PAAE208372 Manual en

Engine Operation and
Maintenance Manual (O&MM)

INSTRUCTIONS
Document ID DBAD281257-
Date of issue 28.11.2014
Installation SAMUDA CHEMICAL MUNSHIGONJ
Project SAMUDA POWER II
Product type W20V34SG
Product number PAAE208372, PAAE208373

© Copyright by Wärtsilä Finland Oy
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Wärtsilä 34SG Engine O&MM
Table of Contents
00. Contents, instructions, terminology....................................................................................................... 00-1

00.1. About this manual................................................................................................................................ 00-1
00.2. General operation and maintenance instructions................................................................................ 00-1
00.3. Terminology......................................................................................................................................... 00-2
00.4. Designations and markings................................................................................................................. 00-4
00.4.1. Bearing designation...................................................................................................................... 00-4
00.5. Risk reduction...................................................................................................................................... 00-5
00.5.1. Use of symbols............................................................................................................................. 00-5
00.5.2. General identified hazards............................................................................................................ 00-6
00.5.3. Hazards due to moving parts........................................................................................................ 00-7
00.5.4. Hazards due to incorrect operating conditions............................................................................. 00-8
00.5.5. Hazards due to leakage, breakdown or improper component assembly..................................... 00-8
00.5.6. Electrical hazards.......................................................................................................................... 00-9
00.5.7. Other hazards................................................................................................................................ 00-9
00.6. Welding precautions.......................................................................................................................... 00-10
00.6.1. Personal safety when welding..................................................................................................... 00-10
00.6.1.1. Welding hazards and precautions........................................................................................ 00-10
00.6.2. Protecting equipment when welding........................................................................................... 00-12
00.6.2.1. Preventing uncontrolled current loops................................................................................. 00-12
00.6.2.2. Radiation protection............................................................................................................. 00-12
00.6.2.3. Prevention of damage due to welding splatter..................................................................... 00-12
00.6.3. Welding precautions for engine control system.......................................................................... 00-12
00.6.3.1. UNIC precautions checklist.................................................................................................. 00-13
00.7. Hazardous substances...................................................................................................................... 00-13
00.7.1. Fuel oils....................................................................................................................................... 00-13
00.7.1.1. Safety precautions for fuel oil handling................................................................................ 00-13
00.7.1.2. Personal protection equipment for fuel oils.......................................................................... 00-14
00.7.1.3. First aid measures for fuel oil accidents............................................................................... 00-14
00.7.2. Natural gas.................................................................................................................................. 00-14
00.7.3. Lubricating oils............................................................................................................................ 00-15
00.7.3.1. Safety precautions for handling lubricating oil..................................................................... 00-15
00.7.3.2. Personal protection equipment for lubricating oils............................................................... 00-15
00.7.3.3. First aid measures for accidents with lubricating oil............................................................ 00-16
00.7.4. Cooling water additives, nitrite-based........................................................................................ 00-16
00.7.4.1. Safety precautions for handling cooling water additives..................................................... 00-16
00.7.4.2. Personal protection equipment for cooling water additives................................................. 00-16
00.7.4.3. First aid measures for accidents with cooling water additives............................................. 00-17
00.7.5. Fly ashes and exhaust gas dust ................................................................................................. 00-17
00.7.5.1. Precautions for handling fly ashes and exhaust gas dust ................................................... 00-17
00.7.5.2. Personal protection equipment for fly ashes and exhaust gas dust.................................... 00-18
00.7.5.3. First aid measures for fly ash and exhaust gas accidents................................................... 00-18
00.7.6. Lead in bearings.......................................................................................................................... 00-18
00.7.7. Fluoride rubber products............................................................................................................ 00-19
00.7.7.1. Precautions when handling fluoride rubber products.......................................................... 00-19
00.7.7.2. Personal protection equipment for fluoride rubber products............................................... 00-19
00.7.7.3. First aid measures for accidents with fluoride rubber products........................................... 00-20
01. Main Data, Operating Data and General Design................................................................................... 01-1

01.1. Main data for Wärtsilä 34SG................................................................................................................ 01-1
01.2. Recommended operating data............................................................................................................ 01-2
01.3. Reference conditions........................................................................................................................... 01-3
01.4. General engine design......................................................................................................................... 01-3
DBAD281257- i
02. Fuel, lubricating oil, cooling water.......................................................................................................... 02-1

02.1. Fuel...................................................................................................................................................... 02-1
02.2. Lubricating oils.................................................................................................................................... 02-1
02.2.1. Lubricating oil treatment............................................................................................................... 02-1
02.2.1.1. Taking and analysing oil samples........................................................................................... 02-1
02.2.2. Handling oil samples..................................................................................................................... 02-2
02.2.2.1. Dispatch and transportation................................................................................................... 02-3
02.3. Cooling water....................................................................................................................................... 02-4
02.3.1. Cooling water treatment................................................................................................................ 02-4
02.3.2. Cooling water additives................................................................................................................. 02-4
02.4. Fuel specification................................................................................................................................. 02-7
02.5. Lubricating oil specification................................................................................................................. 02-9
02.6. Cooling water specification............................................................................................................... 02-13
03. Start, Stop and Operation........................................................................................................................ 03-1

03.1. Turning of crankshaft........................................................................................................................... 03-1
03.1.1. Electrically-driven turning device.................................................................................................. 03-1
03.2. Start..................................................................................................................................................... 03-1
03.2.1. Starting manually.......................................................................................................................... 03-2
03.2.2. Automatic start.............................................................................................................................. 03-3
03.3. Stop..................................................................................................................................................... 03-3
03.3.1. Manual stop.................................................................................................................................. 03-3
03.3.2. General.......................................................................................................................................... 03-3
03.4. Normal operation supervision.............................................................................................................. 03-4
03.4.1. Every second day or after every 50 running hours....................................................................... 03-4
03.4.2. Once a month or after every 500 running hours........................................................................... 03-5
03.4.3. In connection with maintenance work.......................................................................................... 03-5
03.4.4. General.......................................................................................................................................... 03-6
03.5. Start after a prolonged stop (more than 8 h)....................................................................................... 03-6
03.5.1. Manual start.................................................................................................................................. 03-6
03.6. Start after overhaul.............................................................................................................................. 03-6
03.7. Supervising operation after overhaul................................................................................................... 03-7
03.8. Running-in........................................................................................................................................... 03-8
03.9. Maintaining the turning device........................................................................................................... 03-10
03A. General safety information for natural gas....................................................................................... 03A-1

03A.1. Natural gas...................................................................................................................................... 03A-1
03A.1.1. Composition............................................................................................................................. 03A-1
03A.1.2. Properties................................................................................................................................. 03A-2
03A.2. General health and safety aspects.................................................................................................. 03A-2
03A.2.1. Breathing natural gas............................................................................................................... 03A-2
03A.2.2. Breathing carbon monoxide..................................................................................................... 03A-3
03A.3. Gas leaks and fires.......................................................................................................................... 03A-3
03A.4. Gas explosions................................................................................................................................ 03A-4
03A.4.1. Prevention of gas explosions and minimising the consequences............................................ 03A-5
03C. Wärtsilä Lean-Burn Gas Engine Safety Manual for the Power Plant ............................................ 03C-1
03C.1. Hazardous area classification......................................................................................................... 03C-1
03C.1.1. Classification for the engine..................................................................................................... 03C-1
03C.1.1.1. American Codes................................................................................................................ 03C-1
03C.1.1.2. European Codes................................................................................................................ 03C-1
03C.1.1.3. UK Codes.......................................................................................................................... 03C-2
03C.1.2. Classification for the auxiliary system...................................................................................... 03C-2
03C.2. Control philosophy......................................................................................................................... 03C-3
03C.2.1. Start......................................................................................................................................... 03C-3
03C.2.2. Run........................................................................................................................................... 03C-4
03C.2.3. Stop......................................................................................................................................... 03C-4
03C.2.4. Shutdown................................................................................................................................. 03C-4
ii DBAD281257-
03C.2.5. Emergency............................................................................................................................... 03C-4

03C.2.6. Stand-by.................................................................................................................................. 03C-5
03C.3. Fire fighting and gas detection system.......................................................................................... 03C-5
03C.3.1. Fire detectors........................................................................................................................... 03C-6
03C.3.2. Fire fighting equipment............................................................................................................ 03C-6
03C.3.3. Gas detectors.......................................................................................................................... 03C-6
03C.3.4. Alarm and shutdown system description................................................................................ 03C-6
03C.4. Engine room ventilation.................................................................................................................. 03C-6
03C.5. Emergency lighting......................................................................................................................... 03C-7
03C.6. Gas supply system......................................................................................................................... 03C-7
03C.6.1. Main shut-off valve................................................................................................................... 03C-8
03C.6.2. Gas regulating unit................................................................................................................... 03C-8
03C.6.2.1. Design of the gas regulating unit....................................................................................... 03C-8
03C.6.2.2. Function of the gas regulating unit.................................................................................. 03C-11
03C.6.2.3. Operation of the gas regulating unit................................................................................ 03C-14
03C.7. Exhaust gas system...................................................................................................................... 03C-17
03C.7.1. Piping design......................................................................................................................... 03C-17
03C.7.2. Exhaust gas system ventilation.............................................................................................. 03C-17
03C.7.3. Explosion vents...................................................................................................................... 03C-18
04. Maintenance schedule............................................................................................................................. 04-1

04.1. Every second day, irrespective of the engine being in operation or not............................................. 04-2
04.2. Once a week, irrespective of the engine being in operation or not..................................................... 04-2
04.3. 50 operating hours............................................................................................................................... 04-2
04.4. 500 operating hours............................................................................................................................. 04-3
04.5. 1000 operating hours........................................................................................................................... 04-4
04.6. 2000 operating hours........................................................................................................................... 04-5
04.7. 4000 operating hours........................................................................................................................... 04-5
04.8. 8000 operating hours........................................................................................................................... 04-6
04.9. 12,000 operating hours........................................................................................................................ 04-7
04.10. 16,000 operating hours...................................................................................................................... 04-8
04.11. 24,000 operating hours.................................................................................................................... 04-10
04.12. 32,000 operating hours.................................................................................................................... 04-10
04.13. 36,000 operating hours.................................................................................................................... 04-11
04.14. 48,000 operating hours.................................................................................................................... 04-11
05. Maintenance tools.................................................................................................................................... 05-1

05.1. Using of Spare Parts Catalogue.......................................................................................................... 05-1
05.2. Ordering maintenance tools................................................................................................................ 05-1
06. Adjustments, Clearances, and Wear Limits........................................................................................... 06-1

06.1. Adjustments......................................................................................................................................... 06-1
06.2. Clearances and wear limits at 20°C..................................................................................................... 06-2
07. Tightening Torques and Use of Hydraulic Tools................................................................................... 07-1

07.1. Tightening torques for screws and nuts.............................................................................................. 07-1
07.1.1. Crankshaft and flywheel................................................................................................................ 07-2
07.1.2. B: Intermediate gear and camshaft............................................................................................... 07-3
07.1.3. C: Cylinder head........................................................................................................................... 07-4
07.1.4. C: Prechamber.............................................................................................................................. 07-5
07.1.5. C: Main gas valve.......................................................................................................................... 07-6
07.1.6. D: Valve tappet housing................................................................................................................ 07-7
07.1.7. E: Piston........................................................................................................................................ 07-8
07.1.8. F: Turbocharger fastening screws................................................................................................ 07-9
07.1.9. G, H: Engine driven pumps........................................................................................................... 07-9
07.1.10. I: Free end of crankshaft........................................................................................................... 07-11
07.1.11. J: Pulsation damper.................................................................................................................. 07-12
07.2. Use of locking fluid............................................................................................................................ 07-12
07.3. Hydraulically tightened connections.................................................................................................. 07-13
DBAD281257- iii
07.3.1. Tightening pressures................................................................................................................... 07-13

07.3.2. Filling, venting and control of the high pressure hydraulic tool set............................................ 07-15
07.3.3. Dismantling hydraulically tightened screw connections............................................................. 07-15
07.3.4. Reassembling hydraulically tightened screw connections......................................................... 07-16
07.4. Use of hydraulic extractor cylinder.................................................................................................... 07-17
07.5. Low pressure pump for lifting purposes in the crankcase................................................................ 07-18
07A. Tightening Torque for Pipe Connections.......................................................................................... 07A-1
08. Operating troubles, Emergency operation............................................................................................ 08-1

08.1. Troubleshooting................................................................................................................................... 08-1
08.1.1. Crankshaft does not rotate at start attempt.................................................................................. 08-1
08.1.2. Crankshaft rotates but none of the cylinders fire at start attempt................................................ 08-2
08.1.3. Some cylinder(s) do not fire at start attempt................................................................................. 08-2
08.1.4. Engine starts but does not reach or run at nominal speed........................................................... 08-3
08.1.5. Engine load or speed unstable...................................................................................................... 08-3
08.1.6. Knocking....................................................................................................................................... 08-4
08.1.7. High charge air temperature......................................................................................................... 08-6
08.1.8. High exhaust gas average temperature........................................................................................ 08-7
08.1.9. High exhaust gas temperature in one cylinder............................................................................. 08-7
08.1.10. Fluctuating exhaust gas temperature or dead cylinder.............................................................. 08-8
08.1.11. High lubricating oil consumption................................................................................................ 08-8
08.1.12. Cooling water consumption........................................................................................................ 08-8
08.1.13. High crankcase pressure............................................................................................................ 08-9
08.1.14. High lubricating oil pressure..................................................................................................... 08-10
08.1.15. Low lubricating oil pressure...................................................................................................... 08-10
09. Specific Installation Data......................................................................................................................... 09-1

09.1. Marine installations.............................................................................................................................. 09-1
09.2. Power installations............................................................................................................................... 09-1
10. Engine Block with Bearings, Oil Sump and Cylinder liner.................................................................... 10-1
10.1. Oil sump............................................................................................................................................... 10-1
10.2. Main bearings...................................................................................................................................... 10-1
10.2.1. Dismantling the main bearing........................................................................................................ 10-1
10.2.2. Inspecting the main bearings and journals................................................................................... 10-5
10.2.3. Assembling the main bearing........................................................................................................ 10-5
10.3. Flywheel/thrust bearing....................................................................................................................... 10-7
10.3.1. Dismantling the flywheel/thrust bearing........................................................................................ 10-7
10.3.2. Assembling the flywheel/thrust bearing........................................................................................ 10-9
10.4. Cylinder liner...................................................................................................................................... 10-11
10.4.1. Maintenance of the cylinder liner................................................................................................ 10-11
10.4.2. Removing the cylinder liner......................................................................................................... 10-11
10.4.3. Mounting the cylinder liner.......................................................................................................... 10-13
11. Crank Mechanism: Crankshaft, Connecting Rod, Piston..................................................................... 11-1

11.1. Counterbalancing the crankshaft......................................................................................................... 11-1
11.2. Crankshaft........................................................................................................................................... 11-1
11.2.1. Markings on the flywheel.............................................................................................................. 11-1
11.2.2. Aligning the crankshaft.................................................................................................................. 11-2
11.2.3. Measuring thrust bearing axial clearance..................................................................................... 11-4
11.3. Connecting rod and piston.................................................................................................................. 11-4
11.3.1. Removing the piston and upper part of connecting rod for overhaul........................................... 11-5
11.3.2. Changing of big end bearings....................................................................................................... 11-9
11.3.3. Maintenance of piston, rings and connecting rod bearings........................................................ 11-13
11.3.4. Assembling and mounting of piston and connecting rod........................................................... 11-14
11B. Maintaining the piston........................................................................................................................ 11B-1

11B.1. Pistons............................................................................................................................................ 11B-2
iv DBAD281257-
11B.2. Piston crown................................................................................................................................... 11B-2

11B.2.1. Visual inspection...................................................................................................................... 11B-2
11B.2.2. Crack detection test................................................................................................................. 11B-2
11B.2.3. Measurements.......................................................................................................................... 11B-3
11B.2.4. Reconditioning......................................................................................................................... 11B-3
11B.3. Piston skirt...................................................................................................................................... 11B-3
11B.3.1. Visual inspection...................................................................................................................... 11B-3
11B.3.2. Support surfaces...................................................................................................................... 11B-4
11B.3.3. Crack detection test................................................................................................................. 11B-4
11B.3.4. Measuring of piston crown and piston skirt............................................................................. 11B-4
11B.3.5. Assembling of pistons (All types)............................................................................................. 11B-4
12. Cylinder Head with Valves....................................................................................................................... 12-1

12.1. Functions............................................................................................................................................. 12-2
12.2. Removing and mounting of the cylinder head..................................................................................... 12-3
12.2.1. Removing of the cylinder head..................................................................................................... 12-3
12.2.2. General maintenance of the cylinder head................................................................................... 12-4
12.2.3. Mounting the cylinder head screws.............................................................................................. 12-4
12.2.4. Mounting the cylinder head........................................................................................................... 12-5
12.2.5. Adjusting the valve clearance and the yoke.................................................................................. 12-7
12.2.6. Adjusting the pcc valve clearance................................................................................................ 12-8
12.3. Exhaust valves, inlet valves and seat rings.......................................................................................... 12-9
12.3.1. Dismantling inlet and exhaust valves............................................................................................ 12-9
12.3.2. Checking and reconditioning the valves and seats.................................................................... 12-12
12.3.3. Lapping inlet valves..................................................................................................................... 12-13
12.3.4. Machine-grinding valves and seat rings..................................................................................... 12-13
12.3.5. Change of seat ring..................................................................................................................... 12-15
12.3.5.1. Removal of the old ring........................................................................................................ 12-15
12.3.5.2. Fitting the inlet valve seat rings............................................................................................ 12-16
12.3.5.3. Fitting the exhaust valve seat rings...................................................................................... 12-16
12.3.6. Reassembling of the engine valves............................................................................................. 12-19
12A. Testing the cylinder tightness............................................................................................................ 12A-1

12A.1. Connecting the tool for Wärtsilä 34SG........................................................................................... 12A-1
12A.2. Measurement.................................................................................................................................. 12A-2
13. Camshaft driving gear.............................................................................................................................. 13-1

13.1. Intermediate gears and camshaft gear................................................................................................ 13-3
13.1.1. Maintaining the camshaft gearing................................................................................................. 13-3
13.1.2. Checking and adjusting valve timing............................................................................................ 13-3
13.1.2.1. Basic adjustment of cam timing............................................................................................. 13-3
13.1.2.2. Checking the valve timing...................................................................................................... 13-5
13.1.2.3. Adjusting the valve timing....................................................................................................... 13-6
13.1.3. Removing camshaft gear.............................................................................................................. 13-7
13.1.4. Removing intermediate gears....................................................................................................... 13-8
13.1.5. Mounting the intermediate gear.................................................................................................... 13-9
13.1.6. Mounting the camshaft gear....................................................................................................... 13-11
13.2. Crankshaft gear wheel....................................................................................................................... 13-12
13.2.1. Removing the split gear wheel.................................................................................................... 13-12
13.2.2. Mounting the split gear wheel..................................................................................................... 13-13
14. Valve Mechanism and Camshaft............................................................................................................ 14-1

14.1. Valve mechanism................................................................................................................................. 14-1
14.1.1. Function of valve mechanism....................................................................................................... 14-1
14.1.2. Maintenance of valve mechanism................................................................................................. 14-2
14.1.2.1. Dismantling the valve mechanism.......................................................................................... 14-2
14.1.2.2. Inspecting the valve mechanism parts................................................................................... 14-3
14.1.2.3. Assembling the valve mechanism.......................................................................................... 14-3
14.2. Camshaft............................................................................................................................................. 14-4
DBAD281257- v
14.2.1. Removing of camshaft piece........................................................................................................ 14-5

14.2.2. Mounting of camshaft piece......................................................................................................... 14-5
14.3. Camshaft bearing................................................................................................................................ 14-6
14.3.1. Inspection of the camshaft bearing bush...................................................................................... 14-6
14.3.2. Removing of camshaft bearing bush............................................................................................ 14-6
14.3.3. Mounting the camshaft bearing bush........................................................................................... 14-7
15. Turbocharging and air cooling................................................................................................................ 15-1

15.1. Turbocharger maintenance.................................................................................................................. 15-2
15.2. Water cleaning of turbocharger during operation................................................................................ 15-2
15.2.1. Water washing of compressor...................................................................................................... 15-2
15.2.2. Compressor cleaning procedure................................................................................................... 15-4
15.3. Charge air cooler................................................................................................................................. 15-4
15.3.1. Maintaining the charge air cooler.................................................................................................. 15-5
15.3.2. Dismantling the air cooler (V-engine)............................................................................................ 15-5
15.3.3. Cleaning of air cooler.................................................................................................................... 15-8
15.3.4. Pressure testing of air cooler........................................................................................................ 15-9
15.3.5. Assembling the air cooler (V-engine).......................................................................................... 15-11
15.3.6. Charge air pressure difference over air cooler............................................................................ 15-14
15J. Exhaust gas wastegate........................................................................................................................ 15J-1

15J.1. Functioning of exhaust gas wastegate............................................................................................ 15J-1
15J.2. Built-in test....................................................................................................................................... 15J-2
15J.3. Maintenance of exhaust gas wastegate.......................................................................................... 15J-2
15J.3.1. Checking the wastegate system............................................................................................... 15J-2
15J.3.2. Removing, dismantling and cleaning the positioner pilot valve................................................ 15J-3
15J.3.3. Cleaning the pilot valve............................................................................................................. 15J-4
15J.4. Adjusting the wastegate positioner.................................................................................................. 15J-5
15J.5. Tuning the wastegate actuator........................................................................................................ 15J-6
15J.6. Tuning the wastegate pneumatic positioner.................................................................................... 15J-7
15J.7. Calibrating the wastegate I/P converter........................................................................................... 15J-9
15J.7.1. Manually with mA calibrator...................................................................................................... 15J-9
15J.8. Anti-surge device........................................................................................................................... 15J-10
15J.8.1. Inspecting the anti-surge device............................................................................................. 15J-11
16. Injection and Ignition Systems................................................................................................................ 16-1

16.1. Prechamber......................................................................................................................................... 16-1
16.1.1. Removing the prechamber............................................................................................................ 16-2
16.1.2. Overhauling the prechamber......................................................................................................... 16-2
16.1.3. Mounting the prechamber............................................................................................................. 16-3
16.2. Prechamber valve................................................................................................................................ 16-5
16.2.1. Removing the prechamber valve.................................................................................................. 16-5
16.2.2. Overhauling the prechamber valve............................................................................................... 16-6
16.2.3. Mounting the prechamber valve................................................................................................... 16-7
16.3. Ignition system..................................................................................................................................... 16-8
16.3.1. Ignition coil.................................................................................................................................... 16-8
16.3.1.1. Removing and Mounting the ignition coil............................................................................... 16-8
16.3.1.2. Overhauling the ignition coil................................................................................................... 16-8
16.3.2. Spark plug..................................................................................................................................... 16-9
16.3.2.1. Removing the spark plug........................................................................................................ 16-9
16.3.2.2. Overhauling the spark plug..................................................................................................... 16-9
16.3.2.3. Mounting the spark plug......................................................................................................... 16-9
17. Fuel System.............................................................................................................................................. 17-1

17.1. Maintenance........................................................................................................................................ 17-2
17.2. Gas pipes............................................................................................................................................. 17-2
17.3. Main gas admission valve.................................................................................................................... 17-2
17.3.1. Changing the main gas valve filter insert...................................................................................... 17-3
17.3.2. Overhauling the gas admission valve............................................................................................ 17-4
vi DBAD281257-
17.3.3. Mounting the gas admission valve................................................................................................ 17-5

17.4. Test of the gas system........................................................................................................................ 17-6
17.4.1. Testing the gas system for leaks .................................................................................................. 17-6
17.4.2. Pressure testing of the main gas valve......................................................................................... 17-6
17.4.3. Testing the main gas valve coil integrity....................................................................................... 17-6
18. Lubricating Oil System............................................................................................................................. 18-1

18.1. Lubricating oil system maintenance.................................................................................................... 18-3
18.2. Lubricating oil pump............................................................................................................................ 18-3
18.2.1. Removing the pump from the engine (turbochargers in free end)................................................ 18-4
18.2.2. Removing the driving gear............................................................................................................ 18-6
18.2.3. Dismantling the lubricating oil pump............................................................................................. 18-7
18.2.4. Inspecting the lubricating oil pump............................................................................................... 18-9
18.2.5. Assembling the lubricating oil pump............................................................................................. 18-9
18.2.6. Assembling the driving gear........................................................................................................ 18-13
18.2.7. Mounting the pump to the engine............................................................................................... 18-13
18.3. Lubricating oil pressure regulating valve and safety valve................................................................ 18-14
18.3.1. Maintaining the pressure regulating valve................................................................................... 18-15
18.3.2. Adjusting oil pressures................................................................................................................ 18-15
18.4. Prelubricating oil pump...................................................................................................................... 18-16
18.4.1. Dismantling the prelubricating oil pump..................................................................................... 18-17
18.4.2. Inspecting the prelubricating oil pump........................................................................................ 18-19
18.4.3. Assembling the prelubricating oil pump...................................................................................... 18-20
18.5. Prelubricating oil pressure regulating valve....................................................................................... 18-23
18.5.1. Removing the pressure regulating valve..................................................................................... 18-24
18.5.2. Dismantling the pressure regulating valve.................................................................................. 18-25
18.5.3. Inspecting the pressure regulating valve of the prelubricating pump......................................... 18-26
18.5.4. Assembling the pressure regulating valve.................................................................................. 18-26
18.6. Lubricating oil cooler......................................................................................................................... 18-27
18.6.1. Maintaining the lubricating oil cooler.......................................................................................... 18-27
18.6.2. Dismantling the lubricating oil cooler.......................................................................................... 18-27
18.6.3. Assembling the lubricating oil cooler.......................................................................................... 18-29
18.6.4. Lubricating oil cooler cleaning.................................................................................................... 18-31
18.7. Oil thermostatic valve........................................................................................................................ 18-33
18.7.1. Removing the thermostatic element........................................................................................... 18-36
18.7.2. Inspecting the thermostatic element........................................................................................... 18-38
18.7.3. Mounting the thermostatic element............................................................................................ 18-38
18.8. Lubricating oil automatic filter........................................................................................................... 18-39
18.8.1. Maintaining the lubricating oil automatic filter............................................................................ 18-42
18.8.2. Removing the lubricating oil filter candles.................................................................................. 18-42
18.8.3. Cleaning the filter candles with a cleaning device...................................................................... 18-43
18.8.4. Cleaning the filter candles without a cleaning device................................................................. 18-46
18.8.5. Cleaning the protective filter....................................................................................................... 18-48
18.8.6. Mounting the lubricating oil filter candles................................................................................... 18-49
18.9. Centrifugal filter.................................................................................................................................. 18-50
18.9.1. Dismantling the centrifugal filter.................................................................................................. 18-52
18.9.2. Assembling the centrifugal filter.................................................................................................. 18-53
19. Cooling Water System............................................................................................................................. 19-1

19.1. HT circuit............................................................................................................................................. 19-2
19.2. Venting and pressure control of HT-circuit.......................................................................................... 19-2
19.3. LT circuit.............................................................................................................................................. 19-3
19.4. Preheating the cooling water system.................................................................................................. 19-3
19.5. Monitoring the cooling water system.................................................................................................. 19-3
19.6. Maintaining the cooling water system................................................................................................. 19-3
19.6.1. Cleaning the cooling water system............................................................................................... 19-4
19.7. Engine driven cooling water pump...................................................................................................... 19-4
19.7.1. Maintaining the water pump......................................................................................................... 19-6
19.7.1.1. Dismantling and assembling the impeller............................................................................... 19-6
DBAD281257- vii
19.7.1.2. Dismantling and assembling the mechanical shaft seal......................................................... 19-7

19.7.1.3. Replacing the bearings and oil seal ring................................................................................. 19-9
19.8. Temperature control system.............................................................................................................. 19-13
20. Exhaust System........................................................................................................................................ 20-1

20.1. Exhaust system................................................................................................................................... 20-1
20.1.1. Changing expansion bellows........................................................................................................ 20-2
21. Starting Air System.................................................................................................................................. 21-1

21.1. Main starting valve............................................................................................................................... 21-2
21.1.1. Maintaining the main starting valve............................................................................................... 21-3
21.2. Starting air distributor.......................................................................................................................... 21-4
21.2.1. Maintaining the starting air distributor.......................................................................................... 21-4
21.3. Starting valve....................................................................................................................................... 21-5
21.3.1. Maintaining the starting valve....................................................................................................... 21-6
21.4. Starting air vessel and piping.............................................................................................................. 21-6
21.5. Instrument air....................................................................................................................................... 21-7
21.5.1. Maintenance of instrument air system.......................................................................................... 21-7
21.6. Adjusting the slow turning device........................................................................................................ 21-7
22. Control Mechanism.................................................................................................................................. 22-1
23. Instrumentation and automation............................................................................................................ 23-1

23.1. UNIC automation system..................................................................................................................... 23-1
23.1.1. Parts of the automation system.................................................................................................... 23-2
23.2. Local control panel.............................................................................................................................. 23-3
23.2.1. Local display unit.......................................................................................................................... 23-3
23.2.1.1. Local display unit pages......................................................................................................... 23-5
23.2.2. Control buttons and switches....................................................................................................... 23-7
23.3. Main control module............................................................................................................................ 23-7
23.3.1. Speed controller............................................................................................................................ 23-9
23.3.1.1. Speed controller dynamics..................................................................................................... 23-9
23.3.1.2. Fuel limiters............................................................................................................................ 23-9
23.3.2. Engine loading............................................................................................................................... 23-9
23.3.2.1. Droop mode.......................................................................................................................... 23-10
23.3.2.2. kW control mode.................................................................................................................. 23-12
23.3.2.3. Isochronous load sharing mode........................................................................................... 23-15
23.3.3. Start and stop management....................................................................................................... 23-16
23.3.3.1. Emergency stop mode......................................................................................................... 23-16
23.3.3.2. Start mode............................................................................................................................ 23-17
23.3.3.3. Run mode............................................................................................................................. 23-17
23.3.3.4. Shutdown mode................................................................................................................... 23-18
23.3.3.5. Stop mode............................................................................................................................ 23-19
23.3.3.6. Standby mode...................................................................................................................... 23-19
23.3.4. Engine speed measurement....................................................................................................... 23-19
23.3.5. Input and output signals............................................................................................................. 23-22
23.3.6. Replacing the main control module............................................................................................ 23-22
23.4. Engine safety module........................................................................................................................ 23-23
23.4.1. Engine safety module power supply........................................................................................... 23-24
23.4.2. Engine safety module speed sensor........................................................................................... 23-24
23.4.2.1. Mounting the speed sensor.................................................................................................. 23-25
23.4.3. Speed measuring and speed switches....................................................................................... 23-26
23.4.4. Shutdown reset........................................................................................................................... 23-26
23.4.5. Stop and shutdown signals......................................................................................................... 23-27
23.4.5.1. Lubricating oil pressure safety............................................................................................. 23-27
23.4.5.2. HT water temperature safety................................................................................................ 23-27
23.4.6. Other engine safety module inputs and outputs......................................................................... 23-27
23.4.7. Replacing the engine safety module........................................................................................... 23-29
23.5. Power distribution module................................................................................................................. 23-30
viii DBAD281257-
23.6. Input and output module................................................................................................................... 23-32

23.6.1. Wastegate control....................................................................................................................... 23-32
23.7. Wärtsilä coil driver............................................................................................................................. 23-33
23.8. Cylinder control module..................................................................................................................... 23-34
23.8.1. Engine phase measurement........................................................................................................ 23-37
23.8.2. Gas feed system and gas pressure control................................................................................ 23-37
23.8.3. Gas admission............................................................................................................................ 23-38
23.8.4. Cylinder balancing....................................................................................................................... 23-39
23.8.4.1. Exhaust gas temperature balancing..................................................................................... 23-39
23.8.4.2. Cylinder pressure balancing................................................................................................. 23-39
23.8.4.3. Adaptive light knock balancing............................................................................................ 23-39
23.8.5. Combustion control.................................................................................................................... 23-39
23.8.6. Replacing the cylinder control module....................................................................................... 23-40
23.9. Sensors.............................................................................................................................................. 23-42
23.9.1. Alarms......................................................................................................................................... 23-42
23.9.2. Shutdown.................................................................................................................................... 23-43
23.9.3. Start blocking.............................................................................................................................. 23-43
23.9.4. Emergency stop.......................................................................................................................... 23-43
23.9.5. Load reduction............................................................................................................................ 23-43
23.9.5.1. Load reduction in droop mode............................................................................................. 23-44
23.9.5.2. Load reduction in kW mode and isochronous mode........................................................... 23-44
23.10. External interface............................................................................................................................. 23-44
23.10.1. Analogue inputs........................................................................................................................ 23-45
23.10.2. Analogue outputs...................................................................................................................... 23-45
23.10.3. Binary inputs............................................................................................................................. 23-46
23.10.4. Binary outputs........................................................................................................................... 23-47
23D. Introduction to WECSplorerUT (Optional equipment)..................................................................... 23D-1

23D.1. Overview of WECSplorerUT software tool..................................................................................... 23D-1
23D.1.1. System requirements for the WECSplorerUT software tool.................................................... 23D-1
23D.1.2. Applying for an user account................................................................................................... 23D-3
23D.1.3. Adding a new user account..................................................................................................... 23D-4
23D.1.4. Log in....................................................................................................................................... 23D-5
23D.1.5. Importing system specific software......................................................................................... 23D-7
23D.1.6. Log out..................................................................................................................................... 23D-9
23D.1.7. Exporting the system software.............................................................................................. 23D-10
23D.1.8. Main window of WECSplorerUT............................................................................................ 23D-12
23D.1.9. Online or Offline mode........................................................................................................... 23D-13
23D.1.10. Symbol menu....................................................................................................................... 23D-14
23D.1.10.1. Reading symbols........................................................................................................... 23D-14
23D.1.10.2. Writing software symbol values..................................................................................... 23D-15
23D.2. Setting up communication between the computer and the system............................................. 23D-15
23D.3. Downloading software ................................................................................................................. 23D-19
23D.4. Entering the online mode.............................................................................................................. 23D-27
23D.4.1. Configuring update rate......................................................................................................... 23D-30
23D.5. Configuring and viewing trends.................................................................................................... 23D-31
23D.5.1. Overview of the trend window............................................................................................... 23D-35
DBAD281257- ix
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Wärtsilä 34SG Engine O&MM 00. Contents, instructions, terminology
00. Contents, instructions, terminology
00.1 About this manual v3

GUID-7DAD558C-6E04-45EB-994F-9B70A9390178
This manual is intended for engine operating and maintenance personnel. The manual
contains technical data, maintenance instructions and instructions for correct and
economical operation of the engine. It also contains instructions for personal protection and
first aid, as well as, for handling fuel, lubricating oil and cooling water additives during
normal operation and maintenance work.
The reader is assumed to have basic knowledge of engine operation and maintenance.
Such information is therefore not provided in this manual.
This manual is supplemented by the spare parts catalogue including sectional drawings or
exterior views of all components (partial assemblies).
Wärtsilä engines are equipped as agreed on in the sales documents. This manual may
contain descriptions of components that are not included in every delivery. No claims can
therefore be made on Wärtsilä on the basis of the contents of this manual.
The system diagrams (fuel system, lubricating oil system, cooling water system and so on)
included in this manual are only indicative and do not cover every installation. For detailed
system diagrams, see the installation-specific drawings.
NOTE
In all correspondence with Wärtsilä and when ordering spare parts, the engine
type and the engine number found on the engine name plate must be stated.
The exact engine design is defined by the engine number.
00.2 General operation and maintenance instructions v6

GUID-82283AD9-9662-4F72-ACB1-3ED940BF5232
● Read this manual carefully before starting to operate or maintain the engine.
● Keep an engine log book for every engine.
● Observe utmost cleanliness and order in all maintenance work.
● Before dismantling, check that all concerned systems are drained and the pressure is
released. After dismantling, immediately cover holes for lubricating oil, fuel oil, and air
with tape, plugs, clean cloth or similar material.
● When replacing a worn out or damaged part with a new one, check for markings on the
old part, for instance, identification marking, cylinder or bearing number, and mark the
new part with the same data at the same location. Enter every exchange in the engine
log along with the reason for the exchange clearly stated.
● When supervising engine operation or doing maintenance, record all relevant data in the
measurement records. This helps you evaluate the engine condition and follow up
changes over time. You can find the measurement records in the Attachments binder.
● In marine applications, all changes which may influence the NOx emission of the engine,
for instance, change of components and engine settings, must be recorded in the
"Record Book of Engine Parameters" according to "Annex VI to MARPOL 73/78".
● After assembly, check that all bolts, screws and nuts are tightened and locked according
to the instructions in this manual. Check that all shields and covers are fully functional, in
their places and closed.
DBAD281257- 00-1
00. Contents, instructions, terminology Wärtsilä 34SG Engine O&MM
● A safety data sheet must be available for all chemicals handled when operating or
maintaining the engine.
NOTE
Preventive maintenance is important when it comes to fire protection. Inspect
fuel lines, lubricating oil lines and connections regularly.
00.3 Terminology v10

GUID-7314693C-C9BC-4286-A602-B7E41971D8B8
The most important terms used in this manual are explained below.
Driving end and free end

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

The operating side is the longitudinal side of the engine where the instrument panel (Local
Display Unit) or operating devices are located.
The rear side is the longitudinal side of the engine opposite to the operating side.
Cylinder designation
According to ISO 1204 and DIN 6265, the cylinder designation begins at the driving end.
1
6
5
3
4
3
2
1
2
4
5 6
1 Free end 4 Driving end

2 Operating side 5 Counterclockwise rotation
3 Rear side 6 Clockwise rotation
Fig 00-1 Terminology and cylinder designations (inline engine) GUID-603DD12E-A2F5-47FB-B8CF-B3579D26A9DA
v1
In a V-engine the cylinders in the left bank, seen from the driving end, are termed A1, A2,
and so on, and in the right bank B1, B2 and so on.
00-2 DBAD281257-
1
B6 3
A6 B5
A5 B4
A4 B3
A3 B2
A2 B1
A1
5 6 4
2
1 Free end 4 Driving end

2 Operating side, A bank 5 Counterclockwise rotation
3 Rear side, B bank 6 Clockwise rotation
Fig 00-2 Terminology and cylinder designations (V-engine) GUID-455FF216-5D6B-4B6F-AB06-0B9FF06AA07F v1
Rotational direction
Clockwise rotating engine: looking at the engine from the driving end, the crankshaft rotates
clockwise.
Counterclockwise rotating engine: looking at the engine from the driving end, the crankshaft
rotates counterclockwise.
Top Dead Centre and Bottom Dead Centre

Bottom Dead Centre (BDC), is the bottom turning point of the piston in the cylinder.
Top Dead Centre (TDC), is the top turning point of the piston in the cylinder. TDC for every
cylinder is marked on the graduation of the flywheel.
During a complete working cycle, which in a four-stroke engine comprises two crankshaft
rotations, the piston reaches TDC twice:
● TDC at scavenging: This occurs when the exhaust stroke of a working cycle ends and
the suction stroke of the next one begins. Both the exhaust and inlet valves are slightly
open and scavenging takes place. If the crankshaft is turned to and fro near this TDC,
both the exhaust and inlet valves will move.
● TDC at firing: This occurs after the compression stroke and before the working stroke.
Slightly before this TDC, the fuel injection takes place (on an engine in operation). All
valves are closed and will not move if the crankshaft is turned. When watching the
camshaft and the injection pump, it is possible to notice that the pump tappet roller is on
the lifting side of the fuel cam.
High-pressure pumps and accumulators (CR engines)

On an in-line engine, the Common Rail (CR) pumps and accumulators are numbered 1, 2, 3,
and so on, starting from the driving end, that is, not according to the cylinder numbers.
On a V-engine, the left side bank pumps and accumulators are termed A1, A2, and so on,
and the right bank equipment B1, B2, and so on, starting from the driving end.
Turbocharger definitions for V-engines

● Turbocharger on A-bank side is defined as Turbocharger A (TC A).
● Turbocharger on B-bank side is defined as Turbocharger B (TC B).
Engines with two-stage turbocharging have high-pressure and low-pressure turbochargers:
DBAD281257- 00-3
● High-pressure turbocharger on A-bank side is defined as TC HP A.

● Low-pressure turbocharger on A-bank side is defined as TC LP A.
● High-pressure turbocharger on B-bank side is defined as TC HP B.
● Low-pressure turbocharger on B-bank side is defined as TC LP B.
00.4 Designations and markings
00.4.1 Bearing designation v5

GUID-A2DC3D76-27C4-4B76-99E8-28A6F7F679FE
Main bearings
The shield bearing (nearest the flywheel) is No. 0, the first standard main bearing is No. 1,
the second No. 2, and so on.
NOTE
During maintenance use a permanent marker pencil to mark any removed
bearing caps on the rear with their designated position number according to
designation procedure.
00
0
N 3 2 1
00
00
N 3 2 1 0
Fig 00-3 Bearing designation W20AP-200053 v3
00-4 DBAD281257-
Thrust bearings
The thrust bearing rails are located at the shield bearing. The outer rails close to the
flywheel are marked with 00 and the inner rails with 0.
Camshaft bearings
The camshaft bearings are designated as the main bearings, the thrust bearing bushes
being designated 00 (outer) and 0 (inner).
Camshaft gear bearings

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

In bearings where both the shells are identical, the upper one should be marked with "UP".
00.5 Risk reduction v3

GUID-103B709B-AF65-46C9-8C36-E406C86A4C04
Read this manual before installing, operating, or servicing the engine and related
equipment. Failure to follow the instructions can cause personal injury, loss of life, or
damage to property.
Use proper personal safety equipment, for example, gloves, hard hat, safety glasses and
ear protection in all circumstances. Missing, unsuitable or defective safety equipment may
cause serious personal injury or loss of life.
All electronic equipment is sensitive to electrostatic discharge (ESD). Take all necessary
measures to minimize or eliminate the risk of equipment being damaged by ESD.
00.5.1 Use of symbols v2

GUID-FA23FE9E-E29A-422D-BCA8-66943833932B
This manual contains different kinds of notes emphasized with symbols. Read them
carefully. They contain warnings of possible danger or other information that you must take
into consideration when performing a task.
WARNING
Warning means there is a risk of personal injury.
WARNING - ELECTRICITY
Electricity warning means there is a risk of personal injury due to electrical
shocks.
CAUTION
Caution means there is a risk of damaging equipment.
NOTE
Note contains important information or requirements.
DBAD281257- 00-5
00.5.2 General identified hazards v3

GUID-6408F0AF-AAC6-429A-8403-1B0DB27C6C5F
The table below lists general hazards, hazardous situations and events which are to be
noticed during normal operation and maintenance work. The table lists also the chapters in
this manual which are concerned by the respective hazard.
Identified hazard, hazardous situation Concerned Protection and Notes

or event chapters safety equipment
Dropping parts during maintenance 4, 10, 11, 12, 13, Personal
work 14, 15, 16, 17, protection
18, 19, 20, 21, equipment, e.g.
22, 23 hard hat, shoes to
be used.
Turning device engaged during 3, 4, 10, 11, 12,
maintenance work and operated 13, 14, 16
unintentionally
Crankcase safety explosion valves 3, 10, 23
opening due to crankcase explosion
Running engine without covers 3, 4, 10, 11, 12,
13, 14, 16, 21, 22
Risk of ejected parts in case of major 3, 4, 10, 11, 12,
failure 13, 14, 22
Contact with electricity during 4, 11, 17, 18, 21,
maintenance work if power not 22, 23
disconnected
Electrical hazard if incorrect grounding 3, 4, 11, 17, 18
of electrical equipment
Ejection of components or emission of 3, 4, 12, 13, 14,
high pressure gas due to high firing 16, 21
pressures
Risk of ejected parts due to break down 3, 15
of turbocharger
Overspeed or explosion due to air-gas 3, 4, 15 Suction air must
mixture in the charge air be taken from gas
free space.
Ejection of fuel injector if not fastened 4, 12, 16
and turning device engaged
Engine rotating due to engaged gear 3, 4, 10, 11, 12,
box or closed generator breaker during 13, 14, 16
overhaul
Fire or explosion due to leakage in 3, 4, 16, 17, 18,
fuel /gas line or lube oil system 20
Inhalation of exhaust gases due to 3, 15, 20 Proper ventilation
leakage of engine room/
plant is required.
Inhalation of exhaust gas dust 4, 8, 10, 11, 12,
15, 20
Explosion or fire if flammable gas/vapour 3, 20 Proper ventilation
is leaking into the insulation box and/or gas
detectors are
required in the
engine room.
Continued on next page
00-6 DBAD281257-

Touching of moving parts 3, 4, 8, 10, 11,
12, 13, 14, 15,
16, 17, 18, 21,
22, 23
Risk of oil spray from high pressure 3, 4, 8, 10, 11, Personal
hoses 12, 13, 14, 15, protection
16, 18, 19, 21, 22 equipment, e.g.
hard hat, safety
glasses to be
used.
Identified general hazards for gas installations are:

Gas fire or explosion if maintenance 3, 17, 20 Proper ventilation
(welding) is done on gas filled pipes and/or gas
detectors are
required in the
engine room.
Gas explosion due to excess of unburnt 3, 17, 20 External gas
gas fed into the exhaust gas system system built
according to the
instructions, i.e.
with pressure
relief valves,
forced ventilation,
etc.
00.5.3 Hazards due to moving parts v1

GUID-EAFE2100-0890-443A-ABF5-F74CF139ED37
● Running the engine without covers and coming in contact with moving parts
● Touching pump parts during unintentional start of electrically driven pump motor
● Turbocharger starting to rotate due to draft if not locked during maintenance
● Thrusting a hand into the compressor housing when the silencer is removed and the
engine is running
● Unexpected movement of valve or fuel rack(s) due to a broken wire or a software/
hardware failure in the control system
● Unexpected movement of components
● Turning device engaged during maintenance work
● Accidental rotation of the crankshaft if the turning device is not engaged during
maintenance work, for instance, because it has been removed for overhaul
● Mechanical breakage (for example of a speed sensor) due to incorrect assembly of the
actuator to the engine or faulty electrical connections.
DBAD281257- 00-7
00.5.4 Hazards due to incorrect operating conditions v2

GUID-4B6C8C24-8AA6-4C91-90F9-E6D7A714EA21
● Overspeed or explosion due to air-gas mixture in the charge air

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

component assembly v5
GUID-43175DE7-E7EA-4230-8633-8EA6AC40AA72
● A fuel pipe bursting and spraying fuel.

● A control oil pipe bursting and spraying oil (Common Rail)
● VIC housing bursting and spraying oil (if equipped with VIC)
● Leakage of:
○ Fuel at joints on the low and/or high pressure side
○ Lubricating oil
○ High pressure water on direct water injection(DWI) engines
○ HT water
○ Charge air
○ Exhaust gas
○ Pressurised air from air container, main manifold or pipes
● Fire or explosion due to leakage from a fuel or gas line
● Fire or explosion due to flammable gas/vapour (crude oil) leaking into the insulation box
● Inhalation of exhaust gases or fuel gases due to leakage
● Failure of pneumatic stop
● Ejected components due to:
○ Breakdown of hydraulic tool
○ Breakdown of hydraulic bolt
○ Breakdown of turbocharger
○ High firing pressures
○ Major failure
00-8 DBAD281257-
● Ejection of:
○ Pressurised liquids and gases from the engine block or piping
○ High pressure fluid due to breakdown of hydraulic tool
○ Gas due to high firing pressures
○ Pressurised gases from pressure gas system
○ High pressure fluid due to breakdown of HP sealing oil pipe
○ High pressure air from compressed air supply pipes during maintenance of
pneumatically operated equipment
○ Cooling water or fuel/lubricating oil if sensor is loosened while the circuit is
pressurised
○ Leaks during maintenance work
● Oil spray if running without covers
● Ejection of fuel injector or prechamber if not fastened and:
○ The turning device is engaged and turned.
○ The engine turns due to closed generator breaker or coupling.
00.5.6 Electrical hazards v3

GUID-1029C32E-F846-4AAC-9C98-10BF1C0BD613
● Fire or sparks due to damage or short circuit in electrical equipment

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

GUID-301EBAA4-685E-4FC5-B3B4-27EDE0347833
● Slipping, tripping or falling

● Improper treatment of water additives and treatment products
● Touching the insulation box, turbocharger, pipes, exhaust manifold, or other unprotected
parts without protection during engine operation
DBAD281257- 00-9
● Dropping parts during maintenance work

● Starting maintenance work too early, thus, causing burns when handling hot
components
● Neglecting use of cranes and/or lifting tools
● Not using proper tools during maintenance work
● Not using correct protecting outfits when handling hot parts, thus, causing burns
● Contact with fuel, lubrication oil or oily parts during maintenance work
● Exposure to high noise levels
● Touching or removing turbocharger insulation too soon after stopping the engine
● Ejection of preloaded springs when dismantling components
00.6 Welding precautions
00.6.1 Personal safety when welding v1

GUID-CCA97848-BC85-46CC-9222-3E81C576DF21
It is important that the welder is familiar with the welding safety instructions and knows how
to use the welding equipment safely.
00.6.1.1 Welding hazards and precautions v3

GUID-833E2F26-5CD7-490F-956B-978D2DF4489F
General work area hazards and precautions

● Keep cables, materials and tools neatly organised.
● Connect the work cable as close as possible to the area where welding is being
performed. Do not allow parallel circuits through scaffold cables, hoist chains, or ground
leads.
● Use only double insulated or properly grounded equipment.
● Always disconnect power from equipment before servicing.
● Never touch gas cylinders with the electrode.
● Keep gas cylinders upright and chained to support.
Precautions against electrical shock

WARNING - ELECTRICITY
Electrical shock can kill.
● Wear dry hole-free gloves. Change when necessary to keep dry.

