement of the actuator output shaft (8) is transferred via the lever
(9), the linkage (10) to the lever (11), which is connected via the lever (12)
and the linkage (13) to the lever (14) on the shaft (15). Shaft (15) is
supported by bearings (16). See fig. 1.6 - 2 .
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The shaft (15) is connected to the common fuel control shafts (19) for
A- and B-bank via the lever (14), the linkage (17), and the lever (18).
The shaft (19) is connected via the lever (23) to the HP fuel pump rack.
The common control shaft (19) is supported by bearings (21). A sensor
at the end of the common fuel control shaft measures the fuel rack
position.
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Warning! Special attention must be paid to the fuel linkage mechanism in order
to have easy movement and proper connections since a defect may
result in a disastrous engine over speed, an unstable engine
operation or a limited engine load range.
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21
23
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20
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9
8 12
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13
10
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19
11
18
17
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16 15 14
Fig. 1.6 – 2 Linkage from actuator to fuel control shafts A–B–bank
1.6 – 5
Manual
Wärtsilä 38
Control System
On the control shaft mechanical limiters are mounted in order to limit

the rotation of the common fuel control shaft and thus the stroke of the
fuel racks; the limiters are factory adjusted at minimum and maximum
position.
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19
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21
22
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23
21
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Fig. 1.6 – 3 Fuel control mechanism
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1.6.4.1. HP fuel pump load indication

The fuel racks (22) are provided with a scale in mm divisions.
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22
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Fig. 1.6 – 4 Load indication
1.6 – 6
Manual
1.6.4.2. HP fuel pump connection

From the control shaft the rotation is transferred to the HP fuel pump
racks through the lever (23). If one of the racks is going to jam the
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torsion springs enable the complete movement of the control shaft and
thus the movement of the remaining fuel pump racks.
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23
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Fig. 1.6 – 5 HP fuel pump connection
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1.6.4.3. Fuel rack adjustment
1 Adjust spring loaded levers with the set screws (25) at a

pre-clearance of 5 mm.
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5 mm
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25
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Fig. 1.6 – 6 Pre–clearance levers to HP fuel pump
2 Place actuator lever in mid position.
3 Record all pump rack positions and calculate the average position.
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With the set screws (25) all pump racks readings should be adjusted at
the average value calculated.
4 Check the position of the actuator in relation with the HP fuel
pump rack position according table 1.6.1 and procedure of section
1.6.4.5.
1.6 – 7
Manual
Wärtsilä 38
Control System
1.6.4.4. Stop mechanism

1.6.4.4.1. Local stop
Normally the engine is stopped remotely in the control room or locally
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by means of the stop button on the Local Control Panel. In case of a
failure of the normal stop functions the engine can be stopped by
pushing the emergency stop button (4) on the local start / stop unit, fig.
1.6 - 7 .
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1.6.4.4.2. Manual stop
In case of a failure of the normal and emergency stop functions, the
engine can be stopped by means of stop lever (1), see fig. 1.6 - 7 . When
the lever is moved to the stop position the common fuel control shaft
pulls the fuel rack on the HP fuel pumps to the zero" position.
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03
04
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01
02
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Fig. 1.6 – 7 Local control unit
Note! Valve (2) should always be open during engine operation to ensure
sufficient control air to the start / stop unit. See also the start air
system diagram which is enclosed in chapter 3.1.
1.6 – 8
Manual
1.6.4.4.3. Stop device
Check of stop cylinder adjustment (limit position)
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1 Set the stop lever (1) to the normal operation" position.
See fig. 1.6 - 7 .
2 Place the actuator at 100 % fuel position. The reference scale (20)
is at position 8. See fig. 1.6 - 2 .
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3 Push button (3) on the stop solenoid valve, see fig. 1.6 - 7 . and
check if the HP fuel pump racks (22) are moving to zero" position. See
fig. 1.6 - 8
Stop cylinders maintenance
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4 Check the control air pressure at the stop cylinders.
5 Check for air leaks in the piping.
6 Check the mechanical parts, the piston, the sealing ring (26) and the
cylinder (27) for wear and replace them if necessary. See fig. 1.6 - 8 .
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27
22
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26
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Fig. 1.6 – 8 Stop cylinder

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1.6 – 9
Manual
Wärtsilä 38
Control System
1.6.4.5. Checking linkage between actuator

and common fuel control shaft
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1 Place the HP fuel pump racks (22) on position 56 mm" by moving
the lever (9), see fig. 1.6 - 2 .
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2 Check if the load indicator scale on the actuator indicates 8".
3 Check the free movement of the complete linkage system.
4 Place the HP fuel pump rack on position 0 mm" by moving the
lever (9). Check if load indicator scale of the actuator indicates about
0". See fig. 1.6 - 2 .
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5 Check with the load indicator scale at position 6" if the levers are
at 90° in relation to the linkages. See fig. 1.6 - 3 .
Table 1.6.1.
actuator lever Fuel pump rack
position
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Check point 0 0
Check point / levers 90° 6 41
100 % load 8 56
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Manual stop 0 0
1.6.4.6. Checking actuator stop position
1 Place the actuator output shaft in 100% position and observe that
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all fuel pump racks are also at 100% load position.

2 Move the stop lever (1) in stop position and check if all fuel racks
are back in zero" fuel position. See fig. 1.6 - 7 .
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3 Place the actuator output shaft again in the 100% position and
observe that all fuel pump racks are back at 100% load position.
4 Activate the stop cylinders (by pressing button (3)) and observe if
the stop lever is going to move to the stop" position.
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5 After the fuel racks are in the zero fuel" position the locking pawl
(28) should fit in the slot (29), see fig. 1.6 - 7
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1.6 – 10
Manual
1.6.4.7. Removing / Mounting the actuator
Note! Be sure the connection to the actuator is free.
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Removing
1 Make a clear reference match mark on the levers and the power
on
output shafts.
2 Remove the levers and disconnect the electrical connections of the
actuator.
3 Remove the bolts and lift the actuator from the engine.
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Mounting
1 Clean the joint faces of the actuator and check the condition of the
serrated output shafts of the actuator.
2 Fit the actuator and fasten the bolts and the electrical connections
to the actuator.
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3 Mount the levers according to the match marks on the power shaft.
In case of a new actuator copy the old mark.
4 Check the position of the actuator in relation with the HP fuel
pump rack position accordingly to the table 1.6.1 and the procedure
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of the section 1.6.4.5.

5 Check the actuator stop position accordingly to the procedure
highlighted in the section 1.6.4.6.
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1.6.5. Governing system maintenance and

trouble shooting
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The maintenance of the actuator is limited and should mainly consists

of:
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- inspection for the proper working of the actuator

- inspection for the proper connections of the linkage mechanism
- lubricating oil refreshment
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Trouble shooting
Any fluctuation in engine speed or load is usually due to an improper
actuator working however, before exchanging or doing any inspection
on the actuator check the following items:
1 Check engine load is not beyond maximum load.
1.6 – 11
Manual
Wärtsilä 38
Control System
2 Check if the fuel supply to the fuel pumps is at operating pressure

and no vapour lock exists.
3 Check the cylinder firing pressures and the proper injectors
working.
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4 Check the adjustment of the external setting devices for the
actuator.
5 Check the adjustment and the linkage between the actuator and the
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HP fuel pumps.
6 Check the actuator drive for any misalignment or eventual
excessive backlash.
7 Check the level and the quality of the actuator lube oil. Replace the
lube oil and flush the lube oil system if it is supposed to be critical.
8 Check the actuator oil pressure at the test port of the actuator.
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Booster maintenance
1 Check if the sump of the actuator is filled with oil up to the correct
level.
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2 Check the starting air supply is connected to the appropriate
booster air inlet. Use the alternative inlet with the builtćin orifice if a
slower fuel rack movement is required.
3 When all the air and the oil connections are secured, purge the air
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from the booster and the oil lines by providing the booster with air from
an independent supply without cranking the engine. Add oil to the
actuator as much as needed. A certain failure into the purge air process
may result in residual trapped air and thus in a sluggish response of the
governing system.
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Fuel control mechanism maintenance

1 The fuel control mechanism should be operated with a minimal
friction resistance.
In the linkages and in the common fuel control shaft the bearings
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require no lubrication and should not be in contact with degreasing

agents.
The pivot points should be periodically lubricated with engine
oil/grease.
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2 Keep all the parts of the fuel control system clean and well
preserved against any rust.
3 The clearances of all the connections should be at minimum values.
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The total backlash should not exceed 0.5 mm at the HP fuel pump rack
position.
4 Check the adjustment of the mechanism and the stop position
actuators at regular intervals.
1.6 – 12
Manual
1.6.6. Oil mist detector
The oil mist detector (OMD) protects the engine against serious
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damages which might beo riginated from a crank drive bearing or piston
component overheating.
The atmosphere of the crankcase compartments is continuously drawn
on
out by means of headers and directed through an optical measuring
track; in that measuring track the opacity (turbidity) of the drawn
crankcase atmosphere is determined by means of infrared light.
Air from the air supply control unit is being transferred through the
pipe (2) into the OMD. By means of the under pressure due to the air
flow the oil mist is sucked through the pipe (3), which is connected with
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the oil mist suction line in every crankcase compartment. The air flow
coming from the OMD should leave free without any obstruction and
without pipe connections. In the OMD the oil mist opacity is being
measured and its status can be read on the display.
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Note! In case of an oil mist alarm, the oil mist detector must be in condition
to react within the next few seconds and shut down the engine, in
order to minimise immediate or consequential damages!
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Fig. 1.6 – 9 Oil mist detector

For more information about the performance, the maintenance, etc,
see the suppliers manual delivered with the engine documentation.
1.6 – 13
Manual
Wärtsilä 38
Control System
1.6.7. Engine instrumentation

Documentation
The following set of instrumentation related documents are delivered
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with the engine documentation:
- Instrument list:
To state relevant sensor data, e.g. sensor range, type of instrument,
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etc. for all the sensors which are related to the specific project.
- Setting list:
To state set-point values for alarms, load reductions, shut downs
and start blocking which are related to the specific project.
- Wiring diagrams:
Connection diagrams of the specific engine instrumentation signals
and Junction Box.
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- Supplier manuals:
Manuals which are related to third party supplied equipments, e.g.
speed control, OMD.
Note! Do not modify any parameter setting of the listed documents without
written permission from the engine manufacturer.
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Instrumentation
The engine is equipped with the following type of sensors:
- Pressure analogue sensors (4-20mA):
For all the pressure measurements handled by the system.
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- Thermocouples (type K):

For all the temperature measurements related to the exhaust gas,
main bearings and cylinder liners.
- Thermistors (Pt100):
For all the temperature measurements related to fluids and air.
- Magnetic pick-ups:
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For the measuring of the turbocharger speed, the engine speed and
the speed control.
- Inductive pick-ups (proximity type):
For the engine speed measurement (main safety and back-up
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safety).
- Level switches (NPN type):
For lubricating oil and fuel oil leakage level measurement.
- Position switches (on/off type):
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To detect the position of e.g. turning gear handle, etc.

Additional sensors details can be found in the Instrument List.
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1.6 – 14
Manual
1.6.7.1. Switches, transmitters and

temperature elements
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Switches
With reference to the specific engine wiring diagrams, all the on/off
switches are drawn in the specified position of operation. This informaĆ
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tion is relevant with respect to the fail-safe concepts of the alarm and
the safety system while changing switches or wiring.
Note! Some switches are normally opened e.g. will be engaged in normal
engine operating conditions (see wiring diagrams for details).
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Note! Check / calibrate switches, transmitters and temperature
elements accordingly to the maintenance schedule, section 2.4.1.
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1.6 – 15
Manual
Wärtsilä 38
Control System
1.6.7.2. Speed sensors
General about speed sensors connections.
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The engine is equipped with speed sensors at several locations. See fig.
1.6 - 10 and 1.6 - 11 .
Turning gear wheel
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There are two magnetic pick-ups to detect the engine speed on the
turning gear wheel (1) at the driving-end. The speed controller
converts the pulses from the magnetic pick-up to the engine rpm.
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X
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Fig. 1.6 – 10 Speed sensor at the turning gear wheel
Camshaft gearwheel
Two inductive proximity switche (3) detect the engine speed on the
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camshaft gearwheel cover (4). The speed monitoring system converts

the pulses generated by the proximity switches into the engine rpm.
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4 3 X 5
Fig. 1.6 – 11 Speed sensors at camshaft
1.6 – 16
Manual
Turbocharger
One magnetic pick-up is used to detect the speed of each turbocharger,
see the suppliers manual for details. The speed monitoring system
converts the pulses generated by the magnetic pick-ups into the
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turbine rpm.
Engine speed sensor adjustment check
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Warning! Check the speed sensor adjustment only with a stopped engine.
Improper sensor adjustments can result in a failure of the overspeed

detection and a loss of speed/control functions; therefore it is necessary
to check the sensor adjustment prior to a first start of the engine. The
following checks must be carried out:
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1 Remove the connector of the sensor.
2 Check the distance X" between the sensor tip and the gear wheel
tooth. X" must be 1.5 mm ± 0.5 mm. See fig. 1.6 - 10 and 1.6 - 11 .
3 Adjust the gap if necessary and secure the locking nut (use Loctite
to avoid loosening).
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4 Check the teeth of the gear wheel / disc aren't going to touch the
sensor tip while turning.
5 Install the connector of the sensor.
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1.6 – 17
Manual
Wärtsilä 38
Control System
1.6.7.3. Electro Static Discharge (ESD)

Note! ESD, the invisible threat!
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The components of modern printed circuit boards are sensitive to
electrostatic discharge (ESD). Damages due to electrostatic discharge
can cause immediate failures of a printed circuit board, or can cause a
problem since the components start deteriorating. Pay always attention
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to ESD protection, just because the ESD damage is usually invisible.
Handle printed circuit boards, EPROMs and SRAM always carefully.
The static electricity is generally created when two materials are rubbed
against each other. This causes unbalanced electricity in the objects (or
persons) and they become charged with a static electricity. On the other
hand, conducting materials in the environment usually have a balanced
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electrical situation. A discharge current is created when a charged
person touches a conducting object. Even when you move around you
are continuously charged and discharged, but normally that causes no
damage. Those discharge currents, however, easily damage the thin
layers in integrated circuits.
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The following precautions can widely reduce the risk of failures and
malfunctions due to ESD:
- Always keep the board in its protection bag/box during
transportation and storage. Remove it from the bag just shortly
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before the installation.

- Make sure your body always has the same potential as the table
frame, the board, the rail, or the junction box where you are going
to install the printed circuit board. This can be done with the help
of a special ground-terminal with wristband, but also by simply
touching the object with one hand and inserting the printed circuit
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board with the other hand.

- Avoid touching the connector pins!
- Use the protective bag under and between the boards while placing
them on a table.
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- Do not pass the board straight into the hands of another person
except if is in a protective bag. It is also possible to place the board
on a non-conducting table and let the other person pick it up from
there.
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- Clear the installation site from all the construction or the package
material before the installation. Keep the environment tidy.
- Before inserting the board into its frame or enclosure, check the
frame or the enclosure is clean. Check the connector pins are clean
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and straight so that the board can be easily inserted into its frame.
- Do not place the board on a conducting surface such as a metallic
table. If the board has been placed on a conducting table, place one
hand on the table and lift the board with the other one.
- Handle damaged boards as functional ones, because the damage
grade is usually unknown.
1.6 – 18
Manual
1.6.7.4. Welding precautions
Introduction
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This is an instruction concerning the treatment and the protection of
the engine mounted electrical equipment when an arc welding is
performed in the vicinity.
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Precautions
Main principles:
- Prevent uncontrolled current loops while welding.
The welding current path must always be checked, there should be
a straight route from the welding point back to the return connection
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of the welding apparatus. The highest current is always going where
it meets the lowest 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 must always
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be as short as possible and without any electronic component in the
return loop path. Pay attention to the connectivity of the return
connection clamp, a bad contact might also cause sparkles and
radiations.
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- Radiations prevention.
The welding current and the arc are emitting a wide spectrum of
electromagnetic radiations. Those might cause damages on sensitive
electronic equipment; in order to avoid those damages all cabinets
and terminal boxes must be kept closed while welding. Sensitive
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equipment can also be protected by means of shieldings with

conductive metal plates, avoid also the welding apparatus cables go
in parallel with wires and cables of the control system since the high
welding currents are going to easily induce secondary currents in
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conductive materials.
- Damages prevention due to sparkles.

Sparkles are commonly flying around from the welding arc. Few
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materials withstand the heat from these sparkles, therefore all

cabinets and terminal boxes should be kept closed during the
welding. Sensors, actuators, cables and additional equipments on
the engine must be properly protected. Sparkles can also be a
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problem after they have cooled down, i.e. while causing short
circuits, sealing problems etc.
- If it is convenient, disconnect all global signals like power supply,

data communication etc.
1.6 – 19
Manual
Wärtsilä 38
Control System
1.6.7.5. General list of abbreviations
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A/D Analogue to Digital Converter
BDC Bottom Dead Center
BMEP Brake Mean Effective Pressure
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BTDC Before Top Dead Center
CA Crank Angle degrees / Charge Air
CAC Charge Air Cooler
CCD Capacitive Coil Driver
DC Direct Current
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EPS Engine Position Signal
ESS Engine Speed Signal
FCV Flow Control Valve
FBD Functional Block Diagram
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HT High Temperature
HW Hardwired
I/O Input/Output
I/P Current to Pressure converter
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LED Light Emitting Diode

LT Low Temperature
MCC Main Combustion Chamber
MFI Main Fuel Injection
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N.C. Not Connected

NC Normally Closed
NO Normally Open
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PCB Printed Circuit Board

PLC Programmable Logic Controller
PT Pressure Transmitter
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Pt100 Platinum temperature sensor

RPM (rpm) Revolutions per Minute
TBD (or tbd) To Be Determined
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TC TurboCharger or ThermoCouple
TDC Top Dead Center
TJ Thermocouple type J
TK Thermocouple type K
TS Thermocouple type S
1.6 – 20
Manual
TT Thermocouple type T
UPS Uninterruptible Power Supply
WOIS Wärtsilä Operator Interface System
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1.6.7.6. List of sensor tags and ISO codes
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A tag is commonly going to identify each sensor. For example:
Sensor tag PT201 is defined for the pressure transmitter which is
measuring the lubricating oil pressure at engine inlet; the mnemonic
represents the type of sensor while the numerical part indicates the
location of the measurement point in the system.
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The mnemonic is built up accordingly to ISO3511/2.
The most common mnemonics are:
CV Control Valve
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GS Position Sensor
LS Level Switch
PDS Pressure Differential Switch
PDT Pressure Differential Transmitter
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PTZ Pressure Transmitter, Back–up Shut Down

PT Pressure Transmitter
SE Speed Emitter
ST Speed Transmitter
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TE Temperature Emitter
TEZ Temperature Emitter, Back–up Shut Down
TT Temperature Transmitter
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nI Indicator
UT Universal Transmitter
QS Quality Switch
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NS Failure Switch
HS Hand–controlled Switch
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1.6 – 21
Manual
Wärtsilä 38
Control System
The numerical part refers to the location in the system which is Wärtsilä
specific. The sensor tags are described in the instrument list belonging
to each engine.
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The first digit refers to the system. The system numbering is as follows:
0nn direct water injection system
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1nn fuel oil system
2nn lube oil system
3nn compressed air
4nn cooling water system
5nn exhaust gas system
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6nn charge air system
7nn miscellaneous
8nn control system
9nn gas fuel system
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1.6 – 22
Manual
Automation System Wärtsilä 38
1.7. Automation System
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1.7 – 1
Manual
Wärtsilä 38 Automation System
1.7.1. Introduction
The UNIC-C1 automation system is an embedded engine management
system. The system has a modular design, and some parts and functions
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are optional in the C1 configuration. The system is specifically designed
for the demanding environment on engines, thus special attention has
been paid to temperatureand vibration endurance in the design. This
rugged design allows the system to be directly mounted on the engine,
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which will givea very compact design without components to be
mounted in dispersed external cabinets or panels, and allows the engine
to be delivered fully tested from factory. The number of in and outputs
is determined to optimally suit this application, and the galvanic signal
isolation is also made to match these needs.
The system is a combination of the traditional approach of
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point-to-point wiring of sensor signals to an external alarm system,
and a modern system handling fundamental engine safety, and speed
control.
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Fig. 1.7 – 1 UNIC–C1 system overview
1.7 – 2
Manual
1.7.1.1. System overview

The UNIC-C1 is a modular system, which consisting of the
following major parts:
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- LCP - Local Control Panel. Contains push buttons for local engine
control, as well as two graphical displays (WIP-10 & WIP-20) for
local reading of the most important parameters. Most sensors on
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UNIC-C1 engines (see installation specific diagrams for details) are
connected directly to the external system for remote alarm & safety
handling. Sensor signals used for local indication are also wired to
the LCP.
- MCM-10 - Main Control Module. Handles all the speed/load
control functions of the engine. This module is an optional part of the
system in case of mechanical governor.
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- ESM-10 - Engine Safety Module. Handles fundamental engine
safety, and is the interface to the shutdown devices and local
instruments. Constitutes also the major signal interface to the
external systems.
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- PDM-10 - Power Distribution Module. Distributes, filters and
handles fusing of the module supply voltage (24 VDC).
The system is handling the following major tasks and functions:

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- Provides a local interface to the operator, including a local

display indicating, a hour-counter and a local control panel.
- Interfaces & converts all alarm sensor- and control signals
to the external systems
- Handles the fundamental engine safety incl. hardwired
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shutdowns for overspeed (redundant), lube oil pressure, cooling

water temperature and external shutdowns.
- A high performance electronic speed/load controller (optional).
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1.7 – 3
Manual
1.7.2. Local Control Panel (LCP)

The Local Control Panel (LCP) is located on the operating side of the
engine's resiliently mounted electrical cabinet. This is the operators
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local interface when performing starts & stops at the engine and when
viewing engine measurements.
The LCP consists of the following parts:
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At the next pages, there is a description of these parts.
- WIP–10: standard instrument unit (engine speed, LO–pressure,
HT–temperature etc.)
- WIP–20: optional instrument unit (basically a substitute for the manometer
stand)
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- Controls: local start, stop, shutdown reset, emergency stop and mode
selectors’ switches
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5 6
4 7
3 8
2 9
1 10
TCI TCO
MODE START STOP RESET EXH TEMP
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Fig. 1.7 – 2 Local control panel (WIP–10, WIP–20, WCB–10)
1.7 – 4
Manual
The LCP features are:
On WIP–10
" Engine speed,
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" Lubricating oil pressure
" HT temperature
" Turbo charger speed
" Running hour counter
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" WIP-10 alarm circuits
On WIP-10 there is a triangle symbol with a !-sign inside. The light
for this symbol indicates a failure either in the PDM-10, MCM-10,
ESM-10 or WIP-20. Also a binary output Engine control system,
minor alarm will activate in this situation.
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On WIP–20
" Fuel oil pressure
" Starting air pressure
" Resolution: 30 LED's
" Control air pressure
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" HT water pressure
" LT water pressure
" Charge air pressure
" Exhaust gas temperature bank A and bank B
" WIP-20 Alarm output.
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The LCP also incorporates the following control switches:

" Start
" "Ready for start" indication: built-in LED
" Stop
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" Shutdown reset

" Shutdown indication: built-in LED
" Emergency stop
" Engine mode (Blow-Blocked-Local-Remote)
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" Exhaust gas temperature bank A and bank B

" Spare LED
Normal values are represented with green colour in the bar graphs left
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of the measurement value, while abnormal values will create an alarm

in the external alarm and monitoring system, as the same sensor signals
as used in WIP-20, in most cases are looped to the external alarm
system.
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Note! In case of a sensor failure or sensor signal wire break, the lowest
LED element in the bar–graph will flash. In case the sensor or the
wiring provides an overcurrent, the highest LED element will flash.
1.7 – 5
Manual
The selector switch Engine MODE (HS724)
This mode selector switch has the following four positions:

- Local: Local control of engine start and stop enabled.
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- Remote: Remote control of engine start and stop enabled.
- Blocked: Starting is electrically blocked (both local- and remote
start).
- Blow: When the selector is in this position, it is possible to perform
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a "blow" (an engine rotation check with indicator valves open) when
pressing the local start button. The engine will not start (fuel shaft
limited to zero), only the starting air valve will be activated while
pressing the start button in this situation.
The Start button (HS721)
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By pressing this button, the engine can be started locally. A lamp
in the button will turn on (green colour), when the engine is ready
for start.
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Note! In case the mode selector HS724 is in remote, blocked or blow
position, the local start signal is disabled.
The Stop button (HS722).

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By pressing this button, the engine can be stopped locally.
Note! IIn case the mode selector HS724 is in remote position, the local
stop signal is disabled. A re–start after a manually activated stop,
will not require a reset.
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Emergency stop button (HS723)
By pressing this button, the engine will instantly shut down. The signal
from the button goes directly to the Engine Safety Module (ESM-10)
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which activates the el. pneumatic stop solenoids, and also informs the
MCM-10 to enter shutdown mode i.e. to set the fuel shaft to zero
position. The push button position is latching, and it needs to be turned
to release. The emergency stop function in ESM-10 & MCM-10 is also
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latching, and after the rotation speed has reached zero level, this latch
can only be reset by pressing the reset button (see below). The
emergency stop button is mounted separately from the other buttons
and switches.
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Shutdown reset button (HS725)
In case an automatic shutdown or an emergency stop has occurred, the

shutdown circuit will latch. When the engine has stopped, a reset of this
1.7 – 6
Manual
circuit can be performed by pressing this button. When a reset is

necessary, blue light will turn on in the button.
Note! Before a reset and a re–start is performed, the reason for the
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automatic protective action must be carefully checked.
Exhaust gas temperature selector switch (HS726)
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With this selector switch it can be selected, for which cylinder the
exhaust gas temperature will be indicated on the display.
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1.7 – 7
Manual
1.7.3. Module MCM–10

The MCM-10 is a versatile, configurable microprocessor based
control- and data acquisition module. It has a variety of analogue and
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digital measuring channels, as well as a number of analogue and binary
outputs. The module is designed for mounting directly on the engine.
Engine mounting allows the engine to be delivered fully tested from
factory, and also allowing a faster commissioning.
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0485 8223ZT934 –
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Fig. 1.7 – 3 MCM–10 module

The CPU used in MCM-10 is a high-performance Motorola
PowerPC MPC561 controller. The module itself contains diagnostic
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features on internal system integrity (like memory checksums, CPU

watchdog, system temperature) as well as advanced I/O checks based on
signal processing, like open/short circuit detection and sensor
diagnostics. In addition, depending on application, also other
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application specific diagnostics is available. The max. current

consumption of MCM-10 (all outputs energised) is 2 A, while the idle
comsumption is less than 200 mA.
The MCM-10 module handles the following main tasks in the
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UNIC-C1 system:
-Speed control
-Timing rack control*
Note! *) Only on engines with separate timing rack.
1.7 – 8
Manual
1.7.3.1. Speed controller

The main task of the MCM-10 module is acting as the speed controller
for the engine. The speed controller functionality is fully embedded in
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the module, and optimised to suit Wärtsilä genset or main engine
applications on ship installations. On engines equipped with UNIC-C1
the module supports speed control with droop, where only a minimum
of in/out-signals are needed between external systems and the engine,
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and no signals at all are needed between the engines. As the controller
is a droop controller, no additional signals are needed for load sharing.
In order to meet very high demands in terms of reliability, two speed
sensors are simultaneously used by the controller. If one speed sensor
fails, the operation will be uninterrupted. Speed controller parameters
are verified and if necessary changed at the test run facilities at the
engine maker, i.e. parameters do normally not have to be changed at the
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installation. However, in case some 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.
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1.7.3.2. Timing rack control
On engines with a separate timing rack, this module also handles the
control of the timing rack. The timing rack functionality is fully
embedded in the module and is tuned to meet both optimal engine
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performance and high emission requirements.

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1.7 – 9
Manual
1.7.4. Engine Safety Modules (ESM–10)

1.7.4.1. General Features of ESM
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The ESM-10 (Engine Safety Module) module handles the fundamental
engine safety, a number of speed measuring functions and feed signals
to some instruments. The ESM-10 is also the interface to the shutdown
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devices and local instruments and the module constitutes also the major
signal interface to external systems of the engine. The ESM-10 module
design is largely redundant, based on hardwired logic and built to meet
the stringest safety regulation. All adjustments are performed with
DIP-switches and potentiometers i.e. the module needs no
programmingfor application set-up.
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Ext. shutdown1 Ext. shutdown1 fail

X28 X26 X24 X22
X27 X25 X23 X21
Speed switch1 Ext. shutdown4 Ext. shutdown1 fail
Speed switch2 Eng. shutdown1 Ext. shutdown1 fail

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Speed window1 MCU shutdown4 Ext. shutdown1 fail
Speed window2 LO pressure shutdown LO pressure sensor fail
HT temp. A shutdown HT temp. sens.A fail

Pulse1 Pulse2
HT temp. B shutdown HT temp. sens.B fail
Power1 Power2 Overspeed shutdown1 Shutdown reset

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Overspeed shutdown2 Stop/shutdown override
F3 Power supply3
ESM–10 LO pressure start blocking Shutdown pre–warning
Stop solenoid1 Stop solenoid1 fail

F1 Power supply2
X11 X13 X15
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X12 X14 X16
F1 Power supply1
Stop/shutdown1 Speed sensor1 fail
Stop/shutdown2 Speed sensor2 fail
Stop1 Speed diff. fail
Stop2
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Fig. 1.7 – 4 ESM front view with connector numbering
1.7 – 10
Manual
1.7.4.2. ESM–10 power supply

To ensure that the module is functional in all situations, full
redundancy is achieved by combining the double incoming power
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supplies to the module.
Supply failure detection:
- Failure on any supply activates ESM alarm output.
- Supply failures are detected on:
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- Main, (Power supply 1).
- Backup, (Power supply 2).
- Power supply 1-4, (internal power supplies).
LED indications (green) provided:
- Power 1, (primary).
- Power 2, (secondary).
- Fuses 1-3, (internal supplies).
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Fuse values for ESM-10:
- F1 = 3,15 AT
- F2 = 3,15 AT
- F3 = 0,25 AT
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Fig. 1.7 – 5 ESM–10 internal power supply principle
1.7 – 11
Manual
1.7.4.3. Speed measuring and speed switches
The engine speed is measured with two independent speed sensors with
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separate supply circuits and with separate sensor failure detection
circuits. The sensors are of inductive proximity PNP-type. The
frequency from the speed sensors are converted into analogue voltages
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proportional to the rotational speed. The voltage signals are used to trig
the internal overspeed trip circuits in ESM-10. Overspeed limits are
fixed to 115 % of rated engine speed.
The two speed measuring channels are compared and if the difference
is more than 5 %, speed differential failure is indicated.
The higher speed value is selected and used as an internal speed signal
for controlling the analogue outputs and the speed switches.
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Failure detection:
- Frequencies compared to each other => speed differential failure.
Speed differential failure indication is disabled if rotational speed is
smaller of speed switch 1. The speed differential failure is triggered
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when the difference between the speed signals is greater than 5 %.
- Short circuit detection.
- Wire break detection.
- Sensor failure and speed differential failure trigs ESM alarm output
after 2 s delay, if failure remains.
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Speed outputs:
- Engine speed output 1 (0-10 VDC or 4-20 mA depending of
ESM-10 type) 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-10).
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Overspeed shutdown:
- Trigging point for overspeed shutdown 1 is 115 % of rated engine
speed.
- Trigging point for overspeed shutdown 2 is also 115 % of rated engine
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speed.
- Driver outputs Stop solenoid 1 and Stop solenoid 2 activate the two
stop solenoids CV153-1 and CV153-2. Stop solenoid 2 is only activated
in case of emergency stop.
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LED indications provided:

- Speed sensor 1 failure, yellow.
- Speed sensor 2 failure, yellow.
- Speed differential failure, yellow.
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- Speed pulse 1, green.

- Speed pulse 2, green.
- Speed switch 1 ("engine running"), green.
- Overspeed shutdown 1, red.
- Overspeed shutdown 2, red.
- Lubricating oil pressure start block, red
1.7 – 12
Manual
Status/control outputs provided:

- 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.
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- 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 ESM-10, and are part of the binary output signals
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of the engine.
1.7.4.4. Turbocharger speed measuring
For turbocharger speed measuring, a magnetic (variable reluctance
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type) sensors are used. The frequency of this sensor is in ESM-10
converted into a proportional voltage.
Speed outputs:
- TC A speed output 1 (0-10 VDC or 4-20 mA depending of ESM-10
type) is used in the external interface. The signal is galvanically isolated
and short circuit proof.
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- TC B speed output 1 (0-10 VDC or 4-20 mA depending of ESM-10
type) is used (if V-engine) in the external interface. The signal is
galvanically isolated and short circuit proof.
- TC A speed output 2 (4-20 mA) is used internally for local indication
(in WIP-10).
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- TC B speed output 2 (4-20 mA) is used (if V-engine) internally for

local indication (in WIP-10).
1.7.4.5. Stop and shutdown signals

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Lubricating oil pressure
A dedicated safety sensor (PTZ201 Lubricating oil pressure) is

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connected to ESM-10 for activation of shutdown, in case of low

lubricating oil pressure. This analogue sensor (which is separate
from the one connected to external systems) will in the ESM-10
shut the engine down at pre-defined pressure- and delay setpoints
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in ESM-10.
Set-points for low lubricating oil pressure shutdown:
- 2.0 bar
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If sensor failure is detected the shutdown is blocked and sensor

failure indicated.
Sensor failure detection is provided:
- Sensor failure indicated when signal is out of range (<3.5 mA
or >20.5 mA).
- ESM alarm output activated after 2 s, if failure remains.
1.7 – 13
Manual

- Lubricating oil pressure sensor failure, yellow.
- Lubricating oil pressure shutdown, red.
Status output provided:
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- LO oil press. shutdown status is part of the external signal interface
of the engine.
- Oil press startblock is part of the external signal interface of the
engine.
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HT-water temperature
Dedicated safety sensors (TEZ402 HT water temperature, jacket outlet

A-bank/TEZ403 HT water temp, jacket outlet B-bank (on some
V-engine types)) are connected to ESM-10 for activation of shutdown,
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in case of high HT water temperature. The Pt-100 signal of this
analogue sensor is converted into an internal voltage signal at the input
stages in the ESM-10, and are used for further processing. A 4-20 mA
output derived from this signal is used for local indication of the HT
water temperature on the WIP-10.
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Set-point for high HT water temperature shutdown:
- 110 °C.
Note! On main engines this shutdown is disabled and load reduction is

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initiated based on another sensor signal in the engine external

system.
Sensor failure detection is provided:

- Sensor failure indicated when signal is out of range.
- ESM alarm output activated after 2 s, if failure remains.
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-If sensor failure is detected the shutdown is blocked and sensor failure
indicated.
- HT water temperature sensor failure, yellow.
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- HT water temperature shutdown, red.

Status output provided:
HT temp. shutdown status is part of the external signal interface of the
engine.
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Other stop/shutdown inputs

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The following additional inputs are used in ESM-10:
- Stop 1 is activated by MCM-10 (if used) or by the local- and remote

stop signals. An activation of this input will keep the primary el.
pneumatic stop solenoid and the governor stop solenoid energized, and
the engine will shut down. This input is non-latching i.e. and is
1.7 – 14
Manual
activated until a pre-defined delay has elapsed or until reset is pressed.

A red LED shows that the Stop 1 input is activated. An external status
signal, binary output Shutdown status is activated in case of this
situation.
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- Stop 2 is activated from the LCP during an engine blow situation.
An activation of this input will keep the primary el. pneumatic stop
solenoid and the governor stop solenoid energized during the blow
procedure, to secure that the engine will not start. This input is
on
non-latching i.e. no reset is necessary after a blow. A red LED shows
that the Stop 2 input is activated. The external status signal, binary
output Shutdown status is not activated in case of this situation.
- Main controller shutdown is activated by MCM-10 (if used) in
case of an automatically generated shutdown. An activation of this
input will keep the primary el. pneumatic stop solenoid and the
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governor stop solenoid energized, and the engine will shut down. This
input is latching i.e. a reset is required to release the shutdown. A signal
interruption failure detection (using a 22 k. resistor in marine
configuration) is provided between the two modules. LED indications
for Main controller shutdown (red) and Main controller shutdown
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failure (yellow) are provided.
- External shutdown 2 is connected to the external safety system. An
activation of this input will keep the primary el. pneumatic stop solenoid
and the governor stop solenoid energized, and the engine will shut
down. This input is latching i.e. a reset is required to release the
shutdown. A signal interruption failure detection (using a 22 k. resistor
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in marine configuration) is provided between the module and the

external system. LED indications for External shutdown 2 (red) and
External shutdown 2 failure (yellow) are provided.
- External shutdown 4 is connected to an external emergency stop
signal and the signal is in parallel with the local HS723 emergency stop
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button. An activation of this input will keep the primary el. pneumatic
stop solenoid and the governor stop solenoid energized, and the engine
will shut down. This input is latching i.e. a reset is required to releasethe
shutdown. A signal interruption failure detection (using a 22 k. resistor)
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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.
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The following additional outputs are used inESM-10:
- Stop status is activated when the manual stop has been activated
- Shutdown status is activated in case any ESM-initiated shutdown
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of the external shutdown 4 input is activated.

- Stop/shutdown status 1 is activated when the manual stop has
been activated, or in case any ESM-initiated shutdown or an external
shutdown input is activated.
- External shutdown 2 status is activated in case the external
shutdown 2 input is activated.
1.7 – 15
Manual
- External shutdown 4 status output in ESM-10 is activated in case

the external shutdown 4 (emergency stop) input is activated.
1.7.4.6. Shutdown reset
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There is a reset input on ESM-10, and this is connected in parallel with
the reset input of MCM-10 (if used). Reset has to be pressed after all
automatic shutdowns, as all shutdowns are latching in UNIC-C1. A
on
reset will release the activation of the electro-pneumatic stop solenoids
and governor stop solenoids, and a start of the engine is possible to
perform. Reset does however not override shutdown signals that are
still active. The ESM-10 reset input is disabled when rotational speed
is more than 2 % of rated speed.
LED indication provided:
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- Shutdown reset, yellow.
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1.7 – 16
Manual
1.7.5. Power supply and module PDM–10
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The power supply of the engine, is set up according to overview diagram
below.
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Fig. 1.7 – 6 Power supply and distribution principle

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The PDM-10's (Power Distribution Module's) purpose is used to

distribute the power supply to all electronic equipment on the engine.
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The module handles filtering of the power supplies, protection against

over-voltage and voltage transients and monitoring of earth faults.
The whole power supply system is floating in respect to ground (PE)
(providing that the both external supplies are isolated). PDM-10 is
supplied with two supplies which are redundant. Only the supply to the
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fuel rack speed actuator's driver is by-passing the PDM-10, all other
consumers are connected through this module.
The following features are provided in PDM-10:
- Monitoring of voltages
- Short circuit protection
1.7 – 17
Manual
- EMC filter
- Over-voltage protection
- Transient suppressors
- Power failure detection
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- Earth fault detection
- Reverse polarity protection
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Fig. 1.7 – 7 PDM–10 module

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The following parts are indicated in fig. 1.7 -7:

1. Fuses
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2. Led indications for input supply voltage

3. Time delay (seconds) selector switch
4. Earth fault detection alarm level (kΩ) selector switch. Faults that stay
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less than 2 seconds will be filtered and not indicated.