● Do not touch electrically “hot” parts or electrode with bare skin or wet clothing.
● Insulate the welder from the work piece and ground using dry insulation, for example,
rubber mat or dry wood.
● If in a wet area the welder cannot be insulated from the work piece with dry insulation,
use a semi-automatic, constant-voltage welder or stick welder with a voltage reducing
device.
● Keep electrode holder and cable insulation in good condition. Do not use if insulation is
damaged or missing.
00-10 DBAD281257-
Precautions against fumes and gases

WARNING
Fumes and gases can be dangerous.
● Use ventilation or exhaust fans to keep the air breathing zone clear and comfortable.
● Wear a helmet and position the head so as to minimize the amount of fumes in the
breathing zone.
● Read warnings on electrode container and Material Safety Data Sheet (MSDS) for the
electrode.
● Provide additional ventilation or exhaust fans where special ventilation is required.
● Use special care when welding in a confined area.
● Do not weld with inadequate ventilation.
Precautions against welding sparks

WARNING
Welding sparks can cause fire or explosion.
● Do not weld on containers which have held combustible materials. Check the containers
before welding.
● Remove flammable material from welding area or shield them from sparks and heat.
● Keep a fire watch in area during and after welding.
● Keep a fire extinguisher in the welding area.
● Wear fire retardant clothing and hat. Use earplugs when you weld overhead.
Precautions against arc rays

WARNING
Arc rays can burn eyes and skin.
● Select a filter lens which is comfortable for you while welding.

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

● Ensure that the ventilation is adequate, especially if the electrode requires special
ventilation or if welding causes the formation of gas that may displace oxygen.
● If the welding machine cannot be insulated from the welded piece and the electrode, use
semi-automatic constant-voltage equipment with a cold electrode or a stick welder with
voltage reducing device.
● Provide the welder with a helper and plan a method for retrieving the welder from the
enclosure in case of an emergency.
DBAD281257- 00-11
00.6.2 Protecting equipment when welding v2

GUID-A0C6171A-EA9E-44B1-ADB6-572688377F8E
The main principles for protecting equipment when welding are:

● Preventing uncontrolled current loops
● Radiation protection
● Preventing the spread of welding splatter
● Switching off or disconnecting all nearby electrical equipment when possible
00.6.2.1 Preventing uncontrolled current loops v1

GUID-F321A1E8-C927-477E-93C7-C97BF0A1340D
Always check the welding current path. There should be a direct route from the welding
point back to the return connection of the welding apparatus.
The main current always flows along the path of least resistance. In certain cases the return
current can therefore go via grounding wires and electronics in the control system. To avoid
this, the distance between the welding point and the return connection clamp of the welding
apparatus should always be the shortest possible. It must not include electronic
components.
Pay attention to the connectivity of the return connection clamp. A bad contact might cause
sparks and radiation.
00.6.2.2 Radiation protection v2

GUID-0BB9FC18-55E0-4E10-A8C1-A2A8447E0D0B
The welding current and the arc is emitting a wide electromagnetic radiation spectrum. This
might damage sensitive electronic equipment.
To avoid such damages:
● Keep all cabinets and terminal boxes closed during welding.
● Protect sensitive equipment by means of shielding with a grounded (earthed) conductive
plate.
● Avoid having the cables of the welding apparatus running in parallel with wires and
cables in the control system. The high welding current can easily induce secondary
currents in other conductive materials.
00.6.2.3 Prevention of damage due to welding splatter v2

GUID-5808F641-98A5-4DC9-871B-952169142C56
Welding splatter is commonly flying from the welding arc. Few materials withstand the heat
from this splatter. Therefore all cabinets and terminal boxes should be kept closed during
the welding. Sensors, actuators, cables and other equipment on the engine must be
properly protected.
Welding splatter can also be a problem after it has cooled down; for example: short-circuits,
leaks.
00.6.3 Welding precautions for engine control system v3

GUID-D1033EAF-E74F-4177-AA27-2BE09540F63B
CAUTION
All electronic equipment is sensitive to electrostatic discharge (ESD). Take all
damaged by ESD.
00-12 DBAD281257-
00.6.3.1 UNIC precautions checklist v3

GUID-9732BFEB-4715-4CDB-925D-FA15E706CF96
Take the following precautions before welding in the vicinity of a UNIC control system:
Procedure
1 Deactivate the system.

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

within a radius of 2 m) the welding point.
3 Close the cabinet covers and all the distributed units.
4 Protect cables, sensors and other equipment from splatter with a proper metal sheet
as far as possible.
00.7 Hazardous substances v1

GUID-2DD9F3E7-06F2-4B28-ADCD-091376213240
Fuel oils, lubricating oils and cooling water additives are environmentally hazardous. Take
great care when handling these products or systems containing these products.
00.7.1 Fuel oils v3

GUID-950AC346-EF0C-427B-B83E-1D606860BAC0
Fuel oils are mainly non-volatile burning fluids, but they may also contain volatile fractions
and present a risk of fire and explosion.
The fuel oils may cause long-term harm and damage in water environments and
contaminate the soil and ground water.
Prolonged or repetitive contact, for example, of polyaromatic hydrocarbons with the skin
may cause irritation and increase the risk of skin cancer. Fumes that are irritating for eyes
and respiratory organs, such as hydrogen sulphide or light hydrocarbons, may be released
during loading or bunkering.
NOTE
Refer to the safety instructions provided by the fuel oil supplier.
00.7.1.1 Safety precautions for fuel oil handling v1

GUID-113947FB-B617-41E7-BCB3-37D1DA38387C
● Isolate the fuel oils from ignition sources, such as sparks from static electricity.
● Avoid breathing evaporated fumes, for instance, during pumping and when opening
storage tanks. The fumes may contain toxic gases, for instance, hydrogen sulphide. Use
a gas mask if necessary.
● Keep the handling and storage temperatures below the flash point.
● Store the fuel in tanks or containers designed for flammable fluids.
● Note the risk of methane gas formation in the tanks due to bacterial activities during
long-term storage. Methane gas causes risk of explosion, for instance, when unloading
fuel and when opening storage tanks. When entering tanks, there is a risk of suffocation.
● Do not release fuel into the sewage system, water systems or onto the ground.
DBAD281257- 00-13
● Cloth, paper or any other absorbent material used to soak up spills are a fire hazard. Do
not allow them to accumulate.
● Dispose of any waste containing fuel oil according to directives issued by the local or
national environmental authorities. The waste is hazardous. Collection, regeneration and
burning should be handled by authorised disposal plants.
00.7.1.2 Personal protection equipment for fuel oils v4

GUID-EF96E36B-E53C-477C-937F-C69446C3FF05
Protection of respiratory organs ● Respirator with combined particle and gas filter against
oil mist
● Respirator with inorganic gas filter against evaporated
fumes (for example hydrogen sulphide)
Hand protection ● Strong, heat and hydrocarbon resistant gloves (nitrile

rubber for example)
Eye protection ● Goggles if splash risk exists
Skin and body protection ● Facial screen and covering clothes as required
● Safety footwear when handling barrels
● Protective clothing if hot product is handled
00.7.1.3 First aid measures for fuel oil accidents v3

GUID-E8C5F68E-6859-4986-8E82-BE58FF371844
Inhalation of Move the victim to fresh air.

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

Do not induce vomiting as this may cause aspiration into the respiratory organs.
00.7.2 Natural gas v1

GUID-46832876-6AD8-4954-820B-A171A6B43ADE
Natural gas is non-toxic and will not harm anyone breathing in the low concentrations near
minor fuel leaks. Heavy concentrations, however, can cause drowsiness and eventual
suffocation.
00-14 DBAD281257-
In a gas engine installation, gas may be dangerous. Particularly serious are fires and
explosions, caused by gas leakage into the engine room, and explosions caused by
unburned gas in the exhaust system.
If a gas explosion occurs, it is important to protect people, equipment and environment
from damage. Damage is caused by the shock wave and the burning effect of the
expanding and partly burning gases. Damage can be avoided by preventing pressure build
up in equipment and extracting the released gas to an open area.
00.7.3 Lubricating oils v2

GUID-B21C3DB0-A03A-4CFA-A707-3DD6FC35206A
Fresh lubricating oils are normally not particularly toxic but they should be handled with
care.
Used lubricating oils may contain significant amounts of harmful metal and PAH
(polyaromatic hydrocarbon) compounds. There is a risk of long term contamination of the
soil and the ground water.
NOTE
Refer to the safety information provided by the supplier of the lubricating oil.
00.7.3.1 Safety precautions for handling lubricating oil v1

GUID-86BE6905-31B2-45BA-9327-9F7206905DA9
When handling lubrication oils:

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

GUID-9F4FE733-BE5E-4105-BB46-936FF38EC718
Hand protection Use impermeable and hydrocarbon resistant gloves (nitrile rubber for
example).
Eye protection Wear goggles if splash risk exists.
Skin and body protection Wear facial screen and covering clothes as required.
Use safety footwear when handling barrels.
Wear protective clothing when handling hot products.
DBAD281257- 00-15
00.7.3.3 First aid measures for accidents with lubricating oil v3

GUID-DE0FD5EF-52FC-4D3B-8B87-527A100ACF34
Inhalation of fumes Move the victim to fresh air.

Skin contact Wash immediately with plenty of water and soap or cleaning agent.
Do not use solvents (the oil is dispearsed and may be absorbed into the skin).
Remove contaminated clothing. Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water, and continue for at least 15 minutes.
Ingestion Do not induce vomiting, in order to avoid the risk of aspiration into respiratory
organs.
Seek medical advice immediately.
Aspiration of liquid If aspiration into the lungs is suspected (during vomiting for example) seek
product medical advice immediately.
00.7.4 Cooling water additives, nitrite-based v2

GUID-A5F6CCEA-1B68-466F-B168-BD902546D27C
Cooling water additives are toxic if swallowed. Concentrated product may cause serious
toxic symptoms, pain, giddiness and headache. Significant intake results in greyish/blue
discoloration of the skin and mucus membranes and a decrease in blood pressure. Skin
and eye contact with the undiluted product can produce intense irritation. Diluted solutions
may be moderately irritating.
NOTE
Refer to the safety information provided by the supplier of the product.
00.7.4.1 Safety precautions for handling cooling water additives v1

GUID-2DF41EF1-9454-44E9-A82D-35E5C82C6CD7
● Avoid contact with skin and eyes.

● Keep the material away from food and drinks. Do not eat, drink or smoke while handling
it.
● Keep the material in a well ventilated place with access to safety shower and eye
shower.
● Soak up liquid spills in absorbent material and collect solids in a container. Wash floor
with water as spillage may be slippery. Contact appropriate authorities in case of bigger
spills.
● Bulk material can be land dumped at an appropriate site in accordance with local
regulations.
00.7.4.2 Personal protection equipment for cooling water additives v3

GUID-778F5D75-7C45-4B89-81D6-CD74C821AC27
Respiratory protection Normally no protection is required.

Avoid exposure to product mists.
Hand protection Wear rubber gloves (PVC or natural rubber for example).
00-16 DBAD281257-
Eye protection Wear eye goggles.
Skin and body protection Use protective clothing and take care to minimise splashing.
Use safety footwear when handling barrels.
00.7.4.3 First aid measures for accidents with cooling water

additives v3
GUID-D7C5B919-7539-4104-9766-8932578361D6
Inhalation In the event of over exposure to spray mists, move the victim to fresh air.
Keep the victim warm and lying still. If the effects persist, seek medical advice.
Skin contact Wash immediately with plenty of water and soap.

If irritation persists, seek medical advice.
Eye contact Rinse immediately with plenty of clean water and seek medical advice.

Make the victim drink milk, fruit juice or water.
Do not induce vomiting without medical advice.
Immediately seek medical advice.
Never give anything to drink to an unconscious person.
00.7.5 Fly ashes and exhaust gas dust v2

GUID-DDC91602-55B0-419A-B1DC-C844531BFB76
NOTE
See the safety instructions before starting to overhaul the exhaust gas system,
or engine components that have been in contact with exhaust gases.
00.7.5.1 Precautions for handling fly ashes and exhaust gas dust v2
GUID-42427A00-BD89-456A-90AE-351461D4D0A7
When handling fly ashes, exhaust gas dust or any contaminated components, observe the
following requirements and precautions:
● Avoid inhaling and swallowing fly ashes and dusts. Prevent eye and skin contacts.
● Avoid spreading and spilling the fly ashes and dusts to the environment.
● Take measures to avoid spreading the dust in the surrounding area when opening the
manholes of the exhaust gas system, especially the Selective Catalytic Reduction (SCR)
system (if included). Avoid spreading dust when handling exhaust gas system
components.
● Take care that the ventilation is suitable when collecting dust arisen during the
machining and cleaning of the components.
● Apply appropriate disposal instructions for flue gas dust spillage. The dust collected
from the exhaust gas system must be considered as hazardous waste. It must be
treated according to the local regulations and legislation.
DBAD281257- 00-17
00.7.5.2 Personal protection equipment for fly ashes and exhaust

gas dust v4
GUID-55DA88A6-FC35-4C01-AEEF-90391F3087AB
Respiratory organ Use P3 filter respirator against toxic particles.

protection
For work inside the SCR or other places in the exhaust gas system,
where the dust concentration is high, a respiration mask with fresh
filtered compressed air supply is recommended.
Hand protection Use gloves.
Eye protection Wear goggles.
Skin and body protection Wear covering clothes.
Use proper protection also when machining or cleaning engine components that have been
in contact with exhaust gases.
00.7.5.3 First aid measures for fly ash and exhaust gas accidents v3
GUID-6AEEAECC-80D5-4927-8133-9F21B438443D
Inhalation of Move the victim to fresh air.

ashes
Give oxygen or mouth to mouth resuscitation if needed.
Seek medical advice after a significant exposure.
Skin contact If the ash is hot, cool the skin immediately with plenty of cold water.
Wash immediately with plenty of water and soap.
Do not use solvents as it disperses the ash and may cause skin absorption.
Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water for at least 15 minutes and seek medical
advice.

Do not induce vomiting as it may cause aspiration into respiratory organs.
00.7.6 Lead in bearings v1

GUID-09D6468E-39F1-4818-BF46-BA725417E29F
Lead has valuable lubricating properties and is therefore incorporated into many bearing
alloys.
The bearings in Wärtsilä engines contain lead and are therefore toxic. Bearings that are to
be scrapped and contain lead must be disposed of according to the local authority
regulations.
00-18 DBAD281257-
00.7.7 Fluoride rubber products
00.7.7.1 Precautions when handling fluoride rubber products v3

GUID-1A9745E4-C2DE-447D-91AB-9B256690A53F
Normal sealing applications

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

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

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

Fluoride rubber can be used in most applications (up to 275°C) without any substantial
degradation or health hazard. Use or test of fluoride rubber at temperatures above 275°C
must be avoided. If the material is exposed to higher temperatures, the temperature may
get out of control.
00.7.7.2 Personal protection equipment for fluoride rubber products v4

GUID-DEB93345-4A1E-4F4F-B2A0-D49008CC7228
Hand protection ● Impenetrable acid-proof gloves (neoprene or PVC)
Inhalation protection ● Breathing mask
DBAD281257- 00-19
00.7.7.3 First aid measures for accidents with fluoride rubber

products v3
GUID-F4AF7C2C-3B3F-46B9-8CA4-BCF8A2F0FC4E
Inhaling Move the victim from the danger zone.

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

Skin contact Rinse immediately with water.

Put a 2 % solution of calcium gluconate gel on the exposed skin.
If calcium gluconate gel is not available, continue to rinse with water.
00-20 DBAD281257-
Wärtsilä 34SG Engine O&MM 01. Main Data, Operating Data and General Design
01. Main Data, Operating Data and General Design
01.1 Main data for Wärtsilä 34SG v3

WS-W34-MAN-01-MAINDATAFORWARTSILA34SG
Cylinder bore ............................................................................................................... 340 mm

Stroke .......................................................................................................................... 400 mm
Piston displacement per cylinder .................................................................................. 36.32 l
Table 01-1 Firing order
Engine type Clockwise rotation

16V34SG A1-B1-A3-B3-A7-B7-A4-B4-A8-B8-A6-B6-A2-B2-A5-B5
20V34SG (without resonator) A1–B1–A7–B7–A3–B3–A9–B9–A5–B5–A10–B10–A4–B4–A8–B8–

A2–B2–A6–B6
20V34SG (with resonator ) A1–B1–A4–B4–A3–B3–A2–B2–A6–B6–A10–B10–A7–B7–A8–B8–

A9–B9–A5–B5
Table 01-2 Approximate lubricating oil sump volume in the engine
Engine type Wet sump (liters) Between max. and min. marks
in liters/mm
16V34SG 4400 5.35
20V34SG 5200 6
NOTE
Use this for oil calculating, needed for the first fill of a new power plant engine.
This doesn’t include oil pipes outside the engine, because they are plant
dependent.
Table 01-3 Approximate cooling water volume in the engine
Engine type HT-water LT-water

(liters) (liters)
16V34SG 840 270
20V34SG 940 310
Table 01-4 Oil volume in the turning device
Turning device liters

LKV132 8.5 - 9.5
DBAD281257- 01-1
01. Main Data, Operating Data and General Design Wärtsilä 34SG Engine O&MM
01.2 Recommended operating data v2

WS-W34-MAN-01-RECOMMENDEDOPERATINGDATA
Apply to normal operation at nominal speed.
Table 01-5 Temperature operating data (°C)
Normal values Alarm (stop) limits

Load 100% 30 - 100%
Lube oil before engine 60 80
Lube oil after engine no measurement
HT water after engine 91 - 100 100 (105)
HT water before engine 5 - 8 lower
LT water before charge air cooler 28 - 38
Charge air in air receiver 45 70
Exhaust gas after cylinder See test records 550 (580)
Exhaust gas before turbocharger
Preheating of HT water 70
Table 01-6 Pressure operating data (bar)

Load 100% 30 - 100%
Lube oil before engine at a speed of 600 RPM (10.0 r/s) 4.5 3.0 (2.0)
720 R 4.5 - 5.5 3.0 (2.0)
HT/LT water before HT/LT pump (=static) 0.7 - 1.5
HT water before engine 2.5 + static press.(x) 1.0 + static press.
LT water before charge air cooler 2.5 + static press. (x) 1.0 + static press.
Gas before engine 4,5
Compressed air max. 30 18
Charge air See test records
Instrument air 7 5
(x) Depending on speed and installation
Table 01-7 Other operating data (bar)

Load 100% 30 - 100%
Opening pressure of safety valve on lube oil pump 6-8
Electronic alarm for high pressure drop over lube oil filter 0.8 - 2.0 0.8 (first) 2.0 (second
alarm)
01-2 DBAD281257-
01.3 Reference conditions v1

WS-W34-MAN-01-REFERENCECONDITIONS
The reference operation conditions for the W34SG engine are mainly according to the ISO
3046-1 standard1):
Air pressure ................................................................................................... 100 kPa (1.0 bar)
Ambient temperature ........................................................................................... 298 K (25°C)
Relative air humidity ........................................................................................................ 30 %
Cooling water temperature of charge air cooler .................................................. 308 K (35°C)
1)With exception for the charge air coolant. ( 25°C in the ISO standard)
In case the engine power can be utilized under more difficult conditions than those
mentioned above, it will be stated in the sales documents. Otherwise, the engine
manufacturer can give advice about the correct output reduction. As a guideline additional
reduction may be calculated from the highest of the following factors:
● KKNOCK = (a + b )
a = the methane number change in %, if the number is below the stated value in the sales
document.
b = 1% per °C that the charge air temperature exceeds the stated value in the sales
document.
● KTC = (c + d )
c = 1.7% per 100m level difference above stated value in the sales document.
d = 0.4% per °C the suction air temperature exceeds the stated value in the sales
document.
● KGAS = (e + f )
e = 2.5% per every kPa the gas feed pressure is below stated value in the sales document.
f = 1.5% per °C the suction air temperature exceeds the stated value in the sales
document.
01.4 General engine design v2

WS-W34-MAN-01-GENERALENGINEDESIGN
The engine is a turbocharged intercooled 4-stroke lean-burn gas engine.

The engine block is cast in one piece. The main bearings are hanging. The main bearing
cap is supported by two hydraulically tensioned main bearing screws and two horizontal
side screws.
The charge air receiver is cast into the engine block as well as the cooling water header.
The crankcase covers, made of light metal, seal against the engine block by means of
rubber sealing.
The lubricating oil sump is welded.
The cylinder liners are cooled only in upper part. The cooling effect is optimized to give the
correct temperature of the inner surface.
To eliminate the risk of bore polishing, the liner is provided with an anti polishing ring.
The main bearings are fully interchangeable trimetal or bimetal bearings which can be
removed by removing the main bearing cap.
The crankshaft is forged in one piece and is balanced by counterweights as required.
The connecting rods are of a three-piece design, so called "Marine type connecting rod".
The combustion forces are distributed over a maximum bearing area. The relative
movements between mating surfaces are minimized.
DBAD281257- 01-3
01. Main Data, Operating Data and General Design Wärtsilä 34SG Engine O&MM
The connecting rod is forged and machined of alloyed steel. The lower end is split
horizontally in three parts to allow removal of piston and connecting rod parts. All
connecting rod bolts are hydraulically tightened.
The big end bearings are fully interchangeable trimetal or bimetal bearings.
The pistons are fitted with a Wärtsilä patented skirt lubricating system. The top ring grooves
are hardened. Cooling oil enters the cooling space through the connecting rod. The cooling
spaces are designed to give an optimal shaker effect.
The piston ring set consists of two chrome-plated compression rings and one chrome-
plated, spring-loaded oil scraper ring.
The cylinder head is fixed by four hydraulically tensioned screws. The head is of the double
deck design and cooling water is forced from the periphery towards the centre giving
efficient cooling in important areas.
The inlet valves are stellited and the stems are chromium-plated. The valve seat rings are
made of a special cast iron alloy and are changeable.
The exhaust valves, with stellite seats and chromium-plated stems, seal against the directly
cooled valve seat rings.
The seat rings, made of a corrosion and pitting resistant material, are changeable.
The camshafts are made up from one-cylinder pieces with integrated cams.
The turbocharger is normally located at the free end of the engine.
The charge air cooler is of a self-supported type.
The gas system consists of a main gas line providing gas to each cylinder via
precombustion valves and main gas valves.
The lubricating oil system includes a gear pump, automatic oil filter, centrifugal filter for
cleaning the back-flush oil, cooler with thermostat valve and an electrically driven
prelubricating pump.
The oil sump is dimensioned for the entire oil volume needed, and all cylinder numbers can
be run in wet sump configuration. Dry sump running is also possible.
The starting system. The air supply to the cylinders is controlled by a starting air distributor
run by the camshaft.
The instrumentation and automation is handled by the Engine Control System
01-4 DBAD281257-
Fig 01-1 Cross-section of Wärtsilä 34SG, V-engine W34-400101 v1
DBAD281257- 01-5
DBAD281257- 01-6
Wärtsilä 34SG Engine O&MM 02. Fuel, lubricating oil, cooling water
02. Fuel, lubricating oil, cooling water
02.1 Fuel v7
GUID-1C3CA9D1-2511-4DCE-9AC7-1266DE584376
The Wärtsilä® medium-speed gas engine is designed to operate with natural gas. The
maximum limits of natural gas for a certain engine are stated in the documentation
delivered with it.
NOTE
In certain installations, the limit values may differ from the ones given here. The
valid values for a particular installation are stated in the sales contract and in the
documentation delivered with the engine. If the limit values are exceeded during
the guarantee period, the engine guarantee is void.
For detailed information on the fuel quality requirements, see the fuel specification at the
end of this chapter.
02.2 Lubricating oils v4

GUID-E0D22AB0-8745-42BC-B5DD-DB4A44D670E7
Lubricating oil is an integral part of the engine.

All lubricating oils that are validated for use in Wärtsilä engines have gone through a
validation test according to the engine manufacturer's procedure.
NOTE
Use of non-validated lubricating oils during the engine warranty period without
special agreement with the engine manufacturer makes the engine guarantee
void.
NOTE
Do not blend different oil brands unless validated by the oil supplier. During the
warranty period, also the engine manufacturer's validation is required.
For detailed information on the lubricating oil quality requirements and a list of validated
lubricating oils, see the lubricating oil specification at the end of this chapter.
02.2.1 Lubricating oil treatment v2

GUID-C5A6AADA-5316-44C2-9F1E-D002D8C32391
It is very important to check the lubricating oil quality at regular intervals to ensure the oil
remains in good condition.
CAUTION
Prevent lubricating oil contamination during transport and storage.
02.2.1.1 Taking and analysing oil samples v2

GUID-550388EB-33D6-4A46-8BB1-BC2859EF7727
Take oil samples regularly according to the maintenance schedule and have them analysed
to check the condition of the oil. The results from the oil analysis, and the way they change
over time, can be used for adjusting the required oil refreshing interval and oil quantity.
DBAD281257- 02-1
02. Fuel, lubricating oil, cooling water Wärtsilä 34SG Engine O&MM
To be representative of the oil in circulation, the sample should be taken with the engine in
operation at the sampling cock located immediately after the oil filter on the engine.
NOTE
Take samples before, not after, adding fresh oil.
Procedure
1 Take the oil samples in a clean container holding 0.75 - 1 litre.

Before taking the oil sample, rinse the container with the same oil.
2 Send the sample to the oil supplier for analysis.

See the instructions for handling oil samples.
3 Compare the analysis results with the condemning limits for used lubricating oil and
the guidance values for fresh lubricating oil of the brand in question.
The condemning limits must not be exceeded. If the analyse values are close to the limits,
the engine oil refreshing must be intensified.
NOTE
Record the analysis results and observe how they change over time. Sudden
large changes in these parameters can be a sign of abnormal operation of the
engine or the lubricating oil system.
02.2.2 Handling oil samples v2

GUID-A5BB6A0E-B7DC-44B9-BC02-6242C725D0AA
Related topics
Safety precautions for handling lubricating oil................................................................. 00-15
Personal protection equipment for lubricating oils...........................................................00-15
When taking fuel oil or lubricating oil samples the importance of proper sampling cannot be
over-emphasised. The accuracy of the analysis results depends significantly on proper
sampling and the results will be only as good as the quality of the sample.
Use clean sample containers holding approximately 1 litre. Clean sample containers and
accessories (IATA carton boxes for transportation, ready made address labels, etc.) are
available, for example, from Wärtsilä local network office.
Rinse the sampling line properly before taking the actual sample. Preferably also rinse the
sample bottles with the oil a couple of times before taking the sample, especially if
"unknown" sample bottles need to be used. Close the bottles tightly using the screw caps
provided. Seal all bottles and record all the separate seal numbers carefully. Put the bottles
to be sent for analysing in "Ziploc" plastic bags to prevent any spillage. Gently squeeze the
"Ziploc" bag to minimise any air content prior to sealing.
The background information for the fuel oil/lubricating sample is as important as the sample
itself. Oil samples with no background information are of very limited value. The following
data are essential to note when taking the sample:
● Installation name
● Engine type and number
● Engine operating hours
● Lubricating oil brand/fuel oil type
02-2 DBAD281257-
● Lubricating oil operating hours

● The location where the lubricating oil/fuel oil sample was taken
● Sampling date and seal number of the separate samples, if seals are available
● Reason for taking and analysing the sample Contact information: Name (of the person
who took the sample), telephone, fax, e-mail, etc.
Use, for example, the ready made "Oil Analyse Application" form included in the
attachments.
WARNING
Observe personal safety precautions when taking and handling fuel oil and
lubricating oil samples.
02.2.2.1 Dispatch and transportation v4

GUID-EC56D15D-6233-4628-A4A9-1E8616926DE0
Handle the dispatching of the fuel oil and lubricating oil samples at site. That way the results
are achieved faster. Additionally, it is illegal to carry fuel oil samples as personal luggage on
normal aeroplanes.
Procedure
1 Place the bottle with the "Ziploc" bag inside the IATA carton box.
Fold the box according to the assembly instructions given on the box. Enclose the fully
completed Chief Engineer's Report Form and a copy of the "Bunker Delivery Receipt"
before closing the last flap. The Chief Engineer's Report Form should state clearly for whom
the sample is being tested.
2 Label the IATA carton box.

Ensure that the sample is forwarded to the nearest DNVPS laboratory (check the DNVPS Air
Courier Directory).
3 Complete the courier dispatch instructions on the side of the IATA carton box.
Follow the delivery instructions of the company which will receive and analyse the sample.
Complete the Pro Forma Invoice Form and tape it to the outside of the IATA carton box.
4 Hand the IATA carton box for dispatch.

● Hand the box to the shipping agent and give him all the necessary information for the
dispatch. Remind the shipping agent to call the courier company for pick-up as soon as
he gets ashore.
OR
● Call the direct number of the courier company as indicated in the Air Courier Directory.
Request urgent pick-up, if necessary, and complete the Airway Bill when the courier
arrives.
Postrequisites
NOTE
Wärtsilä can provide support with the interpretation of the analysis results and
advice on possible corrective actions.
DBAD281257- 02-3
02.3 Cooling water v5

GUID-347E4F53-9707-4F85-A785-9BF171A2520C
To prevent corrosion, scale deposits or other deposits that may arise in closed circulating
water systems, the water must be treated with additives.
Before treatment, the water must be limpid and meet the specifications given in this
manual. Further, using an approved cooling water additive or treatment system is
mandatory.
If there is a risk of freezing, contact the engine manufacturer for use of anti-freeze
chemicals.
CAUTION
Do not use glycol in the cooling water unless it is necessary.
For detailed information on the cooling water quality requirements and a list of validated
additives, see the cooling water specification at the end of this chapter.
02.3.1 Cooling water treatment v2

GUID-25908630-733F-4C2D-BEFF-7039FF97D629
Ask the supplier of the treatment product for instructions about treatment procedure,
dosage and concentration control. Most suppliers provide a test kit for the concentration
control. Additionally, frequent laboratory analysis of cooling water at three months interval is
recommended to ensure safe engine operation.
Water drained from the system during maintenance work should be collected, stored and
reused.
If there is risk of frost when the cooling water is drained, ensure that pressure and
temperature sensors are drained of water to prevent them form damaging.
To compensate for evaporated water, add untreated water. If treated water is added, the
content of additives may gradually become too high. Use treated water, however, to
compensate for leakage or other losses.
When changing the additive or when entering an additive into a system where untreated
water has been used, the complete system must be cleaned (chemically) and rinsed before
fresh treated water is poured into the system. If, against our recommendations, an emulsion
oil has been used, the complete system must be absolutely cleaned of oil and greasy
deposits.
02.3.2 Cooling water additives v6

GUID-05E9334B-3AC6-4D2E-A2B2-50D982A029E1
Related topics
Safety precautions for handling cooling water additives..................................................00-16
Personal protection equipment for cooling water additives............................................. 00-16
Use additives from well-known and reliable suppliers with vast distribution nets. Follow
thoroughly the instructions of the supplier.
CAUTION
Do not use emulsion oils, phosphates and borates (sole).
The table below shows examples of the most common cooling water additive types.
02-4 DBAD281257-
Table 02-1 Summary of the most common cooling water additives
Additive Advantages Disadvantages

Sodium Nitrite - good efficiency, if dosage is - suitable as additive except in air cooled heat exchangers
controlled carefully with large soft solder surfaces
- small active quantities, 0.5 % by - toxic
mass - risk of spot corrosion when too low concentration
- cheap
Nitrite + Borate - no increased risk of corrosion at - tendency to attack zinc coverings and soft solderings
over doses
- toxic: lethal dosage 3-4 g solid nitrite
- innocuous for the skin
- risk of spot corrosion when too low concentration
Organic and - non-toxic - more expensive than sodium nitrite and molybdate based
inorganic additives
synergistic based
- big active quantities by mass
In an emergency, if compounded additives are not available, the cooling water can be
treated with sodium nitrite (NaNO2) in portions of 5 kg/m3. To obtain a pH value of 9, add
caustic soda (NaOH), if necessary.
WARNING
Sodium nitrite is toxic.
Nitrite based cooling water additives are so called anodic inhibitors. To serve their purpose,
they require proper dosing and maintenance. The nitrite of the additive is as such a salt and
it will increase the conductivity of the water. The conductivity, on the other hand, is one of
the main parameters affecting the corrosion rate. Once a corrosion process has started, the
higher the conductivity the higher is the corrosion rate.
If the conditions (nitrite level, chlorides, pH, etc.) in a system are such that the nitrite based
additive is no longer able to protect the entire surface, local corrosion may occur rapidly in
the areas that are not protected. The corrosion rate may even be much greater than it would
be with no additive at all present in the system. See the schematic graph of the corrosion
rate as a function of the nitrite dosage in the figure below. Observe that the position of the
peak (= dangerous condition for corrosion) is not constant, but moves along the x-axis
depending on the cooling water temperature, pH, chloride & sulphate contents, and so on.
DBAD281257- 02-5
Corrosion rate
Nitrite Concentration
X ppm
Fig 02-1 Corrosion rate as a function of nitrite concentration W34-320260 v1
To give full protection, the nitrite level should be kept above X ppm. The actual value of the
concentration depends on the supplier of the additive. A permanent low level leads to an
accelerated corrosion rate.
02-6 DBAD281257-
02.4 Fuel specification
FUEL CHARACTERISTICS
© Wärtsilä Finland Oy
Finland
This doc is the property of Wärtsilä Finland Oy and shall neither be copied, shown or communicated to a third party without the consent of the owner.
Subtitle Product Made 24.05.1996 Page Document No Rev

Performance Manual Wärtsilä 34SG Appd. 19.09.1996 1 (2) 4V92A0540 k
Revised date: 30.06.2010 D-message No.: 166767
Maximum limits for gas fuel characteristics

The Wärtsilä 34SG engine is designed and developed for continuous operation on
natural gas, without reduction in the rated output, on gas qualities according to the
following specification:
Property Unit Limit
2)
Lower heating value (LHVV ), min. MJ/m 3
N
1)
3)
Methane number (MN), min.
Methane (CH4) content % v/v 70
Hydrogen sulphide (H2S) content,
max. % v/v 0.05
Hydrogen (H2) content max. 4) % v/v 3.0
Water and hydrocarbon condensates
before the engine, max. 5) % v/v Not allowed
Ammonia content max. mg/ m3N 25
Chlorine + Fluorine content max. mg/ m 3
N 50
Particles or solids content in engine
inlet, max. 6) mg/ m3N 50
Particles or solids size in engine inlet,
µm 5
max. 6)
Gas inlet temperature o
C 0 - 60
NOTE 1. The required gas feed pressure is depending on the LHV, see Performance
Manual section “Derating due to gas feed pressure and lower heating value
(KGAS)”.
NOTE 2. Values for volume (m3N) are given at 0 °C and 101.3 kPa.
NOTE 3. Engine output is depending on the methane number, see Performance

Manual section “Derating due to methane number and charge air receiver
temperature (KKNOCK)”. Methane Number (MN) can be assigned to any
gaseous fuel indicating the percentage by volume of methane in blend with
hydrogen that exactly matches the knock intensity of the unknown gas
mixture under specified operating conditions in a knock testing engine. The
Methane Number (MN) gives a scale for evaluation of the resistance to knock
of gaseous fuels. To define the Methane Number (MN) of the gas, AVL’s
“Methane 3.11” software is to be used.
When calculating the concentration of hydrocarbons heavier than buthane

(>C4), the correction coefficients specified in the document DAAE064613
have to be used.
DBAD281257- 02-7
Page Document No Rev

2 (2) 4V92A0540 k
If the concentration of the heavier hydrocarbons (>C4) exceeds 1,0 % V/V,

WIO/Product Engineering is to be contacted for further evaluation.
NOTE 4. If the hydrogen content is higher than 3% volume, it has to be considered

case by case.
NOTE 5. Dew point of natural gas is below the minimum operating temperature and
pressure.
NOTE 6. Content of gas in engine inlet.
02-8 DBAD281257-
02.5 Lubricating oil specification
 Wärtsilä INSTALLATION MANUAL

Corporation
Finland
Technology
This doc is the property of Wärtsilä Corp. and shall neither be copied, shown or communicated to a third party without the consent of the owner.

Wärtsilä 34SG
-
Wärtsilä 50SG
Appd. 15.01.1999 1 (4) 4V92A0780 j
Revised date: 23.10.2013 D-message No.: 241022
REQUIREMENTS AND OIL QUALITY
LUBRICATING OIL REQUIREMENTS AND QUALITY FOR WÄRTSILÄ®

34SG AND WÄRTSILÄ® 50SG ENGINES
Viscosity
Viscosity class SAE 40
Viscosity Index (VI)

Min. 95
Alkalinity (BN)
Lubricating oils with BN of 4 - 7 mg KOH/g have to be used.
Sulphated ash level

The content of sulphated ash in gas engine lubricating oils is a very important property. Too
high ash content can cause preignition, knocking and spark plug fouling, while too low ash
content can lead to increased valve wear. Low ash lubricating oils with sulphated ash level
of max. 0,6 % m/m have to be used.
Additives
The oils shall contain additives that give good oxidation stability, corrosion protection, load
carrying capacity, neutralisation of acid combustion and oxidation residues and should
prevent deposit formation on internal engine parts.
Foaming characteristics
Fresh lubricating oil shall meet the following limits for foaming tendency and stability,
according to the ASTM D 892-92 test method:
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
Base oils
Use of virgin base stocks is only allowed, i.e. recycled or re-refined base oils are not
allowed.
DBAD281257- 02-9

2 (4) 4V92A0780 j
CONDEMNING LIMITS FOR USED LUBRICATING OIL

When estimating the condition of used lubricating oil, the following properties along with the
corresponding limit values must be noted. If the limits are exceeded, measures must be
taken. Compare also with guidance values for fresh lubricating of the brand used.
PROPERTY UNIT LIMIT TEST METHOD

Viscosity cSt at 40 °C max. 50% increase ASTM D 445
Viscosity cSt at 100 °C max. 25% increase ASTM D 445
Water % v/v or % m/m max. 0,30 ASTM D 95 or D 6304C
Base Number mg KOH/g max. 50% depletion ASTM D 2896
Total Acid Number mg KOH/g max. 2,5 mg KOH/g ASTM D 664
increase
Insolubles % m/m in max. 1,0 ASTM D 893b
n-pentane
Oxidation Abs/cm max. 25 IR
Nitration Abs/cm max. 20 IR
CHANGE OF LUBRICATING OIL BRAND
Top-up with another lubricating oil brand than being filled to the system is not allowed,
except if the both two lubricating oils originate from the same manufacturer and are based
on same base oils and additive technology. Otherwise the lubricating oil system has to be
drained and then filled with another brand by following the procedure described here below.
In order to minimize the risk of lubricating oil foaming, deposit formation, blocking of
lubricating oil filters, damage of engine components, etc., the following procedure should be
followed when lubricating oil brand is changed from one to another:
 If possible, change the lubricating oil brand in connection with an engine (piston)
overhaul
 Drain old lubricating oil from the lubricating oil system
 Clean the lubricating oil system in case of an excessive amount of deposits on the
surfaces of engine components, like crankcase, camshaft compartment, etc.
 Fill the lubricating oil system with fresh lubricating oil
If the procedure described above is not followed, responsibility of possible damage and
malfunctions caused by lubricating oil change should always be agreed between the oil
company and customer.
02-10 DBAD281257-

3 (4) 4V92A0780 j
VALIDATED LUBRICATING OIL QUALITIES FOR WÄRTSILÄ® 34SG

AND WÄRTSILÄ® 50SG
NATURAL GAS OPERATION
SUPPLIER BRAND NAME VISCOSITY BN SULPHATED

ASH (% m/m)
Bharat Petroleum MAK GES XLA 40 *) SAE 40 5,3 0,48
Corp. Ltd.
BP Energas NGL SAE 40 4,5 0,45
Castrol Duratec L SAE 40 4,5 0,45
Chevron (Texaco Geotex LA 40 SAE 40 5,2 0,45
+ Caltex) HDAX 5200 Low Ash SAE 40 4,2 0,50
Gas Engine Oil SAE 40 *)
ExxonMobil Pegasus 705 SAE 40 5,3 0,49
Pegasus 805 SAE 40 6,2 0,50
Pegasus 905 *) SAE 40 6,2 0,49
Pegasus 1005 *) SAE 40 5,0 0,50
Pegasus 1 *) SAE 40 6,5 0,49
Idemitsu Kosan Apolloil GHP 40L *) SAE 40 4,7 0,45
Co. Ltd.
Lukoil Efforse 4004 SAE 40 5,56 0,49
MOL-LUB Ltd. MOL GMO Longlife 40 *) SAE 40 6,6 0,50
Petro-Canada Sentron LD 5000 *) SAE 40 4,9 0,57
Petrogal Galp GN 4005 SAE 40 5,2 0,45
Shell Mysella S3 N 40 SAE 40 5,0 0,45
(ex-Mysella LA 40)
Mysella S5 N 40 SAE 40 4,5 0,48
(ex-Mysella XL 40) *)
Total Nateria X 405 *) SAE 40 5,2 0,45
*) Lubricating oils manufactured from API Group II or IV base oils may offer longer change
intervals and better cleanliness of exhaust gas boiler / economizer compared to lubricating
oils manufactured from API Group I base oils.
USE OF NON-VALIDATED LUBRICATING OILS:
Before using a lubricating oil not listed in the tables above, the engine manufacturer must be
contacted. Lubricating oils that are not validated have to be tested according to engine
manufacturer’s procedure.
Should a non-validated lubricating oil be used during the engine warranty period, and there
exist no agreement with the engine manufacturer about testing, the engine guarantee does
not hold.
Lubricating oil companies listed above along with other possible manufacturers and
distributors undertake all responsibility for the performance of their validated lubricating oils
in service to the exclusion of any liability of any Wärtsilä company belonging to Wärtsilä
group.
DBAD281257- 02-11

4 (4) 4V92A0780 j
Further, they shall indemnify, compensate and hold harmless Wärtsilä and companies
belonging to Wärtsilä group from and against any claims, damages and losses caused by
the lubricating oils in question.
LUBRICATING OILS FOR ENGINE TURNING DEVICE
Based on the turning device manufacturer’s instructions EP-gear oils having viscosity of 414
- 506 cSt at 40 °C = ISO VG 460 are normally considered as suitable lubricating oils for
turning device. The following products are fulfilling the requirements:
LUBRICATING OILS FOR ENGINE TURNING DEVICE

SUPPLIER BRAND NAME VISCOSITY VISCOSITY VISCOSITY
cSt at 40 °C cSt at 100 °C INDEX (VI)
BP Energol GR-XP 460 460 30,5 95
Castrol Alpha SP 460 460 30,5 95
Chevron (Texaco Meropa 460 460 31,2 97
+ Caltex)
ENI S.p.A. Blasia 320 300 23,0 95
ExxonMobil Mobilgear 600 XP 460 460 30,6 96
Fuchs Renolin CLP 460 460 30,4 95
Shell Omala S2 G 460 460 30,8 97
Total / Lubmarine Carter EP 460 470 30,3 93
02-12 DBAD281257-
02.6 Cooling water specification
 Wärtsilä
Corporation RAW WATER QUALITY AND VALIDATED
Finland COOLING WATER ADDITIVES AND
Technology
TREATMENT SYSTEMS
This doc. is the property of Wärtsilä Corp. and shall neither be copied, shown or communicated to a third party without the consent of the owner.

20, 26, 32, 38, 46,
Instruction 46F, 64, 34SG,
50SG, 20DF
Appd. 12.10.1998 1 (5) 4V92A0765 i
32DF, 34DF, 50DF
Revised date: 22.05.2012 . D-message No.: 220019
RAW WATER QUALITY AND VALIDATED COOLING WATER ADDITIVES

AND TREATMENT SYSTEMS
FOR WÄRTSILÄ® VASA 32/32LN, WÄRTSILÄ® 20, WÄRTSILÄ® 26, WÄRTSILÄ® 32,
WÄRTSILÄ® 38, WÄRTSILÄ® 46, WÄRTSILÄ® 46F, WÄRTSILÄ® 64, WÄRTSILÄ® 20DF,
WÄRTSILÄ® 32DF, WÄRTSILÄ® 34DF, WÄRTSILÄ® 50DF, WÄRTSILÄ® 34SG AND
WÄRTSILÄ® 50SG ENGINE TYPES
RAW WATER QUALITY
Raw water quality to be used in the closed cooling water circuits of engines has to meet the following
specification.
Property Unit Limit Test method reference

pH 1) - 6,5 – 8,5 ASTM D 1287 or D 1293
Hardness °dH max. 10 ASTM D 1126
Chlorides 1) mg/l max. 80 ASTM D 512 or D 4327
Sulphates mg/l max. 150 ASTM D 516 or D 4327
Use of raw water produced with an evaporator as well as a good quality tap water will normally
ensure that an acceptable raw water quality requirement is fulfilled, but e.g. sea water and rain water
are unsuitable raw water qualities.
1)
If a Reverse Osmosis (RO) process is used, min. limit for pH is 6,0 based on the RO process operational
principle. The use of water originating from RO process further presumes that a max. content of 80 mg/l
for chloride content is achieved.
VALIDATED COOLING WATER ADDITIVES
Manufacturer Additive name Additive type

Alm International S.A. Diaprosim RD11 (RD11M) Sodium nitrite
76 rue du Bourg Voisin
21140 Semur En Auxois
France
S.A. Arteco N.V. Havoline XLi Organic Acid Technology
Technologiepark-Zwijnaarde 2
B-9052 Ghent/Zwijnaarde,
Belgium
DBAD281257- 02-13

2 (5) 4V92A0765 i

Ashland Specialty Chemical Drewgard 4109 Sodium nitrite + borate
Drew Industrial
One Drew Plaza
Boonton, NJ 07005
United States
Ashland Specialty Chemical DEWT-NC powder Sodium nitrite + borate
Drew Marine Liquidewt Sodium nitrite + borate
One Drew Plaza Maxigard Sodium nitrite + borate
Boonton, NJ 07005
United States
Chevron Global Lubricants Havoline XLi Organic Acid Technology
6101 Bollinger Canyon Road
San Ramon, CA 94583
United States
GE Water and Process CorrShield NT 4293 Sodium nitrite + borate
Technologies
Interleuvenlaan 25
B-3001 Heverlee
Belgium CorrShield NT 4200 Sodium nitrite + borate
GE Water and Process
Technologies
4636 Somerton Road
Trevose
PA 19053
United States
Korves Oy Pekar J Organic Acid Technology
Seenintie 8
40320 Jyväskylä
Finland
Kuwait Petroleum (Danmark) AS Q8 Corrosion Inhibitor Long- Organic Acid Technology
Hummetoftveij 49 Life
DK-2830 Virum
Denmark
Marine Care B.V. Caretreat 2 Diesel Sodium nitrite + borate
Mozartlaan 3
3144 NA Maasssluis
The Netherlands
Maritech AB Marisol CW Sodium nitrite + borate
PO Box 143
S-29122 Kristianstad, Sweden
Nalco Chemical Company Trac 102 (ex-Nalcool 2000) Sodium nitrite + borate
One Nalco Centre
Naperville, Illinois
60566-1024
United States
Suomen KL-Lämpö Oy Korrostop KV Sodium molybdate
Keisarinviitta 22
33960, Pirkkala
Finland
02-14 DBAD281257-

3 (5) 4V92A0765 i

Total WT Supra Organic Acid Technology
Diamant B, 16, rue de la
République
92922 Paris La Défense Cedex,
France
Vecom Marine Alliance B.V. Cool Treat NCLT (ex-Vecom Sodium nitrite + borate
Mozartlaan 3 CWT Diesel QC-2)
3144 AA Maassluis
The Netherlands
Wilhelmsen Chemicals AS Dieselguard NB Sodium nitrite + borate
P.O. Box 15 Rocor NB liquid Sodium nitrite + borate
N-3141 Kjøpmannskjær Cooltreat AL Organic Acid Technology
Norway Engine Water Treatment 9-108 Sodium nitrite + borate
(ex. Unitor & Nalfleet) Nalcool 2000 Sodium nitrite + borate
In order to prevent corrosion in the cooling water system, the instructions of right dosage and
concentration of active corrosion inhibitors should always be followed. The information can be found
in the table below.
Product designation Dosage per 1 m³ of Concentration of active corrosion

system capacity inhibitor
Diaprosim RD11 (RD11M) 5 kg 1250 ppm as NO2
Corrshield NT 4293 10 litres 670 – 1000 ppm as NO2
CorrShield NT 4200 10 litres 670 – 1000 ppm as NO2
DEWT-NC powder 3 – 4,5 kg 1500 – 2250 ppm as NO2
Drewgard 4109 16 – 30 litres 640 – 1200 ppm as NO2
Liquidewt 8 – 12 litres 470 – 700 ppm as NO2
Maxigard 16 – 30 litres 640 – 1200 ppm as NO2
Pekar J 20 litres 30 ppm as Mo
Q8 Corrosion Inhibitor 50 – 100 litres 1.8 – 3.7 Brix° of active compounds
Long-Life measured with a supplier’s refractometer
Caretreat 2 Diesel 6 - 10 litres 1500 – 2500 ppm as NO2
Maricol CW 6 – 9 litres 1000 – 1500 ppm as NO2
TRAC102 32 – 48 litres 1000 - 1500 ppm as NO2
Korrostop KV 20 – 25 litres 120 - 150 ppm as Mo
Havoline XLi 50 - 100 litres 1,8 – 3,7 Brix° of active compounds
measured with a supplier’s refractometer
WT Supra 50 - 100 litres 1,8 – 3,7 Brix° of active compounds
Dieselguard NB 2,0 – 4,8 kg 1000 - 2400 ppm as NO2
Rocor NB Liquid 9,5 - 24 litres 1000 - 2400 ppm as NO2
Cooltreat AL 50 – 100 litres 1,8 – 3,7 Brix° of active compounds
Engine Water Treatment 2,25 – 3,4 litres 670 - 1000 ppm as NO2
9-108
Nalcool 2000 32 - 48 litres 1000 - 1500 ppm as NO2
Cool Treat NCLT (ex- 6 - 10 litres 1500 – 2500 ppm as NO2
Vecom CWT Diesel QC-2)
DBAD281257- 02-15

4 (5) 4V92A0765 i
Note 1: For many products the recommended minimum and maximum limits are listed in the table
above. Since the amount of active corrosion inhibitors, especially nitrites, is decreasing
during the service of engines, the engine manufacturer recommends to start the dosage from
the upper level of indicated range.
Note 2: The nitrite content of nitrite-based cooling water additives tends to decrease in use. The risk
of local corrosion increases substantially when nitrite content goes below the recommended
limit.
Note 3: Cooling water additive manufacturers can indicate the required nitrite content measured
either as sodium nitrite, NaNO2 or as nitrite, NO2. 1 mg/l as NO2 equals to 1.5 mg/l as
NaNO2.
Note 4: Nitrite based cooling water additives are not offering a good protection against corrosion for
aluminium and its alloys and thus the use of such products can’t recommended for cooling
systems containing those construction materials.
VALIDATED COOLING WATER TREATMENT SYSTEMS
ENWAMATIC MWT
As an alternative to the validated cooling water additives, the Enwamatic MWT cooling water
treatment system can also be used. The Enwamatic MWT protects the engine from corrosion without
any chemicals. It acts as a side stream filtration and water treatment unit and includes the following
functions: corrosion protection, scale control, filtration, control of bacterial growth and air separation.
The raw water quality requirements are the same as specified when cooling water additives are used.
More information can be found from the document DAAF017522.
The Enwamatic MWT can be a sensible alternative for the installations in which environmentally
friendly solutions are appreciated.
The installation, operation and maintenance instructions of the manufacturer shall always be
followed. The contact information can be found in the table below.
Manufacturer Treatment system

Enwa AS Enwamatic MWT
PO Box 257 Forus
N-4066 Stavanger, Norway
USE OF GLYCOL
If a freezing risk exists, glycol needs to be added to cooling water. Since glycol alone does not protect
the engine and cooling water system against corrosion, additionally an approved cooling water
additive must always be used. All approved cooling water additives are compatible with glycol.
Ready-to-use mixtures containing both glycol and corrosion inhibitors are not allowed to use, since
those are normally designed to be used as strong (30 –) 50% / 50% mixtures. However, in Wärtsilä
engines normally a much lower glycol amount is adequate to protect the cooling water system against
freezing. But when decreasing the glycol amount, simultaneously also the concentration of corrosion
inhibitors will decrease to too low level resulting in an increased risk of corrosion.
02-16 DBAD281257-

5 (5) 4V92A0765 i
The amount of glycol in closed cooling water system shall always be minimized since heat transfer of
water containing glycol has deteriorated significantly. The engine may therefore be subject to
additional output derating when using glycol in the cooling water, see document DAAE062266 for
more information.
There are commercially available two types glycol qualities, monopropylene glycol (MPG) and
monoethyleneglycol (MEG). So called industrial qualities of both glycol types can be used, but MPG
is considered to be a more environmental alternative.
DBAD281257- 02-17
DBAD281257- 02-18
Wärtsilä 34SG Engine O&MM 03. Start, Stop and Operation
03. Start, Stop and Operation
03.1 Turning of crankshaft v1

WS-W34-MAN-03-TURNINGOFCRANKSHAFT
Turning is performed by means of an electrically driven turning device built on the engine.
03.1.1 Electrically-driven turning device v8

WS-W34-MAN-03-TURNINGOFCRANKSHAFT-ELECTRICALLYDRIVENTURNINGDEVICE
The turning device consists of an electric motor which drives the crankshaft turning gear
through a gear drive and a worm gear. A control box with a cable enables turning the
crankshaft from any position near the engine. The turning speed is about 0.6 RPM.
The turning gear can be engaged and disengaged by a lever and locking device. The
turning gear is spring-loaded outwards to prevent it from meshing with the flywheel when
out of operation.
The turning device is provided with a start blocking valve which prevents starting in case
the turning gear is meshing. See chapter 21.
For fine adjustment of the crankshaft position, there is a hand wheel with which it is
possible to turn the crankshaft manually.
6
2
5
7
1 Lever 5 Hand wheel
2 Filling hole 6 Vent hole
3 Gauge glass 7 Drain hole
4 Grease nipple
Fig 03-1 Electrically-driven turning device FIG-400301 v3
03.2 Start v1
WS-W34-MAN-03-START
Before starting the engine, check that:
DBAD281257- 03-1
03. Start, Stop and Operation Wärtsilä 34SG Engine O&MM
● the lubricating oil level is correct

● the fuel system is in running order (correct pressure)
● both cooling water system circuits, LT and HT water circuit, are in running order (correct
pressures, circulating water preheated and pre-circulated sufficiently to heat the engine)
● the starting air pressure is 20 bar (normally, 15 bar is still sufficient to start the engine)
● the starting air system is drained of condensate
● the drain pipe of the air cooler casing is open, no leakage.All covers and protecting
shields are to be mounted before starting the engine. Covers should be removed
occasionally only for measurements and checks, and they must be immediately
mounted again.Before starting the engine, ensure that possible maintenance and service
operations have been finished and that all persons have left the engine room, boiler
room and other risk areas.
NOTE
Never leave the engine running when covers are removed.
NOTE
Avoid running the engine on low loads. Misfiring may cause unburned gas
entering the exhaust system and can result in a gas explosion in the exhaust
system.
03.2.1 Starting manually v6

WS-W34-MAN-03-START-MANUALSTART
Prerequisites
Before the engine control system activates a start request, the engine must be ready for
start. The engine modes and the conditions, that must be fulfilled to get the engine ready
for start are explained, see Instrumentation and Automation.
Procedure
1 Start the prelubricating oil pump to obtain a lubricating oil pressure, above 0.5 bar.
2 Open the valve in the starting air supply system and drain condensate via the blow-off
valve.
Close the blow-off valve when there is no more condensate.
3 Open the starting air valve, shut the blow-off valve when there is no more condensate.
4 Push the start button to initiate the start sequence.
5 The engine control system performs engine and exhaust pipe ventilation as well as
gas system tightness checks before the start command is executed.
NOTE
Restart of the engine is possible after the ventilation sequence of the exhaust
system is finished. The exhaust system is equipped with automatic ventilation
and it will stay open for a while (see installation documentation) after the stop.
During this time the start will be blocked.
03-2 DBAD281257-
NOTE
Despite the safety system, there is a risk of gas explosion. To avoid possible
accidents, no-one should remain in the engine room and boiler/silencer room
during an engine start.
6 Check immediately after start that the pressure and temperature values are normal.
7 Check that all the cylinders are firing.

If the cylinders are not firing, the engine must be stopped and the misfiring cylinders must
be checked.
03.2.2 Automatic start v1

WS-W34-MAN-03-START-AUTOMATICSTART
See installation specific documentation.
03.3 Stop
03.3.1 Manual stop v4

WS-W34-MAN-03-STOP-MANUALSTOP
Procedure
1 Idle the engine (declutched main engine, disconnected generator) for 3-5 minutes
before stopping.
NOTE
Do not idle the engine for more than 10 minutes if it is going to be stopped.
CAUTION
Low loads and high content of unburnt gas are harmful to engines equipped
with catalytic converters.
2 Stop the engine by pushing the stop button.

Normally when the stop order is given the engine starts to decrease the load automatically
and when the load is near zero the engine stops. The time of slowing down offers a good
opportunity to detect possible disturbing sounds.
03.3.2 General v2
WS-W34-MAN-03-STOP-GENERAL
NOTE
Engine automation is running post-lubricating procedure directly after engine
stop for four times with an interval of 20 minutes with 10 minutes break in
between.
CAUTION
When overhauling the engine, make absolutely sure that the automatic start and
the priming pump are disconnected. Make also sure that the starting air shut-off
valve located before main starting valve is closed. Otherwise it might cause
engine damage and/or personal injury.
DBAD281257- 03-3
The lubricating oil system on a stopped engine should be filled with oil every second day by
priming the engine. At the same time, turn the crankshaft into a new position. This reduces
the risk of corrosion on journals and bearings when the engine is exposed to vibrations.
03.4 Normal operation supervision v1

WS-W34-MAN-03-NORMALOPERATIONSUPERVISION
If an alarm limit is reached and an alarm is activated, the engine situation is already serious.
All necessary countermeasures must be taken to remove this emergency condition and
return to normal operating conditions. As the abnormal operating situation may cause
damages to the engine, all efforts must be put into returning to the normal operating
situation instead of just waiting for an automatic shut down of the engine.
03.4.1 Every second day or after every 50 running hours v8

WS-W34-MAN-03-NORMALOPERATIONSUPERVISION-EVERYSECONDDAYORAFTEREVERY50RUNNIN
Procedure
1 Read all temperatures and pressures and, at the same time, the load of the engine.
All temperatures are more or less dependent on the load, and the lubricating oil, cooling
water pressures (built-on pumps) are dependent on the speed. Therefore, always compare
the values read with those at corresponding load and speed in the Acceptance Test
Records and curves.
Guidance values are stated in section 01.1.
The charge air temperature should, in principle, be as low as possible at loads higher than
60 %, however, not so low that condensation occurs, see Fig 03-2.
2 Check the indicator for pressure drop over gas filters.

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

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

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

See the instruction manual of the turbocharger.
03-4 DBAD281257-
60
f=40
Amb air temperature °C

50 f=60 f=80 f=100
40
30
f=Relative humidity %
20
10
0
10
P=Air manifold pressure
20 bar abs
30
Water dewpoint °C
40
50
P=1,5
60 P=4,5 P=3,5 P=2,5
70
.01 .02 .03 .04 .05 .06 .07 .08 .09
Water content (kg water/kg dry air)
Fig 03-2 Condensation in charge air coolers W34-320352 v2
Example: If the ambient air temperature is 35°C and the relative humidity is 80 % the water
content in the air can be read from the diagram (0.029 kg water/kg dry air). If the air
manifold pressure (receiver pressure) under these conditions is 2.5 bar, i.e. absolute air
pressure in the air manifold is abt. 3.5 bar (ambient pressure + air manifold pressure), the
dew point will be 55°C ( from diag.). If the air temperature in the air manifold is only 45°C,
the air can only contain 0.018 kg/kg (from diag.). The difference, 0.011 kg/kg (0.029-0.018)
will appear as condensed water.
03.4.2 Once a month or after every 500 running hours v4

WS-W34-MAN-03-NORMALOPERATIONSUPERVISION-ONCEAMONTHORAFTEREVERY500RUNNINGHO
Procedure
1 Check the content of additives in the circulating water.
03.4.3 In connection with maintenance work v5

WS-W34-MAN-03-NORMALOPERATIONSUPERVISION-INCONNECTIONWITHMAINTENANCEWORK
Procedure
1 Record the following steps and the running hours in the engine log.
● lubricating oil sampling (record also operating time of oil). Lubricating oil analyses
without statement of operating time is of limited value ("go - no go" only)
● lubricating oil changes
● cleaning of centrifugal lubricating oil filters
● inspection, cleaning/change of the lubricating oil filter candles
DBAD281257- 03-5
● inspection, cleaning/change of the gas filter

● change of parts in connection with maintenance according to chapter 04.
2 Disconnect the electronic equipment according to the instructions in section 00

Welding safety, if any welding is performed on the engine.
Keep the return connection near the welding point.
NOTE
Welding may, if incorrectly performed, cause serious injury on the electronic
engine control system.
03.4.4 General v3
WS-W34-MAN-03-NORMALOPERATIONSUPERVISION-GENERAL
Procedure
1 There is no automatic supervision or control arrangement that can replace an

experienced engineer's observations.
Observe the operating parameters of engine carefully.
2 Strong gas blow-by past the pistons is one of the most dangerous things that can
occur in an engine.
If gas blow-by is suspected, check the crankcase pressure. If the pressure exceeds 300Pa
(30 mm H2O), check the crankcase venting system, if in order, pull the pistons!
03.5 Start after a prolonged stop (more than 8 h)
03.5.1 Manual start v4

WS-W34-MAN-03-STARTAFTERAPROLONGEDSTOPMORETHAN8H-MANUALSTART
Procedure
1 Check
● the lubricating oil level
● the cooling water level in the expansion tank
● the radiators or the water supply to the cooling towers
● the starting air pressure
2 Observe all points in section 03.2.1.
03.6 Start after overhaul v8

WS-W34-MAN-03-STARTAFTEROVERHAUL
Procedure
1 Check the gas system for leakage.
2 Check the cooling water system for leakage.

Check especially the lower part of the cylinder liners, the oil cooler and the charge air cooler
for leakage.
03-6 DBAD281257-
3 Check/adjust the valve clearances.

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

Check that lubricating oil appears from all bearings and lubricating nozzles, from the piston
cooling oil outlet and from the valve mechanism. Check that there is no leakage from the
pipe connections inside or outside the engine.
NOTE
Observe that the crankshaft has to be turned in order to get the oil through all
connecting rods.
5 Rags or tools left in the crankcase, untensioned or unlocked screws or nuts (those
which are to be locked), worn-out self-locking nuts, may cause total breakdown.
Well cleaned oil spaces (oil sump and camshaft spaces) save the oil pump and oil filter.
6 See the instructions in section 03.2 and section 03.5.1 when starting.
03.7 Supervising operation after overhaul v4

WS-W34-MAN-03-OPERATIONSUPERVISIONAFTEROVERHAUL
Procedure
1 At the first start, listen carefully for possible jarring sounds.
CAUTION
If anything is suspected, stop the engine immediately.
2 Let the engine idle at normal speed for 5 minutes.
NOTE
Check that the starting air distributing block is not heated at any cylinder.
WARNING
Leaking in starting valve may cause an explosion!
3 Check the condition of the stopped engine.
a Stop the engine.
b Check the temperature of the main and big end bearing.
c Check the temperature of all other bearings which have been opened.
d If everything is in order, restart the engine.
DBAD281257- 03-7
4 Check for leakage of gas, water or lubricating oil.
NOTE
Check the fuel gas lines.
5 After overhauling, check the condition of the running engine.
a If everything is in order, restart the engine.
b Check the parameters given below.

● Pressure and temperature
● Automatic alarm and stop devices
● Pressure drop over the gas filter and lubricating oil filter
● Oil level in the oil sump/oil tank
● Ventilation (de-aerating) of the engine cooling water system
● Content of additives in the cooling water
● Crankcase pressure
● Starting air pipes.
NOTE
Estimate the condition of the oil.
c Listen for jarring sounds.
03.8 Running-in v1
WS-W34-MAN-03-RUNNINGIN
Prerequisites
The running-in of a new engine must be performed according to programme in Fig 03-3. It
is also recommended that running-in procedure is performed after following maintenance
jobs.
Procedure
1 After changing piston rings, pistons or cylinder liners, after honing of cylinder liners,
follow programme in Fig 03-3 as closely as possible. If the programme cannot be followed,
do not load the engine fully for at least 10 h.
NOTE
Avoid "running-in" at continuous and constant low load!
The important thing is to vary the load several times. The ring groove will have a different
tilting angle at each load stage, and consequently the piston ring a different contact line to
the cylinder liner.
03-8 DBAD281257-
Engine A After piston overhaul

load %
B After change of piston rings, pistons or cylinder liners,
after honing cylinder liners
100
90
80
70
60
50 1
40
30
20
10
2 2
0
1 2 3 4 5 6 7h
1 Stop. Check big end bearing temperatures Operating hours
2 End of running-in programme. Engine may be put on normal mode
Fig 03-3 Running-in programme W34-320357 v2
DBAD281257- 03-9
03.9 Maintaining the turning device v7

WS-W34-MAN-03-MAINTENANCEOFTURNINGDEVICE
The turning device needs no other maintenance than changing the gearbox lubricating oil
once during the first year of operation. For approved lubricating oils, see Lubricating oils for
engine turning device. After that, change the oil according to the maintenance schedule.
6
2
5
7
1 Lever 5 Hand wheel
2 Filling hole 6 Vent hole
3 Gauge glass 7 Drain hole
4 Grease nipple
Fig 03-4 Electrically-driven turning device FIG-400301 v3
Procedure
1 Ensure that the vent hole (6) is open.
2 Drain the old oil, preferably while warm, through the drain hole (7).
3 Rinse the gearbox with clean oil.
4 Fill the gearbox with oil.

Fill the oil through the filling hole (2) until the oil level reaches the level gauge glass (3).
NOTE
Keep the working environment clean.
5 Close the oil holes and drive the turning device a few revolutions.
6 Check the oil level and fill more oil, if necessary.
7 Grease the drive shaft through the grease nipple (4).
03-10 DBAD281257-
Wärtsilä 34SG Engine O&MM 03A. General safety information for natural gas
03A. General safety information for natural gas

Doc id: WDAAA247714 a
Date: 20-Nov-2003
This Wärtsilä® lean-burn gas engine safety manual gives general information on natural gas
properties and hazards of using it together with a description of safety equipment and
measures both on site and embedded in the equipment. The aim of this manual is to make
the operating personnel acquainted with the plant and its safety systems. To ensure safe
operation of the plant the user must read this manual before operating the plant.
As the plant design may vary depending on the auxiliary system's design and use of
different suppliers, it is necessary to obtain detailed information on the engine and plant
components. The user should therefore always read the manuals delivered.
NOTE
This manual does not include any local laws, regulations, or instructions
concerning gas safety. Please refer to the local documentation and legislation to
fulfil them.
In the engine part of this manual, the description of the engine operation is given in different
stages to give the operator a clear view of how the safety system controls the engine. Refer
to the engine manual for instructions on normal engine operation.
As it is not possible to handle all possible danger situations in this manual, the user should
always consider possible error situations with a safety perspective. A gas fire or explosion
may result in considerable material damage and, in the worst case, human injury. Therefore,
instructions given in this manual must be followed. In addition, any local regulations and
laws must be obeyed.
03A.1 Natural gas v1

GUID-738B3A1B-FC1A-4EBF-BE5B-D6AF3C21F6AF
Natural gas is a mixture of combustible and inert gases, each with varying physical
properties. Many of the fuel gas properties and the gas suitability to be used as a fuel for
internal combustion engines can be determined from the component gas properties.
03A.1.1 Composition v1
GUID-03FE5728-BADD-4E13-BED1-59983024E961
The composition of the natural gas varies substantially between the various production
fields. Gases having a composition according to the table below are called natural gases.
Table 03A-1Composition of natural gases (by volume)
Methane CH4 70 – 90 %
Ethane C2H6 0–7%
Propane C3H8 0–2%
Butane C4H10 0 – 0.5 %
Hydrogen H2 Traces
Carbon dioxide CO2 0 – 10 %
Oxygen O2 0 – 0.2 %
Nitrogen N2 0 – 15 %
Hydrogen sulphide H2S 0 – 10 ppm
DBAD281257- 03A-1
03A. General safety information for natural gas Wärtsilä 34SG Engine O&MM
03A.1.2 Properties v1
GUID-B8F51A18-D16C-47A5-B541-616C3CE24949
Natural gas properties vary slightly according to its composition. Yet, most of its properties
are attributed to methane, the main constituent.
Natural gas is a combustible, non-odorous, colourless and tasteless gas, and therefore
difficult to detect. To make it sensible, it is normally scented with tetrahydrothiophene (THT,
C4H8S). Using this additive, natural gas can be detected by smell already at as low
concentrations as 0.05 – 0.2 vol.-%.
The density of natural gas is around 0.75 – 0.85 g/cm3. Thus, it is lighter than air and tends
to rise in closed, draughtless space.
Natural gas requires certain concentration to be ignited or burned. At 0°C the concentration
has to be 5 – 15 vol.-%, lower or higher concentrations do not ignite or burn. At a higher
temperature this area is slightly enlarged and at 500°C it is 3 – 20 vol.-%. Previous values
apply to if gas is mixed with air. If oxygen only is present instead of air, the limit is 5 – 60
vol.-% at 0°C.
The auto-ignition temperature for natural gas is around 600°C. At this temperature natural
gas will self-ignite and burn independent of concentration as long as any oxygen is present.
Complete burning of natural gas yields carbon dioxide (CO2) and water (H2O). If there is not
enough air, carbon monoxide (CO) will build up.
03A.2 General health and safety aspects v1

GUID-5C7D948E-B41A-43C0-A7EA-3F3FE6F59003
Dangerous situations with natural gas are caused by gas leakage and its consequences.
These include gas fires and explosions as well as inhalation of natural gas or carbon
monoxide, which forms in cases where natural gas is burning without a sufficient oxygen
supply.
03A.2.1 Breathing natural gas v1

GUID-929459B4-1B77-4832-9D44-F87A47004A47
Natural gas in itself is not poisonous. With high concentrations it displaces air and may
therefore cause suffocation. Inhaling small amounts and concentrations of natural gas does
not pose any danger. Higher concentrations will cause sleepiness, headache and
drowsiness. In even higher concentrations, it causes suffocation.
30 %
Dangerous
Gas concentration by volume
Suffocation
lack of oxygen
20 %
Sleepiness, headache,
10 % nausea, dizziness
No symptoms
0%
Fig 03A-1 Symptoms of natural gas inhalation WD247714-1 v3
03A-2 DBAD281257-
Normally natural gas has been odourised to facilitate its detection in case of leak. The
odorant has a repulsive smell and it can be detected readily when the concentration of the
gas is well below the ignition limit. However, there is no way to tell the concentration by the
smell.
First aid for natural gas exposure depends on the symptoms. Slight breathing difficulties
normally disappear when moving the person to fresh air. Serious breathing difficulties or
unconsciousness will call for revival actions and medical attention.
03A.2.2 Breathing carbon monoxide v1

GUID-18EC7523-48AA-4B2D-81B9-AB137E29A26A
Generally, most of the deaths associated with natural gas accidents are caused by carbon
monoxide, CO. Carbon monoxide is a gas which is formed when natural gas is burning
without sufficient amount of oxygen (incomplete burning). Carbon monoxide often forms
during gas fires.
Carbon monoxide is a highly poisonous, odourless and tasteless gas, which is slightly
lighter than air. Its relative density is 0.967. This makes it a very dangerous gas: It is very
difficult to observe without proper measurement equipment and it tends to be at the level of
relief. Carbon monoxide’s poisonous effect is based on that it very effectively replaces
oxygen in blood circulation. Carbon monoxide quickly binds with haemoglobin with an
affinity 200 to 250 times greater than that of oxygen to form COHb. This happens already in
very low concentrations and severe symptoms are quickly developed.
The first symptom of carbon monoxide poisoning is a cheerful, happy feeling and
headache. At this point, it is very important to realise the symptoms and leave the area
immediately.
If the exposure to carbon monoxide continues, the person will soon loose the ability to
control his/her muscles, effectively paralysing him/her and soon followed by
unconsciousness. At this point, the person will need aid to get out from the area. Further
exposure quickly leads to death.
First aid for symptoms, like breathing difficulties and headache, caused by carbon
monoxide is moving the patient to fresh air. Unconsciousness requires proper revival
actions and immediate medical attention.
03A.3 Gas leaks and fires v1

GUID-02A34F0A-292E-45E5-B962-37DCCB357B33
A gas leak into a building may lead to a gas fire and explosion. Therefore, it is important to
prevent any leaks by examining regularly and carefully the gas system for leakage. This
should be done using a leak detection liquid and/or a gas detector. If any of the
connections in the gas system is opened, new sealing should be used when reassembling.
The following safety instructions should be distributed to all personnel working at the Lean
burn gas engine power plant, to ensure that proper and safe counter measures are taken in
case of a gas leak or fire. The instructions should also be posted in a visible place in the
plant.
In case of fire or gas leak:
● Close the main gas valve (or any valve upstream the fire). This will stop the gas leak and
eventually extinguish the gas fire. In case of fire, do NOT close valves on both sides of a
pipe caught in the fire. This would cause the pressure to rise and eventually the pipe to
explode. If the gas supply system contains a gas compressor, press the gas compressor
emergency button to close down and ventilate the compressor.
● Do NOT put out a gas fire with water or fire extinguisher. A gas fire should be put out
EXCLUSIVELY by shutting off the gas supply. If a gas fire is extinguished by other
means, a gas explosion may occur when the out flowing gas makes contact with hot
residues.
● Evacuate the affected area. Evacuate people from fire or gas explosion risk areas.
DBAD281257- 03A-3
03A. General safety information for natural gas Wärtsilä 34SG Engine O&MM
● Arrange proper ventilation. Open doors and windows, avoid using electrical switches
and equipment, do not smoke. Natural gas in high concentration has a slight narcotic
effect that disappears when breathing fresh air. Carbon monoxide possibly created in a
fire is highly poisonous, causes first dizziness and headache then quickly paralyses, and
leads to death. If a person is suspected to have inhaled carbon monoxide, bring him out
into fresh air and call for medical attention immediately.
● Call local emergency number. Inform authorities of the fire or gas leak so that proper
measures may be taken.
All lean-burn gas engine power plants provided by Wärtsilä are equipped with suitable
detection and alarm systems for gas leaks and fire.
03A.4 Gas explosions v1

GUID-64947BE8-C56A-42B7-B447-3C3366308519
It is necessary to realise that gas is not explosive by itself, but some preconditions must be
fulfilled before an explosion can occur. There are three main preconditions to fulfil:
● adequate gas air relation
● sufficient mixing
● ignition source
Gas explosion is a quick chemical reaction between gas and oxygen, that is, the gas is
burning rapidly. Contrary to explosives, natural gas does not consist of any chemically
bound oxygen. Thus, additional oxygen (air) is necessary for a gas explosion to take place.
Explosion only takes place with certain proportions of gas and air (for natural gas typically
5...15 vol.-% gas in air). Too lean a mixture and too rich a mixture will not ignite.
Gas and oxygen (air) must be sufficiently mixed, too. Mixing ensures that each gas
molecule has oxygen molecules in close range to react with. The gas explosion itself tends
to mix the yet unburned gas and air due to turbulence, thus further assisting the
propagation.
Finally, there must be an ignition source. This may be any particle with high enough energy
(temperature) to start the reaction. After the reaction has started, it will produce enough
energy (heat) to continue by itself until all gas has reacted or circumstances otherwise
turned unfavourable to explosion.
To get an idea what is happening during an explosion, a basic situation can be examined.
An explosion can be thought to start in a situation where gas and oxygen are mixed in a
long container, open at one end, and the mixture is motionless. An ignition source ignites
the gas oxygen mixture at the closed end and the reaction starts.
The reaction starts with slow burning and a flame propagation velocity in the order of 5 m/s.
Increasing pressure and turbulence cause the flame propagation velocity to increase to
detonation. At this point the velocity may reach 2000 m/s. The reaction continues until
either of the reactants have run out or circumstances otherwise turn unfavourable to
explosion propagation.
The explosion causes a pressure wave at the propagation front. This high local pressure
may damage structures. Behind the explosion front the reacted gases cool down quite
rapidly and, together with mass inertia of the high velocity gas, may cause a negative
pressure especially in long piping. This negative pressure may also cause damage to
equipment.
If a gas explosion happens for some reason, all systems affected by the explosion must be
thoroughly inspected both mechanically and functionally. All damaged parts must be
repaired or changed for new ones. The safety equipment and system must be inspected
with special care and, if necessary, new components must be installed. Refer to the
manufacturers' instructions. Before the next start the reason for explosion must be clarified
and eliminated.
03A-4 DBAD281257-
03A.4.1 Prevention of gas explosions and minimising the

consequences v1
GUID-D50BE2A4-80E8-43D8-AF52-D517A21AE6BF
It is of utmost importance that the plant staff realises the risks associated with all gas
applications and minimises these by careful working practices and consideration.
In preventing gas explosions at the plant or in the engine, the most important thing is to
prevent the gas from reaching the explosive concentration. It is the only way to avoid gas
explosions completely.
If a gas explosion occurs, it is important to protect people, equipment and environment
from damage. Damage is caused by the shock wave and the burning effect of the
expanding and partly burning gases. Damage can be avoided by preventing pressure build
up in equipment and guiding the released pressure to an open area.
Wärtsilä® Lean burn gas engine power plants and compressor stations are equipped with a
high quality safety system to prevent gas explosions. All reasonable measures have been
employed to prevent gas build-up, ignition and explosion. With proper and careful working
practices and regular inspections the plant is a safe place to work.
In a Lean burn gas engine power plant and compressor station, the most probable place for
gas explosion is the exhaust system. Unburned gas may escape into the exhaust system in
an engine malfunction. The engine safety system aims to prevent this from happening.
The pressure buildup in the exhaust system is minimised by using explosion vents. The vent
size, number and position must be carefully considered and selected during the design
stage in order to get a safe and properly functioning system. See chapter “Exhaust gas
system”.
DBAD281257- 03A-5
DBAD281257- 03A-6
Wärtsilä 34SG Engine O&MM 03C. Wärtsilä Lean-Burn Gas Engine Safety Manual for the Power Plant
03C. Wärtsilä Lean-Burn Gas Engine Safety Manual

for the Power Plant
Doc id: WDAAA243558 b
Date: 23-Sep-2003
This section of the manual describes mainly the safety features of auxiliary components,
that is, the components outside the engine in the power plant.
03C.1 Hazardous area classification
03C.1.1 Classification for the engine v1

GUID-1B292B2B-A2B2-4135-91A1-1B08B1030875
In the case of an adequately ventilated enclosure containing gas-fuelled engines it needs

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

GUID-8A84EBCA-4C6E-4598-AD8F-93069E0EA4F6
American Petroleum Institute

API 500: Recommended Practice for Classification of Locations for Electrical
Installations at Petroleum Facilities Classified as Class I, Division 1 and
Division 2
● Section 8.2.5 Hydrocarbon-fuelled Prime Movers

National Fire Protection Association
NFPA 37: Standard for Stationary Combustion Engines and Gas Turbines
NFPA 850: Recommended Practice for Fire Protection for Electric Generating Plants
and High Voltage Direct Current Converter Stations
03C.1.1.2 European Codes v1

GUID-0D36C675-F81C-4042-AE27-58E87A7E2631
EN-60079-10 Electrical apparatus for explosive gas atmospheres; part 10

Classification of hazardous areas
EN-1834-1 Reciprocating internal combustion engines – Safety requirements for
design and construction of engines for use in potentially explosive
atmospheres – Part II engines for use in flammable gas and vapour
atmospheres.
There are no current EU guidelines for gas engine power generation installations; in such a
case Internationally recognised codes are accepted.
DBAD281257- 03C-1
03C. Wärtsilä Lean-Burn Gas Engine Safety Manual for the Power Plant Wärtsilä 34SG Engine O&MM
03C.1.1.3 UK Codes v1
GUID-27079D53-13DD-49CD-B87D-38BA99094EA8
The Institute of Petroleum

IP15 Area classification code of practice for petroleum installations, Model code of
safe practice: part 15
Section 8.7 Combustion Engines

The Institution of Gas Engineers
IGE/UP/3 Gas fuelled spark ignition and dual fuel engines
Section 8.1.7 Electrical Equipment and Supplies
03C.1.2 Classification for the auxiliary system v1

GUID-14539521-854A-4A1D-B8F2-ED681BF0DF2A
Regarding the auxiliary gas system, the codes to be followed are EN60079-10, API500 and
IGE/SR/25.
From these, it can be derived that zone 2 or class I division 2 is found in the gas piping
flange joints in the gas regulating unit and flow metering unit (option). The hazardous area
around the flange is a sphere whose radius is typically 1 m. In addition, vent piping creates
a hazardous area near the roof.
The radius should be checked for each installation, and is affected by the gas pressure and
the level of ventilation.
Fig 03C-1 shows a typical example of hazardous area classification for a gas engine power
plant.
03C-2 DBAD281257-
Radius 18 from venting pipe Radius 10 from venting pipe
HAZARDOUS SUBSTANCES: Natural gas

Flash Point Explotion Group Autoignition Temp. F Ignition group Vapour density
Hazardous area D 1076 T1 0,6 x Air (lighter than air
classification
Class 1 A location in which ignitible concentrations of flammable gas
Division 1 are expected to exist under normal conditions.
Class 1 A location in which flammable gas may be present, but normally are confined within
Division 2 closed systems and are prevented from accumalating by adequate ventilation .
Standards and guidelines
AP1500
Fig 03C-1 Example of hazardous area classification for a gas engine power plant
according to API500 WD243558-1 v2
03C.2 Control philosophy v1

GUID-13D9FE65-B92D-4AD2-B10F-C67E077F48AC
There are different control modes for the power plant. These are:
● Start
● Run
● Stop
● Shutdown
● Emergency
● Stand-by
These are discussed briefly below. In addition, different causes for stop, shutdown and
emergency from the power plant as well as different consequences regarding power plant
safety are discussed below.
03C.2.1 Start v1
GUID-1A4A2326-3CC0-4679-8904-5F6B78B68D51
In the start mode certain checks are gone through in order to ensure a safe start. The plant
control system (PLC) checks for start blocks before the engine is allowed to start. After the
engine is started following the start sequence the engine mode is changed to running.
DBAD281257- 03C-3
03C.2.2 Run v1
GUID-68C36625-6435-4DD3-9C85-3EE5E259578E
In the run mode the engine output is maintained at the level required by the plant and all
engine parameters are monitored and controlled to ensure a safe and reliable operation.
03C.2.3 Stop v2
GUID-10BBB465-19F9-4061-91BF-645B04DE9700
Stop is activated from WOIS giving an order for the engine to stop or it can be done by
pressing the stop button in the M1 panel. The engine is unloaded and when the load has
reached a set value, a stop command for the engine control system is given.
The gas regulating unit is closed. For more details, see section 03C.6.2.
03C.2.4 Shutdown v2
GUID-63FC137C-5536-40DB-BDD3-CD088D69D0FD
Shutdown is otherwise the same as the stop mode except that it is initiated by a failure
detected by the engine control system or PLC.
Causes for shut down are:
● start sequence failure
● gas system abnormal
● electrical system fault
● safety relay trip
● Engine control system shut down signal
● Engine control system communication failure
● Project specific trip
Main consequences are:
● Generator breaker opens
● Stop command for engine control system is given
● Gas regulating unit is closed
03C.2.5 Emergency v1
GUID-13276775-70E5-4BC5-B2C3-6A2F9BDD8EBD
The emergency mode is initiated by a hardwired signal. The emergency mode for a power
plant is shown in Fig 03C-2.
Emergency can be initiated either by pressing the emergency stop push buttons in:
● common panel, which means a plant emergency mode is initiated and all the engines are
shut down or
● by engine wise panels, which means an emergency mode is initiated for that engine only
or
by a fire or gas detector.
03C-4 DBAD281257-
SR CFA=common control panel
SR CFC1 SR CFC2 SR CFC3
Engine control Engine control Engine control

system system system
SR = safety relay
CFC = engine wise control panel
Fig 03C-2 Schematic diagram for emergency mode of control system WD243558-2 v4
03C.2.6 Stand-by v1
GUID-FE603154-9EF2-403A-94F7-CDAEBCE27710
Stand-by is a mode in which the power plant waits to be started. To enter this mode, the
plant needs to be stopped. In case of a shutdown or an emergency, all the faults and
alarms need to be cleared before start can proceed.
03C.3 Fire fighting and gas detection system v1

GUID-4FE1B97C-1FF8-49C3-94CF-8E112E0765E3
Each country has its own fire protection legislation and codes of practise. Therefore, project
design is to be reviewed with the local authorities and the system is chosen on a case by
case basis.
The power plant is subdivided into separate fire areas for the purpose of limiting the spread
of fire, protecting personnel and limiting the resultant consequential damage to the plant.
Fire areas are separated from each other with fire barriers, spatial separation or other
approved means.
Media capable of burning in a gas power plant are:
● Gas
● Cables
● Lubrication oil
The main method to prevent a gas fire is to design the gas system safe.
● Main manual gas shut-off valve is located outside the engine room.
● Automatic shut-off valves located inside the engine room will shut off the engine specific
fuel supply in an engine stop.
● A flexible connection is placed between the engine gas piping and the auxiliary gas
piping. This is required due to vibrations and possible movement of the piping.
● Optionally engine specific gas shutoff outside the engine room (see section 03C.4)
Burning gas must not be extinguished since the remaining unburned gas may explode.
Other possible causes for a fire are taken care of with a fire detecting and fighting system.
DBAD281257- 03C-5
03C.3.1 Fire detectors v1

GUID-4EDB2F53-3F2A-444E-B062-6B70F273D874
There are normally at least two fire detectors per location. Fire detector types used are:
● Differential heat detectors
● Optical smoke detectors
The type used and the locations for the detectors will depend on the project and standards
to be followed.
03C.3.2 Fire fighting equipment v1

GUID-E3830D26-9D85-4665-8994-7EB069697D91
The fire fighting system consists of:

● Portable dry powder and/or CO2 extinguishers
● Fire hydrants for fire hoses
● Loose fire hose equipment to be connected to fire hydrants
● Permanently connected fire hose reels
03C.3.3 Gas detectors v1

GUID-EA5F4423-F944-482A-8706-75B496AA41D1
The gas detectors are required to detect any gas leak. These are located in a position
where a gas leak is most likely to occur and be detected (see Fig 03C-1). These are
normally:
● Above the gas regulating unit
● At ventilation air outlet at the roof level
03C.3.4 Alarm and shutdown system description v1

GUID-59359FC4-E56C-4A6F-8C3F-477D0064B3C5
The gas and fire detection system has a control unit, which receives information from
detectors placed in critical locations. If a detector is activated, a fire or a gas leak alarm is
given locally and/or remotely, to ensure evacuation of personnel and to initial emergency
procedures.
An alarm is given when a gas detector is sensing 10 % of LEL (lower explosion limit).
When a gas detector is sensing 20 % of LEL or above, normally an automatic emergency is
initiated for the plant shutting down the gas supply at the engine specific gas regulating
units and closing the main shut-off valve outside the engine room or engine cell. In case of
a fire alarm a plant shutdown is initiated, as well.
Gas detectors can also be of the type with one level alarm. In this case exceeding an alarm
level of 20 % of LEL an emergency mode is initiated.
An option is that the gas detector or fire detector gives an alarm and the necessary actions
are taken by the operating personnel.
03C.4 Engine room ventilation v2

GUID-E05FF0C0-2F0E-4D30-88DE-92A465D23586
The engine room ventilation system is required in order to supply sufficient combustion air
to the engine and to maintain the temperature in the engine room at a suitable level.
Ventilation can be classified as inadequate or adequate. The prerequisite for an engine
room to be an unclassified area regarding explosion safety is that ventilation shall be
adequate at all times including stand-by.
An option is that the gas system is of special design. In this case the gas supply is closed
per each engine outside the engine room. This is done to keep the gas inventory low inside
03C-6 DBAD281257-
the engine room and thus ventilation is not required in a stand-by mode. (See 03C.6.1). In
addition, in this design the gas system components up to the gas regulating unit are done
with welded joints and thus a possibility of a gas leak is negligible.
03C.5 Emergency lighting v1

GUID-0B1771AB-1263-4C14-8B97-C3F917EC72E3
Emergency lighting shall be ex-classified in zoned areas and in the engine room or engine
cell to reduce the risk of igniting any possible gas/air mixture in the power plant during any
emergency.
03C.6 Gas supply system v1

GUID-E2B9140A-B0A1-4B29-965E-5A722064AA88
The gas supply is an essential part for the engine operation. It should be regularly inspected
and maintained for correct function and safety.
Before gas is supplied to the engine it passes through the following units:
● flow measuring unit (optional). Either plant specific or engine specific flow meter.
● gas compressor upstream the gas regulating unit if the inlet pressure is too low for the
engine (optional)
● a plant specific pressure reduction station (PRS) upstream the GRU when inlet pressure
to the GRU is over 16 bar (optional)
● engine specific gas regulating unit (GRU)
The GRU has normally only one connection to the engine and the gas is divided into two
streams at the engine
● main combustion chamber (MCC) gas
● pre-combustion chamber (PCC) gas.
In some cases, the GRU has a separate line for prechamber gas and thus there are two
connections to the engine. In this case MCC and PCC gas may have different pressure.
The outlet pressure is controlled by the engine control system according to engine load.
Fig 03C-3 shows a schematic diagram of the gas fuel system.
VENTILATION
GAS GAS REGULATING GAS

SUPPLY UNIT ENGINE
Fig 03C-3 Gas fuel system illustrating main shut off valve, gas regulating unit and
gas engine WD243558-3 v3
DBAD281257- 03C-7
03C.6.1 Main shut-off valve v1

GUID-E08E30F7-8B84-4247-BEA9-63540E843FEC
Regarding the fuel gas system there are two alternatives:

● System with a common gas shut-off
● System with a separate gas shut-off
The normal design is to have the common gas shut-off. It means that there are two main
shut-off valves outside the engine room and the gas supply is divided for all the engines
inside the engine room.
The main shut-off valve isolates the gas feed line to the plant. Of the two valves, one is a
manually operated valve and the other is an automatically operated shut-off valve, which is
of fail safe type and is closed either in loss of power or control air.
The main shut-off valves are located outside the building and marked clearly according to
local regulations. In the event of a gas leak, fire or gas explosion the valve should always be
closed. In the case of a plant emergency, the automatically operated main shut-off valve is
closed by a hardwired signal.
An engine specific emergency does not close the main shut-off valve. It only closes the
slam shut-off valves on the GRU and ventilates the gas pipe between the engine and the
GRU.
An option is the design that each engine has main shut-off valve(s) outside the engine room,
i.e., a system with a separate gas shut-off. In this case the automatic valve is closed in the
operating modes:
● Stop
● Shutdown
● Emergency shutdown
● Plant emergency shutdown
03C.6.2 Gas regulating unit v1

GUID-2BDB9DED-7123-4858-A70D-DDECC4E81D9C
Natural gas is supplied from the distribution system and passes through a gas regulating
unit - or the “gas train”. The gas regulating unit provides the correct gas admission to the
engine by regulating gas feed pressure depending on the engine load. In addition, the gas
regulating unit performs a leakage test of the main slam shut-off valves prior to every engine
start.
03C.6.2.1 Design of the gas regulating unit v1

GUID-C3AE9604-83B1-4363-9551-F2CFF674FB7B
The main components of the gas regulating unit (GRU) are (see Fig 03C-4 and Fig 03C-5):
● Manual ball valve: V01
● Inert gas line, closed with a cap
● Filter
● Instrumentation such as pressure and temperature gauges and transmitters
● Pressure regulating valve of diaphragm type, pilot operated, self regulating: V07
● Main slam shut-off valves: V15 and V18, fail close
● Ventilating valves: V14, V16, V19 (V14 is of fail close type while the others are of the fail
open type)
03C-8 DBAD281257-
The electrical components are ex-classified to be suitable for installation in zone 2 or class I
division 2, respectively. This is due to possible small leaks in the flanges or other
connection, which makes a small hazardous area around the unit flanges or connections.
The gas regulating unit layout drawing is illustrated in Fig 03C-4 and the P&ID is shown in
Fig 03C-5.
Vent no 1 Vent no 2
Control Air Compressed Air
Vent
Vent Vent
Ball valve Filter

Downstream pipe Electro-pneumatic
shut-off valves
Pilot operated
Main Pressure Regulator
Fig 03C-4 Typical gas regulating unit layout WD243558-9 v3
D2 D1 H1 F
9.2 8.7
B010 V020
8.6 6.4
B007 V011
8.4 7.6 7.4 7.2 6.2 6.1 5.2

V009 3.2
PT TI TE PI PI PT PI
4.3 4.2
006 002 001 005 P 004 003
001
9.1 8.2 8.5 8.3 8.1 7.3 7.1 5.1 4.4 PDIS
B003
4.1 3.3 3.1
V019
V018 V017 V016 V015 7.8 7.7 7.5 V012 V013 PC V006 V005 002
V004 V003 V002
V014 TW TW 6
V007
B A
10 9 (8) 7 4 3 2 1
B004 B002 V001 B001
Fig 03C-5 P&ID of the gas regulating unit WD243558-5 v3
The GRU includes shut-off valves and ventilation valves which are located in the vent pipes.
These vent pipes are drawn as two separate lines up to the roof (see Fig 03C-5). This is a
hazardous area and it is marked on the layouts as such (see Fig 03C-1).
Fig 03C-6 shows the pressure regulator in the GRU.
DBAD281257- 03C-9
Fig 03C-6 Pressure regulator with functional units regulator, pilot valve and SAV
valve WD243558-6 v2
The pilot operated pressure regulator is operated using control air from I/P converter.
The regulator consists of the main valve body and the functional units “regulator”, “pilot
valve” and “safety shut-off valve” (SAV).
Safety shut-off valve (SAV)

An additional safety shut-off valve may be installed if the inlet pressure to the GRU is higher
than 6 bar. The control element of the safety shut-off valve is installed on the inlet side of
the body and shuts off the gas flow if the outlet pressure in the main gas line rises above
the pre-set limits. On detecting high pressure the SAV measuring diaphragm and the
switching bush move into the release position and the ball mechanism sets the valve stem
free to close the SAV valve.
The safety shut-off valve can only be reopened by hand, after the outlet pressure at the
measuring point has been restored to a value below the re-engagement differential. If the
SAV valve is closed, it will lead to a shutdown of the engine and depressurisation of the
piping after regulating valve V07 resulting is the pressure automatically decreased below
the re-engagement differential.
Thus the following shall be done:
● Reopen the SAV valve first slowly by dragging slightly (pressures will equalise)
● After equalising open the valve completely
This is required to enable a safe and easy re-engagement of the SAV valve.
There is a feedback signal in the SAV to monitor the valve.
Fig 03C-7 shows the main slam shut-off valves in the GRU.
03C-10 DBAD281257-
Compressed air
Vent Vent
Pressure
switch
Fig 03C-7 Shut-off valves with actuator (1), solenoid operated air valve (2) and
solenoid operated vent valve (3) WD243558-7 v3
The GRU is equipped with two shut-off valves, installed in series. The valves are operated
by admitting compressed air into the actuator cylinders. The valves are closed by a spring
when control voltage is cut off and control air released from the actuator cylinders.
Gas trapped between the valves and in the pipe between the last shut-off valve and the
engine is vented to the atmosphere through the solenoid operated vent valves (3). The vent
valves V16 and V19 (additionally V26 and V29 for PCC line) are closed as long as the
operating voltage is applied. V14 (and V24 for PCC line) is open as long as the operating
voltage is applied. In the running mode voltage is not applied to V14 and the valve is
closed.
Both the shut-off valves and the vent valves are operated by the PLC.
03C.6.2.2 Function of the gas regulating unit v2

GUID-B9A6424D-F13B-4F37-898D-36920EAC5611
Gas is mixed with the combustion air only in the intake channels in the cylinder head (see
Fig 03C-8). This design ensures that only air is present in the charge air manifold, and thus
the risk for explosions in the engine’s charge air intake system is minimized.
DBAD281257- 03C-11
Control Air
Main gas line

Shut-off valves
Pressure regulator
GenSet
Exhaust gases
Charge air
Fig 03C-8 Flow chart of the gas regulating unit WD243558-8 v3
The gas pressure must always remain higher than the charge air pressure. There is a
minimum and maximum offset for the pressure difference. If the difference is outside the
limits the engine will be shut down.
Opening, closing and venting of the gas regulating unit is electrically controlled through the
PLC, while the gas at the engine intake is regulated by solenoid valves controlled by engine
control system.
The gas regulating unit operates "fail safe", i.e. the shut-off valves are closed and the vent
valves V16 and V19 are opened in the event of a loss of electricity. Table 03C-1 shows the
alarm and shut down limits for the gas regulating unit.
Normally the maximum inlet pressure to the GRU is 6 bar g and optionally 16 bar g when
the regulating valve V07 is supplied with a safety shut off valve (SAV). In the latter case,
alarm and shutdown are higher.
03C-12 DBAD281257-
Table 03C-1Normal operation for the gas regulating unit
Alarm Shutdown
P03=inlet pressure P03=inlet pressure
● High:6.3 bar g ● High: 7.2 bar g
● Option: 16.0 bar g ● Option: 16.8 bar g
● Low: depending on engine type ● Low: depending on engine type
P06 =after V07 P06 = after V07
● High: 4.5 bar g ● High: 5.0 bar g
There is also a safety feature regarding rapid large load reductions. If for example a
generator breaker opens and load is decreased instantly to 0 %, V19 is opened for a certain
period of time, normally for 20 seconds.
Normal stop or shutdown

Normal stop occurs when an intentional stop command is given for the engine to stop.
Shutdown occurs when it is necessary to stop the engine to prevent any damage for the
equipment. The action for the gas regulating unit shut-off valves and ventilating valves is
identical for normal stop and shutdown.
The shut-off valves in the gas regulating unit are closed during a normal stop sequence.
Gas venting is done the following way:
● V14 is opened for 5 seconds to relieve the overpressure between V07 and V15.
● V16 is opened and will remain so.
● V19 is opened normally for 30 seconds to relieve the overpressure between the gas
regulating unit and the engine and after that the valve is closed to prevent air to get into
the gas piping.
Emergency
An emergency mode will close the shut-off valves on the gas regulating unit and open
venting valves V16 and V19 ventilating space between slam shut-off valves and between
the gas regulating unit and the engine.
At the same time the gas valves on the engine will close and the ignition is deactivated.
Plant emergency
A plant emergency mode is like a local emergency mode for all engines.
A plant emergency mode is activated by:
● a gas detector sensing 20 % of LEL (option)
● a fire detector which is activated
● from a common panel by pressing emergency button
In addition, the main shut-off valve outside the engine room or engine cell will be closed
automatically by the PLC.
Optionally, a gas detector only gives an alarm and the operator takes the necessary actions.
In this case, a plant emergency mode would only be possible to activate only by pressing
the emergency button in a common control panel.
DBAD281257- 03C-13
03C.6.2.3 Operation of the gas regulating unit
Activating the gas regulating unit
Prerequisites
It is assumed that all units are shut down but that power is available from the main grid (or
an emergency generator).
It is also assumed that all units are in operational condition, that the various components of
the gas regulating unit have been properly adjusted with the correct control elements
(springs, etc.) installed, gas of sufficient quantity, quality and pressure available, and the
engine is ready for the start.
Before the planned start of the gas fuel system for the engine, the following should be
checked:
Procedure
1 Make a visual check of the entire unit.