LED indications are provided for the input supply voltages, for the fuses
and for earth fault monitoring.
- Input voltages are monitored and if the supply voltage drops below
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18VDC, the PDM-10 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 will turn off if the
fuse has blown.
- An earth fault is indicated with LED indications, positive line failure
and negative line failure separately. The earth fault detection alarm
1.7 – 18
Manual
level is adjustable between 3 kΩ - 300 kΩ with a 10-step rotational

switch. The earth fault detection can also be turned off with this switch.
A time delay for the activation of the earth fault is selectable between
0 - 128 seconds with a 9-step rotational switch.
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Fuse sizes are:
- BUS 1: 10A
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- BUS 2: 10A
- AUX 1: 10A
- AUX 2: 10A
The PDM-10 has the following failure outputs:

- 1 x potential free output for general failure
- 1 x potential free output for earth fault
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The failure outputs are open when active, meaning that total power
failure also will result in an alarm.
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1.7 – 19
Manual
1.7.6. Functionality of the MCM–10 (optional)
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1.7.6.1. Speed controller
Speed control
In the speed control algorithm the speed refernce is compared with the
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measured engine speed. The difference between these signals
constitutes the input to a PID-controller. The regulation output of the
MCM-10 controller will accordingly change, to sustain the reference
level. This output will set the position request of the fuel actuator, i.e.
control the diesel fuel rack position. The fuel actuator can either be an
electro-hydraulic actuator or a full-electric actuator.
The PID-controller has different sets of dynamic parameters for
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operation under acceleration and under rated speed, to obtain optimal
stability under all conditions. The PID map settings are speed
dependent for start acceleration and for open circuit breaker/clutch
conditions and load dependent when the engine is loaded. An adaptive
speed deviation dependent feature is also provided, to minimise large
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speed fluctuations. The proportional gain is speed deviation mapped,
for more aggressive control in case of large deviations from the reference
speed.
Limiters
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Three fuel limiters are available. Below, a description of these limiters.

- A start fuel limiter is active during the engine start, up to a rotational
speed level of 20 rpm below rated speed. The start fuel limiter settings
in this 8-point table are speed dependent, and the limiter works in
combination with a speed reference ramp, used at engine start. The
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acceleration ramp is set for an optimal acceleration rate.

- A charge air pressure limiter (8-point map) is used to reduce
overfuelling and black smoke at load steps at low engine load levels. This
feature will also improve the engine's load acceptance at low load levels.
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- A load dependent fuel limiter is used to set an envelope of the max.

fuelling at various engine loads. This feature will improve the engine's
load acceptance, but is also used as a limiter for setting the max. output
(110% load).
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Synchronising sequence
For synchronising, the UNIC-C1 system's binary speed increase and
speed decrease inputs are used. When the engine reaches rated speed,
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an external device (synchronizer) activates the synchronising sequence.

Commands from this synchroniser unit activate the two binary inputs
OS163 Speed increase and OS164 Speed decrease to reach the requested
speed level. The speed reference can be altered between an allowed min.
and max. speed reference level, with a rate of 0,3 rpm/s when keeping
one of these inputs activated (low). The internal speed reference is in
1.7 – 20
Manual
this way adjusted so that the generator frequency exactly will match the
plant frequency. When the two frequencies are totally matched (in
addition also the phase matching and the generator voltage level), the
generator breaker can be closed.
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Engine loading
When the generator breaker is closed, i.e. when the generating set is
on
operated in droop mode, the load is ramped up by activating the OS163
Speed increase input. The speed reference increases with a different
rate compared to when the generator breaker was open. The rate of
change is configurable. Increase commands are used until the load level
of this generating set is equal to other sets running in parallel. The
relative load level of the engine, will after this be automatically set
according to the relative load of the entire plant (see next chapter, Load
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sharing). The engine load can in the corresponding way be decreased,
by activating the OS164 Speed decrease input, when it is intended to
shut it down. When the load has reached low level, the generator
breaker can be opened, and the generating set be shut down.
On power plant engines also a load control mode is provided. This
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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 load control mode has most
benefits in base load applications where the grid frequency stability is
low. The engine load will not fluctuate according to the frequency in the
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same way as it would do in speed control mode with droop. In load

control mode, the load reference (input OT795 kW reference) is
compared with the actual load of the engine (UT793 Generator 1 load).
The difference between these signals constitutes the input to a
PID-controller. The regulation output of this controller will
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accordingly vary, to substain the load reference level. The load control
mode PID-controller's dynamic settings have load dependent
mapping.
If the frequency deviates outside a pre-defined window, or if the UT793
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Generator 1 load signal fails, the control mode will automatically trip
back to speed control. The speed reference is updated continuously by
the speed control loop also in load control, which means that if a trip
occurs, the transfer will basically be bumbless (no load swing). By
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toggling the OS7328 kW control enable input, the load control mode will
be restored, providing that all enabling conditions are met.
Load sharing
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When two or more engines are operating in parallel, some kind of load
sharing must be provided. Load sharing means that each engine will
contribute equally to the total power demand, and it ensures that load
changes are absorbed evenly by the engines in operation. The engine is
operated under speed droop control mode, i.e. load sharing with other
engines is provided with the use of droop.
1.7 – 21
Manual
Droop control is a load sharing method, by which parallel running

generating sets share the load by decreasing their internal speed
reference proportionally to an increase in load. No communication or
signalling is needed between the engines. The droop value is normally
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set to 4 %, but the setting can if necessary be changed.
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.
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Load sharing based on droop, means that the power management
system (PMS) may after major load changes compensate the effect
derived from the droop slope. Therefore, this system should under such
conditions activate the OS163 Speed increase or the OS164 Speed
decrease input of UNIC-C1 (in so called cascade control) to compensate
for the droop slope i.e. to ensure that the bus frequency is kept within
a certain window regardless of net load level. The PMS system must
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however have a control deadband implemented, allowing for an uneven
load or frequency drift of 1...2 %.
Backup governor (optional)

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In some mechanical main propulsion engine applications a mechanical
backup governor is provided. Should the MCM--10 speed controller
have a dual power supply loss or otherwise fail, the mechanical backup
governor will automatically take over. This mechanical governor will
however only provide fundamental speed governor in droop, while
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special dynamic features and control modes will not be provided.
1.7.6.2. Timing rack control (if separate timing

rack on engine)
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On engines with a separate timing rack , the MCM-10 module also

handles the control of the timing rack. The timing rack control
functionality is fully embedded in the module and is tuned to meet both
optimal engine performance and high emission requirements.
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The timing map is mapped in a 30x8-point reference table according

to the engine load and the engine speed. As engine load is not available
in main engine applications on ship installations, the controller always
uses the fuel (reference signal to the fuel rack actuator) as load signal.
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To avoid interaction between fuel rack control and timing rack control,
special offsetting and reference ramps are used in the timing control.
Some offsets are provided in special cases for the timing reference, to
compensate for ambient conditions. These offsets are based on ambient
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air humidity, ambient air pressure, ambient air temperature and charge
air temperature.
1.7 – 22
Manual
Start, Operation and Stop Wärtsilä 38
2.3. Start, Operation and Stop
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2.3 – 1
Manual
Wärtsilä 38
Start, Operation and Stop
2.3.1. General
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Before an operator takes an engine a first time in operation he should
be acquainted with the location and function of the components of the
installation.
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It is desirable, in case of new installations or those which have been out
of service for some time, before starting, that the operator test all fuel,
lubricating oil, water and air lines, to see they are tight and functional.
Air should be purged from liquid systems through vents at the highest
point while filling or circulating the liquid.
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The engine should be cranked a few revolutions to ensure there are no
restrictions. After all necessary preparations have been made prior to
starting, the engine should run at idle speed recommended in the main
data, see chapter 1.0. The engine speed should be increased gradually
while observing pressures and temperatures to make sure all parts are
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working properly.
Wärtsilä Corporation issues instructions for each engine and such
instructions are the result of wide experience. To secure the utmost in
reliability and efficiency these instructions should be read, understood,
and followed.
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All well-managed installations maintain engine room logs. The logs

should have provision for recording the starting and stopping time of
each engine, the loads, pressures and temperatures. These logs are
usually based on a 24-hours operating period and provide space for
each of the shift engineers. Well maintained logs will provide an
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invaluable record of the performance of the engines and all

maintenance made or needed.
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Note! If the engine is intended to run on HFO it is advised to start, run

and stop the engine on HFO.
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2.3 – 2
Manual
2.3.2. Start
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2.3.2.1. Preheating
In a stand-by preheated mode the engine is ready to accept load
instantly.
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Stand-by preheated conditions means:
- Fuel must be of the correct viscosity in the internal engine system.
- Circulating HT cooling water temperature at a minimum of 60 °C.
Cooling water must flow in a reversed way through the engine for an
optimum engine preheating result.
- Lubricating oil temperature should be at least 40 °C.
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- Water temperature of the LT section of the charge air cooler should
not be below 10 °C.
2.3.2.2. Putting the engine into operation

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Before a trial run and after maintenance/repairs or a prolonged stop, the
engine and system should be thoroughly inspected and prepared for
operation.
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Before an engine is started, pay attention to:

- Levels in tanks.
- Systems vented.
- Check correct valve positions in supply and discharge on the engine.
- Observe the system diagrams.
- Required coolers are in service.
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- Leaking pipes.
- Safety systems tested and operational.
- Check crankcase for possible water leakages from liner walls.
- Cooling water has preheated the engine.
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- Fuel is circulating at the required pressure and viscosity.

- The prelubricating to the engine is correct.
- Filters on differential pressures.
- Starting air vessels are on pressure and drained from water and oil.
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- Gauges for normal readings.

- Prohibiting tags removed.
- Start blocking is released.
- Engine and engine shafting clear for rotating.
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- Engine room is free of obstructions.

- Bar engine two revolutions with indicator cocks open.
Note! Check if there is air supply to the stop device and leave valve (15)
always open during engine operation. See fig. 2.3 – 2 .
2.3 – 3
Manual
Wärtsilä 38
2.3.2.3. Local start
1 Depending on the system, start the prelubricating oil system and

obtain a minimum pressure of abt. 0.8 bar. If an external full flow
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lubricating oil pump is installed adjust the pressure at nominal. See
section 1.0.5.
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Warning! In case a stand–by pump is used for prelubrication prevent
continuous operating to avoid excessive fouling of the
turbocharger. See also sub–suppliers manual of the turbocharger.
2 Set speed setting to idle speed/load.

In case of marine application disconnect the propeller shaft or place the
propeller blades in vane position.
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3 Follow the instructions in section 2.3.2.2.
4 Open the indicator cocks.
5 Crank the engine two revolutions by turning gear. Observe the
indicator cocks on water or oil escaping during cranking.
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6 Close the indicator cocks.
7 Disengage the turning gear.
8 Check if the automatic alarm and stop devices are in service.
9 Switch the engine to local control.
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10 Push the start button at the local control panel for a while, see fig.
2.3 - 1 , and observe the crankshaft starts to rotate. At the moment
combustion takes place, no additional action is needed as the complete
procedure is automised.
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5 6
4 7
3 8
2 9
1 10
TCI TCO
MODE START STOP RESET EXH TEMP
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Fig. 2.3 – 1 Local control panel
2.3 – 4
Manual
11 During the starting procedure a fuel limiter limits the fuel rack
movement to avoid excessive fuel injection and unnecessary smoke. The
limiter is automatically released after the engine reaches idle speed.
12 Direct after engine start check:
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- The starting air manifold at the cylinder heads is not hot. (this could
happen wether the starting air valve remains open and the hot
combustion gases are flushing back to the manifold, so please check
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the starting air valves do not remain in open position).
- Levels in tanks and sumps remain normal.
- All cylinders have combustion to be indicated by a rise in exhaust gas
temperature.
- The HP fuel system is free of leakages.
- No engine alarms appear.
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- The engine and system for anomalies.
- The engine gauges for deviations.
- The actuator stability and the uniformity of crankshaft rotation.
Note! In an emergency, it is possible to start the engine manually.
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The stop lever (1) must be in normal operation position. Activate the
start solenoid at the local start / stop unit on the engine manually by
pushing the start button (2). Push the start button until the engine fires.
Take notice of the following consequences:
- During emergency start the start inhibit logic in the automation
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system is by-passed.
- For proper handling of the (electronic) speed control the speed
control unit has to be set in the RUN position by the automation
system.
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1
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15
2
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EMERGENC EMERGEN
Y CY
START STOP
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Fig. 2.3 – 2 Local control stand
2.3 – 5
Manual
Wärtsilä 38
2.3.2.4. Remote or automatic start
A remote or automatic start of an engine requires the same preparations
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as for a normal (local) start with the exception the engine was not in
maintenance for any reason.
To start the engine remotely the engine should first have been started
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locally under full supervision of the operator. After performing the start,
a successfully run, and the engine left in a stand by position, it is
permitted to switch the engine controls from local to remote.
After switching to remote or automatic engine control, every person in
the engine room has to be aware of an engine start without notice.
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2.3.2.5. Start after a stop
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1 If, after an engine stop, the engine has to run again within a few
hours the following should be observed:
- The engine is left in the preheating mode, cylinder cooling water and
lubricating oil are circulating keeping the engine preheated.
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- Pressures, flows and fuel viscosity remain at values as required for

a normal (local) start.
- No maintenance is carried out.
- The turning gear is not engaged.
2 If an engine start is not performed within 8 hours, the engine
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should be cranked 2 revolutions with open indicator cocks before

starting to be sure no liquid is collected on top of the pistons. The
conditions as applicable for a normal start should be continued.
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3 Keep fuel and lubricating oil separators in operation when a restart

is expected within a few hours.
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2.3 – 6
Manual
2.3.2.6. Start after overhaul

In general, overhaul means the engine is out of service for some purpose.
The more extensive the overhaul, the more carefully the operator has
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to be during the start-up procedure.
General
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1 After any kind of maintenance the operator should be fully
informed regarding the results of the maintenance to be able to operate
the engine accordingly.
2 Full attention should be paid for cleaning of pipe systems between
filters and engine.
3 Depending on the kind of maintenance, safety devices should be
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tested on setting and function.
4 Activate stop solenoid with governor power shaft at maximum and
stop lever in operating position and check all HP fuel pump racks move
to zero at once.
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5 Prelubricate the engine. Check where possible, if all points to be
lubricated receive oil.
Test run
After maintenance and/or repair work on engine parts run the engine
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at idling speed.
Note! If anything is suspected during the test run procedure, stop the
engine immediately.
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1 Start the engine. Immediately after starting up check for:

- Leakage of air, water, fuel or lubricating oil. Especially, observe
fuel lines, HP fuel pumps and injectors.
- Excessive quantities of the leak oil pipes.
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- Pressures.
- Temperatures.
- Strange sounds.
- Fluid levels.
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2 Check all cylinders on combustion, indicated by an increased

exhaust gas temperature.
3 After 5 minutes test run stop the engine,
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Warning! Removing of the crank case covers immediately after engine stop
is only allowed after maximal 5 minutest test running.
2.3 – 7
Manual
Wärtsilä 38
4 Open crank case covers.

5 Check main and connecting rod bearing temperatures, in particular
bearings that have been in maintenance.
Check if the connecting rod big end moves easily in axial direction.
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6 Inspect during cranking liners and pistons for normal pattern from
the crankcase side.
Check bottom part of cylinder liners for water leakage.
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7
Operating check
8 If the 5 minutes test run is ok, start the engine and pay attention
to the following points:
- Check readings and alarms of safety and alarm system.
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- Check pressure and temperature gauges.
- Check automatic alarm and stop devices.
- Check pressure drop over fuel filter and lubricating oil filter.
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- Check oil level in the oil sump/oil tank. Make some simple quality
checks of the oil.
- Check venting of engine cooling water systems.
- Check quantity of fuel leak.
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- Check condense water drain holes of the charge air receiver on

presence of water.
- Check circulating water quality.
- Check cylinder pressures.
- Listen for strange sounds.
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- Check crankcase pressure.

- Check maximum cylinder pressures, see section 2.3.3.5.
After checking, continue with local start procedures as mentioned in
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section 2.3.2.
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2.3 – 8
Manual
2.3.3. Operation
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General
Normal operation and supervision includes all activities to assure a
smooth and trouble free operation of the complete installation against
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the lowest costs as well as to guarantee the safety of operators working
at that plant.
Golden rule
Satisfactorily operation of a diesel engine depends mainly on the
quality of the systems supporting the engine.
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To guarantee a trouble free and smooth plant operation one should take
the following remarks into account:
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1 There is no automatic supervision or control arrangement that
replaces an experienced engineer observations. It is not only a matter
of FEEL, LOOK and LISTEN, but also a correct interpretation of
signals from monitoring devices. Do not jumper safety devices in case
of malfunction but make the safety equipment reliable. In case the
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malfunction can not locally be solved contact Wärtsilä Corporation,

service department.
2 Keep the engine installation in operation in a way as it is designed.
3 The operator has to know what normally can be expected of a plant
in operation and ought to have admission to all relevant technical data
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being part of the installation such as:

- Testbed- and commissioning protocols.
- Manual, parts catalogue and sub-suppliers manuals.
- Engine log book for each engine etc.
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4 The operator must have full confidence in the process values.The

indicated process values must be according to operating data.
5 The operator should, by consequent keeping the engine and/or
installation logs, be in time aware of all changes in engine and
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installation processes and be able to take necessary corrective actions.

6 Operators involved should have more than marginal knowledge of
on-going processes in engine and installation.
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- The basic knowledge to be gained by intensive basic studies, by long

term practical experiences on comparable installations and studies
of relevant manuals available.
2.3 – 9
Manual
Wärtsilä 38
7 Safety of operators should, during their stay at the installation, be

guarantied in an optimum way.
- Only under safe working conditions of operators a safe running
situation of the installation can be realised. Unsafe locations in
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general will be avoided.
- Safety of operators includes also the use of adequate clothes and
shoes complemented with helmed, glasses, gloves and ear protectors.
- Furthermore, safety of operators depends largely on observing of the
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rules.
8 Sufficient means and "tools" have to be available for optimum
working conditions of the operator and for uninterrupted operation of
engine and installation.
9 Run engine and installation in a safe way. This can be realised when
one keeps the following in mind:
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- The installation is assembled and in operation according to
manufactures prescriptions.
- Specified genuine parts have been used.
- The operator is conversant with systems and their safeties.
- Reliable working of all safety systems are approved periodically.
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10 Loading
The way of increasing the output of the engine depends largely on the
engine preheating time and load level. See also section 2.3.3.2.
11 Idling should be avoided as much as possible.
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12 Check condense water drain holes of the charge air receiver are
open.
13 Operation at loads between 5 and 20 % of rated output should be
limited to maximum 100 hours continuously. Load engine above 70 %
of rated load for one hour before continuing low load operation again.
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14 Never try to adjust exhaust gas temperatures all to the same level
by readjusting rack positions of HP fuel pumps.
Note! The maximum deviation between fuel rack positions is 0.5 mm.
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2.3 – 10
Manual
2.3.3.1. Maintenance points during operation
The following points give some additional information about

maintenance points mentioned in the maintenance schedule.
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Note! For the complete maintenance schedule see section 2.4.1.3.
1 Observe all temperature and pressure readings. To keep a close
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check on engine in operation it is advised to keep a log book for
temperatures, pressures and other observations. This provides a good
overview of the normal values. Deviations can be detected early.
2 Temperature and pressure readings
Check daily the good working of temperature and pressure sensors.
Defective instruments should be replaced as soon as possible.
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3 Check engine circulating water venting system on working.
4 Fluid levels
Checks should include the following:
- lubricating oil level
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- level of fresh cooling water system(s)
- level of daily service fuel tank.
5 Leaks
During operation check following for leaks:
- fuel system
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- lubricating oil system

- cooling water system
- charge air system (condense water drain holes must be open) and exhaust
gas system
- start, stop and pneumatic control system.
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6 Draining
The daily fuel service tank must regularly be drained at the lowest points for
water and sludge. If water or sludge of any importance appears, check origin.
Air vessels and water separators in air lines should be regularly drained.
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7 Keep the HP fuel pump racks clean (free from sticky components),
check rack linkage connections on movability and excessive clearances.
8 Circulate the lubricating oil on a stopped engine once a week. This
reduces the risk of CORROSION of engine parts.
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9 Check cylinder firing pressures. At the same time record engine

load, fuel rack position, turbine speed, charge air pressure and inlet air
temperature. All offer information about the engine performance.
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10 Record lube oil analysis and lube oil service time.

11 Record frequency of cleaning of engine mounted centrifugal
lubricating oil filters.
12 Record frequency of lubricating oil filter candles changes.
2.3 – 11
Manual
Wärtsilä 38
2.3.3.2. Loading performance
The load steps must be controlled to deliver sufficient air for a complete
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combustion in the cylinders. Turbocharged engines should be loaded
successively due to the air deficit, which is apparent, until the
turbocharger has reached the required speed. The engine loading
should preferably be controlled by a load/speed increase program
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included in the control system.
Note! Maximum loading speed should only be used when absolutely
necessary.
Before any operation the engine should be at least at preheated
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conditions which mean:
- Fuel oil must be at correct viscosity
- HT cooling water temperature must be 60 °C minimum
- Lubricating oil temperature must be 40 °C minimum
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2.3.3.2.1. Gradual load increase
Load the engine as gradually as possible. The following curves show the
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maximum permissible load steps at certain engine conditions as a

function of time [s].
Note! Fast loading creates larger thermal load strain and reduces life time
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of the engine components considerably.
The engine loading should be performed in a minimum of four steps:

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- Step1: 0 - 28 %
- Step2: 28- 55 %
- Step3: 55- 85 %
- Step4: 85- 100 %
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Wärtsilä Corporation recommends to apply the load in a more gradual

way during normal operation.
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2.3 – 12
Manual
Engine load [%]

100
Preheating
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temperature
75
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Operating
50 temperature
25
Emergency at
operating
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temperature
0
0 30 60 90 120 150 180 210 240 270 300 330 360
Time [s]
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Fig. 2.3 – 3 FPP & CPP (Marine), DPP (all)
Engine load [%]

100
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Preheating
temperature
75
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Operating
50 temperature
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25
Emergency at
operating
temperature
0
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0 30 60 90 120 150 180 210 240 270 300 330 360

Time [s]
Fig. 2.3 – 4 DE & AUX (Marine)

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2.3 – 13
Manual
Wärtsilä 38
2.3.3.2.2. Sudden load increase
Limiting curves for step loadings as a function of engine % load are
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shown in fig. 2.3 - 5 . The maximum sudden power increase fulfils the
requirements of ISO 8528-5.
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Load increase [%]
50
Maximum sudden
40 load increase
30
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20
10
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0
0 20 40 60 80 100
Engine load [%]
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Fig. 2.3 – 5 Maximum sudden power increase

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2.3 – 14
Manual
2.3.3.3. Wärtsilä 38B operating areas
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The following figures 2.3 - 6 , 2.3 - 7 and 2.3 - 8 would like to offer
a guide line for the explaination of the operating areas of Controllable
Pitch Propeller, Fixed Pitch Propeller and Pumpdrive applications.
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Fig. 2.3 – 6 CPP operating area

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2.3 – 15
Manual
Wärtsilä 38
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Fig. 2.3 – 7 FPP operating area

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2.3 – 16
Manual
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Fig. 2.3 – 8 Pump drive application
To prevent overload of the engine, the maximum output limit curve should
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not be passed and the overload area should be avoided.

The maximum output limit curve is factory adjusted in the electronic
actuator.
On controllable pitch propeller (CPP), the pitch should be controlled with
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reference to the engine speed and the fuel rack position to keep the engine
load within the operating range.
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2.3 – 17
Manual
Wärtsilä 38
2.3.3.3.1. Restrictions for operation at excessive

suction air temperature
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To load an engine in case of excessive ambient conditions consider that
derating of the engine may be required, see section 1.0.3.
The lowest suction air temperature for idling is -5 oC. For operation
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with temperatures below 0 oC special non-standard equipment on the
engine is required.
2.3.3.3.2. Restrictions for low load and idling
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During idling and low load operation, and depending on the fuel quality
and combustion, more soot and sludge will be formed than during
higher loads. These combustion products will contaminate the internals
of the engine. Also lubricating oil filters and separator will be higher
loaded during such periods. During engine operation after a stop, piston
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ring sticking and valve stem sticking may exist disturbing the proper
working. Furthermore, combustion products, not sufficiently neutraĆ
lised by the lubricating oil, may cause corrosion. By reloading of the enĆ
gine the concentration of all kind of combustion products reduces. This
is specially important if the engine is to be stopped.
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The following recommendations apply to idling and low load operation.

- Idling (declutched main engine, unloaded generator):
- Maximum 15 min, ( recommended minimum 10 minutes ) if the
engine is to be stopped after idling.
- Maximum 6 hours if the engine is to be loaded after idling.
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Note! Unnecessary idling should be avoided as much as possible.

- Operation between 5...20% load:
- Maximum 100 hours continuous operation. At intervals of 100 opĆ
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erating hours and also before stopping the engine must be loaded
to minimum 70% load during 1 hour.
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2.3.3.3.3. Load decrease before a planned stop
For a planned stop decrease the engine load 20% every minute.
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2.3 – 18
Manual
2.3.3.4. Engine log sheet (example)
To keep a close check on engine in operation it is advised to keep a log
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book for temperatures, pressures and other observations. This provides
a good overview of the normal values. Deviations can be detected early.
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YEAR .. WEEK .. day ... ... ... ... ... ... ...
Time ... ... ... ... ... ... ...
Engine speed rpm ... ... ... ... ... ... ...
Turbocharger speed rpm ... ... ... ... ... ... ...
Fuel rack position mm ... ... ... ... ... ... ...
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Load kW ... ... ... ... ... ... ...
Load indication actuator ... ... ... ... ... ... ...
HT cooling bar ... ... ... ... ... ... ...
LT cooling bar ... ... ... ... ... ... ...
Lubricating oil bar ... ... ... ... ... ... ...
Fuel bar ... ... ... ... ... ... ...
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Charge air receiver bar ... ... ... ... ... ... ...
Exhaust gases after turboch. m.bar ... ... ... ... ... ... ...
Barometer m.bar ... ... ... ... ... ... ...
Crankcase pressure m.bar ... ... ... ... ... ... ...
Ambient air oC ... ... ... ... ... ... ...
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Air after turbocharger oC ... ... ... ... ... ... ...
Air in receiver oC ... ... ... ... ... ... ...
Water before air coolers oC ... ... ... ... ... ... ...
Water before oil coolers oC ... ... ... ... ... ... ...
Lubricating oil before coolers oC ... ... ... ... ... ... ...
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Lubricating oil after coolers oC ... ... ... ... ... ... ...
Lubricating oil before engine oC ... ... ... ... ... ... ...
HT water before the engine oC ... ... ... ... ... ... ...
HT water after the engine oC ... ... ... ... ... ... ...
HT water after the HT cooler oC ... ... ... ... ... ... ...
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Fuel before the engine oC ... ... ... ... ... ... ...
Fuel after the engine oC ... ... ... ... ... ... ...
Exhaust gases cyl.1, A1 / B1 oC ./. ./. ./. ./. ./. ./. ./.
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” cyl.2, A2 / B2 oC ./. ./. ./. ./. ./. ./. ./.

” cyl.3, A3 / B3 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.4, A4 / B4 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.5, A5 / B5 oC ./. ./. ./. ./. ./. ./. ./.
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” cyl.6, A6 / B6 oC ./. ./. ./. ./. ./. ./. ./.

” cyl.7, A7 / B7 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.8, A8 / B8 oC ./. ./. ./. ./. ./. ./. ./.
” cyl.9, A9 / B9 oC ./. ./. ./. ./. ./. ./. ./.
Exhaust gases before turboch. oC ... ... ... ... ... ... ...
Exhaust gases after turboch. oC ... ... ... ... ... ... ...
2.3 – 19
Manual
Wärtsilä 38
2.3.3.5. Measurement of cylinder pressure
General
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The cylinder pressure is measured with a peak pressure meter
connected to the indicator cock on top of the cylinder head.
The obtained pressure can only be used for comparison with pressures
of other cylinders of the engine.
on
Depending on type of fuel, engine load and rpm, the pressure measured
at the indicator cock differs from the maximum pressure in the cylinder
and can be 5-15 bar higher.
Note! Cylinder pressure measurement at the indicator cock is useful for

individually comparison, however, the value measured is not
representative for the real cylinder pressure.
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More sophisticated instruments can present the cylinder pressure /
crank angle diagram showing the start of combustion and angle of
maximum pressure. However, the mean indicated pressure and heat
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release, as calculated with these data, does in no way represent the
engine performance as measured at the indicator cock.
The obtained data should not be used for this purpose as:
- The cylinder pressure indicator is placed at the end of a small bore
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on top of the cylinder head. In this bore the pressure is developing

steeper giving pressure fluctuations and higher maximum values
than in the cylinder space.
- Due to length of the indicator channel the pressure pulse is delayed
giving a wrong time monitoring.
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Note! It is not permitted to switch off fuel injection of a cylinder to

measure compression pressure.
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Checking cylinder firing pressure

Check cylinder firing pressures. At the same time record engine load,
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fuel rack position, turbine speed, charge air pressure and inlet air
temperature. All offer information about the engine performance.
Note! Recording cylinder combustion pressures without
simultaneously recording engine load is practically worthless.
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2.3 – 20
Manual
2.3.3.6. Running–in
The running-in procedure is mainly intended for piston rings and
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liners after an overhaul.
For a good running-in it is important to change the load. Ring grooves
in the piston have different tilting angles at each load and consequently
piston rings have different contact lines to the cylinder liner walls.
on
Running-in may be performed either on distillate or heavy fuel, using
the lubricating oil specified for the fuel. (Keep BN value in mind).
1 Carry out the start after overhaul procedure (except the operating
check), see section 2.3.2.6..
2 Start the running-in procedure.
a = gradual load increase 30 minutes.
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b = constant load period 30 minutes.
c = recovery period 5 minutes.
1..7= load steps to be followed after changing piston rings, pistons or
cylinder liners.
1A ..3A = load steps to be followed after piston overhaul.
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Engine load %
100 7
6
a b c
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80 3A 5
4
2A 3
60
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40 1A 2
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20 1
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0
0 1 2 3 4 5 6 7 8
Operating hours
Fig. 2.3 – 9 Running–in diagram (n = constant 600 rpm)

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3 Record data on engine log sheet at the end of each load step. Use the
test report as reference.
Never try to adjust the cylinder exhaust gas temperatures by
readjusting fuel rack position.
4 After completion the engine is ready for operation.
2.3 – 21
Manual
Wärtsilä 38
2.3.3.7. Operating Troubles
Some operating troubles require prompt action. Operators should be
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acquainted with the contents of this section for immediate action .
on
Action Chapter /
section
1. Crankshaft does not rotate in a
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start attempt on air
a) Turning gear is engaged.
b) Starting air pressure too low.
c) Starting air valve kept closed by Locate the problem. 2.3.2.
safety system.
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d) Engine in overspeed stop position.
e) Main starting air valve jams.
f) Incorrect adjustment of the pilot starting
air system.
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2. Crankshaft rotates however the

engine does not fire
a) Too low speed. See 1b.
b) Stop solenoid in actuator is activated. Locate the problem.
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c) Load limiter is set incorrect.

d) Fuel limiter is set incorrect.
e) Fuel pump rack blocked. 2.9.
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f) In case of starting on HFO, too low

engine and/or fuel temperature.
g) Too low compression pressure.
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h) Combustion air temperature too low.

j) Vapour in fuel booster line.
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2.3 – 22
Manual
Action Chapter /
section
3. Engine fires irregularly
ly
a) See points 2e, 2f, 2g, 2h 2j, 4d.
b) Fuel pump rack is set incorrectly or Readjust fuel rack.
jams.
on
c) HP pump operates improper.
d) Bad working fuel injector. Nozzle holes clogged. 2.9.
e) Piston rings do not seal properly.
f) Fuel booster pressure too low. Check compression pressure.
g) Valves in supply/return manifold to HP
fuel pump closed.
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4. Engine speed not stable
a) Actuator setting incorrect.
b) See point 3b.
b) Control mechanism jams.
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c) Too much clearances in control
mechanism.
d) Water in fuel.
e) Automatic load control mechanism
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faulty.
5. Knock or detonation
a) Big end bearing clearance excessive.
b) Valve springs or cam follower spring
broken.
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c) Excessive valve clearance. Find cause of excessive wear.

Readjust valve clearance.
d) Valve(s) jams.
e) HP fuel pump drive spring broken
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f) One or more cylinders too much fuel. See 3b, 3c.

h) Piston seizure.
j) Ignition delay. Locate the problem.
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2.3 – 23
Manual
Wärtsilä 38
Action Chapter /
section
6. Exhaust gases dark coloured
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a) Engine overloaded. Check HP fuel pump rack
positions, exhaust gas tem-
peratures and charged air
pressure/temperature.
on
b) Delayed injection, wrong setting. Check timing.
c) See points 3b, 3c.
d) Insufficient charge air pressure due to:
– clogged air filter of turbocharger Test Records
– dirty compressor section
– clogged nozzle ring
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– turbine speed too low
– too much clearance between rotor
and shroud ring.
e) Deteriorated injectors.
f) Too fast engine loading e.g. during start 2.9.
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up.
7. Exhaust gases blue–whitish or
grey–whitish coloured
a) Excessive lubricating oil consumption Endoscopic inspection of the
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due to gas blow–by of piston rings, or cylinder liner.

broken sticking piston rings or too
much wear of rings / liners.
b) Grey–whitish gases due to water
leakage in the combustion chamber.
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Note:
Blue–whitish smoke appears when run-
ning at low load or at low ambient tem-
perature shortly after starting.
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2.3 – 24
Manual
Action Chapter /
section
8. Exhaust gas temperatures of one
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or more cylinders too high
a) Engine overloaded. See engine log sheet, test bed
protocol.
on
b) See points 3c and 4g.
c) Charge air temperature too high. Inspection air cooling system.
d) Exhaust valve leaking. Inspection/overhaul exhaust
valve.
e) Turbocharger contaminated.
f) Malfunctioning of exhaust gas
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temperature measuring equipment.
g) See point 3d.
9. Exhaust gas temperature of one Test Records
cylinder below normal
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a) Malfunctioning of exhaust gas
temperature measuring equipment.
b) Leaking of fuel injector or HP fuel pipe.
c) Malfunctioning of HP fuel pump plunger. Inspection/overhaul HP fuel
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pump.
d) See points 3b, 3d.
10. Exhaust gas temperatures very
unequal
a) Too low fuel booster feed pressure. Insufficient filling of HP fuel
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pumps (see points 2j, 2k),

which may cause great load
differences between cylinders
although HP fuel pump rack
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positions are equal.

Dangerous ! Causes high
thermal overload in individual
cylinders.
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b) See points 2g, 3b and 6b when idling.

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2.3 – 25
Manual
Wärtsilä 38
Action Chapter /
section
11. Lubricating oil pressure too low
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a) Malfunctioning of pressure gauge /
transmitter.
b) Lubricating oil level in oil tank too low.
on
c) ∆ pressure too high. See trouble shooting of auto-
matic back–flushing filter
Check working automatic

d) Filter contaminated. back–flushing filter
e) Lubricating oil temperature too high.
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f) Lubricating oil seriously diluted with
fuel or water.
g) Malfunctioning of lubricating oil pressure Inspection/overhaul pressure
control valve. control valve.
h) Lubricating oil suction pipe leakage.
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i) Suction strainer dirty or blocked.
j) Malfunctioning of lubricating oil pump.
k) Lubricating oil pipes inside engine
damaged.
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12. Lubricating oil pressure too high

a) See point 11f.
13. Lubricating oil temperature:
too high
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a) Wrong temperature indication. Check temperature reading.

b) Disturbance of cooling water system.
c) Too high LT water temperature.
d) Oil cooler contaminated.
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e) Malfunction of thermostatic valve.

f) Insufficient heat transferred to coolant to
maintain temperature.
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too low
g) See points 13a and 13e.
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2.3 – 26
Manual
Action Chapter /
section
14. Cooling water:
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temperature too high
a) Malfunctioning of pump.
b) Water cooler contaminated.
on
c) Malfunction of thermostatic valve.
d) Incorrect valve position in the system.
difference between inlet and
outlet temperature too high
e) See point 14a.
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f) Water cooler clogged or contaminated.
g) Insufficient flow of cooling water through
engine, air in system, valves leaking.
15. Water in lubricating oil
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a) Leaking oil cooler.
b) Leakage along cylinder liner O–rings.
c) Wrongly adjusted water seal of the oil See separator instruction
separator. book!
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d) Defective cylinder liner or cylinder head.