● Check that no work is being performed on the unit, and that all flanges are bolted
together and that all connections are installed and secured.
2 Dispose of any unsecured items or debris near the unit that may inhibit operation or
could cause injury.
3 Ensure that the engine room is well ventilated and gas free.
4 Check that the main gas valve (manual ball valve) on the gas regulating unit is closed.
5 Check that the gas inlet pressure is normal.
6 Check that the control air pressure is sufficient to operate the system.
7 Check that the manual vent valve on the gas train is closed.
8 Open up all manual shut-off valves to instruments and control units.
9 Check that the safety shut-off function on the pressure regulator is reset.
10 Check that the electrical control system is active and power available.
11 Open the gas main shut-off valve outside the building.
12 Open the main gas valve on the gas regulating unit.
13 Control: that the gas regulating unit is functioning properly.
14 Control: that the shut-off valves are gas tight.
15 Check that the engine is ready for start.
The gas fuel system is now ready and the engine can be started provided that the start
blocking circuits for the gas fuel system have not been activated.
03C-14 DBAD281257-
Postrequisites
CAUTION
If the gas regulating unit has been opened for maintenance or repair, it is
essential to have the unit well purged to remove any trace of air before going
ahead with the starting process.
Monitoring the gas regulating unit
Prerequisites
NOTE
The following is supplied as general information only. The operating personnel
must decide what actions are appropriate for the whole plant, while taking all
equipment into consideration.
The normal operation and supervision of the gas fuel system consist mainly of simple daily
checks, such as:
Procedure
1 Check temperature and pressures in the system.
2 Check the pressure drop over the filtration unit.

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

During normal shutdown, perform the following checks (see Fig 03C-9):
Procedure
1 Close the main gas valve V01 on the gas train.
2 Close the main shut-off valve outside the building.
DBAD281257- 03C-15
3 Open the manual ventilation valve V13 if the gas regulating unit is to be shut down for
any prolonged time.
CAUTION
If maintenance is to be performed on any part of the system, this may require
closing and locking of the main gas valve V01 (see Fig 03C-5) and ventilating the
other parts of the system.
These actions will be decided and taken by local operating personnel.
Vent no 1 Vent no 2
Control Air Compressed Air
Vent
Vent Vent
Ball valve Filter

Downstream pipe Electro-pneumatic
shut-off valves
Pilot operated
Main Pressure Regulator
Fig 03C-9 Gas regulating unit WD243558-9 v3
Emergency stop of the gas regulating unit

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

● Use any of the emergency stop buttons (installed on the engine control cabinet above
the flywheel and on the wall inside the engine room and the control room).
2 Close the main gas valve V01 (see Fig 03C-9: ball valve).
CAUTION
If the shutdown of the system has been caused by a gas leak it is imperative
that all personnel evacuate the room in question immediately. They are not
allowed to re-enter the room until it has been properly ventilated to remove any
traces of gas.
03C-16 DBAD281257-
03C.7 Exhaust gas system v1

GUID-90A11E8A-C1FA-47CB-BB84-E48BBE8BA34D
The protection of the exhaust gas system is an essential part for the safe operation of the
lean burn gas engine equipped power plant. The main protection methods are:
● Correct design of the system
● Explosion vents (rupture discs) installed in the system
● Exhaust gas ventilation fan operation
In addition, explosion vents should be visually inspected periodically.
03C.7.1 Piping design v1

GUID-C21E76FA-F662-4961-8069-E724F98DEC32
The exhaust system is mainly a passive component, i.e. it contains no controllable parts
concerning gas safety. The only exception is the ventilation fan that is operated either in
engine stop or start sequence.
To minimise the risk of gas explosions in the exhaust system certain safety features are
recommended for the design. The following describes the exhaust system design as
recommended by Wärtsilä Corporation. For more details, see WDAAA247530.
To minimise the risk of gas building up in the exhaust system it has been designed to
contain only upward slopes. Any downward slope creates a pocket where gas can collect in
certain circumstances causing a danger of an explosion. However, since the system always
contains a silencer, and may be equipped with boiler(s) and catalytic converter(s), all
pockets cannot be avoided and other means must be used.
03C.7.2 Exhaust gas system ventilation v1

GUID-BF7A15FE-8048-4388-8244-48B0FE098177
The exhaust system is equipped with a ventilation system. The system consists of a
centrifugal fan, a flow switch and a butterfly valve equipped with a limit switch. This valve is
opened and the fan is started either after every engine stop or before every engine start
ventilating the exhaust system. However, in an emergency mode the fan is not operating.
The flow switch confirms that the fan is rotating. The capacity of the fan and the running
time of it is chosen such that it is able to change the volume in the exhaust system at least
three times during the ventilation run.
Fig 03C-10 shows the exhaust gas ventilation system.
DBAD281257- 03C-17
Explosion relief
valves
EXHAUST
STACK
SILENCER BOILER
Flow switch CONTROL

SYSTEM
Ventilation
valve Ventilation
fan
Fig Exhaust gas ventilation system WD243558-10 v3
03C-10
03C.7.3 Explosion vents v1

GUID-488510F4-6E11-4539-AE49-30EAE6078B0B
The exhaust system is also equipped with explosion vent valves to relieve the excess
pressure in the exhaust system in the event of an explosion. The general rule is that the
diameter of the explosion vent is at least of the same as the exhaust gas pipe diameter. In
addition, the vent duct above the explosion vent is of the same diameter as the explosion
vent. The length of the vent duct shall be minimised in order to reduce the back pressure
from the vent duct in an explosion. The explosion vent valve is designed to open at an
excess pressure of 0.5 ± 0.05 bar at operating temperature.
The first explosion vent valve is located after the turbochargers. In a straight pipe, explosion
vent valves shall be installed every ten diameters.
The silencer inlet and outlets are also equipped with explosion vents. The explosion vent in
the inlet may have been omitted if the distance from the previous explosion vent is less than
5 times the diameter. Only absorption silencers with straight-through design are used.
Reactive type silencers with internal chambers are not allowed for lean-burn engines due to
their disadvantages during an explosion. Gas may collect in the reactive part in the
chambers and thus a violent explosion is possible if unburnt gas is present.
03C-18 DBAD281257-
The boiler is equipped with integrated explosion vents at the inlet and outlet of the boiler.
The size of these vents is dependent on the boiler design, but should as a minimum be of
the same size as the inlet duct to the boiler. If it is impossible to integrate these valves into
the boiler, corresponding explosion vents are located in the exhaust gas duct close to inlet
and outlet of the boiler.
Explosion vents are ducted outdoors with a duct of at least the same size as the explosion
vent. The duct is covered with light-weight noise and weather protection.
The outlet of the duct is located so that personnel are not present during normal operation,
and the proximity of the outlet is clearly marked as a hazardous area.
Due to the gas velocities created by a possible explosion, under pressure may be created in
the latter parts of the system. Therefore, the stack is dimensioned to sustain an under
pressure of 0.3 bar without collapse.
Also, available are active extinguishing systems for explosion prevention, such as explosion
suppression. These, however, are not a standard option for lean-burn engine equipped
power plants, but have to be considered case by case for special applications. A problem
with these is that the actual position of the ignition is not known. Thus the extinguishing
system is nearly impossible to design.
NOTE
After a gas explosion the safety equipment shall be inspected and damaged
parts changed for new ones according to the manufacturers' instructions. The
reason for the explosion must be clarified and eliminated before the next start.
DBAD281257- 03C-19
DBAD281257- 03C-20
Wärtsilä 34SG Engine O&MM 04. Maintenance schedule
04. Maintenance schedule

The actual operating conditions, and above all the quality of the fuel used, largely determine
the maintenance necessity for the engine. Because of the difficulty in anticipating the
various operating conditions that may be encountered in the field, the periods stated in the
schedule are for guidance only. However, do not exceed them during the warranty period.
If there are any indications that the maintenance procedure is required in advance of the
recommended time period, perform the suggested maintenance. Additionally, if inspection
or observation reveals that a part shows wear or use beyond the prescribed tolerances,
renew the part immediately.
See the instruction books of the turbocharger and the governor, separate instructions for
additional equipment and chapter 03 Start, Stop and Operation.
NOTE
Before performing any maintenance work, carefully read the sections Risk
reduction, Welding precautions and Hazardous substances in chapter 00.
● Before starting any procedure, carefully read the corresponding instructions in this
manual.
● During all maintenance work, observe the utmost cleanliness and order.
● Before dismantling, check that all systems concerned have been drained or the pressure
has been released. After dismantling, immediately cover the holes for lubricating oil, fuel
oil, gas and air with tape, plugs, clean cloth or the like.
● When exchanging a worn-out or damaged part provided with an identification mark
stating the cylinder number, mark the new part with the same number on the same spot.
Enter every exchange in the engine log and state the reason clearly.
CAUTION
Do not mark bearings as it may cause damage.
● Always renew all gaskets, sealing rings and O-rings during maintenance work.
NOTE
Do not lubricate the O-rings in the cooling water system with oil-based
lubricants. Use soap or similar.
● After reassembling, check that all screws and nuts have been tightened and, if
necessary, locked.
WARNING
When overhauling the engine, make absolutely sure that any automatic start and
the priming pump are disconnected. Also, make sure that the starting air shut-
off valve located before the main starting valve is closed. Then drain the engine
starting air system to avoid engine damage or personal injury.
DBAD281257- 04-1
04. Maintenance schedule Wärtsilä 34SG Engine O&MM
WARNING
When overhauling the engine, to avoid accidental turning of the crankshaft,
make absolutely sure that the generator breaker is secured and the gearbox is
not engaged. Accidental turning of the crankshaft may cause engine damage or
personal injury.
CAUTION
If a 110 V injector power supply is fitted, disconnect it before dismantling any of
the cylinder head covers.
04.1 Every second day, irrespective of the engine being in

operation or not v4
GUID-8A7E7EF8-F504-4E42-AD49-687705FF189F
Every second day, irrespective of the engine being in operation or not

Component Procedure Section
Automatic prelubrication Check the operation. 03.2
18
04.2 Once a week, irrespective of the engine being in

operation or not v3
GUID-2DEEC732-A90E-4BC0-A0A0-7E7F4C02DE30
Once a week, irrespective of the engine being in operation or not

Start process Test start (if the engine on stand-by). 03.2
04.3 50 operating hours v8

GUID-4EFB7453-F852-4CDB-A2EE-B9D1EEF8F411
Interval: 50 operating hours

Air coolers Check the draining of air coolers. 15.3.1
Check that the draining pipes are open, check if any leakage. 03.4.1
Automation Check the operating values. 03.4.1
Check and record all operating values.
Cooling water system Check the water level in the cooling system. 19.2
Check the water level in the expansion tank(s) and/or the static pressure in the
engine cooling circuits.
04-2 DBAD281257-

Connecting rod Check the tightening of the connecting rod nuts. 11.3.4
Check the tightening of the connecting rod nuts after the first 50 operating 07.3
hours on a new engine and, after overhaul, those nuts that have been
loosened.
Note! Pump to stated pressure. Tighten, if possible. Do not loosen!
Crankshaft Check the tightening of the counterweight fastening nuts. 07.3
Check the tightening of the counterweight fastening nuts after the first 50
operating hours on a new engine and, after overhaul, those nuts that have
been loosened.
Gas and lub. oil filters Check pressure drop indicators 03.4.1
Replace the filter cartridges if high pressure drop is indicated. 18
Lubricating oil sump Check oil level in the sump. 18
Check oil level by means of dip stick, compensate for consumption. 02.2
Main bearings Check the tightening of the main bearing nuts. 10.2.3
Check the tightening of the main bearing nuts after the first 50 operating hours 07.3
on a new engine and, after overhaul, those nuts that have been opened.
Multiduct Check the tightening of the multiduct screws 07.1
Check the tightening of the screws after the first 50 operating hours on a new
engine and those screws after an overhaul that have been removed.
Running-in filter Remove the running-in filter.
Remove the running-in filters after the first 50 operating hours and mount the 10
hydraulic jack in upper level.
Turbocharger Water cleaning of the compressor. 15.2.1
Clean the compressor by injecting water.
Valve mechanism Check the valve clearances. 12.2
Check the valve clearances after 50 hours' running in new and overhauled 06.1
engines.

GUID-96708D2B-8DAE-49C9-9FDD-2DD553D2AC0D

Cooling water Check the water quality. 19.6
Check content of the additives. 02.3
DBAD281257- 04-3

Lubricating oil Take oil sample. 02.2
In a new installation and after changing lubricating oil brand, take oil samples
for analysis. To ensure safe engine operation, frequent oil analysis at 500 -
1000 operating hours intervals (every six month if the engine is running less
than 1000 h a year) are recommended also after the first year of operation.
Change the lubricating oil if the oil analysis results are not within the limits set
by the engine manufacturer. When changing oil, clean all oil spaces with a
high-quality, fibre-free and lint-free cloth.
Regardless of the analysis results, change the oil in connection with every
piston overhaul or every fourth year (every sixth year if the engine is running
less than 1000 h/year), whichever comes first.

GUID-0E318921-E6A3-4524-AFB8-F6B2665F8398

Air filter (on-built) Clean the turbocharger air filter(s). 15.1
Remove the filter(s) and clean according to instructions of the manufacturer
(more often, if necessary).
Gas filter Replace the gas filter cartridges.
Engine mounted Replace the engine mounted filter cartridges after the first 1000 operating 17
hours on a new installation.
17.1
Clean the filter housing outside and inside.
Following interval: 4000 hours .
Gas filter Replace the gas filter cartridge.
On gas regulating unit Replace the filter cartridge after the first 1000 operating hours on a new 17
installation.
17.1
Following interval: 4000 hours, or when the pressure difference indicator
shows pressure drop ≥ 0,2 bar.
Ignition system Replace the spark plugs. 16
Replace the spark plugs if the engine is started/stopped daily or more often.
Clean and check the condition of the ignition coil.
Clean and check the condition of the extension if the engine is started/
stopped daily or more often. Replace the O-rings.
04-4 DBAD281257-

GUID-95380650-9E0A-4CE7-AD66-0880E761A4EC

Automation Check the functioning of the safety and alarm system. 01.2
Replace faulty sensors. 23
Check the functioning of the automatic stop devices.
Cooling water spaces Check LT and HT water spaces. 19.6
Open the termostatic valve covers and check for abnormal corrosion and/or
dirt. If corroded, check if water additives are used according to the
recommendations. If the LT circuit is dirty, find the reason and wash the air
and oil coolers.
Centrifugal filter Clean the centrifugal filter(s). 18
Clean more often, if necessary. Remember to open the valve before the filter
after cleaning.
Gas system Maintain the gas system. 17.2
Make the leak test. 17.4.1
Ignition system Replace the spark plugs. 16
Replace the spark plugs if the engine is running more or less continuously.
Clean and check the condition of the ignition coil.
Clean and check the condition of the ignition coil if the engine is running more
or less continuously. Replace the O-rings.
Turning device Regrease the drive shaft.
Regrease the drive shaft when turning device is connected (engine stopped). 03.9
Valves Check the valve clearances. 12.2.4
12A

GUID-66473815-DC8D-4A7E-8ECB-D1985D8B3CE2

Air cooler(s) Check the charge air cooler(s). 15.3
Check the accurate pressure difference at full load over the charge air cooler
(air side) by using a u-tube. Check for possible leakage. Replace parts, if
necessary
Automation Check the connectors and cables. 23
Check the mounting and connections. Verify the presence of contact lubricant
and add, if necessary. Check the tightness of the connections. Check the
condition of cables, wires and cable glands. Rectify, improve or replace the
equipment, if necessary.
Camshaft Inspect the contact faces of camshaft. 14.1.2
Check the contact faces of the cams and tappet rollers. Check that the rollers 03.1
rotate. Rotate the engine with the turning gear.
DBAD281257- 04-5

Crankshaft Check the crankshaft alignment. 11.2.2
Check alignment, use form No. WV98V036. Alignment check is performed on
a warm engine.
Check the thrust bearing clearance. 11.2.3
Check the axial clearance. 06.2
Cooling water spaces Inspect the jacket water spaces 15.1
Inspect the water side by removing the cooling water channel end flange on 19.6
cylinder B1 multiduct. If the deposits are thicker than 1 mm, clean all liners
19.1
and engine block water space. Improve the cooling water treatment.
02.3
10.4.1
Gas filter Replace the gas filter cartridges.
Engine mounted Replace the engine mounted filter cartridges. 17
Clean the filter housing outside and inside. 17.1
Gas filter Replace the gas filter cartridge.
On gas regulating unit Replace the filter cartridge. (The filter cartridge is to be replaced earlier if the 17
pressure difference indicator shows too high pressure drop ≥ 0.2 bar .)
17.1
Prechamber valve Clean and check the prechamber valve. 16
Clean the valve.
Check for wear and renew parts, if necessary.
Valves and piston rings Check cylinder tightness 12A
Check cylinder tightness (valves, piston rings) with a pneumatic test.

GUID-81F0C5C6-D408-448A-B0DC-8A0C094AF299

Air cooler(s) Clean charge air cooler(s) 15.3
Clean the air cooler and perform the pressure test. Look carefully for corrosion.
Automation Check the wiring condition inside the cabinets and boxes. 23
Check for insulation wear, loose terminals and loose wires.
Check for cable insulation wear, damages, loose cable glands, connectors, holders
and loose grounding shields.
Check for loose grounding straps and corrosion.
Check the sensors, actuators, solenoids etc. for leakages, physical damages. Also
check the signal measurement where applicable.
Check the condition of the vibration dampers. Replace, if necessary.
Verify correct reading on engine displays and meters.
Check the electronic modules visually for damages. Rectify, improve or replace the
equipment, if necessary.
Check the sealing condition on cabinets and boxes.
Exhaust manifold Check for leaks. 20.1
Replace parts, if necessary.
04-6 DBAD281257-

Gas regulating unit Overhaul of the gas pressure regulating and safety shut-off valves.
See the manufacturer's instructions.
Ignition system Maintenance of ignition coil. 16
Replace spring, boot and grommet.
Lubricating oil coolers Clean the lubricating oil cooler. 18
If the lubricating oil temperature before the engine is within normal operating values, 19.6
the interval can be prolonged. Unnecessary opening of the plate cooler should be
avoided. Clean the lubricating oil cooler before the alarm limit is reached. Examine
carefully for corrosion.
Wastegate Check the function of the wastegate valve and actuator. 15J
Replace the positioner pilot valve.
04.9 12,000 operating hours v6

GUID-CB09A930-82E5-4F24-90B8-6AC6EB5E7ABD
Interval: 12,000 operating hours

HT water pump Inspect the HT water pump. 19.7
Dismantle and check. Replace worn parts. 19.7.1.1
HT water pump driving gear Inspect the HT water pump driving gear. 19.7
Replace parts, if necessary. 06.2
HT water thermostatic valve Clean and inspect the HT water thermostatic valve.
Internal thermostatic valve: Clean and check the thermostatic element, valve
cone-casing and sealings.
For externally mounted thermostatic valves see supplier's operation and

maintenance manual.
LT water pump Inspect the LT water pump. 19.7
Dismantle and check. Replace worn parts. 19.7.1.1
LT water pump driving gear Inspect the LT water pump driving gear. 19.7
LT water thermostatic valve Clean and inspect the LT water thermostatic valve. 19.8
Clean and check the thermostatic element, valve cone-casing and sealings.
For externally mounted thermostatic valves see supplier's operation and

maintenance manual.
Lubricating oil automatic Replace the lubricating oil filter candles. 18
filter
Drain the filter housing. Clean the wire gauze. Replace the filter candles. 18
Lubricating oil pump Inspect the lubricating oil pump. 18
Lubricating oil pump driving Inspect the lubricating oil pump driving gear. 18
gear
DBAD281257- 04-7

Oil thermostatic valve Clean and inspect oil thermostatic valve. 18
Clean and check the thermostatic element, valve cone-casing and sealings.
Prelubricating oil pump Inspect the prelubricating oil pump. 18
Turbocharger(s) Inspect the turbocharger bearings. 15.1
ABB TPL-chargers Inspect and replace the bearings, if necessary.
Replace the bearings on 36,000h at the latest.

GUID-EC7F2208-32B3-43F9-8D0B-F837145478DA

Camshaft Inspect the camshaft bearings. 14.3.1
Replace, if necessary. 06.2
Camshaft driving gear Inspect the intermediate gears. 13
Connecting rods Replace the big end bearing. 11.3.3
Replace the big end bearing. Inspect mating surfaces. Measure the big 06.2
end bore, use form No. 3211V017.
Inspect the small end bearings. 06.2
Inspect the small end bearings. Replace, if necessary. 11.3.3
Replace the connecting rod screws.
Replace the connecting rod screws at every second overhaul when doing 11.3.2
piston overhauls at 16,000 h intervals and at every overhaul when doing
piston overhaul at intervals longer 16,000 h.
The nuts for the connecting rod screws do not need changing, unless 06.2
they appear damage. Clean and examine the nuts carefully at every
overhaul
Replace the connecting rod shims.
Replace the connecting rod shims at every second overhaul when doing 11.3.2
piston overhauls at 16,000 h intervals and at every overhaul when doing
06.2
piston overhaul at intervals longer than 16,000 h.
Crankshaft Inspect the main bearings. 11.3.3
Inspect one main bearing. If in bad condition, check/change all main 06.2
bearings. Note the type of bearing in use and do the inspection
accordingly.
04-8 DBAD281257-

Cylinder heads Overhaul the cylinder head. 12.2.2
Dismantle and clean the under side, inlet and exhaust valves and ports. 12.2
Inspect cooling spaces and clean, if necessary. Grind the valves. Inspect
12.3
the valve rotators. Check the rocker arms.
Replace the O-rings in the valve guides and on the exhaust valve seat 14.1.2
rings.
Replace the O-rings at bottom of cylinder head screws at every overhaul.
Put lubricating oil on the threads of the screw.
Mount the screw and tighten to specified torque. 07.3.1
Fill the compartment between screw and engine block with lubricating oil.
Mount the O-ring.
Cylinder liners Inspect the cylinder liners. 10.4.1
Measure the bore using form No. 3410V032, replace liner if wear limits are 06.2
exceeded. Hone the liners.
Renew the anti-polishing ring.
Engine fastening bolts Check the tightening of the engine fastening bolts. 07.3
Replace, if necessary.
Gas admission valves Replace the main gas admission valves. 17.3
In installations where connectors used, replace the female connector. 17.4.1
Gas admission valves Clean the main gas admission valve filter insert. 17.3
Clean the main gas admission valve filter insert. Replace, if needed.
Gas system Maintain the gas system.
Replace the sealings in the pipe connections, check the sealing faces for 17.2
wear and corrosion. Make the leak test.
Hydraulic jack Check the function.
Replace O-rings in the hydraulic jack if they are leaking when lifting the 10.2.3
main bearing cap.
Pistons Inspect the pistons.
Dismantle the composite piston for inspection of mating surfaces 11B
between piston skirt and piston crown. Inspect and clean oil spaces.
Pistons, piston rings Inspect the pistons and replace the piston rings. 11.3.3
Pull, inspect and clean. Check the height of the ring grooves, use form 11.3
No. 3411V023.
06.2
Check the retainer rings of the gudgeon pins. Replace complete set of
03.8
piston rings. Note the running-in programme.
Prechamber Replace the prechamber lower part. 16
Replace the prechamber lower part. Renew the O-rings and the bottom
sealing rings.
Lubricating oil Change the lubricating oil.
Change the lubricating oil in connection with every piston overhaul, or 02.2
every fourth year (every sixth year if the engine is running less than 1000
h/year), which ever comes first. Clean all oil spaces with a high-quality,
fibre-and lint-free cloth.
DBAD281257- 04-9

Turning device Change the oil in the turning device. 02.2
03.9
Valve mechanism Check the valve mechanism parts. 14.1.2
Check the tappets. 06.2
Vibration damper Take an oil sample from the vibration damper. 11.2
Viscous type Take an oil sample for analysis.
Vibration damper Check the vibration damper. 11.2
Geislinger Dismantle and check the vibration damper every 32,000 hours.

GUID-BE6C3305-63E6-4E79-B8BF-AA73088B5F7B

Automation and control Replace the drive electronics, such as coil drivers, fuel injection controls and 23
system actuator controls.
Replace the electronics every tenth year, at the latest.
Replace vibration dampers (rubber elements).
Replace the rubber elements for components such as connection boxes,
control modules, connection rails and main cabinet. Replace the vibration
damper every fourth year, at the latest.
Exhaust manifold Check the expansion bellows. 20
Flexible coupling Check the flexible coupling.
(Oil supply from engine)
Dismantle and check the flexible coupling according to the manufacturer's
recommendations.

GUID-5163C28B-372D-4735-9842-2E163FA6824A

Connecting rods Replace the connecting rod screws. 11.3
Replace the connecting rod screws at latest 32,000 hours. 06.2
Replace the connecting rod shims. 11.3
Replace the connecting rod shims at latest 32,000 hours. 06.2
04-10 DBAD281257-

GUID-A89C15CB-C45B-448C-B51C-BD4AE440DD34

Turbocharger(s) Inspect the turbocharger parts. 15.1
ABB TPL-chargers Inspect and replace the nozzle ring, turbine diffuser/cover ring, if necessary.

GUID-C719F2C6-9E2F-406C-8B2A-DD8016645E2F

Automation Replace the measuring electronics. 23
Replace the electronics every tenth year, at the latest.
Camshaft driving gear Inspect the intermediate gear bearings. 13
Crankshaft Inspect the crankshaft. 06.2
Inspect the crankshaft for wear.
Engine foundation Check the flexible elements of the engine foundation.
Flexible mounted Replace, if necessary.
Flexible coupling Check the flexible coupling
Dismantle and check the flexible coupling according to the manufacturer's
instructions.
Replace the spring packs/inner star, if necessary.
Turbocharger Replace the rotor and rotating parts. 15.1
Lifetime dependent of operating conditions.
Turbocharger(s) Inspect the turbocharger gas-inlet/outlet casings. 15.1
ABB TPL-chargers Inspect and replace the gas-inlet/outlet casings, if necessary.
DBAD281257- 04-11
DBAD281257- 04-12
Wärtsilä 34SG Engine O&MM 05. Maintenance tools
05. Maintenance tools

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

WS-W20-MAN-05-GENERAL-USEOFTHISLIST
Procedure
1 Read the corresponding item

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

in Spare Parts Catalogue that all the maintenance tools are available.
3 Check
that necessary spare- and consumable parts are available.
05.2 Ordering maintenance tools v1

WS-W20-MAN-05-GENERAL-ORDERINGOFMAINTENANCETOOLS
Procedure
1 Find the part(s)

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

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

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

to Wärtsilä Service Office, printed on the Inquiry/Order List. All commercial terms are stated
in the Inquiry/Order List.
NOTE
All available tools are listed in the Spare Parts Catalogue; see also the
installation specific tool lists. Some of the tools are only useable for certain
cylinder numbers and only with certain engine mounting equipment.
DBAD281257- 05-1
05. Maintenance tools Wärtsilä 34SG Engine O&MM
Example
In order to make deliveries on time, please state spare parts number and name of part
according to Spare Parts Catalogue. Also state engine type, specification- and engine-
number, when ordering. These statements are found on the engine name plate.
When ordering special equipment or tool that is not included in Spare Parts Catalogue or
Instruction Manual, please give manufacturer's type designation and serial number of the
tool. If such indication is missing, describe the tool as clearly as possible and/or a picture
should accompany the order.
Name of consignee and purchaser, their exact addresses as well as method of forwarding
should be stated. All orders given by telephone should be confirmed by email or letter.
The tools required should be ordered directly from Wärtsilä. Adress and telephone numbers
are given on title page of this manual.
A complete order of maintenance tools should include the following indications: (example)
Engine type Wärtsilä 9L20

Specification number 173176
Engine number PAAE035380
Tool number 832 004
Name of part Lifting tool for cylinder head
Quantity 1
Consignee Engineer A. Clipper
M/S Brigitte
C/O Seaforwarding
Sea Port, Hull
Method of forwarding Express air line
Purchaser Shipowner Atlanta
Head Square,
Birmingham E.C.
05-2 DBAD281257-
Wärtsilä 34SG Engine O&MM 06. Adjustments, Clearances, and Wear Limits
06. Adjustments, Clearances, and Wear Limits
06.1 Adjustments v4
WS-W34-MAN-06-ADJUSTMENTS
Valve timing
The valve timing is fixed and cannot be changed individually, cylinder by cylinder.
TDC
Inlet valve opens E

LV
Outlet valve closes
INLET VALVE
AUST VA
EXH
Outlet valve opens

Inlet valve closes
BDC
Fig 06-1 Valve timing W34-400602 v2
Other set values

Valve clearances, cold engine:
Inlet valves ................................................................................................................... 0.4 mm
Exhaust valves ............................................................................................................. 0.8 mm
Prechamber valve ........................................................................................................ 0.4 mm
Valve clearances, warm engine (without pre-lubrication):
Inlet valves ................................................................................................................... 0.4 mm
Exhaust valves ............................................................................................................. 0.8 mm
Prechamber valve ........................................................................................................ 0.6 mm
DBAD281257- 06-1
06. Adjustments, Clearances, and Wear Limits Wärtsilä 34SG Engine O&MM
Table 06-1 Engine safety module
Nominal Speed Over speed set point in engine safety module

(ESM)
750 RPM 863 ± 10 RPM
720 RPM 828 ± 10 RPM
06.2 Clearances and wear limits at 20°C v8

WS-W34-MAN-06-CLEARANCESANDWEARLIMITSAT20C
Part, measuring point Normal clearance (mm) Wear limit (mm)

10 Main bearing clearance 0.225–0.346
(also flywheel bearing)
Journal, diameter 339.85
Journal, out of circularity 0.05
Journal, taper 0.025/100
Main bearing shell thickness

Tri-metal shells Section 10.2.2
Bi-metal shells 7.35 mm
Assembled bearing bore 340.360
Thrust bearing, axial clearance 0.37–0.57 0.80
Thrust washer thickness 14.60
Camshaft bearing clearance 0.150–0.245
Assembled bearing bore (Vertical direction) 140.350
Camshaft thrust bearing, axial clearance 0.350–0.600 0.9
Cylinder liner, diameter top: 340.80

bottom: 340.30
Cylinder liner, out of cylindricity at TDC 0.25
06-2 DBAD281257-
Wärtsilä 34SG Engine O&MM 06. Adjustments, Clearances, and Wear Limits

11 Big end bearing clearance 0.210–0.307
Crank pin, out of circularity 0.05
Crank pin, taper 0.035/100
Big end bore 324.90

Ovality 0.10
Assembled bearing bore (Rod assembled) 310.400
Gudgeon pin bearing clearance 0.09–0.169
Assembled bearing bore 150.180
Connecting rod axial clearance in piston 0.5–1.0
Clearance gudgeon pin - piston 0.050–0.084
Bore diameter in piston 150.050
Piston ring gap I & II (Clamped ø 340) 1.3–1.6
Oil scraper ring gap (Clamped ø 340) 1.2–1.5
Piston ring height clearance:

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

Groove I 8.50
Groove II 6.45
Groove III 8.30

12 Valve guide diameter assembled 24.25
Valve stem diameter 23.95
Valve stem clearance 0.100–0.156 0.30

13 Intermediate gear of camshaft drive
bearing clearance 0.150–0.245 0.35
axial clearance 0.4–0.6 0.9
Camshaft driving gear backlash:

Crankshaft gear wheel — Large intermediate gear wheel 0.35–0.84
Small intermediate gear wheel — Camshaft gear wheel 0.33–0.65
DBAD281257- 06-3
06. Adjustments, Clearances, and Wear Limits Wärtsilä 34SG Engine O&MM

14 Valve tappet, diameter clearance 0.072–0.161
Tappet roller bush diameter, outer 43.98
Bush diameter, bore 40.09
Bearing clearance roller-bush 0.018–0.059

Bush-tappet pin 0.034–0.066
Yoke bore diameter 30.1
Diameter clearance 0.08–0.114
Pre-combustion chamber valve tappet, diameter 0.05–1.14

clearance
Exhaust and inlet rocker arm axial clearance 0.3–1.0
PCC rocker arm axial clearance 0.1–0.4

16 Pre-combustion chamber (PCC):
PCC valve stem diameter 10.04–10.06
PCC valve stem clearance 0.01–0.012

18 Lubricating oil pump of screw type
Backlash for driving gear - V34 0.30–0.60

19 Water pump
Backlash for driving gear

- L34 0.35–0.72
- V34 0.30–0.63
Base tangent length

- L34 62.159
- V34
06-4 DBAD281257-
Wärtsilä 34SG Engine O&MM 07. Tightening Torques and Use of Hydraulic Tools
07. Tightening Torques and Use of Hydraulic Tools
07.1 Tightening torques for screws and nuts v1

WS-W34-MAN-07-TIGHTENINGTORQUESFORSCREWSANDNUTS
NOTE
See section 07.3.1 for hydraulically tightened connections!
The position numbers in the tables below refer to the corresponding figures A to I, which
are located in the engine according to Fig 07-1. Always tighten to stated torque shown in
the tables. A loose screw connection might cause serious damages/human injury. Threads
and contact faces of nuts and screw heads should be oiled with lubricating oil unless
otherwise stated. Note that locking fluids are used in certain cases.
NOTE
Molycote or similar low friction lubricants must not be used for screws or nuts if
not sepatately mentioned in this Manual. Great risk of over tensioning of screws.
1 Nm = 0.102 kpm
E D
G, H
A
Fig 07-1 Tightening torques W34-400719 v1
DBAD281257- 07-1
07. Tightening Torques and Use of Hydraulic Tools Wärtsilä 34SG Engine O&MM
07.1.1 Crankshaft and flywheel v3

GUID-D428C2E5-0CAA-408A-9D3B-D1098A3F8C62
3
1
1 Flywheel bolts 4 Flywheel elongation bolts

2 Split gear on crankshaft 12.9 screws 5 Flywheel mounting bolts
3 Split gear on crankshaft 10.9 screws
Fig 07-2 W34-400702 v2
Table 07-1 Screw connections
Components Torque (Nm)

1 Flywheel bolts, fitted bolts. 600±30
2 Split gear on crankshaft, M20x120, 12.9 screws. 600±30
Torque wrench setting (M1) with tool combination, see torque wrench figure.
532
Lubricate threads with engine lubricating oil.
3 Split gear on crankshaft, M20x190, 10.9 screws. 550±20
Torque wrench setting (M1) with tool combination, see torque wrench figure.
488
Lubricate threads with engine lubricating oil.
4 Flywheel elongation bolts. 1200±60
5 Flywheel mounting bolts. 390±20
NOTE
Torque wrench settings must be recalculated if another tool combination than
Fig 07-3 is used for the split gear wheel screws.
07-2 DBAD281257-
Tool 2V-T26987 Torque wrench 721/80

M1
M2
Example:
L1
M = 550 *
1 L1+125
L2= 125 mm L1= 975 mm
Fig 07-3 Torque wrench FIG-400716 v4
07.1.2 B: Intermediate gear and camshaft v3

GUID-4DEFA11E-BFCE-4454-8EB3-8895F21F2990
1 Camshaft hexagon socket screw

2 Hexagon socket screw
3 Intermediate tightening nut
Fig 07-4 GUID-2CF589BE-6938-472C-A50D-6934B727042E v1
DBAD281257- 07-3
Screw connection Torque (Nm)

1 Camshaft hexagon socket screw 115
2 Hexagon socket screw 80
3 Intermediate tightening nut 315
07.1.3 C: Cylinder head v5

GUID-96FA1A80-A5AE-490E-8E88-5BD66BA71634
1
6 10
7
2 8 9
3
11
Fig 07-5 Cylinder head W34-400725 v3
Pos. Screw connection Torque (Nm)

1. Rocker arm console, fastening screws 280±15
2. Starting valve fastening screws 130±10
3. Screw for knocking sensor 20±5
4. Connection upper/lower housing 300±30
5. Valve/piston fastening nut 35±5
6. Nuts for prechamber 130±10
7. Screws for valve yoke 9.5±1
8. Fastening screws, cylinder head/multiduct 195±10

Note the tightening order in Fig 07-6. Apply Nova Lube or similar heat
resistant grease on threads.
9. Fastening screws, multiduct/exhaust manifold 195±10
10. Fastening screws for flange connections 79±5
11. Fastening screws, multiduct/engine block 195±10
07-4 DBAD281257-
NOTE
Recheck the fastening screws of cylinder head/multiduct.
3 1 5
4 2 6
Fig 07-6 Tightening order for multiduct fastening screws GUID-1F14F341-A699-4F6F-A023-E3958D809C05 v2
07.1.4 C: Prechamber v4
GUID-5E099C93-EC09-4CE3-BD62-872AAEB948BD
A
3
Fig 07-7 W34-400723 v2
DBAD281257- 07-5

1. Valve seat 50±0.5
2. Prechamber valve 9±0.9

Apply Loctite 242 on the threads, see section 07.2.
3. Screws for valve yoke 9.5±1
4. Spark plug:
- Lubricating threads 30±4
- Dry threads 44±4
NOTE
Bostik NSS anti-seize paste should be used to lubricate spark plug threads
before assembling.
07.1.5 C: Main gas valve v1

GUID-146F2A9E-C135-440D-A01D-632327870B58
1 2
Fig 07-8 W34-400724 v2

1. Main gas valve fastening screws 25±3
07-6 DBAD281257-

2. Screws for bellow 25±3
07.1.6 D: Valve tappet housing v1

GUID-2EDB47E0-854F-4010-87BF-9DACA40DCE66
Fig 07-9 W34-400718 v1

1. Valve tappet housing fastening screw 200±10
2. Guide plate fastening screw 25±3
Apply Loctite 242 on the threads, see section 07.2.
3. Screw for lifter cover 9.5±1
DBAD281257- 07-7
07.1.7 E: Piston v5
GUID-839DC68C-7E6D-4547-95BD-B011FA8A788B
A A
Fig 07-10 Piston WS-34SG-320795 v2
Table 07-2 Assembly instructions for screws
Pos. Component Torque (Nm)

1. Piston crown connection screws
1. Lubricate threads and contact surfaces of screws with engine oil
2. Tighten the screws crosswise 160
3. Loosen the screws
4. Pre-tighten the screws crosswise 40
5. Tighten the screws crosswise further with an angle of 90°
6. Check the screws for maximum tightness. 130
NOTE
Check the length of screws when the piston is opened or piston top is changed.
Renew the screws if its length exceeds 166 mm.
07-8 DBAD281257-
07.1.8 F: Turbocharger fastening screws v5

GUID-8974B7B7-B999-425F-805C-ECB338378FC9
1 Turbocharger fastening screw

2 Turbocharger bracket fastening screws
Fig 07-11 W34-400712 v1
Pos. Screw connection Bolt size Torque (Nm)

1. Turbocharger fastening screw M24 800
2. Turbocharger bracket fastening screws M24 650±30
07.1.9 G, H: Engine driven pumps v3

GUID-22D104C2-E91E-4A9A-AE24-9AC97D6CA4A7
Fig 07-12 Engine driven lubricating oil pump GUID-55C18E3F-FCD9-41E3-8B74-57746C033820 v2
DBAD281257- 07-9

1. Driving gear of engine driven lube oil pumps:
Tighten the screws crosswise
- Lubricating screw oil pump V34 [1]
41±2
[1]
The screws are treated with a locking compound and can be used only once. Replace the screws
with new, treated ones. Only Driloc 201 or Driloc 211 should be used.
2
3 3
Fig 07-13 Engine driven cooling water pump GUID-AC3594BF-CC63-4423-929F-F1E9C3C97CCF v2

1. Driving gear of engine driven pumps:
Pump type CNW-32/46 [1]
: 50±2
Tighten the screws crosswise in three steps (0-20-30-41Nm)
2. Impeller screw for HT and LT water pump
Pump type CNW-32/46: 24
Apply Loctite 243 on threads, see section 07.2.
3. V-clamp for HT and LT water pump
Pump type CNW-32/46: 10
[1]
The screws are treated with a locking compound and can be used only once. Replace the screws
with new, treated ones. Only Driloc 201 or Driloc 211 should be used.
07-10 DBAD281257-
07.1.10 I: Free end of crankshaft v1

GUID-8676CB35-DE73-4263-9A92-75FC4CF4F2CB
Fig 07-14 W34-400710 v1

1. Screws of pump driving gear at free end of crankshaft. Lubricate threads with 1800±25
engine lubricating oil.
We recommend the use of torque measuring tools also when tightening other screws and
nuts. The following torques apply to screws of the strength class 8.8; when oiled with
lubricating oil or treated with Loctite.
Screw dimension Width across flats of Key width of hexagon Torque

hexagon screws (mm) socket head screws
(Nm) (kpm)
(mm)
M8 13 6 23 2.3
M10 17 8 45 4.6
M12 19 10 80 8.1
M16 24 14 190 19.3
M20 30 17 370 37.5
M24 36 19 640 65.0
DBAD281257- 07-11
07.1.11 J: Pulsation damper v3

GUID-7722DD65-28AA-4313-9196-9524D36E2FCC
1
2
4
5
1 Pulsation damper 4 Stud

2 Plug 5 Hexagon lock nut
3 Hexagon socket screw
Fig 07-15 GUID-3F6B7C77-354C-4B1F-B186-E4106634BDB1 v1
Screw connection Torque (Nm)

1 Pulsation damper
2 Plug 400
3 Hexagon socket screw 40
4 Stud 40
5 Hexagon lock nut 76
07.2 Use of locking fluid v1

WS-W34-MAN-07-USEOFLOCKINGFLUID
When using locking fluid (Loctite), clean parts carefully in degreasing fluid and let then dry
completely before applying locking fluid.
07-12 DBAD281257-
07.3 Hydraulically tightened connections
07.3.1 Tightening pressures v16

WS-W32-MAN-07-HYDRAULICALLYTIGHTENEDCONNECTIONS-TIGHTENINGPRESSURES
6 3
5
1 Camshaft screw 4 Main bearing cap lateral screw
2 Cylinder head screw 5 Main bearing screw
3 Counterweight screw 6 Connecting rod screw
Fig 07-16 Hydraulically tightened connections GUID-C7788DB8-7C28-4924-A389-1A156C54D0CC v1
Screw connections
Hydraulic
Max. hydraulic pressure (bar)
Tightening cylinder
Component
procedure Spare part
Tightening Loosening
number
1. Camshaft screw M56 600 800046
2. Cylinder head screws M56 first step 520

800047
second step 520 550
DBAD281257- 07-13
Screw connections
Hydraulic
Max. hydraulic pressure (bar)
Tightening cylinder
Component
procedure Spare part
Tightening Loosening
number
3. first step 400
Counterweight screws M42
800041
In-line engine second step 800 820
Counterweight screw M42,
V-engine
first step 300 800041

Screw stamped 1022
second step 700 720
first step 800

Screw stamped 63038
second step 800 820
4. Main bearing lateral screws M42 first step 250

800041
second step 700 720
5. Main bearing, screws M56 first step 250 800046

(when using
cylinder marked
second step 615 635 3V86B0218 and
sleeve marked
3V86B0333)
Main bearing, screws M56 first step 250 800046

(when using tool
second step 700 720 marked
PAAF205295)
6. Upper and lower connecting rod first step 400 800020

screws M27 (when using
820
second step 800 cylinder marked
DAAE048228)
Upper and lower connecting rod first step 400 800020

screws M27 (when using
second step 850 870
cylinder marked
third step 850 DAAF051332)
Screw dimension Tightening torque (Nm)

M56 Cylinder head 400±20
M56 Main bearing 300±10
All M27 studs on connecting rod 100±10
M42 and M48 x 3 200±10
M80 Intermediate gear 200±10
07-14 DBAD281257-
CAUTION
If the stated hydraulic pressure is exceeded, the screws are overloaded and you
need to replace them.
07.3.2 Filling, venting and control of the high pressure

hydraulic tool set v1
WS-W34-MAN-07-HYDRAULICALLYTIGHTENEDCONNECTIONS-FILLINGVENTINGANDCONTROLOFTHEHIGHP
The hydraulic tool set consists of a high pressure hand pump with an integrated oil
container, hoses fitted with quick-couplings and non-return valves, cylinders and a pressure
gauge mounted on the hand pump but not connected to the pressure side of the pump.
The components are coupled in series with the pressure gauge being the last component
thus securing that every cylinder is fed with the correct pressure.
The non-return valves in the hoses are integrated with the quick-couplings and are opened
by the pins located in the centre of the male and female parts. If these pins get worn, the
coupling must be replaced because of the risk of blocking.
● In the high pressure hydraulic tool set it is recommended to use a special hydraulic oil or
in any case an oil with a viscosity of about 12cSt at 20°C.
● During the filling of the container of the high pressure pump it is recommendable to
couple the set according to scheme B, Fig 07-17. Before filling, open the release valve
(2) and empty the cylinders (4) by pressing the piston and cylinder together. After that,
drain the oil and re-fill through the filling plug (1).
● After filling, vent the system by pressing in, with a finger, the centre pin of the female
part of the last quick-coupling, the coupling being disconnected from the pressure
gauge. Keep on pumping until air free oil emerges from the coupling.
● Check the pressure gauge of the hydraulic tool set regularly. For this purpose a
comparison pressure gauge is delivered. This pressure gauge can be connected to the
plug hole (7), the outlet hose of the pump being connected direct to the pressure
gauges.
07.3.3 Dismantling hydraulically tightened screw connections v2

WS-W34-MAN-07-HYDRAULICALLYTIGHTENEDCONNECTIONS-DISMANTLINGHYDRAULICALLYTIGHTENEDS
Procedure
1 Attach distance sleeves and hydraulic cylinders according to Fig 07-17 A.

Screw on cylinders by hand.
2 Connect the hoses to the pump and cylinders according to scheme Fig 07-17 B.
Open the release valve (2) and screw cylinders in a clockwise direction to expel possible oil.
3 Screw the cylinders in a counter-clockwise direction about half a revolution (180°),

otherwise the nut is locked by the cylinder and impossible to loosen.
4 Close the release valve and pump pressure to the stated value.
5 Screw the nut in a counter-clockwise direction about half a revolution with the pin.
6 Open the release valve and remove the hydraulic tool set.
DBAD281257- 07-15
7 Screw off the nuts by hand.
1 6 3
A B 7 2 5
1. Filling plug 2.Release valve 3. Hose 4.Hydraulic cylinder 5.Hose 6.Pressure gauge 7.Plug
hole
Fig 07-17 Hydraulic cylinder W34-320752 v2
07.3.4 Reassembling hydraulically tightened screw

connections v2
WS-W34-MAN-07-HYDRAULICALLYTIGHTENEDCONNECTIONS-REASSEMBLINGHYDRAULICALLYTIGHTENED
Prerequisites
Check that the threads and contact surfaces are clean and free from particles.
Procedure
1 Screw on nuts and attach distance sleeves.