16. Charge air receiver temperature too
high
a) Insufficient performance of the charge Vent the water side of the
air cooler(s). charge air cooler and/or clean
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the charge air cooler.

b) HT and/or LT cooling water temperature
too high.
17. Water in charge air receiver
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a) Charge air coolers leakage. Inspect cooler

b) Condense water Increase charge air
(charge air temperature too low) temperature
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18. Engine looses speed at constant or

increased load
a) Engine overloaded. A further increase of
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fuel supply is prevented by the

mechanical load limiter.
b) See points 2c, 2e, 4e and 4f.
2.3 – 27
Manual
Wärtsilä 38
Action Chapter /
section
19. Engine stops
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a) Shortage of fuel. See point 4d.
b) Overspeed trip device is activated.
c) Automatic stopping device is activated.
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d) Malfunctioning of actuator.
20. Engine does not stop although
stop lever is set in stop position or
remote stop signal is given
a) HP fuel pump control rack wrongly set Activate overspeed trip device
(3b, 3c). manually. If the engine does
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not stop immediately, close the
fuel supply to the engine.
Before starting the engine, the
fault must be located and
corrected.
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Great risk of overspeed.
b) Malfunction remote engine stop. Use stop lever on the engine.
c) The engine is driven by generator,
propeller or other source.
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21. Engine continuous running with

activated overspeed trip device
a) HP fuel pump control rack Load the engine, if possible.
wrongly set (3b, 3c). Close fuel supply to engine.
Make proper adjustment fuel
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racks.
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2.3 – 28
Manual
2.3.3.8. Emergency operation
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2.3.3.8.1. Operation with defective charge air
cooler(s)
on
Leaking cooling water tubes of a charge air cooler permit cooling water
entering the cylinders. Water in the charge air receiver can be indicated
by the condense water drain holes. If water or water mist escapes the
hole, check whether it is cooling water or condense water. If condense
water drains, see section 1.5.4.1.4. If cooling water drains, stop the
engine as soon as possible and plug off the leaking tube. If cooler leakage
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cannot be remedied by tube plugging exchange cooler for a spare.
2.3.3.8.2. Operation with defective turbocharger

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Note! In case of a defective turbocharger and the turbo charger has to shut
down execute all measures according the Operation Manual of the
turbocharger supplier.
In case the turbocharger is blocked or the cartridge is removed the
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compensator between the compressor outlet and the charge air cooler
inlet should be removed to allow more air to the engine.
Permissible output with a defective turbocharger is approx. 10% load.
In case of HFO operation it is advised to change over to light fuel oil.
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Operation with one turbocharger defective

In case one turbocharger is blocked or the cartridge is removed the
compensator between the compressor outlet and the charge air cooler
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inlet should be removed and a blind flange should be fitted at the charge
air cooler inlet. The air to engine is supplied to both banks by the
turbocharger which is still working . It might be possible in such a case
to run the engine at a output higher than 10% , but the restrictions for
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exhaust gasses should be observed.
Restrictions for exhaust gas temperatures

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With a blocked turbocharger the exhaust gas temperatures increase

very steep at higher output! Of all exhaust gas temperature alarms
specially the exhaust gas temperature TC inlet should be maintained.
(Alarm settings exhaust gas temperature cylinder and TC outlet will be
trespassed in these circumstances.
2.3 – 29
Manual
Wärtsilä 38
2.3.3.8.3. Operation with one cylinder misfiring
A torsional vibration analysis is made for each installation and all
ly
possible modes of operation. This is done for as well normal conditions
as for so called misfire conditions.
With misfire conditions we mean: no combustion in one cylinder, only
on
compression and expansion. This can occur due to for instance a defect
HP fuel pump. In case there is also no compression and expansion,
Wärtsilä Corporation has to be consulted.
Eventual restrictions, from point of view of torsional vibration
behaviour, mentioned in a torsional vibration analysis report, have to
be obeyed! Otherwise, especially in emergency operation -one cylinder
unit out of operation- critical components as torsional vibration
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damper, crankshaft, torsional elastic coupling, gearwheel, propeller
shaft etcetera, are subjected to not allowable torsional vibration loads.
Note! Engine operation, with one cylinder out of service, is only allowed
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in case restrictions, mentioned in a report concerning torsional
vibration behaviour of this particular installation, are observed!
2.3.3.8.4. Operation with automation system / governor

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problems
All necessary instructions to operate the engine in case of degraded
operation of the automation system and / or external governor (speed
control) and / or auxiliary systems are described in chapters 1.6 and 1.7.
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2.3 – 30
Manual
2.3.4. Stop
The engine can always be stopped: remotely, locally or manually.
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The local(/remote) stop involves the following devices:
- Stop cylinders on fuel pumps.
- Stop signal to actuator controller.
on
Local stop
Push the stop button on the local control panel (see fig. 2.3 - 1 ). The
engine stops hard wired via the relay module.
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Note! Before a planned stop decrease the engine load with 20% every
minute and idle engine minimal 10 minutes and maximum 15 minutes.
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Remote stop:
Push stop button in the control room, the engine stops electronically.
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er
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2.3 – 31
Manual
Wärtsilä 38
Manual stop
Move stop lever (1) on the engine into STOP position. See fig. 2.3 - 10 .
Lock handle with locking pin (4).
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on
1 1 15
2
4
STOP
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START STOP
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3
Fig. 2.3 – 10 Manual stop

Note! Valve (15) should always be open during engine operation to ensure
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sufficient control air to the start / stop unit.

Emergency stop
- Local emergency stop:
In case of a electric power failure it is possible to stop the engine
by-passing the Engine Safety Module. By pushing the emergency
er
stop button (3) on local start / stop unit, see fig. 2.3 - 10 , the stop
cylinders on the HP fuels are activated. Push the emergency stop
button until the engine is completely stopped.
- Remote emergency stop:
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If the emergency stop button on the automation system is activated,

the following devices are involved:
- Emergency stop solenoid valve.
- Speed control unit.
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Actions after final stop of the engine

For safety reasons the following actions have to be done after final stop
of the engine:
fo
1 Open the indicator cocks.

2 Close the shut off valve in the starting air system.
2.3 – 32
Manual
Maintenance Wärtsilä 38
2.4. Maintenance
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on
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na
er
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2.4 – 1
Manual
Wärtsilä 38
Maintenance
2.4.1. Maintenance Schedule
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2.4.1.1. General
on
This section describes when and which inspection and maintenance
actions have to be carried out. In case you need more information, please
contact the Service department of Wärtsilä Corporation.
The maintenance necessary for the engine depends primarily on the
operating conditions. The periods stated in this schedule are guidance
values only and must not be exceeded during the guarantee period. See
also the sub-suppliers manuals for additional information.
2.4.1.2.
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Rules for inspection and maintenance
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Read the rules carefully before performing any inspection and/or
maintenance work.
General
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1 When the engine is in overhaul, make sure the remote or automatic

start device and external pumps are out of operation and provided with
prohibiting tags.
2 Provide engine parts of marks for remounting in the same position.
Marks on engine parts should be copied on new parts to be installed at
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the same location. Every exchange should be recorded in the engine

logbook mentioning the reason.
3 Use the MANUAL during maintenance work together with the
PARTS CATALOGUE.
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4 During all maintenance work, observe the utmost cleanliness and order.
5 Be aware of the risk of crankcase or camshaft case explosion!
Before performing any maintenance or inspection jobs on the engine,
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always allow the engine to cool down sufficiently. A 10 minute cooling

period will do after a normal stop.
6 Observe the fire precautions when maintenance jobs or cleaning on
the engine will be done.
fo
7 Always replace locking washers, copper rings, split pins, locking

wires, self locking nuts and "O" rings during assembling. In case copper
rings have to be used a second time, please take care of proper annealing.
8 In general never leave "O"-rings mounted on spares. Store
"O"-rings in a dry, cool and dark place.
2.4 – 2
Manual
9 Never carry out electric welding to the engine nor use the engine as
conductor for welding.
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Removal
1 Before using the hydraulic tools read section 2.4.3. carefully.
2 Before dismantling, check all pipe systems concerned are drained
and pressure released. After dismantling, cover immediately all holes
on
for lubricating oil, fuel oil and air with tape, plugs, clean cloth or similar.
Engage the turning gear. Open the indicator cocks.
3 If heavy parts are removed from the engine, e.g. a piston and
connecting rod, the crankshaft may start turning due unbalance. For
safety reasons always keep the turning gear engaged throughout the jobs.
In many cases it is advisable to record clearances before disassembling.
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4
Mounting
1 Make sure all parts are carefully clean (free of carbon deposit)
before mounting. Do not use cotton waste for inside cleaning of engine
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but use lint free cleaning rags.
2 Before using the hydraulic tools read section 2.4.3. carefully.
3 For advised glues, lubricants, sealants, see the parts catalogue.
Never use other lubricants for bolt connections of engine components
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than those advised. Tightening torques will strongly differ if lubricants

of different brand or type are used.
4 Before fitting spare parts, available as complete sub-assemblies,
all "O" rings integrated must be inspected on ageing and damage, and
replaced if necessary.
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5 In general, all piping should be carefully cleaned before installing.

Fuel, lubricating oil and air lines should be acid cleaned and
neutralized. Also after heating of pipe sections iron oxidation has to be
removed by pickling (acid cleaning). Please contact our Service
nt
Inspection Department for detailed information.

6 Fit all piping stress free.
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Last check
1 It is important no tools, parts or other foreign matters have been
left in or on the engine and all parts have been thoroughly cleaned
before closing the engine.
fo
2 Due to the compression ability of some gasket material the

prestress of some flange connections should be checked after 24 hours
of operation.
3 Record engine parts renewed.
4 Record engine running hours.
2.4 – 3
Manual
Wärtsilä 38
Maintenance
2.4.1.3. Maintenance schedule
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2.4.1.3.1. General
The total running hours between overhauls as well as the effective life
on
time of components depend generally on the following aspects:
- The operation and maintenance of the engine should be in
accordance with instructions as specified in the engine
documentation.
- The intervals stated in the maintenance schedule are guidance
values only, but must not be exceeded during the guarantee period.
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- Everyone concerned with the maintenance of the engine should be
trained and qualified for the job and should have the engine
documentation available.
- To ensure the efficiency, reliability and lifetime of the engine and its
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components, only genuine spare parts should be used.
- The load of the engine should be between 60% and 100% of the
output, indicated on the engine type plate, making 3,000 to 6,000
running hours annually.
- The build on sub-suppliers components should be maintained
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according the sub-suppliers manufacturers instructions.

- Quality and treatment of lubricating oil, fuel, cooling water and air
should be on accordance with the rules.
Deviation from the above factors may result in adapting the running
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hours between overhauls and/or effective life time of the components.
2.4.1.3.2. Procedure for inspection and maintenance

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Inspection
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- If, for example, two valve rotators have to be replaced inspect also
two rotators of an other cylinder unit. If the result of this second
inspection is also negative replace all valve rotators.
fo
- The results of the first 4.000 hours inspection are mend to establish
the further service intervals.
2.4 – 4
Manual
General maintenance points

Description D W S Every
A E P
ly
I E E
L K C
Y L I 1 2 3
Y A 1 2 4 2 4 6
L 5 0 0 0 0 0 0
on
0 0 0 0 0 0 0
0 0 0 0 0 0 0
Check the engine on leakages, bolt connec- * *

tions, cables and wiring.
Check the telltale hole of the charge air receiver * *
for possible water.
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Record performance data in the engine log * *
sheet.
Check fluid levels of:
– Engine lube oil * *
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– Cooling water systems * *
– Governor/Actuator * *
Record combustion pressures. * *
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Engine arrangement
Check foundation bolts and chocks / girders. *
For stationary, the first year every 2 months.
Check foundation bolts and chocks / girders. *
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Inspect elastic engine mounting elements (if ap- *

plicable).
Check reference points of epoxy resin chocks (if *
applicable).
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Inspect elastic elements and membrane plate of *

flexible coupling according manufacturers in-
struction.
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Renew elastic elements of flexible coupling *

Measure axial displacement and crankshaft *
deflections of crankshaft.
fo
Check alignment between engine and engine *

driven machinery.
2.4 – 5
Manual
Wärtsilä 38
Maintenance
Fuel System (Chapter 1.1.)

A E P
ly
I E E
L K C
Y L I 1 2 3
Y A 1 2 4 2 4 6
L 5 0 0 0 0 0 0
on
0 0 0 0 0 0 0
0 0 0 0 0 0 0
Check the leak fuel quantity of the fuel system. * * * *

Drain impurities and condensate of fuel day * * * *
tank.
Renew O–rings of low pressure fuel supply and *
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return lines every 8000 runnyng hours.
Inspect one fuel pump drive after the first 4000 * *
running hours
Inspect all fuel pump drives *
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Direct water injection system components
Renew water injector nozzles after 8,000 run- *
ning hours
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Inspect clean water accumulator *

Lubricating oil system (Chapter 1.2.)
Remove commissioning lube oil filters after the *
first 100 running hours.
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Inspect / overhaul the thermostatic valves. *

Renew the thermostatic valves. *
Sample / analyze lubricating oil; record analyze *
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results, lubricating oil service time consumption

and charge changes.
Lubricating oil filter *
– check functioning of external lubricating oil fil-
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ter, according the suppliers instructions

Clean centrifugal filter. * *
Renew all sealing rings of centrifugal filter. *
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Inspect / overhaul lubricating oil pump(s). *
2.4 – 6
Manual
Starting air system (Chapter 1.3.)

A E P
ly
I E E
L K C
Y L I 1 2 3
Y A 1 2 4 2 4 6
L 5 0 0 0 0 0 0
on
0 0 0 0 0 0 0
0 0 0 0 0 0 0
Drain starting air vessels and air treatment * * *

unit(s). Check the entire system on leakages,
oxidation and water.
Inspect / overhaul the starting air valves. *
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Inspect / overhaul the main starting air valve. *
Inspect the starting air distributor and drive. *
Cooling water system (Chapter 1.4.)
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Check cooling water quality. * *
Clean the cooling water system and check on *
corrosion.
Check working of cooling water venting system. * *
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Inspect / overhaul HT/LT thermostatic valves. *

Renew HT/LT thermostatic valves. *
Inspect / overhaul HT and LT cooling water *
pumps and renew seals.
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Renew bearings and impeller HT/LT cooling wa- *

ter pump
Renew HT/LT cooling water pump at 48,000 *
running hours.
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Driving gear engine driven pumps

Inspect driving gear of the built–on pumps after * *
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the first 4,000 running hours.

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2.4 – 7
Manual
Wärtsilä 38
Maintenance
Charge air and exhaust gas system (Chapter 1.5.)

A E P
ly
I E E
L K C
Y L I 1 2 3
Y A 1 2 4 2 4 6
L 5 0 0 0 0 0 0
on
0 0 0 0 0 0 0
0 0 0 0 0 0 0
Clean turbine every 24 ... 48 operating hours. *

Clean turbine by water injection.
Clean compressor by water injection. *
Inspect and clean the compressor and turbine *
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mechanically depending on turbocharger per-
formance.
Check plain the bearings of the turbocharger *
Overhaul turbochargers and renew bearings. *
lu
Overhaul turbocharger and renew plain bear- *
ings and check balance of rotor shaft.
Renew compressor and turbine wheel after *
50,000 running hours.
na
Check functioning of exhaust waste gate. *

Check functioning of by–pass valve. *
Inspect / clean air filter. * *
Renew filter material if applicable. *
er
Overhaul the charge air cooler. *

Inspect / repair the exhaust gas lines, expan- *
sion bellows, insulation etc.
nt
Renew exhaust expansion bellows after 48,000 *

running hours
ri
fo
2.4 – 8
Manual
Control system (Chapter 1.6.)

A E P
ly
I E E
L K C
Y L I 1 2 3
Y A 1 2 4 2 4 6
L 5 0 0 0 0 0 0
on
0 0 0 0 0 0 0
0 0 0 0 0 0 0
Check and lubricate the control mechanism. * *

Inspect / overhaul the control mechanism. *
Keep electrical and electronic equipment * *
clean,free of moisture,overheating and static–
se
electricity.
Keep or make the sensors clean *
Check the alarm and safety system in operation * *
and after every start.
lu
Check settings of the alarm and safety system. *
Check the measuring devices on proper work- * *
ing.
Calibrate the measuring devices. *
na
Turn on all screws in terminals. *

Check mounting of sensors and cabinets. *
Check all connectors on properly connection. *
er
Check functioning of the oil mist detector. * *

Operation (Chapter 2.3.)
Test start process in stand–by position. * *
nt
Carry out load performance test *

Carry out a test run ( after overhaul ). *
Carry out a running–in program and record *
ri
readings.
Check functioning of turning and start interlock *
device.
fo
Refresh lube oil of turning device. *
2.4 – 9
Manual
Wärtsilä 38
Maintenance
Engine block with bearings and cylinder liner (Chapter 2.5.)

A E P
ly
I E E
L K C
Y L I 1 2 3
Y A 1 2 4 2 4 6
L 5 0 0 0 0 0 0
on
0 0 0 0 0 0 0
0 0 0 0 0 0 0
Inspect one cylinder liner after the first 4,000 *

running hours.
Overhaul of cylinder liners including honing and *
renew anti–polishing rings.
se
Renew cylinder liners after 60,000 running *
hours
Inspect the crankcase visually. *
Inspect the cooling water spaces. *
lu
Inspect one main bearing and one main journal. *
Renew main bearings and inspect the main *
journals.
Inspect one camshaft bearing and journal. *
na
Renew camshaft bearings and inspect journals. *

er
nt
ri
fo
2.4 – 10
Manual
Crankshaft, PTO shaft, connecting rod, piston (Chapter 2.6.)

A E P
ly
I E E
L K C
Y L I 1 2 3
Y A 1 2 4 2 4 6
L 5 0 0 0 0 0 0
on
0 0 0 0 0 0 0
0 0 0 0 0 0 0
Inspect one gudgeon pin and bearing after the *

first 4,000 running hours.
Inspect the PTO bearing after the first 4,000 *
running hours.
se
Inspect the PTO bearing and replace the seal- *
ing ring
Inspect gudgeon pins and bearing. *
Renew gudgeon pins and bearings after 60,000 *
lu
running hours.
Inspect one connecting rod after the first 4,000 *
running hours.
Inspect one connecting rod. *
na
Inspect / overhaul connecting rods. *

Inspect one crankpin journal and crankpin bear- *
ing.
Inspect crankpin journals. *
er
Renew crankpin bearings. *

Inspect one piston with piston rings, without dis- *
mantling of piston rings after the first 4,000 run-
ning hours.
nt
Inspect / overhaul pistons and renew piston *

rings.
Renew pistons after 60,000 running hours *
ri
Renew crankshaft sealing *

Sample fluid of vibration damper(s). *
fo
2.4 – 11
Manual
Wärtsilä 38
Maintenance
Cylinder head with valves (Chapter 2.7.)

A E P
ly
I E E
L K C
Y L I 1 2 3
Y A 1 2 4 2 4 6
L 5 0 0 0 0 0 0
on
0 0 0 0 0 0 0
0 0 0 0 0 0 0
Check valve clearances after the first 100 oper- *

ating hours in new and overhauled engines.
Inspect one cylinder head after the first 4,000 *
running hours.
se
Overhaul cylinder heads. *
Inspect safety valves. *
Check valve clearances. *
lu
Check function of valve rotators. *
Inspect / overhaul valves. *
Renew exhaust valves and rotators. *
Renew inlet valve rotators. *
na
Renew inlet valves *

Camshaft and valve drive mechanism (Chapter 2.8.)
Inspect one fuel pump drive and roller after the *
first 4.000 running hours.
er
Inspect / overhaul all fuel pump drives. *

Inspect one inlet and exhaust tappet guide *
block and tappet after the first 4,000 hrs.
nt
Inspect / overhaul all inlet and exhaust tappet *

guide blocks and tappets.
Check pushrod pivots. *
ri
Check bearing clearances of rocker arms. *

Inspect / overhaul rocker arms and bracket. *
Inspect camshaft sections. *
fo
Inspect camshaft driving gear after the first *

4,000 running hours.
Inspect camshaft driving gear. *
Renew bearings intermediate gearwheel *
2.4 – 12
Manual
Injection system (Chapter 2.9.)

A E P
ly
I E E
L K C
Y L 1 2 3
I 1 2 4 2 4 6
Y
A 5 0 0 0 0 0 0
on
L 0 0 0 0 0 0 0
0 0 0 0 0 0 0
Check the leak fuel quantity. * * *

Inspect / test fuel injectors. *
Renew fuel injector nozzles. *
se
Renew inner parts of injector holder. *
Renew nozzle holder complete after 48,000 run- *
ning hours.
Inspect HP fuel lines. *
lu
Inspect one HP fuel pump, after the first 4,000 *
running hours.
Renew fuel pump elements. *
Inspect / overhaul HP fuel pumps and renew *
na
anti–cavitation plugs.
Check the HP fuel pump timing *
Renew HP fuel pump after 48,000 running hrs. *
Renew O–rings in supply and discharge pipe of *
er
HP fuel pumps.
nt
ri
fo
2.4 – 13
Manual
Wärtsilä 38
Maintenance
ly
on
se
lu
na
er
nt
ri
fo
2.4 – 14
Manual
2.4.2. Maintenance Tools
ly
2.4.2.1. General
on
Maintenance of a diesel engine requires a number of special tools
developed in the course of engine design. Some of these tools are
supplied with the engine and others are available through our service
stations or for direct purchase by the customer.
Tool requirements for a particular installation may vary greatly
depending on the use and service area. Special tools are therefore
selected to meet basic requirements.
se
Note! This section represents a selection of tools for the engine.
These tools are not all described in the related sections.
The tool set depends on the scope of supply.
lu
The tools are grouped in order to facilitate selection for specific service
operations.
Miscellaneous tools, as mentioned in section 2.4.2.3., are used in various
chapters.
na
2.4.2.2. Tool sets

er
Depending on the scope of supply the following tool sets are available:
1. Tool set for restricted area "Economic Set"

nt
2. Tool set for unrestricted area "Standard Set"

3. Extended tool set "Workshop Set"
4. Supplement for extended tool set "Extended Workshop Set"
ri
5. Optional tools "Special Tool Set"

fo
2.4 – 15
Manual
Wärtsilä 38
Maintenance
1. "Economic Set"
Article number 9654DT901
ly
Article number Description Number
on
9622DT384 Socket for nozzle tip 1
9622DT803 Cleaning tool for injector sleeve 1
9622DT805 Clamp nozzle holder 1
9612SW510 T-wrench for indicator cock 1
9612DT212 Pneumatic driven hydraulic pump 1
9622DT804 Lifting/extracting device for nozzle holder 1
se
9622DT801 Compress tool for valve springs 1
9612DT246 Crow foot wrench 41 mm 1
9622DT242 Lifting tool for fuel pump 1
9612DT100 Pin tool 3
lu
9622DT133 Hydraulic hand pump + hose 1
9622DT911 Tool set for cylinder head 1
(9622DT910) Hydraulic jack set (included in 9622DT911) 4
9612DT974 Lifting tool for cylinder head 1
na
9622DT812 Injector testing device 1

9622DT250 Socket 36 mm 1
9622DT257 Torque spanner 8-54 Nm 1
9622DT356 Protecting ring for cylinder head 1
9612DT961 Hydraulic hose set 1
er
9622DT162 Valve clearance feeler gauge 1

9612DT965 Lever fuel cam roll 1
nt
9622DT216 Torque wrench 200-800 Nm 1

9622DT800 Lifting tool for rocker arm bracket 1
9622DT147 Hydraulic jack 12 ton 1
9622DT146 Hydraulic hose set + distribution block 1
ri
9622DT171 Tappet blocking plate 1

9622DT179 Grease pump 1
9612DT760 Blocking pin for fuel pump tappet 1
fo
2.4 – 16
Manual
2. "Standard Set"
Articlenumber 9654DT902
ly
Note! Only for L38B engines
consists of:
"Economic Set" 9654DT901 extended with the following tools
on
Articlenumber Description Number
9622DT149 Tool set for main bearing studs 2

9622DT150 Spare seal set 1
se
9622DT260 Piston ring pliers 1
9622DT152 Main bearing shell driver 1
9622DT919 Dis/assembling tool for anti bore polishing ring 1
lu
9622DT926 Positioning tool for cylinder liner 1
9622DT923 Lifting tool for piston 1
9622DT922 Protecting plate for connecting rod foot 1
9622DT924 Guide ring for piston rings 1
na
9622DT168 Piston support in liner 2

9622DT170 Big end bearing lock 1
9612DT907 Hydraulic twin jack for connecting rod 2
9622DT915 Extracting tool for cylinder liner 1
9622DT901 Trolley for main bearing 1
er
9622DT921 Frame+support for connecting rod caps 1

9622DT163 Tap M16 for piston crown 1
9612ZT334 Air tool 3/8" 1
nt
9653DT903 Hydraulic jack for side studs 2

9622DT914 Lifting tool for cylinder liner 1
9622DT178 Circlip pliers for piston 1
9622DT928 Connecting rod fixating tool 1
ri
fo
2.4 – 17
Manual
Wärtsilä 38
Maintenance
Articlenumber 9654DT903
Note! Only for V38B engines
ly
consists of:
"Economic Set" 9654DT901 extended with the following tools
on
Articlenumber Description Number
9622DT149 Tool set for main bearing studs 2

se
9622DT260 Piston ring pliers 1
9622DT152 Main bearing shell driver 1
9622DT919 Dis/assembling tool for anti bore polishing ring 1
9622DT926 Positioning tool for cylinder liner 1
lu
9622DT923 Lifting tool for piston 1
9622DT922 Protecting plate for connecting rod foot 1
9622DT924 Guide ring for piston rings 1
9622DT168 Piston support in liner 2
na
9622DT170 Big end bearing lock 1

9612DT907 Hydraulic twin jack for connecting rod 2
9622DT915 Extracting tool for cylinder liner 1
9622DT901 Trolley for main bearing 1
9622DT920 Frame+support for connecting rod caps 1
er
9622DT163 Tap M16 for piston crown 1

9612ZT334 Air tool 3/8" 1
9653DT903 Hydraulic jack for side studs 2
nt
9622DT914 Lifting tool for cylinder liner 1

9622DT178 Circlip pliers for piston 1
9622DT928 Connecting rod fixating tool 1
ri
9612DT901 Low pressure hand pump plus hose 1

9651DT901 Support for exhaust manifold 9
fo
2.4 – 18
Manual
3. "Workshop Set"
Article number 9654DT902 or 9654DT903+ 9654DT904
ly
consists of:
"Standard Set" 9654DT902 or 9654DT903
extended with the following tools
on
9612DT234 Jack bolt for camshaft thrust journal 1

9612DT257 Pin for camshaft bearing bush 1
9622DT929 Measuring strip for cylinder liner 1
se
9622DT912 Tool set for counter weight studs 1
9612DT911 Suction cup for valves 1
9622DT930 Extractor valve guide 1
9612DT801 Pillar bolt for camshaft sections/gearwheel assembly 1
lu
9612DT963 Fixating tool for camshaft 1
9622DT931 Hydraulic nipple for gearwheel 1
9612DT969 Remover for connecting rod studs M36x3 1
9612DT976 Remover for cylinder head studs M64x4 1
na
9612DT977 Remover for main bearing cap studs M72x4 1

9622DT806 Tilting frame for cylinder head 1
9622DT811 Tool for mounting valve seats 1
9622DT908 Extractor for camshaft bearing bush 1
9612DT401 Micrometer gauge for cylinder liner 1
er
9622DT800 Valve seat cutter tool set 1

9622DT808 Extractor for exhaust valve seat 1
9622DT810 Extractor for inlet valve seat 1
9612DT479 Lapping ring for cyl.liner-cyl. block contact face 1
nt
9612DT807 Lapping ring for cyl.head-cyl. liner contact face 1

9612DT936 Tool for intermediate gearwheel shaft 1
9622DT959 Disassembling tool for fuel pump 1
ri
9622DT960 Compress tool for fuel pump bracket spring 1

9622DT802 Extractor for injector sleeve 1
9612DT968 Hydraulic nipple for camshaft end journal 1
fo
9622DT961 Lifting eye for fuel pump drive 1

9622DT962 Measuring tool for fuel pump drive adjustment 1
9622DT985 Measuring tool for fuel pump timing 1
9653DT902 Mounting tool for O-ring cylinderhead stud 1
2.4 – 19
Manual
Wärtsilä 38
Maintenance
4. "Extended Workshop Set"
ly
Note! Only for 6L38B engines with turbocharger at driving end.
(Supplement on "Workshop Set")
on
9622DT927 Dis-assembly tool for camshaft section 1
9612DT988 Dis/assembly tool for camshaft journal 1
9612DT985 Dis/assembly tool for camshaft gearwheel 1
se
9612DT986 Dis/assembly tool for intermediate gearwheel 1
9651DT907 Dis/mounting tool for lube oil & cool. water pumps 1
9622DT319 Counter weight dummy 1
9651DT908 Dis/assembly tool for charge air cooler 1
9612DT938 Extension for torque spanner (camshaft section) 1
lu
na

Note! Only for 6L38B engines with turbocharger at free end.
er

nt

9612DT986 Dis/assembly tool intermediate gearwheel 1
ri
9612DT570 Torque spanner 1
fo
2.4 – 20
Manual

(Supplement on workshop Set")
ly
on
se
9612DT938 Extention piece for torque wrench
lu 1

na

er

nt

ri

fo
2.4 – 21
Manual
Wärtsilä 38
Maintenance

ly
on
se
9612DT938 Extention piece for torque wrench 1
lu
na

er

nt

ri
fo
2.4 – 22
Manual

Note! Only for 12V38B engines with turbochargers at free end.
ly
on
9622DT971 Lifting tool for cooling water pump 1
se
9651DT903 Lifting tool for charge air cooler 1
9651DT904 Dis/assembly tool for lubricating oil pump 1
9651DT906 Maintenance kit for cooling water pump 1
lu
na
Note! Only for 12V38B engines with turbochargers at driving end.

er

9612DT990 Dis/assembly tool for camshaft part 1
nt

ri

9612DT938 Extension piece for torque wrench 1
fo
2.4 – 23
Manual
Wärtsilä 38
Maintenance

ly
on
9622DT971 Hoister for cooling water pump 1
se
lu
na

er

nt

ri

fo
2.4 – 24
Manual
ly
on
se
9622DT971 Hoister for cooling water pump 1
lu
9612DT551 Dis/Assembly tool for vibration damper 1
na

er

nt

ri

fo

9612DT551 Dis/Assembly tool for vibration damper 1
2.4 – 25
Manual
Wärtsilä 38
Maintenance
5. "Special Tool Set"
ly
on
9622DT906 Honing machine 1
9652DT801 Honing machine for cylinder liner 1
9650DT801 Valve grinding tool 1
se
9650DT806 Valve seat grinding machine 1
9622DT941 Peak pressure indicator 0-220 bar 1
9622DT942 Peak pressure indicator (digital) 1
9622DT943 Non contact thermometer 1
lu
9622DT944 Crankshaft deflection gauge 1
9622DT945 Digital crankshaft deflect.gauge 1
9622DT946 Digital hand tachometer 1
9622DT939 Water test pressure tool for cyl.head 1
na
9622DT948 Revise tools for cylinder head 1

9622DT965 Fuel pump / calibration / timing tool 1
9622DT936 Tools set in trolley 1
9622DT952 Digital peak pressure meas. tool (250 bar) 1
9650DT807 Surface grinding machine for cyl. head / liner 1
er
9622DT813 Pneumatic atomizer test unit 1

9622DT275 Magnetic stand + dial indicator 1
9612DT215 Depth gauge 1
nt
9612ZT867 Mechanic stethoscope 1

9612ZT868 Endoscope 1
9622DT969 Service box for oilmist detector 1
9622DT967 Water test pressure tool for cyl.head. (mobile) 1
ri
9612ZT871 Control tools for WECS 1

9622DT970 Analog. peak pressure meas. tool (250 bar) 1
9622DT966 Table for piston plus conn. rod 1
fo
9622DT975 Checking tool for cylinder 1

9653DT801 Crankshaft V-ring assembly kit 1
9653DT802 Crankshaft V-ring rubber splicing 1
9651DT154 Pressure gauge 1
9653DT903 Hydraulic jack for side bolts 1
2.4 – 26
Manual
2.4.2.3. Miscellaneous tools
ly
Description Code Weight Dimensions
number kg
Pneumatic driven 9612DT212
on
hydraulic pump
se
lu
na

number kg
er
Hydraulic hand pump + 9622DT133

hose
nt
ri
fo
2.4 – 27
Manual
Wärtsilä 38
Maintenance

number kg
Hydraulic hose set 9612DT961
ly
on
se
lu
na

number kg
Hydraulic hose set + 9622DT146
distribution block
er
nt
ri
fo
2.4 – 28
Manual

number kg
Tool pin 9612DT100
ly
on
se
lu
na

number kg
Air tool 3/8” 9612ZT334
er
nt
ri
fo
2.4 – 29
Manual
Wärtsilä 38
Maintenance

number kg
Crow foot wrench 41 mm 9612DT246
ly
on
se
lu
na

number kg
Socket 36 mm 9622DT250
er
nt
ri
fo
2.4 – 30
Manual

number kg
Torque spanner 9622DT216
ly
( 150–800 Nm)
on
se
lu
na

number kg
Torque spanner 9622DT385
(40–200 Nm)
er
nt
ri
fo
2.4 – 31
Manual
Wärtsilä 38
Maintenance

number kg
Torque wrench 9622DT257
ly
(8 –54 Nm)
on
se
lu
na

number kg
Hydraulic jack set 9622DT910
(included in 9622DT911)
consisting of:
er
1. hydraulic jack 9622DT232

2. nut 9622DT233
is used in the following
combinations:
nt
– Tool set for 9622DT149

main bearing studs
counter weight studs
ri

cylinder head
fo
2.4 – 32
Manual

number kg
Grease pump 9622DT179
ly
on
se
lu
na
er
nt
ri
fo
2.4 – 33
Manual
Wärtsilä 38
Maintenance
2.4.2.4. Lubricating oil system

(Chapter 1.2.)
ly
number kg
on
Lifting tool
lubricating pump 9651DT904
se
lu
na
er
nt
ri
fo
2.4 – 34
Manual
2.4.2.5. Cooling water system

(Chapter 1.4.)
ly
number kg
on
Dis/assembly tool
cooling water pump 9622DT971
se
lu
na

number kg
er
Maintenance kit
cooling water pump 9651DT906
consisting of:
nt
1 extractor impeller 9651DT905

2 tool roller bearing 9651DT132
3 tool oil seal 9651DT133 1 2
4 tool ceramic ring 9651DT134
ri
3 4
fo
2.4 – 35
Manual
Wärtsilä 38
Maintenance
2.4.2.6. Charge air and exhaust gas system
(Chapter 1.5.)
ly
on
number kg
Dis/assembly tool
Charge air cooler 9651DT902
consisting of a frame
with:
1 guide pin (4x)
se
2 jack bolt (4x)
lu
na

er
number kg
Lifting tool charge air 9651DT903
cooler
nt
ri
fo
2.4 – 36
Manual
ly
number kg
Fitting tool for removal/ 9651DT908
mounting
on
charge air cooler stack.
se
lu
na
er
nt
ri
fo
2.4 – 37
Manual
Wärtsilä 38
Maintenance
2.4.2.7. Engine block, main bearing,

cylinder liner
(Chapter 2.5.)
ly
on
number kg
Tool set for side studs 9653DT903
se
lu
na

er
number kg
Tool set for side studs 9622DT913
Consist of:
1 tie rod
nt
2 distance piece
in combination with:
ri
– hydraulic jack set

fo
2.4 – 38
Manual

number kg
Trolley for main bearing 9622DT901
ly
on
se
lu
number kg
na
Tool set for 9622DT149

main bearing studs
consisting of:
1 tie rod 9622DT237
er
2 distance piece 9622DT236
– hydraulic jack set 9622DT910
nt
ri
fo
2.4 – 39
Manual
Wärtsilä 38
Maintenance

number kg
Main bearing shell driver 9622DT152
ly
on
se
lu
na

number kg
Extractor camshaft 9622DT908
bearing bush
er
–hydraulic jack 20 ton 9622DT148
nt
ri
fo
2.4 – 40
Manual

number kg
Hydraulic jack 20 ton 9622DT148
ly
combinations:
– extractor camshaft 9622DT908
on
bearing sleeve bush
– extractor exhaust valve 9622DT808
seat
– extractor injector 9622DT802
sleeve
– extracting tool cylinder 9622DT915
se
liner
– extractor valve guide 9622DT930
– extractor inlet valve
seat 9622DT810
lu
na
number kg
Pin camshaft bearing 9612DT257
bush
er
nt
ri
fo
2.4 – 41
Manual
Wärtsilä 38
Maintenance

number kg
Dis/assembling tool anti 9622DT919
ly
bore polishing ring
on
se
lu
na

number kg
Lifting tool for cylinder 9622DT914
liner
er
–.Extracting tool 9622DT915
nt
cylinder liner
ri
fo
2.4 – 42
Manual

number kg
Extracting tool cylinder 9622DT915
ly
liner
– lifting tool cylinder liner 9622DT914
on
– hydraulic jack 20 ton 9622DT148
se
lu
na

number kg
Positioning tool for cylin- 9622DT926
der liner
er
nt
ri
fo
2.4 – 43
Manual
Wärtsilä 38
Maintenance

number kg
Measuring strip cylinder 9622DT929
ly
liner
on
se
lu
na

number kg
Remover main bearing 9612DT977
cap studs M72x4
er
nt
ri
fo
2.4 – 44
Manual

number kg
Lapping ring contact face 9612DT479
ly
cylinder liner–cylinder
block
on
se
lu
na
er
nt
ri
fo
2.4 – 45
Manual
Wärtsilä 38
Maintenance
2.4.2.8. Crankshaft, connecting rod, piston

(Chapter 2.6.)
ly
number kg
on
Hydraulic twin jack for 9612DT907
connecting rod
consisting of:
1 nut 9622DT231
2 hydraulic jack 9622DT234
3 tie rod 9622DT230
se
4 tool pin 9612ZT125
lu
na

er
number kg
Lifting tool piston 9622DT923
nt
ri
fo
2.4 – 46
Manual

number kg
Tap M16 for piston crown 9622DT163
ly
on
se
lu
na

number kg
Protecting plate 9622DT922
connecting rod foot
er
consisting of:
1 pen 9622DT165
2 protecting plate 9622DT166
nt
ri
fo
2.4 – 47
Manual
Wärtsilä 38
Maintenance

number kg
Big end bearing lock 9622DT170
ly
on
se
lu
na

number kg
Circlip pliers for piston 9622DT178
er
nt
ri
fo
2.4 – 48
Manual

number kg
Piston ring pliers 9622DT260
ly
on
se
lu
na

number kg
Guide ring piston rings 9622DT924
er
nt
ri
fo
2.4 – 49
Manual
Wärtsilä 38
Maintenance

number kg
Frame+support conĆ 9622DT920
necting rod caps
ly
consisting of:
1 support 9622DT156
on
2 frame 9622DT154
3 support 9622DT155
4 carrier 9622DT158
5 carrier 9622DT157
se
lu
number kg
na

number kg
Tool set for 9622DT912
er
counter weight studs

consisting of:
1 tie rod 9622DT124
nt
– hydraulic jack set 9622DT910
ri
fo
2.4 – 50
Manual

number kg
Remover connecting rod 9612DT969
ly
studs M36x3
on
se
lu
na

number kg
Piston support in liner 9622DT168
including:
1 bolt M16x30
er
nt
ri
fo
2.4 – 51
Manual
Wärtsilä 38
Maintenance

number kg
Fixating tool connecting 9622DT928
ly
rod
on
se
lu
na
er
nt
ri
fo
2.4 – 52
Manual
2.4.2.9. Cylinder head with valves

(Chapter 2.7.)
ly
number kg
on
Valve clearance feeler 9622DT162
gauge
se
lu
na

number kg
er
T–wrench indicator cock 9612SW510

nt
ri
fo
2.4 – 53
Manual
Wärtsilä 38
Maintenance

number kg
Tool set 9622DT911
ly
cylinder head
consisting of:
1 shackle 9622DT122
on
2 tie rod 9622DT121
3 hydraulic jack set 9622DT910
6 frame 9622DT119
se
lu
na

number kg
Lifting tool cylinder head 9612DT974
er
nt
ri
fo
2.4 – 54
Manual

number kg
Protecting ring cylinder 9622DT356
ly
head
on
se
lu
na

number kg
Compress tool valve 9622DT801
springs
er
nt
ri
fo
2.4 – 55
Manual
Wärtsilä 38
Maintenance

number kg
Extractor exhaust valve 9622DT808
ly
seat
on
se
lu
na

number kg
Extractor inlet valve seat 9622DT810
er

nt
ri
fo
2.4 – 56
Manual

number kg
Hydraulic jack 12 ton 9622DT147
ly
combinations:
– compress tool valve 9622DT801
springs
on
– lifting/extracting 9622DT918
device nozzle holder
se
lu
na

number kg
Suction cup for valves 9612DT911
er
nt
ri
fo
2.4 – 57
Manual
Wärtsilä 38
Maintenance

number kg
Extractor valve guide 9622DT930
ly
consisting of:
1. nut 9622DT113
2. tie rod 9622DT181
on
3. tube 9622DT180
se
lu
na

number kg
Remover cylinder head 9612DT976
studs M64x4
er
consisting of:
1. stud remover 9612DT390
2. bolt 9612DT389
nt
ri
fo
2.4 – 58
Manual

number kg
Tool for mounting O–ring 9653DT902
ly
cylinderhead stud
1
3
consisting of:
1. cap
on
2. ring 2/2
3. pipe
se
2
lu
na

number kg
Lapping ring contact face 9612DT807
cylinder head–cylinder
liner
er
nt
ri
fo
2.4 – 59
Manual
Wärtsilä 38
Maintenance

number kg
Tilting frame cylinder 9622DT806
ly
head
on
se
lu
na

number kg
Tool for mounting 9622DT811
valve seats
er
including adaptor for:

1 exhaust valve seat 9622DT380
2 inlet valve seat 9622DT379
nt
ri
fo
2.4 – 60
Manual

number kg
Exhaust pipe support 9651DT901
ly
1 support A–bank 9651DT108
2 support B–bank 9651DT109
on
se
lu
na
er
nt
ri
fo
2.4 – 61
Manual
Wärtsilä 38
Maintenance
2.4.2.10. Camshaft and valve drive

(Chapter 2.8.)
ly
number kg
Lifting tool rocker arm 9622DT800
on
bracket
se
lu
na

number kg
Dis–/assembly tool 9612DT990
er
camshaft section
nt
ri
fo
2.4 – 62
Manual

number kg
Jack bolt camshaft thrust 9612DT234
ly
journal
on
se
lu
na

number kg
Hydraulic nipple for gear- 9622DT931
wheel
er
nt
ri
fo
2.4 – 63
Manual
Wärtsilä 38
Maintenance

number kg
Hydraulic nipple for cam- 9612DT968
ly
shaft end journal
on
se
lu
na

number kg
Fixating tool camshaft 9612DT963
er
nt
ri
fo
2.4 – 64
Manual

number kg
Tool for intermediate 9612DT936
ly
gearwheel shaft
on
se
lu
na
number kg
Dis/assembly tool cam- 9612DT989
shaft journal
er
nt
ri
fo
2.4 – 65
Manual
Wärtsilä 38
Maintenance

number kg
ly
shaft journal
on
se
lu
na
number kg
shaft gearwheel
er
nt
ri
fo
2.4 – 66
Manual

number kg
ly
shaft gearwheel
on
se
lu
na
number kg
Dis/assembly tool inter- 9612DT937
mediate gearwheel
er
nt
ri
fo
2.4 – 67
Manual
Wärtsilä 38
Maintenance
Description Code num- Weight Dimensions

ber kg
Dis/assembly tool inter- 9612DT986
ly
mediate gearwheel
on
se
lu
na
number kg
Blocking plate tappets 9622DT171
inlet –exhaust
er
nt
ri
fo
2.4 – 68
Manual

number kg
Pillar bolt camshaft 9612DT801
ly
sections/gearwheel
assembly
combination item 1 and 2
on
for camshaft sections:
1. press piece 9612DT802
2. threaded rod 9612DT803
combination item 3 and 4

for camshaft gearwheel:
3. press piece 9612DT804
se
4. threaded rod 9612DT805
lu
na

number kg
Lever fuel cam roller 9612DT965
er
nt
ri
fo
2.4 – 69
Manual
Wärtsilä 38
Maintenance

number kg
Blocking pin fuel pump 9612DT760
ly
tappet
on
se
lu
na
er
nt
ri
fo
2.4 – 70
Manual
2.4.2.11. Injection system

(Chapter 2.9.)
ly
number kg
on
Testing device injector 9622DT812
se
lu
na

er
number kg
Extractor injector sleeve 9622DT802
nt
consisting of:
1. Threaded bar 9622DT212
2. nut 9622DT207
3. disc 9622DT350
ri
4. disc 9622DT352
5. plug 9622DT351
fo
2.4 – 71
Manual
Wärtsilä 38
Maintenance

number kg
Lifting / extracting device 9622DT804
ly
nozzle holder
on
se
lu
na

number kg
Socket for nozzle tip 9622DT384
er
nt
ri
fo
2.4 – 72
Manual

number kg
Lifting tool fuel pump 9622DT242
ly
on
se
lu
na

number kg
Clamp nozzle holder 9622DT805
er
nt
ri
fo
2.4 – 73
Manual
Wärtsilä 38
Maintenance

number kg
Press tool 9622DT962
ly
spring fuel pump drive
2
consisting of:
on
1. Depth gauge 1
2. Press piece
se
lu
number kg
na
Measuring tool 9622DT985

adjustment fuel timing
er
nt
ri
fo
2.4 – 74
Manual

number kg
Disassembling tool fuel 9622DT959
ly
pump
on
se
lu
na

number kg
Cleaning tool injector 9622DT803
sleeve
er
nt
ri
fo
2.4 – 75
Manual
Wärtsilä 38
Maintenance

number kg
Lifting tool fuel pump 9622DT961
ly
drive
on
se
lu
na
number kg
Disassembly/ assembly 9622DT960
tool fuel pump drive
er
nt
ri
fo
2.4 – 76
Manual
2.4.3. Background information of hydraulic

tools and torque spanners
ly
2.4.3.1. General
on
A number of important engine components are fitted by means of
hydraulic tools. With the use of hydraulic tools is it possible to stress a
bold or stud of a connection till very high tension. This tightening
process can be done within very small tension limits and a great force
and accuracy.
se
It is necessary to understand the working principle of the hydraulic
tools. For this reason an explanation of the principle is given.
For safety reasons it is important the tools are used in the correct way.
The tightening procedures have to be carried out strictly in accordance
with the instructions in this manual.
lu
For the following subjects general background information is described:
”Rolled thread”
The thread of the studs of important connections is manufactured by a
na
"cold rolled" process to make the stud thread strong and good resistant
against fatigue. Due to this process the circumference of the thread
becomes smooth and hard. This process make studs also sensitive to
breakage in case of damage. Therefore, studs must always carefully be
handled. Replace a stud when damaged.
er
The ”easy going” nut

The stud becomes a little bit longer over its entire length during
elongation. This includes that also the pitch of the thread is a little
nt
extended. However, the pitch of the nut mounted is not extended. To

make it possible to turn the nut on the elongated stud "quite some
clearance" must exist between the thread of the nut and the thread of
the stud. This clearance can be felt when turning on the nut. For this
ri
reason it must be possible, without any restriction, to turn on a nut by

hand.
In case of "heavy points" remove the nut and find and solve the problem
before starting the tightening procedure.
fo
Studs of engine component connections

All hydraulically stretched studs are made of high tensile strength steel.
To obtain the correct force in the studs, the studs have to be stretched
to approximately 90% of the yield point of the material.
2.4 – 77
Manual
Wärtsilä 38
Maintenance
This means, a force 10% more than the tightening force does overstretch
the stud. This may never happen because overstretched studs
becomes sensitive to fatigue and may break after some time.
Therefore, overstretched studs should be replaced. This is particular
ly
important for connecting rod studs and counter weight studs.
Use genuine parts
on
There is a real danger in employing studs not delivered by Wärtsilä
Corporation, in particular studs hydraulically stretched.
If these studs are not made from the same high tensile strength material and
not provided with "cold rolled thread", problems may occur. Studs, made of
material not sufficient strong, will continue to elongate even if the correct
oil pressure is applied. The nuts can be turned further until breaking.
se
Use of locking fluids
Clean parts carefully with a degreasing agent and dry parts before
applying locking fluid.
lu
Note! See for specification relevant drawing / parts list (Parts Cata-
logue).
The hydraulic tool set consist of :

na
- Hydraulic pump pneumatically driven or a manually operated

pump.
- A number of hydraulic jacks, distance pieces, tie rods, knurled nuts,
high pressure hoses with quick release coupling and tool pins to
tighten or to loosen the nuts of the relevant components.
er
2.4.3.2. Pneumatic driven hydraulic pump unit

nt
Figure 2.4 - 1 shows the main components and the working principle
- connection (7) for service air supply (min. 5.5 and max.7 bar).
- filter / water separator (12).
- lubricator (13).
ri
- reducing valve (6) to adjust the service air between 0 and 6 bar.
- manometer (5) direct mounted after the service air reducing valve.
- air valve (4) to control the pump.
- air-operated piston (3) (large surface) connected to a piston in the
fo
lower section (small surface) for pressurizing the hydraulic oil.

- container (1) for hydraulic oil with level indicator.
- double pointer manometer (8) indicating the hydraulic jack pressure.
- quick-release couplings with non return valve (10).
- valve (9) in the HP oil return line.
- reset valve (16).
2.4 – 78
Manual
The manometer (5) is connected to the air pressure line after the
reducing valve (6). The manometer scale converts the air pressure in a
comparable oil pressure and makes it possible to set the required oil
pressure before pressurizing the hydraulic jacks.
ly
To prevent over stretching of the studs manometer (5) has to be adjusted
to a pressure which indicates 10% less as the required oil pressure.
The manometer (8) indicates the pressure in the HP hydraulic system.
on
This calibrated manometer contains two independently working
measuring mechanisms, each provided with a scale and pointer.
Recalibrating of this manometer is necessary when the indication of
both pointers differs more then 10 %.
se
1 2 14 3 4 5 6 12 13 7
16
lu
10 11
8
9
na
a) Pump components
er
nt
b) Pressurising
ri
fo
c) Releasing the pressure
Fig. 2.4 – 1 Diagram pneumatically driven hydraulic pump unit
2.4 – 79
Manual
Wärtsilä 38
Maintenance
Operating
The maximum working pressure of the hydraulic pump is 2500 bar.
Always keep the pump unit horizontal and maintain sufficient
hydraulic oil in the container to avoid air in the system. The container
ly
can be filled through the filling plug (2). For specification of the
hydraulic oil, see chapter 1.2..
For lubrication of the pump adjust the lubricator (12) to 1 drop of oil for
every 20 pump strokes.
on
1 Check if oil supply valve (14) is open. See fig. 2.4-2
2 Close valves (4) and (9),
3 Connect at (10) the HP hose(s) (11) to the hydraulic jacks (15).
4 Connect the service air at (7).
se
5 After adjusting the "air pressure" with reducing valve (6) at a value
of 10% lower than the required oil pressure, start the pump by opening
air valve (4).
The hydraulic system will be pressurized, visible on manometer (8).
The pump will stop at a value of approx. 10% below the required oil
lu
pressure.
6 Slowly turn the spindle of the reducing valve (6) clockwise, by which
the hydraulic oil pressure will increase.
7 Continue to increase the pressure slowly until the reading on the
manometer of the hydraulic system (8) shows the required oil pressure.
na
8 After the correct oil pressure has been reached, push down the locking
ring over the reducing valve spindle to fix the setting of the reducing valve.
Every time the pump is operated, the pressure will rise automatically and
accurately till the fixed pump setting. When the hydraulic stretching
er
procedure is completed close valve (4) and always open slowly valve (9).
Quick opening of valve (9) may damage the hydraulic pressure manometer.
9 At the end of the complete procedure turn the spindle of reducing
valve (6) counter clockwise to discharge the air pressure.
nt
Note! If there is sufficient air pressure and the pump will not start after
opening valve (4) push the button on the reset valve (16).
ri
fo
2.4 – 80
Manual
Remark
When the required pressure is reached and the pump is still continues
slowly working, the hydraulic system is leaking, e.g. a leaking coupling
ly
or a leaking hydraulic jack.
When the hydraulic system contains air, disconnect the hose at (10).
Press the small valve in the coupling by means of a pin and run the pump
slowly. Let oil escape as long as it contains air.
on
Warning! Always check the correct connecting of hose couplings to pump
unit and jacks special when more jacks are connected at the time.
An incorrect connection may cause that the jack in question is not
pressurized although the manometer indicates the correct pressure.
14 1 2 5 8
se 15 7
lu
na
16
er
nt
6 4 9 11 10
Fig. 2.4 – 2 Pneumatic driven hydraulic pump and jacks

ri
fo
2.4 – 81
Manual
Wärtsilä 38
Maintenance
2.4.3.3. Hydraulic tool set
For the hydraulically tightened components two different types of
ly
hydraulic jacks are used. A single jack see fig. 2.4-3 and a twin jack see
fig 2.4-4. The single jack is used for the cylinder head and the main
bearing. The twin jack is used for the connecting rod. The hydraulic jack
consists basically of a housing, (1) a piston, (2)and a knurled nut (3). The
on
piston is accommodated in a recess in the housing and sealed with
sealing sets (4) and (5). An other part of the tool set is the tie rod (6) and
the distance piece (7)
The oil from the hydraulic pump enters under pressure via connection
(8) between piston and housing resulting in a stretching force in tie rod
(6) and stud (9). The stud shall as a consequence of the applied force be
se
lengthened and nut (10) becomes free from the contact face. Every time
when the same force (oil pressure) is applied, the same lengthening of
the stud will be realised. To exert the required force in the stud, only a
limited lengthening of the stud is required. The stroke of the jack which
can differ with the type of jack is sufficient for the stud required
lu
elongation.
Note! It is very important that the jack piston is always in bottom position
before pressurizing
na
The piston is in bottom position for the single jack when no clearance
exists between housing and piston at (11).
The pistons for the twin jack ares in bottom position when top faces of
the pistons are level with the top face of the housing.
After the nut (10) is fastened or loosened with tool pin (12) and the oil
er
pressure is released, the stretching process can be repeated.

Every time the oil pressure is released the jack's piston has to be forced
in bottom position by turning the knurled nut with the tool pin.
Because of the friction which exists in the returning of the hydraulic oil
nt
to the container of the hydraulic pump the knurled nut has be tightened
firmly.
If the jack's piston is not forced in bottom position, for instance by too
quickly disconnecting the hoses from the jack the piston finally has no
ri
working stroke left. A dangerous situation arises the thread of the nuts
and studs is not fully used and will damage the stud and sealings.
fo
2.4 – 82
Manual
3 12
1
ly
8 4
5
2 11
on
6
7
se
10
lu
9
Fig. 2.4 – 3 Cross section single hydraulic jack

na
12
3
6
er
2
4
5
1
nt
10
ri
9
fo
Fig. 2.4 – 4 Cross section twin hydraulic jack
2.4 – 83
Manual
Wärtsilä 38
Maintenance
2.4.3.4. Hydraulic extractor
For some power demanding operations a hydraulic extractor jack is
ly
applied. The jack is utilized in connection with the manual operated
pump, see fig. 2.4 - 5 .
on
Stroke : 50 mm 75 mm
se
9622DT147 9622DT148
9622DT133
lu
na
Fig. 2.4 – 5 Hydraulic jack

er
nt
ri
fo
2.4 – 84
Manual
2.4.3.5. Hydraulic hoses
ly
The hydraulic hoses are devided in:
High Pressure hydraulic hoses used in combination with H.P. pump
9612DT212 with a the maximum working pressure of 2500 bar.
on
Hydraulic hoses used in combination with hand pump 9622DT133 and
jacks 9622DT147 and 9622DT148 with a the maximum working
pressure of 700 bar.
Note! Never change the combination of pump and hoses
se
Work safely!
1 Check the hose and quick-release couplings for damage before use.
2 Ensure the quick-release couplings are thoroughly clean before use.
Dirt can cause damage to the quick-release couplings so leaks may develop.
lu
3 After use, seal the quick-release couplings with dust caps.
Never work with damaged hoses! The hoses will remain in good
condition if you:
na
4 never try to remove the clamp fitting from the hose

5 never bend the hose into a radius smaller than 160 mm
6 never twist the hose
7 never damage the hose by, for example, placing heavy objects on it
er
8 never apply a tensile load to the hose, for example, by pulling

9 never use any oil other than is specified
10 never use the hose for other purposes.
nt
Note! Damaged hoses or quick–release couplings should be discarded.

DO NOT CARRY OUT REPAIRS!
ri
fo
2.4 – 85
Manual
Wärtsilä 38
Maintenance
2.4.3.6. Quick–release coupling
A complete quick-release couplings consists of:
ly
1. male connector
2. female connector
3. spring controlled valves
on
2 1
se
3 3
lu
Fig. 2.4 – 6 H.P. quick–release coupling (example)
The quick-release couplings are used to facilitate easy connecting and

na
disconnecting of various parts of the hydraulic tool and are self-closing.

This means that it is impossible for air to enter the hose or the jacks, and
oil losses are minimal.
In order to guarantee the valves function efficiently, the couplings should
er
be thoroughly clean before use. For this reason the quick-release

couplings should always be sealed with dust caps (4) and (5).
5 4
nt
ri
fo
Fig. 2.4 – 7 Dust caps H.P. quick–release coupling (example)
The couplings have a conical thread (NPT) which is selfĆsealing when the
coupling is mounted to the hose fitting or a jack. Do not use sealing tape.
Pieces of tape in the hydraulic system will impair efficient operation.
2.4 – 86
Manual
2.4.3.7. Hydraulic hand pump
The hydraulic pump consists of the following main components.
ly
1. oil container
2. pump element
3. hose connection
on
4. release valve
5. filling plug with dip stick
6. pump handle
7. hydraulic hose with comes with the pump (not on drawing)
se
6
4 5
3 2 1
lu
Fig. 2.4 – 8 Hydraulic hand pump
Operating
na
1 Before using check if there is sufficient hydraulic oil in the

container (1) in order to avoid air in the system. (Always use oxidation
resistant oil see chapter 1.2.1.1.)
2 Connect the pump to the jacks, by hose connection (3).
er
3 Close the release valve (4) of the pump.

Note! Never apply pressure to a jack which is not in use for, extracting
otherwise the plunger will exceed its maximum stroke.
4 Always reduce the pressure slowly to zero in order to avoid forming
nt
of foam of the oil.

De–aerating of the hand pump
5 Connect the pump with the jack and place the jack up side down on
ri
a lower position then the pump and close the release valve.
Pump the plunger of the jack completely out till the end of the stroke.
Remove the filling plug, open the release valve and push the piston back.
The air in the system will escape through the hose and the pump. Repeat
this procedure if necessary.
fo
2.4 – 87
Manual
Wärtsilä 38
Maintenance
2.4.3.8. Safety instructions for hydraulic tools
The following general instructions and guides will be helpful to
ly
determine if your system components are properly connected.
1 Be sure all hydraulic hoses and fittings are connected to the correct
on
inlet and outlet ports of the pump, cylinders, valves and other system
components. An incorrectly made connection may cause a not
connected jack in question and not pressurized although the
manometer indicates the correct pressure.
2 Be sure all threaded connections are fully tightened and free of
leakage. Seal threaded connections with a high-grade thread sealer.
se
Do not over-tighten any connection.
3 Excessive tightening will cause strain on threads and castings
which could cause fitting failure at pressures below rated capacity.
4 Fully tighten hydraulic connectors (avoid excessive force). Loose
lu
connectors will act as a partial or complete line restriction causing little
or no oil flow and resulting in equipment damage or failure.
5 If the maximum stroke is exceeded the sealing sets of the piston will be
damaged. Pressurized oil will escape and the pressure drops to zero. If this
has happens the jack has to be disassembled, the sealings inspected and
na
if damaged, replaced by new.

6 Do not drop heavy objects on hydraulic hoses. A sharp impact may
cause bends or breaks to internal hose wire strands. Applying pressure
to the damaged hose will cause internal flexing which will eventually
break the hose strands causing the hose to rupture.
er
7 Do not use the hydraulic hose to carry a hydraulic component (i.e.

pumps, cylinders and valves).
8 Avoid sharp bends and kinks when routing hydraulic hoses. If
pressure is applied to a bend or kinked hose, the oil flow will be
nt
restricted causing severe back-pressure. Also the sharp bend and kinks
will internally damage the hose leading to premature failure.
9 Avoid situations where loads are not directly centered on the
ri
cylinder plunger. Off-center loads produce considerable strain on

cylinder plungers and may slip or fail causing potentially dangerous
results. Avoid point loading. Distribute the load evenly across the entire
saddle surface.
fo
2.4 – 88
Manual
10 Always provide clearance for hoses and connectors to avoid moving

objects, abrasion or sharp objects.
11 Use hydraulic gauges which indicate safe operating loads in the
hydraulic system. Do not exceed the safe limit of the lowest rated
ly
component used within your system.
12 Keep hydraulic equipment away from flames and heat. Excessive
heat (above 70°C) will soften packings and seals, resulting in fluid leaks.
on
13 Never attempt to lift a load which exceeds the capacity of a cylinder
or jack. Overloading causes equipment failure and possible personal
injury.
14 Do not overextend the hydraulic jack. The cylinder will take the
load on the plunger stop ring. However, using the full stroke does not
supply power and only adds unnecessary strain to the cylinder.
se
15 Keep oil lines clean. When connector halves are disconnected,
always put on dust caps. Use every precaution to guard unit against
entrance of dirt because dirt and foreign matters may cause pump,
cylinder and valve failures.
lu
2.4.3.9. Loosening of hydraulically
tightened connection
na
Note! Loosening pressure = tightening pressure.

er
To loosen a connection the same oil pressure, or somewhat lower than the
final pressure with which the connection has been tightened, is required.
Prevent overstretching
nt
To prevent overstretching, the hydraulic pressure applied to the studs should

never exceed the tightening pressure plus 5%. Furthermore, operate the
pneumatic driven hydraulic pump according the instructions.
ri
There is no reason to apply a higher pressure than the tightening

pressure. When studs have been tightened to the setting value, the
prestress in the studs may decrease slightly during running of the
engine as a result of the forces incurred in the engine components.
fo
Therefore, the oil pressure in the hydraulic jacks, required for

disassembly will be the same or somewhat lower than the tightening
pressure.
2.4 – 89
Manual
Wärtsilä 38
Maintenance
If one or more nuts can't be loosened at setting value check with a feeler
gauge of 0.05 mm. if the nut is free from the contact surface. If the nut
is free and it is still not possible to turn the nut, the nut is sticking due
to dirt, corrosion or damage. In such case try to turn the nut using a
ly
copper pin and a hammer.
If still not successful don't increase the oil pressure because it serves no
purpose. Applying a too high oil pressure introduces the risk of
damaging the thread in the engine component in which the stud is
on
mounted.
If the nut is not free

1 Check if the oil supply and pressure to all the jacks is correct.
2 Check the quick-release couplings and the non return valves.
se
3 Check if the nut is free from the tools.
4 Increase the oil pressure by maximum 5%.
If the nuts can still not be loosened the connection has previously been
lu
tightened with a too high oil pressure, possible resulting in
overstretched studs. In this case increase the oil pressure till final
setting value + 10%. More than 10% is not allowed as other construction
parts can be damaged.
If, at 10% overpressure, the nuts can not be loosened always replace the
na
studs as they may be overstretched.

If the nuts even at an increased oil pressure are still tight, remove the
tools, cut the nuts off and remove the studs. Fit new studs and nuts.
Make sure no iron parts enters the engine.
er
Note! If e.g one cylinder head nut has to be cut leave the other three nuts
tightened to prevent damage to cylinder head and liner
If, due to any cause, doubt exist regarding the stress in hydraulically
nt
tensioned studs the loosening value must be found.

5 Increase the oil pressure in the hydraulic jacks in steps e.g. of 50 bar.
6 Check after each step whether the nuts can be turned.
ri
7 If this value is more than 10% below the stated value investigate the
reason.
fo
2.4 – 90
Manual
2.4.3.10. Tightening of hydraulically

tightened connection
ly
In order to describe the tightening and checking procedure the
following is defined:
on
Checking the procedure by counting the number of holes
In the circumference of the nut from the stud to be elongated are a
number of holes. The nut can be shifted by using a tool pin which fits
in these holes. Checking of the stetching procedure has to be done by
counting the numbers of holes the nut is shifted. The correct numbers
of holes is mentioned in chapter 2.4.4 in the figures of the related
se
connections
First step, positioning of engine components ( pre–stress )

Turn manually the nuts on the studs and check the nuts moves easily
without feeling any restriction. Tighten the nuts with the tool pin mount the
lu
hydraulic tools and pressurize the hydraulic jacks to the setting value for the
pre-stress.
This pressure is applied to position the engine components to be assembled.
Turn the nuts on with the tool pin. Release slowly the oil pressure in the
hydraulic jacks to prevent damage to the calibrated oil pressure gauge. Now
na
we have obtained a basis for the tightening procedure.
Second step, setting of materials

Pressurize the jacks till setting value of the final stress. Turn the nuts
er
with the tool pin and count the number of holes in the circumference of
the nuts the nuts can be shifted.
When all nuts can be shifted the same number of holes and correspond
with the values mentioned in the chapter 2.4.4. the elongation of all
studs is the same and that is how it should be.
nt
In case one or more nuts can't be turned the same number of holes
compared to the others, remove and inspect the tools on good
functioning and check the engine components for the correct position.
After releasing the jack pressure the force will set the engine
ri
components and nuts and the remaining stress in the studs becomes
somewhat lower.
fo
Third step, obtaining the correct final stress

To correct for "setting of materials" the jacks have to be pressurized
again to the pressure of the value setting of the final stress.
Now the engine components are set it is possible to turn all nuts a little
further. After the jack pressure is released the correct final stress in the
studs will exist.
2.4 – 91
Manual
Wärtsilä 38
Maintenance
Fourth step, checking the correct final stress

To make absolutely sure the connection is correct we have to make a
"checking step". Pressurize the jacks again till setting value of the final
stress and try, with the tool pin, to turn the nuts any further. This may
ly
not be possible.
If that is the case the studs have the required final stress and the
components are correctly connected.
on
Warning! In case it is possible to tighten the nuts more than the prescribed
number of holes or there is still clearance between nut and contact
surface, the connection is NOT safe. In such a case all components
have to be disconnected and examined:
se
– on deviation in material
– wrong assembling
– wrong assembling procedure.
lu
na
2.4.3.11. Torque spanner
Modern technology requires more and more accuracy of threaded

connections. To make this possible a torque spanner is necessary.
er
To apply a torque spanner the following must be known to avoid

mistakes resulting in unsafe connections.
- A torque spanner is a precision instrument that should be handled
with utmost care. Every time after the torque spanner is used the
nt
tension of the spanner should be released before storing in its box.

- The spanner should be kept clean, not dropped and free from water
or dirty oil.
ri
- The spanner is calibrated between 20% and 100% of its scale and has
a tolerance within 4% of its reading. Take care the spanner is
periodically recalibrated.
- Calibrate the torque spanner always in the horizontal or vertical
fo
plane to compensate for the spanner weight.

- Never use the spanner over the 100% scale. Distortion may exist and
readings may become inaccurate.
- Always apply force on the torque spanner in a clockwise rotation and
on the centre of the handle. Only apply force in the direction shown
2.4 – 92
Manual
on the spanner. When the desired torque is reached the spanner

clicks and gives a few degrees of free movement . The spanner
automatically resets for the next torque application if no force is
exerted on the handle.
ly
- Never use a torque spanner to loosen connections.
- A high degree of torque accuracy can be obtained in the application
of the correct lubricant on the thread of the connection. Where the
on
contrary is not mentioned only use engine lubricating oil.
- Keep the torque spanner in line during tightening.
The tightening torques are torque spanner readings and should be
realised by an even tightening of bolt and nut. (if applicable,
crosswise).
- Always apply force on a torque spanner in a slow onćgoing move not
se
passing the required setting. Using the spanner in a fast move will
easily do pass the required setting.
- The rachet requires periodic cleaning and lubrication to ensure
proper operation. Lubricate with a light oil. DO NOT USE GREASE.
lu
Note! Torque spanner in combination with extension
When using a torque spanner (1) with an extension (2), the torque
spanner setting depends on the lengths extension piece.
na
Example for tightening the camshaft sections:

Required torque = 550 Nm.
Length of the torque spanner 950 mm.
Length of the extension piece 350 mm.
Setting = 402 Nm.
er
nt
ri
Torque spanner setting with extension piece in line

fo
Required torque = 550Nm

Setting = 550 x 950 / (950 + 350) = 402 Nm
Fig. 2.4 – 9 Torque spanner – extension

Note! 10Nm = 1 Kgm
2.4 – 93
Manual
Wärtsilä 38
Maintenance
ly
on
se
lu
na
er
nt
ri
fo
2.4 – 94
Manual
2.4.4. Tightening torque and jack pressure

2.4.4.1. Lubricating oil system components
ly
(Chapter 1.2.)
on
Pos. Connection for: Torque
Nm
1. Gear wheel on shaft 41
se
lu
na
1
er
nt
Fig. 2.4 – 10 Lubricating oil pump assembly

ri
fo
2.4 – 95
Manual
Wärtsilä 38
Maintenance
2.4.4.2. Starting air system components

(Chapter 1.3.)
ly
Nm
on
1. Clamp bush air distributor drive shaft 170
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lu 1
na
er
Fig. 2.4 – 11 Starting air distributor drive on camshaft

nt
ri
fo
2.4 – 96
Manual
2.4.4.3. Cooling water system components

(Chapter 1.4.)
ly
Nm
on
1. Connection impeller to shaft 110
se
lu
1
na
2
er
nt
Fig. 2.4 – 12 Cooling water pump

ri
fo
2.4 – 97
Manual
Wärtsilä 38
Maintenance
2.4.4.4. Engine block with bearings

(Chapter 2.5.)
Pos. Connection for: Torque / Nut shifting
ly
Jack
pressure
1. Main bearing stud 400 Nm
on
Main bearing stud Toolnr. :
9622DT232
first step ( pre–stress ) 560 bar
second step ( final stress ) 2170 bar 4.0 – 4.5 holes
third step ( final stress ) 2170 bar Equal (few degrees)
se
fourth step ( final stress ) 2170 bar None
3. Side stud 0 Nm
(20° back)
4. Side stud Toolnr. :
9653DT903
lu
second step ( final stress ) 1550 bar 2.5– 3.0 holes
na

Note! The sequence of stretching side studs and main bearing studs is
important and is described in section 2.5.2.4.
er
nt
ri
3
fo
1 2
Fig. 2.4 – 13 Main bearing
2.4 – 98
Manual
Note! In addition for toolnr. 9622DT913
ly
Jack pres-
sure
on
3. Side studs 0 Nm
(20° back)
4. Side studs Toolnr. :
9622DT913
se
lu
Nm
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1. Cylinder liner clamp 145

er
nt
1
ri
fo
Fig. 2.4 – 14 Cylinder liner clamp
2.4 – 99
Manual
Wärtsilä 38
Maintenance

Nm
1. Explosion valve to cover 25
ly
on
1
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lu
na
Fig. 2.4 – 15 Explosion cover

er
nt
ri
fo
2.4 – 100
Manual
2.4.4.5. Crankshaft, connecting rod, piston

(Chapter 2.6.)
ly
Nm
on
1. Vibration damper and pump drive 3850
2. Split gear wheel on crankshaft 540
3. Split gear wheel 540
4. Turning wheel bolt / crankshaft 8200
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1 2 3
lu
na
er
Fig. 2.4 – 16 Crankshaft

nt
ri
fo
2.4 – 101
Manual
Wärtsilä 38
Maintenance

Jack
pressure
ly
1. Big end stud 200 Nm
2. Big end stud Toolnr. :
9612DT907
on
3. Connecting rod stud 200 Nm
se
4. Connecting rod stud Toolnr. :
9612DT907
third step ( final stress ) 2050bar Equal (few degrees)
lu
na
4
3
er
2
nt
1
ri
Fig. 2.4 – 17 Big end bearing and counter weight

fo
2.4 – 102
Manual
2.4.4.6. Cylinder head with valves

(Chapter 2.7.)
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Nm
1. V–clamp; exhaust to cylinder head 85
on
2. V–clamp; exhaust to compensator 10–14
see procedure in section 1.5.5.1.
se
1
2
lu
na
Fig. 2.4 – 18 Exhaust connection cylinder head
Pos. Connection for: Torque Nm

1. Turbocharger to bracket 780
er
nt
ri
fo
Fig. 2.4 – 19 Turbocharger to bracket
2.4 – 103
Manual
Wärtsilä 38
Maintenance

Jack
pressure
ly
1. Cylinder head stud 600 Nm
2. Cylinder head stud Toolnr. :
9622DT911
on
se
1
lu 2
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Fig. 2.4 – 20 Cylinder head

er
Pos. Connection for: Torque Nm

1. Starting valve 79
2. Starting valve spindle 28
nt
1
ri
2
fo
Fig. 2.4 – 21 Starting valve
2.4 – 104
Manual

Nm
1. Rocker arm bracket 560
ly
2. Locking nut valve clearance 500
3. Cylinder safety valve 150
4. Locking nut bridge piece guide 220
on
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1
2 4
lu
na
er
nt
3
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Fig. 2.4 – 22 Cylinder head upper side

fo
2.4 – 105
Manual
Wärtsilä 38
Maintenance
2.4.4.7. Camshaft and valve drive components

(Chapter 2.8.)
ly
Nm
on
1. Camshaft flange 550
2. Camshaft end journal 200
3. Camshaft end journal cover 200
1 2 3
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lu
na
er
nt
Fig. 2.4 – 23 Camshaft

ri
fo
2.4 – 106
Manual

Nm
1. Actuator drive housing 195
ly
2. Drive shaft nut 100
3. Locking bolt 15
on
Warning! If helical gear wheels are damaged, both gear wheels
have to be renewed as a set.
Special tools are necessary to adjust the gearwheels.
se
lu
na
1
er
2 4
nt
2
ri
0260 3005DT906 a
Fig. 2.4 – 24 Actuator drive

fo
2.4 – 107
Manual
Wärtsilä 38
Maintenance
2.4.4.8. Injection system components

(Chapter 2.9.)
ly
Nm
on
1. Injector gland 140
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na
er
Fig. 2.4 – 25 High pressure fuel injector

nt
ri
fo
2.4 – 108
Manual

Nm
1. Sleeve nut injector 450
ly
2. Connecting piece 200
3. Sealing flange fuel pipe 80
4. HP fuel pipe to connecting piece 200
on
5. HP fuel pipe to fuel pump 180
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lu 3
2
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er
nt
1
ri
fo
Fig. 2.4 – 26 Injector, HP fuel pipe
2.4 – 109
Manual
Wärtsilä 38
Maintenance

Nm
1. HP fuel pump cover 200
ly
2. HP fuel pump cover 100
3. Stop cylinder bolt 30
4. Stop cylinder piston bolt 80
on
5. HP fuel pump to engine block 330
6. Bolt connection fuel rack 20
2 1
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6
3
lu
4
na
5
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Fig. 2.4 – 27 HP fuel pump

nt
ri
fo
2.4 – 110
Manual
2.4.4.9. General table of tightening torques

for not specified bolt connections
ly
When the tightening torque is not specified, use the values from the
table below.
on
Unless stated otherwise all threads and contact surfaces of the nuts and
bolts should be sparingly lubricated with engine oil before tightening.
For general information, see also:
se
- DIN 13
- "VDI Richtliniën 2230"
- DIN - 912 - 931 - 933 - 6912 - 7984.
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Norm bolt connections
Thread Bolt class Torque
Dim. Pitch Nm
na
8.8 2,8
M4 0,7 10.9 4,1
12.9 4,8
8.8 5,5
er
M5 0,8 10.9 8,1

12.9 9,5
8.8 9,5
M6 1,0 10.9 14,0
nt
12.9 16,5
8.8 23,0
M8 1,25 10.9 34,0
ri
12.9 40,0
8.8 46,0
M10 1,5 10.9 68,0
fo
12.9 79,0
8.8 79,0
M12 1,75 10.9 117,0
12.9 135,0
2.4 – 111
Manual
Wärtsilä 38
Maintenance
Norm bolt connections

Thread Bolt class Torque
Dim. Pitch Nm
ly
8.8 125,0
M14 2,0 10.9 185,0
12.9 215,0
on
8.8 195,0
M16 2,0 10.9 280,0
12.9 330,0
8.8 280,0
M18 2,5 10.9 390,0
se
12.9 460,0
8.8 390,0
M20 2,5 10.9 560,0
12.9 650,0
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8.8 530,0
M22 2,5 10.9 750,0
12.9 880,0
na
8.8 670,0
M24 3,0 10.9 960,0
12.9 1120,0
8.8 1350,0
er
M30 3,5 10.9 1900,0

12.9 2250,0
nt
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2.4 – 112
Manual
2.4.5. Adjustments and Tolerances
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2.4.5.1. Adjustments
on
Timing, clearances and settings
Valve clearances engine:
se
– Inlet valve 1.0 mm
– Exhaust valve 1.0 mm
Fuel delivery commencement See test records

Opening pressure fuel injector needle 450 bar
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Nominal speed Speed reduction Overspeed stop
600 rpm at 660 + 10 rpm at 690 + 10 rpm
na
er
nt
ri
fo
2.4 – 113
Manual
Wärtsilä 38
Maintenance
2.4.5.2. Tolerances
ly
Part, measuring point
Sleeve bearings
on
The engine bearings consist of a steel shell onto which a very tiny bonding of
almost pure Aluminium. On this bonding is a running layer of Aluminium alloy.
It concerns bearings for:
– crankshaft
– connecting rod big end
– camshaft
se
A bearing is suitable for use as long as:
– the shell thickness is expected to stay within the given tolerances, until the
next inspection, (see this chapter).
– the inside diameter is within the given tolerances, until the next inspection,
(see this chapter).
lu
– the bearing shell is free of any damage.
– the bearing shell is free of any corrosion.
– the wear pattern is equal.
– the running layer is not overloaded. An overloaded bearing shell can be
recognized by locally melted or smeared lining.
na
New bearings are treated with a corrosion protection oil that has to be removed
before mounting.
Where bearings show heavy wear grooves in the running layer, the quality of the
lubricating oil cleaning process should be observed more carefully.
er
nt
Note! For determination of wear, engine components and measuring

equipment should for some hours first be acclimated at room
temperature ( 20 °C).
ri
fo
2.4 – 114
Manual
Part, measuring point Design measurements [mm] No – Go

Max. Min. Clearance [mm]
Lubricating oil pump (chapter 1.2.)
ly
Backlash driving gear wheel (1)
lubricating oil pump gear wheel (2) 0.41–0.58
Cooling water pump (chapter 1.4.)
on
H.T. cooling water pump gear wheel (3) 0.44–0.58
L.T. cooling water pump gear wheel (4) 0.44–0.58
se
lu
na
4 3
1
er
2
nt
ri
Fig. 2.4 – 28 Gear wheel train

fo
2.4 – 115
Manual
Wärtsilä 38
Maintenance

Cylinder liner (chapter 2.5.)
ly
Cylinder liner diameter:
(fig.2.4 – 28 )Level: I, II, III, IV, V 380.057 380.000
I > 380.900
on
II > 380.600
III, IV, V > 380.300
Cylinder liner cylindricity at TDC 0.02 ––– > 0.06
Cylinder liner height ”A” (incl. “E”) 349.10 349.00 > 348.75
Cylinder liner height ”B” (incl. “E”) 961.1 960.9
se
Anti polishing ring height ”C” 78,0 77,8
Anti polishing ring wall thickness ”D” 10.740 10.693 > 10.65
Notch height “E” 1.6 1.4
lu
E
na
92
147
A
202
er
9612DT401
nt
568 B
ri
9622DT929 C
fo
872
Fig. 2.4 – 29 Measuring the cylinder liner bore
2.4 – 116
Manual