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

Check that the release valve is open and screw the cylinders in a clockwise direction to
expel possible oil.
3 Close the release valve and pump pressure to the stated value.
4 Screw the nuts in a clockwise direction until in close contact with the face.
Use the pin intended for this purpose and tighten the nut as much as possible without
breaking the pin. Keep the pressure constant at the stated value.
5 Open the release valve and remove the hydraulic tool set.
To ensure that the nut will be properly tightened, the pressure can be raised in two steps.
Pump the pressure to 300 bar and screw the nut in a clockwise direction until in close
contact with the face. Increase the pressure further to the stated pressure, and screw the
nut until in close contact with the face again. This time the nut should move just a limited
angle but approximately the same angle for all nuts of the same kind.
07-16 DBAD281257-
NOTE
Ensure that all screw connections that have been opened are properly tightened
and locked, if necessary, before the engine is started.
07.4 Use of hydraulic extractor cylinder v1

WS-W34-MAN-07-USEOFHYDRAULICEXTRACTORCYLINDER
For some power demanding operations a hydraulic extractor cylinder (800063) is used. In
connection with this cylinder, the hydraulic high pressure hand pump is utilized, coupling
scheme acc. to Fig 07-18.
1
B
Hydraulic oil
1. Hydraulic cylinder 2.Expansion plug
Fig 07-18 Hydraulic extractor cylinder W34-320753 v1
According to the design of the cylinder, the outer housing (1) must not be loaded. The force
is created between the surfaces A and B.
The piston is kept from running out of the cylinder by an expansion ring (2). The strength of
this ring is limited, and it is recommended to be careful when operating at the end of the
stroke.
The effective area of the piston is 32.2 cm2 which gives the relation between pressure and
force (using tool 2V83E0186), see Fig 07-19.
DBAD281257- 07-17
Bar Max pressure
800
600
400
200
2000 4000 6000 8000 10000 12000 14000 16000 18000 20000 22000 24000 26000 kp
20000 40000 60000 80000 100000 120000 140000 160000 180000 200000 220000 240000 N
Fig 07-19 Relation between pressure and force W34-400728 v2
07.5 Low pressure pump for lifting purposes in the

crankcase v1
WS-W34-MAN-07-LOWPRESSUREPUMPFORLIFTINGPURPOSESI
A special low pressure pump (150 bar) 800 059 is delivered for lifting tools used in the
crankcase. Normal engine oil, which is used in the engine lubricating system (sump) must
be used in this pump because the drain oil from the tools is led to the sump of the engine.
07-18 DBAD281257-
Wärtsilä 34SG Engine O&MM 07A. Tightening Torque for Pipe Connections
07A. Tightening Torque for Pipe Connections

Some Wärtsilä® engines are optionally equipped with seal ring pipe connections instead of /
or in addition to the regular cutting ring.
The correct tightening torques for the connections are:
Cutting ring connections

New connection:
1. Tighten the connection by hand to contact.
2. Turn the pipe connection cap nut 1 1/2 turns.
Re-assembly of an old connection:
1. Tighten the connection by hand to contact.
2. Turn the pipe connection cap nut half a turn.
Parker / Seal-Lok O-ring pipe connection

Pipe (mm) Key width (mm) Torque (Nm)
6 17 25
8 22 40
10 22 40
12 24 55
14 30 80
15 30 80
16 30 80
18 36 115
20 36 115
22 41 150
25 41 150
28 50 190
30 50 190
32 50 190
35 60 245
38 60 245
DBAD281257- 07A-1
Wärtsilä 34SG Engine O&MM 07A. Tightening Torque for Pipe Connections
DBAD281257- 07A-2
Wärtsilä 34SG Engine O&MM 08. Operating troubles, Emergency operation
08. Operating troubles, Emergency operation
08.1 Troubleshooting v3
GUID-2A00B7F9-1C0F-43E3-89CB-A8C4B646D886
The engine should be maintained according to the Maintenance schedule. The engine
operators should acquire knowledge of this chapter for immediate action when needed.
08.1.1 Crankshaft does not rotate at start attempt v5

GUID-56FF653C-5D72-4BAA-84A0-398CC0398B8F
Possible reason
Cause Action Information
1.1 Low starting air pressure Check that the starting air valve(s) before engine is 03
completely open. 21
Check that the starting air pressure in the starting air 21.1
vessel is sufficient. 23.3.7
03
Check for leakages in the starting air piping. 21
Check that the starting air piping is not clogged. 21
Check that the starting air pressure regulator(s) is 21

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

when 24V signal is on.
1.3 Main starting valve (s) not opening Check that the control air supply is open and working. 21
Check that the control air pipes from start solenoid to the
main start valve are not clogged or leaking.
In the start systems where pilot air pressure regulator

exists, check that the pilot air pressure is correct. Adjust
if necessary.
Check that the main starting air valve is not jammed.
1.4 Starting motor(s) is/are not Re-start the engine. 03

engaged to the flywheel gear rim 21
1.5 Starting motors are engaged but Service the starting motors. 21.2
the engine does not rotate
1.6 Gas ramp leakage Check that gas ramp leakage test is passed at starting 03
attempt and no alarm is displayed.
Alarm V15, V25, V18 or V28 leaking: Check air supply for
the valves. Perform maintenance, if needed.
Alarm V15 or V25 Stuck. Additionally to above, check if

P06 (P09) is broken.
DBAD281257- 08-1
08. Operating troubles, Emergency operation Wärtsilä 34SG Engine O&MM
08.1.2 Crankshaft rotates but none of the cylinders fire at start

attempt v5
GUID-C5C70C18-90FC-4FEA-BCF9-68A026422754

2.1 Engine start rotation is too slow Check that the starting air pressure is sufficient and 21
above the alarm limit. 23.3.7
Check that starting air rotates the engine at a minimum
speed of 70 rpm during a start attempt.
See cause 8.1.1.1.
2.2 Insufficient main fuel gas pressure Check that the fuel main shut off valve before gas ramp 03
is open. 17
Ensure that gas pressure reference during starting is 17.1

sufficient. 23.8.2
23.9
2.3 Insufficient Precombustion Check that the PCC gas line hand valve is fully open. 07
chamber (PCC) gas pressure
2.4. Speed sensors signal missing Check that speed sensor air gap to the flywheel is 23
adjusted correctly. Fig 23–18
Engine rotates but the automation does
not show any speed Check that the speed sensors are working.
08.1.3 Some cylinder(s) do not fire at start attempt v5

GUID-7277228D-FB1A-4DC7-8B8C-56C14E400831

3.1 Ignition failure in cylinder(s) Check spark plug. Fig 16–2
16.4
Check ignition coil extension. 16.4
Check ignition coil (COP). 16.4
See also causes related to problem 8.1.10.
3.2 Incorrect air/fuel ratio in cylinder(s) Check gas manifold ventilation valve (degassing valve)
function during start. Ensure that it opens for a very short
duration at the beginning of a start attempt.
See that main gas pressure is sufficient during start, the 17.1
pressure corresponds to the reference set point. 23.8.2
23.9
See that PCC gas pressure is sufficient during start, and 17.1
the pressure corresponds to the reference set point. 23.8.2
23.9
Check the air by-pass valve and waste gate positions 15C
during start. 15I
15K
08-2 DBAD281257-

3.3 Cylinder main gas admission Check main gas valve wiring condition and connections. 17
valve(s) not opening 23
Check that gas pressure is not too high. 17.1

23.8.2
23.9
08.1.4 Engine starts but does not reach or run at nominal

speed v4
GUID-CB12EEE1-E80E-4555-A6D5-2B45DDDD3FA9

4.1 Lack of fuel Check that the main gas pressure reference is sufficient 03
at start and the actual pressure corresponds to the 17.1
reference during startup. 23.8.2
23.9
Check (with WECSplorer) that the start fuel limiter setting

is correct.
4.2 Poor combustion on some Check that all cylinders are firing during startup and idle
cylinders running. If not, check the possible cause in 8.1.3.
08.1.5 Engine load or speed unstable v5

GUID-FDDE06F5-4CB6-4FFC-9FEA-D1AFB6832886

5.1 Fluctuation of main gas pressure Check the stability or fluctuation of gas inlet pressure to 17
the gas ramp.
Main gas pressure reference follows
the measured charge air pressure. See Check gas ramp I/P converter function: moisture, dirt or
next point 5.2 other substances in the I/P converter or in I/P converter
air supply.
5.2 Fluctuation of charge air pressure Check the free movement of the wastegate. Perform
wastegate calibration. Check the wastegate response to
the I/P converter output and the wastegate is moving free
between set point.
Check the turbocharger speed trends for possible 15

surging. 04
In case it is surging, check that the inlet air filter are clean
and not clogged, the pressure loss in the inlet air duct is
within limits.
Check that the compressor is cleaned according to
maintenance schedule.
5.3 One or several cylinders misfiring, Spark plug problem.

engine sways
See cause 8.1.5.5.
DBAD281257- 08-3

5.4 Charge air pressure too high Check charge air pressure. Check that the wastegate is Test records 23.6.1
moving freely and the position is according to the 12
wastegate reference position.
See also problem 8.1.10.
5.5 Gas ramp ventilation valve(s) Check that the gas ramp ventilation valve(s) is
unnecessary opening continuously closed during normal operation.
Gas ramp ventilation valve(s) opens
when gas pressure is too high above
the charge air pressure
5.6 Spark plug(s) worn or defective Check the spark plug running hours and the 04
recommended scheduled change for spark plugs.
Check spark plug running hours, gap of the electrodes
and electrodes cleanliness
5.7 Prechambers dirty or clogged Clean prechamber from deposits according to the service 04
interval and more often, if necessary.
Check that the service interval is not exceeded.
5.8 Load measurement faulty Check power measurement wires and connections. 23
08.1.6 Knocking v5
GUID-BB3D1AA6-CD98-409C-85A4-F1EFA5B3F2C6

6.1 Overloading of the engine Check that the total load connected to the engine(s)
running in island mode is not exceeding the rated output.
6.2 Too fast loading Check that the engine is not loaded faster than the
specified load ramp-up time.
Check that the instant loading limits are not exceeded
when increasing load to the engine(s) in island mode. See
operation manuals for instant loading possibilities.
08-4 DBAD281257-

6.3 Air fuel mixture too rich Check that the wastegate movement is not restricted.
The waste gate should move freely to the reference set
point.
See if the wastegate is fully closed and engine lacks air: 15

See Figure 15-12
Check that the exhaust gas back pressure after charger
and 15-3
is not too high; exhaust gas duct auxiliary equipment not
See Filter
clogged or dirty.
manufacturer
Check differential pressure over charge air cooler. Instruction
Charge air cooler can be clogged and excessively dirty in
case charge air filter is misplaced, missing or broken.
Check that charge air filter or air duct is not clogged.
In some installations, humidity measurement affects the 15I

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

on charge air temperature measurement. Check that the
measurement is correct and working properly.
Check that air by-pass valve or airwaste gate is not 12

restricted or wrongly adjusted/assembled.
Excessive gas feed to cylinder Check main gas valve function and cleanliness.
See cause 8.1.9.1
Excessive PCC gas feed to the cylinder Check PCC valve clearance and free movement. Check
PCC gas pressure.
Check inlet and exhaust valve clearances and function. 12

06.1
Check that the camshaft and valve timing is adjusted 13.1.2

properly.
6.4 Turbocharger surging See cause 8.1.5.2
6.5 Change in the fuel gas properties In case knocking suddenly increases in all cylinders 02.1
(methane number) without other reason, have the fuel gas analyzed for the
methane number. Compare it to the specification and
previous results.
6.6 Too early ignition Check that the ignition timing setting is correct and the 23.7
ignition is happening at the reference crank angle. 16.2
Check and clean prechamber deposits and possible hot
spots.
6.7 Wrong detection of knocking Check that the knock detection system is calibrated See adjustment
according to DAAB408991 after maintenance or change instruction
of component(s). DAAB408991
Check the tightening of the knock sensor(s). The knock 07

sensor is tightened to correct torque when the engine is
stopped.
DBAD281257- 08-5
08.1.7 High charge air temperature v4

GUID-A049D6BF-0160-44E4-A168-B0191A9942F6

7.1 By-pass of the charge air cooler Check the temperature difference between LT water and 15
charge air. See Fig 15–9 and Fig
15–10
Install the charge air cooler properly against the seating 15

surface in the air inlet side of the cooler.
See that sealing between cooler fin pack upper and lower Service letter
covers are properly installed during service. 3415Q059
7.2 Dirty charge air cooler Check the temperature difference between LT water and Service letter
charge air, follow on regular basis. Clean cooler when 3215T033
temperature difference is too high. 3215Q028
15.4.3
Fig 15–7
See that the service interval is not exceeded. Check the 04

correct cleaning procedure. The service interval can be See air filter
shortened due to insufficient cleaning. manufacturer
instruction
Check that the charge air filter elements are not broken
or missing. Service according to the manufacturer's
instructions.
7.3 High LT cooling water temperature See reference and design conditions for the installation.
High ambient temperature reduces cooling capacity of
the radiators. High ambient dew point reduces cooling
capacity of the cooling tower(s).
Inspect condition of radiators. Check the temperature See radiator or

difference between ambient temperature and the outlet cooling tower
water. Clean the radiators, if needed. manufacturers
instruction
Check cooling tower manufacturer's instructions and

adjust/maintain cooling towers, if needed.
Check for possible hot water circulation leakage through 19.4

LT thermostatic valve. Check and adjust the external or external valve
valve free movement. Ensure that it closes completely, manufacturer
when required. instruction
7.4 Using of glycol as antifreeze Optimize the concentration in the cooling water to the
component in cooling water system minimum needed. Glycol changes the specific heat of the
cooling media and increases the difference between the
cooling water temperature and charge air temperature.
08-6 DBAD281257-
08.1.8 High exhaust gas average temperature v4

GUID-71F101DB-A190-4202-A1CB-6F5DD708117C

8.1 Lack of air to the engine, too low Check charge air pressure and that the waste gate is not
charge air pressure fully closed. Check that the waste gate is not jammed
and moves freely and is actually at the reference set
point.
8.2 Air fuel mixture too rich See 8.1.6.3.
8.3 High charge air temperature See 8.1.7.
8.4 High ambient temperature and See 8.1.7.3.

absolute humidity
8.5 Improperly adjusted valve timing See 8.1.6.4. 13
8.6 Retarded ignition angle Check that the ignition happens according to the
reference crank angle.
08.1.9 High exhaust gas temperature in one cylinder v4

GUID-ECCC4072-4EAB-4024-A8C2-1DB07D8285AF

9.1 Excessive gas feed to cylinder Check functioning and proper operation of the main gas
valve.
Check main gas valve cleanliness.
Check PCC gas valve clearance and free movement.
Check PCC valve tightness with prechamber pressure
testing tool V12T0961.
9.2 Leakage through exhaust valve Check and adjust for correct valve clearance. 12
06
Check cylinder tightness. 12A
Inspect valves and seats for damages. Replace if 12

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

crank case door to check the connecting rod.
Missing anti polishing ring after maintenance. Check 11

inside cylinder through prechamber hole or remove
cylinder head.
Missing piston ring after maintenance. Check piston. 11
DBAD281257- 08-7
08.1.10 Fluctuating exhaust gas temperature or dead cylinder v3

GUID-2B50C5A8-830D-481D-9165-B246A0731DE0

10.1 Spark plug failure Check spark plug running hours, and condition change, 04
if needed. 16
10.2 Coil on plug broken or faulty Check spring inside COP and change, if necessary.
Check COP electrical connections.
Change COP, if necessary.
10.3 WCD channel broken If this is likely, change both WCD and the COP for the
dead cylinder at the same time.
10.4 PCC gas feed failure Check free movement of the PCC valve and the 12
clearance adjustment. 06.1
10.5 Worn main gas admission valve Check main gas valve and overhaul/change parts, if 17
necessary. Service letter
WS16Q007
08.1.11 High lubricating oil consumption v3

GUID-5AE228A1-BCE7-422B-A93F-03A9D887225C

11.1 Worn piston rings, polished Check cylinder tightness. 12A
cylinder liners
11.2 Valve guide O-ring missing after Check valve stems. 12

maintenance
11.3 Lacquering of the cylinder liners Check the cylinder liners coloring. Ensure that an 02.2
approved oil brand is used.
11.4 Turbocharger leaking oil Check turbocharger compressor and turbine side See turbocharger
bearings and sealing. manual
11.5 External leakage Check engine for external leakages. Check leak oil pipes
and drain piping for continuous leakages.
08.1.12 Cooling water consumption v4

GUID-20515003-02D1-4B9C-88D9-3477C18F3167

12.1 External leakage Check that the external drain pipes and de-aeration 19
valves are properly closed and not leaking. See radiators, cooling
towers and heat
exchanger
manufacturers
instruction
08-8 DBAD281257-

12.2 Leakage in charge air cooler Check that the cooler drain plugs are tight. See figure 15-11
Dismantle and apply new thread sealing, if necessary.
Check that the cooler package end covers are tight. 15.4
Replace gaskets, if necessary.
Pull out cooler and check cooler O-rings for damages. 15.4
See that new O-rings are not misplaced during
assembly.
Pressure test the charge air cooler package. 15.4.4
The condensate water amount can be significant, See Figure 03-2

depending of the ambient absolute humidity. Check or
analyse the water from drain outlets under charge air
cooler or flywheel end for cooling water additives.
12.3 Combustion leakage Check for water leaking from cylinder head gasket,
replace, if necessary.
Fluctuating cooling water pressure
Pressure test cylinder head(s) for:
● Leaking prechamber gasket

● Leaking starting air valve sleeve in cylinder head
● Leaking exhaust valve seat
If the combustion gas is coming into the cooling water
expansion tank, stop the engine immediately and
exclude the source before next start.
08.1.13 High crankcase pressure v3

GUID-1B130AA6-921F-46F9-9054-5A220A949E6E

13.1 Piston ring blow-by Check cylinder tightness. Open for inspection, if 12A
necessary.
13.2 Turbocharger labyrinth sealing See turbocharger manufacturers instruction.

blow-by
13.3 Crankcase ventilation pipe Check ventilation pipe draught valve in engine block (in
clogged engines where installed).
Check that the ventilation pipe is not clogged.
Check that the ventilation pipe is having proper slope
upwards from the engine.
DBAD281257- 08-9
08.1.14 High lubricating oil pressure v4

GUID-046CCEF8-D222-4DC1-A338-4ACCD15C5F25

14.1 Cold lubricating oil Make sure that the engine is properly preheated before 03.2
starting.
See that the pre-lubrication is on for warming the oil
during preheating.
14.2 Lubricating oil pump pressure Adjust the lubricating oil pressure. 18.3
adjustment wrong See figure 18–2
14.3 Lubricating oil pressure control Check adjustment valve. 18.3

valve jammed or not working
08.1.15 Low lubricating oil pressure v4

GUID-6BC25DB9-61F3-422B-A1CA-3F77B5632B7F

15.1 Lubricating oil pump pressure Adjust the lubricating oil pressure. 18.3
adjustment wrong Fig 18–2 and 18–9
15.2 Lubricating oil pressure control Check adjustment valve. 18.3

valve jammed or not working Fig 18–2 and 18–9
08-10 DBAD281257-
Wärtsilä 34SG Engine O&MM 09. Specific Installation Data
09. Specific Installation Data
09.1 Marine installations v2

WS-W32-MAN-09-GENERALMARINEINSTALLATIONS
Chapter 09 is reserved for specific installation data.

Depending on installation, the specific installation data may also be found in the separate
"Attachments" binder.
09.2 Power installations v2

WS-W32-MAN-09-GENERALPOWERINSTALLATIONS
All test reports and certificates are collected in series 8 Quality records. The specific
installation data can be found in binder 7A 02 01.
DBAD281257- 09-1
Wärtsilä 34SG Engine O&MM 09. Specific Installation Data
DBAD281257- 09-2
Wärtsilä 34SG Engine O&MM 10. Engine Block with Bearings, Oil Sump and Cylinder liner
10. Engine Block with Bearings, Oil Sump and

Cylinder liner
The engine block is cast in one piece. The main water and lubricating oil distributing
channels and the charge air receiver are integrated in the engine block. The main bearing
caps that support the underslung crankshaft are clamped by hydraulically tensioned
screws, two from below and two horizontally.
The thrust bearing is located at the driving end. The four thrust washers guide the
crankshaft axially.
The camshaft bearing bushes are fitted directly into the engine block.
The cylinder liners are made of alloy cast iron. To eliminate the risk of bore polishing, the
liners are provided with an anti-polishing ring at the upper part.
The crankcase covers and other covers are sealed against the engine block with rubber
sealings. On one side of the engine, the crankcase covers are equipped with safety valves
that relieve the over pressure to avoid crankcase explosion.
10.1 Oil sump v4

WS-W32-MAN-10-OILSUMP
The oil sump is bolted to the engine block. Suction pipes to the lube oil pump and the
separator, if used, as well as for the main lubricating oil distributing pipe for crankshaft
bearings are incorporated in the oil sump.
From the main distributing pipe, the lubricating oil is led up to the main bearing through a
hydraulic jack. when inspecting the bearings the hydraulic jack is used to lower and lift the
bearing cap.
An oil dipstick is located in the engine block. The oil dipstick indicates the maximum and
minimum limits between which the oil level may vary. Keep the oil level near the maximum
mark and never allow the level to go below the minimum mark. The limits apply to the oil
level in a running engine. One side of the dipstick is graduated in centimeters. Use this
scale when checking the lubricating oil consumption.
10.2 Main bearings
10.2.1 Dismantling the main bearing v7

WS-W32-MAN-10-MAINBEARINGS-DISMANTLINGOFTHEMAINBEARING
Procedure
1 Remove the crankcase covers from each side of the bearing, on both sides of the
engine.
2 Remove the main bearing temperature sensor and cable with clamps.
3 Mount the distance sleeve 800042 and the hydraulic tool 800041 into position on the
side screw (A). See Fig 10-3.
One or two nuts can be loosened simultaneously.
DBAD281257- 10-1
10. Engine Block with Bearings, Oil Sump and Cylinder liner Wärtsilä 34SG Engine O&MM
4 Open the nuts of the side screws as described in Fig 10-1.
1. Mount the cylinders. 2. Connect the hoses and open the pressure release valve.Tighten
the cylinders to expel oil out of these. 3. Turn the cylinders 180 counter-clockwise. 4. Close
the valve and pump pressure according to stated value. 5. Open the nuts about half a turn.
6. Open the release valve and remove the tool.
Fig 10-1 Dismantling with hydraulic tools FIG-HYD2A v4
5 Turn the crankshaft of the adjacent cylinder to BDC.
6 Mount the distance sleeve 800095 into position on the main bearing screw (B1), and
insert the pin 800049 to keep the sleeve in position. See Fig 10-3.
7 Mount the hydraulic tool 800046 on the same main bearing screw using the tool
800051.
8 Fit the sleeve and hydraulic cylinder onto main bearing screw (B2) by the same
procedure.
9 Open the nuts of the main bearing screws as described in the Fig 10-1.
Loosen both nuts at the same time.
10 Remove the hydraulic tools.
11 Remove the nuts of the main bearing screws.
12 Connect the hose from the hydraulic pump 800059 to the side marked DOWN on the
hydraulic jack. See Fig 10-2.
13 Unscrew the side screws of the main bearing cap to be lowered.

Use the stud tool 800044.
14 Lower the main bearing cap by pumping oil to the hydraulic jack with the hydraulic
pump.
15 Remove the lower bearing shell.
16 Insert the turning tool 800004 into the main bearing journal radial oil hole.
17 Turn the crankshaft carefully until the upper bearing shell has turned 180°.
Remove the turning tool.
CAUTION
At least every third main bearing must always remain mounted to support the
crankshaft.
10-2 DBAD281257-
1 Straight side of main bearing cap

2 Connection for hydraulic pump
Fig 10-2 Hydraulic jack FIG-401002 v4
I II
A1 A2
B1 B2
I Operating side II Rear side
Fig 10-3 Use of hydraulic cylinders FIG-401001 v2
Hydraulic cylinder combination

Screw A1 A2 B1 B2
DBAD281257- 10-3

Main bearing side screws and thrust bearing
Main bearing screws
Hydraulic tool screws
Spare part number Drawing number Spare part number Drawing number
3V86B0218 or
Cylinder 800041 3V86B0078 800046
PAAF205295
3V86B0333 or
Sleeve 800042 3V86B0046 800095
PAAF205295
Pin 800043 4V86B0011 800049 4V86B0002

Action/Screw Comments Hydraulic pressure Spare part number
Loosening A1 A2 One or two at a time 700...720 bar 800041
B1 B2 Always loosened simultaneously 615...635 bar 800046
(when using cylinder
marked 3V86B0218
and sleeve marked
3V86B0333)
700...720 bar
(when using tool
marked PAAF205295)
Tightening B1 B2 Tighten simultaneously with pin 800049
A2 A2 bolt tensioned first with 100 bar hydraulic 100 bar
pressure and the nut turned with pin 800043 to
contact
B1 B2 1. Tighten simultaneously with 250 bar 250 bar
hydraulic pressure
2. Release the pressure 0 bar
3. Tighten simultaneously with 615 or 700 bar 615 bar 800046
hydraulic pressure (when using cylinder
marked 3V86B0218
and sleeve marked
3V86B0333)
700 bar
(when using tool
marked PAAF205295)
A2 Tighten one or two nuts simultaneously on the 250 bar
same side, first step with 250 bar hydraulic
pressure
A1 Tighten one or two nuts simultaneously on the 250 bar
same side, first step with 250 bar hydraulic
pressure
A2 Tighten one or two nuts simultaneously on the 700 bar 800041
same side, second step with 700 bar hydraulic
pressure
A1 Tighten one or two nuts simultaneously on the 700 bar 800041
same side, second step with 700 bar hydraulic
pressure
10-4 DBAD281257-
10.2.2 Inspecting the main bearings and journals v8

WS-W32-MAN-10-MAINBEARINGS-INSPECTIONOFMAINBEARINGSANDJOURNAL
Clean the bearing shells, and check them for wear, scoring, and other damages.
a) Tri-metal bearings can be used until the overlay is partially worn off. When the
underlaying nickel-barrier or the lining material is exposed in any area, replace the bearing.
CAUTION
Never reinstall a bearing with the nickel-barrier exposed in any part of the
bearing shell.
b) Bi-metal bearings. Check the wear by measuring the thickness of the lower bearing
shells. For this purpose, use a ball anvil micrometer. Follow the wear limits in section
Clearances and Wear Limits. If the thickness of lower bearing shells has not reached the
wear limit and the difference in thickness of all lower bearing shells is 0.03 mm (maximum),
the shells can be used again.
Inspect the main bearing journals. Polish damaged journals that have rough surface,
scratches, or shock marks. If considerably uneven wear appears (see section Clearances
and Wear Limits), or the crankshaft is damaged it can be ground and thicker bearing shells
fitted. (see Spare Parts Catalogue).
10.2.3 Assembling the main bearing v7

WS-W32-MAN-10-MAINBEARINGS-ASSEMBLYOFMAINBEARING
Procedure
1 Clean the main bearing shells, the cap, and the journal very carefully.
2 Lubricate the journal with clean engine oil.
3 Lubricate the bearing surface, back side and end faces of the upper bearing shell with
clean lubricating oil.
CAUTION
Lubricate the bearing shell carefully. Otherwise it may be deformed during
assembly.
4 Place the end of the bearing shell in the slot between the journal and the bearing bore
with the lug guiding in the oil groove. Push it by hand as far as possible
(recommended 2/3 of its length).
5 Insert the turning tool 800004 into the main bearing journal radial oil hole, and turn the
crankshaft carefully until the bearing shell has turned into position. Take care that the
bearing shell lug slides into the oil groove without being damaged.
CAUTION
Do not force a bearing shell into its place.
6 Remove the turning tool.
7 Lubricate the bearing surface of the lower bearing shell with clean lubricating oil, and
place it in the bearing cap.
8 Fit the hydraulic hose from the pump to the connection marked "UP" in the hydraulic
jack.
DBAD281257- 10-5
9 Lift the main bearing cap by pumping oil to the hydraulic jack with the hydraulic
pump. Mount the main bearing nuts by hand. Remove the hose from the hydraulic
jack.
10 Mount the side screws into the main bearing cap.

Lubricate the threads that go into the bearing cap.
NOTE
Replace the O-rings on the side screws.
11 Tighten the side screws to the bottom using the stud tool.
12 Mount the distance sleeves 800042 and the hydraulic tool 800041 into position on the
side screw (A2) on the rear side on an inline engine and B-bank on a V-engine, that is,
the straight side of the bearing cap, see Fig 10-2.
One or two nuts can be tightened simultaneously on the same side, see Fig 10-3.
13 Rise the hydraulic pressure in the tool to 100 bar and turn the nut to contact with the
pin 800043.
insert the pin 800049 to keep the sleeve in place, see Fig 10-3.
800051.
16 Mount the sleeve and hydraulic cylinder onto the main bearing screw (B2) following
the same procedure.
17 Tighten the nuts of the main bearing screws as described in Fig 10-4.
Tighten both screws at the same time and in two steps. Turn the nuts with the pin 800049.
1. Mount the nuts, the distance sleeves and the cylinders. 2. Connect the hoses, open the
pressure release valve. Tighten the cylinders to expel oil out of these. 3. Close the valve and
pump pressure to stated value for step 1. 4. Turn the nuts until close contact is reached. 5.
Release the pressure by opening the valve. 6. Close the valve and pump pressure to the full
stated value.7. Turn the nuts until close contact is reached. 8. Open the valve and remove
the tool set.
Fig 10-4 Reassembly with hydraulic tools FIG-HYD2A v4
10-6 DBAD281257-
NOTE
The hydraulic pressure in the tool must be stable when tightening the nuts.
18 Connect the hydraulic pump and hose to the tool on the already pretightened side
screw (A2), see Fig 10-3.
19 Raise the hydraulic pressure in the tool to 250 bar and turn the nut to come in contact
with the pin 800043.
opposite side screw (A1).
21 Raise the hydraulic pressure in the tool to 250 bar, and turn the nut (A1) to contact.
22 Tighten the side screw (A2) to full stated pressure.
23 Tighten the side screw (A1) to full stated pressure.
24 Remove the tools, and mount the main bearing temperature sensor, the cable clamps,
and the crankcase covers.
10.3 Flywheel/thrust bearing
10.3.1 Dismantling the flywheel/thrust bearing v6

WS-W32-MAN-10-FLYWHEELTHRUSTBEARING-DISMANTLINGOFFLYWHEELTHRUSTBEARING
Procedure
1 Remove the crankcase covers next to the flywheel end on both sides of the engine.
2 Remove the main bearing temperature sensor.
side screw (A), see Fig 10-3.
One or two nuts can be loosened simultaneously.
4 Open the nut of the side screw as described in Fig 10-5.
1. Mount the cylinders. 2. Connect the hoses and open the pressure release valve.Tighten
the cylinders to expel oil out of these. 3. Turn the cylinders 180 counter-clockwise. 4. Close
the valve and pump pressure according to stated value. 5. Open the nuts about half a turn.
6. Open the release valve and remove the tool.
DBAD281257- 10-7
insert the pin 800049 to keep the sleeve in position. See Fig 10-3.
6 Mount the hydraulic tool 800046 on the main bearing screw using the tool 800051.
7 Fit the sleeve and hydraulic cylinder onto main bearing screw (B2) following the same
procedure.
8 Open the nuts of the main bearing screws as described in the adjacent figure.
Loosen both nuts at the same time.
9 Remove the hydraulic tools.
10 Remove the nuts of the flywheel/thrust bearing screws.
11 Connect the hoses to the hydraulic pump 800059 and to the side marked DOWN on
the hydraulic jack. See Fig 10-2.
12 Unscrew the side screws of the flywheel/thrust bearing cap.

Use the stud tool 800044.
13 Lower the bearing cap by pumping oil to the hydraulic jack with the hydraulic pump.
14 Remove the lower bearing shell and the lower thrust washers.
15 Insert the turning tool 800005 into the bearing journal radial oil hole.
16 Turn the crankshaft carefully until the bearing shell has turned 180° and can be
removed.
Remove the turning tool.
17 Remove the thrust washers.

To remove the thrust washer next to the driving end, fit an M6 screw to each end of the
washer. See Fig 10-6.
18 Check the bearing. See section 10.2.2.

Change the thrust washers on the same side in pairs.
Fig 10-6 Thrust bearing FIG-401006 v1
10-8 DBAD281257-
10.3.2 Assembling the flywheel/thrust bearing v5

WS-W32-MAN-10-FLYWHEELTHRUSTBEARING-ASSEMBLINGOFFLYWHEELTHRUSTBEARING
Procedure
1 Clean the bearing shells, washers, cap, and journal very carefully.
2 Lubricate the journal with clean engine oil.
3 Lubricate the bearing surface, back side, and end faces of the upper bearing shell
with clean lubricating oil.
4 Place the end of the bearing shell in the slot between the journal and the bearing bore,
and push it by hand as far as possible (recommended 2/3 of its length).
5 Insert the turning tool 800005 into the bearing journal radial oil hole, and turn the
crankshaft carefully until the bearing shell has turned into position.
CAUTION
Do not force the bearing shell into its place.
6 Remove the turning tool.
7 Lubricate the bearing surfaces and back sides of the upper thrust washers and push
the washers into position by hand. To facilitate the mounting of the washer, the
crankshaft can be axially displaced in each direction.
8 Lubricate the bearing surfaces of the lower thrust washers, and push them into
position on the guiding pins in the bearing cap.
9 Lubricate the bearing surface of the lower bearing shell with clean lubricating oil, and
place the shell in bearing cap.
10 Fit the hydraulic hose from the pump to the connection marked "UP" in the hydraulic
jack.
11 Lift the main bearing cap by pumping oil to the hydraulic jack with the hydraulic
pump. Mount the main bearing nuts by hand. Remove the hoses from the hydraulic
jack.
12 Mount the side screws into the main bearing cap.

Lubricate the threads that go into the bearing cap.
NOTE
Replace the O-rings on the side screws.
13 Tighten the side screws using the stud tool 800044 and mount the nuts by hand.
14 Mount the distance sleeves 800042 and the hydraulic tool 800041 in position on the
side screws (A2) on the rear side on an in-line engine, or B-bank on a V-engine, that is,
the straight side of the bearing cap, see Fig 10-2.
One or two side screws (A2) can be tightened simultaneously on the same side. See Fig
10-3.
15 Raise the pressure in the hydraulic tool to 100 bar, and turn the nut to come in contact
with the pin 800043.
DBAD281257- 10-9
insert the pin 800049, see Fig 10-3.
800051.
18 Apply the sleeve and hydraulic cylinder onto main bearing screw (B2) following the
same procedure.
19 Tighten the nuts of the main bearing screws as described in Fig 10-7.
Tighten both screws at the same time and in two steps. See Fig 10-3. Turn the nuts using
the pin 800049.
1. Mount the nuts, the distance sleeves and the cylinders. 2. Connect the hoses, open the
pressure release valve. Tighten the cylinders to expel oil out of these. 3. Close the valve and
pump pressure to stated value for step 1. 4. Turn the nuts until close contact is reached. 5.
Release the pressure by opening the valve. 6. Close the valve and pump pressure to the full
stated value.7. Turn the nuts until close contact is reached. 8. Open the valve and remove
the tool set.
Fig 10-7 Reassembly with hydraulic tools FIG-HYD2A v4
NOTE
The hydraulic pressure in the tool must stay stable when tightening the nuts.
20 Connect the hydraulic pump and hose to the tool on the already pre-tightened side
screw (A2), see Fig 10-3.
21 Raise the pressure in the hydraulic tool to 250 bar, and turn the nut to contact with the
pin 800043.
22 Mount the distance sleeve 800042 and the hydraulic tool 800041 in position on the
opposite side screw (A1), see Fig 10-3.
23 Raise the pressure in the hydraulic tool to 250 bar, and turn the nut (A1) to contact.
24 Tighten the side screw (A2) to the full stated pressure.
25 Tighten the side screw (A1) to the full stated pressure.
26 Remove the tools, and mount the main bearing temperature sensor, the cable clamps,
and the crankcase covers.
10-10 DBAD281257-
10.4 Cylinder liner
10.4.1 Maintenance of the cylinder liner v4

GUID-F0508AF3-9BA2-48E0-9D1E-2A67639E20DA
1 Honing the cylinder liner. Always hone the cylinder liner when new piston rings are
mounted. Normally, light honing is sufficient. When honing with the cylinder liner fitted in
the engine block, cover the crankshaft under the cylinder liner concerned with plastic
sheet. Prevent the honing debris and oil from falling into the engine oil sump.
30°
Fig 10-8 Honing pitch angle FIG-201051 v1
● Only use ceramic hones with a coarseness of 80 and 400. Use hones with a
coarseness of 80 for about 20 strokes or until the polished areas in the cylinder liner
are removed. Use hones with a coarseness of 400 for about 30 strokes to give the
correct surface finish (plateau honing).
● The pitch angle of the honing lines in the cross hatch pattern should be about 30°. To
achieve this, combine for example 40 strokes per minute with a rotational speed of
100 RPM.
● As a coolant, use honing oil. Light fuel oil 2-15 cSt can also be used.
● After honing, carefully clean the liner bore using a suitable brush, water (preferably
hot), and soap or cleaning fluid. Alternatively, light fuel oil can be used. Then dry with
a cloth and lubricate with engine oil for corrosion protection.
Table 10-1 Surface parameters according to EN-ISO-13565-2:1997
Rpk [µm] Rk [µm] Rvk [µm] Mr1 [%] Mr2 [%]

0.7 max. 1.0–2.5 2.0–4.2 10 max. 70–90
The honing equipment 800008 is delivered with the engine.

2 Check the inner diameter of the cylinder liner.
3 Clean the cylinder liner cooling bores. Clean the cooling bores in the collar by boring
with a suitable drill bit (ø 9.5-10 mm).
10.4.2 Removing the cylinder liner v10

WS-W32-MAN-10-CYLINDERLINER-REMOVINGTHECYLINDERLINER
Procedure
1 Drain the engine cooling water and remove the cylinder head and piston with
connecting rod upper part.
See chapter 12 Cylinder Head with Valves and chapter 11 Crank Mechanism Crankshaft,
Connecting Rod and Piston.
DBAD281257- 10-11
2 Remove the protecting cover and assemble the lifting tool. See Fig 10-9.
CAUTION
Before lifting the cylinder liner, make sure that the fastening tool for cylinder liner
(3) has been removed.
3 Unscrew the fixing screws from the water jacket.
4 Lift the cylinder liner with water jacket 15-20 cm to enable removal of the sensor.
5 Remove the temperature sensor.
6 Lower the liner carefully back into the bore of the engine block.
7 Tighten the fixing screws by hand.
8 Lift out the cylinder liner.
9 Remove the water jacket (4).
3
4 6
7
5
1
1 Distinct mark 5 O-ring

2 Lifting tool for cylinder liner 6 O-ring
3 Fastening tool for cylinder liner 7 O-ring
4 Water jacket
Fig 10-9 Removing the cylinder liner GUID-1090F696-3F46-4131-A06C-CB4A05BBDA43 v3
10-12 DBAD281257-
10.4.3 Mounting the cylinder liner v13

WS-W32-MAN-10-CYLINDERLINER-MOUNTINGOFTHECYLINDERLINER
Procedure
1 Check that all guide and contact faces of the engine block and cylinder liner are clean
and intact.
Use a fine grinding stone or emery cloth for cleaning, if needed.
2 Check that the O-ring groove for the cooling water channel on the engine block is
clean.
Insert a new O-ring.
3 Mount the water jacket (4), and tighten the fixing screws by hand.
4 Lubricate the guiding faces with grease, and assemble the lifting tool.
See Fig 10-9.
5 Check that the O-ring grooves of the cylinder liner are clean.
Insert new O-rings. Lubricate the O-rings with soap or similar.
NOTE
Do not lubricate the O-rings in the cooling water spaces with oil based
lubricants.
6 Lower the liner carefully into the bore of the engine block.
When the lower part of the liner touches the engine block, align the liner so that the distinct
mark on the liner is directed towards the driving end of the engine. On the V-engine B-bank,
align it so that the distinct mark on the liner is directed towards the free end of the engine.
See Fig 10-9.
NOTE
Do not lower the cylinder liner completely yet, to ease the mounting of the
temperature sensor.
7 Assemble the temperature sensor.
8 Lower the liner into the bore and remove the lifting tool.
9 Tighten the water jacket fixing screws to the stated torque.
10 Check the inner diameter of the cylinder liner, especially at the level of the guiding
surfaces.
11 Mount the piston with the connecting rod upper part, anti polishing ring, and cylinder
head.
See chapter 12 Cylinder Head with Valves and chapter 11 Crank Mechanism Crankshaft,
Connecting Rod and Piston. Refill the cooling water.
12 Check the O-ring seals in the water jacket while circulating cooling water.
If there is an engine-driven cooling water pump, apply a 3-bar static pressure.
DBAD281257- 10-13
DBAD281257- 10-14
Wärtsilä 34SG Engine O&MM 11. Crank Mechanism: Crankshaft, Connecting Rod, Piston
11. Crank Mechanism: Crankshaft, Connecting

Rod, Piston
11.1 Counterbalancing the crankshaft v2

WS-W34-MAN-11-COUNTERBALANCINGOFCRANKSHAFT
The crankshaft is counterbalanced by means of weights on the crank webs. The Wärtsilä
34SG engines have counterweights on all webs.
11.2 Crankshaft v3
WS-W34-MAN-11-CRANKSHAFT
The crankshaft is forged in one piece and provided with counter-weights fastened with
hydraulically tensioned screws.
At the driving end of the engine, the crankshaft is equipped with a V-ring for sealing the
crankcase, a combined flywheel/thrust bearing and a split gear wheel for camshaft driving.
At the free end, there is a gear for driving pumps and usually a vibration damper.
The crankshaft can be turned by a electrical turning device operating the flywheel. If the
engine is equipped with a vibration damper, separate instructions are provided for the
same.
11.2.1 Markings on the flywheel v4

WS-W46-MAN-00-TERMINOLOGY-MARKINGSONTHEFLYWHEEL
The flywheel is provided with a 360° scale, starting from TDC at firing for cylinder 1. TDC at
firing for every cylinder is marked on the flywheel. There is a common marking for the
cylinders in engines with an even number of cylinders where one piston is at TDC for firing
and the other is at TDC for scavenging. Also see chapter 01 Main data, operating data and
general design.
Firing intervals of an in-line engine (in degrees of crank angle) can be determined by
dividing 720° with the number of cylinders.
In V-engines the scale starts from TDC at firing for cylinder A1. TDC at firing for cylinder B1
is consequently at 55°. Firing intervals in a bank of a V-engine can be determined by
dividing 720° with the number of cylinders of the bank.
DBAD281257- 11-1
11. Crank Mechanism: Crankshaft, Connecting Rod, Piston Wärtsilä 34SG Engine O&MM
5 4 3 2 1 0 1 2 3 4 5
110
60
120 CYL A2 TDC
Cyl A2 TDC
70
A
130
80
140
90
A.Clockwise-rotating engine
Fig 11-1 Markings on the flywheel W46-460005 v5
In this example of a clockwise-rotating V-engine, the fuel timing is read to 10° for cylinder
A2.
11.2.2 Aligning the crankshaft v2

WS-W34-MAN-11-CRANKSHAFT-CRANKSHAFTALIGNMENT
Prerequisites
The crankshaft alignment is always done on a thoroughly warm engine, immediately after
the engine is stopped. The crankshaft alignment should be carried out rapidly but carefully.
Only the crankcase cover for the cylinder being measured should be opened and it should
be closed immediately after measuring. It is recommended to switch off any forced
ventilation close to the engine.
Procedure
1 Combine extensions with the transducer to the required length.
2 Connect the cable on the measuring unit.
3 Turn on the measuring unit by pressing Power-button.

Push "Light" if needed.
4 Reset the measuring unit by pressing Reset-button.
11-2 DBAD281257-
5 Turn the crank of the first cylinder near the BDC (bottom dead centre) and fit the
transducer to the centre marks (marked with yellow paint mark) between two crank
webs.
The distance between the centre mark and contact surface of the counter weight and crank
web is 285 mm, see Fig 11-2. The distance between the transducer and the connecting rod
should be as small as possible. Fix the cable on the crank web by using suitable bandage
or magnetic holder (4) see Fig 11-2.
6 Adjust the transducer to a reading somewhere between +0.500 and -0.500 and push
"Zero".
E A 3
1 2
+
285
4 0
-
D B
1 Operating side 4 Cable holder

2 Rear side 5 Cable
3 Transducer 6 Measuring unit
Fig 11-2 Transducer position and crankshaft alignment from the flywheel end W34-401108 v2
7 Turn the crank and read deflections in the marked positions according to Fig 11-2.
Starting point for clockwise rotating engine is measuring point "A" and counter-clockwise
rotating engine measuring point "E". B is rear side, C is TDC (top dead centre), D is
operating side, A and E are BDC (bottom dead centre). Record readings in the Measuring
Record: "Crankshaft alignment".
NOTE
During the alignment procedure the crankshaft should be turned in the direction
of engine rotation, only.
8 Repeat this procedure on the other cylinders.
9 Limits of misalignment are stated below for an engine having normal running
temperature (within 10 min. after running at 60 % load, or higher, for 6 hrs., or more).
For evaluating the vertical alignment should the difference between C and its opposite
reading, i.e. the mean value E and A be used.
DBAD281257- 11-3
1 On the same crank, the difference between two diametrically opposed readings must
not exceed 0.08 mm after installing or re-aligning. Re-alignment is necessary if this limit
is exceeded by more than 0.04 mm.Except the cranks in the both ends.
2 On two adjacent cranks, the difference between two corresponding readings must not
exceed 0.06 mm, for crank No1 to No2 0.08 mm if flex coupling and 0.06 mm if fixed
coupling. Re-alignment is necessary if these limits are exceeded by more than 0.02 mm.
3 When the crank pin for cylinder 1 is at TDC, the reading should be negative, maximum.
-0.12 mm (-0.13 mm if flex. coupling).
4 When the last crank pin in the free end is at TDC in case of PTO with support bearing,
should the reading be positive maximum 0.13 mm.
Before re-aligning the engine and the driven machinery, a control measurement of the main
bearings should be made.
NOTE
If the crankshaft alignment is carried out on an engine in ambient temperature,
the limit values must be based on experiences from a corresponding installation.
11.2.3 Measuring thrust bearing axial clearance v2

WS-W34-MAN-11-CRANKSHAFT-MEASUREMENTOFTHRUSTBEARINGAXIALCLE
Procedure
1 Lubricate the bearings by running the pre-lubricating pump for a few minutes.
2 Apply a measure gauge, for instance, against the plane end surface of the flywheel.
3 Move the crankshaft by a suitable lever in either direction until contact is established
with the thrust bearing.
4 Set the measure gauge at zero.
5 Move the crankshaf in the opposite direction, and read the axial clearance from the
measure gauge.
NOTE
Repeat the movement of the crankshaft and ensure that the correct clearance is
measured.
11.3 Connecting rod and piston v1

WS-W34-MAN-11-CONNECTINGRODANDPISTON
The connecting rod is of a three-piece design, called "Marine type connecting rod". The
combustion forces are distributed over a maximum bearing area. The relative movements
between mating surfaces are minimized.
The connecting rod is forged and machined of alloyed steel and splitted horizontally in three
parts to allow removal of piston and connecting rod parts. All connecting rod bolts are
hydraulically tightened.
The piston is built up of an aluminium cast piston skirt and a forged steel crown. The space,
formed between the crown and the skirt, is supplied with lubricating oil for cooling of the
crown by means of the cocktail shaker effect. The lubricating oil is led from the main
bearing, through the drillings in the crankshaft, to the big end bearing, and further through
the drillings in the connecting rod, gudgeon pin and piston skirt, up to the cooling space,
and from there back to the oil sump.
11-4 DBAD281257-
NOTE
Always handle the pistons with care.
The piston ring set consists of two chrome-plated compression rings and one spring-
loaded oil scraper ring.
1. Connecting rod, upper part 2.Shim 3.Big end, upper half 4.Big end, lower half 5.Big end
Fig 11-3 Connecting rod parts W34-401101 v1
11.3.1 Removing the piston and upper part of connecting rod

for overhaul v5
WS-W34-MAN-11-CONNECTINGRODANDPISTON-REMOVINGOFPISTONANDUPPERPARTOFCONN
Procedure
1 Remove both crankcase covers adjacent to the connecting rod concerned on both
sides of the engine.
2 Remove the cylinder head.

For instructions, see section 12.2.1.
3 Mount the fastening tool for cylinder liner 800123. See Fig 10-9.
4 Remove the anti-polishing ring.
a Insert the tool 800009 in the cylinder. See Fig 11-5.
b Rotate the crankshaft.

The piston pushes the anti-polishing ring out.
5 Turn the crankshaft to the BDC of the cylinder concerned.
6 Open the upper connection by lifting the distance sleeves and the hydraulic tools into
position. See Fig 11-5.
7 Connect the hoses of the hydraulic pump 800053.

Open the upper connection, see Fig 11-4.
DBAD281257- 11-5
1. Lift the distance sleeve. 2. Lift the hydraulic cylinder and screws in a one package in pos.
3. Connect hoses, open valve. 4. Tighten the tool assembly, until the piston and cylinder is
on the same level, open the nuts by 180°. 5. Close the valve, pump to required pressure.
Open the nuts about half a turn. 6. Open the valve slowly and remove the tool.
8 Strain the screws by raising the pressure.

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

Disconnect the hoses, unscrew the tightening nuts, and remove the hydraulic tool as one
package.
11-6 DBAD281257-
800012
View C
C
800012 800103
800020
800009
Section D
Piston and cylinder on
the same level
Cyl. nr.
800020
7. Securing ring 800009. Dismounting tool for antipolishing ring 800012. Lifting tool for
piston 800020. Hydraulic tightening tool for connecting rod nuts 800103.Mounting tool for
cylinder liner
Fig 11-5 Piston and connecting rod assembly W34-401109 v2
10 Remove the nuts.
11 Rotate the crank pin of the cylinder concerned to the piston TDC.
12 Mount the hydraulic jack 800160 by tightening the screws (8). See Fig 11-6.
Connect the hoses.
13 Separate the upper part (1) from the big end (5) by lifting the piston with the hydraulic
jack.
See Fig 11-3.
DBAD281257- 11-7
800012
800160
8.Screw 800012. Lifting tool for piston 800160. Hydraulic jack
Fig 11-6 Removing of the piston W34-401110 v2
CAUTION
Support the upper part of the connecting rod to avoid damage on the cylinder
liner.
NOTE
To avoid damage on the guiding pins, align the separation of the upper part (1)
and the big end (5).
14 Remove the shim (2). See Fig 11-3.
NOTE
Do not mix the shims (2) with other connecting rod shims.
11-8 DBAD281257-
15 Mount the guiding tool 800107 in the screw hole on the upper part of the connecting
rod. See Fig 11-10.
16 Lift the piston and the upper part of the connecting rod until maximum lift is achieved
on the hydraulic jack. See Fig 11-6.
17 Remove the piston ring No 1, and assemble the lifting tool 800012 into the piston ring
groove.
18 Lift out the piston.
1 Jack head
Fig 11-7 Hydraulic jack for piston GUID-B1BE222B-E6FF-4601-A54E-8040D640300F v1
19 Repeat the above steps for the other connecting rod on the same crank pin on a V-
engine.
11.3.2 Changing of big end bearings v3

WS-W34-MAN-11-CONNECTINGRODANDPISTON-CHANGINGOFBIGENDBEARINGS
Procedure
1 Remove both crankcase covers adjacent to the connecting rod concerned on both
side of engine.
2 Turn the crankshaft to the BDC the cylinder concerned.
3 Open the upper connection by lifting the distance sleeves and the hydraulic tools in to
position, see Fig 11-5.
4 Connect the hoses of the hydraulic pump 800053.