Main bearing (chapter 2.5.)
ly
Crankshaft journal diameter 380.000 379.964
Crankshaft journal straightness 0.015
on
Crankshaft journal coaxially 0.025
Main bearing housing bore 400.036 400.000
Main bearing shell thickness 9.883 9.858
Assembled main bearing bore 380.352 380.266
Main bearing clearance (also ’0’–bea- 0.266–0.388
ring)
se
Crankshaft thrust bearing ring thick- 15.000 14.950
ness
Crankshaft thrust bearing axial clear- 0.25 – 0.50
ance
lu
Camshaft bearing (chapter 2.5.)
Camshaft journal diameter 250.000 249.971
Camshaft bearing housing bore 265.032 265.000
Camshaft bearing bush thickness 7.415 7.395
na
Assembled bearing bore 250.247 250.175

Camshaft bearing clearance (also 0.175–0.276
’0’–bearing)
Camshaft thrust bearing ring thick- 12.000 11.950
ness
er
Camshaft thrust bearing axial clear- 0.20–0.40

ance
nt
ri
fo
2.4 – 117
Manual
Wärtsilä 38
Maintenance

Crankshaft deflection criteria (chapter 2.6.)
–While measuring the crankshaft deflections the commissioning report is considered as
ly
a reference.
–The dial gauge center point on the counterweight is situated 15 mm from the counterweight
/ crankweb mounting face.
–Check the crankshaft alignement accordingly to the procedure in chapter 2.6. All mesure-
on
ments are to be recorded on the special crankshaft alignement document which is supplied
by Wärtsilä. It’s important each and every data is recorded in the document.
–Before taking crankshaft deflections on an hot engine 2), the dial gauge should be warmed
up to the same temperature of the engine in order to avoid temperature influence on the
readings. For instance the dial gauge could be warmed up by placing it on the engine feet
for a while.
–Following limits of misalignement are given for both cold and hot engine.
se
Cold Engine 1) Hot Engine 2)
Description Recommended
Acceptable Acceptable
realignement
[mm] [mm]
[mm]
lu
Max difference between two opposite
0,050 0,080 0,100
readings 3) on the same crank 4).
Max difference between the same
0,035 0,060 0,070
readings on two adjacent cranks 4).
Max difference between two oppo-
na
site readings 3) on the end crank if

0,100 0,100 0,120
coupled to the installation (vertical
direction).
Max difference between the same
readings 3) on the end crank and it’s
er
0,070 0,070 0,080

adjacent crank when coupled to the
installation (vertical direction).
nt
Manoeuvring side Rear side

ri
fo
2.4 – 118
Manual

1) At ambient temperature.
2) At normal operation temperature, which means within 40 minutes after engine running for
more than 6 hours at 60 % load at least.
ly
3) The opposite reading to C is F, between A and E.
4) Except for a coupled end crank.
NOTE:
on
–Not coupled to the installation means both the free and driving end of the engine must be
free from extra loads as for instance the weight of elastic couplings.
–If the values are exeeding the limits:
–Check measurement tool and procedures, see section 2.6.1.
–Check foundation and engine alignement to the driving shaft. Realign if needed.
se
lu
na
er
nt
ri
fo
2.4 – 119
Manual
Wärtsilä 38
Maintenance

Big end bearing (chapter 2.6.)
ly
Crank pin diameter 360.000 359.964
Crank pin straightness 0.015
on
Crank pin coaxially 0.015
Connecting rod big end bore * 378.036 378.000
Big end bore circularity * 0.02 > 0.05
Big end bearing shell thickness 8.916 8.891
Assembled bearing bore * 360.319 360.234
Difference between bore ”A” and ”B” * > 0.02
se
Big end bearing /.crank pin clearance 0.234–0.355
Note! * Big end bores only to be measured with assembled connecting

lu
rod.
na
er
nt
A B
ri
fo
Fig. 2.4 – 30 Measuring the big end bore
2.4 – 120
Manual

Piston / Gudgeon (chapter 2.6.)
ly
Gudgeon pin diameter 175.000 174.988 < 174.970
Connecting rod small end bore 195.029 195.000
on
Small end bearing bush thickness 9.940 9.925
Assembled small end bearing bore 175.179 175.120
Gudgeon pin bearing clearance 0.120–0.191
Gudgeon pin bore in piston 175.075 175.050 >175.077
Clearance gudgeon pin – piston 0.050–0.087
Axial clearance small end bearing – 0.4 – 0.7
se
– piston
Piston
– Compression ring 1 gap 0.8–1.2
– Compression ring 2 gap 2.0–2.4
– Oil scraper ring gap 1.2–1.65
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Piston ring height: 9.987 9.965
Piston ring groove height:
– Groove 1 10.23 10.20 > 10.45
– Groove 2 10.18 10.15 > 10.40
na
– Groove 3 10.09 10.06 > 10.20

Piston ring axial clearance:
– Compression ring 1 0.213–0.265
– Compression ring 2 0.163–0.215
– Oil scraper ring 0.073–0.125
er
Piston diameter at bottom in cross 379.780 379.750

direction of engine
Corresponding clearance piston – liner 0.220–0.307
nt
ri
fo
2.4 – 121
Manual
Wärtsilä 38
Maintenance

Valves (chapter 2.7.)
ly
Exhaust valve guide inner diameter 28.161 28.134 > 28.300
Inlet valve guide inner diameter 28.161 28.134 > 28.300
Valve stem diameter level: I, II, III 28.000 27.979 < 27.900
on
Exhaust valve stem clearance 0.134–0.182 > 0.350
Inlet valve stem clearance 0.134–0.182 > 0.350
Inlet Valve disc hight at ”A” 13.00 12.90 < 12.00
Exhaust Valve disc hight at ”A” 12.00 11.90 < 11.00
Valve disc burning in wear at ”B” > 1.0
se
Oscillation of valve stem and disc at ”C” 0.03 > 0.06
Free length of outer valve springs 201.00 199.00
A
lu
C
C C
na
I II III
B
0
er
66 110 325
Fig. 2.4 – 31 Valve stem and valve disc burning in wear

nt
ri
fo
2.4 – 122
Manual
0,03
ly
+0,0
D 28 - 0,1
D 118
on
D 106
+0,0
D 118 - 0,2 - 0,2°
30°- 0,3°
se
+0,0
D 141 - 0,2
+0,0°
30° - 0,1°
20°
+0,0°
13 - 0,1°
lu
+0,0
D 116 - 0,5
+0,2
D 141 - 0,0
Fig. 2.4 – 32 Inlet valve and valve seat in cylinder head

na
+0,0
D 28 - 0,1
D 104
er
0,03
nt
(D 99) - 0,1°
40° - 0,2°
D 111 +0,0
ri
- 0,2
+3'
D 133 +0,2
- 0,0
40°16' - 3'
+0,0
12 - 0,0
fo
+0,0
D 109 - 0,5
D 131 +0,2
+0,0
Fig. 2.4 – 33 Exhaust valve and valve seat in cylinder head
2.4 – 123
Manual
Wärtsilä 38
Maintenance

Gearwheel train (chapter 2.8.)
ly
Backlash crankshaft gear wheel (1) –
large intermediate gear wheel (2) 0.20–0.46
Backlash small intermediate gear
on
wheel (3) – camshaft gear wheel (4) 0.14–0.35
Backlash camshaft gear wheel (4) –
governor drive unit gear wheel (5) 0.47–0.59
Axial clearance intermediate < 0.30
gearwheel 0.30–0.99 > 1.10 *
Note! * Clearance measured with engine at ambient temperature.
se
lu
5
4
na
2
er
1
nt
Fig. 2.4 – 34 Driving gear

ri
fo
2.4 – 124
Manual

Valve mechanism (chapter 2.8.)
ly
Tappet guide bore (1) 92.035 92.000 > 92.10
Tappet diameter (2) 91.928 91.893 < 91.85
on
Clearance tappet / tappet guide 0.072–0.142 > 0.20
Pin diameter (3) 40.000 39.984
Pin bore in the tappet (4) 40.020 40.005
Clearance pin / bore in the tappet 0.005–0.036
Roller bore (5) 50.041 50.025
Bearing bush outer diameter (6) 49.947 49.930 < 49.90
se
Clearance bearing bush /.roller 0.078–0.111 > 0.15
Bearing bush bore (6) 40.050 40.030 > 40.08
Clearance bearing bush bore /.pin 0.030–0.066 > 0.10
Rocker arm bearing bore (9) 85.102 85.05 > 85.17
lu
Rocker arm shaft diameter (10) 85.000 84.978
Clearance shaft / rocker arm bearing 0.050–0.124
Bridge piece pin diameter (11) 25.041 25.028
na
Pin bore in bridge piece (12) 25.098 25.065 > 25.158

Clearance pin / bore bridge piece 0.024–0.06
er
1,2 9,10
nt
ri
12
4,5
11
fo
3 6
Fig. 2.4 – 35 Valve drive mechanism
2.4 – 125
Manual
Wärtsilä 38
Maintenance

Fuel pump bracket (chapter 2.9.)
ly
Tappet diameter (2) 114.928 114.893 < 114.80
Tappet guide bore (1) 115.035 115.000 >.115.10
on
Clearance tappet / tappet guide 0.072 – 0.142 > 0.20
Pin diameter (3) 50.000 49.989
Pin bore in tappet 50.020 50.005
Clearance pin / pin bore in tappet 0.005 – 0.031
Roller bore (4) 50.105 50.080
Clearance pin / roller bore 0.080 – 0.116 > 0.15
se
lu
na
er
1
2
nt
3
ri
4
fo
Fig. 2.4 – 36 Fuel pump bracket
2.4 – 126
Manual

Injection system (chapter 2.9.)
ly
Nozzle needle lift ’A’ 0.72 0.68 0.77
Distance ’X’ fuel pump 36.05 35.95
on
’A’
se
lu
Fig. 2.4 – 37 Nozzle
na
“x”
er
nt
ri
fo
Fig. 2.4 – 38 HP fuel pump adjustment
2.4 – 127
Manual
Wärtsilä 38
Maintenance
2.4.6. Dimensions and masses

Item Description [kg] Item Description [kg]
ly
1. Main bearing shell 7 8. Crank pin bearing shell 11
2. Cylinder liner 612 9. Piston + pin 195
3. Cylinder head 690 10. Connecting rod 304
on
4. Inlet and exhaust valve 6+6 11. Crankshaft gearwheel 219
5. Outer valve spring 3 12. Camshaft gearwheel 147
6. Fuel injector 1 13. Intermediate gearwheels 202
7. Piston pin bearing bush 6 14. Fuel pump 58
se
1. 2. 3. 4. 5.
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6. 7. 8. 9. 10.
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11. 12. 13. 14.

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Fig. 2.4 – 39 Engine components
2.4 – 128
Manual
Turbocharger A [mm] B [mm] C [mm] Weight [kg]

TPL 65 890 870 1545 835
TPL 69 1045 1025 1855 1475
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TPL 73 1220 1195 2155 2170
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A C
Fig. 2.4 – 40 Turbochargers
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Charge air cooler insert D [mm] E [mm] F [mm] Weight [kg]
6L38B 690 850 1220 550
8L38B 690 850 1220 650
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9L38B 690 850 1220 650

12V38B 670 810 1255 700
16V38B 670 810 1255 750
18V38B 670 810 1255 750
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E
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D F
Fig. 2.4 – 41 Charge air cooler inserts
2.4 – 129
Manual
Wärtsilä 38
Maintenance
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2.4 – 130
Manual
Engine Block with Bearings and Cylinder Liner Wärtsilä 38
2.5. Engine block with bearings and

cylinder liner
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2.5 – 1
Manual
Wärtsilä 38
Engine Block with Bearings and Cylinder Liner
2.5.1. Engine block

The engine block is a one piece stiff nodular cast iron component able
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to absorb internal forces. The engine block carries the underslung
crankshaft. The nodular cast iron main bearing caps (1) are tightened
by hydraulically tensioned studs, two vertically (main bearing cap)
studs (2) and two horizontally (side) studs (3). Together they provide a
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very rigid crankshaft bearing construction.
Camshaft bearing pockets (4), charge air receiver (5), only the lower
part is incorporated in the engine block. A rubber string gasket seals the
sump mounted under the engine block. The crankcase covers are also
sealed by a rubber string gasket. A number of crankcase covers are
equipped with explosion relief valves.
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1
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3
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B–bank A–bank
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Fig. 2.5 – 1 Engine block (free–end side view)

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intervals, tolerances, tools and hydraulic tightening procedures,

see chapter 2.4.
2.5 – 2
Manual
2.5.2. Main bearings
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2.5.2.1. General
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In order to mount the bearing caps always in the same position, it is
necessary to pre-tighten the side stud at the B-bank side first, before
tightening the main bearing cap studs.
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Note! It is essential to follow the sequence described in this chapter of the
manual to avoid bearing and crankshaft damages.
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Main bearing shells are axially guided by lugs to obtain a correct
position during assembly. The crankshaft axial locating bearing,
number '0', differs from the other bearings. The axial forces of the
engine are taken by two sets of thrust rings to limit the axial
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displacement of the crankshaft.

Bearing shells are of a bi-metal type. All main bearing caps are
provided with a temperature sensor. If abnormal temperatures appear
the suspected bearing, the crankshaft deflections, alignment and the
lubricating oil supply have to be checked.
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For maintenance intervals, tolerances, inspections and background

information of hydraulic tightening procedures, see chapter 2.4.
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2.5 – 3
Manual
Wärtsilä 38
2.5.2.2. Removal of a main bearing
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Warning! Never remove two main bearings mounted side by side at the same time.
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Removal side stud nuts
1 Remove the crankcase covers on both sides of the main bearing to
be inspected.
2 Remove the protecting caps from the side studs concerned.
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3 Disconnect the temperature sensor from main bearing cap. Remove
bolts holding the temperature sensor cable.
Take care not to damage the cable and sensor, see fig. 2.5 - 2 .
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Fig. 2.5 – 2 Position bearing temperature sensor

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2.5 – 4
Manual
4 Turn hydraulic jacks 9653DT903 (or 9622DT913) together with

the distance sleeves completely on the side studs, see fig. 2.5 - 3 .
Note! If necessary remove the nipple from the hydraulic jack.
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9612DT212
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9653DT903 9612DT961
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”X”
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Fig. 2.5 – 3 Positioning jack on side stud

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5 Connect HP hoses 9612DT961 between jacks 9653DT903 (or

9622DT913) and hydraulic pump 9612DT212. Open the release valve at
the pump.
6 Check if there is no clearance at "X", between the distance sleeve
and the jack. If there is any clearance turn the jack further on with the
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hydraulic hoses connected until jack pistons are forced in bottom

position. After the pistons are in bottom position turn the jacks one full
turn counter clockwise.
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Note! See section. 2.4.4.4. for jack pressures and nut shifting.
7 Pressurise jacks up to final stress value, see section 2.4.4.4. Check

at which pressure the nuts of the side studs come loose.
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8 Loosen side stud nuts with tool pin 9612DT100 about 5 to 6 holes.
9 Open release valve and slowly lower pressure down to zero.
10 Check if jacks and the nuts of the side studs are loose and remove
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the tool set
Note! Do not remove the side studs yet.
2.5 – 5
Manual
Wärtsilä 38
Removal of main bearing cap nuts

11 Place trolley 9622DT901 on the sliding bars in the crankcase, see
fig. 2.5 - 4 .
12 Place in the recesses in the top plate of the trolley the hydraulic
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jacks 9622DT232 from tool set 9622DT910
13 Place one by one from tool set 9622DT149 the distance pieces
9622DT236 on the jacks and the tie rods 9622DT237 into the distance
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pieces. The lifting tool can be raised and lowered with spindle (1) to
facilitate the insert of the tools.
14 Raise the lifting tool by means of the spindle (1) till the tie rods are
just a few mm free from the main bearing cap stud.
15 Level with adjusting bolts (2) the trolley in such a way that the
distance "X" is equal on both sides of the distance pieces. See fig. 2.5 - 4 .
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16 Turn the tie rods completely on the studs.
17 Raise the lifting tool further till the distance pieces are just touching
the bearing cap. Check if the tie rods are completely turned on the studs.
18 Turn the knurled nuts 9622DT233 on the tie rods and tighten with
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tool pin 9612DT100.
19 Lower the lifting tool.
20 Connect the hoses 9612DT961 to the hydraulic pump 9612DT212,
open the release valve on the pump and tighten the knurled nuts firmly
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to force the jack pistons in bottom position.

21 After the jack pistons are in bottom position turn both knurled nuts
one full turn counter clockwise.
22 Close the release valve on the pump and pressurise the jack till final
stress value. See section 2.4.4.4.
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23 The main bearing cap nuts should now be free from the bearing
caps. Loosen the nuts one full turn (8 holes).
24 Slowly lower the hydraulic pressure till zero and check if the
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knurled nuts and the main bearing cap nuts are loose.
25 Remove the main bearing jacks using the trolley.
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2.5 – 6
Manual
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9622DT236
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9622DT232
1
2 9622DT233
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9622DT236
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”X” ”X”
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9622DT236
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9622DT232
9622DT233
2
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9622DT237
9622DT901
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Fig. 2.5 – 4 Positioning the main bearing jacks
2.5 – 7
Manual
Wärtsilä 38
Removal of main bearing cap

The hydraulic jack (3) for lowering and lifting the main bearing cap is
fitted on the main lube oil supply manifold (4). This jack is called the
main bearing cap centre jack and operates on normal engine lube oil.
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26 Where on the main bearing cap centre jack is mentioned "UP" and
"DOWN" remove the plugs and fit in a nipple (5), part of pump set
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9612DT901.
27 Connect the hoses from the hydraulic pump set 9612DT901 and the
nipples (5) with the delivery hose to the "UP" connection and the drain
line hose to the "DOWN" connection.
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UP DOWN
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5
3
9612DT901
4
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Fig. 2.5 – 5 Lowering the main bearing cap

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28 Bring the "Up-side" of the main bearing cap center jack under a
pressure of approx. 20 bar, the pressure required to lift the cap. Lift the
main bearing cap a few mm against the abutting face. Both main
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bearing cap nuts will come free.

29 Remove the side studs.
30 Maintain the pressure on the "Up-side" of the main bearing cap
center jack and remove the main bearing cap nuts.
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31 Close the valve in the return line of pump set 9612DT901.

32 Change both hoses of position so that the discharge side of the pump
is connected to the "Down-side" and the return hose to the "Up-side"
of the jack. Due to a relief valve in the nipples and hoses, which closes
automatically the lines, the build up pressure will remain in the jack.
2.5 – 8
Manual
33 Open the valve at the pump in the return line. When no friction
exists between bearing cap and engine block the cap slowly moves down
over the stroke of the top section of the centre jack. The lowering speed
may be controlled by throttling of the valve in the return line.
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34 When friction exists the cap may be lowered by pressurizing the
main bearing cap centre jack. The valve in the return line should be fully
opened then. In this case the bottom section of the centre jack is
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working. The stroke of the centre jack is sufficient to bring the cap out
of the friction influence of the engine block. The lowering of the
remaining distance is effected by gravity.
Note! The maximum pressure of the hydraulic pump set 9612DT901 is
internally limited at 150 bar.
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35 In case too high friction exists between bearing cap and engine
block and the maximum pump pressure is not sufficient, the side studs
of the adjacent bearing caps have to be loosened.
Removal of the bearing shells

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36 With the main bearing cap in lowest position the lower bearing shell
can be taken out of the main bearing cap manually
37 In some cases the upper bearing shell can be pushed out manually.
If the bearing shell cannot be pushed out manually, then make use of the
bearing shell driver 9622DT152, see fig. 2.5 - 6 .
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9622DT152
Fig. 2.5 – 6 Bearing shell driver

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38 Bar the crankshaft to make the lube oil hole in the crankshaft
journal fully visible.
39 Insert bearing shell driver into the lube oil hole.
40 Carefully bar crankshaft till driver starts pushing against the
bearing shell and turn slowly further.
2.5 – 9
Manual
Wärtsilä 38
41 After most of the bearing shell is pushed out of the housing the
remaining part can be slide out manually.
2.5.2.3. Inspection of main bearings and
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journals
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Main Bearings
1 Clean bearing shells and check for wear, scoring and other damages.
Journals
2 Main bearing journals should be inspected for surface finish.
Damaged journals, i.e. rough surface, scratches, marks, indents etc.
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should be polished.
Note! No scraping of bearing shells, caps and housings is permitted.

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2.5.2.4. Main bearing assembling
Bearing shell mounting

1 Clean both main bearing shells, cap and journal very carefully.
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Degrease new bearings before mounting.

2 Oil upper bearing shell only at running side. Avoid any oil at the
backside of the shell and bearing cap.
3 Place the end of the bearing shell in the slot of the bearing housing
with the lug guiding in the oil groove and push shell manually as far as
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possible. Usually it is possible to mount bearing shell manually in

position. Support shell sufficiently by hand, see fig. 2.5 - 7 .
Note! Take care the part no. on main bearing shell is facing the driving end
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of the engine and the location lug is in the correct position.

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PUSH BY HAND
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PUSH BY HAND
Fig. 2.5 – 7 Inserting main bearing shell
2.5 – 10
Manual
4 If the bearing shell cannot completely be inserted manually, insert

driver 9622DT152 into the lube oil hole. See fig. 2.5 - 8 .
5 Bar crankshaft carefully until bearing shell is pushed into position.
Take care not to damage the bearing shell lug during turning in.
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6 Remove driver 9622DT152.
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9622DT152
Fig. 2.5 – 8 Pushing the upper main bearing shell into position
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7 Oil the lower bearing shell only at the running side. Avoid any oil
at the back side of the bearing shell.
8 Place lower bearing shell in main bearing cap. Make sure the
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bearing shell positioning lug fits in the recess of the bearing cap and
contact faces are free from damages and indents.
Lifting the bearing cap

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9 Lubricate the bearing cap guiding sides.

10 Connect the two hoses between hydraulic pump 9612DT901 and
the nipples (3) with the delivery hose to the "UP" connection and the
drain line hose to the "DOWN" connection.
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11 Pressurize the main bearing cap centre jack and lift the bearing cap.
Turn on the bearing cap nuts when this is possible.
12 Continue lifting until the cap fits against the contact faces of the
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engine block. Do not increase the pressure of the main bearing cap
centre jack more than strictly necessary to keep the cap lifted. Fit the
main bearing cap nuts and tighten the nuts firmly with tool pin
9612DT100. Check with feeler gauge of 0.05 mm the fitting between cap
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and nuts.
13 Disconnect the hoses from the centre jack and replace the nipples
at the "Up-side" and the "Down-side" in the centre jack with plugs.
Note! The pressure of the hydraulic pump set 9612DT901 is internally

restricted at 150 bar.
2.5 – 11
Manual
Wärtsilä 38
Mounting side studs

14 Fit both bearing cap side studs after cleaning and oiling and check
the conditioning of the O-ring renew if necessary.
15 After the studs are completely turned in, turn the studs about 20 °
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counter clockwise. The side studs should not touch the main bearing cap
studs
16 Tighten the nuts at both side studs by hand, with tool pin
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9612DT100
Side stud B–bank side

17 1st step
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- Turn hydraulic jack 9653DT903 together with the distance sleeve
completely on side stud at B-bank side only, see fig. 2.5 - 3 .
- Connect hose 9612DT961 between jack 9653DT903 and pump
9612DT212, open release valve at pump and tighten jack 9653DT903
further to force the jack piston in bottom position.
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Note! See section 2.4.4.4. for jack pressures and nut shifting.
- Pressurize jack till pre-stress value of the first step and tighten side
stud nut firmly with tool pin.
- Check with feeler gauge of 0.05 mm for any clearance between nut
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and contact face. Clearance should not exist.

- Slowly lower pressure till zero. Tighten the jack to force the jack
piston to bottom position.
- Do not remove the hydraulic tools from the side stud.
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Main bearing cap studs

18 Fit the main bearing cap tool set 9622DT149 and jacks 9622DT232
with knurled nuts 9622DT233 as mentioned in section 2.5.2.2. and take
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care the jack pistons are in bottom position before pressurizing.

19 1st step
- Close the release valve at the hydraulic pump and pressurize the
jacks till the pre-stress value of the first step.
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- Tighten the bearing cap nuts with the tool pin.

- Open release valve at the pump and slowly lower the jack pressure
till zero.
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Tighten the knurled nuts firmly to force the jack pistons in bottom
position.
2.5 – 12
Manual
20 2nd step
- Check if the jack pistons are completely in bottom position.
- Close the release valve at the hydraulic pump and pressurize the
jacks till final stress value of the second step.
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- While firmly tightening the nuts, count and note the number of holes
the nuts can be shifted. The nut shifting should be equal for all the
nuts.
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- Check if the number of holes which the nuts are shifted are within
the values mentioned in section 2.4.4.4.
till zero. Tighten the knurled nuts firmly to force the jack pistons in
bottom position.
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21 3rd step
- Close release valve and pressurize the jacks till final stress value of
the third step and tighten the nuts with the tool pin further. This
should be possible over a few degrees only.
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till zero.
22 4th step
- Close release valve and pressurize the jacks till final stress value of
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the fourth step and try to tighten the nuts with the tool pin further.
This should not be possible.
till zero.
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- Disconnect the hoses and use the trolley to remove the tool set.
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2.5 – 13
Manual
Wärtsilä 38
Side stud B–bank side continued

23 2nd step
- Connect the jack with the pump and open release valve tighten the
jack to force the jack piston to bottom position. After the piston is in
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bottom position turn the jack one full turn counter clockwise.
- Close the release valve at the pump and pressurize the jack till
pre-stress value of the first step. Loosen the side stud nut.
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till zero.
- Check for clearance between hydraulic tools and engine block, so the
side stud finds its own stress-free position. Tighten the side stud
nut again with the tool pin.
- Close the release valve at the pump and pressurize the jack again till
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pre-stress value of the first step. Firmly tighten the side stud nut.
till zero. Tighten the jack to force the jack piston in bottom position.
- Close the release valve at the hydraulic pump and pressurize the jack
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till final stress value of the second step.
- While firmly tightening the nut, count and note the number of holes
the nut can be shifted.
- Check if the number of holes, which the nut has shifted is within the
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value mentioned in section 2.4.4.4.

till zero. Tighten the jack to force the jack piston in bottom position.
24 3rd step
- Close release valve and pressurize the jack till final stress value of the
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third step and tighten the side stud nut with the tool pin further. This
should be possible over a few degrees only.
- Open release valve at the pump and slowly lower the jack pressures
till zero.
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25 4th step
fourth step and try to tighten the side stud nut with the tool pin
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further. This should not be possible.

till zero.
- Disconnect the hose and remove the tool set.
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2.5 – 14
Manual
Side stud A–bank side

26 1st step
- Turn hydraulic jack 9653DT903 together with the distance sleeve
completely on side stud at A-bank side only, see fig. 2.5 - 3 .
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- Connect hose 9612DT961 between jack 9653DT903 and pump
9612DT212, open release valve at pump and tighten jack 9653DT903
further to force the jack piston in bottom position.
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Note! See section 2.4.4.4. for jack pressures and nut shifting.
- Pressurize jack till pre-stress value of the first step and tighten side
stud nut firmly with tool pin.
- Check with feeler gauge of 0.05 mm for any clearance between nut
and contact face. Clearance should not exist.
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- Slowly lower pressure till zero. Tighten the jack to force the jack
piston to bottom position.
27 2nd step
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- Check if the jack piston is completely in bottom position.
- Close the release valve at the hydraulic pump and pressurize the jack
till final stress value of the second step.
- While firmly tightening the side stud nut, count and note the
number of holes the nut can be shifted.
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- Check if the number of holes which the nut is shifted is within the
values mentioned in section 2.4.4.4.
till zero. Tighten the jack firmly to force the jack piston in bottom
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position.
28 3rd step
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third step and tighten the nut with the tool pin further. This should
be possible over a few degrees only.
- Open release valve at the pump and slowly lower the jack pressures
till zero.
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2.5 – 15
Manual
Wärtsilä 38
29 4th step
fourth step and try to tighten the side stud nut with the tool pin
further. This should not be possible.
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till zero.
- Disconnect the hose and remove the hydraulic tools from the side stud.
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30 Fit the protecting caps on the side studs concerned.
31 Re-install the bearing temperature sensor and check the proper
indication.
32 Inspect the crankcase for cleanness e.g. forgotten rags or tools.
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33 Run the pre-lubricating oil pump and check the bearing
lubrication.
34 Close the crankcase.
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2.5 – 16
Manual
2.5.3. Crankshaft axial locating bearing
The axial crankshaft locating bearing is located at the driving end of the
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engine. This bearing is further referred as the '0'-bearing (zero-
bearing). The construction is similar to other main bearings however
the '0'-bearing cap and bearing shells are different in dimensions. The
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axial forces of the engine are taken by two sets of thrust rings (1), which
are accommodated in recesses on both sides of the bearing housing of
the engine block and bearing cap. The axial movement of the crankshaft
is limited by these thrust rings. The lower thrust rings are held in
position against rotation by a locating pin (2) in bearing cap (3). The
'0'-bearing cap is axially guided during lifting by four guiding strips
(4), mounted on the bearing cap. See fig. 2.5 - 9 .
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Main bearing Main bearing
no. 1 no. 0
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Driving end
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1
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4
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3
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Fig. 2.5 – 9 Crankshaft axial locating bearing
2.5 – 17
Manual
Wärtsilä 38
2.5.3.1. Removal of the ’0’–bearing
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Warning! Never remove the main bearing next to the ’0’–bearing at the same
time and never move the crankshaft in axial direction by exerting a
force on the counter weights.
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Before removal of the '0'-bearing, first measure the axial clearance of
the crankshaft. To be able to measure this clearance it is necessary to
move the crankshaft to and fro in axial direction.
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The removal procedure for the crankshaft axial locating bearing is the
same as for the other main bearings.
Measuring the axial clearance.

1 Pre-lubricate the engine for a few minutes.
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2 Move the crankshaft to and fro in axial direction e.g. with a jacking
bolt between flywheel and engine block or foundation.
3 Move the crankshaft as far as possible to the driving end side.
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4 Move the crankshaft as far as possible to the free end side.

5 Move the crankshaft again as far as possible to the driving end side
to be sure there is no oil film between the axial bearing rings.
6 Place a dial gauge between engine block and flywheel and adjust it
to zero.
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7 Move the crankshaft as far as possible to the free end side and read
the dial gauge.
8 Note the value found, and verify the clearance with the
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commissioning report, see also chapter 2.4.5.2. for the nominal

clearance.
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Removal of ’0’–bearing.
9 Remove the '0'-bearing cap and bearing shells according to the
procedure mentioned in section 2.5.2.2. Inspect bearing and journal
according to section 2.5.2.3.
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10 With the '0'-bearing cap in lowest position both axial lower thrust
rings (1) can be removed. The lower thrust rings are secured by locating
pins (2) in the main bearing cap. See fig. 2.5 - 9 .
11 Slide the upper thrust rings downwards, these rings are not
secured.
2.5 – 18
Manual
2.5.3.2. Inspection of axial thrust rings and

thrust collars on the crankshaft.
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1 Clean the thrust rings and check for wear, scoring and other damages.
2 Clean running surfaces of the crankshaft and inspect for surface
finish, scoring and wear. See chapter 2.4.5.2. for tolerances and wear.
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2.5.3.3. ’0’–bearing assembling
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1 Mount upper and lower bearing shells. See chapter 2.5.2.4.
2 Slide the clean upper thrust rings in the recesses.
3 Fit the lower thrust rings in the recesses of the bearing cap. Take
care the locating pins fit properly.
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Note! Check if strips (4) on the bearing cap are still tightened and if locking
plates are in good condition, see fig. 2.5 – 9 .
4 Lift the '0'-bearing cap into position and tighten bearing cap studs
and side studs by hand using the tool pin.
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5 Position the axial lower and upper thrust rings in line by moving the
crankshaft to and fro in axial direction e.g. with a jacking bolt between
flywheel and engine block or foundation.
6 Place a dial gauge between engine block and flywheel and make
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sure that there is axial clearance.

7 Move the crankshaft as far as possible to the driving end side and
keep it in position and adjust the dial gauge on zero.
8 Tighten the side studs and bearing cap studs according to the
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sequence mentioned in section 2.5.2.4.

9 Move the crankshaft to and fro in axial direction.
10 Check the axial clearance, note the value found and verify the
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clearance with the commissioning report, see also section 2.4.5.2. for the
nominal clearance.
11 Re-install the bearing temperature sensor and check the proper
indication.
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12 Fit the protecting caps on the side studs concerned.

13 Inspect the crankcase for cleanness e.g. forgotten rags or tools.
14 Run the pre-lubricating oil pump and check the bearing lubrication.
15 Close the crankcase.
2.5 – 19
Manual
Wärtsilä 38
2.5.4. Camshaft bearings
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The camshaft bearing bushes (1) are shrunk in housings machined in
the engine block. The bearing bushes can be inspected and measured
after removing the camshaft section (2) and journal (3).
In this section only the removal and mounting procedure of the
on
camshaft bearing bushes located in the engine block are described. The
camshaft bearing bush (0) at the driving end is the '0'-bearing bush,
the next is bearing bush is number 1 etc.
For camshaft and camshaft drive see section 2.8.1.
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3 1 2 4 0
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Fig. 2.5 – 10 Camshaft and axial bearing assembly

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2.5.4.1. Inspection of the camshaft bearing bush

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1 Remove the camshaft section and journal of the bearing bush to be

inspected, see section 2.8.2. In case of the '0'-bearing the camshaft
gearwheel (4) with shaft has to be removed, see section 2.8.1.2.
2 Clean the camshaft bearing bush and check for wear, scoring or
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damages. See chapter 2.4.5.2. for measurements and tolerances.

Camshaft bearing bushes are made of bi-metal.
Note! If the inspected bearing bush is worn the others will most probably
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be in the same condition and have to be inspected as well.
3 The camshaft bearing journals should be inspected for surface

finish. Damaged journals, i.e. rough surface, scratches, or other
damages. See section 2.4.5.2. for measurements and tolerances.
2.5 – 20
Manual
2.5.4.2. Removal of the camshaft bearing bush
If the camshaft bearing bush has to be renewed it is necessary to remove
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the camshaft sections on both sides of the bearing concerned and the
camshaft journal, see section 2.8.2.
1 Mount the extracting tools according to fig 2.5 - 11 .
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2 Connect hydraulic jack 9622DT148 with hose to pump 9622DT133.
3 Tighten nut (1) and pressurize the jack to extract the bearing bush
out of the housing.
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1
9622DT148
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9622DT908
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9622DT133
Fig. 2.5 – 11 Connect the hoses to the pump

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4 Stop extracting when the jack piston protrudes 48 mm (which is

nearly the max. stroke of the jack). At this point open the release valve
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at the pump and push down the jack piston by tightening nut (1).
5 Pressurize the jack again and force the bearing bush in this second
stroke completely out of the housing.
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Note! Take care for the weight of the tools when the bearing comes free.
6 Remove the tool set and bearing bush.
2.5 – 21
Manual
Wärtsilä 38
2.5.4.3. Mounting the camshaft bearing bush
1 Clean the camshaft bearing bush housing in the engine block and
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check the bore carefully for any damage.
2 Cool the new bearing bush in liquid nitrogen till a temperature of
approx. -180°C. This temperature is achieved on the moment the liquid
nitrogen stops bubbling.
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Note! Wear special low temperature resistance gloves and safety glasses!
3 Insert the bearing bush by hand in the camshaft bearing bush

housing.
4 The lube oil supply hole in the bearing bush has to come in line with
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the lube oil supply hole in the engine block. Use tool pin 9612DT257 to
position the bearing bush.
Note! The lube oil supply hole of the ’0’–bearing should have the same
position as the other bearing bushes, but tool pin 9612DT257 can
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not be used. There is no supply hole in the engine block, but a
groove. Keep the outside of the bearing bush in line with the outside
of the engine block, see fig 2.5 – 12 .
5 Mount the camshaft journal and camshaft sections, tappets, push

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rods, and fuel pumps. See the chapters concerned.

6 Remove tool set and adjust valve clearances.
7 Check the camshaft spaces for cleanness and lubrication and close
the camshaft covers.
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Fig. 2.5 – 12 ’0’–bearing bush in engine block
2.5 – 22
Manual
2.5.5. Cylinder liner
The cylinder liner (1) is centrifugally cast of a special cast iron alloy. The
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collar is equipped with bores (2) for cooling of the upper part. The inner
part of the collar is provided with an anti polishing ring (3). The liner
is secured during maintenance by clamps (4).The cooling water space
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(5) is sealed by sealing compound between engine block and liner at (6),
and by O-rings at (7). The bottom part of the liner is supported by a rim
(8). Space (9) is not specially cooled, but is in open connection to the
crankcase via two flat side's (10) at the lower part of the liner. The liner
temperature is monitored by 2 sensors fitted in drillings (11) at the
exhaust side.
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3
2
11 1
6
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4
5
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9
10
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Fig. 2.5 – 13 Liner in engine block

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2.5.5.1. Inspection of the cylinder liner
The inside of the cylinder liner can be inspected by endoscope, or after

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removal of the cylinder head. For complete maintenance the cylinder

liner has to be removed.
For maintenance schedule see chapter 2.4.1.
Clean the cylinder liner cooling water spaces and inspect the contact
faces in the engine block during cylinder liner overhaul.
2.5 – 23
Manual
Wärtsilä 38
2.5.5.2. Removal of the cylinder liner
1 Drain the engine cooling water and remove the cylinder head and
piston with connecting rod. See chapters 2.6. and 2.7.
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2 Remove the cylinder liner clamps (2).
3 Disconnect the plug of the cylinder liner temperature sensors.
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4 Fit the cylinder liner lifting device 9622DT914 in position and
tighten the nuts (1) lightly. Check that the lower part (3) of the lifting
device fits properly in the bore and against the bottom part of the liner.
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1
9622DT914
2
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3
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Fig. 2.5 – 14 Liner lifting device

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5 Remove eye bolt (4) and place from extracting tool 9622DT915
frame 9622DT131, tie rod 9622DT132 and hydraulic jack 9622DT148.
Secure the jack with nut 9622DT113 and connect with pump
9622DT133. See fig 2.5 - 15 .
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6 Apply plastic foil to prevent that water or dirt can enter the engine
sump or the oil supply holes in the crankpin when the liner comes free.
7 Pressurize the jack and pull the cylinder liner free from the joint
faces. The maximum stroke of the jack is 48mm. If necessary shorten
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the effective tie rod length.