See Fig 11-8 and Fig 11-5.
DBAD281257- 11-9
5 Strain the screws by raising the pressure to the value stated in section 07.3.1 and
proceed with opening the nuts.
CAUTION
The screws will be overloaded and should be renewed if the maximum hydraulic
pressure is exceeded.
6 Release the pressure slowly and disconnect the hoses, unscrew the tightening nuts
and remove the hydraulic tool as one package.
7 Remove the nuts.
8 Rotate the crank pin of the cylinder concerned in to TDC.
9 Mount the hydraulic jack 800160 in the lower part of cylinder liner and tighten the
screws, see Fig 11-10.
10 Separate upper part and big end (5) by turning the crankshaft towards BDC.
CAUTION
Support the upper part of the connecting rod to avoid damage on the cylinder
liner.
NOTE
To avoid damage on the guiding pins the separation of the upper part (1) and
the big end (5) should be done aligned.
11 Remove the shim (2), see Fig 11-3

.
11-10 DBAD281257-
NOTE
Do not mix the shims (2) with other connecting rod shims.
NOTE
Always when the mounting flute or/and the limiter is/are mounted in the
crankcase observe extremely cautiousness when using the turning device.
12 Rotate the crankshaft towards the operating side to the position 131° from TDC by
using the turning device.
13 Mount the mounting support 800102 on the upper stud of the crank case cover, see
Fig 11-11.
Tighten the nut.
14 Lift the hydraulic tools 800020 in to the position.
15 Connect the hoses of the hydraulic pump 800053 and proceed to open the upper
connection.
16 Strain the screws by raising the pressure to the value stated in the section 07.3.1 and
proceed with opening the nuts.
CAUTION
17 Release the pressure slowly and disconnect the hoses, unscrew the tightening nuts
and remove hydraulic tool as one package.
18 Mount the mounting flute through the crank case openings on the lower crank case
cover studs and tighten the nuts.
DBAD281257- 11-11
19 Mount the supporting plate 800108 on the rear side of the engine on the lower crank
case cover studs and tighten the nuts, see Fig 11-11.
20 Remove the nuts.
21 Remove the mounting support 800102.
22 Mount the sledge 800101 in the mounting flute 800098 according to Fig 11-11.
23 Mount the sledge 800100 on the studs and tighten the nuts, see Fig 11-11
.
24 Pull lower part of the big end bearing cap out of the crankcase, by using the sledge.
Take care not to damage the crank pin. Support the lower half sideways and do not drop it.
800160
o
131 800107
800107 Guiding tool, 800160 Hydraulic jack
Fig 11-10 Removing and mounting of big end lower halves W34-401113 v1
25 Pull the upper part of the big end bearing cap along the sledge, away from the
crankshaft.
NOTE
Take care not to damage the crank pin or the threads of the studs.
26 Remove the mounting flute.
27 Cover the crank pin and oil holes with clean plastic and tape.
28 For mounting, see section 11.3.4.
11-12 DBAD281257-
11.3.3 Maintenance of piston, rings and connecting rod

bearings v4
WS-W34-MAN-11-CONNECTINGRODANDPISTON-MAINTENANCEOFPISTONRINGSANDCONNECT
Procedure
1 Remove the securing ring 3 from the gudgeon pin hole in the piston, on the side
where the gudgeon pin drawing number is located by using the pliers 800002.
NOTE
Never compress the securing ring more than required, to remove it from the
groove.
2 Drive out the gudgeon pin from the opposite side.

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

Remove the piston rings and also the burned carbon deposits from the piston and piston
ring grooves, by using an old piston ring. The cleaning is facilitated if the coked parts are
soaked in kerosene or fuel oil. An efficient carbon solvent, for example ARDROX No. 668 or
similar should preferably be used to facilitate cleaning of the piston crown.
NOTE
Special care should be taken not to damage the piston material.
NOTE
Never use emery cloth on the piston skirt. Do not clean the piston skirt with
chemical cleaning agents because the phosphate/graphite overlay may be
damaged.
5 Measure the height of the piston ring grooves, for example with an inside micrometer.
6 Check the gudgeon pin and big end bearing clearances by measuring the pin
diameters and the assembled bearing bores separately.
All big end bearings are replaced according to the maintenance schedule recommendation
and also when a big end bearing is opened.
NOTE
When measuring the big end bearing bore all the connecting rod screws (upper
and lower) must be tightened to the stated torque.
DBAD281257- 11-13
NOTE
Mark new bearings with the bearing number.
NOTE
It is very important that the bearing shells are mounted straight.
11.3.4 Assembling and mounting of piston and connecting rod v3

WS-W34-MAN-11-CONNECTINGRODANDPISTON-ASSEMBLINGANDMOUNTINGOFPISTONANDCO
Procedure
1 Lubricate the gudgeon pin, and mount it from the same side from where it was
removed, with the end marked with the drawing number in the same direction.
The cylinder number is stamped on the piston crown and connecting rod, Fig 11-5. When
changing the piston, mark the new piston with the same cylinder number in the same place
as on the replaced one.At low temperatures, the gudgeon pin may stick but will be easily
fitted after heating the piston to about 30°C, e.g. in oil.
2 Mount the securing ring (7).
NOTE
Never compress the securing ring more than necessary to fit into the groove. If
the ring is loose in its groove after mounting, it must be replaced by a new one.
NOTE
Always when mounting flute or/and the limiter is/are mounted in the crankcase
observe extremely cautiousness when using the turning device.
3 Remove the protecting tape from the crankshaft and lubricate the crank pin with
clean engine oil.
4 Rotate the crankshaft by using the turning device manually until the big end halves
can be placed on the crank pin.
NOTE
The guiding pins between upper part of connecting rod and big end should be
towards free end.
5 Mount the mounting flute through the crank case openings on the crankcase cover
lower studs and tighten the nuts, see Fig 11-11.
6 Clean the big end upper half carefully.

Lubricate the bearing surface and back side of the bearing shell with oil. Mount the shell, so
that the lug guides in its groove.
NOTE
11-14 DBAD281257-
800101
o
131 800098
800102
800099
800100
800108
800098 Mounting flute, 8000099Support, 800100Mounting sledge, 800101Mounting sledge,

800102Mounting support, 800108Supporting plate
Fig 11-11 Mounting tools for connecting rod W34-401112 v1
7 Lift the upper big end half with the sledge in the mounting flute.
8 Push the upper big end half carefully against the crankshaft, take care not to damage
the crank pin.
9 Clean the big end lower half carefully.

Lubricate the bearing surface and back side of the bearing shell with oil. Mount the shell, so
that the lug guides in its groove.
NOTE
10 Lift the big end lower half on the sledge.
11 Push the lower big end half carefully against the crankshaft and check that guiding
pins are in right position, take care not to damage the crank pin.
12 Mount the nuts and tighten by hands.
13 Remove the sledge from operating side of the engine.
14 Remove the sledge from the rear side of the engine by opening the nuts.
15 Mount the mounting support 800102 on the upper stud of the crank case cover, see
Fig 11-11.
Tighten the nut.
DBAD281257- 11-15
16 Remove the mounting flute and the supporting plate by opening the nuts.
17 Lift the hydraulic tools 800020 in to the position.
18 Connect the hoses of the hydraulic pump 800053 and proceed with tightening of the
nuts in two steps.
1. Lift the distance sleeve.2.Lift the hydraulic cylinder and screws in a one package in pos.
3.Connect hoses, open valve.4.Tighten the tool assembly, until the piston and cylinder is on
the same level. 5.Close the valve, tighten the tool, pump to required pressure. Tighten the
nuts. Release the pressure slowly. 6. Repeat steps 4, and 5. 7.Open the valve slowly and
remove the tool.
Fig 11-12 Reassembling with hydraulic tools FIG-HYD5A v3
Tightening torques see section 07.3.1.
CAUTION
19 Remove the mounting flute and supporting plate by opening nuts.
20 Mount the piston rings by using the pliers 800001.

If rings are reused, take care not to turn them upside down. The rings should be placed with
gaps located 120° in relation to each other. The marking "TOP" to be upwards.
21 Lubricate the piston and check that the piston rings slide into their grooves.
22 Fasten the lifting tool 800012 to the piston crown by clamping the tool on the piston.
Make sure that the piston ring No.1 gets properly seated in the tools groove.
23 Lift the piston and upper part of connecting rod.

Piston ring locations shown in the table below:
Groove # Marking near the ring gap

I "TOP C95GROOVE I"
II "TOP C86 GROOVE II"
III C 87 or C105 (oil scraper ring)
11-16 DBAD281257-
24 Mount the guiding tool 800017 in the screw hole on the upper part of the connecting
rod, see Fig 11-11.
25 Mount the hydraulic jack 800160 for piston inside the cylinder liner, see Fig 11-6.
26 Rotate the crank pin of the cylinder concerned in the BDC by using turning device.
NOTE
Observe extremely cautiousness if cranking the engine when any part of the
connecting rod is removed.
27 Place the mounting tool 800103 into the cylinder liner.
28 Lower the piston/connecting rod upper part carefully on the hydraulic jack in the
cylinder liner.
29 Turn the lower part (5) of the connecting rod straight upwards.
Mount the shim (2).
30 Rotate the crank pin of the cylinder concerned in the TDC.

.
NOTE
Check that the guiding pins are in the right position.
31 Place the upper part of the connecting rod and the big end, take care not to damage
the studs and threads.
Remove the limiter.
32 Turn the crankshaft counter-clockwise until the nuts can be mounted.
33 Remove the hydraulic tool 800160.
DBAD281257- 11-17
34 Assemble the hydraulic tools, hoses and proceed with tightening of the nuts in two
steps.
1. Lift the distance sleeve.2.Lift the hydraulic cylinder and screws in a one package in pos.
3.Connect hoses, open valve.4.Tighten the tool assembly, until the piston and cylinder is on
the same level. 5.Close the valve, tighten the tool, pump to required pressure. Tighten the
nuts. Release the pressure slowly. 6. Repeat steps 4, and 5. 7.Open the valve slowly and
remove the tool.
Fig 11-13 Reassembling with hydraulic tools FIG-HYD5A v3
Tightening torques see section 07.3.1.
35 Mount the anti-polishing ring.
NOTE
Check that the connecting rod is movable axially after tightening.
11-18 DBAD281257-
Wärtsilä 34SG Engine O&MM 11B. Maintaining the piston
11B. Maintaining the piston
1 2 3
1.Type 1 piston 2.Type 2 piston 3.Type 3 piston
Fig 11B-1 Pistons FIG-321180 v1
Piston type Fastening screws for the crown

Type 1 Four (4) M16 screws
Type 2 Two (2) M22 screws
Type 3 Four (4) M14 screws
The piston assembly must be dismantled:

● to inspect the mating surfaces between piston skirt and piston crown.
● to inspect and clean the cooling oil spaces.
1 2
3 4
1 Combustion space 3 Support surfaces

2 Cooling oil space 4 Running surface
Fig 11B-2 GUID-7388B35A-7C90-450A-A574-8BD3CD1CE51E v1
DBAD281257- 11B-1
11B. Maintaining the piston Wärtsilä 34SG Engine O&MM
NOTE
Clean all the parts carefully. An efficient carbon solvent should preferably be
used to facilitate cleaning of the piston crown.
NOTE
Special care should be taken not to damage the piston surface/material.
CAUTION
Never use emery cloth on the piston skirt nor clean the piston skirt with
chemical cleaning agents because the phosphate/graphite overlay may be
damaged
11B.1 Pistons v1
WS-W32-MAN-11B-PISTONS
The piston assembly must be dismantled for inspection of mating surfaces between piston
skirt and piston crown and for inspection and cleaning of cooling oil spaces.
11B.2 Piston crown
11B.2.1 Visual inspection v2

WS-W32-MAN-11B-PISTONCROWN-VISUALINSPECTION
The combustion space (1) must be checked for corrosion and/or burning marks.
● If marks deeper than 2 mm are found, the piston crown should be replaced.
● If fretting is found on the support surfaces (3), remove high spots carefully using a very
fine oil stone or scraper.
Deposits in the cooling oil space (2) thicker than 0.5 mm is an indication of contaminated
lubricating oil. Such deposit layers can cause overheating of the piston crown. Clean the oil
space carefully.
NOTE
Do not use sharp tools.
11B.2.2 Crack detection test v2

WS-W32-MAN-11B-PISTONCROWN-CRACKDETECTIONTEST
Perform crack detection test on all surfaces by magnetic particle inspection (MPI) method.
Use liquid dye penetrant if MPI equipment is not available.
NOTE
Cracks are not allowed.
CAUTION
Repair welding is not allowed.
11B-2 DBAD281257-
11B.2.3 Measurements v2
WS-W32-MAN-11B-PISTONCROWN-MEASUREMENTS
Piston ring groove

The piston ring groove height must be measured for example with an inside micrometer
according to the Measurement record.
Table 11B-1Measurement record for piston ring groove height
Engine type Measurement record

W32 3211V022
W34SG 3411V023
W32DF 3211V031
32LN 3211V021
Support surfaces
Measurements of the distance between the inner and outer support surfaces must be
maintained according to the measurement record 3211V025GB.
Use tool set 848062 for the measurement.
NOTE
Not valid for the W32 Piston type 1 as it has only an inner support surface.
11B.2.4 Reconditioning v2
WS-W32-MAN-11B-PISTONCROWN-RECONDITIONING
Please contact Wärtsilä for reconditioning of piston crowns.
11B.3 Piston skirt
11B.3.1 Visual inspection v2

WS-W32-MAN-11B-PISTONSKIRT-VISUALINSPECTION
Running surface
The running surface (4) of the skirt is coated with a graphite-phosphate layer.
CAUTION
Cleaning with an emery cloth or other abrasive is not allowed.
● Excessive wear marks and/or scoring/seizure marks on the running surface (4) may
require replacing of the skirt.
Support surfaces
● If fretting or corrosion is found on the support surfaces (3), remove high spots carefully
using a very fine oil stone or scraper.
DBAD281257- 11B-3
11B. Maintaining the piston Wärtsilä 34SG Engine O&MM
11B.3.2 Support surfaces v1

WS-W32-MAN-11B-PISTONSKIRT-SUPPORTSURFACES
Assessment of wear of the support surfaces to be made by measurement of the distance

between the inner and outer support surfaces, see measurement record 3211V025GB.
11B.3.3 Crack detection test v3

WS-W32-MAN-11B-PISTONSKIRT-CRACKDETECTIONTEST
Perform a crack detection test of the entire piston skirt using a liquid dye penetrant.
Special attention must be given to :
● the upper part of the piston skirt
● the gudgeon pin bore with its supports to the upper part
● the circumferential part of the skirt.
1 2 3
1.Type 1 piston 2.Type 2 piston 3.Type 3 piston
Fig 11B-3 Piston skirt FIG-321181 v1
As piston skirts are cast pieces a crack detection test may also give indications for surface
irregularities which are normal in castings. Indications exceeding 5 mm in length should be
examined in detail. If a crack is confirmed, the piston skirt must be replaced.
11B.3.4 Measuring of piston crown and piston skirt v1

WS-W32-MAN-11B-PISTONSKIRT-MEASURINGOFPISTONCROWNANDPISTONSKI
Measurements of the distance between the inner and outer support surfaces must be
measured according to the measurement record 3211V025GB.
11B.3.5 Assembling of pistons (All types) v6

WS-W32-MAN-11B-PISTONSKIRT-ASSEMBLINGOFPISTONSALLTYPES
If the results of the inspection show that the piston can be reused, assemble the same pair
of crown and skirt together again.
NOTE
Do not mix partly worn but reusable crowns and skirts, as the wear on contact
surfaces will be different. A new or reconditioned crown or skirt can be
assembled together with a used skirt or crown in good condition.
For more information on assembling a piston crown to a piston skirt, see chapter 07,
Tightening Torques and use of hydraulic tools.
11B-4 DBAD281257-
NOTE
When mounting a new cylinder liner or honing the old liner, all piston rings must
be replaced by new ones.
DBAD281257- 11B-5
DBAD281257- 11B-6
Wärtsilä 34SG Engine O&MM 12. Cylinder Head with Valves
12. Cylinder Head with Valves
NOTE
Data and dimensions
Material: nodular cast iron
Weight: 430 kg
Water space
- test pressure: 10 bar
Starting air space
- test pressure: 60 bar
The cylinder heads are cast of nodular cast iron. Each head includes two inlet valves, two
exhaust valves, a centrally located, camshaft controlled, gas valve and prechamber. The
cylinder heads are individually tightened to the cylinder liner with four studs and
hydraulically tightened nuts. A metallic gasket seals the cylinder liner to the cylinder head.
The combustion air, exhaust gas and water channels are connected to a common multi-
duct, which is connected to the cylinder head by six screws.
The four screw and box-cone design is a traditional and well proven design for cylinder
heads. The benefit of four screws is not only the ease of maintenance but it also allows the
design of large and correctly designed channels for combustion air and exhaust gases. An
efficient cooling and a rigid design is achieved by the "double deck" design in which the
flame plate is relatively thin and where the mechanical load is transferred to the strong
intermediate deck.
DBAD281257- 12-1
12. Cylinder Head with Valves Wärtsilä 34SG Engine O&MM
2 3 4
1 7
13
12 8 9 10 11
1 Bearing bracket 8 Exhaust valve seat
2 Rocker arm for exhaust valve 9 Exhaust valve
3 Rocker arm for prechamber gas valve 10 Inlet valve
4 Rocker arm for inlet valve 11 Inlet valve seat
5 Yoke for valves 12 Starting valve
6 Cylinder head 13 Prechamber gas inlet pipe
7 Valve rotator
Fig 12-1 Cylinder head assembly W34-401205 v1
The most sensitive areas of the cylinder head are cooled by drilled cooling channels
optimized to distribute the water flow evenly around valves and the centrally located gas
prechamber.
The prechamber is described in chapter 16.
12.1 Functions v1
WS-W34-MAN-12-GENERALDESCRIPTION-FUNCTIONS
The flame plate of the cylinder head is a part of the combustion chamber. During the
combustion, the flame plate is exposed to high pressures and high temperatures.
Combustion air is led from the air receiver through the multiduct and the cylinder head inlet
channel into the cylinder. The air flow is governed by two inlet valves in the flame plate. In a
similar way, the exhaust gas is led from the cylinder through the cylinder head exhaust
channel and the multiduct to the exhaust manifold. The exhaust gas flow is also governed
by two valves.
The centrally located gas prechamber valve is controlled by the camshaft through an own
rocker arm and the main gas valve, located on the multiduct, provides gas into the cylinders
via the air inlet channels.
Each cylinder head is individually cooled by a water flow entering the cylinder head from the
cylinder jacket through one single bore. There are drilled cooling passages to the exhaust
valve seats. The cooling water is collected to a single flow after passing the flame plate and
the seat rings. The cooling water flows out from the cylinder head direct to the multiduct.
Any possible air or gas in the cooling water is vented from the top of the multiduct.
12-2 DBAD281257-
The valve mechanism is lubricated from the lube oil system. The oil is led through a pipe
from the valve tappet guide in the multihousing to the rocker arm bracket. All other flows in
the cylinder head are through drillings.
12.2 Removing and mounting of the cylinder head v1

WS-W34-MAN-12-REMOVINGANDMOUNTINGOFTHECYLINDERHE
12.2.1 Removing of the cylinder head v2

WS-W34-MAN-12-REMOVINGANDMOUNTINGOFTHECYLINDERHE-REMOVINGOFTHECYLINDERHEAD
Procedure
1 Drain the cooling water.
2 Remove the cylinder head cover.
3 Turn the engine until all the valves are closed on the cylinder concerned and remove
the valve rocker arm bracket and the push rods.
4 Remove the fastening screws of the multiduct.
5 Remove the connector of the temperature sensor.
6 Put on the distance sleeves and hydraulic cylinders 800047 and proceed with opening
of cylinder head nuts.
1. Mount the cylinders by hand. 2. Connect hoses, open valve. Tighten cylinders by hand. 3.
Turn the cylinders 180° counter-clockwise. 4. Close valve, rise pressure. 5. Open the nut
about half a turn. 6. Open release valve, remove tool.
Fig 12-2 Dismantling with hydraulic tools FIG-HYD-4B v3
7 Remove the cylinder head nuts.
8 Apply the lifting tool 800026 and lift off the cylinder head.
DBAD281257- 12-3
9 Cover the cylinder opening with a piece of plywood or something similar.
800 026
800026.Lifting tool for cylinder head
Fig 12-3 Lifting of cylinder head W34-401206 v1
12.2.2 General maintenance of the cylinder head v2

WS-W34-MAN-12-REMOVINGANDMOUNTINGOFTHECYLINDERHE-GENERALMAINTENANCEOFTHECYLINDERHEA
General maintenance of the cylinder head includes a thorough visual check, including
water-cooling spaces. Possible scale formation in cooling spaces can disturb the cooling
effect and therefore it has to be cleaned.
Combustion spaces must be inspected carefully for possible wear. The valve seats and the
prechamber should be inspected for possible water leakage and replaced if necessary.
Valve guides should be checked and replaced if worn. O-rings must be replaced with new
ones at every overhaul.
Sealing surfaces between the cylinder head and cylinder liner should be inspected and
reconditioned if necessary.
12.2.3 Mounting the cylinder head screws v2

WS-W34-MAN-12-REMOVINGANDMOUNTINGOFTHECYLINDERHE-MOUNTINGTHECYLINDERHEADSCREWS
Prerequisites
Before mounting the cylinder head, following actions are recommended:
● Change the cylinder head screws, if the maximum pressure is exceeded when applying
the hydraulic tool.
● Change the O-rings (48) at every piston overhaul, see Fig 12-4.
● When corrosion pits with a depth of less than 0.1mm is found, grind/polish away the pits
with a small hand grinder. If corrosion is deeper than 0.1mm, then change the screw.
12-4 DBAD281257-
NOTE
Corrosion depth in threads can be hard to determine, therefor it is
recommended to change the screws, whenever in doubt.
Procedure
1 Lubricate the threads of the screw with a thin layer of Rustban 326 or corresponding.
2 Mount the screw and tighten to specified torque, see section 07.3.1.
3 Fill the compartment between screw and engine block with Mobilarma 524 or
corresponding corrosion protection agent.
Leave about 2 mm space between O-ring and corrosion protection.
4 Mount the O-rings (48).
48
Mobilarma 524
Rustban 326
48.O-rings
Fig 12-4 Mounting of cylinder head screws W34-501227 v1
12.2.4 Mounting the cylinder head v4

WS-W34-MAN-12-REMOVINGANDMOUNTINGOFTHECYLINDERHE-MOUNTINGOFTHECYLINDERHEAD
Prerequisites
Before mounting:
● Clean the sealing surfaces.
● Replace the cylinder head gaskets and the multiduct gaskets with new ones.
CAUTION
If the gaskets are not renewed, water may leak into the cylinder.
DBAD281257- 12-5
● Replace the following O-rings with new ones:

○ Cooling water jacket O-rings
○ Push rod protecting pipes O-rings
○ Sliding connections O-rings
Lubricate the O-rings with a silicone-based grease or water soap solution. A mineral-
oilbased grease damages the cooling water jacket O-rings.
Procedure
1 Connect the lifting tool 800026 to the cylinder head.
2 Mount the cylinder head.
CAUTION
Check that the multiduct and cylinder head sealing surfaces are aligned.
Incorrect alignment may cause water leakage into the cylinder.
3 Mount the cylinder head nuts.
4 Put on the distance sleeves, mount the hydraulic cylinders 800047 and tighten the
cylinder head nuts.
Tightening in two steps is recommended.
1. Mount the nuts, attach the distance sleeve. Mount the cylinders by hand. 2. Connect
hoses, open valve. 3.Tighten the cylinders by hand. 4. Close the valve and pump pressure
to the stated value. 5. Turn the nuts until close contact to face. 6. Open the valve. 7. Repeat
steps 4, 5 and 6. 8. Remove the tool set.
Fig 12-5 Reassembling with hydraulic tools FIG-HYD-4B v3
5 Connect the multiduct and tighten the screws to the torque given in section 07.1.
6 Insert push rod protecting pipes.
7 Connect the cables to the temperature connection box.
8 Insert push rods and the rocker arm bracket.

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

See chapter 06 for clearances.
12-6 DBAD281257-
10 Mount the cylinder head cover and tighten the screws.
11 Mount the cover plate and ignition coil.
CAUTION
The ignition coil extension must be kept totally dry and clean, that is, even a
possible oil film must be cleaned off.
Postrequisites
Before starting the engine, fill the engine cooling water system.
12.2.5 Adjusting the valve clearance and the yoke v2

WS-W34-MAN-12-REMOVINGANDMOUNTINGOFTHECYLINDERHE-ADJUSTINGTHEVALVECLEARANCEANDTHEYO
Procedure
1 Turn the crankshaft to TDC at ignition for the cylinder concerned.
2 Loosen the counter nuts of the adjusting screws on the rocker arm (2) as well as on
the yoke (4), and turn the adjusting screws in counter-clockwise direction to provide
ample clearance.
3 Press the fixed end of the yoke against the valve stem.
Adjust the screw (3) until it touches the valve end and note the position of the spanner (pos.
a). Now press down the fixed end. Keep on adjusting while the yoke tilts, until the guide
clearance appears on the fixed end and the yoke starts lifting off the valve stem. Note the
position of the spanner (b).
4 Turn the adjusting screw counter-clockwise to the middle position between "a" and
"b", i.e. "c", and lock the counter nut of the adjusting screw.
5 Put a feeler gauge corresponding to the valve clearance between the surface of the
yoke and the shoe at the rocker arm.
Tighten the adjusting screw (1) until the feeler gauge can be moved to and fro only with
slight force. Hold the adjusting screw and tighten the counter nut. Check that the clearance
has not changed while tightening.
DBAD281257- 12-7
1
2
3
4
a b c
1.Adjusting screw for rocker arm 2.Counter nut 3.Adjusting screw for valve yoke 4.Counter
nut
Fig 12-6 Adjusting the valve clearance W34-401203 v1
12.2.6 Adjusting the pcc valve clearance v2

WS-W34-MAN-12-REMOVINGANDMOUNTINGOFTHECYLINDERHE-ADJUSTINGTHEPCCVALVECLEARANCE
Procedure
1 Turn the crankshaft to TDC at ignition for the cylinder concerned.
2 Loosen the counter nuts of the adjusting screws on the prechamber rocker arm (2) ,
and turn the adjusting screws in counter-clockwise direction to provide ample
clearance.
3 Put a feeler gauge corresponding to the valve clearance between the surface of the
valve stem and the adjusting screw (1) at the rocker arm.
Tighten the screw until the feeler gauge can be moved to and fro only with slight force. Hold
the adjusting screw and tighten the counter nut. Check that the clearance has not changed
while tightening.
12-8 DBAD281257-
1
2
1.Adjusting screw for prechamber rocker arm 2.Counter nut
Fig 12-7 Adjusting the prechamber valve clearance W34-401207 v1
12.3 Exhaust valves, inlet valves and seat rings v2

WS-W34-MAN-12-EXHAUSTANDINLETVALVESANDSEATRINGS
NOTE
Data and dimensions
Material: High quality steel
Diameter
- inlet valve: 112 mm
- exhaust valve: 107 mm
Valve seat ring
Material: High quality steel
Angle
- inlet seat: 20°
- exhaust seat 40°
The cylinder head has four valves, two inlet valves and two exhaust valves. The inlet valves
are bigger than the exhaust valves.
The valves move in cast iron guides which are press fitted in the cylinder head and can be
replaced. The valve guides have an O-ring (sealing against the valve stem) which is located
at the top of the guide bore.
The valves are provided with one valve spring per valve and valve rotating devices or valve
spring retainers.
Valve seat rings are fitted in the cylinder head for both inlet and exhaust valves. The exhaust
valve seat rings are cooled and provided with an O-ring.
12.3.1 Dismantling inlet and exhaust valves v6

GUID-14B2B3C7-034C-4616-B2CE-4B74C1B22374
Prerequisites
Remove:
● Cylinder head
● Prechamber
● Rocker arm assembly
DBAD281257- 12-9
Procedure
1 Mount the compression tool (3) into position.

Tighten the compression tool with two nuts to the cylinder head.
1 Wing nut 3 Compression tool for valves

2 Hydraulic jack 4 Nut
Fig 12-8 Tool assembly for dismantling the valves GUID-BE395386-6960-4720-B59F-6AF89D60CF37 v2
2 Mount the hydraulic jack (2) onto the compression tool, and tighten the nut (1) by
hand.
Leave an approximately 40-mm distance between the jack and the nut to allow the springs
to expand.
3 Connect the hoses between the hydraulic pump and the hydraulic jack.
NOTE
Some hydraulic pump types have a separate oil return hose. Follow the
instructions delivered with the pump.
4 Remove the valve cotters, valve rotators and springs.
a Close the pump valve, and increase the pressure to compress the springsenough
to remove the valve cotters.
b Knock at the centre of the valve discs with a soft piece of wood or a plastic
hammer.
This loosens the valve cotters for removal.
12-10 DBAD281257-
c Open the pressure release valve on the pump slightly to unload the valve springs
slowly.
CAUTION
Ensure that the springs are released before removing the tool set.
d Loosen the nut by hand, and remove the hydraulic jack and the compression tool.
e Remove the valve rotators and the springs.
f Keep each set of valve cotters, valve rotators and springs separate.
CAUTION
Do not damage the spring coating.
5 Mark the valves and other components so that they can be remounted into the same
positions.
NOTE
Mark the valves with a felt marker only.
1 6
2 5
A D
3 4
B C
1 Air in 4 Exhaust valve marked C

2 Inlet valve marked A 5 Exhaust valve marked D
3 Inlet valve marked B 6 Exhaust out
Fig 12-9 Marking the valves (view from the underside) GUID-F435D011-E6A8-4540-B551-11AD69492436 v3
DBAD281257- 12-11
12.3.2 Checking and reconditioning the valves and seats v4

WS-W34-MAN-12-EXHAUSTANDINLETVALVESANDSEATRINGS-CHECKINGANDRECONDITIONINGOFVALVESA
Procedure
1 Clean the valves, seats, ducts, guides and underside of the cylinder head.
NOTE
No scratches or notches are allowed on the valve surfaces, especially on the
area marked with an "A" in Fig 12-10.
2 Measure the burn-off (Z) on the valve disc, minimum seat face inner diameter (X) and
the minimum and nominal values (Y).
Compare all measured values against the specified values in Table 12-1. If the values
exceed these limits, replace the valve.
1
y z
1 Burn-off area
Fig 12-10 Valve disc dimensions and burn-off area GUID-BA40CF2A-B23F-4B0E-99F4-9FDBD686719E v3
Table 12-1 Valve limit values
Inlet valve Exhaust valve

X Minimum seat face inner diameter 87 mm 82 mm
Y Nominal edge thickness 10.6 mm 8.8 mm
Minimum edge thickness 10.1 mm 7.8 mm
Z Maximum burn-off 2.0 mm 2.0 mm
3 Reconditioning of the inlet valve and the inlet valve seat ring can be done by grinding
or machining.
If there is only slight pitting, lapping is adequate. See section 12.3.4 for machine grinding
the valves and seats.
4 Reconditioning of the exhaust valve and the exhaust valve seat ring can be done by
grinding or machining.
If the sealing faces are bright or if there is a coherent sealing face, grinding is not necessary.
See section 12.3.4 for machine grinding the valves and seats.
12-12 DBAD281257-
NOTE
If blow-by has occurred, the O-ring for the corresponding valve seat ring must
be changed.
5 Before grinding, check the valve stem clearance by measuring the stem and guide.
Change the worn parts if wear limits have exceeded.
6 Press out the valve guide using tool 800126, if necessary.
7 Check the bore in the cylinder head.
8 Refit the valve guide.

When refitting,
● Cooling with liquid nitrogen is recommended.
● Pressing in with oil lubrication is also acceptable.
9 After fitting in, check the guide bore and calibrate, if necessary.
12.3.3 Lapping inlet valves v3

WS-W34-MAN-12-EXHAUSTANDINLETVALVESANDSEATRINGS-LAPPINGOFINLETVALVES
Prerequisites
NOTE
If there are signs of pitting on the sealing faces of the inlet valve, lap them by
hand.
Procedure
1 Fit the turning tool to the valve.
2 Apply a thin layer of lapping compound to the sealing surface of the valve.
Use No.1 for coarse lapping and No.3 for fine lapping.
3 Rotate the valve to and fro in the valve seat with the turning tool 800028.
While lapping, lift the valve from the seat periodically.
NOTE
Lap the valve surface removing minimum material. It is not necessary to lap all
pits.
4 After lapping, clean the valve and the seat.
12.3.4 Machine-grinding valves and seat rings v6

GUID-33D1C67E-65AB-48F5-9F5B-3CE49767CDEB
NOTE
Use the special tools available from Wärtsilä Services. For more information
about grinding, see the instructions delivered with the tools.
DBAD281257- 12-13
NOTE
The valves and the seat rings can only be machined until the allowable
diameters are reached. After the limits have been exceeded, replace the valves
and seat rings.
Procedure
1 Grind the inlet valves and seat rings.
z1
z x1
X. Inlet valve minimum allowable diameter Z1. Inlet valve seat angle
Z. Inlet valve angle X1. Inlet valve seat allowable diameter
Fig 12-11 Inlet valve and seat ring GUID-FF9B2EDA-136F-46C2-A394-CEBBF39CC05E v2
Table 12-2 Inlet valve and seat ring measurement
Component Allowable diameter Angle [ ° ]

[mm]
Max Min
Inlet valve 87 20.10 20.00
Inlet valve seat ring 113 19.90 19.70
12-14 DBAD281257-
2 Grind the exhaust valves and seat rings.
z1
x1
z
X. Exhaust valve minimum allowable Z1. Exhaust valve seat angle

diameter X1. Exhaust valve seat allowable diameter
Z. Exhaust valve angle
Fig 12-12 Exhaust valve and seat ring GUID-B637862B-6C33-4B52-BE4D-8A148E6A54C3 v1
Table 12-3 Exhaust valve and seat ring measurement
Component Allowable diameter Angle [ ° ]

[mm]
Max Min
Exhaust valve 82 40.20 40.10
Exhaust valve seat ring 110 40.05 39.95
12.3.5 Change of seat ring v1

WS-W34-MAN-12-EXHAUSTANDINLETVALVESANDSEATRINGS-CHANGEOFSEATRING
12.3.5.1 Removal of the old ring v3

WS-W34-MAN-12-EXHAUSTANDINLETVALVESANDSEATRINGS-CHANGEOFSEATRING-REMOVALOFTHEOLDRING
Prerequisites
The exhaust seat ring can most conveniently be removed hydraulically by using tool
800110, which can be ordered from the engine manufacturer. In case the special tool is not
available a scrapped valve can be used.
Procedure
1 Fit a scrapped valve to the seat and weld it to the seat by means of electric beam
welding.
Preferably the valve disc should be machined to a diameter 95-100 mm to get a better
welding.
2 Press or knock out the ring but be careful not to damage the valve guide.
DBAD281257- 12-15
12.3.5.2 Fitting the inlet valve seat rings v4

GUID-F0E65827-7A36-49A2-86E1-305C7EBEEB84
Prerequisites
CAUTION
Wear low-temperature-resistant gloves and safety glasses when handling deep-
frozen engine parts. Note the safety measures for liquid nitrogen given by the
supplier.
Procedure
1 Clean the valve seat bores in the cylinder head.
a Clean the surface gently with a grit 400 or finer emery cloth.
b Clean the surface with solvent.
2 Measure the valve seat bores.

Check the diameter in two directions at two heights and compare the diameters with
nominal dimensions.
NOTE
If there are scratches, corrosion marks or the diameter is outside tolerance,
recondition the valve bores.
3 Fit a new inlet valve seat ring.
a Cool the inlet valve seat ring in liquid nitrogen.
b Insert the valve seat ring by pressing in with a guided arbor or using an inlet valve.
Knock on the inlet valve using a plastic hammer until the seat ring is correctly seated.
4 When the cylinder head has reached the required room temperature, check the
eccentricity of the sealing face in relation to the valve guide.
If it exceeds 0.1 mm, grind the seat surface in a seat grinding machine.
12.3.5.3 Fitting the exhaust valve seat rings v6

GUID-481DADFE-312E-452E-B390-59F9C3ABC186
Prerequisites
● Check the condition of the valve guide.
CAUTION
Use protective gloves when handling hot and cold engine parts.
12-16 DBAD281257-
1 O-ring
2 Exhaust valve seat ring
Fig 12-13 Exhaust valve seat ring GUID-D9D8EEBD-53BE-4311-8345-5AAD6AFD0694 v2
Procedure
1 Clean the cylinder head bore.
a Clean the surface gently with a grit 400 or finer emery cloth.
b Clean the surface with Loctite 7063 cleaning spray.
2 Measure the valve seat bores.

Check the diameter in two directions at two heights and compare the diameters with
nominal dimensions.
NOTE
If there are scratches, corrosion marks or the diameter is outside tolerance,
recondition the valve bores.
3 Heat the cylinder head slowly and equally up to 90°C–100°C.

Heat the cylinder head with a gas burner, or place it in a closed box and heat it with steam.
NOTE
It is important that the entire cylinder head is heated, not only the seat bore.
4 Cool the exhaust valve seat ring in a deep freezer unit to -18°C.
5 Lubricate the cylinder head seat bore.
a Lubricate the cylinder head lower bore (1) and chamfer using water-soap solution
or Molykote 55 O-ring grease.
NOTE
The soap used in water-soap solution should have a pH ~7 and a mixture ratio
~1:2.
DBAD281257- 12-17
b Apply a thin smooth layer of Loctite 620 locking compound to the cylinder head
upper bore (2).
Be careful not to apply the compound to the lower bore (1) where the O-ring fits.
1 2
1 Lower bore
2 Upper bore
Fig 12-14 Cylinder head bores FIG-401212 v4
6 Clean the exhaust valve seat larger diameter with Loctite 7063.
7 Mount the O-ring into the exhaust valve seat O-ring groove.
8 Fit the exhaust valve seat ring in the cylinder head seat bore using one of the two
methods:
● Put the valve seat ring into a guiding bush and press in the seat with a guided arbor. It
can also be mounted by placing the valve seat ring onto the mounting tool and
immediately into the valve seat bore.
● Insert the valve seat ring using an old scrapped exhaust valve. Knock on the valve using
a plastic hammer until the seat ring is correctly seated.
NOTE
Mount the exhaust valve seat ring carefully, so that the seat ring seats correctly
and the O-ring is not damaged.
9 When the cylinder head has reached the required room temperature, check the
eccentricity of the sealing face in relation to the valve guide.
If it exceeds 0.1 mm, grind the seat surface in a seat grinding machine.
10 Pressure test the cylinder head water side with the pressure test tool.
a Connect the flange (2) to the cylinder head.
b Fill up the cylinder head with hot water.
c Connect the pressure testing flange (1) to the cylinder head.
d Connect the hose from the water pump to the pressure testing flange.
e Test the cylinder head with a test pressure of 10 bar for 15 minutes.
Check for leakages.
12-18 DBAD281257-
f Remove the pressure testing devices.
1 Pressure testing flange

2 Flange
Fig 12-15 Pressure testing the cylinder head GUID-F7FCD10A-7690-4DEB-AAAE-A99806FE222D v1
12.3.6 Reassembling of the engine valves v3

WS-W34-MAN-12-EXHAUSTANDINLETVALVESANDSEATRINGS-REASSEMBLINGOFTHEENGINEVALVES
Procedure
1 Check the valve springs for cracks, corrosion or wear marks, and if any, replace the
springs by new ones.
2 Put new seal rings in the valve guides.
3 Lubricate the valve stems with engine oil.
4 Put in the valves and check for free movement.
5 Put on the springs and rotators.

Replace the valve rotators if they are worn or damaged.
6 Compress the springs with the tool set.
7 Put in the valve cotters and unload the springs.
8 Check that the valve cotters fit properly.
9 Check function of the valve rotators by putting a mark on the valve disc and a
corresponding mark on the cylinder head.
Hit gently on the valve stem by using a non-recoiling hammer to check the rotation.
DBAD281257- 12-19
DBAD281257- 12-20
Wärtsilä 34SG Engine O&MM 12A. Testing the cylinder tightness
12A. Testing the cylinder tightness

Prerequisites
A tool can be used to control the cylinder and valve tightness.
NOTE
Test the cylinder tightness immediately after the engine has stopped.
Procedure
1 Turn the piston to ignition TDC (all valves closed) for the cylinder concerned.
12A.1 Connecting the tool for Wärtsilä 34SG v8

WS-W20-MAN-12A-TESTING-CONNECTINGOFTHETOOLFORWARTSILA34SG
Procedure
1 Remove the cover plate, ignition coil and the spark plug extension and other
necessary components.
See section 12.2.
2 Remove the spark plug.
3 Mount the distance sleeve with sealing ring to the spark plug connection
4 Tighten the distance sleeve to stated torque.
5 Connect the pressure gauge and valve assembly to the distance sleeve.
DBAD281257- 12A-1
12A. Testing the cylinder tightness Wärtsilä 34SG Engine O&MM
6 Measure the cylinder tightness.
WÄRTSILÄ 20, 848020

WÄRTSILÄ 32, 800064
VASA 32, 848020 WÄRTSILÄ 34SG, 848020 WÄRTSILÄ 32DF, 848020
5 5 5
4 4 6 4 6
6
3 7 3 7 3 7
2 8 2 8 2 8
1 9 1 9 1 9
0 10 0 10 0 10
848 052
848 052
848 061
Fig 12A-1 Testing the cylinder tightness FIG-321260 v1
12A.2 Measurement v5
WS-W20-MAN-12A-TESTING-MEASUREMENT
Prerequisites
During the test:
● Keep the prelubricating pump running.
● Keep the turning gear engaged.
Procedure
1 Connect air to the tool with a pressure of 6 bar.
2 Open the valve on the tool.
3 Close the valve.
4 Measure the time (in seconds) it takes for the pressure to drop to 0.5 bar .
12A-2 DBAD281257-
● If the pressure from the beginning was 6 bar and it takes more than 10 seconds for the
pressure to drop to 0.5 bar, the result is acceptable.
● If the pressure drops directly to 0 bar, it is possible that one or more valves are sticking
or the valve(s) are burnt.
A sticking valve will be indicated by the immobility of the valve when the engine is
turned.
A burnt valve can normally be seen from the exhaust temperature. If the valve clearance
is zero, it will also cause a direct pressure drop.
● Carbon particles that were trapped between the valve and the seat when the engine was
stopped, could also prevent the valve from closing properly thus causing a direct
pressure drop. If this is suspected, the engine should be run for a few minutes and the
test repeated.
● If a blow-by between the cylinder liner and piston is suspected e.g. due to the fast
fouling of filters or high crankcase pressure, it is best to test all the cylinders and
compare the readings.
For example: From a six cylinder engine you get a serial: 12, 17, 15, 4, 19 and 18
seconds.
This shows that cylinder No. 4 is the one where blow-by is to be suspected.
This conclusion can be verified by listening for leaking sounds inside crankcase during
testing.
● If time restrictions only allow the overhaul of one piston, the piston of the cylinder with
the worst blow-by should be dismantled and inspected. The result of the inspection will
give some indication of the general engine condition.
● When testing the cylinder after an overhaul, a rapid pressure drop can be observed. This
is because the pistons have not been run-in.
● In general, the location of leakage can be found by listening when the air valve is open.
NOTE
The general condition of an engine is indicated with the test device, but the
operation data records are more important. Overhaul the engine at the
recommended intervals; do not wait until a test such as this indicates a fault.
DBAD281257- 12A-3
DBAD281257- 12A-4
Wärtsilä 34SG Engine O&MM 13. Camshaft driving gear
13. Camshaft driving gear

The crankshaft drives the camshaft through a gearing system. The gearing consists of a
gear wheel ring (1), which is split and fixed to a flange on the crankshaft by axial screws,
two intermediate gears (2 and 5) and a camshaft driving gear (3).
4
3
2 5
1 6
1 Gear wheel for crankshaft 4 Camshaft

2 Bigger intermediate gear wheel for 5 Smaller intermediate gear wheel for
camshaft drive camshaft drive
3 Drive gear for camshaft 6 Crankshaft
Fig 13-1 Camshaft driving gear (clockwise rotating engine) GUID-C7E6A1E4-2E8F-49F1-8FE2-092BD7CED375 v2
The bearing pieces of the intermediate wheels are journalled in the engine block. See Fig
13-2. The camshaft driving wheel (1) is fixed between the camshaft extension piece (33) and
the extension piece (7). On the A-bank, the bearing piece (10) includes grooves for the
phase sensors connected to the ignition control system.
The camshaft rotates at half the engine speed in the same direction as the engine.
DBAD281257- 13-1
13. Camshaft driving gear Wärtsilä 34SG Engine O&MM
1 39 2 3 4
5
33 6
34
8
9
7 10
35
32
11
31 12
30 13
14
29 15
16
37 36
28
17
27 18
26 19
20
25 21
24
23
22
38
1 Gear wheel for camshaft 21 O-ring

2 Cylindrical pin 22 Crankshaft
3 Screw 23 Reduction nipple
4 Bearing cover 24 Screw
5 Screw 25 Gear wheel for crankshaft
6 Cover 26 Stud
7 Bearing piece 27 Bearing piece
8 Stud 28 Bearing piece
9 Round nut 29 Bearing piece
10 Bearing piece (including grooves for the 30 Small intermediate gear
phase sensors on the A-bank) 31 Guiding pin
11 Plug hexagon socket 32 Gear wheel
12 O-ring 33 Bearing piece
13 Cover 34 Screw
14 Hexagon socket screw 35 Thrust bearing
15 Cover 36 Bolt
16 Hexagon socket screw 37 Bearing bushes
17 Tightening nut 38 Screw
18 O-ring 39 Guiding pin
19 Thrust bearing
20 Plug hexagon socket
Fig 13-2 Camshaft driving gear GUID-62033ADF-386C-4940-8E04-2C9CA65F3C19 v2
13-2 DBAD281257-
13.1 Intermediate gears and camshaft gear v3

WS-W34-MAN-13-INTERMEDIATEGEARSANDCAMSHAFTGEAR
The intermediate gear wheels are case hardened. The wheels have a common shaft and are
fixed to each other with a friction connection.
The bearings are lubricated through bores in the engine block and the gear wheels are
lubricated and cooled by the lubricating oil nozzles.
CAUTION
If the valve timing is incorrect, or if one of the gear wheel connections is loose,
the valves and the pistons may come in contact with each other. This may
cause serious damage to the engine.
13.1.1 Maintaining the camshaft gearing v2

WS-W34-MAN-13-INTERMEDIATEGEARSANDCAMSHAFTGEAR-MAINTENANCEOFCAMSHAFTGEARING
Check the condition of the gears at regular intervals. Measure the tooth backlash and
bearing clearances, see Adjustments, Clearances and Wear Limits. Early detection of any
tooth defect can prevent serious damage to the engine.
13.1.2 Checking and adjusting valve timing v2

GUID-808B8562-06B4-4F61-8E66-8A293D999B80
The valve timing can be adjusted in two ways:

● by changing the relative position between the camshaft gear and the camshaft
● by changing the relative position between the intermediate gear wheels.
NOTE
It is recommended to adjust the valve timing with the camshaft gear wheel.
NOTE
The valve timing is checked at scavenging TDC of the concerned cylinder.
The inlet valve opening must be 3.25 mm at the scavenging TDC of the piston, when the
valve clearance has been correctly adjusted to 0.4 mm.
If the position of the camshaft needs to be changed, it is done in relation to the crankshaft.
If the camshaft timing has to be reset after a major overhaul, before assembling the rocker
arm brackets and push rods the camshaft must first be turned to correct position according
to section 13.1.2.1.
13.1.2.1 Basic adjustment of cam timing v9

WS-W34-MAN-13-INTERMEDIATEGEARSANDCAMSHAFTGEAR-BASICADJUSTMENTOFVALVETIMING
Turn the camshaft to correct position on both banks before assembling the rocker arm
brackets and push rods.
This is done by measuring the cam lift. Turn the camshaft so that the cam lift on the valve
lifter is 2.45 mm at the piston scavenging TDC.
DBAD281257- 13-3
CAUTION
To avoid scratches on the cams, oil the cams before rotating the engine.
Procedure
1 Ensure that the push rods or rocker arm brackets are not installed.
2 Release the tappet, if locked in upper position.
3 Place a dial gauge with feeler pin pointed into the inlet valve tappet of cylinder A1.
Use a pin that is big enough to stay at the centre of the tappet. Observe that the tappet
inclination is 7° with respect to the engine block.
o
7
1 Dial gauge
2 Valve lifter housing
3 Valve tappet
Fig 13-3 Measuring the cam lift GUID-1C6FFDAB-8FC7-452E-A6D8-23D94ABF7B9B v2
4 Turn the engine until the cylinder A1 inlet valve tappet roller is on the base circle of
the camshaft lobe.
Set the dial gauge reading to zero.
5 Turn the camshaft in the rotational direction of the engine until the gauge reading is
2.45 mm.
6 Turn the crankshaft in the rotational direction of the engine to TDC of cylinder A1. The
reading must be 0o on the A-bank flywheel scale.
Use the turning gear hand wheel for the final tuning. Ensure that the camshaft is not moving
and the lift is 2.45 mm when the crankshaft is at A1 TDC. The crankshaft must be turned in
the rotational direction of the engine.
7 Tighten the camshaft or intermediate gear nut to stated pressure/torque.

Reassemble according the instructions in section 07.3.1.
Ensure that the pulse signal plate is in accordance with Fig 13.1.2.3
13-4 DBAD281257-
8 Turn the engine until the cylinder B1 inlet valve tappet roller is on the base circle of
the camshaft lobe.
Set the dial gauge reading to zero.
9 Turn the camshaft in the rotational direction of the engine until the gauge reading is
2.45 mm.
10 Turn the crankshaft in the rotational direction of the engine to TDC of cylinder B1. The
reading must be 0o on the B-bank flywheel scale.
Ensure that the camshaft is not moving and the lift is 2.45 mm when the crankshaft is at B1
TDC. The crankshaft must be turned in the rotational direction of the engine. Use the
turning gear hand wheel for the final tuning.
11 Tighten the camshaft or intermediate gear nut to stated pressure/torque.
12 Reassemble according to the assembly instructions in section 13.1.2.3.

Ensure that the pulse signal plate is in accordance with Fig 13-4.
Postrequisites
Check the valve timing when the engine is assembled, and do a final valve timing
adjustment, if needed.
13.1.2.2 Checking the valve timing v6

GUID-3473DAC4-A815-452D-8268-B1A0C0A77B36
CAUTION
To avoid scratches on the surface of the cam, oil the cams before rotating the
engine.
Procedure
1 Remove the cylinder head covers on cylinders A1 and B1.

Check and adjust the inlet valve clearance to 0.4 mm according to section 12.2.5.
2 Place a dial gauge with the feeler pin set into the inlet valve rotator of cylinder A1 to
measure the inlet valve lift.
3 Turn the crankshaft to about 70º before scavenging TDC on cylinder A1, that is, to the
flywheel scale reading of 290º.
The movement of the dial gauge stops as the tappet roller touches the base circle of the
cam.
4 Set the dial gauge reading to zero.
5 Turn the crankshaft in the rotation direction of the engine until the gauge reading is
3.25 mm.
NOTE
Use the hand wheel of the turning device to do the final tuning.
NOTE
The crankshaft must be turned in the rotation direction of the engine to get the
intermediate gear wheel backlash shut when checking the camshaft timing.
DBAD281257- 13-5
6 Check that the flywheel is at TDC for cylinder A1.