When the liner starts to move freely, remove the extracting tool and fit
eye bolt (4) in the correct position, see fig. 2.5 - 15 .
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8 Use a crane to lift the liner further carefully out of the cylinder
block.
9 Remove the tools.
2.5 – 24
Manual
7
9622DT148
5
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9622DT915
6
4
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9622DT133 lu
Fig. 2.5 – 15 Lifting the cylinder liner
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Note! Mind the centre of gravity during handling of the cylinder liner and
take care of damage. Free standing liners must be properly
supported.
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CENTRE OF GRAVITY
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Fig. 2.5 – 16 Centre of gravity

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2.5 – 25
Manual
Wärtsilä 38
2.5.5.3. Mounting the cylinder liner
Measuring of the cylinder liner can be done in the engine as well as
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detached.
1 Measure the cylinder liner inner diameter with tool 9612DT401 and
record readings. Use the liner measuring strip 9622DT929 for the
required reference heights.
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9622DT929
92
147
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202
9612DT401
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2 568 1
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872
8
Fig. 2.5 – 17 Measuring the cylinder liner bore

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2 Clean the sealing faces of engine block and liner carefully. If

necessary the sealing faces can slightly be lapped with a lapping ring.
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3 In case of indents or other damages of the sealing faces of the engine

block and\or liner, they have to be reconditioned by grinding.
4 Clean the grooves for the O-rings (1) and replace both O-rings,
apply a thin layer of silicon grease on the O-rings and Molycote TP 42
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at rim (2) and at rim (8). See fig. 2.5 - 17 .

5 Clean and inspect the sealing face locations of the liner O-rings in
the engine block.
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2.5 – 26
Manual
6 Place positioning tool bar 9622DT926 with positioning pins in the

cooling bores marked with 'X'. Marks 'X' on the tool must correspond
with the marks 'X' on the liner rim. See fig. 2.5 - 18 .
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3 9622DT926
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Fig. 2.5 – 18 Marks on cylinder liner
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7 Apply a thin layer of sealing compound on the engine block sealing

face. For sealing compound see the Parts Catalogue.
8 Let the tool bar slide between cylinder head stud (3), at inlet side,
and stud (4) during lowering of the liner. See fig. 2.5 - 18 .
Lower the liner carefully into the bore of the engine block.
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9
10 Apply a little force to press the liner O-rings in the engine block
bore till the collar rests on the engine block.
11 Mount clamps (2), see fig 2.5 - 14 , and tighten the cylinder liner
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clamp bolts to the stated torque according the table of section 2.4.4.4.
12 Connect the plug of the temperature sensors.
13 Mount the piston with connecting rod. Mount the cylinder head and
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refill the engine with cooling water. See chapters 2.6. and 2.7.
14 Check the O-ring seals on water leakage.
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2.5 – 27
Manual
Wärtsilä 38
2.5.6. Replacing cylinder head stud

1 Fit tool 9612DT976 onto the stud and tighten the bolt on top of it.
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Loosen the stud by using a spanner on the bolt (the bolt is provided with
left-handed thread).
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9653DT902
9612DT976
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2 1
”Y”
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Fig. 2.5 – 19 Replacing cylinder head stud

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2 Clean thread and recess in top of the engine block and check for
corrosion.
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3 Clean both thread ends of the stud and check the thread ends are
free of damage by using cylinder head nut and by turning the stud in and
out the threaded hole in the engine block.
4 Grease the thread of the lower part of the stud with preserving
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agent and turn the stud into the threaded hole in the engine block. For
preserving agent see parts catalogue.
5 Tighten the stud with a torque spanner and socket of 55 mm, see
section 2.4.4.6.
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6 Fill the gap (1) between engine block and stud with storage oil till
measurement Y" (50 mm from top side cylinder block). Place the
O-ring at (2) with the aid of tool 9653DT902 between the stud and
engine block to avoid liquids penetrating and causing corrosion, see fig.
2.5 - 19 . For storage oil see parts catalogue.
2.5 – 28
Manual
2.5.7. Crankcase safety valves
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Crankcase explosions result from ignition of a combustible mixture of
lubricating oil, fuel oil or gas and air. Combustion pressure, which
develops following ignition within the confined space, frequently
exceeds the strength of the crankcase housing or covers, causing
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destructive failure. The ignition source may be gas blowćby or an
overheated engine part.
Any part moving relative to another potentially can become excessively
hot through friction to initiate combustion if not lubricated or cooled
properly. All bearings, bushing, thrust surfaces, pistons, etc. as well as
the surfaces these parts touch, are included. Broken piston or rings that
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allows fire in the combustion chamber to blow through to the crankcase
is also a source of crankcase ignition.
Operators must recognize that all engine/compressors have the
potential to develop hot spots capable of igniting crankcase vapours and
producing a crankcase explosion. The potential can be reduced or safely
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contained by attention to good maintenance practices.
Engine stop / cool down period

If a crankcase explosion occurs, allow the equipment to cool down at
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least 15 minutes before attempting to open any crankcase cover doors.

The heat inside the crankcase will promote an inrush of fresh air when
cover doors are removed and hot spots remaining from the explosion
may cause a violent secondary explosion.
If smoke is observed coming from crankcase vents ore breathers, safely
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shut down the equipment and vacate the area.

Smoke from vents or breathers (especially white smoke) is an indication
that a hot spot is vaporizing lubricating oil and is often observed as a
precursor to a crankcase explosion.
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A sudden increase in crankcase pressure is an indication of gas blowćby

probably caused by broken piston rings indicates an increased risk of a
crankcase explosion.
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Working
A corrugated plate valve (1), see fig. 2.5 - 20 , is by a conical shaped
spring (2) forced on an Oćring seat (3) closing the crankcase to the
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outside. In case of an excessive overpressure (explosion) the plate valve

is forced into open position allowing gasses to escape through a number
of baffle plates (4). The baffle plates extinguish the flames. The conical
shape spring closes the plate valve and avoids the entering of fresh air.
2.5 – 29
Manual
Wärtsilä 38
Maintenance
1 Periodically open the plate valve manually over the full stroke and
check plate valve returns to its seat without hamper, see section 2.4.1.
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2 Check conical spring on spring force. Renew oxidised springs.
3 Periodically check by feeler gauge if plate valve is resting on the
Oćring and not on the steel housing. Renew Oćrings if necessary.
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4 After Oćring renewal move plate valve manually over the full
stroke, see point 1.
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Closed
position
4
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3
1
2
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Open
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position
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Fig. 2.5 – 20 Crankcase safety valve

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2.5 – 30
Manual
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2.5 – 31
Manual
Crankshaft, Intermediate Shaft, Connecting Rod, Piston Wärtsilä 38
2.6. Crankshaft, intermediate (PTO)

shaft, connecting rod, piston
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2.6 – 1
Manual
Wärtsilä 38
Crankshaft, Intermediate Shaft, Connecting Rod, Piston
2.6.1. Crankshaft
The crankshaft design features a very short cylinder distance with a
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maximum bearing width resulting in a short engine. The crankshaft is
forged from one piece of high tensile steel.
Counterweights are mounted hydraulically onto the crankshaft webs.
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Main bearings and big end bearings are of the bi-metal type with a steel
back and a soft running layer with excellent corrosion resistance.
At the driving-end the crankshaft is provided with a V-ring for
crankcase sealing. The spilt gear wheel for the camshaft driving is
mounted on the crankshaft by a flange connection.
The crankshaft is provided with a torsional vibration damper at the free
end of the engine.
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Note! For maintenance background information, safety aspects, intervals,
tolerances, and hydraulic tightening procedures, see chapter 2.4.
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2.6.1.1. Crankshaft deflections check
Take crankshaft deflection readings only when engine and foundation

are at ambient temperature.
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1 Lubricate the bearings for a few minutes by running the pre

lubricating pump.
2 Remove crankcase covers at both sides.
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3 Start at cylinder 1 and turn crankshaft clockwise till crankpin is

± 30 ° after Bottom Dead Centre ( BDC ).
This crankshaft position is starting point 'A' for the dial gauge reading,
see fig. 2.6 - 1 .
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operating side non–operating side

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Fig. 2.6 – 1 Taking crankshaft deflection readings
2.6 – 2
Manual
4 Place a dial gauge in between the counter weights in the centre

points at position 'A' and adjust dial gauge at zero. Rotate dial gauge a
few times between centre points and check reading is still at zero.
5 Turn crankshaft till dial gauge is in positon 'B' and record dial
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gauge reading in protocol.
6 Turn crankshaft till dial gauge is in position 'C' and record dial
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7 Turn crankshaft till dial gauge is in position 'D' and record dial
8 Turn crankshaft till dial gauge is in position 'E' and record dial
9 Repeat procedure for remaining cranks.
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10 Compare crankweb deflection readings with readings of
installation protocol or engine test bed report. In case deviations are out
of tolerance investigate reason. If no improvements can be obtained,
consult the nearest Wärtsilä Corporation.
11 Replace crankcase covers.
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2.6.1.2. Measurement axial clearance
crankshaft thrust bearing
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1 Pre-lubricate the engine for a few minutes.

2 Move the crankshaft to and fro in axial direction e.g. with a jacking
bolt between flywheel and engine block or foundation.
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3 Move the crankshaft as far as possible to the driving end side.

4 Move the crankshaft as far as possible to the free end side.
5 Move the crankshaft again as far as possible to the driving end side
to be sure there is no oil film between the axial bearing rings.
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6 Place a dial gauge between engine block and flywheel and adjust it
to zero.
7 Move the crankshaft as far as possible to the free end side and read
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the dial gauge.

8 Note the value found, and verify the clearance with the
commissioning report, see also chapter 2.4.5.2. for the nominal
clearance.
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2.6 – 3
Manual
Wärtsilä 38
2.6.2. Intermediate (PTO) shaft*
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Note! (*) This section has been included for those engines with the PTO
shaft arrangement at free end
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The intermediate (Power Take Off) shaft is an additional power take
off installed on the engine at free end, the current installations are
provided with an internal bearing to support radial loads on the shaft
and to increase the stiffness of the assembly.
The PTO shaft (01) is directly coupled to the crankshaft (02) (see fig.
2.6 - 2 ) by means of a filling plate or a vibration damper (03)
accordingly to the features of each and every specific installation. In
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case of any doubt check the related section on the Spare Part Catalogue
which is delivered for the proper engine.
The PTO bearing is supplied by lubricating oil trought the crankshaft
coupling, see section 1.2.2.1 for more details. Outwards lubricating oil
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leakage is avoided by means of a sealing ring (05) and a leakage pipe (06)
in the bearing cap.
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03
02 01
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05
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04
06
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Fig. 2.6 – 2 Intermediate PTO shaft arrangement.
2.6 – 4
Manual
2.6.3. Connecting rod and piston
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2.6.3.1. General
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The connecting rod of the "Marine type" consists of a connecting rod (1)
with a big end which consists of a big end upper part (2) and a big end
lower part (3).
Between the big end upper part and connecting rod foot an intermediate
plate (4) is mounted.
The piston is of the composite type with a nodular cast iron skirt (5) and
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steel crown (6).
Note! Always handle pistons and connecting rods with care.

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6
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5
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4
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2
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3
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Fig. 2.6 – 3 Connecting rod and piston assembling
2.6 – 5
Manual
Wärtsilä 38
2.6.3.2. Removal and dismantling of piston

and connecting rod
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Removal of of the piston
1 Turn the crankshaft ±20 ° out of TDC.
2 Remove cylinder head, see chapter 2.7., and scrape off the carbon
on
deposits around the upper part of the cylinder liner. It is advisable to
cover the piston top with cloth or paper, pressed tightly against the
cylinder wall to collect the deposits removed. The liner must be free of
carbon to protect the piston rings when removing the piston out of the
liner.
3 Fit the free ends of tool 9622DT919 in the grooves of the
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anti-bore-polishing ring (8). See fig. 2.6 - 4 .
4 Tighten bolt (6) and slowly turn the piston through TDC forcing the
anti-bore polishing ring out of the liner top.
5 Remove the ring from the liner.
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9 8
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9622DT919
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Fig. 2.6 – 4 Removal of anti–bore polishing ring

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6 Remove cloth or paper protection with the collected carbon from the
piston crown.
7 Clean the threaded holes in the piston crown with tap 9622DT163
and fasten lifting tool 9622DT923 with the bolts to the piston crown see
fig. 2.6 - 7 .
2.6 – 6
Manual
8 Turn the piston in bottom position. Remove at both sides of the

engine the crankcase covers.
9 Place from the hydraulic tool set 9612DT907 the tie rods
9622DT230 on each of the 4 studs of the connecting rod / big end bearing
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connection. See fig. 2.6 - 5 .
10 Place at each side of the connecting rod the jacks 9622DT234 over
the tie rods and turn on the knurled nuts 9622DT231. See fig. 2.6 - 5 .
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9622DT230
9622DT231
A
9612ZT125
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A
9622DT234
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Fig. 2.6 – 5 Hydraulic tool connecting rod studs
11 Connect the HP hoses 9612DT961 between pump 9612DT212 and

jacks 9622DT234, open the release valve at the pump and tighten the
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4 knurled nuts by means of tool pin 9612ZT125 until the jack pistons
are fully forced in bottom position.
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9612DT961
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9612DT212
Fig. 2.6 – 6 Connection of the hydraulic tools
2.6 – 7
Manual
Wärtsilä 38
12 Loosen the knurled nuts 9622DT231 one full turn.

13 Close the release valve and pressurise the jacks till final stress
value, see section 2.4.4.5. fig. 2.4 - 17 .
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14 Loosen the connecting rod nuts 3/4 turn (6 holes).
15 Release the jack pressure slowly till zero and check if the knurled
nuts and the connecting rod nuts are loose. Disconnect the hoses and
remove the tool set.
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16 Remove the four nuts from the connecting rod studs.
17 Connect the crane with lifting tool 9622DT923.
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9622DT923
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Fig. 2.6 – 7 Hoisting tool

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2.6 – 8
Manual
18 Hoist the piston-connecting rod assembly a few cm free from the

studs and fit the protecting device 9622DT922 against the connecting
rod foot. See fig. 2.6 - 8
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Note! During hoisting of the piston and connecting rod assembly hold
connecting rod free and take good care not to damage anything.
Check also if the connecting rod foot slides easily into the bottom
on
side of the liner and the piston comes easily out of the liner without
excessive force .
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Fig. 2.6 – 8 Fitting the protecting device

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19 Mark the intermediate plate for remounting at the corresponding

connecting rod and remove the plate.
20 Hoist the piston / connecting rod assembly out of the liner, see fig.
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2.6 - 9
21 Seal the lubricating oil holes in the big end upper part.
22 Remove lifting tool.
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2.6 – 9
Manual
Wärtsilä 38
96922DT923
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96922DT922 lu
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Fig. 2.6 – 9 Hoisting the piston
For temporarily storing and handling of the piston and connecting rod
use fixating tool 9622DT928.
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9622DT928
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Fig. 2.6 – 10 Piston with fixating tool
2.6 – 10
Manual
Separating connecting rod / piston

1 Place the piston/connecting rod assembly top side down on a flat ply
wood surface holding the connecting rod with sling and crane vertical.
2 Remove the retainer spring (9) out of the gudgeon pin hole by using
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pliers 9622DT178.
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9922DT178
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Fig. 2.6 – 11 Removal of the retainer spring
Note! Never compress the retainer spring more than necessary.

3 Control the strain in the sling in such a way that the gudgeon pin
becomes floating" in piston and connecting rod bore. Slide the gudgeon
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pin carefully out of the piston. See fig. 2.6 - 12
Note! Be careful!! The gudgeon pin is heavy and should be supported

during sliding out.
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Fig. 2.6 – 12 Removal of gudgeon pin
2.6 – 11
Manual
Wärtsilä 38
2.6.3.3. Inspection and maintenance of piston

rings and gudgeon pin bearing
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1 Clean all parts carefully. Remove the piston rings with pliers
9622DT260.
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Remove carbon deposits from the piston and piston ring grooves.
Special care should be taken not to damage the piston material.
Never use emery cloth on the piston skirt.
For cleaning from carbon deposits it is advised to immerse the material

in kerosene or fuel oil. Use a carbon solvent - e.g. ARDROX No. 668 or
similar- for cleaning of the piston crown. Do not clean the piston skirt
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with chemical cleaning agents as such agents may damage the
phosphate / graphite overlay.
Check of the piston rings

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When a piston inspection is carried out according the maintenance
program the piston rings may be worn and need to be replaced.
2 Measure the height of the piston ring grooves and height clearance
of the rings in their respective grooves. See clearances and wear limits
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in section 2.4.5.2. Rings, once taken from the piston, should not be
mounted again.
Piston rings should not definitely be replaced during a piston inspection

as long as the rings are not damaged and not taken from the piston. The
liner surface should be in a good condition.
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Check of the piston rings

3 Check the gudgeon pin bearing clearances by measuring the
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gudgeon pin diameters and bearing bores separately.

Measure the gudgeon pin bearing diameter at four different places and
in four directions.
4 Check the plugs at both ends of the gudgeon pin are properly
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secured.
5 Check the oil bores in the gudgeon pin are in good condition.
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2.6 – 12
Manual
2.6.3.4. Assembling and mounting of piston

and connecting rod
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Note! During assembling of piston and connecting rod be sure that
identification marks of components are according to fig. 2.6 – 13 .
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Note! The number of the cylinder concerned is indented in the upper part
of the piston and in the connecting rod. See fig. 2.6 – 13 . When the
piston has to be changed for a new one the same marks have to be
indented at the same position as in the previous one.
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society and
factory marks
All marks on
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the same side

(towards the
driving end for
in–line engines)
VIEW A
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Numbers
on the same side
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Fig. 2.6 – 13 Marks on piston and connecting rod
2.6 – 13
Manual
Wärtsilä 38
Assembling of piston and connecting rod

1 Place the piston top side down on a flat piece of ply wood.
2 Lift the connecting rod by a sling and crane top side down and lower
the connecting rod slowly into the piston.
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Fig. 2.6 – 14 Moving the connecting rod into the piston
3 Line up the gudgeon pin holes of connecting rod and piston.

4 Insert the gudgeon pin into the piston gudgeon pin bore by carefully
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lining the bore in the connecting rod. Push the gudgeon pin completely
in the bore.
5 Refit the retainer spring (9) with pliers 9622DT178.
See fig. 2.6 - 11
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6 Lift the connecting rod together with piston. Mount the piston
lifting tool 9622DT923 and turn the piston / connecting rod assembly
carefully over.
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Mounting of piston / connecting rod assembly

1 Turn the crankshaft to BDC.
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Note! During turning of the crankshaft make sure that the big end bearing
cap assembly is in its normal running position (standing vertical).
2 Mount the piston rings by using the pliers 9612DT250. When new
rings are mounted, check the height clearance with a feeler gauge with
the rings fitted into their grooves.
2.6 – 14
Manual
Note! Make sure the marks “TOP” or the part numbers near the piston ring
slot is pointing upwards
”TOP”
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Fig. 2.6 – 15 Piston on connecting rod
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3 Shift the piston rings with slots equally divided over the
circumference 180 ° opposite to each other. Ample lubricate the piston
rings with engine oil.
4 Clean the cylinder liner bore carefully and lubricate the surface
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with engine oil.

5 Place guide ring 9622DT924 on top of the liner, see fig. 2.6 - 16 .
6 Clean and check the contact surface of the connecting rod foot.
Be sure the oil drillings are open and clean. Make sure the markings on
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the connecting rod foot are on the same side as at the big end bearing
caps. See Fig. 2.6 - 13 .
7 Check and clean the big end bearing upper cap contact surface. Be
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sure the surface is dry and clean.

8 Check condition of both locating pins and holes.
9 Check if the position of the locating pins correspond with the
counter bore holes in the connecting rod foot.
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2.6 – 15
Manual
Wärtsilä 38
10 Place the intermediate plate (5) clean and free from oil in position.
See fig. 2.6 - 16 .
11 Mount protecting plate 9622DT922 against the connecting rod foot
to protect the liner surface.
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12 Lubricate the piston skirt with engine oil.
13 Lower the piston carefully into the cylinder liner.
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Note! Take good care not to damage anything when the connecting rod
foot comes free from the liner
14 Remove the protecting plate 9622DT922 after the connecting rod
foot has passed the liner.
15 Make a final check if the contact surfaces of the connecting rod foot
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and intermediate plate are clean and free from oil.
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9622DT923
9622DT924
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er
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9622DT922
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10
5
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Fig. 2.6 – 16 Lowering the piston and connecting rod into the
cylinder liner
2.6 – 16
Manual
16 Lower the piston completely and take care the foot of the connecting
rod slides easily over the studs (10) without hampering.
See fig. 2.6 - 16 .
17 Remove the lifting tool and the guide ring.
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18 Fit the connecting rod nuts and tighten the 4 nuts with the tool pin.
19 Fit from the hydraulic tool 9612DT907 the tie rods 9622DT230 on
the connecting rod studs. Place both jacks 9622DT234 over the tie rods
on
and fit the knurled nuts 9612DT231. See fig. 2.6 - 5 .
20 Connect the HP hoses 9612DT961 to the hydraulic pump
9612DT212 according to fig. 2.6 - 6 and open the release valve on the
pump.
21 Tighten the knurled nuts completely by means of the tool pin
9612ZT125 to force the jack pistons to bottom position.
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See section 2.4.4.5. for jack pressure and nut shifting.
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22 1st step
- Close the release valve and pressurise the jacks till the value of the
first step ( pre-stress ).
- Tighten the bearing cap nuts by means of the tool pin.
- Open the release valve slowly to lower the pressure till zero.
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- Tighten the knurled nuts completely by means of the tool pin to force
the jack pistons to bottom position.
23 2nd step
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- Increase the hydraulic pressure till the value of the second step ( final
stress ).
- While firmly tightening the nuts with the tool pin count and note the
number of holes the nuts can be shifted. The nut shifting should be
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equal.
- Check if the numbers of holes the nuts are shifted is within the values
mentioned in section 2.4.4.5.
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- Open the release valve slowly to lower the pressure till zero.
- Tighten the knurled nuts completely on by means of the tool pin to
force the jack pistons to bottom position.
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2.6 – 17
Manual
Wärtsilä 38
24 3rd step
- Increase the pressure till the value of the second step ( final stress ).
Tighten the nuts with the tool pin. Further shifting of the nuts should
be possible over a few degrees only.
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- Release the hydraulic jack pressure slowly.
25 4th step
on
- Increase the pressure till the value of the fourth step ( final stress).
Try to tighten the nuts any further. Further shifting of the nuts
should not be possible.
- Release the hydraulic jack pressure slowly till zero, disconnect the
hoses and remove the jacks and tie rods.
26 Fit the anti bore polishing ring with the aid of tool 9622DT919
see fig. 2.6 - 4
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27 Fit cylinder head see chapter 2.7
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2.6.4. Big end bearing
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Note! For removal of the big end bearing shells without removal of
connecting rod and piston see section 2.6.4.2.
2.6.4.1. Removal of big end bearing after

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removal of piston and connecting rod
1 Remove the cylinder head and piston, see chapter 2.7.

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2 Remove the piston and connecting rod, see section 2.6.3.2.

3 Turn the crank pin to B.D.C. and turn the big end bearing top side
down.
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4 Place from hydraulic tool set 9612DT907 the tie rods 9622DT230 on
each of the 4 studs of the big end . See fig. 2.6 - 17 .
5 Place at each side of the big end the jacks 9622DT234 over the tie
rods and turn on the knurled nuts 9622DT231 and tighten with tool pin
fo
9612ZT125.
2.6 – 18
Manual
9622DT230
9622DT231
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9612ZT125
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9622DT234
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Fig. 2.6 – 17 Hydraulic tool big end bearing studs
6 Connect the jacks 9612DT234 with HP hoses 9612DT961 and to the

hydraulic pump 9622DT212 open the release valve at the pump and
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tighten the knurled nuts with tool pin 9612ZT125 to force the jack
pistons to bottom position. See fig. 2.6 - 18 .
7 Loosen the knurled nuts 9622DT231 one full turn.
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9612DT961
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9612DT212
Fig. 2.6 – 18 Connection HP hoses big end bearing

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2.6 – 19
Manual
Wärtsilä 38
8 Pressurise the jacks till final value and use tool pin to loosen the big
end bearing cap nuts 1 turn (8 holes).
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9 Open the release valve and slowly lower the hydraulic jack pressure
to zero and check if the knurled nuts and the big end bearing cap nuts
are loose. Do not yet remove the nuts.
on
10 Disconnect the hoses and remove the tool set.
11 Turn the crankshaft slowly till T.D.C.
12 Turn the big end bearing assembly till the bottom end studs are
pointing to the engine operating side.
13 Place from tool 9622DT920 the two supports 9622DT155 and
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9622DT156 over the crankcase door studs at each side of the crankcase
opening and secure the supports with nuts.
14 Place frame 9622DT154 in between the supports see fig 2.6 - 19 .
Turn the crankshaft slowly in clockwise direction up to about 60 ° after
T.D.C. and leave the big end bearing assembly a few mm free from the
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frame.
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9622DT156 9622DT155
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9622DT154 9622DT158 9622DT157
Fig. 2.6 – 19 Frame and support big end bearing caps

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2.6 – 20
Manual
15 Remove first the 2 lower nuts and place carrier 9622DT157 on

support and slide carrier under the lower big end bearing cap. See fig.
2.6 - 19 .
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16 Place carrier 9622DT158 under the upper bearing cap and secure
the carrier with two bearing cap nuts. Let both bearing caps rests on the
carriers.
on
17 Remove the upper nuts and separate the bearing caps by sliding
them outwards till the end of the support.
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9622DT158 9622DT157
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Fig. 2.6 – 20 Carriers of the big end bearing caps
Note! Take good care for not damaging the bearing shells during removal
er
of the big end bearing caps.

Upper and lower bearing shells are not identical!
18 Take the bearing shells out of the caps. The big end bearing shells,
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crank pin journal and caps can be inspected.

19 Remove the big end bearing caps by using a sling.
20 Cover the bores in the crank pin journal.
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fo
2.6 – 21
Manual
Wärtsilä 38
2.6.4.2. Removal of the big end bearing shells

without removing piston /
connecting rod
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For inspection of only the connecting rod bearings it is not always
necessary to remove the cylinder head and piston. For this purpose
on
supports 9622DT168 are available to keep the piston and connecting
rod in position in the liner with the connecting rod disconnected from
the big end.
1 Remove the connecting rod nuts. See 2.6.3.2.

2 Turn the piston in top and fit the two supports 9622DT168 against
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the bottom rim of the liner. See fig. 2.6 - 21 .
3 Slowly turn the crankshaft and let the disconnected piston /
connecting rod assembly rest on the supports 9622DT168.
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9622DT168
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Fig. 2.6 – 21 Mount piston support

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4 Continue turning and take care the connecting rod foot comes free
from the big end.
Note! Take care the connecting rod is not damaging anything when it
comes free from the big end.
2.6 – 22
Manual
5 Slowly turn the crankshaft with big end to B.D.C.

6 Place the hydraulic tools according to fig.2.6 - 22 , loosen the big
end bearing cap nuts, separate the big end and remove the bearing
shells. See section 2.6.4.1.
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on
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9622DT230
9622DT231
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9612ZT125
9622DT234
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Fig. 2.6 – 22 Fit hydraulic tightening tool

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In case other big ends have to be disconnected from the piston /

connecting rod assembly and the crankshaft has to be turned, use tool
9622DT170 to fixate the individual big end to the crankweb. This to
avoid damage during turning of the crankshaft .
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9622DT170
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Fig. 2.6 – 23 Positioning device
2.6 – 23
Manual
Wärtsilä 38
2.6.4.3. Assembling the big end bearing
1 Remove the protection from the crank pin journal. Clean and
lubricate the journal properly with clean engine oil.
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2 Place the big end bearing lower cap on carrier 9622DT157 into the
support, see fig. 2.6 - 20
on
3 Fit the big end bearing upper cap to carrier 9622DT158 with two
bearing cap nuts and place into the support see fig. 2.6 - 20
4 Clean both bearing shells at both sides and lubricate only the
running side of the shells with engine oil. Check if the bore and joint
faces of the cap are not damaged.
5 Place the upper bearing shell (1) into the bearing cap upper part (2).
Note the upper shell has no holes for the oil flow.
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Note! Check carefully that the positioning lug of the shell fits properly in
the recess of the bearing cap. See fig. 2.6 – 24 .
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2
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Positioning Lug Upper Shell 1)
Lower Shell 4)
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TEXT
6
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Fig. 2.6 – 24 The big end
6 Slide the big end bearing cap-shell assembly carefully to the crank
pin journal. Note that the crankshaft is turned to the right position,
2.6 – 24
Manual
approx. 60 ° after T.D.C. Observe the correct position of the shell in the
cap again, see fig. 2.6 - 19
7 Place the lower bearing shell (4) into the bearing cap lower part(6).
Note the lower shell has holes for the oil flow.
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Note! Check carefully that the positioning lug of the shell fits properly in
the recess of the bearing cap. See fig. 2.6 – 24 .
on
8 Slide the big end bearing lower part together with carrier over the
studs towards the big end journal. The locating pin in the lower bearing
cap fits in the counter hole of the upper part. Check proper positioning
of bearing caps and bearing shells.
9 Turn on the 2 nuts on the upper studs tighten with the tool pin and
remove carrier.
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10 Turn on the 2 nuts on the lower studs tighten with the tool pin and
remove. Remove carrier frame and both supports.
11 Bar the big end to B.D.C. Turn the big end bearing cap assembly
with the 4 bottom end studs pointing vertical upwards.
12 Place from hydraulic tool set 9612DT907 the tie rods 9622DT230 on
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each of the 4 studs of the big end . See fig. 2.6 - 17 .
13 Place at each side of the big end the jacks 9622DT234 over the tie
rods and turn on the knurled nuts 9622DT231 and tighten with tool pin
9612ZT125.
14 Connect the jacks 9612DT234 with HP hoses 9612DT961 and to the
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hydraulic pump 9612DT212 open the release valve at the pump and
tighten the knurled nuts with tool pin 9612ZT125 to force the jack
pistons to bottom position. See fig. 2.6 - 18 .
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15 1st step
- Close the release valve and pressurize the jacks up to the value of the
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first step ( pre-stress ).

- Use the tool pin to tighten the bearing cap nuts completely on. The
nut shifting is not always equal during the first step.
- Open the release valve slowly to lower the pressure down to zero.
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- Tighten the knurled nuts by means of the tool pin to force the jack
pistons into bottom position.
16 2nd step
fo
- Close the release valve and pressurize the jacks up to the value of the
second step ( final stress ).
- While firmly tightening the nuts with tool pin count the number of
holes the nuts can be turned further. The nut shifting should be
equal.
2.6 – 25
Manual
Wärtsilä 38
- Check if the total numbers of holes the nuts are shifted are within
the values mentioned in fig . 2.4 - 17 .
- Release the hydraulic pressure slowly.
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- Tighten the knurled nuts further by means of the tool pin to force
the jack pistons into bottom position.
17 3rd step
- Pressurize the hydraulic jacks up to the value of the third step ( final
on
stress ) and tighten the nuts firmly with the tool pin. This should be
possible over a few degrees only.
- Release the hydraulic pressure slowly down to zero.
18 4th step
se
- Pressurize the hydraulic jacks again up to the value of the fourth step
( final stress ) and try to turn on the nuts any further. This should
not be possible.
- Release the hydraulic pressure slowly. Disconnect the hoses and reĆ
move the tool set.
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na
er
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2.6 – 26
Manual
2.6.5. Crankshaft vibration damper
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Note! This chapter has been included for those engines with the vibration
damper arrangement. Be careful to read when the damper is
installed on the engine, in case of any doubt check the related
section of the Spare Part Catalogue which is delivered for the proper
on
engine.
2.6.5.1. General
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The vibration damper serves to reduce the torsional vibration. The
damper consists of a housing and a free rotating inertia ring supported
by an axial and radial bearing. It forms a totally enclosed unit. The free
space between inertia ring and damper housing is filled with a high
viscosity fluid. The combustion pressure, exerted on the pistons, causes
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vibration in the crankshaft and each variation, produced by such a
vibration, will affect the movement of the inertia ring. The resulting
displacement of the ring to the damper housing is opposed by the viscous
fluid by which the vibration will be reduced. The energy, absorbed
during the process, is converted into heat and cooled by lubricating oil.
na
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The viscous damper fluid is subject to ageing during engine operation.

In sending fluid samples on a regular base to Wärtsilä Corporation the
rate in reduction of the viscosity can be determined. In the analysis the
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quality of the fluid is mentioned and a forecast can be given of the

number of running hours still to go. Dampers with a viscosity out of
range may cause crankshaft breakdown.
The damper cover has two filling holes located 180° opposite each other
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and closed by plugs. If one of the plugs is accessible, a fluid sample can
be taken with the damper in situ. For liquid sampling, a kit can be
ordered from Wärtsilä Corporation service department under part no.
090966325 904A.
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2.6 – 27
Manual
Wärtsilä 38
2.6.5.3. Liquid sampling
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1 Turn the crankshaft until a drain plug is easy accessible, preferably
in vertical position.
2 Unlock the drain plug , using a punch and unscrew plug. Do not yet
on
remove the plug!
3 Unscrew one cap nut from the (plastic) liquid container, the thread
of which corresponds to that of the drain plug in the damper. The sides
of the liquid container have various threads for other damper types.
4 Remove drain plug and screw liquid container instead.
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na
er
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Fig. 2.6 – 25 Liquid sampling
5 Remove outer cap nut from liquid container. Make sure no engine
fo
oil or dirt can enter the liquid container!

6 Again screw on outer cap nut once the liquid has reached the open
end of the liquid container. The filling period of the container may take
from a few seconds up to more than an hour depending on the liquid
condition and temperature.
2.6 – 28
Manual
7 Unscrew container from the damper and fit drain plug using a new
joint ring supplied with the mounting kit.
8 Fit second cap on container.
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If a sample can not be taken in this way proceed as follows:
- If after a while no liquid appears remove second drain plug too.
- Supply nitrogen of 3.5 bar maximum pressure through the drain
on
hole. If no nitrogen is available air may be used provided this air is
properly filtered and dry.
- Once liquid has reached the open end of the container cut off the
nitrogen and fit cap on container.
- After the nitrogen supply is stopped unscrew the container, screw on
the second cap and fit both drain plugs.
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If a liquid sample can not be obtained this way either it can be assumed
the damper liquid has thickened to an inadmissible value necessitating
replacement of damper.
Note! Replace any damaged drain plug.
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9 Renew the O-rings, tighten the drain plugs at a torque of 35 Nm
and lock the drain plugs.
10 After sampling, provide the sample with a label (included in the
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sampling kit) showing the following data :

- serial number of the vibration damper (if possible)
- engine type
- engine number
- number of operating hours
- date of sampling
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Forward the sample to : Wärtsilä Italia S.p.A.

Service Department Trieste
Bagnoli della Rosandra,334
San Dorligo della Valle
nt
34018 Trieste - Italy

Tel. +390403195000
Once the sample is examined the result will be reported to you in
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writing. This report will also include our recommendation.

11 A max. of 10 liquid samples of 1 cm3 each are allowed to be taken.
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2.6 – 29
Manual
Wärtsilä 38
2.6.6. Turning gear
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2.6.6.1. General
on
Engine cranking is done by means of a turning device built on the
engine.
The turning device consists of an electric motor which drives the
turning gear through a gear drive and a worm gear. A remote control
box, including a cable, makes turning from any position near the engine
se
possible. The turning speed is about 3 rpm.
Engaging and disengaging of the turning gear is made possible by lever
(1). The lever is secured by a locking pin (6). See fig. 2.6 - 26 .
An interlock prevents starting in case the turning gear is engaged.
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For fine adjustment of the crankshaft position use the hand wheel (2).
Note! Always keep turning gear engaged when piston(s) is removed

during inspection.
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er
5
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1
7
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2
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Fig. 2.6 – 26 Turning device
2.6 – 30
Manual
2.6.6.2. Turning device maintenance
The turning device needs no maintenance but a change of lubricating
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oil once during the first year of operation. After that the oil should be
changed according the intervals mentioned in section 2.4.1.3. Check
also if the filler vent cap (3) is open.
Drain old oil, preferably warm, through drain hole (4).
on
1
2 Rinse the gear box with clean gas oil.
3 Fill the gear box with oil through the filling hole (5) until the oil
level reaches the sight glass (7). Utmost cleanliness must be observed.
4 Place the filling cap and run the turning gear a few revolutions.
5 Check the oil level and fill if necessary.
se
lu
na
er
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2.6 – 31
Manual
Wärtsilä 38
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on
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na
er
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2.6 – 32
Manual
Cylinder Head with Valves Wärtsilä 38
2.7. Cylinder Head with Valves
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on
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na
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2.7 – 1
Manual
Wärtsilä 38
Cylinder Head with Valves
2.7.1. Cylinder head
The cylinder head is provided with two inlet and two exhaust valves (1),
ly
four valve rotators (2), two bridge pieces (3), a fuel injector (4), a safety
valve, an indicator cock and a starting air valve for each cylinder head
on the A-bank. The starting air valve is described in chapter 1.3. On
on
the B-bank of V-engines the starting air valve is replaced by a dummy
valve.
The cylinder head and exhaust valve seats (5) are cooled by HT cooling
water. The HT cooling water flows from the engine block via drillings
in the cylinder liner collar to the cylinder head through several water
bores (6). HT cooling water flows through an outlet channel (7) at the
top side of the cylinder head and via a flexible pipe connection to the HT
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cooling water outlet manifold.
The valve lifting gear is mounted on the cylinder head by means of six
bolts as described in chapter 2.8. A single pipe connects the cylinder
head with the engine lubricating oil system and takes care for the
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lubrication of the valve lifting gear, bridge pieces and valve stems.
3 2
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7
er
nt
6 4 6
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5 1
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Fig. 2.7 – 1 Cross section cylinder head
Note! For maintenance background information, safety aspects, intervals,

tolerances, tools and hydraulic tightening procedures, see chapter 2.4.
2.7 – 2
Manual
2.7.1.1. Maintenance of cylinder head
Cylinder head hoverhaul consists mainly of measurement checks,
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cleaning, grinding of sealing surfaces and maintenance of cylinder head
components.
Scale formation in cooling water spaces will disturb the cooling effect.
on
Cleaning can be realised by chemical solvents. Contact a specialised
company for chemical cleaning agents.
When scale formation exists, verify the cooling water treatment.
A comfortable manner for maintenance of cylinder heads is with the aid of
a tilting frame 9622DT806. After placing the cylinder head onto the tilting
frame fixate the cylinder head by nuts (9) with threaded rods.
The cylinder head can be turned over and fixed in position by means of
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locking pin (10) in one of the holes (11).
9 10 11
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na
9622DT806
er
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Fig. 2.7 – 2 Tilting frame cylinder head
Inspection cylinder head

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After dismantling, visually inspect the cylinder head carefully for

possible damage.
Clean gas sealing surfaces between cylinder head and cylinder liner.
fo
Check with polishing ring 9622DT807 and grinding paste the condition
of the sealing surfaces on the cylinder head and the cylinder liner.
If reconditioning is necessary this has to be done by an authorized
Wärtsilä Workshop.
2.7 – 3
Manual
Wärtsilä 38
2.7.1.2. Removal of the cylinder head
1 Before commencing maintenance, drain cooling water. See section
ly
1.4.5.4.
2 Remove the "hot box" panels at operating side, by taking the pin (1)
out of the support (21) and pressing the pin into clip (22), so the panel
on
has no support any more, see fig. 2.7 ć 3
3 Now push both lugs (2) of the panel towards each other and the
panel will come loose.
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22
2
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1
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21
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Fig. 2.7 – 3 Removal of hot–box panels

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fo
2.7 – 4
Manual
4 Remove the protecting plates from the exhaust gas connection

between cylinder head and exhaust manifold.
5 Loosen flexible pipe connection of the outlet cooling water pipe and
slide the connection backwards.
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6 Exhaust manifold correction:
- V-Engines:
On the A-Bank connect the exhaust manifold section to the charge
on
air receiver by means of tool 9651DT108 with two bolts M12X25 (4)
and two bolts M16X50 (3). See fig. 2.7 ć 4 . Use for B-bank tool
9651DT109 with two bolts M12 X35 (7) and two bolts M12 X30 (9).
- L-Engines:
Connect with two M12 bolts (12) the exhaust manifold section (13)
to the cooling water outlet manifold (14). See fig. 2.7 ć 4 .
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8
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3 7
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4 9
5
10
16 9651DT108
9651DT109
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A–BANK B–BANK
14
nt
12
15
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13
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Fig. 2.7 – 4 Removal of cylinder head

7 Remove from the cylinder head exhaust connection the four bolts
of the V-clamp (10) and remove the upper part of the V-clamp.
8 Remove from the inlet air bend the bolts in the cylinder head.
2.7 – 5
Manual
Wärtsilä 38
9 Remove the upper part of the cylinder head protection cover.

10 Turn crankshaft until the piston is at T.D.C. for combustion. Check
correct position (inlet- and exhaust valves closed and both push rods
should rotate freely).
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11 Loosen and remove the valve lifting gear (8), see fig. 2.7 ć 4 . and
section 2.8.3.1.
12 Remove the lower part of the cylinder head protection cover and the
on
pushrods.
13 Disconnect the fuel drain lines, the HP fuel line , the pilot starting
air line, the cylinder head lubrication supply pipe and cover all holes
against dirt penetration.
14 Disconnect the connector at (16) for the exhaust gas temperature
monitoring sensor, see fig. 2.7 ć 4 .
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lu
na
er
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2.7 – 6
Manual
15 Remove the protecting caps from the cylinder head stud. Make sure
the thread of the cylinder head studs are clean and free of damages.
16 Fit the hydraulic tool set 9622DT911 in position according to fig.
2.7 ć 5 and connect the HP hoses 9612DT961 and HP hose set
ly
9622DT146 to the hydraulic pump 9612DT212.
9612DT100
on
17
18
9622DT911
se
lu
na
er
9622DT146
nt
9612DT961 9612DT212
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Fig. 2.7 – 5 Loosening the cylinder head nuts
2.7 – 7
Manual
Wärtsilä 38
17 Open the pressure release valve on the hydraulic pump and tighten
the knurled nuts (17) completely to force the pistons (18) of the jacks
into bottom position.
After the four pistons of the jacks are in bottom position turn the
ly
knurled nut one full turn counter clockwise (8 holes loose).
18 Pressurise the hydraulic jacks to setting value and loosen the
cylinder head nuts 3/4 of a turn (6 holes) with tool pin 9612DT100.
on
19 Open the release valve and slowly lower the pressure till zero and
remove the hoses. Check if the knurled nuts and the cylinder head nuts
are loose and remove the tool set.
20 Remove the cylinder head nuts.
21 Fit lifting tool 9612DT974 on the cylinder head.
- Lift the cylinder head a bit to drain the possible remaining water
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outside the cylinder liner
- During lifting push the push rod protecting pipes downwards to the
cylinder block.
- Slide the push rod protecting pipes out of the cylinder head
- Check if the starting air pipe is free as well.
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- Hold both push rod protecting pipes in situ till the cylinder head is
completely removed to avoid possible damage.
na
9612DT974
er
nt
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Fig. 2.7 – 6 Lifting the cylinder head
2.7 – 8
Manual
22 Remove the "O" ring (19), see fig. 2.7 ć 7 . Fit the protecting ring
9622DT356, see fig. 2.7 ć 8 , to protects the gas sealing and injector tip
when the cylinder head is directly placed onto the floor. Lower the
cylinder head vertically.
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19
on
20
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Fig. 2.7 – 7 Cylinder head on liner
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23 Remove the gas sealing ring (20), see fig. 2.7 ć 7 .
24 Remove both push rod protecting pipes.
25 Cover the cylinder opening and holes to the camshaft space with a
na
piece of plywood or similar.

er
nt
ri
fo
9622DT356
Fig. 2.7 – 8 Protecting ring for cylinder head
2.7 – 9
Manual
Wärtsilä 38
2.7.1.3. Mounting of the cylinder head
1 Renew the sealing rings of the inlet air bend, starting air line and
ly
push rod protecting pipes.
2 Place a new gas sealing ring (20) on top of the cylinder liner.
3 Turn crankshaft until the piston is at T.D.C. for combustion and be
on
sure the valve tappets for inlet and exhaust rest on the base circle of the
cams.
4 Mount lifting tool 9612DT974 to the cylinder head. See fig. 2.7 ć 6 .
5 Lift the cylinder head and remove the protecting ring 9622DT356.
Clean the sealing surfaces and use a new cylinder head O-ring (19) see
fig. 2.7 ć 7 . Lubricate the O-ring with silicon grease.
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6 Lubricate the O-rings for the push rod connecting pipes with
silicon grease. Slide the push rod protecting pipes into the cylinder head.
7 Lower the cylinder head onto the liner and take care that the
starting air connecting pipe and push rod protecting pipes slide into the
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O-rings without friction.
8 Tighten the cylinder head nuts by means of tool pin 9612DT100.
9 Place the hydraulic tool set 9622DT911 in position and connect
the HP hoses according fig. 2.7 ć 5 .
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10 Open the pressure release valve on the hydraulic pump and tighten
the knurled nuts completely to force the pistons of the jacks into bottom
position.
Note! See section 2.4.4.6. for jack pressure and nut shifting.
er
11 1st step
- Close the pressure release valve on the pump and pressurize the
nt
jacks till the value of the first step ( pre-stress ).

- Tighten the nuts by means of tool pin until firm contact between the
nuts and cylinder head is obtained.
ri
- Open the pressure release valve on the pump and slowly lower the
jack pressure till zero.
- Turn the knurled nuts down by means of the tool pin to lower the
jack piston into bottom position.
fo
2.7 – 10
Manual
12 2nd step
- Close the pressure release valve and increase the hydraulic pressure
till the value of the second step ( final stress ).
ly
- While firmly tightening the nuts by means of tool pin. Count the
number of holes the nuts can be turned further. The nut shifting
should be equal on all nuts.
on
- Check if the total number of holes which the nuts are shifted is
within values mentioned in fig 2.4 - 20 .
- Open slowly the pressure release valve and lower the hydraulic jack
pressure till zero.
- Turn the knurled nuts further down to lower the jack piston into
bottom position.
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13 3rd step
- Close the pressure release valve and increase the jack pressure till
the value of the third step ( final stress ).
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- Tighten the nuts by tool pin any further. This should be possible over
a few degrees only.
- Slowly open the release valve and lower the hydraulic jack pressure
till zero.
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14 4th step
- Close the pressure release valve and increase the jack pressure till
the value of the fourth step ( final stress )
er
- Try to tighten on the nuts by tool pin any further. This should not
be possible.
- Slowly open the pressure release valve and lower the hydraulic jack
pressure till zero.
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15 Disconnect the HP hoses and remove the hydraulic tools.

16 Fit the protecting caps over the cylinder head studs.
ri
17 Connect the connector of the exhaust gas temperature sensor to the

cylinder head. See fig. 2.7 ć 4 .
18 Connect the pilot starting air line, the cylinder head lubrication
supply pipe, the HP fuel line and the fuel drain lines.
fo
2.7 – 11
Manual
Wärtsilä 38
19 Apply high temperature resistant lubricant to the inside of the

V- clamping ring and to the four bolts. Mount the upper part and
lower part of the clamping ring on the exhaust connection.
20 Remove, depending on the A-or B Bank, tool 9651DT107 or
ly
9651DT108 holding the exhaust manifold in place. See fig. 2.7 ć 4 .
21 Tighten the 4 bolts of the clamping rings crosswise till the correct
torque, see section 2.4.4.6.
on
22 Mount the bolts of the inlet air bend.
23 Mount the protecting plates for the exhaust gas manifold.
24 Renew the gasket of outlet cooling water pipe and fit the flexible
pipe connection.
25 Check if the piston is in T.D.C. position.
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26 Fit the valve lifting gear on the cylinder head. Observe the
mounting torques mentioned in the settings. See also section 2.8.3.3.
27 Mount the lower part of cylinder head protection cover.
28 Adjust the valve clearance. See section 2.7.2.
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29 Fill the engine cooling water system and check on leaks.
30 Prelubricate the engine, check connections on leaks and check valve
lifting gears on lubrication.
31 Mount the cylinder head protection cover upper part and the "Hot
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box" panels.
32 Before starting turn the crankshaft two revolutions with the
indicator cocks open, to ensure that there is no liquid on top of the
piston.
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2.7 – 12
Manual
2.7.2. Adjusting the valve clearance
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Note! Adjust valve clearance only after a cooling down period of 30
minutes. Adjust inlet and exhaust valves as sets.
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Checking the valve clearance
1 Remove cylinder head upper part cover.
2 Turn piston in TDC position and check valve spring load is taken
off the pushrods. (Push rods should rotate freely)
3 Remove oil film between pivots by tapping a few times with a plastic
hammer on the ends of the valve levers of the rocker arms.
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4 Lift bridge piece (3) a little and place a feeler gauge of 0.05 mm at
(4) between fixed pivot and valve stem.
5 Lower bridge piece and check if feeler is not movable.
6 Lift bridge piece, remove feeler gauge and repeat the same
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procedure at (5) between adjustable pivot (6) and the valve stem.
7 If the difference between (4) and (5) is more than 0.05 mm the
bridge piece has to be levelled, continue with point 10.
8 If the clearance is less than 0.05 mm place feeler gauge 9622DT162
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at (8) between bridge piece (3) and thrust cup (9). Check if valve
clearance is correct. For valve clearance see section 2.4.5.1.
9 If the valve clearance is more than 0.1 mm out of range the valve
clearance has to be adjusted, continue with point 17.
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9 1 2 6 7
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4 5
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Fig. 2.7 – 9 Valve clearance adjustment
2.7 – 13
Manual
Wärtsilä 38
Levelling the bridge piece

10 Loosen locking nut (7) of adjustable pivot (6) in bridge piece (3).
11 Turn adjustable pivot (6) a few turns out, so far that it is free from
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the valve stem.
12 Place dial gauge on the bridge piece and adjust to zero see fig. 2.7 ć 9 .
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13 Turn adjustable pivot (6) in till the pointer of the dial gauge just starts
to move.
14 Tighten locking nut (7) by hand without turning the adjustable pivot.
15 Check the clearance according to the procedure of point 4 till 7.
16 Tighten locking nut (7) further, to the correct torque, without
turning the adjustable pivot. For torque setting see section 2.4.4.6.
Adjusting the valve clearance
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Note! Condition before adjusting of the valve clearance is that the bridge
piece (3) is levelled.
17 Loosen locking nut (1) and adjustable pivot (2) a few turns out.
18 Place feeler gauge 9622DT162 at (8) between bridge piece (3) and
thrust cup (9). For valve clearance see section 2.4.5.1.
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19 Turn adjustable pivot (2) down with feeler gauge inserted until
feeler is just tight and stiff movable.
20 Tighten locking nut (1), to the correct torque, without turning the
pivot. For torque settings, see section 2.4.4.6..
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21 Remove feeler gauge and repeat the complete procedure for the
other pair of valves.
22 Fit cylinder head upper part protection cover.
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2.7 – 14
Manual
2.7.3. Exhaust and inlet valves

The valve stem is guided in the valve guide (4) where it is lubricated and
sealed with the aid of O-ring (5)
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The valve guides and seats are cold forced fitted in the cylinder head.
The valve is fixed to the valve rotator by means of cones (7).
Valve rotators are further described in section 2.7.4.
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Note! Exhaust valves (1) and inlet valves (2) differ in material and must not
be mixed. Inlet valves can be recognised to the concentric recess
(3) in the valve disc and at the notation at the valve stem top.
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7
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5
4
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3
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1
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Fig. 2.7 – 10 Valves
2.7 – 15
Manual
Wärtsilä 38
2.7.3.1. Removal of the valves
The valves can be removed if the cylinder head has been taken off the
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engine and the injector removed. See section 2.9.4.1. .
1 Place tool assembly 9622DT801 in position and mount with two
M16 nuts to the cylinder head. See fig. 2.7 ć 11 .
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2 Mount the hydraulic jack 9622DT147 with stud and eye nut to the
tool assembly. Leave about 40 mm distance between jack and nut to
allow the springs to expand after removal of the cones.
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40 mm
9622DT147
9622DT801
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9622DT133
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Fig. 2.7 – 11 Removal of valves

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3 Use hydraulic pump/hose set 9622DT133 to press the spring

assembly down far enough to remove the valve cones (7). See fig.
2.7 ć 10 .
4 Open the pressure release valve on the pump slightly to unload the
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valve springs slowly. Take care the springs are fully discharged before
removing the tools.
5 All 4 rotators and springs can now be removed.
Take care to keep the cones, springs and rotators pair by pair.
Take care not to damage the spring coating.
2.7 – 16
Manual
2.7.3.2. Check and reconditioning of valve disc

and valve seat
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1 Checking;
If pitting exists over nearly the entire sealing face or if imperfect sealing
is observed, valve discs and valve seat rings should be machined.
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2 Machining:
Inlet and exhaust valve seat rings can be machined with grinding or
cutter tools to a maximum diameter. For tolerances and angles see
section 2.4.5.
Replace valve seat rings after exceeding the maximum diameter.
Note! Grinding with grinding paste is not permitted in order to maintain
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the difference in angle between valve seat ring and valve disc.
Tools and instructions for reconditioning of valve discs and seat rings
are available through Wärtsilä Corporation Service Department or
through your local Wärtsilä service agent.
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3 Blueing test:
Apply marginal Prussian Blue on the contact surface of the valve disc.
Place the valve in the cylinder head and make a contact print by
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slamming the valve onto the valve seat rings. Do not rotate the valve.
The obtained contact area should be for inlet, for exhaust valve seats
and for valve seat rings as shown, see fig. 2.7 ć 12 .
Inlet Exhaust
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30–100%
10–60%
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recess 10–60%
30–100%
outer contact inner contact

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Fig. 2.7 – 12 Blueing test
2.7 – 17
Manual
Wärtsilä 38
2.7.3.3. Valve seats
Valve ring seats are cold fitted into the cylinder head and fit in the
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cylinder head with high force.
Removing of the exhaust valve seat
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1 Turn the cylinder head up side down. Clean inner side of the valve
seat and place from tool set 9622DT808, disc set (1) (consisting of 4
tightening pieces), tie rod (2) together with nut (3) in the valve seat. Be
sure that the rim on the outside of the four tightening pieces fit in the
recess between the valve seat and the cylinder head. Secure the discs set
by tightening nut (3) with a torque of 100 Nm. See fig. 2.7 ć 13 .
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9622DT148
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5
2
3
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4
1
9622DT808
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9622DT133
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Fig. 2.7 – 13 Removing exhaust valve seats
2 Place bridge piece (5) with the pin with the biggest diameter in the
injector sleeve hole. Connect the hydraulic jack 9622DT148 and connect
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the pump 9622DT133.

3 Apply pressure up to 500 bar if necessary release pressure and
increase slowly the pressure again up to max 550 bar. If needed repeat
this procedure a few times to loosen the seat. Pull the valve seat (4) out
of the cylinder head.
2.7 – 18
Manual
4 Loosen nut (3) and remove the valve seat ring from the tool.
5 Clean and degrease valve seat recesses in cylinder head and check
diameter in two directions at two heights. Compare diameters with
nominal dimensions mentioned in section 2.4.5.
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Removal of the inlet valve seat
1 Turn the cylinder head up side down. Clean inner side of the valve
on
seat ring and place from tool set 9622DT810, disc set (5) (consisting of
4 tightening pieces), tie rod (2) together with nut (3) in the valve seat.
Be sure that the rim on the outside of the four tightening pieces fit
properly under the valve seat ring (7). Secure the disc set by tightening
nut (3) with a torque of 100 Nm. See fig. 2.7 ć 13 .
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5
2
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3
7
6
9622DT133
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Fig. 2.7 – 14 Removing inlet valve seats
2 Place bridge piece (5) with the pin with the biggest diameter in the
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injector sleeve hole. Connect the hydraulic jack 9622DT148 and connect
the pump 9622DT133.
3 Apply pressure up to 500 bar if necessary release pressure and
increase slowly the pressure again up to max 550 bar. If needed repeat
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this procedure a few times to loosen the seat ring. Pull the valve seat ring
(6) out of the cylinder head.
4 Loosen nut (3) and remove the seat ring from the tool.
2.7 – 19
Manual
Wärtsilä 38
Mounting of exhaust and inlet valves

Note! Wear low temperature resistance gloves and safety glasses during
handling of deep frozen engine parts and take notice of the safety
measures of the suppliers from the liquid nitrogen. Before mounting
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a new valve seat, check condition of valve guide see section 2.7.3.4.
1 Degrease valve seat rings.
2 Procedure for exhaust valve seat ring:
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- Heat cylinder head slowly and equally, up to 90°C.
- Cool exhaust valve seat ring e.g. in a deep freeze unit down to ć50°C.
- Lubricate Oćring (12) with silicon grease and place it into the
groove of the valve seat, see fig. 2.7 ć 15 .
- Apply a sealing compound at the biggest outer diameter of the
valve seat. Type of sealing compound is mentioned in the parts
catalogue.
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- Continue direct with mounting the seat in the cylinder head.
3 Procedure for inlet valve seat:
- Heat cylinder head slowly and equally, up to 90°C.
- Cool inlet valve seat in liquid nitrogen down to ć180°C.
- Continue direct with mounting the seat in the cylinder head.
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4 Place the cooled inlet valve seat (8) or exhaust valve seat (9) onto
tool 9622DT811 and immediately into the cylinder head recess. Fixate
the tool with plate (13) and nut (14) and keep tool tight for at least 5
minutes to keep the seat in correct position during warming up.
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Note! Inlet and exhaust valve seats require different counter plates,
exhaust (10) and inlet (11), see fig. 2.7 – 15 .
5 After mounting of the exhaust valve seat and cooling down of the
cylinder head it is strongly advised to make a water pressure test (10
bar).
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14
11 8 13
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9622DT811
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10 9 12
Fig. 2.7 – 15 Mounting valve seats
2.7 – 20
Manual
Machining of the valve seat

6 Although the angle of the valve seat ring is accurate machined, due
to the shrinking process of the valve seat in the cylinder head, the seat
will slightly deform in profile resulting in small deviations of the
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required valve seat angle with the valve.
Every time a new valve seat is mounted the valve seat has to be
machined and the blueing test has to be carried out, see section 2.7.3.2.
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Note! For machining of the valve seats, see the special instructions
delivered with valve seat cutter tool set 9612DT807 (electric–driven)
or with valve seat grinding machine 9612DT369 (air–driven).
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2.7 – 21
Manual
Wärtsilä 38
2.7.3.4. Valve guide
Clean and inspect the valve guide.
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Measure the inner diameter of the valve guide, see section 2.4.5.2.
Renew if necessary.
Extracting the valve guide
on
1 Place cylinder head on a side and fit extractor 9622DT988 in
conjunction with jack 9622DT148.
9622DT988
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9622DT148
Fig. 2.7 – 16 Extracting the valve guide

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2 Connect jack 9622DT148 to the hydraulic pump 9622DT133 and

apply pressure, continue till the guide is extracted from the cylinder
head.
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3 Clean and degrease valve guide recess in cylinder head.
Mounting the valve guide

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Mounting procedure for inlet and exhaust valve guide (8) is similar.
1 Heat cylinder head slowly and equally till 90°C.
2 Cool valve guide in liquid nitrogen till bubbling stops (-180°C).
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Note! Wear low temperature resistance gloves and safety glasses during
handling of deep frozen engine parts and take notice of the safety
measures of the suppliers from the liquid nitrogen.
3 Place valve guide into the cylinder head. Check that the valve guide
is completely inserted.
2.7 – 22
Manual
Note! If the valve guide is renewed the contact surface of the valve disc
and seat have to be checked by the blueing test, see section 2.7.3.2.
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2.7 – 23
Manual
Wärtsilä 38
2.7.3.5. Assembling of valves
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1 Check valve springs on cracks and wear marks. Replace springs in
case of wear marks or other damage.
2 Clean valve guides thoroughly and fit new Oćrings (9).
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9
8
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Fig. 2.7 – 17 Detail valve guide

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3 Lubricate valve stems with clean engine oil.

4 Fit valves and check the free movement. Before the valve touches
the valve seat be sure the seat surfaces are absolute clean. Replace
valves in their original locations.
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5 Carry out the blueing test, see section 2.7.3.2.

6 Install springs and rotators make sure the contact surfaces of
springs and valve rotators are undamaged and clean.
7 Place assembling tool 9622DT801 in combination with jack
9622DT147 in position, see fig. 2.7 ć 11 .
2.7 – 24
Manual
8 Compress valve springs and fit valve half-cones.

9 Open the pressure release valve slowly. Check if valve half-cones
do fit properly during releasing the pressure and if clearances
between the two valve halves is equal.
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on
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2.7 – 25
Manual
Wärtsilä 38
2.7.4. Valve rotators
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2.7.4.1. General
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Exhaust and inlet valves are provided with valve rotators devices. These
devices slightly rotate the valves at every valve stroke. The valve
rotation results in an even heat distribution with better metallic contact
between valve and valve seat. That improves the wear which patterns
and considerably extends the maintenance interval period of the valve.
Inlet and exhaust valves are provided with a valve rotator which rotates
the valves during the opening stroke of the valve.
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During maintenance only engine lube oil should be used. Do not grease
the steel balls of the valve rotator bearings as this may result in a less
effective working of the rotator.
Valve rotators should periodically be checked on working i.e. the valve
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spindle should rotate slowly. At each valve maintenance the valve
rotator should be checked on wear. During maintenance work the
rotator components should be kept as a set and all steel balls should be
kept into their original pocket as well.
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3 1 7 4
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2 6
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Fig. 2.7 – 18 Valves rotators

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2.7 – 26
Manual
2.7.4.2. Maintenance of inlet & exhaust valve

rotators
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1 After removal of the valve half cones (7) the inlet valve rotator
assembly can be removed.
2 Turn the assembly top side down on a workbench.
on
3 Remove the retaining circlip (6).
4 Remove the cover plate (2).
5 Remove the spring disc (3).
6 Remove steel balls (4) with springs while marking their position in
the rotator body.
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7 Clean rotator body (1) and other components.
8 Check the components on wear and damage. Renew the entire unit
in case a single component is worn.
9 Assemble the parts with clean engine oil. Do not use grease.
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10 After mounting on the engine check if the valve rotator revolves.
2.7.5. Indicator cock and safety valve

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Indicator cock
Each cylinder head is provided with an indicator cock (1). The inside
construction is such that pressure in the cylinder closes the valve.
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Consequently the force needed to close the valve is relatively low.

1 Previous to an engine start close the indicator cocks with just
enough force to close the sealing surfaces. The cylinder pressure will
further close the valve.
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2 After an engine stop open the indicator cocks only half a turn. In
this process the tightening effect due to the temperature decrease will
not occur.
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3 Avoid inadvertent tightening during measuring cylinder pressures.

4 Add high temperature resistant lubricant (up to 1000°C) to spindle
threads when it gives friction.
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5 Use always tool 9612SW510 to open and close the indicator cocks
(1), see fig. 2.7 ć 19 .
2.7 – 27
Manual
Wärtsilä 38
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1
on
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Fig. 2.7 – 19 Indicator cock / safety valve
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Safety valve
Each cylinder head is provided with a spring loaded safety valve (2) , see
fig. 2.7 ć 19 . This valve emits an alarming sound at excessive cylinder
pressures. The blow-off pressure is stamped on the valve. Replace at
once safety valves leaking during operation. Mount valve with a high
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temperature resistance lubricant.

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2.7 – 28
Manual
2.7.6. Starting air valve
The starting air valve is explained in chapter 1.3.
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2.7.7. Fuel injector
The fuel injector is explained in chapter 2.9.
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2.7 – 29
Manual
Wärtsilä 38
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2.7 – 30
Manual
Camshaft and Valve Drive Wärtsilä 38
2.8. Camshaft and Valve Drive
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2.8 – 1
Manual
Wärtsilä 38
Camshaft and Valve Drive
2.8.1. Camshaft driving gear
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2.8.1.1. General
The camshaft is driven by the crankshaft through gear wheels. The
on
gearing consists of a split gear wheel (1) on the crankshaft, an
intermediate gear wheel (2) and a camshaft gear wheel (3), see fig.
2.8 - 1 . The camshaft rotates in the same direction as the crankshaft
and at half the engine speed.
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3
0
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2
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1
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Fig. 2.8 – 1 Gearwheel drive camshaft
2.8 – 2
Manual
The camshaft consists of camshaft sections (4) and camshaft journals

(5) which are connected by bolts (6), see fig. 2.8 - 2 . The camshaft
sections are per camshaft identical.
Each cylinder has its own camshaft section in which the fuel, exhaust
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and inlet cam are integrated. The camshaft journals are not identical in
relation to the position of the locating pins (7) on both sides of the
camshaft journal. The position of the locating pins in the journals
on
determine the firing order.
It is therefore that the camshaft journals have to be remounted to their
original position or replaced by a similar camshaft journal.
For the correct position and part numbers of the camshaft journals
consult the parts catalogue.
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5
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fuel exhaust inlet 7
Fig. 2.8 – 2 Camshaft section

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At the driving end the camshaft is provided with an axial thrust

bearing, the 'zero'-bearing. This bearing consists of two identical
bearing rings (0), see fig 2.8 - 1 .
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At the free end the camshaft is provided with an extension shaft to drive
the starting air distributor, see chapter 1.3, fig. 1.3 - 2 .
For lubrication of camshaft and camshaft drive see chapter 1.2.
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Inspection of camshaft driving gear

Inspect the gear wheels, camshaft sections and camshaft journals
according the maintenance schedule for clearance and possible wear, see
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chapter 2.4. Early detection and replacement of damaged parts will

prevent serious damage.

intervals, tolerances, tools and tightening procedures, see chapter
2.4.
2.8 – 3
Manual
Wärtsilä 38
2.8.1.2. Camshaft gear wheel
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Warning! Turning of the crankshaft with disconnected camshaft results in
damaging of inlet and exhaust valves, push rods, etc.
on
Removal of camshaft gear wheel
1 If applicable remove actuator and actuator drive.
2 Bar the crankshaft in TDC at firing of cylinder number 1 and place
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proper markings on camshaft gear wheel and intermediate gearwheels.
3 Remove from all the cylinder units the valve lifting gear, push rods
and lift the tappets from inlet and exhaust according to points 5, 6 and
7 of the procedure of section 2.8.2.1.
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4 Lift fuel cam rollers according to points 2 and 3 of the procedure of
section 2.8.2.1.
5 Remove speed pick-up sensors (if applicable) out of camshaft gear
wheel cover and remove cover.
Remove cover (1) and outer thrust ring (2). See fig. 2.8 - 3 .
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6
7 Loosen connecting bolts (5) from end journal to the camshaft gear
wheel.
8 Remove bolts (6) except two bolts, one next to the locating pin and
one 180° opposite, just loosen these bolts.
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8
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1
3
5
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11
2
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13
10 6 9
Fig. 2.8 – 3 Axial bearing camshaft
2.8 – 4
Manual
9 Insert hydraulic nipple 9612DT968 in the centre hole of the

camshaft end journal. Connect the adapter with hose 9612DT961 to
hydraulic pump 9612DT212. See fig. 2.8 - 4 .
10 Increase slowly the hydraulic pressure until the end journal (11) is
ly
forced from the camshaft gear wheel shaft (9). In case the hydraulic
pressure is not sufficient to separate the parts completely use jack bolt
9612DT234 for the last few mm. See fig. 2.8 - 5 .
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12
9612DT968
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9
9612DT961
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9612DT212
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Fig. 2.8 – 4 Removal of camshaft end journal

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2.8 – 5
Manual
Wärtsilä 38
11 Slide the end journal partly out of the bearing bush and use a sling
to remove the end journal completely out of the bearing bush.
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9612DT234
11
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9
Fig. 2.8 – 5 Position of jack bolt

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12 Remove inner thrust ring (12), see fig 2.8 - 4 .
13 Loosen the bolt next to the locating pin and the one 180° opposite
± 10 mm. See fig. 2.8 - 3 .
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9612DT804 9612DT805
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A
8
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A–A A
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Fig. 2.8 – 6 Position of pillar bolt
14 Place tool 9612DT804 and 9612DT805 between camshaft

gearwheel and the bolt next to the locating pin. See fig. 2.8 - 3 .
2.8 – 6
Manual
15 Fit tool 9612DT930 to the engine block for support of the camshaft
camshaft gear wheel . See fig. 2.8 - 7 .
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14
on
9612DT930
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Fig. 2.8 – 7 Removal of the camshaft gear wheel
16 Extend tool 9612DT804 by turning part 9612DT805 so far that the

locating pin (8) see fig. 2.8 - 3 , is just free and the camshaft gear wheel
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shaft is loose from the journal. See fig 2.8 - 6 .

17 Remove if applicable cover (9) from the starting air distributor. See
fig 1.3 - 2 .
18 Shift the complete camshaft ±10 mm to the free end side.
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19 Move camshaft gearwheel with shaft out of the engine and use
clamp (14) for lifting, see fig. 2.8 - 7 .
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2.8 – 7
Manual
Wärtsilä 38
Mounting of camshaft gear wheel

20 Use tool 9612DT985 to move the camshaft gear wheel into the correct
position. Mind the marks as placed before removal.
21 Place inner thrust ring (12), mind the position of the locating pins.
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22 Fit the end journal (11) with tap bolts (5) to the camshaft gear wheel
(if bolts (5) are too short use threaded rods and nuts). Pull them together
and tighten bolts to the correct torque. Check with feeler gauge of 0.05
on
mm that all parts fit properly. See fig. 2.8 - 3 and section 2.4.4.
23 Insert all the socket head bolts (6) in the journal (10) and tighten
4 bolts cross wise hand tight ( ± 40 Nm).
Tighten first the bolt next to locating pin. Tighten the second bolt
180° opposite the first bolt and the third bolt 90° opposite the second
bolt and the fourth bolt 180° opposite the third bolt. Before final
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torque check with a feeler gauge of 0.05 mm that all parts fits properly.
Tighten all the bolts to the correct torque setting. See section 2.4.4.
24 Place the outer thrust ring, mind the position of the locating pins (3),
see fig. 2.8 - 3 .
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25 Fit cover (1) with new O-rings for cover and lube oil drain pipe (13),
see fig 2.8 - 3 .
26 Check the axial bearing clearance of the camshaft and backlash of
the gear wheels. See section 2.4.5.2.
27 Check the fuel pump timing of one cylinder and compare with testbed
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protocol. If not correct check the mounting procedure and marks. In case
of a new gearwheel contact the nearest Wärtsilä service station.
28 Mount camshaft gear wheel cover and speed pick-up sensors (if
applicable).
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2.8 – 8
Manual
2.8.1.3. Intermediate gear wheel
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Removal of intermediate gear wheel
If the intermediate gear wheel has to be removed for maintenance, the
camshaft gear wheel with shaft has to be removed first, see previous
on
section.
Note! Place proper markings on camshaft gear wheel, intermediate gear

wheel and crankshaft gear wheel for reassembling into the correct
position.
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1 Fit tool 9612DT986 to the engine block.
2 Lower the trolley (21) over the intermediate gear wheel and fixate
with bolts (22). See fig. 2.8 - 8 .
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24
21
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9612DT986
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22
23
20
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Fig. 2.8 – 8 Tool for intermediate gear wheel

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2.8 – 9
Manual
Wärtsilä 38
3 Remove bolts (3), (4) and make use of tool 9612DT936 to pull cover
(5) together with shaft (6) free from the engine block. See fig. 2.8 - 9 .
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3
5
4
7
8
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9
6
2
1
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Fig. 2.8 – 9 Intermediate gear wheel section
4 Remove cover (5), mount tool 9612DT936 and pull shaft (6) with the
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use of three jack bolts (10). Remove the shaft out of the intermediate
gear wheel, see fig. 2.8 - 10 .
5 Use winch (23) to pull the intermediate gear wheels out of the
engine. If necessary lift the intermediate gear wheel with spindle (20)
free from the crankshaft gear wheel teeth. See fig. 2.8 - 8
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A–bank B–bank
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6
10
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9612DT936 9612DT936
Fig. 2.8 – 10 Removal of intermediate gear wheel shaft
2.8 – 10
Manual
Note! Do not separate the intermediate gear wheels unless absolutely

necessary. If the gear wheels have to be separated place proper
markings for reassembling into the correct position, in relation to
the oil supply.
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Mounting of intermediate gear wheel
on
6 Use tool 9612DT937 to move the intermediate gear wheel into the
correct position. See fig. 2.8 - 8 .
7 Insert shaft (6), mind the position of the threaded holes in the shaft.
See fig. 2.8 - 9 .
8 Mount tool 9612DT936 together with distance pieces (13) on shaft (6)
with tool bolts (10). See fig. 2.8 - 11
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9 Mount the plate with tool bolts (11) on the engine block and push
shaft (6) into position with nuts (12). See fig. 2.8 - 11 .
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6
A–bank B–bank
13
10
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11
12
9612DT936 9612DT936
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Fig. 2.8 – 11 Mount shaft intermediate gear

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10 Remove the tools 9612DT937 from the engine block see

fig. 2.8 - 8 .
11 Remove tools 9612DT936 from the intermediate shaft.
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12 Apply new O-rings (7) and (8) with silicon grease to shaft (6). See
fig. 2.8 - 9
13 Apply new O-ring (9) with silicon grease to cover (5) and tighten
cover and shaft with bolts (3) and (4), to the correct torque.
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See chapter 2.4.4.

14 Check the axial clearance by moving the gear wheels and measure
the movement with a dial indicator. See chapter 2.4.5.2.
2.8 – 11
Manual
Wärtsilä 38
2.8.1.4. Crankshaft gear wheel
The crankshaft gear wheel (split gear wheel) consists of two parts
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connected together with bolts (1) and to the crankshaft flange with
bolts (2).
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1 2
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driving end
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Fig. 2.8 – 12 Crankshaft gear wheel assembly

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2.8 – 12
Manual
2.8.2. Camshaft
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2.8.2.1. Removal camshaft section / journal
To remove the camshaft section and journal it is necessary to shift the
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camshaft sections and journals to the driving, or to the free end side. To
prevent damages of the fuel, inlet and exhaust rollers, cams and valves, the
rollers have to be lifted from the camshaft sections which have to be shifted.
Removal of camshaft section at the A–bank side

1 Remove covers from cylinder head and camshaft covers concerned.
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2 Turn the fuel cam, adjacent to the camshaft journal to be inspected,
into top position.
3 Lift with lever 9612DT965 the fuel tappet roller (1) a little and turn
the locking pin 9612DT760 completely in. The fuel tappet roller will be
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secured in top position and will be free from the fuel cam. See fig.
2.8 - 13 .
4 Repeat this procedure for all cylinder units of the camshaft sections
which are not connected to the driving side of the camshaft, after
removal of the camshaft section.
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1
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9612DT760
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9612DT965
Fig. 2.8 – 13 Securing fuel tappet
2.8 – 13
Manual
Wärtsilä 38
5 Remove the valve lifting gear from the cylinder head, see fig.
2.8 - 20 of section 2.8.3.1. Take care the rollers for inlet and exhaust
are resting on the base circle of the cams.
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9622DT171 2 2
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Fig. 2.8 – 14 Tappet securing plate
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6 Remove the push rods out of the protecting pipes.
7 Turn the crankshaft in TDC for scavenging. Fit securing plate
9622DT171 on top of the tappets (2). The tappet rollers will be kept free
from the cams. See fig. 2.8 - 14 .
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8 Repeat this procedure (points 5, 6 and 7 ) for all cylinder units of the
camshaft sections which are not connected to the driving side of the
camshaft, after removal of the camshaft section.
9 Remove the starting air distributor cover (9) See fig. 1.3 - 2 .
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10 Remove on both sides of the camshaft section concerned, all the

bolts except two bolts (3) and (4) at each side of the upper part of the
camshaft section and two bolts (5) and (6) at the lower part. Turn these
four bolts ± 10 mm loose, see fig. 2.8 - 15 .
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11 Place tool 9612DT802 and 9612DT803 between bolts (5) and (6).
12 Extend the tool by turning part 9612DT802 so far that the locating
pins (7) see fig. 2.8 - 2 , are free and the camshaft section is loose from
both journals. Push remaining camshaft sections and journals to the
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free-end side. See fig. 2.8 - 15 .

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2.8 – 14
Manual
Fuel 3 Exhaust Inlet 4

8
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Free
end
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5
9612DT802 9612DT803 6
Fig. 2.8 – 15 Position of pillar bolt

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13 Mount tool 9612DT990 to the engine block. Use the hand wheel to
support the camshaft section. See fig. 2.8 - 16 .
14 Remove tool 9612DT802 and 803 and bolts (3)), (4), (5) and (6), see
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fig. 2.8 - 15 .
15 The camshaft section is now fully resting on tool 9612DT990 lower
the camshaft section by means of the handwhweel and move it to the
outside. Use sling and crane to lift camshaft section.
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9612DT990
Fig. 2.8 – 16 Removal of camshaft section
2.8 – 15
Manual
Wärtsilä 38
Removal of camshaft section at the B–bank side

The camshaft has to be shifted to the direction of the driving end.
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Note! For the B–bank all rollers of fuel, inlet and exhaust have to be free
from the cams.
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16 Remove covers of cylinder head and camshaft.
17 Lift the fuel cams of all cylinder units according points 2 and 3 of
the A-bank procedure.
18 Remove from all the cylinder heads the valve lifting gear, push rods
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and lift the tappets according points 5, 6 and 7 of the A-bank procedure.
19 Remove from the axial camshaft bearing cover (9) and the outer
axial bearing ring (10), see fig. 2.8 - 17 .
20 Disconnect the camshaft section according to points 10 , 11 and 12
of the A-bank procedure, with the exception that the camshaft sections
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and journals connected to the driving end side have to move to the
driving end side, see fig. 2.8 - 17 .
Fuel Exhaust Inlet

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Driving
end
9
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10
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Fig. 2.8 – 17 Removal of camshaft section at B–bank side
21 Continue removing the camshaft sections according to points 13, 14

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and 15 of the A-bank procedure.
2.8 – 16
Manual
Removal of camshaft journal

Before removal of the camshaft journal first remove the camshaft
sections at both sides of the journal according to the previous
description.
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1 Mark the position of the journal in relation to the camshaft bearing
bush number.
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2 Mount tool 9612DT989 according to fig. 2.8 - 18 against the
cylinder block with 2 bolts.
3 Fit with two M20 bolts tool 9612DT988 to the journal and move
lever with journal outwards.
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9612DT989
11
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Fig. 2.8 – 18 Removal of camshaft journal

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4 Fit clamp (11) for lifting the camshaft journal.