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

Note the separate scale on the flywheel for the B-bank.
13.1.2.3 Adjusting the valve timing v7

GUID-6ECE7645-A628-43FF-80A4-840456BBE0D1
To adjust the valve timing, do the following directly after checking the timing without
removing the dial gauge (see Fig 13-2):
Procedure
1 Unscrew the cover fastening screws (5). Remove the camshaft end cover (6).
2 Loosen the hydraulically tightened M56 nut (9).

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

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

, by tightening the hydraulic M56 nut (9) to the stated pressure. See section 07.3.1. Before
re-tightening check the position of the A-bank bearing disc including the phase indicator
plate. Ensure that the bearing piece (10) is not rotating with the nut.
5 Turn the flywheel against the rotational direction of the engine to about 70° before the
TDC so that the roller tappet is on the base circle of the cam.
Check the dial gauge reading and set it to zero. Turn the flywheel to the TDC in the
rotational direction of the engine and check that the gauge reading is 3.25 mm. If the
deviation exceeds 0.1 mm, the valve timing adjustment procedure should be repeated.
CAUTION
Turn the engine with the gear wheel connection loosened, no more than 5 º is
allowed when adjusting the valve timing. There is a great risk that the pistons
and valves may come in contact with each other.
13-6 DBAD281257-
6 Before assembly, replace the O-rings.
1 Phase indicator plate position at cylinder A1 scavenging TDC.
Fig 13-4 Phase indicator plate GUID-49ED4ED1-9FF9-4453-8E67-AFD42BBB1089 v1
7 Mount the camshaft end cover (6).
13.1.3 Removing camshaft gear v2

GUID-76A30251-EBC4-461A-AA9C-D6B825CE122C
Refer to Fig 13-2.
Procedure
1 Remove the gear covers and camshaft end cover.
2 Open the screws (5), loosen the cables to the phase sensors (A-bank only) and
remove the end cover (6).
3 Open and the hydraulic nut (9) and remove the bolt (8).
4 Open the screws (3) and remove the cover (4).
DBAD281257- 13-7
5 Remove the camshaft thrust bearing piece (10) and the thrust bearing (35).
NOTE
For correct ignition timing, the bearing piece (10) at the A-bank must be
reinstalled in the same position as it was before dismounting it.
6 Open the screws and remove the sleeve and lubricating oil pipe from the engine
block.
7 Mount the lifting tool for the camshaft gear wheel (1).
8 Remove the bearing piece (7).
9 Remove the camshaft gear wheel (1).
13.1.4 Removing intermediate gears v2

GUID-E4B9570C-53E4-481C-9022-6FA751F3DF76
Refer to Fig 13-2.
Procedure
1 Loosen each of the bolts (36) in a circular order by approximately 45o on the first
round
See figure Loosening the intermediate gear connection.
m
ax
.4
5o
90
o
1 1
8 2 8 2
7 3 7 3
6 4 6 4
5 5
Fig 13-5 Loosening the intermediate gear connection GUID-F17C16C3-3618-466E-BBB6-AE52A1C1A59C v2
2 Loosen every bolt in a circular order by 90o.

Repeat until the bolts can be freely removed.
3 Remove the tightening nut (17) and the stud (26) using the tool 800114.
The locking screw of the tool has left-hand threads.
NOTE
When using the stud mounting tool 800114, the larger hexagon 36 key grip must
be used to remove or tighten to torque. The left-hand hexagon 30 screw is only
for locking the tool onto the stud. The tool will break if smaller nut is used to
loosen.
13-8 DBAD281257-
4 Unscrew the fastening screws (14) and remove the cover (13).
Remove the O-rings (12) and (21).
CAUTION
Before removing the screws (14) and cover (13), ensure that the gear wheels (32)
and (30) are supported with a suitable tool. Otherwise, there is a great risk of
damaging the gear wheels or related components.
5 Remove the bearing piece (29), thrust bearing (19) and the small intermediate gear
wheel (30).
6 Remove the big intermediate gear wheel (32) and bearing piece (27).
13.1.5 Mounting the intermediate gear v2

GUID-A6DED519-C1B1-4BAF-8E24-952D4BBF994F
See Fig 13-2.
Procedure
1 Lubricate the bearing bushes (37).

2 Lift the bearing piece (27) into position.
3 Lift the big intermediate gear wheel (32) onto the collar of the bearing piece.
4 Insert the small intermediate gear wheel (30) onto the collar of the big intermediate
gear wheel.
5 Mount the thrust bearing (19) and the bearing piece (29).
6 Screw the bolt (26) using the tool 800114.
a Tighten the bolt to the required value, see chapter 07 Tightening Torques and Use
of Hydraulic Tools.
NOTE
The locking screw of the tool has left-hand threads.
NOTE
When using the stud mounting tool 800114, the larger hexagon 36 key grip must
be used to remove or tighten to torque. The left-hand hexagon 30 screw is only
for locking the tool onto the stud. The tool will break if smaller nut is used to
loosen.
b Remove the tool.

7 Clean the main thread and contact areas of the tightening nut (17) with suitable anti-
seize lubricant.
8 Tighten the nut firmly so that the faces of the gear wheels and bearing pieces are in
touch with each other.
9 Loosen the nut by ¼ turns (90o).
The gap between the washer and nut should be approximately 1-2 mm.
10 Hand-tighten the four jackbolts (36) crosswise so that the clearance between the
washer and the bolt remains the same at all sides.
See figure Tightening cross-wise.
DBAD281257- 13-9
3 4
Fig 13-6 Tightening cross-wise GUID-F6B18E2F-ED97-4488-8831-00192B596EEF v2
11 Tighten the jackbolts to 50% of the recommended jackbolt torque in crosswise order.
12 Tighten the jackbolts to 100% of the recommended jackbolt torque in crosswise

order.
13 Tighten the jackbolts to 100% of the recommended jackbolt torque in circular order.
Repeat at least four times, or as many times to ensure that the torque wrench movement is
less than 20° in all jackbolts.
20 o
1
8 2
7 3
6 4
5
Fig 13-7 Tightening in circular order GUID-1F304025-D1D4-4519-9855-84B6F7F60DAA v2
14 Mount the cover (13) and replace the O-rings (12) and (21) with new ones.
15 Measure backlash and axial clearance, see chapter 06 Adjustments, Clearances and
Wear Limits.
16 Mount the cover (15) and replace the O-rings with new ones.
Tighten the screws (16) to the stated torque.
13-10 DBAD281257-
13.1.6 Mounting the camshaft gear v4

GUID-60769F3D-ACF1-4256-A0EB-7902C5E64F35
See Fig 13-2.
Procedure
1 Insert the extension piece (33) and tighten the screws to stated torque.
2 Lift the camshaft gear wheel (1) into position.
3 Insert the extension piece (7).
4 Mount the thrust bearing (35) and the camshaft bearing piece (10).
CAUTION
To ensure correct ignition timing, the bearing piece (10) on the A-bank must be
mounted in the same position as was before.
5 Screw the bolt (8) and tighten to stated torque.
6 Mount the nut (9) and tighten by hand.
7 Tighten the nut (11) to stated torque in chapter 07 Tightening Torques and Use of
Hydraulic Tools.
Ensure that the thrust bearing (35) is against the engine block and the bearing piece (10) is
against the thrust bearing (35). Move the camshaft axially towards the free end to ensure
that there is no gap between the engine block and the parts. Use a feeler gauge to confirm
that there is no gap between the engine block and the parts.
8 Lubricate the sliding surfaces with engine oil and mount the housing (4).
Replace the O-rings with new ones. Tighten the screws (3) to stated torque.
9 Mount the cover (6).

Replace the O-rings with new ones. Tighten the screws (5) to stated torque.
10 Check all axial bearing clearances and the backlashes between the gear wheels.
See section 06.2.
11 Mount the oil spray nozzles.
12 Check valve timing according to section 13.1.2.
13 Release the tappets and mount the rocker arm brackets.

See section 14.1.2.3.
14 Mount all the covers, speed sensor cable connectors and oil pipes.
Postrequisites
NOTE
Before starting the engine, check the valve timing.
DBAD281257- 13-11
13.2 Crankshaft gear wheel v2

WS-W34-MAN-13-CRANKSHAFTGEARWHEEL
If only the split gear wheel is to be changed, half of the wheel can be removed/mounted at a
time. In this way, the valve timing is not affected and it's not necessary to adjust it.
However, the timing should be checked.
13.2.1 Removing the split gear wheel v4

WS-W34-MAN-13-CRANKSHAFTGEARWHEEL-REMOVINGOFTHESPLITGEARWHEEL
Prerequisites
2
3
1
1 Crankshaft flange bolt

2 Fastening screws
3 Split gear wheel
Fig 13-8 Crankshaft gear wheel GUID-F7E76D1F-713E-4174-952D-16131519A6C4 v1
After the gearing is removed according to section 13.1.3, the split gear wheel (3) can be
removed from the crankshaft.
Procedure
1 Loosen the fastening screws (2).
2 Unscrew the axial screws (1).
3 Unscrew the fastening screws (2) and remove the gear wheel halves (3).
13-12 DBAD281257-
13.2.2 Mounting the split gear wheel v7

WS-W34-MAN-13-CRANKSHAFTGEARWHEEL-MOUNTINGOFTHESPLITGEARWHEEL
Procedure
1 Clean the parting surfaces of the wheel halves and the contact faces of the gear
wheel and the crankshaft.
2 Lower the bearing cap for main bearing No.1.

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

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

The tightening order is the same as in the previous point.
8 Tighten the axial screws (1) to the stated torque.
1
Ø 19
2
2
1 Axial screw
2 Fastening screw
Fig 13-9 Measuring split gear wheel W34-401303 v4
DBAD281257- 13-13
9 Check the gear wheel roundness.

Place a cylindrical pin (ø19 mm) in the tooth gap as shown in Fig 13-9. Turn the engine and
use a dial indicator to get an indication for the diameters.
Measure the split gear wheel according to measurement record 4V11L0925.
10 Lift the bearing cap for main bearing No.1.

See section 10.2.1.
13-14 DBAD281257-
Wärtsilä 34SG Engine O&MM 14. Valve Mechanism and Camshaft
14. Valve Mechanism and Camshaft
14.1 Valve mechanism v1

WS-W34-MAN-14-VALVEMECHANISM
The valve mechanism operates the inlet, outlet and the prechamber valves at the required
timing. The valve mechanism consists of cylindrical valve tappets (9), see Fig 14-1, moving
in a common guide block (8), tubular push rods (6 ) with ball head end pieces, rocker arms
(2 and 25) journalled on a rocker arm bearing bracket (5), yokes (4) guided by a yoke pin (15)
on the cylinder head.
17
1 16
2
25
3
4
20 15
5
6
7
A-A
24
21 22
8 14
A 11
9
10
14
19
A
18 23 13 12
1. Screw 2. Ex/In rocker arm 3. Retainer ring 4. Valve yoke 5. Rocker arm bracket 6. Push
rod 7. Protecting pipe 8. Guide block 9. Valve tappet 10. Roller pin 11. Screw 12. Guiding
plate 13. Securing screw 14. Tappet spring 15. Yoke pin 16. Adjusting screw 17. Fixing
screw 18. Tappet roller 19. Locking pin 20. Shaft 21. O-ring 22. Spring 23. Valve tappet 24.
O-ring 25. Pre-chamber valve rocker arm
Fig 14-1 Valve mechanism W34-401406 v2
14.1.1 Function of valve mechanism v1

WS-W34-MAN-14-VALVEMECHANISM-FUNCTION
The movement of the valve tappets (9), see Fig 14-1, is controlled by the camshaft. The
valve tappets transfer the movement through push rods (6) to the rocker arms (2). The
DBAD281257- 14-1
14. Valve Mechanism and Camshaft Wärtsilä 34SG Engine O&MM
rocker arms operate the inlet, exhaust and prechamber valves. The inlet and exhaust valve
rocker arms operates two valves each, through yokes (4).
The rocker arm bracket (5) is fastened to the cylinder head by six screws (1). The shaft is
positioned by a fixing screw (17) in the bracket. The positioning of the shaft is essential for
the oil supply to the rocker arm bearings and the valve yokes.
The adjustable screws on the rocker arms acts on the valve yokes, which are guided by an
yoke pin. To compensate for heat expansion a clearance, valve clearance, must exist in the
valve mechanism. All adjustments are made on a cold engine, and this adjusting procedure
is explained in chapter 12
Lubricating oil to the rocker arm bearings is led through drilling's in the rocker arm bracket
(5). Oil to the valve yokes (4) and to the push rod upper ball head pieces passes through the
rocker arm in an intermittent flow controlled by the drillingsin the rocker arm and the shaft.
The rocker arm is in position to supply oil only when it is in the "open valve" position. When
the rocker arm is in "valve closed" position, the surface between rocker arm and the shaft is
lubricated. Lubricating oil passed to the yokes lubricates the yoke guidances and further on
also the valve rotators. The lube oil is returned to the crankcase in a free flow through the
push rod protecting pipes (7).
NOTE
The intermittent oil flow will cause an optimized oil flow to the valve mechanism.
To completely check the oil flow to a cylinder head, the engine must be cranked
during prelubrication.
14.1.2 Maintenance of valve mechanism v2

WS-W34-MAN-14-VALVEMECHANISM-MAINTENANCEOFVALVEMECHANISM
Normally, the valve mechanism need no maintenance, but inspection of the components
and check for wear should be made at intervals stated in chapter 04. See chapter 06 for
adjustments and wear limits. If the valve mechanism is dismantled, the components should
be marked and later assembled in the same position and cylinder as before, to avoid
unnecessary wear.
14.1.2.1 Dismantling the valve mechanism v3

WS-W34-MAN-14-VALVEMECHANISM-MAINTENANCEOFVALVEMECHANISM-DISMANTLINGOFVALVEMECHANISM
Procedure
1 Open the upper cover for the cylinder head and remove the camshaft cover from the
cylinder concerned.
2 Turn the crankshaft to a position where the valve tappet rollers of the valves are on
the base circle of the cam.
3 Loosen the screws (1) and lift off the rocker arm bearing bracket (5) from the cylinder
head with accessories.
See Fig 14-1. Use the tool 846202.
4 Remove the push rods (6) and the protecting pipes (7).
5 Loosen the fastening screws (11) and remove the guide block (8).
6 Remove the screws (13) and guiding plate (12).

Remove the tappets (9) and the pre-chamber valve tappet (23).
14-2 DBAD281257-
NOTE
The tappets (19 and 23) are spring-loaded.
7 Separate the tappet roller and pin by depressing the locking pin (19) and pushing out
the roller pin (10).
The tappet should be covered as the locking pin is under spring load.
14.1.2.2 Inspecting the valve mechanism parts v2

WS-W34-MAN-14-VALVEMECHANISM-MAINTENANCEOFVALVEMECHANISM-INSPECTIONOFVALVEMECHANISMPARTS
Procedure
1 Clean the rocker arm bore and the shaft (20) and measure for wear.
When cleaning, pay special attention to the oil holes.
2 Clean and inspect all parts of the valve tappet.

When cleaning, pay special attention to the oil holes.
3 Measure the valve tappet boring and the tappet (9) as well as the tappet roller (18) for
wear.
4 Change the O-rings (21) and (24) if they are damaged or hard.
5 Clean the prechamber valve tappet and inspect for wear.
14.1.2.3 Assembling the valve mechanism v4

WS-W34-MAN-14-VALVEMECHANISM-MAINTENANCEOFVALVEMECHANISM-ASSEMBLINGOFVALVEMECHANISM
Procedure
1 Lubricate the parts of the valve tappet with clean engine oil and assemble together.
Observe the marks for correct positions.
2 Insert the tappet spring (14) and the valve tappets (9) into the guide block (8).
3 Mount the spring (22), the prechamber valve tappet (23) and the guiding plate (12) and
tighten the screws (13) to the stated torque.
4 Mount the complete guide block on the engine.

● For guide block without locking pin
a Measure the distance to the engine block on both sides of the guide block with a
feeler gauge 800 030, i.e. measures x1=x2, see adjacent figure.
b Tighten the screws to the stated torque according to chapter 07.

● For guide block with locking pin
a Insert the guide block into the locking pins.
DBAD281257- 14-3
b Tighten the screws to the stated torque according to chapter 07.
NOTE
The corner radius (r) on the engine block, i.e. do not push the feeler gauge too
deep in the vertical direction.
x1 x2
A A
1
2
Measures x1 = x2, clearance between engine block and guide block, 1. Locking pin, 2.
Feeler gauge, r = corner radius
Fig 14-2 Guide block GUID-D2BB94AF-31FD-4A61-8109-C74367038285 v1
5 Grease the O-rings (21) and (24).

See Fig 14-1, insert the protecting pipes (7) and push rods (6) into the guide block.
6 Mount the yoke (4).

For more information about adjusting the yokes, see section 12.2.4.
7 Mount the rocker arm bracket (5) on the cylinder head and tighten the screws (1) to
the stated torque.
See section 07.1.
NOTE
The rocker arm bracket have to be centered.
8 Check the valve clearances.

More information in sections Adjusting the valve clearance and the yoke.
14.2 Camshaft v1
WS-W34-MAN-14-CAMSHAFT
Data and dimension

Weight of one camshaft piece: 92 kg
The camshaft is built up of one-cylinder camshaft pieces (5), see Fig 14-3, and separate
bearing journals (3). The camshaft is driven by the crankshaft through a camshaft drive at
the driving end of the engine. At the free end, the camshaft is equipped with an extension
piece (2) that operates the starting air distributor.
The camshaft has an axial bearing (8) in the driving end. The oil supply is arranged to the
axial bearing from the driving end of the engine. Lubricating oil is supplied to every
camshaft bearing through drillings in the engine block. The rotation speed of the camshaft
is half the engine speed.
14-4 DBAD281257-
14.2.1 Removing of camshaft piece v3

WS-W34-MAN-14-CAMSHAFT-REMOVINGOFCAMSHAFTPIECE
Procedure
1 Remove the camshaft covers and open cylinder head covers.

Remove the rocker arm brackets from all cylinder heads. Lift the tappets (valve and
prechamber tappets) and secure them in the upper position by means of the locking device
800067.
2 Unscrew the flange connection screws (4), see Fig 14-3, from both ends of the
camshaft piece.
3 Mount the support tool 800150 on the block by the camshaft cover fixing screw.
4 Remove the camshaft end cover (1) from the starting air distributor.
Move the part of the camshaft towards the free end as much as possible against the free
end by using a suitable tool.
5 Remove the camshaft piece by means of the tool 800150.
1
8
10 11 9
2 3 4 5 6
1.Cover 2.Extension piece for starting air distributor 3.Bearing journal 4.Screw 5.Camshaft
piece 6.Extension 7.Wheel for speed sensor 8.Axial bearing 9.Guiding pin 10.Screw
11.Screw
Fig 14-3 Camshaft W34-401408 v1
14.2.2 Mounting of camshaft piece v2

WS-W34-MAN-14-CAMSHAFT-MOUNTINGOFCAMSHAFTPIECE
Procedure
1 Check the valve tappets, the rollers and the bearing bushes carefully.
Even slightly damaged tappet rollers must be replaced with new ones.
2 Clean and degrease the flange connection surfaces and threaded holes.
3 Mount the camshaft piece (5), with the guiding pin (9), then pull the camshaft together.
Use two or three screws.
4 Insert the other connection screws and tighten to the stated torque.
5 Mount the cover (1) of the starting air distributor.
DBAD281257- 14-5
6 Release the lifter tappets and mount the rocker arm brackets.
7 Check the valve clearances, see section 12.2.4.
14.3 Camshaft bearing v1

WS-W34-MAN-14-CAMSHAFTBEARING
14.3.1 Inspection of the camshaft bearing bush v1

WS-W34-MAN-14-CAMSHAFTBEARING-INSPECTIONOFTHECAMSHAFTBEARINGBUSH
When the camshaft bearing journal has been removed, the inner diameter of the bearing
bush can be measured at site, by using a ball anvil micrometer screw. Measure three
diameters in a position 120° from each other. The average diameter is to be compared with
wear limit. The wear limit is stated in chapter 06, section 06.2 If the wear limit for one
camshaft bearing bush is reached, all camshaft bearing bushes should be replaced. For
visual inspection of the camshaft bearing bush, the camshaft piece and bearing journal has
to be removed according to section 14.2.1.
14.3.2 Removing of camshaft bearing bush v2

WS-W34-MAN-14-CAMSHAFTBEARING-REMOVINGOFCAMSHAFTBEARINGBUSH
Procedure
1 Remove the camshaft piece adjacent to the bearing bush and bearing journal
concerned, according to section 14.2.1.
2 Remove the camshaft bearing journal.
3 Assemble the removing device 800062 according to Fig 14-4.

Notice the difference in tool assembly for the bearing next to the driving end of the engine.
4 Tighten the hydraulic tool 800063 by tensioning the screw 4V83G45.
5 Connect the hoses of the hydraulic pump 800053 to the hydraulic tool.
6 Rise the pressure slowly in the hydraulic tool to withdraw the bearing bush.
The pressure must not exceed the value stated in chapter 07, Fig 07-18. If the bearing bush
does not move when this pressure is achieved, a light knock on the end flange 3V83H166
can be needed.
7 Open the pressure release valve on the pump, disconnect the hoses of the hydraulic
tool and dismantle the removing device.
800063 3V83H165
Bearing 2 1
3V83H164 3V83G45 3V83H166
4V83G45. Screw 800063. Hydraulic cylinder 3V83H164. Guide sleeve 3V83H165.Distance

piece 3V83H166. Pressure plate
Fig 14-4 Removing of camshaft bearing bush W34-401401 v1
14-6 DBAD281257-
14.3.3 Mounting the camshaft bearing bush v5

WS-W34-MAN-14-CAMSHAFTBEARING-MOUNTINGOFCAMSHAFTBEARINGBUSH
Mark with marker-pen the position of the oil bore in engine block and the bearing bush.
There are two options to mount the bearing bush, freezing or using hydraulic tool.
Procedure
1 Option 1:
a Cool down the bearing bush to -130° C in a special freezer or liquid nitrogen.
b Align the markings in engine block and bearing bush, install the bearing bush into
the block.
c Check that the oil bores in engine block and bearing bush are aligned.
WARNING
Use proper gloves when working with frozen parts.
2 Option 2:
a Assemble the mounting device according to Fig 14-5.

Notice the difference in tool assembly for the bearing next to the flywheel end of the
engine.
b Tighten the hydraulic extractor by tensioning the tension screw (6) lightly.
c Connect the hoses of the hydraulic pump 800053to the hydraulic tool.
d Raise the pressure in the hydraulic tool to mount the bearing bush.
CAUTION
Do not exceed the maximum pressure for the tools.
e Open the pressure release valve on the pump, disconnect the hoses of the
hydraulic tool.
Dismantle the mounting device.
f Check that the oil hole in the bearing bush is in the correct position.
g Lubricate the bearing surface of the bearing bush and insert the camshaft bearing
journal.
DBAD281257- 14-7
h Mount the camshaft pieces, bearing journals, guide blocks and camshaft covers.
For more information see section 14.2.2.
CAUTION
Check that the oil bore in the engine block and the bearing bush are aligned
with each other. Use 9 mm pin to check the alignment.
1 2 4 5
3 6 7
1 Camshaft bearing 2 5 Camshaft bearing 1

2 Hydraulic cylinder 2V83E0186 6 Tension screw 836010
3 Guide sleeve DAAE045528 7 Pressure plate DAAE044919
4 Distance piece DAAE014165
Fig 14-5 Mounting the camshaft bearing bush W34-401404 v2
14-8 DBAD281257-
Wärtsilä 34SG Engine O&MM 15. Turbocharging and air cooling
15. Turbocharging and air cooling

The turbochargers are of axial turbine type. The charge air coolers are of rigid frame type
and are on In-line engines fitted to the side of the engine block, while V-engines have the
cooler fitted to the turbocharger bracket.
The turbocharger is equipped with plain bearings and is connected to the engine lubrication
system.
The air outlet is connected to the air duct (2) with metal bellows (1). The exhaust pipes from
the cylinders are also connected to the charger with metal bellows. The exhaust pipe after
the turbocharger should be arranged according to the installation instructions with a fixed
support immediately after the bellows.
The turbocharger is equipped with cleaning devices for cleaning the compressor by water
injection.
11
10
8 4 8
1.Bellows 2.Air duct 4.Charge air cooler 8.Drain pipe 10.Cover 11.Screw
Fig 15-1 Charge air system W34-401523 v1
DBAD281257- 15-1
15. Turbocharging and air cooling Wärtsilä 34SG Engine O&MM
15.1 Turbocharger maintenance v6

WS-W34-MAN-15-TURBOCHARGERMAINTENANCE
The plain bearings in the chargers are lubricated by the engine lubricating oil system. The oil
is fed through the turbocharger bracket and the pressure is lowered with an orifice. The oil
drain is connected to a channel in the turbocharger bracket from where the oil is lead to the
engine crankcase.
The cartridge design of the turbocharger allows all normal service work to be done from the
compressor side of the turbocharger without removing the whole unit from the engine.
NOTE
When reassembling, use new seals.
Maintenance of the turbocharger is carried out according to section 15.2.

Contact Wärtsilä Services for further information or service.
15.2 Water cleaning of turbocharger during operation v1

WS-W34-MAN-15-WATERCLEANINGOFTURBOCHARGERDURINGO
15.2.1 Water washing of compressor v7

WS-W34-MAN-15-WATERCLEANINGOFTURBOCHARGERDURINGO-WATERCLEANINGOFCOMPRESSOR
The compressor can be washed by injecting water during operation. The method is efficient
provided that contamination is not too far advanced. If the deposit is very heavy and hard,
the compressor must be dismantled and cleaned mechanically.
15-2 DBAD281257-
1 2 3
1 Valve for compressor washing

2 Compressor wash water pipe
3 Water container
Fig 15-2 Water washing of the turbocharger GUID-57FC3974-8E91-4671-8DC4-555E94F3277A v2
The injected water does not act as a solvent. The wash effect is achieved by the physical
impact of the drops on the deposit. It is therefore advisable to use clean water containing
no additives either in the form of solvents or softening agents, which could be precipitated
in the compressor and form deposits.
Regular washing of the compressor prevents or delays the formation of deposit. It does not
eliminate the need of normal overhauls, for which the turbocharger has to be dismantled.
The water must be injected while the engine is running and at the high load. See also
turbocharger instruction manual.
NOTE
Clean the compressor (air side) of the turbocharger at a possible high load (at
least 75% load).
The compressor must be regularly washed according to the maintenance schedule, see
Chapter 04: Maintenance Schedule. Depending on the results obtained, the wash interval
may be increased or reduced.
DBAD281257- 15-3
15.2.2 Compressor cleaning procedure v4

GUID-3CCFE7D1-409E-4DC5-B47B-7300E2322739
Procedure
1 Fill the water container (8) with clean water, see Fig 15-3.
2 Open the valve (6).
3 Push the valve lever (7) towards the spring and hold it for about 10 seconds until all
the water has been injected.
4 In case the engine shall be stopped after the washing, run the engine for 5 minutes
more after the compressor has been washed with water.
Doing so it is ensured that all the parts in the compressor side are completely dry.
NOTE
If washing is not successful, it must not be repeated within 10 minutes.
7
6. Valve 7. Valve lever 8. Water container
Fig 15-3 Water washing of charger W34-401514 v1
15.3 Charge air cooler v7

WS-W34-MAN-15-CHARGEAIRCOOLER
Data and dimension

Material
- Tubes: copper alloy
- Water boxes: cast iron.
- Test pressure: 8 bar (water side)
The charge air cooler is of self-supported type. The cooler housing is fastened direct on the
engine block by screws.
The air cooler is of tube-type, with thin fins on the tubes that ensures an efficient cooling of
the air. The cooling water is circulated through the tubes and the charge air passes between
the fins on the outside of the tubes.
15-4 DBAD281257-
15.3.1 Maintaining the charge air cooler v10

WS-W34-MAN-15-CHARGEAIRCOOLER-GENERALMAINTENANCE
● Condensate from the air is drained through the drain pipe at the bottom of the cooler
housing after the cooler.
Examine regularly that the drain pipe is open by checking the air flow when running.
CAUTION
If water keeps on dripping or flowing from the drain pipe for a longer period
(unless running all the time in conditions with very high humidity), the cooler may
be leaky and must be dismantled and pressure tested.
● At longer stops, fill or empty the cooler completely; a half-filled cooler increases the risk
of corrosion.
Drain the water completely if there is a risk of low water level in the system when the
engine is stopped. Open the air vent screw at the top of the cooler to avoid vacuum
when draining.
● Clean and pressure test the cooler.
For more information on intervals, see chapter 04.
● Always check for corrosion when cleaning.
15.3.2 Dismantling the air cooler (V-engine) v4

WS-W34-MAN-15-CHARGEAIRCOOLER-DISMANTLINGTHEAIRCOOLERVENGINES
Prerequisites
Dismantling the cooler may require some additional piping and covers to be dismantled,
such as turbocharger wash piping, wastegate piping and bracket, and A-side air duct
covers to have enough working space.
The minimum free space required at the side of the engine is 2100 mm for pulling out the
cooler.
NOTE
The cooler can be pulled out from either side of the engine but it is
recommended to do it from the A-bank side.
DBAD281257- 15-5
Procedure
1 Drain the engine from cooling water and then the cooler through the drain plugs (3).
See Fig 15-11.
1. Cover 2. Fixing screws in Z direction 3. Drain plugs
Fig 15-4 Plugs and flanges on the cooler covers W34-401515 v2
2 Open the screws (4) and remove the flanges (6), see Fig 15-11.
3 Dismantle the cover (1) from the A-bank side of the engine, see Fig 15-4.
15-6 DBAD281257-
4 Loosen the fixing screws.

First loosen all the fixing screws (2) in Z direction longitudinal to the engine, see Fig 15-4.
Then loosen the fixing screws (4) from top of the cooler, Y direction, see Fig 15-5.
Z
4
4. Fixing screws in Y direction 5. PTFE slides
Fig 15-5 Charge air cooler housing W34-401516 v2
5 Mount the assembly tool (4) 846 222, see Fig 15-6.
DBAD281257- 15-7
6 Pull out the cooler assembly.
NOTE
When pulling the cooler out, make sure that the PTFE slides at the bottom of the
housing do not stick to the bottom of the cooler.
4 3
1. Chain tackle 2. Eye bolt 3. Charge air cooler 4. Assembly tool 846 222
Fig 15-6 Removing the charge air cooler GUID-72CF46A4-7E59-4067-AF1A-C518943F5634 v2
7 Mount 12-mm eye bolts with straps to the top of the charge air cooler.
Use enough lifting eye bolts, at both ends and in the middle of the cooler, and enough lifting
capacity if the cooler is going to be lifted as a complete package.
8 Guide the charge air cooler to the floor.

Place, for example, two I-bars under the cooler.
9 Split the cooler assembly into three parts (A-bank, B-bank and central connector).
The cooler needs to be turned 90° before the screws (37) on both sides of the middle
section can be removed. See Fig 15-9.
10 Remove the end covers (25) of the coolers, see Fig 15-9.
15.3.3 Cleaning of air cooler v3

WS-W34-MAN-15-CHARGEAIRCOOLER-CLEANINGOFAIRCOOLER
Prerequisites
Clean air cooler heat exchange surfaces are essential for a long and trouble-free engine
operation. The cleaning should be done in regular intervals following the pressure drop (Δp)
over the charge air cooler.
15-8 DBAD281257-
Procedure
1 Remove the cooler.
2 Clean the air side of the cooler

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

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

The cooler is pressure tested as complete package. After pressure testing the package
should not be dismantled anymore.
5 Mount the cooler on the engine.
A.Steam or air B.Perforated pipes C.Cooler insert
Fig 15-7 Air cooler cleaning tank W34-401503 v1
15.3.4 Pressure testing of air cooler v2

WS-W34-MAN-15-CHARGEAIRCOOLER-PRESSURETESTINGOFAIRCOOLER
Procedure
1 Mount the testing tool, see Fig 15-8 onto the cooler and fill it up with water by the
hand pump.
2 Pressure test the air cooler for 30 minutes.

See instructions for testing device, according to cooler type, in the table below.
3 Drain the air cooler.
DBAD281257- 15-9
4 Remove the testing tool.
5 Assemble the complete tested cooler package in to the engine.
-2-stage cooler V-engines: 3V84H0157

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

Valve 3
Valve 2
Valve 1 Top Bottom
-2-stage cooler L-engines: 1V84H0180/1V84H0187 -1-stage cooler: 3V84H0159/3V84H0186

Valve 1
HT-circuit Pressure in to LT-circuit
LT-circuit
Fig 15-8 Test pressure tools FIG-401523 v3
2-stages air cooler L-engine

Circuit Water hose connection Valves Pressure
HT HT-circuit Valve 1 open, remove hose from LT-circuit 1,5 bar
LT HT-circuit Valve 1 closed, connect hose to LT-circuit 1,5 bar
LT and HT HT-circuit Valve 1 open, connect hose to LT-circuit 8,0 bar
15-10 DBAD281257-
2-stages air cooler V-engine

HT HT-circuit Valve 1 open, valve 2 closed 1,5 bar
LT LT-circuit Valve 3 open, valve 2 closed 1,5 bar
LT and HT HT-circuit Valve 1 and 2 open, valve 3 closed 8,0 bar
1-stages air cooler

LT LT-circuit - 8,0 bar
15.3.5 Assembling the air cooler (V-engine) v5

WS-W34-MAN-15-CHARGEAIRCOOLER-ASSEMBLINGVENGINES
Procedure
1 Mount the coolers (26) and (28) and the central connector (27) with the screws (31),
see Fig 15-9.
The cooler needs to be turned 90° before the screws (37) on both sides of the middle
section can be tightened.
NOTE
Renew all gaskets and O-rings.
Take care that the coolers are well supported. The central connector has to be fitted with 2
pieces of O-rings on both sides. Align the cooler and central connector as shown by X - X in
Fig 15-9.
2 Check the PTFE slides at the bottom of the housing and replace if damaged.
DBAD281257- 15-11
3 Mount the end covers (25).

Renew the gaskets.
33
25
26
31
27
37 36
28
25. End cover 26. Air cooler (B) 27. Central connector 28. Air cooler (A) 31. Screw 33. O-ring
36. Drain 37. Screws
Fig 15-9 Air cooler assembly W34-401518 v2
4 Lift the air cooler onto the assembly tool 846222.
5 Push the pressure tested complete cooler assembly in to the housing.

Ensure that the O-rings (33), see Fig 15-9, stay in place when pushing the cooler into
position. There should be about 2-mm gap on the upside of the cooler package when
pushing it into the engine.
6 Mount the air cooler upper and side fixing screws (1a-1c) and (2a-2c), see Fig 15-10.
The charge air cooler has to be tightened in turn in directions Y and Z, see Fig 15-10. The
purpose is to lift up the cooler 2 mm for sealing the cooling water in/outlet connections with
O-rings and at the same time secure the cooler package tightly to the free-end connecting
surface so that the incoming air is prevented from passing the cooler.
15-12 DBAD281257-
Hand-tighten the screws so that there are no gaps between the cooler and housing.
2a
Y
2b
2c
Z
1c 1b
1a 3
5 4
1a-c. Air cooler side fixing bolts 2a-c. Air cooler upper fixing bolts 3. End cover 4. Flange
fastening bolts 5. Flange
Fig 15-10 Charge air cooler assembly GUID-BB0F0815-FC31-4BAF-A75F-068664AE6F0D v1
Tighten the screws to the stated torque in the following sequence.
a All screws in the middle of the cooler (2b)
b All screws in the Y direction (2a and 2c)
c All screws in the Z direction (1a, 1b and 1c)
7 Mount all screws of the air cooler, see Fig 15-4 and Fig 15-5.
8 Mount the covers (3), see Fig 15-4.
DBAD281257- 15-13
9 Mount the plugs (3), O-rings (5) and flanges (6) to the covers, see Fig 15-11.
If the connection piece (2) becomes loose when the drain plug (3) is opened, replace the
sealing ring (1) and secure the connection piece with Loctite 2701, see Fig 15-11.
Loctite 2701
1
3
4
5
6
1. Sealing ring 2. Connection piece 3. Drain plug 4. Screw 5. O-ring 6. Flange
Fig 15-11 Assembly of drain plugs and flanges W34-401519 v2
10 Fill the cooling system with water.
11 Vent the air cooler and check the tightness of the sealing at engine start-up.
15.3.6 Charge air pressure difference over air cooler v6

WS-W34-MAN-15-CHARGEAIRCOOLER-CHARGEAIRPRESSUREDIFFERENCEOVERAIR
Prerequisites
The charge air cooler maintains the thermal load of the diesel engine at a correct level. This
is very important for keeping fuel consumption and operating costs down.An increasing
pressure drop (Δp) over the charge air cooler (on the "air side") causes an increasing
thermal load and increasing fuel oil consumption.By constant measuring the Dp over the
charge air cooler, the condition of the charge air cooler can be evaluated, and the air cooler
can be cleaned or changed to a spare air cooler at the right time.
The pressure difference over air cooler can be measured by using u-tube manometer, see
Fig 15-13.
Δp over clean charge air cooler [mmH2O]/[mbar]

Engine type Single stage cooler Two stage
cooler
6L and 12V 215/21 255/25
8, 9L, 16V and 18V 490/48 530/52
15-14 DBAD281257-
Procedure
1 Connect water filled u-tube to the pipe unions.
2 Measure the pressure difference by using a measuring tape.
A/B C
A B C
Fig 15-12 U-tube manometer V-engine W34-401520 v1
Fig 15-13 U-tube manometer In-line engine W34-401508 v1
DBAD281257- 15-15
DBAD281257- 15-16
Wärtsilä 34SG Engine O&MM 15J. Exhaust gas wastegate
15J. Exhaust gas wastegate

The wastegate valve is working as a regulator and is used for adjusting the charge air
pressure depending on the engine speed and load.
When opened, the exhaust gas wastegate valve partly by-passes the exhaust gases over
the turbocharger thus reducing the turbocharger speed and charge air pressure in the
receiver.
The exhaust gas wastegate system is built on the engine and consists of an actuator (2) and
positioner (3) connected to the butterfly valve (1). The butterfly valve controls the exhaust
by-pass flow via the pipes. The flow to the turbocharger exhaust gas outlet is regulated to
maintain the correct charge air pressure.
3
1
1 Butterfly valve
2 Actuator
3 Positioner
Fig 15J-1 Exhaust wastegate GUID-D56DA6BF-0C6B-49E8-8DA4-9519DDEC3BBA v1
15J.1 Functioning of exhaust gas wastegate v17

WS-W32-MAN-15J-FUNCTION
The wastegate control system gets compressed air from the instrument air system.
The air pressure is approximately 5 - 8 bar. The instrument air must be clean, dry and oil-
free to ensure efficient functioning of the components. See, Chapter: 21 Starting air system.
DBAD281257- 15J-1
15J. Exhaust gas wastegate Wärtsilä 34SG Engine O&MM
4
1 Butterfly valve 3 Positioner
2 Actuator 4 I/P converter
Fig 15J-2 Control air system for wastegate GUID-155792FB-968B-418F-9480-8365D597B327 v2
The wastegate system works as follows: When the engine is running, air is supplied to the
I/P converter (4) and the positioner (3) in the actuator unit (2). The I/P converter supplies a
0.2-1.0 bar control air pressure to the positioner depending on the incoming 4-20 mA
control signal. The positioner pilot valve (11 in Fig 15J-3 ) maintains air pressure to the
actuator (2) according to the control air pressure from the I/P converter.
CAUTION
Do not change the I/P converter during engine operation.
15J.2 Built-in test v3

WS-W32-MAN-15J-FUNCTION-BUILTINTEST
To improve the mobility and reliability of the exhaust wastegate valve operation during
running of the engine, a built-in test is performed before engine start.
The wastegate valve position is changed back and forth from close to open until it moves
satisfactorily or/and a preset number of openings and closings has been done.
15J.3 Maintenance of exhaust gas wastegate
15J.3.1 Checking the wastegate system v5

WS-W32-MAN-15J-MAINTENANCE-CHECKOFWEAROFTHEWASTEGATESYSTEM
The wastegate system requires a regular check for wear and function.
Procedure
1 Check the key connection between the actuator and the positioner for wear.
15J-2 DBAD281257-
2 Check for possible wear inside the actuator by moving the shaft.
A B
13
11
16
15
C
18
14
12
17
19
11. Positioner pilot valve 12. Screw 13. Lever 14. Cam 15. Screw 16. Screw 17. Adjusting
screw 18. Adjusting screw 19. Ball bearing A. Signal from I/P converter 0,2–1,0 bar B.
Supply air 4–8 bar C. Connections to and from the actuator
Fig 15J-3 Wastegate positioner FIG-3215100 v3
15J.3.2 Removing, dismantling and cleaning the positioner pilot

valve v6
WS-W32-MAN-15J-MAINTENANCE-CHANGEOFPOSITIONERPILOTVALVE
The pilot valve in the positioner should be replaced with a new one according to chapter 04
Maintenance schedule or in case of malfunction.
Procedure
1 Remove the positioner cover and the pilot valve screws (12), see Fig 15J-3.
2 Pay attention to the pilot valve stem and the lever (13), remove the pilot valve
carefully.
3 Replace the pilot valve (11) with a new one and reassemble the positioner in the
opposite order.
4 Adjust the wastegate positioner, see section 15J.4.
5 Calibrate the wastegate I/P converter, see section 15J.7.
DBAD281257- 15J-3
15J.3.3 Cleaning the pilot valve v5

GUID-49F446D1-E761-4825-AFB9-94C09C14757D
The positioner is in principle maintenance free. The supply air for positioner must be clean
and free from oil and water.
Disturbances are mostly caused by contamination of the supply air.
The supply air must have a constant pressure within the range of 5–8 bar.
Procedure
1 Check the function of the valve by following the positioner movement when the
engine is restarted and runs on load.
2
4
3
1 Slide 3 Screw
2 O-rings 4 Screw
Fig 15J-4 Cleaning the pilot valve GUID-78AACD8F-EE73-47CF-8B70-9ADF1ADBABC7 v2
2 Loosen the screw (4) and carefully remove the pilot valve.
Remove the screw (3).
3 Handle the components with care and pull out the slide (1).
Wash housing and slide with solvent and blow clean.
4 Remove the filter (2) located under the pilot valve and the O-rings (1).
Wash with solvent of type acetone and blow clean.
15J-4 DBAD281257-
1 O-rings.
2 Filter
Fig 15J-5 Removing the filter GUID-F9E4A9EB-5088-4703-AA2E-BA11E8ACC5CE v2
5 Replace with new filter and O-rings.
6 Assemble the pilot valve and remount the complete unit into the positioner.
15J.4 Adjusting the wastegate positioner v8

WS-W32-MAN-15J-ADJUSTMENTOFWASTEGATEPOSITIONER
Prerequisites
Remove the screws (2), cover (3) and the yellow indicator (1). Make sure that the cam disc is
in zero position when the actuator is closed (S-position). See Fig 15J-6.
NOTE
Make sure there is a clearance of about 0.5 mm between the ball bearing (16)
and the cam disc (12) at an input signal of 20 kPa (closed valve), see Fig 15J-6.
Procedure
1 Loosen the top (4) and bottom (10) screws and position the cam disc (12) in
accordance with the note, see Fig 15J-6.
Tighten the top and bottom screws at correct position.
DBAD281257- 15J-5
11
90
0.
5
60 4
30
5
0 0
30 3 6
60
90 7
1 2 8 9 10 12 13
1 Yellow indicator 8 Zero-point adjustment screw
2 Screw 9 Cover
3 Cover 10 Bottom screw
4 Top screw 11 Cam scale
5 Adjustment screw 12 Cam disc
6 Locking nut 13 Ball bearing
7 Screw
Fig 15J-6 Zero point adjustment GUID-004CF6AC-B867-4643-93AA-BA998158E60D v3
2 Zero adjustment is done with the zero-point adjustment screw (8), which can be
reached through the cover (9).
3 Tighten the bottom screw (10) and the locking nut (6).
4 For adjustment of the zero-point adjustment screw (8), use the screw (7).
NOTE
At reverse function, AC, use the adjustment screw (5) for zero adjustment and
the zero-point adjustment screw (8) for range adjustment.
5 Calibrate the wastegate I/P converter, see section 15J.7.
6 Mount the yellow indicator and the cover.

Indicator reading on the cover should be the same as on the cam scale (11).
15J.5 Tuning the wastegate actuator v1

GUID-90769CAF-2E0F-4FA0-835F-DCE0492A732C
Prerequisites
● Make sure that the positioner has not been damaged.
● Power supply must be 4 - 20 mA for connecting the turbocharger box.
● Check that the actuator is mounted properly to the bracket with the screws (3), see Fig
15J-7.
15J-6 DBAD281257-
NOTE
The supply air must be clean and dry instrument air with a constant pressure
range of 5-8 bar.
Procedure
1 Release the compressed air tubes from the actuators (1) and (2).
2 Open the locking nut (5) and loosen the adjustment screw (4).
3 Feed compressed air into the air hole of the actuator (2).
Use a regular air gun.
6 5
1 Actuator 4 Adjustment screw

2 Actuator 5 Locking nut
3 Screw 6 Valve
Fig 15J-7 Tuning the actuator GUID-55D70EEE-5172-45B4-B385-6EB73BCD3242 v2
4 When feeding air into the actuator, screw the adjustment screw (4) at the same time
towards closing and deflate.
You can feel when the screw reaches the valve (6), when the valve is closed.
5 Tighten the screw (4) a half to one turn and tighten the locking nut (5).
6 Re-insert the compressed air tubes to the actuators (1) and (2).
15J.6 Tuning the wastegate pneumatic positioner v2

GUID-6930E7BF-0BE1-4AD3-8EED-26C77F8D09EB
Procedure
1 Open the dust jacket (1) and remove the yellow pointer from the positioner (2).
2 Open the cover (3) and loosen the locking screw (5).
DBAD281257- 15J-7
3 Turn the zero pint adjustment screw (4) so that both ends are equally visible.
4 Loosen the bottom and top screws (9) and (7).
5 Set the applicator (12) so that the plate (10) is in the cup.
1 2 12 3 4 5
0 10
30 11
9
60 6
8
90 90
60
7
x
30
0
1 Jacket 7 Top screw

2 Positioner 8 Ball bearing
3 Cover 9 Bottom screw
4 Zero point adjustment screw 10 Plate
5 Locking screw 11 Locking nut
6 Adjusting screw 12 Applicator
X= 0.5 mm
Fig 15J-8 Pneumatic positioner GUID-D70937B5-6FC0-4F0D-9A01-704986D4218D v2
6 Tighten the bottom and top screws (9) and (7).
7 Adjust the zero point adjustment screw (4) so that there is a gap of 0.5 mm between
the ball bearing (8) and the plate (10).
8 Drive the positioner two times back and forth with a power supply and check that the
gap still exists, see section 15J.7.
9 Tighten the locking screw (5) and mount the cover (3).
10 Check that the positioner is tuned to 0 degrees when the power supply input is 4 mA.
The position is shown on the scale in the middle of the plate (10) in degrees.
11 Adjust the positioner, if necessary.
a Loosen the bottom screw (9) and locking nut (11).
b Turn the adjusting screw (6).
c Drive the positioner a couple of times with a power supply and check the
adjustment.
Re-adjust if needed.
d Tighten the bottom screw (9) and lock the adjusting screw (6) with the locking nut
(11).
12 Insert the yellow pointer to the positioner (2) and mount the dust jacket (1).
15J-8 DBAD281257-
15J.7 Calibrating the wastegate I/P converter v1

WS-W32-MAN-15J-CALIBRATINGTHEWASTEGATEIPCONVERTER
Before starting calibration of the wastegate I/P converter, the wastegate positioner must
first be adjusted. See section 15J.4.
The calibration can be done by using a mA calibrator.
15J.7.1 Manually with mA calibrator v3

WS-W32-MAN-15J-CALIBRATINGTHEWASTEGATEIPCONVERTER-MANUALLYWITHMACALIBRATOR
Prerequisites
● You need a 4-20 mA current calibrator for the calibration.
NOTE
Check the actuator and positioner tuning before calibrating the I/P converter.
Procedure
1 Ensure that the engine is stopped and in stop mode.

For more information, see section 23 Alarm and safety system.
2 Check that the control air is enabled.
3 Connect the mA calibrator to the I/P converter pins (3) and (4).
4
3
2
1
1 Span adjustment screw 3 mA+

2 Zero adjustment screw 4 mA-
Fig 15J-9 Wastegate I/P converter GUID-253E6A96-B589-4156-89B8-F1E0F7A06EEB v3
DBAD281257- 15J-9
4 Set the mA to equal 30 degrees on the cam (14), see Fig 15J-3.
See Table 15J-1.
5 Adjust the zero adjustment screw (2) on the I/P converter, see Fig 15J-9, so that the
roller on the positioner cam points to the engraved scale at 30 degrees.
6 Set the mA to equal 60 degrees on the cam.