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2.8 – 17
Manual
Wärtsilä 38
2.8.2.2. Mounting camshaft section / journal
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Warning! Not all camshaft journals are identical! Before mounting check the
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parts catalogue for the correct location of the camshaft journal in
the engine block.
Warning! All camshaft sections at one side of the engine are identical. Cam-
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shaft sections at A–bank side are different to camshaft sections at
B–bank side. lu
1 Inspect the camshaft bearing bush for measurements and
damage. Inspection and mounting of the bearing bush is mentioned
in section 2.5.4. Check that the lube oil supply bore is clean.
2 Clean the journals and the threaded holes in the journals. Check for
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wear and damages.

3 Lubricate the journals and bearing bushes and use tool 9612DT989
to place the journal in the camshaft bearing bush. See fig 2.8 - 18 .
4 Use tool 9612DT990 to install the camshaft section and start with
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the section nearest to the driving end to prevent turning during

tightening, see fig. 2.8 - 16 .
5 Take care that the locating pin holes in the journal and the locating
pins of the camshaft section are in line before inserting the connecting
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bolts. Check that the locating pin (8) is pushed completely in the
locating pin hole. See fig. 2.8 - 2 .
6 Insert all the socket head bolts in the journal and tighten first 4
bolts crosswise handtight (± 40 Nm). Start with the bolts nearest to the
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driving end of the engine, so that the camshaft is blocked during

tightening. Tighten first the bolt next to the locating pin. Tighten the
second bolt 180° opposite the first bolt and the third bolt 90° opposite
the second bolt and the fourth bolt 180° opposite the third bolt.
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Before final torque check with a feeler gauge of 0.05 mm that all parts
fit properly. Tighten all the bolts to the correct torque setting, see
section 2.4.4.
2.8 – 18
Manual
2.8.3. Valve drive mechanism
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The valve drive mechanism consists of a tappet assembly, push rods and
valve lifting gear.
Tappet assembly
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The tappet assembly consists of a tappet guide block (1) with tappets (2)
for inlet and for exhaust. The tappets are of the plunger type and follow
the cam profiles and transfer the vertical movement through push rods
(3) to the rocker arms (4) , see fig. 2.8 - 19 .
Valve lifting gear
The valve lifting gear consists of a bracket (5) with a rocker arm shaft
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(7) and rocker arms (4) secured by a locking ring and a bolt. The rocker
arm operates via bridge piece (6) the in- and exhaust valves.
7 6
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4
5
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3
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1
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Fig. 2.8 – 19 Valve drive mechanism
2.8 – 19
Manual
Wärtsilä 38
2.8.3.1. Removal of valve drive mechanism
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Note! Mark parts properly before removing.
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Valve lifting gear
1 Remove the cylinder head cover upper and lower part the hot box
shields and the camshaft cover from the cylinder concerned.
2 Turn crankshaft in TDC at firing for cylinder concerned.
Inlet and exhaust rollers are now on base circle and push rods rotate
freely.
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3 Loosen the six bolts (8) completely and leave them in the bracket.
Use tool 9622DT800 to lift the valve lifting gear. See fig. 2.8 - 20
4 Remove the bridge pieces (6), see fig. 2.8 - 19 .
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9622DT800
8
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Fig. 2.8 – 20 Valve lifting gear

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2.8 – 20
Manual
Tappet guide block assembly

1 Remove first the push rods (3) and secondly the push rod protecting
pipes (12). See fig. 2.8 - 21
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3
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13
12
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Fig. 2.8 – 21 Push rod assembly
2 Remove socket head bolts (14) and (15). See fig. 2.8 - 22 .
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3 Fit tappet locking plate 9622DT171 See fig. 2.8 - 14 .

4 Remove the tappet guide block assembly from the engine block for
inspection of the components.
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15 1
2 20 15
2
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15 15 19
17
18
14
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20
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16 21
15
Fig. 2.8 – 22 Tappet guide block assembly
2.8 – 21
Manual
Wärtsilä 38
Tappet roller and shaft

1 Take care that all parts are properly marked.
2 Slide the tappets (2) out of the guide block (1), push the spring
loaded locking pin (16) fully into the roller shaft (17), pull the roller
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shaft out of the tappet . Remove rollers (18) and bearing bushes (19). See
fig. 2.8 - 22
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2.8.3.2. Inspection of valve drive mechanism
Valve lifting gear

1 Clean rocker arms and rocker arm shaft and measure for wear.
After cleaning check oil channels. Refer to chapter 2.4. for clearance and
wear limits.
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Pivots
2 Inspect running surfaces of pivots in rocker arms and valve
adjusters.
Tappet assembly
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3 Clean and inspect all parts of tappet assembly for wear. Check if oil
channels are clean.
4 Measure diameters of bore and shaft. Replace parts outside
tolerance, see chapter 2.4.
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Push rods
5 Clean and inspect running surfaces of the pivots.
6 Check if the push rods are straight.
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2.8 – 22
Manual
2.8.3.3. Mounting of valve drive mechanism
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1 Lubricate parts of tappet assembly with clean engine oil and
assemble.
2 Slide roller shaft (17) into tappet (2) and roller (18) with bearing
on
bush (19), observing spring loaded locking pin (16) clips into
corresponding hole of the tappet, see fig. 2.8 - 22 .
3 Check if lube oil channel in engine block is clean and place new
O-ring (20), before mounting in recess of engine block.
4 Fit tappet lifting tool 9622DT171, see fig. 2.8 - 14 .
5 Place tappet guide assembly on the locating pins (21) in the engine
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block and fit bolts (14) and (15). See fig. 2.8 - 22 .
6 Remove tappet lifting tool 9622DT171, see fig. 2.8 - 14 .
7 Renew O-ring (13), see fig. 2.8 - 21 .
Slide pushrod protecting pipes from top side down.
8
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9 Insert both push rods.
10 Place both bridge pieces.
11 Clean top side cylinder head and bottom side valve lifting gear.
Check if locating pins and counter bores are undamaged.
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Note! Take care rollers are resting on base circle of the cams before
mounting the valve lifting gear.
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12 Lift valve lifting gear in position, mind if locating pins are fitting
properly in counter bores, fit and tighten all bolts of the valve lifting
gear to the correct torque, see section 2.4.4.
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13 Check free movement of rocker arms.

14 Check and adjust valve clearances according chapter 2.7. and
check lubrication. Mount cylinder head covers, hot box shields and
camshaft cover.
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2.8 – 23
Manual
Wärtsilä 38
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2.8 – 24
Manual
Injection System Wärtsilä 38
2.9. Injection System
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2.9 – 1
Manual
Wärtsilä 38
Injection System
2.9.1. General
Basically the entire engine mounted fuel system is situated inside the
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insulated Hot Box. Circulating fuel, together with heat radiation from
the engine, keeps the whole space hot so that heat tracing on the engine
fuel lines is not required.
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Every cylinder is provided with a HP (High Pressure) fuel pump, HP
pressure fuel line and a fuel injector. The fuel injector is situated in the
middle of the cylinder head. The leak fuel from the injectors is drained
into a fuel leak monitoring device. In case a HP fuel line breaks the
leaking fuel is collected in a shielded pipe mounted around the HP fuel
line. This leaking fuel is also drained to the monitoring device. The fuel
leak monitoring device will alarm in case of excessive quantities.
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intervals, tolerances, tools and tightening torques, see chapter 2.4.
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2.9.2. HP fuel pump
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2.9.2.1. General
The HP fuel pump (1) is an one cylinder pump with separate drive (2).
The element is of the mono element type and fuel lubricated. Each pump
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is equipped with a combined main delivery valve / constant pressure

valve and a pneumatic operated stop cylinder (3). The fuel supply (4)
and return channels (5) are integrated in the HP fuel pump housing.
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Main delivery valve / Constant pressure valve

The main delivery valve (23) closes at the moment the fuel delivery
stops. The constant pressure valve (25) maintains a residual pressure
in the HP pipe after the fuel injection is completed, see fig. 2.9 - 4 .
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Stop cylinder
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The pneumatic operated stop cylinder (3) is mounted at the end of the
HP fuel pump rack (6) forces the fuel rack to zero position after a
shut-down command, see fig. 2.9 - 1
2.9 – 2
Manual
2.9.2.2. HP fuel pump maintenance
Inspect the HP fuel pump according to the maintenance intervals. See
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section 2.4.1.3. On completion of camshaft or gear train maintenance
it always is important to check the HP fuel pump adjustments.
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1 4
9 6
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3
8
7 5
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Fig. 2.9 – 1 HP fuel pump and drive
2.9 – 3
Manual
Wärtsilä 38
Injection System
2.9.2.3. Removing HP fuel pump
Only in case of extensive maintenance it is advised to change over to and
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flush the fuel system on distillate fuel. If only the HP fuel pump has to
be changed leave the system on HFO.
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1 Close the fuel supply to the engine and switch off the pre-lube oil
pump.
2 Drain the LP fuel system, see section 1.1.4., and if possible use air
to blow the system empty.
3 Remove the HP fuel pipe between the pump and the injector
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connection at the cylinder head.
4 Disconnect the air line to the stop cylinder (3), see fig. 2.9 - 1 .
5 Disconnect the fuel rack from the common fuel control shaft.
6 Remove at both sides of the pump the bolts, holding the flanges (10)
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from the LP fuel supply and return pipes , see fig. 2.9 - 2
7 Slide the flanges (14) a few mm over the supply and return fuel pipe
sections, see fig. 2.9 - 2
8 Turn the engine till the fuel cam is in base circle and remove the
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four nuts on the fuel pump foot.

9 Lift the HP fuel pump from the engine using tool 9622DT242.
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10
11
12
13
14
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9622DT242
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Fig. 2.9 – 2 Removing the HP fuel pump
2.9 – 4
Manual
2.9.2.4. HP fuel pump disassembling
Note! HP fuel pump parts should be kept matched during overhaul.
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1 Before dismantling clean pump externally.
2 Place pump up side down in a stand.
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Note! Plunger (19) is spring loaded. See fig. 2.9 – 3
3 Mount tool 9622DT959 to the pump base and turn spindle (15)
inwards till the the circlip (16) is free and remove circlip with plier
9612DT251. See fig. 2.9 - 3 .
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4 Release spring (18) by turning the spindle (15) outwards.
5 Remove tool 9612DT959 spring disc (17), spring (18) and plunger
(19) and turn pump into vertical position.
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9622DT959
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15
16
17
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18
19
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Fig. 2.9 – 3 Tool dis/assembling HP Fuel pump
2.9 – 5
Manual
Wärtsilä 38
Injection System
6 Remove bolts (20) and (21) and lift carefully cover (22). Remove
O-ring (32). See fig. 2.9 - 4
7 Remove main delivery valve (23) with spring (24) and constant
pressure valve (25) with spring (26).
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24
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23
22 25
21 20
26
36
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32
27
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33
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6
28
29
31 30
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34
19 18
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17
35
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16
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Fig. 2.9 – 4 HP Fuel pump

8 To remove fuel rack (6) first disconnect stop cylinder (3) by
removing bolts (51) . Remove plate (7) by removing bolt (8), see fig.
2.9 - 1 .
2.9 – 6
Manual
9 Place fuel rack (6) in mid position (35 mm) remove control sleeve
(29) together with support ring (30). Remove circlip (28) for guide plug
(31) and slide the fuel rack (6) out of the pump housing, see fig. 2.9 - 4 .
10 To remove fuel pump barrel (27), place a synthetic driver against
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bottom part of barrel. With a few light hammer strokes the barrel comes
free.
Note! Protect parts against rust and don’t touch plunger element surfaces
on
with bare fingers.
Plungers, elements and discharge valves are matched and must be
kept together during overhaul.
11 Remove sealing ring (33).
12 Flush the plunger and barrel in clean fuel for inspection and keep
the plunger and liner as a set.
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2.9.2.5. Assembling of the HP fuel pump
Note! During handling of injection equipment components keep your

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hands absolutely clean.
For item numbers see fig. 2.9 – 4 .

1 Wash the components in absolutely clean diesel oil and lubricate the
internal parts with clean engine oil.
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2 Reinstall the main delivery valve (23) and constant pressure

valve (25) with their springs into the cover (22).
3 Bolt the barrel (27) with bolts (21) handtight to the cover (22). Note
that the cover fits properly over the locating pin (36).
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4 Fit a new O-ring (32) in top of the fuel pump housing.

5 Fit a new sealing ring (33) with silicon grease into the fuel pump
housing, make sure the ring is fully inserted in the recess and mind the
position of the sealing ring.
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6 Fit the cover (22) together with barrel (27) into position in the pump
housing with the recess in the cover over the locating pin at top of the
pump housing.
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7 Tighten the assembly with bolts (20) handtight on the housing.

8 Tighten first bolts (20) crosswise in three steps to the correct torque
setting and next bolts (21) in the same way. See section 2.4.4.8..
9 Lubricate with engine oil and mount the fuel rack (6). Fit guide plug
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(31) together with a new O-ring and lock the plug with circlip (28).
10 Turn the pump upside down and fit the control sleeve (29) with the
fuel rack in the mid position (35mm). The control sleeve is at the
serration provided with a pin (34). This pin has to fit between the marks
on the fuel rack.
2.9 – 7
Manual
Wärtsilä 38
Injection System
11 Reinstall the support, ring (30) and spring (18).

12 Insert the plunger (19) with disc (17) and compensation plate (35).
13 Use tool 9622DT959 to compress the spring (18) and insert circlip (16)
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in position, see fig. 2.9 - 3
Note! The protruding vanes at both sides of the plunger lower side have
to slide into the grooves of the control sleeve. To make this easy
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going move at the same time the fuel rack to and fro.
14 Release slowly the spring compression, remove the tool and check
if the fuel rack moves easily in the pump housing.
15 Unless the pump is immediately mounted on the engine it must be
well oiled. All openings in the pump house should be solid covered by
plastic caps, tape, or similar.
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2.9.2.6. HP fuel pump adjustment
The injection timing is determined by the moment the top of the plunger
is in line with the topside of the suction holes of the plunjer housing
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The timing may deviate due to manufacturing tolerances in pumps,
cams and drive. To obtain the best possible performance of the engine
it is important that the injection timing is in accordance with the test
bed protocol. See test records.
Note! Checking of the injection timing is always necessary after major

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components have been replaced, e.g. HP fuel pump, pump element,

pump drive, camshaft section or some maintenance has been done
on gearwheels, especially to the intermediate gearwheels.
Checking the adjustment of the fuel pump drive pushrod
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1 Remove the HP pump. See section 2.9.2.3.

2 Secure the HP fuel pump drive with two nuts on the engine block.
Make sure the drive is properly mounted and no clearance exists
between drive and engine block. See fig. 2.9 - 5 .
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3 Remove the camshaft cover and check if the fuel cam roller rests on
the base circle of the cam.
4 Push by hand on top of pivot (37). Place from tool set 9622DT962
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the clamp, see fig. 2.9 - 5 . Make sure that the push rod (38) is
completely down against the spring force of spring (39) and measure
distance "X" (36 ± 0.05 mm) between push rod and pump drive upper
surface . See fig. 2.9 - 5 .
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5 If distance "X" is out of range:

- Remove pivot (37) of push rod (38).
- Fit the correct distance plate (40) between push rod and pivot to
obtain measurement "X". See fig. 2.9 - 5 .
- Check again if distance "X" is within the tolerance See fig. 2.9 - 5 .
- Remove the clamp of tool set 9622DT962.
2.9 – 8
Manual
Checking the fuel pump timing without mounted fuel pump

1 Starting point is that measurement "X" is within the tolerance and
with the fuel cam in base circle. Turn the crankshaft in direction of
rotation till the injection moment mentioned in the test bed protocol.
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2 Measure again distance "X" the measured value should be
"X" + 8 mm with a tolerance of ±0.1 mm. (This is the point where the
effective pressure stroke of the fuel pump starts).
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Checking the fuel pump timing with mounted fuel pump
1 Mount tool 9622DT985 at the bottom side of the fuel pump tappet
(44) according fig. 2.9 - 5 . Make sure the fuel cam is in base circle.
2 Set dial gauge (45) at 0", turn the engine in the direction of
rotation, till the dial gauge indicates 8 mm exactly.
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3 Check if this 8 mm lift corresponds with the injection moment
mentioned int he testbed protocol.
For maintenance of the fuel pump drive unit see section 2.9.3.
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5.20 mm 9622DT962
5.15 mm
5.10 mm 37
5.05 mm
5.00 mm 40 “X” = 36±0.05
4.95 mm
41
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4.90 mm
4.85 mm 38 43
4.80 mm
39
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42
45 44
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9622DT985
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Fig. 2.9 – 5 HP fuel pump drive adjustment
2.9 – 9
Manual
Wärtsilä 38
Injection System
2.9.2.7. HP fuel pump mounting
Be sure that the HP fuel pump to be mounted is ready for use. This
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means that the pump internals are correct and clean assembled and the
fuel pump is calibrated.
1 Check if fuel cam is in base circle.
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2 Clean the HP fuel pump of preservation oil and check the free
movement of the fuel rack.
3 Clean carefully the HP fuel pump drive surface.
4 Renew the O-ring (41) in top of the fuel pump drive unit, see fig.
2.9 - 5
5 Place the HP fuel pump on the fuel pump drive using tool
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9622DT242 mind the position of the locating pins.
6 Tighten the nuts to the correct torque setting. See section 2.4.4.8..
7 Connect the fuel rack to the common fuel control shaft.
8 Rotate the common fuel control shaft and check that all pumps
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follow the shaft movement. Check that the fuel rack positions of all
pumps are adjusted within ±0.5 mm tolerance.
9 See section 2.9.5. for connection of the HP fuel pipe .
10 See section 1.6 for maintenance of the stop cylinder.
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11 See section 1.6.4.5. for adjustment of the linkage to common fuel

control shaft
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2.9 – 10
Manual
2.9.3. Fuel pump drive

The fuel pump drive (2), see fig. 2.9 - 1 , consists of a tappet housing
(43) and a tappet (44). The tappet is of the plunjer type and lubricated
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by the engine lubricating oil system, see chapter 1.2. for the description
of the oil flow.
Note! Do not mix–up parts of the fuel pump drive and place the fuel pump
on
drive back in the same position to avoid re–adjustment.
2.9.3.1. Disassembling the fuel pump drive

Fuel pump drive
1 Remove fuel pump see section 2.9.2.3.
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2 Remove nuts (46) , fit eye bolts 9622DT961 in threaded holes (47)
and lift fuel pump drive out of the cylinder block.
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56
40
47
46
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40
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54 41
43
55
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53
38
52
39
51
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44
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50
49
48
Fig. 2.9 – 6 Fuel pump drive
2.9 – 11
Manual
Wärtsilä 38
Injection System
Tappet disassembly
1 Use compress tool 9622DT960 and apply some force on tappet roller
(48), see fig. 2.9 - 6 and remove securing plug (42) , see fig. 2.9 - 5 .
2 Slowly release the force of the tappet roller and remove the tappet
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assembly out of the housing.
3 Push spring loaded locking pin (49) fully into shaft (50), push shaft
out off roller (48) , see fig. 2.9 - 6
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4 Remove spring (51), push rod (38), spring (39) and spring disc (52).
5 Clean and inspect all parts of tappet assembly for wear. Check if all
oil channels are open.
6 Measure diameters of bore and shaft. Replace parts outside the
tolerance, see chapter 2.4.
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2.9.3.2. Mounting the fuel pump drive
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1 Lubricate parts of tappet assembly with clean engine oil.
2 Slide tappet roller shaft (50) together with tappet roller (48) into
tappet (44), observing spring loaded pin (49) fits into the corresponding
hole of the tappet roller shaft, see fig. 2.9 - 6 .
3 Check if lube oil channels in cylinder block are clean. Fit new
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Oćring (53) and a new sealing ring (54).

4 Place push rod (38) together with spring (39) and spring disc (52)
into the housing.
5 Place spring (51) and the tappet assembly (44) into the housing.
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6 Apply some force on tappet roller (48), see fig. 2.9 - 6 and fit
securing plug (42) , see fig. 2.9 - 5 .
7 Renew O-ring (55), place fuel pump drive in the cylinder block and
fit nuts (46). Take care for dowel pins (56) ,see fig. 2.9 - 6 .
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8 Check if the fuel cam is in base circle and measure if distance "X"
is within the tolerance See fig. 2.9 - 5 . If distance "X" is not within the
tolerance follow procedure mentioned in section 2.9.2.6.
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2.9 – 12
Manual
2.9.4. Fuel injector

The fuel injector (1) is connected to the HP fuel pump by a HP fuel line
and enters the injector sideways at (2) through connecting piece (3),
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which is mounted in the fuel injector holder. See fig. 2.9 - 7 . Spill fuel
from the nozzle can escape half-way the injector holder at (5) and along
side the connecting piece it leaves at (4). O-rings avoid leaking of the
on
fuel to lower and higher sections of the injector. In case of leaking gasses,
passing the sealing surfaces between the injector bottom and the
injector sleeve, the gasses will escape at (6) and can be detected by the
hole in plug (7).
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3
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6
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Fig. 2.9 – 7 Cylinder head with injector
2.9 – 13
Manual
Wärtsilä 38
Injection System
2.9.4.1. Removing the fuel injector
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1 Remove the cylinder head upper cover and open the Hot-Box cover.
2 Remove from the HP fuel line, the leak-off fuel line and remove the
HP fuel line between pump and cylinder head.
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3 Loosen the bolts of flanges (23 and 27). Remove the HP fuel
connecting piece (3). See fig. 2.9 - 8
4 Disconnect the lube oil supply line (32) to avoid any lube oil
entering the combustion space after the injector is removed.
5 Remove the nuts (11) and take off the distance sleeves (12) and
gland (13). See fig. 2.9 - 8 .
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12
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3 13
32
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14
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27 23
Fig. 2.9 – 8 Fuel injector assembly

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6 Place extracting tool 9622DT804 and pull the injector by means of

the eye bolt or in case the injector is too tight use hydraulic jack
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9622DT147 in combination with hydraulic pump 9622DT133.

See fig. 2.9 - 9 .
7 Protect all holes of the HP pump, the fuel discharge, lube oil supply
and the injector hole in the cylinder head against dirt.
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2.9 – 14
Manual
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9622DT147
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9622DT804
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Fig. 2.9 – 9 Extracting the fuel injector
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2.9.4.2. Fuel injector maintenance
Fuel injector maintenance is to be done according to the maintenance

schedule or when the engine performance gives an indication of poor
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injection (e.g. large deviation from normal exhaust gas temperature).
1 Inspect the nozzle immediately after removal out of the engine.

Carbon deposits (trumpets) may indicate that the nozzle is in poor
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condition, or that the spring is broken.

2 Test the injector on fuel spray pattern and opening pressure with
test equipment 9622DT812 before dismantling, see section 2.9.4.3.
3 Clean injector holder, except the nozzle, externally with a brass wire
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brush and diesel fuel.

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2.9 – 15
Manual
Wärtsilä 38
Injection System
4 Release the nozzle spring tension by loosening the counter nut (16)
and adjusting screw (17), see fig. 2.9 - 10 .
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20 1617
18 22 19 21
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Fig. 2.9 – 10 Fuel injector cross section
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5 Remove the nozzle (18) from the holder by turning off the sleeve
nut (19) with socket 9622DT384. If there is coke between the nozzle and
the nut it may be difficult to remove the nozzle. In such a case, place the
nozzle with the nut on a soft support and knock the nozzle out of the
injector sleeve by using a piece of pipe. Never knock directly on the
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nozzle tip. See fig. 2.9 - 11 .
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Fig. 2.9 – 11 Protecting the nozzle tip

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6 Check the nozzle needle movement which may vary as follows:

- needle moves free over the full length
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- needle moves freely within the normal lifting range

- needle is sticking.
Do not use any force to free the needle because this often results in
complete jamming. Unless it can be easily removed, immerse the nozzle
in lubricating oil and heat the oil up till 150...200 °C. Normally, the
needle can be removed out off the hot nozzle.
2.9 – 16
Manual
7 Cleaning of the components.

If possible, use a chemical carbon dissolving solution. If such is not
available, immerse the components in clean fuel oil, white spirit or
similar to soak carbon, then clean the parts carefully. Do not use steel
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wire brushes or hard abrasive tools.
Clean the nozzle orifices with needles provided for this purpose. After
cleaning, flush the parts clean to remove carbon residues and dirt
particles. Before inserting the needle in the nozzle body, immerse the
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components in clean fuel oil or special oil for injection systems.
Seat surfaces, sliding surfaces (needle and housing) and sealing faces
against the nozzle holder should be carefully checked.
8 Dismantle the nozzle holder by removing the counter nut (16) and
adjusting spindle (17). Remove the guiding screw of the spindle and
turn the injector body upside down to remove the spring (20) and the
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push rod (21).
9 Clean and check the parts carefully. Do not mix-up nozzle parts.
10 Check the HP sealing faces of the nozzle holder, i.e. the contact face
to nozzle and the bottom of the fuel inlet hole.
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11 Check the bottom surface of the holder for indentation of the
nozzle needle.
12 Check max. needle lift "A" of nozzle. If the lift is out of limit value
given in fig. 2.4 - 37 , the nozzle should be replaced for a new one.
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13 Place push rod (21), spring (20), spindle (17) and nut (16).
14 Place the nozzle carefully onto the injector body. Turn on the sleeve
nut (19) and check the position of locating pins (22). See fig. 2.9 - 10 .
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Note! Use Molycote G between the contact surfaces of the cap nut and
nozzle and in the thread.
15 Use socket 9622DT384 and torque spanner to tighten the sleeve nut
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to the correct torque setting. See section 2.4.4.8.

16 If the tests according to section 2.9.4.3. give satisfactory results
then the injector may be mounted in the engine. Otherwise, replace the
nozzle for a new one.
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2.9 – 17
Manual
Wärtsilä 38
Injection System
2.9.4.3. Testing of fuel injectors
Check of the opening pressure
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Warning! Be utmost careful when testing a fuel injector. The fuel is sprayed
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in a fine mist when testing a nozzle. Fuel spread into a fine mist is
powerful and may penetrate directly into the underlying skin layers
and blood. Such an accident calls for direct specialist treatment.
Should this aid not be available, rinse the affected part of the body
with lukewarm water for a long time. However, it remains necessary
to see a specialist.
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Fig. 2.9 – 12 Testing fuel injectors
1 Fill pump reservoir (of test equipment 9622DT812 with absolute

clean fuel or calibration fluid although a filter is mounted in the reservoir.
2 Connect injector to test equipment.
2.9 – 18
Manual
3 Before final tightening of the connecting line between pump and

injector fill connecting line with fuel and vent air by a few pump strokes.
4 Tighten connection.
Open the manometer valve.
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5
6 Increase the pump pressure slowly and watch the manometer
pressure when the nozzle opens.
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7 Adjust the opening pressure of the nozzle (see section 2.4.5.1.) with
the spindle (17) in top of the injector, see fig. 2.9 - 10 .
8 Tighten nut (16) and check if opening pressure remains at required
setting.
Check spray pattern
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1 Close the manometer valve to protect the manometer.
2 Hold a dry sheet of paper below the nozzle and give the pump a
quick stroke with the handle.
3 Check the uniformity of the spray pattern.
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4 If the spray pattern is not symmetrical it means that some impurities
are obstructing the nozzle spray holes. Repeat the test after cleaning.
Check of the needle seat tightness

1 Increase the pressure to a value approximately. 20 bar below the
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injector opening pressure.

2 Keep the pressure for about 10 seconds constant.
3 Check that no fuel drops occur on the nozzle tip. A slight wetting
is acceptable.
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4 If drops are formed the nozzle has to be checked on cleanliness or

replaced by a new one.
Note! Some spill fuel may appear from the nozzle holder due to leak along
side the needle.
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Check of the needle spindle tightness

1 Raise the injector pressure until approximately 20 bar below the
opening pressure.
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2 Measure the time for a pressure fall of 200 bar.

Quick pressure drop indicates excessive wear of the needle spindle
and/or housing. The nozzle has to be replaced for a new one. More than
25 seconds indicates a fouled spindle. Both the needle and body have to
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be cleaned.
Note! Never recondition or repair the nozzle by lapping it into its seat
Check the tightness of sealing surfaces
If leakages occurs on the high pressure sealing surfaces, the damaged
part should be replaced with a new one or reconditioned one.
2.9 – 19
Manual
Wärtsilä 38
Injection System
2.9.4.4. Mounting the fuel injector
Before mounting an injector, test the injector on the required opening
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pressure, spray pattern and internal leak of the nozzle needle. See
section 2.9.4.3. The injector seals directly to the bottom of the stainless
sleeve without a sealing washer.
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1 Check that the bottom of the stainless sleeve (14) in the cylinder
head is clean. If necessary, clean or lap the bottom sealing surface with
tool 9622DT803. For lapping, fine lapping compound should be used.
See fig. 2.9 - 8 .
2 Fit new O-rings around the injector body. Lubricate the injector
body.
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3 Fit the injector body into the cylinder head injector hole.
4 Place the gland (13) over the injector and the distance sleeves (12)
over the studs. Fit the nuts (11) hand tight and loosen them a half turn.
See fig. 2.9 - 8 .
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5 Renew from gland (23) and plate (27) the O-rings and fit them with
bolts (25) do not tighten the bolts. See fig. 2.9 - 13 .
6 Fit the fuel connecting piece (3) in the injector with socket
9622DT250 and tighten to the correct torque setting, see section 2.4.4.8.
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7 Continue mounting according section 2.9.5.

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2.9 – 20
Manual
2.9.5. HP fuel line

The connecting piece seals (3) on plain metallic surfaces and these
surfaces are to be checked on condition before mounting. Always
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tighten the connecting piece with the correct torque before the HP fuel
line is mounted and also when only the HP fuel line has been removed.
2.9.5.1. Connection HP fuel line
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1 Check if injector and connecting piece (3) are tightened according
to section 2.9.4.4..
2 Place the HP fuel line (29) in the correct position and make sure
that the conical connections are straight mounted to the conical seats.
See fig. 2.9 - 13 .
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3 Turn on both sleeve nuts (30 and 31) of the HP fuel line hand tight
to the HP fuel pump and to the connecting piece (3).
4 Mount the injector holder definitely by tightening the nuts (11)
equally in steps of 10 Nm till the correct torque setting. See section 2.4.4.8.
fig. 2.4 - 25 and fig. 2.9 - 13 .
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5 Tighten the sleeve nut (30) at pump side with crowfoot wrench
9612DT246 and torque spanner to the correct torque setting, see
section 2.4.4.8. fig. 2.4 - 26 .
6 Tighten the bolts (25) of gland (23) and plate (27) to the correct
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torque setting. See section 2.4.4.8. fig. 2.4 - 26 .

7 Tighten the sleeve nut (31) at cylinder head side with crowfoot
wrench 9612DT246 and torque spanner to the correct torque setting,
see section 2.4.4.8. fig. 2.4 - 26 .
8 Fit the fuel leak line to the HP fuel line.
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23
27 29
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25
3
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25
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31
30
Fig. 2.9 – 13 HP fuel pipe connection
2.9 – 21
Manual
Wärtsilä 38
Injection System
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2.9 – 22
Manual
Instruction Drawings Wärtsilä 38
3.1. Instruction Drawings
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Note! This chapter just includes the printed copies of the below
mentioned lists of drawings.
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3.1 – 1
Manual
Wärtsilä 38
Instruction Drawings
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3.1 – 2
Manual
3.1.1. Internal Systems & Pipes Connections
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DAAE024113 Internal Fuel System
DAAE024114 Internal Lube Oil System
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DAAE024116 Internal Cooling Water System
DAAE024115 Internal Start/Stop Air System
DAAE024117 Internal Charge & Exhaust Gas System
DAAE024572 Pipes Connections
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3.1 – 3
Manual
Wärtsilä 38
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3.1 – 4
Manual
3.1.2. Wiring Diagrams & Configuration Lists
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DAAE024360 Wiring diagram air wastegate
DAAE026226 Wiring diagram bypass valve
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DAAE026227 Wiring diagram wastegate valve
DAAE028454 Wiring diagram MCM speed regolator
DAAE029015 Settings list
DAAE029240 Settings for V-engine
DAAE036817 Wiring diagram for W38 UNIC C1
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3.1 – 5
Manual
Wärtsilä 38
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3.1 – 6
Manual
INDEX Wärtsilä 38
A E
Anti-bore polishing ring, removing, 2.6 - 6 Emergency operation, defective turbocharger, 2.3
- 29
Axial clearance, crankshaft thrust bearing, 2.6 - 3
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Exhaust gas ducting, 1.5 - 15
F
B
on
Fuel control mechanism, maintenance, 1.6 ć 12
Background information, locking fluids, 2.4 - 78

Bearing G
'0'-bearing camshaft, 2.5 - 22 Gudgeon pin bearing, Inspection and maintenĆ
main bearings, assembling, 2.5 - 10 ance, 2.6 - 12
BN, 1.2 ć 8
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Booster maintenance, governing system, 1.6 ć 12 I
Inlet valve seat, removing, 2.7 - 19
Intermediate gear wheel
C mounting, 2.8 - 11
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removal, 2.8 - 9
Camshaft, 2.8 - 3
camshaft journal, replacing, 2.8 - 18
journal, removal, 2.8 - 17 L
Camshaft driving gear Locking fluids, 2.4 - 78
general, 2.8 - 2
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inspection, 2.8 - 3 Lubricating oil

flash point, 1.2 ć 8
Camshaft gear wheel, removal, 2.8 - 4 insolubles, 1.2 ć 8
Camshaft section
removal, 2.8 - 13
removing, B-bank side, 2.8 - 16
M
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Maintenance, crankshaft explosion relief valves,

Charge air ducting, 1.5 - 15
2.5 - 30
Connecting rod and piston, general, 2.6 - 5 Maintenance tools
Connecting rod/piston, separating , 2.6 - 11 charge air and exhaust gas system, 2.4 - 36
cooling water system, 2.4 - 35
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Crankcase explosion relief valves, 2.5 - 29 crankshaft, connecting rod, piston, 2.4 - 46
cylinder head with valves, 2.4 - 53
Crankshaft, deflections, 2.6 - 2 engine block, main bearing, cylinder liner, 2.4 -
Crankshaft gear wheel, 2.8 - 12 38
injection system, 2.4 - 71
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Cylinder head stud, replacing, 2.5 - 28 lubricating oil system, 2.4 - 34

miscellaneous, 2.4 - 27
Cylinder liner, centre of gravity, 2.5 - 25
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D Output, engine, 1.0 - 3

Dimensions and masses
charge air cooler inserts, 2.4 - 129
engine components, 2.4 - 128
P
turbochargers, 2.4 - 129 Piston, removing, 2.6 - 6
ii– 7
Manual
Wärtsilä 38 INDEX
Piston and connecting rod Tappet guide block, 2.8 - 21

assembling, 2.6 - 14
mounting, 2.6 - 14 Tightening torque, jack pressure
actuator drive, 2.4 - 107
air distributor drive shaft, 2.4 - 96
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R Tolerances, injection system, 2.4 - 127
Requirements, starting air, 1.3 - 2 Trouble shooting, governing system, 1.6 ć 11
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Turbocharger, maintenance, 1.5 - 18
S
Sensor location tags, 1.6 ć 22
Stop cylinder V
adjustment, check, 1.6 ć 9
maintenance, 1.6 ć 9 Valve drive mechanism, 2.8 - 19
inspection, 2.8 - 22
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Switches, 1.6 ć 15
removing, 2.8 - 20
Valve lifting gear, 2.8 - 19
T removing, 2.8 - 20
Tappet assembly, 2.8 - 19 Viscosity, conversion diagram, 1.1 - 10

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ii– 8

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Wärtsilä Italia S.p.A.

Bagnoli della Rosandra, 334

 Copyright by Wärtsilä Corporation

THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE

AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS

SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL

DIRECT DIAL NUMBERS

North, Central and East Europe Wärtsilä 64 engines

Americas Wärtsilä 38B engines

Middle East and South Asia Wärtsilä 26 engines

Southern Europe and Africa Sulzer Z engines

Italy GMT engines

0.0. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 1

1.1.3. Internal fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 – 18

1.1. Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 1

1.1.1.1. Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 3

1.1.1.6. Recommendations for lubricating oil refreshing . . . . . . . . . . . . 1.2 – 9

1.1.3. Components of internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 – 22

1.3. Starting Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 1

1.3.3.2. Starting air distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 6

1.5. Charge Air and Exhaust Gas System . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 1

1.5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 2

1.5.5. Inlet and Exhaust gas module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 15

1.5.6. Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 18

1.5.6.4. Compressor side cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 19

1.5.6.9. Air waste gate valve system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 29

1.6. Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 1

1.6.3.1. Booster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 4

1.7. Automation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 1

1.7.3.2. Timing rack control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 9

1.7.4.5. Stop and shutdown signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 – 13

2.3. Start, Operation and Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 1

2.3.2. Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 3

2.3.2.4. Remote or automatic start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 6

2.3.3.5. Measurement of cylinder pressure . . . . . . . . . . . . . . . . . . . . . . . 2.3 – 20

2.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 1

2.4.3.4. Hydraulic extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 84

2.4.3.10. Tightening of hydraulically tightened connection . . . . . . . . . . . 2.4 – 91

2.4.4.3. Cooling water system components . . . . . . . . . . . . . . . . . . . . . . 2.4 – 97

2.4.4.7. Camshaft and valve drive components . . . . . . . . . . . . . . . . . . . 2.4 – 106

2.4.5.1. Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 – 113

2.5. Engine block with bearings and cylinder liner . . . . . . . . . . . . . . 2.5 – 1

2.5.2. Main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 – 3

2.6.3. Connecting rod and piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 5

2.6.4. Big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 18

2.6.4.3. Assembling the big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 24

2.6.5.3. Liquid sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 – 28

2.7. Cylinder Head with Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 1

2.7.3. Exhaust and inlet valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 – 15

2.8. Camshaft and Valve Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 – 1

2.9. Injection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 1

2.9.2.2. HP fuel pump maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 3

2.9.2.7. HP fuel pump mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 10

2.9.4. Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 13

2.9.5. HP fuel line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 – 21

3.1. Instruction Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 – 1

Fig. 0.0 – 1 Engine definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 – 4

Fig. 1.3 – 1 Starting sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 5

Fig. 1.3 – 7 Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 – 12

Fig. 1.4 – 4 Cooling water pump assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 – 10

Fig. 1.5 – 2 Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 – 5

a" is the power adjustment factor.

Derating due to the suction air temperature tx" (°C)

Derating due to ambient air pressure pair" (kPa)