See Table 15J-1.
7 Adjust the span adjustment screw (1), so that the roller on the positioner cam points
to the engraved scale at 60 degrees.
8 Repeat steps 4-7 above until it shows the correct values.
9 Check the whole range according to the table.
NOTE
Note that the end points of the scale may be mechanically unreachable.
If 4.0 mA does not equal 0 degrees, adjust with the zero adjustment screw.
Table 15J-1
Degrees [°] Current [mA]

0 4.0
15 6.7
30 9.3
45 12.0
60 14.7
75 17.3
90 20.0
15J.8 Anti-surge device v3

GUID-7BBC3E9D-20F0-41AE-9E44-9BD9F2C5A0E6
The anti-surge device is used to prevent the turbocharger compressor from surging and the
engine from stalling in sudden load drops and frequent grid trips by relieving pressurized air
from the charge air system to the exhaust system.
The anti-surge device is built on the engine. It consists of a fast-acting two-way pneumatic
actuator (3) connected to a butterfly valve. The butterfly valve controls the by-pass flow via
a by-pass pipe (1). The movement of the actuator is controlled by a pneumatic solenoid
valve.
In normal operation, the solenoid valve is de-energized and butterfly valve (2) stays closed.
During fast and sufficiently large load drops at higher loads (>~50%), the solenoid valve (4)
is energized and the butterfly valve opens briefly.
The point and duration of the valve opening is controlled by the engine automation system.
The anti-surge device receives control air from the instrument air system with a pressure of
6-8 bar. The instrument air must be clean, dry and free of oil.
15J-10 DBAD281257-
2 3
1 By-pass pipe 3 Actuator
2 Butterfly valve 4 Solenoid valve
Fig Anti-surge device GUID-AE8D692E-41B5-4546-B446-7AA33B3486C7 v1
15J-10
15J.8.1 Inspecting the anti-surge device v1

GUID-7D456747-DD43-4939-AD9C-28E08860722A
Check the wear and function of the anti-surge device regularly.
Procedure
1 Check the key connection between the butterfly and actuator.
2 Check the inside of the actuator or butterfly valve by rotating the shaft.
DBAD281257- 15J-11
DBAD281257- 15J-12
Wärtsilä 34SG Engine O&MM 16. Injection and Ignition Systems
16. Injection and Ignition Systems

The Wärtsilä 34SG is a spark ignited, gas-otto engine working according to the lean burn
concept.
In a lean burn gas engine the mixture of air and fuel in the cylinder is comprimized lean, i.e.
there is more air than needed for combustion. In order to stabilize the ignition and the
combustion of the lean mixture, a richer fuel mixture starts the combustion through a
prechamber. The ignition is initiated by a spark plug located in the prechamber, giving a
high-energy ignition source for the main fuel charge in the cylinder.
The prechamber is located in the center of the cylinder head.
1 2 3
1 Air and fuel intake

2 Compression of air and fuel
3 Ignition
Fig 16-1 Working principle GUID-CBD8A63E-E46C-4F12-9DC1-943F8A678C07 v2
16.1 Prechamber v3
WS-W34-MAN-16-PRECHAMBER
The prechamber is machined from alloy steel with high temperature resistance
characteristics.
The cylinder head cooling system is developed to maintain an even thermal load on the
prechamber parts and to optimize the operating temperature for the spark plug.
To protect the spark plug and the high-voltage extension from lubricating oil, a sealing
sleeve is mounted above the prechamber.
DBAD281257- 16-1
16. Injection and Ignition Systems Wärtsilä 34SG Engine O&MM
16.1.1 Removing the prechamber v3

WS-W34-MAN-16-PRECHAMBER-REMOVINGOFTHEPRECHAMBER
Procedure
1 Remove the ignition coil (4).
4 5 6
3 8
9
10
2
1 Prechamber 6 O-ring
2 Prechamber valve 7 Sealing sleeve
3 Rocker arm bracket 8 Nut
4 Ignition coil 9 Sleeve
5 O-ring 10 Spark plug
Fig 16-2 Cylinder head with prechamber W34-401615 v3
2 Remove the cylinder head cover and the sealing sleeve (7).
3 Drain the cooling water system.
4 Remove the rocker arm bracket (3) from the cylinder head.
5 Unscrew the fastening nuts (8) for the prechamber.

Remove the sleeves (9) and the prechamber (1).
6 Protect the bore in the cylinder head.
16.1.2 Overhauling the prechamber v2

WS-W34-MAN-16-PRECHAMBER-OVERHAULOFTHEPRECHAMBER
Clean the prechamber especially the bore for the spark plug. Check the prechamber for
cracks and wear, especially around the nozzle holes. Check that the sealing faces on the
bottom of the prechamber is clean and intact.
16-2 DBAD281257-
16.1.3 Mounting the prechamber v6

WS-W34-MAN-16-PRECHAMBER-MOUNTINGTHEPRECHAMBER
Procedure
1 Remove the protecting cover.

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

For proper cleaning, use the cleaning tool 800 218.
Fig 16-3 Cleaning tool GUID-9D02F185-0638-4A0F-AF97-60B04AEB838E v1
DBAD281257- 16-3
3 Renew all O-rings in the prechamber.

Lubricate the O-rings with oil or vaseline.
1 Screw
2 Guiding pin
3 Sealing ring
Fig 16-4 Prechamber W34-401616 v4
4 Clean the prechamber gasket surfaces.
5 Renew the sealing ring (3) on the prechamber, see Fig 16-4.
Ensure that the ring fits correctly and stays in place when the prechamber is mounted into
the cylinder.
6 Renew the O-rings (5) and (6) on the sealing sleeve, see Fig 16-2.
7 Mount the prechamber (1), the sleeves (9) and fasten the nuts (8), see Fig 16-2.
Tighten the nuts to the required torque, see chapter 07.
8 Pressure test the cylinder head water side with a test pressure of 8-10 bar before
mounting.
9 Mount the cylinder head, see chapter 12.
10 Mount the rocker arm bracket (3) and the sealing sleeve (7), see Fig 16-2.
11 Check the valve clearances, see instructions in chapter 12.
12 Mount the cylinder head cover.
13 Mount the ignition coil, springs, cover plate and tighten the screws.
16-4 DBAD281257-
16.2 Prechamber valve v1

WS-W34-MAN-16-PRECHAMBERVALVE
In order to prevent the compression/combustion entering the gas supply system, the
prechamber is equipped with a gas valve.
16.2.1 Removing the prechamber valve v4

WS-W34-MAN-16-PRECHAMBERVALVE-REMOVINGTHEPRECHAMBERVALVE
Procedure
1 Remove the ignition coil (4), see Fig 16-2.
2 Remove the cylinder head cover, the sealing sleeve (7) and the rocker arm bracket (3),
see Fig 16-2.
3 Unscrew the valve screws (1), see Fig 16-4.
4 Remove the valve assembly.
5 Protect the bore in the prechamber.
DBAD281257- 16-5
16.2.2 Overhauling the prechamber valve v4

WS-W34-MAN-16-PRECHAMBERVALVE-OVERHAULOFTHEPRECHAMBERVALVE
The prechamber valve assembly is kept together as an unit by the valve (12), valve spring
retainer (1) with valve cotter (8). The valve is assembled to the shaft (10) by threads.
1 8
2
9
3 10
6 11
12
7
13
1 Spring retainer 8 Valve cotter

2 Spring 9 O-ring
3 Upper body 10 Shaft
4 O-ring 11 Shaft seal
5 O-ring 12 Valve
6 Body 13 Sealing ring
7 Lower body
Fig 16-5 Prechamber valve assembly W34-401617 v3
Procedure
1 Compress the spring (2) with tool 846 200 and remove the valve cotters.
2 Pull the shaft out and loosen the valve.
3 Clean the valve (12), upper body (3), body (6), lower body (7) carefully and inspect the
sealing surfaces.
4 Inspect the seat sealing surfaces.

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

If the measured y is less than 1.5 mm, replace the valve.
16-6 DBAD281257-
Fig 16-6 Valve measure y GUID-6197ADA3-810B-469D-8D61-7B1CDA62642C v1
NOTE
If necessary, lap the valve.
6 Lap the valve.
a Apply a thin layer of lapping compound to the sealing surface of the valve.
b Rotate the valve to and fro on the seat with the suitable turning tool.
● Lift the valve from the seat at short intervals while lapping.
● Do not remove any more material than is necessary. The sealing faces have hardened
during operation and are valuable.
● It is not necessary to grind off all pits.
c Clean the valve and the seat after lapping.
7 Reassemble the valve in opposite order and replace the O-rings.
16.2.3 Mounting the prechamber valve v5

WS-W34-MAN-16-PRECHAMBERVALVE-MOUNTINGTHEPRECHAMBERVALVE
Procedure
1 Remove the protecting cover and check that the bore in the prechamber is clean.
2 Renew the O-rings (4), (5), (9) and the sealing ring (13) on the prechamber valve
assembly, see Fig 16-5.
3 Lubricate the O-rings with oil or vaseline.
4 Mount the prechamber valve and tighten the screws (1), see Fig 16-4.
Tighten the screws to the required torque, see chapter 07.
5 Mount the rocker arm bracket and tighten the screws to the required torque, see
chapter 07.
NOTE
Be careful not to damage the prechamber valve stem when mounting the rocker
arm bracket on the cylinder head.
DBAD281257- 16-7
6 Check the valve clearances, see chapter 06.
7 Mount the cylinder head cover.
8 Mount the ignition coil and tighten the screws.
16.3 Ignition system v3

WS-W34-MAN-16-IGNITIONSYSTEM
The ignition system is tailor made for this engine type, and is integrated with the engine
control system. The engine control system determines the timing of the spark and the
timing can be set individually for the cylinders. The ignition coil is located on the top of the
cylinder head cover, as close to the spark plug as possible.
The high voltage link between the ignition coil and the spark plug is a stiff, super isolated
extension, with no joints. This is effectively minimizing the possible disturbances on the
ignition system. The spark plug is of a large and durable design.
16.3.1 Ignition coil
16.3.1.1 Removing and Mounting the ignition coil v2

WS-W34-MAN-16-IGNITIONSYSTEM-IGNITIONCOIL-REMOVINGANDMOUNTINGOFTHEIGNITIONCO
See section 16.1.1 and section 16.1.3.
16.3.1.2 Overhauling the ignition coil v1

GUID-65F60DE5-01DF-4CA1-956A-165E2CFE63BD
Procedure
1 Renew the spring (3), the boot (4) and the grommet (1) according to the Maintenance
schedule chapter 04.
1
2
4
1 Grommet 3 Spring
2 Ignition coil 4 Boot
Fig 16-7 Renewing the spring GUID-828884A6-EC48-439F-B4CB-00B034EC6FAB v1
16-8 DBAD281257-
2 Renew the ignition coil (2) by a new one in the event of malfunction.
16.3.2 Spark plug
16.3.2.1 Removing the spark plug v3

WS-W34-MAN-16-IGNITIONSYSTEM-SPARKPLUG-REMOVINGTHESPARKPLUG
Procedure
1 Remove the ignition coil (4), see Fig 16-2.
2 Remove the spark plug.
a Unscrew the spark plug (10), see Fig 16-2, using the tool 820 011.
The spark plug can be tight due to carbon deposits in the threads.
b Clean the threads in the prechamber before a new spark plug is mounted.
3 Mark the spark plug with the cylinder number to clarify the location for later visual
checks.
A possible operation malfunction on a cylinder is often seen on the spark plug.
16.3.2.2 Overhauling the spark plug v1

GUID-28658C1A-BA76-4841-A6CD-6DFBBE65BEC1
The spark plug requires no maintenance. Renew the spark plug by a new one in the event
of malfunction or according to the Maintenance schedule chapter 04.
16.3.2.3 Mounting the spark plug v2

GUID-7CBBA811-435F-48DF-8A56-24C0E31AC410
Procedure
1 Clean the spark plug.
2 Clean the threads in the prechamber and the spark plug sealing surface.
3 Check the spark plug cap.

For nominal values see chapter 06.
4 Grease the spark plug threads.
NOTE
Use only Bostik NSS anti-seize paste. Any other grease or oil may decrease the
life span of the spark plugs.
NOTE
If an anti-seize paste is used, the spark plug tightening torque must be lower as
compared to the value for dry threads.
5 Mount the new spark plug and the sealing ring.
NOTE
Renew the sealing ring even if the used spark plug is mounted.
DBAD281257- 16-9
6 Tighten the spark plug.
a Hand tighten the spark plug until it is in contact with the sealing surface.
NOTE
Before tightening, wait until the temperature of the spark plugs gets time to
stabilize to the same temperature level as the cylinder heads.
b Tighten the spark plug by using the tool 820 011 to the required torque, see
chapter 07.
7 Clean and mount the ignition coil.
16-10 DBAD281257-
Wärtsilä 34SG Engine O&MM 17. Fuel System
17. Fuel System

The gas is supplied to the engine through a regulating unit. This unit includes filter, pressure
regulators, shut-off valves and ventilating valves. The unit has separate outlets for the main
gas and the prechamber gas. The gas outlet pressure in the unit is controlled by the engine
control system according to engine load.
As the gas regulating unit can vary from one installation to another, this unit is not
described in detail in this manual, see installation specific instructions.
Ventilation
Gas supply Gas regulating unit Gas engine
Fig 17-1 Gas feed system W34-321761 v2
On the engine, the gas is led through a common pipe, via individual feed pipes to each
cylinder. A separate pipe system provides the prechambers with gas.
The gas inlet to the engine is controlled by the "Main Gas Admission Valves" in the main
charge system and by the "Prechamber Control Valves" in the prechamber gas system. The
main gas valves are direct actuated solenoid valves, controlled by the engine control
system and the prechamber valves are camshaft controlled mechanical valves.
The main gas and the prechamber gas pressures can be read from both the remote and the
local display units. Alarms are set for low pressure difference between charge air pressure
and the gas pressures.
The prechamber is described in chapter 16.
DBAD281257- 17-1
17. Fuel System Wärtsilä 34SG Engine O&MM
3
5 1
5 4
2
6
1
6
2
7 4
1 Main gas admission valve 5 Gas pipe for main gas valve
2 Camshaft controlled prechamber valve 6 Gas pipe for prechamber valve
3 Engine control system 7 Input for rpm, kW, air/fuel etc.
4 Prechamber
Fig 17-2 Gas admission system W34-401702 v2
17.1 Maintenance v1
WS-W34-MAN-17-MAINTENANCE
When doing any maintenance on the gas system, always observe utmost cleanliness.
Pipes, gas valves, check valves, components in the gas regulating unit, etc. should be
carefully cleaned before taken into use.
NOTE
Before doing any maintenance work, check that the gas supply valves are
closed, vent valves are in open position and gas pressure is drained out from
the gas lines.
17.2 Gas pipes v1

WS-W34-MAN-17-GASPIPES
The gas pipes are partly integrated in the protection cover. From the common pipe system,
separate gas feed pipes are led to the prechamber valves and to the main gas admission
valves. The gas pipe connections are sealed by O-rings.
Always renew the O-rings when gas pipes have been removed.
17.3 Main gas admission valve v3

WS-W34-MAN-17-MAINGASADMISSIONVALVE
The main gas admission valves performs the injection of gas into the cylinders. The valve is
located on the multiduct at the inlet channel. The main gas valve is a direct actuated
solenoid valve.
The valve control i.e. the gas injection timing and duration is performed by engine control
system. For further information about engine control, see Chapter 23.
17-2 DBAD281257-
NOTE
The main gas admission valve requires no maintenance between the scheduled
replacements and should be replaced by a new valve in the event of
malfunction. Used gas admission valves can be sent to Wärtsilä for
reconditioning and this applies to all SG engines.
11
10 7
8
9
1. Main gas admission valve 7. Screw 8. Flexible pipe 9. Screw 10. Screw 11. Cable
Fig 17-3 Gas piping to the main gas valves GUID-74592FC3-D35B-4406-86F8-32C6E1DDB40E v1
17.3.1 Changing the main gas valve filter insert v3

WS-W34-MAN-17-MAINGASADMISSIONVALVE-CHANGINGOFMAINGASVALVEFILTERINSERT
The interchangeable gas filter is connected to the flexible pipe of every main gas valve.
Replace these filters with new ones according to the maintenance schedule, see chapter
Maintenance Schedule.
Procedure
1 Check that the gas supply valves are closed.

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

For more information, see figure Gas piping of the main gas valves.
3 Replace the filter and the O-rings with new ones.
4 Reassemble the parts and tighten the screws to the required torque.
For more information, see Section 07 Tightening torques for screws and nuts.
DBAD281257- 17-3
4
1
5
2
6
3
7
1 Screw 5 Seal ring

2 O-ring 6 Filter flange
3 Main gas admission valve 7 Filter
4 Distributing pipe 8 O-ring
Fig 17-4 Main gas admission valve filter W34-321763 v2
17.3.2 Overhauling the gas admission valve v2

WS-W34-MAN-17-MAINGASADMISSIONVALVE-OVERHAULOFTHEGASADMISSIONVALVE
Prerequisites
The main gas admission valve requires no regular maintenance and should preferably be
overhauled by authorized personnel.
Procedure
1 Unscrew the screws (31) and remove the coil (24).
2 Remove the retaining ring (23), see Fig 17-5.
3 Carefully remove the valve assembly with a suitable tool.
NOTE
Do not mix the valve parts with other valves parts.
CAUTION
To ensure a trouble free function the valve parts must be kept totally clean and
well protected from oil and dust!
4 Loosen the screw (22) keeping the plate (32) in a shielded vice.
Be careful not to drop the springs (27).
17-4 DBAD281257-
24
31
25
32
26
21
27
22
28
23
29
30
21.Upper plate 22.Screw 23.Retaining ring 24.Coil 25.O-ring 26.Valve housing 27.Spring
28.Moving plate 29. O-ring 30.Lower plate 31.Screw 32. Plate
Fig 17-5 Main gas admission valve W34-401703 v1
5 Check the valve parts for wear and pay special attention to the sealing surfaces on
the moving plate (28) and the lower plate (30).
Renew the complete valve if the sealing surfaces are worn or damaged.
6 Renew the screw (22).

Apply one drop of Loctite 271. Mount and tighten to 20 Nm.
7 Reassemble the gas valve in the opposite order, with new O-rings (25) and (29).
17.3.3 Mounting the gas admission valve v4

WS-W34-MAN-17-MAINGASADMISSIONVALVE-MOUNTINGTHEGASADMISSIONVALVE
Procedure
1 Remove the protecting covers and check that the surfaces of the multiduct and the
gas pipe are clean.
2 Renew the O-ringsand on the gas admission valve, see Fig 17-4.
3 Mount the gas valve and tighten the fastening screws to correct torque according to
chapter 07.
4 Mount the flexible gas pipe (8) and tighten the fastening screws for the pipe
connections (9) and (7) see Fig 17-3.
5 Connect the cable (11).
DBAD281257- 17-5
17.4 Test of the gas system
17.4.1 Testing the gas system for leaks v2

WS-W34-MAN-17-TESTOFTHEGASSYSTEM-GASSYSTEMLEAKTEST
Procedure
1 Connect compressed air/nitrogen, of 3 bar to the inlet flange of the gas system on the
engine.
2 Check all connections with soap water or leakage spray, beginning from the inlet
flange and continuing through the gas line.
The last connection on the main gas line is the connections between the flexible hoses and
the main gas admission valves. The last connection on the prechamber gas line is the pipe
connections to the prechamber valves on the cylinder heads.
3 Growing bubbles on the connection indicates leakage.
NOTE
Release the air pressure in the system before disassembling.
4 Disassemble the leaking connection, examine the O-rings and sealing faces.
Replace worn parts.
5 Repeat the leak test for the repaired connection(s).

.
NOTE
When the engine is running a portable gas leak detector can be used.
17.4.2 Pressure testing of the main gas valve v3

WS-W34-MAN-17-TESTOFTHEGASSYSTEM-PRESSURETESTOFTHEMAINGASVALVE
Procedure
1 Mount a suitable test pressurising adapter flange on the inlet port of the main gas
valve.
2 Connect compressed air of 2 bar to the adapter flange.
17.4.3 Testing the main gas valve coil integrity v1

WS-W34-MAN-17-TESTOFTHEGASSYSTEM-TESTOFMAINGASVALVECOILINTEGRITY
Procedure
1 Measure coil integrity

from one connector pin to the other. At room temperature the coil integrity should be within
the following ranges, see table below.
17-6 DBAD281257-
Coil resistance (Low Voltage)

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

Measure the resistance from either pin to the solenoid assembly housing. If a low resistance
is measured, a ground fault exists and the solenoid valve should be replaced. If a high
resistance is measured at first and the reading gradually increases until the meter reading is
infinite, the meter has been charging the coils natural capacitance.
DBAD281257- 17-7
DBAD281257- 17-8
Wärtsilä 34SG Engine O&MM 18. Lubricating Oil System
18. Lubricating Oil System
6 7 8 14
3
4
2
5
13
12
9
10 15
11 16
17
1 Centrifugal filter 10 Crankshaft bearings

2 Lubricating oil cooler 11 Oil dipstick
3 Lubricating oil automatic filter 12 Gudgeon pins
4 Thermostatic valve 13 Piston
5 Intermediate gear wheel bearings 14 Lubricating oil to turbocharger
6 Rocker arms 15 Non-return valve
7 Push rods 16 Lubricating oil pump
8 Valve tappets 17 Prelubricating oil pump
9 Camshaft bearings
Fig 18-1 Lubricating oil system GUID-82EACB20-A49C-4FDA-A1E9-C75B9D88FD73 v1
The engine is provided with a lubricating oil pump (16) that is driven directly by the pump
gear at the free end of the engine. It is possible to connect an electrically driven standby
pump in parallel, if needed.
The pump draws oil from the engine oil sump or system oil tank and forces it through the
lubricating oil cooler (2). The cooler is equipped with a thermostatic valve (4) to regulate the
oil temperature. The oil flows through the lubricating oil automatic filter (3) to the main
distributing pipe in the oil sump and then through the hydraulic jacks (in this respect acting
as ordinary pipes) to the main bearings (10). Through bores in the connecting rods to the
gudgeon pins (12), the piston skirt and piston cooling spaces.
The oil system consists of:
● Engine-driven oil pump
● Electrically-driven prelubricating oil pump
● Cooler
DBAD281257- 18-1
18. Lubricating Oil System Wärtsilä 34SG Engine O&MM
● Oil thermostatic valve

● Automatic filter
● Oil sump (built on the engine)
Depending on the installation, the prelubricating oil pump can also be installed in an
external system.
1 2
1 Dry oil sump

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

The engine can be provided with a wet or a dry oil sump system.
For a detailed schematic about the lubricating oil system, see Installation specific data.
The oil is stored in the oil sump under the engine or in the system oil tank. Return oil from
the engine system is led back to the oil sump. The lubricating oil separator (if used) is
connected directly to the engine oil sump or system oil tank.
Oil is led through bores to other lubricating points, including:
● Intermediate gear wheel bearings (5)
● Camshaft bearings (9)
● Valves tappets (8)
● Rocker arms (6)
● Push rods (7)
● Oil nozzles
The turbocharger is also connected to the engine lubricating oil system (14).
Back-flushing oil from the automatic filter (3) flows through pipes to the centrifugal filter (1)
and back to the oil sump.
18-2 DBAD281257-
The oil pressure in the distributing pipe is regulated by a pressure regulating valve on the
pump. The pressure can be adjusted on the set screw of the control valve. See section
18.3.2.
It is essential to maintain correct pressure to ensure appropriate lubrication of the bearings
and cooling of the pistons. Normally, the oil pressure remains constant when adjusted to
the correct value, although varying with the temperature. The oil pressure can rise above
the nominal value when starting with cold oil but returns to the normal value when the oil is
heated. To avoid any problems caused by cold oil, the engine oil must be heated up to 40–
50ºC level before starting the prelubricating oil pump. The lubricating oil pressure before the
engine is indicated on the local display unit. The system includes three pressure switches or
pressure sensors that indicate low lubricating oil pressure, connected to the automatic
alarm and stop system. See chapter 23.
Depending on the installation, the oil temperature can be checked from the instrument
panel, the thermometer, display unit, or operator interface system. See chapter 01.
A temperature sensor for high lubricating oil temperature is connected to the automatic
alarm system. See chapter 23.
The oil dipstick (11) is located in the middle of the engine. Optional connections for an oil
separator are mounted on the oil sump at the free end of the engine. For oil sampling, a
valve is fitted after the oil filter.
18.1 Lubricating oil system maintenance v11

WS-W32-MAN-18-GENERALMAINTENANCE
Use only high-quality oils approved by the engine manufacturer. See Chapter 02 Fuel,
lubricating oil, cooling water.
Always keep a sufficient quantity of oil in the system. The oil dipstick indicates the
maximum and minimum limits between which the oil level may vary. Keep the oil level near
the “max.” mark and never allow the level to go below the “min.” mark. The limits apply to
the oil level in a running engine. The dipstick scale is graduated in centimeters. This scale
can be used when checking the lubricating oil consumption.
NOTE
Separate scales are marked for a running and a stopped engine on the oil
dipstick. Make sure you use the correct scale when checking the oil level.
Change the oil regularly at intervals determined by experience of the installation concerned,
see Chapter 02 Fuel, lubricating oil, cooling water, and Chapter 04 Maintenance schedule.
Drain the oil system, including the oil cooler and filter, when the oil is warm. Clean the
crankcase and the oil sump with clean rags (do not use cotton waste). Clean the centrifugal
filter.
Centrifuging the oil is mandatory when using heavy fuels. See the approved lubricating oils.
CAUTION
Observe utmost cleanliness when performing any maintenance in the lubricating
oil system. Dirt, metal particles, and similar may cause serious bearing damage.
When dismantling pipes or accessories from the system, cover all openings with
blank gaskets, tape, or clean rags. When storing and transporting oil, prevent
dirt and foreign matter from entering the oil. When refilling oil, use a screen.
18.2 Lubricating oil pump v5

WS-W50-MAN-18G
The lubricating oil pump is a three-rotor screw pump driven by the gear mechanism at the
free end of the engine.
DBAD281257- 18-3
1 Lubricating oil pump
Fig 18-3 Engine driven lubricating oil pump GUID-97994B37-3A15-468C-87C2-84F23BF754E4 v1
18.2.1 Removing the pump from the engine (turbochargers in

free end) v2
WS-W50-MAN-18G-DESCRIPTION-REMOVINGTHEPUMPFROMTHEENGINE-REMOVINGTHEPUMPFROMVENGINESTURBOCH
Procedure
1 Remove the pipes from the pump.
18-4 DBAD281257-
2 Apply lifting straps or lifting tool 836021 (1) on the pump.
1 2
1 Lifting tool
2 Fastening screws
Fig 18-4 Removing the lubricating oil pump with equipment GUID-05532907-2DC5-4C94-B8C2-DEBEC2B8F6EB v2
3 Open the pump fastening screws.
4 Remove the pump.
DBAD281257- 18-5
18.2.2 Removing the driving gear v6

WS-W50-MAN-18G-DESCRIPTION-REMOVINGTHEPUMPFROMTHEENGINE-REMOVALOFDRIVINGGEAR
2 3 2
4
1 Driving gear 3 Outer ring
2 Screw 4 Ring
Fig 18-5 Driving gear GUID-30351068-89C4-4109-952A-BE255FE04ED9 v1
Procedure
1 Remove all screws (2).
2 Mount the 4 screws to the threaded holes to press out the outer ring (3) and remove
ring (4).
NOTE
Tighten the four screws equally. Do not use too much tightening force for one
screw.
3 Remove the driving gear wheel.
18-6 DBAD281257-
18.2.3 Dismantling the lubricating oil pump v2

GUID-705B70A9-EE7C-4C90-96BB-A6C0D448D57C
A
3 4 5 6 7 8 10 11 12 13 14 15 A
2 16
17
1
18 9
25
19
29
21 20
28 27 26 24 23 22
1 Seal-lock nut 16 O-ring
2 Adjusting screw 17 Pump housing
3 Mounting screw 18 Circlip
4 Spring plate 19 Circlip
5 Valve spring 20 Support ring
6 Valve cone 21 Grooved ball bearing
7 Cylindrical pin 22 Threaded locking pin
8 Valve sleeve 23 Non-return valve
9 Threaded locking pin 24 Gasket
10 O-ring 25 Plug
11 Non-return valve 26 Driving spindle
12 Locking screw/sealing ring 27 Flat seal
13 Valve piston 28 Cover driven side
14 Circlip 29 Locking screw/sealing ring
15 Idler spindles
Fig 18-6 Lubricating oil pump GUID-1C9837C8-A48F-4456-86DF-3525A83EB81C v1
Procedure
1 Turn the pump horizontally.

See Fig 18-6.
2 Release the valve spring (5) tension by opening the nut (1), and release the screw (2).
NOTE
Record the number of turns when releasing the screw (2).
3 Remove the driven side cover (28).
a Take out the mounting screws (3).
b Remove the flat seal (27).
4 Use M6 screw to pull out the spring plate (4).
DBAD281257- 18-7
5 Remove the valve spring (5).
6 Pull out valve cone (6).

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

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

See Fig 18-8.
18-8 DBAD281257-
Fig 18-8 Pen-marked spindles GUID-C106649C-5EE6-4FBE-A5FD-8BFD63A2FD10 v2
21 Fix the idler spindles (15) and driving spindle (26) with a spindle set clamp device or
lock the spindles together by using suitable devices.
22 Remove the spindle set completely.
23 Loosen the spindle set clamping device, if used.
24 Separate the idler spindles (15) from the driving spindle (26).
25 Remove the circlip (19) and support ring (20).
26 Pull out the grooved ball bearing (21) with a suitable extractor.
18.2.4 Inspecting the lubricating oil pump v10

WS-W32-MAN-18-LUBRICATINGOILPUMP-INSPECTION
Procedure
1 Check all parts for wear and replace worn parts.

See Chapter 06 Adjustments, Clearances and Wear Limits.
2 Check the ball bearing (21, Fig 18-6) for wear.

Replace the bearing if necessary.
3 Check the housing and flow pockets in the relief valve for dirt contamination.
Clean if necessary.
18.2.5 Assembling the lubricating oil pump v3

GUID-D76D6125-C806-4A63-B72D-AA06A1CFD6B8
NOTE
Before assembling, clean and lubricate all parts with clean engine oil.
Procedure
1 Install the groove ball bearing to the driving spindle.
a Heat up the bearing in clean oil to approximately +80º C.
DBAD281257- 18-9
b Oil the collar of the driving spindle, and press the bearing in by its inner ring with a
suitable pipe.
See Fig 18-9.
Fig 18-9 Mounting the bearing GUID-4BCC3C62-AA72-4C02-A268-11A2BE821266 v1
ATTENTION
Before continuing the assembly, wait until the bearing has reached the ambient
temperature.
2 Install the support ring (20).
3 Install the circlip (19).
4 Turn the pump housing (17) to vertical position.
5 Install the idler spindles (15) around the driving spindle (26) according to the markings
made during dismantling.
See Fig 18-8.
6 Align the idler spindles around the driving spindle so that the grooves on the idler
spindles match to the collar on the driving spindle.
See Fig 18-10.
18-10 DBAD281257-
Fig 18-10 Spindle alignment GUID-4937C4C9-F17F-48E6-B5B9-224FD1FA7D9A v2
a Fix the idler spindles and driving spindle with a spindle set clamp device or lock the
spindles together by using suitable devices.
b Fasten the eye bolt M12 to the driving spindle.

See Fig 18-7.
NOTE
To help install the bearing, the bearing pocket on the pump housing can be
heated up to around 60°C, if necessary.
7 Lubricate the housing spindle bores with clean engine oil.
8 Mount the spindle set half way to the housing.
9 Remove the clamp device, cable straps, or locking devices.
10 Fit the spindle set by pressing the bearing outer ring.

See Fig 18-11.
NOTE
Do not use a hammer when pressing the outer ring of the bearing.
DBAD281257- 18-11
Fig 18-11 Mounting the outer ring bearing GUID-9B1BEC6D-DDA9-4DD6-ADC3-3DAC178EC958 v1
11 Install the circlip (18) to the pump housing.
12 Install the non-return valve (23) with a new gasket (24).
13 Tighten the locking pin (22) by using a 4 mm Allen key for the non-return valve.
14 Lubricate the valve piston (13) with engine oil.
15 Install the valve piston (13) inside the valve sleeve (8).
16 Install the circlip (14) to the valve sleeve (8).
17 Mount the valve sleeve (8) with new O-rings and lubricate the housing and the valve
sleeve with oil and mount into the housing.
18 Install the threaded locking pin (9) and the plug (25) with a new sealing ring.
19 Lubricate the cylindrical pin (7) with oil and insert to the place.
20 Lubricate the valve cone (6) with oil and insert to the place.
21 Install the valve spring (5).
22 Install the spring plate (4) with a new O-ring, and lubricate the plate with oil.
23 Install the flat seal (27) and cover (28).
24 Tighten the screws (3) to the stated torque according to chapter 07 Tightening
Torques and Use of Hydraulic Tools.
NOTE
Before tightening, make sure that the tension from the adjusting screw (2) is
released.
25 Adjust the screw (2) according to calculated turns during dismantling, and tighten the
locking nut (1).
26 Install the non-return valve (11).
27 Mount the locking screw (12) with a new sealing ring.
18-12 DBAD281257-
28 Adjust the lubrication oil pressure on the running engine according to section 18.3.2.
NOTE
Adjustment at nominal operating temperature.
18.2.6 Assembling the driving gear v7

GUID-036EF121-6C45-4C9C-977C-55E653048670
Procedure
1 Clean all contact surfaces, and oil slightly the screw head bearing contact.
2 Mount the gear wheel (1), ring (4) and the outer ring (3).
See Fig 18-5.
3 Tighten the screws evenly and diametrically in two or three stages to the correct
torque.
See the tightening instructions.
18.2.7 Mounting the pump to the engine v8

WS-W50-MAN-18G-DESCRIPTION-MOUNTINGTHEPUMPTOTHEENGINE
Procedure
1 Clean all the flange contact surfaces.
2 Renew the O-ring (16) on the pump housing.

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

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

See chapter 06 Adjustments, Clearances and wear limits.
DBAD281257- 18-13
Fig 18-12 Backlash (A) GUID-3F8AC8AA-9C7A-4ADF-B409-B86729A7E1EC v1
18.3 Lubricating oil pressure regulating valve and safety

valve v15
WS-W32-MAN-18-LUBRICATINGOILPRESSUREREGULATINGVA-DESCRIPTION
2 3 4 7
5 6
1 Adjusting screw 5 Servo piston

2 Spring 6 Ball for safety valve
3 Regulating piston 7 Control pipe to engine distribution
4 Pin channel
Fig 18-13 Pressure regulating valve GUID-C35CD422-711D-491B-9522-DA38DD3F41FA v3
The pressure regulating valve is integrated into the lubricating oil pump. It regulates the feed
oil pressure into the engine by returning the surplus oil directly from the pressure side of the
pump back to the suction side.
The oil pressure actuates the regulating piston (3), and the spring (2) is tensioned to
maintain the required pressure. Thus, the pressure is kept constant in the distributing pipe,
irrespective of the pressure in the pressure side of the pump and of the pressure drop in the
system. By tensioning the spring, higher oil pressure is obtained.
In engines running at varying speeds, the valve maintains the pressure depending on the
operating pressures recommended at various speeds. See Chapter 01 Main data, operating
data and general design.
If, for some reason, the pressure should increase too much in the pressure pipe, for
example if the system is clogged, the ball (6) opens and allows the oil to pass to the
regulating piston (3). This serves as a safety valve.
18-14 DBAD281257-
18.3.1 Maintaining the pressure regulating valve v16

WS-W32-MAN-18-LUBRICATINGOILPRESSUREREGULATINGVA-MAINTENANCEOFTHEREGULATINGVALVE
Procedure
1 Dismantle all moving parts.

See Fig 18-13.
See steps 2–12 in section 18.2.3.
2 Check the parts for wear.
3 Renew the O-rings.
4 Replace worn or damaged parts with new ones.
5 Clean the parts.
6 To reassemble the parts, repeat the dismantling procedure in a reverse order.
NOTE
Make sure that no parts are jamming.
7 Adjust the lubricating oil pressure according to section 18.3.2.
18.3.2 Adjusting oil pressures v7

GUID-60A53AF9-91F6-4903-9A13-FB0A5C04B1E1
1
4
1 Electric driven prelubricating pump 3 Main oil pump

2 Adjusting screw for prelubricating oil 4 Adjusting screw for lubricating oil
pressure pressure
Fig 18-14 Lubricating oil pump GUID-5D6CC418-1472-4C01-B555-FD734E361843 v1
The main oil pump (3) is a screw-type pump with an integrated pressure regulating valve
installed inside the pump. The electrically-driven prelubricating pump (1) is a gear-type
pump installed above the LT water connections.
DBAD281257- 18-15
The pumps are connected in parallel and both pumps are equipped with separate pressure
adjusting valves.
NOTE
The oil pressure must be adjusted at nominal temperature.
● Adjust the lubricating oil pressure by using the screw (4).

● Adjust the prelubricating oil pressure by using the screw (2).
18.4 Prelubricating oil pump v9

GUID-6C2A795D-2642-4AF5-93DB-A54673957CF5
The gear-type prelubricating oil pump is driven by an electric motor. The pump is provided
with an adjustable pressure control valve.
When running with very cold oil, adjust the pressure to the nominal value by loosening the
adjusting screw to the end position so that the electric motor is not overloaded.
NOTE
Be careful when adjusting the pressure by loosening the adjusting screw as oil
may come out.
The pump and the electric motor are both mounted on the pump drive house and
connected to each other by a flexible coupling. To avoid reverse flow, a non-return valve is
integrated into the main lubricating oil pump.
3 4
1 Electric motor 3 Oil inlet connection
2 Prelubricating pump 4 Oil outlet connection
Fig 18-15 Prelubricating oil pump GUID-D98AE4E0-41B6-4CE3-BAC1-1B78292453C3 v1
The pump is used for:
18-16 DBAD281257-
● Filling the engine lubricating oil system before starting, for example when the engine has
been out of operation for a long time.
● Postlubrication of a stopped engine to ensure sufficient cooling of turbocharger bearings
and seals.
CAUTION
Do not run the prelubricating oil pump when the engine is running. Running the
pump and the engine simultaneously overheats and damages the pump.
18.4.1 Dismantling the prelubricating oil pump v3

GUID-4D8F6592-819D-4B61-9493-3C1FFFD2BD7B
Prerequisites
● Disconnect the power from the electric motor.
● Disconnect the wires from the motor.
1
2
3
6
1 Screw 4 O-ring
2 Screw 5 Screw
3 Screw 6 O-ring
Fig 18-16 Prelubricating oil pump GUID-ED193A1B-E488-4AE6-8803-5CC6D0EF428F v1
Procedure
1 Remove the screws (1), (2), (3) and (5).
2 Lift out the complete prelubricating pump unit with a suitable lifting device.
3 Remove the O-rings (4) and (6).
DBAD281257- 18-17
4 Remove the electric motor.
1
7 10
8 9
2
7 10
6
4
1 Electric motor 6 O-ring

2 Electric motor screws 7 Key
3 Bracket 8 Coupling halves
4 Bracket screws 9 Flexible coupling rubber
5 Axial seal and retaining ring 10 Coupling half screws
Fig 18-17 Prelubricating oil pump GUID-2F3528CC-982B-4C6F-A37F-DCAF5453F0A2 v2
a Loosen the electric motor screws (2).
b Use lifting straps to support the electric motor (1).
5 Remove the coupling halves (8).
a Mark the position on the pump and the electric motor shaft of the coupling halves,
before removing the coupling halves.
b Loosen the coupling half screws (10).
6 Remove the key (7).
7 Loosen the bracket screws (4) and remove the bracket (3).
8 Withdraw the gear wheels by hand.
18-18 DBAD281257-
9 Remove the retaining ring and axial seal (5) from the bracket (3).
18.4.2 Inspecting the prelubricating oil pump v8

GUID-E7FB053C-F72D-4BE7-B6ED-63CD41E705B5
A A
A-A 3
1 2
1 Bearings
2 Oil grooves
3 Pressure side
Fig 18-18 Prelubricating oil pump bearings GUID-BF5B8C68-1092-4EC0-8FDD-5E4F7DD699F4 v2
Procedure
1 Check all parts for wear and replace worn parts.

See Clearances and wear limits (at 20°C) .
2 Replace worn bearings (1).
a Remove the worn bearings from the housing with suitable mandrel or by
machining.
b Freeze the new bearings.
DBAD281257- 18-19
c Mount the bearings so that the bearings are 2 mm below the cover and the housing
level.
NOTE
Make sure that the oil grooves (2) are on the pressure side.
d After mounting, check the bearing diameter.

See Clearances and wear limits (at 20°C) .
18.4.3 Assembling the prelubricating oil pump v2

GUID-2997A953-FBAE-4119-BE77-F7651E1B8EA1
Prerequisites
● Clean and oil all contact surfaces.
18-20 DBAD281257-
Procedure
1 Install the gear wheels.
1
7 10
8 9
2
7 10
6
4
1 Electric motor 6 O-ring

2 Electric motor screws 7 Key
3 Bracket 8 Coupling halves
4 Bracket screws 9 Flexible coupling rubber
5 Axial seal and retaining ring 10 Coupling half locking screws
X= 3 mm, Y= 2 mm
Fig 18-19 Prelubricating oil pump GUID-2F3528CC-982B-4C6F-A37F-DCAF5453F0A2 v2
2 Mount a new axial seal (5) to the bracket (3), and install the retaining ring (5).
Lubricate with grease.
3 Replace the O-ring (6).
4 Mount the bracket (3).

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

See Tightening torques for screws and nuts.
DBAD281257- 18-21
6 Mount the coupling halves (8).
a Tighten the coupling half of the prelubricating oil pump end lightly by hand with the
locking screw (10).
Check that the coupling can be moved by hand.
b Mount the coupling half of the electric motor end.

Lock it with the locking screw (10) to the mark made during the dismantling.
c Place 3 mm thick distance piece between the coupling halves.
d Mount the electric motor (1), tighten the screws (2), and remove it again.
e Tighten the prelubricating pump end coupling half with the locking screw (10).
f Remove the distance piece.
7 Check the distance between the coupling halves X.

Adjust it, if necessary.
8 Remove the electric motor (1), by opening the screws(2).
9 Mount the coupling rubber (9).
10 Check that both coupling halves (8) are placed evenly on the shafts.
11 Mount the electric motor (1).
12 Tighten the screws (2).
1
2
3
6
1 Screw 4 O-ring
2 Screw 5 Screw
3 Screw 6 O-ring
Fig 18-20 Prelubricating oil pump GUID-ED193A1B-E488-4AE6-8803-5CC6D0EF428F v1
13 Renew O-rings (4) and (6).
18-22 DBAD281257-
14 Mount the complete pump to the engine.
15 Hand tighten the screws (1),(2), (3), (5).
16 Tighten the screws (1) and (2) to the stated torque.

See chapter 06.
17 Tighten the screws (3) and (5) to stated torque.
18 Connect the wires to the electric motor.
NOTE
Be sure that the electric motor is rotating in correct direction.
18.5 Prelubricating oil pressure regulating valve v7

WS-W32-MAN-18-PRESSUREREGULATINGVALVEFORPRELUBRI-DESCRIPTION
1 Adjusting screw
2 Compression spring
3 Piston
Fig 18-21 Pressure regulating valve GUID-C15CAE9B-7B7B-4220-9BD1-F969296B04CC v1
The pressure regulating valve controls the oil pressure before the engine by returning the
surplus oil directly from the pressure side of the pump to the suction side.
This pressure actuates the regulating piston (3) and the spring (2) is tensioned to balance
this force at the required pressure. By tensioning the spring adjusting screw (1), a higher oil
pressure is obtained.
DBAD281257- 18-23
18.5.1 Removing the pressure regulating valve v2

GUID-943804BB-C264-4E26-B4B7-5197DDFC4FD7
3
4
5
3
6
1 Pressure regulating valve 4 Valve O-ring

2 Oil return pipe O-ring 5 Oil return pipe
3 Oil return pipe fastening screws 6 Pressure regulating valve fastening
screw
Fig 18-22 Removing the pressure regulating valve GUID-AC771C09-1D0F-4418-A248-5AC38EC6E6FF v2
Procedure
1 Remove the oil return pipe fastening screws (3).
2 Take out the oil return pipe (5).
3 Remove the oil return pipe O-rings (2).
4 Remove the pressure regulating valve fastening screws (6).
5 Take out the pressure regulating valve (1).
6 Remove the valve O-ring (4).
18-24 DBAD281257-
18.5.2 Dismantling the pressure regulating valve v9

GUID-DE489D6E-F027-48C1-A6C7-190A8E299F44
5
7
4 8
1 Piston 5 Adjusting screw

2 Compression spring 6 Cap
3 O-ring 7 Locking nut
4 Spring retainer 8 Cover
Fig 18-23 Pressure regulating valve GUID-70E9FE4D-F388-4BE7-87E9-2FA2AC0353F2 v2
Procedure
1 Remove the cap (6).
2 Open the locking nut (7) and loosen the adjusting screw (5).
Record the number of turns.
CAUTION
The adjusting screw is spring-loaded.
3 Remove the cover (8).
4 Remove the spring retainer (4) and compression spring (2).
5 Remove the piston (1).
DBAD281257- 18-25
18.5.3 Inspecting the pressure regulating valve of the

prelubricating pump v5
WS-W32-MAN-18-PRESSUREREGULATINGVALVEFORPRELUBRI-MAINTENANCE
Procedure
1 Check all parts for wear and replace worn or damaged parts with new ones.
2 Clean and lubricate the valve carefully.
3 Check that no parts are jamming while reassembling.
18.5.4 Assembling the pressure regulating valve v5

GUID-B15BD81C-8C0F-4EB0-9D87-C09E50E09343
Procedure
1 Mount the piston (1).
5
7
4 8
1 Piston 5 Adjusting screw

2 Compression spring 6 Cap
3 O-ring 7 Locking nut
4 Spring retainer 8 Cover
Fig 18-24 Pressure regulating valve GUID-70E9FE4D-F388-4BE7-87E9-2FA2AC0353F2 v2
2 Renew the O-ring (3) of the cover (8).
3 Mount the compression spring (2) and the spring retainer (4).
18-26 DBAD281257-
4 Mount the cover (8).
5 Adjust the screw (5) according to the recorded turns, and tighten the locking nut (7).
6 Adjust the prelubricating oil pressure according to the main data.
7 Mount the cap (6).
18.6 Lubricating oil cooler v2

GUID-FB9CD92D-D05C-4220-9362-FFA5911FFCBA
The tube-type oil cooler is integrated in the lubricating oil module housing. The tube stack is
inserted in a jacket and fixed at one end. To allow expansion, the other end is movable in a
longitudinal direction. Both ends are provided with O-rings. The lubricating oil flows outside
the tubes and the cooling water flows inside the tubes.
The oil cooler tube stack is made of copper-nickel and the water boxes of cast iron.
18.6.1 Maintaining the lubricating oil cooler v4

GUID-A812E0DB-CA30-4D34-B551-3DEC5DD3D6F9
● Clean and pressure test the lubricating oil cooler according to the maintenance
schedule or if the lubricating oil temperature tends to raise abnormally.
See the nominal temperatures in the main operating data.
● When cleaning the cooler, check for corrosion and test with hydraulic pressure.
CAUTION
If the tubes are leaking, replace the tube stack with a new one.
● To clean the oil and the water side, remove and dismantle the lubricating oil cooler.
18.6.2 Dismantling the lubricating oil cooler v5

GUID-477585D9-00C0-4668-8041-CDF145E3CB89
Procedure
1 Drain the lubricating oil cooler.
CAUTION
Ensure that no lubricating oil or water is left inside the cooler.
a Stop the prelubricating oil pump, and the LT preheating pump, if installed.
b Drain the oil side by removing the plug from the oil inlet pipe.
NOTE
The drain plug is in the oil sump, accessible through the first A-bank side
crankcase cover.
c Drain the LT water side from the engine.
DBAD281257- 18-27
2 Remove the oil pipe (6) between the automatic back-flushing filter (5) and the
centrifugal filter (7).
4 4
1 2 3
6
11 12 10
10 11
7
9 8
1 End flange 7 Centrifugal filter
2 Tube stack housing 8 Lubricating oil module body
3 Supporting plate 9 Thermostatic element
4 Automatic back-flushing filter housing 10 O-ring
bolts 11 O-ring
5 Automatic back-flushing filter 12 Retainer ring
6 Oil pipe
Fig 18-25 Lubricating oil cooler GUID-43CA7360-F748-463D-947D-1802D8DC0578 v2
3 Remove the automatic back-flushing filter assembly.
a Support the automatic back-flushing filter (5) with a lifting tool, or a strap and a
crane.
b Remove the filter housing bolts (4).
c Detach the filter from the lubricating oil module.
4 Remove the end flange (1).
a Support the end flange with a lifting strap and a crane.
b Remove the screws and lift off the end flange.
5 Remove the tube stack housing (2) from the engine.
a Fit eye bolts on the tube stack housing (2), and support it with a lifting strap and a
crane.
NOTE
Use suitable equipment to lock the tube stack during lifting.
b Remove the tube stack housing fastening bolts.
c Detach the tube stack housing.
18-28 DBAD281257-
6 Remove the tube stack from its housing.
a Draw alignment marks on the tube stack and the housing.
b Place the tube stack in a horizontal position.
c Remove the retainer ring (12) and O-rings (10), (11, Fig 18-25) on both ends by
moving the tube stack in and out.
NOTE
Make sure not to damage the tube stack.
d Place the tube stack in a vertical position.
1 End flange
Fig 18-26 Removing the tube stack GUID-AC7127DC-3646-43DE-95D8-ADDCC20EEAAF v2
e Fit M12 eye bolts to the tube stack, and lift it up with a crane.
18.6.3 Assembling the lubricating oil cooler v6

GUID-29D864C9-DC3B-4E41-83E9-AD5259FB72FD
Prerequisites
● Clean and check the lubricating oil cooler.
● Inspect all the sealing surfaces for damage and recondition them, if necessary.
DBAD281257- 18-29
Procedure
1 Insert the tube stack into the housing.

a Place the housing in a vertical position.
See (1, Fig 18-26).
b Fit M12 eye bolts to the tube stack, and lift it up with a crane.
c Insert the tube stack into the housing according to the alignment marks.
NOTE
Ensure the both end flanges are inside the housing.
2 Fit the tube stack retainer ring and O-rings.

a Lock the tube stack to the housing.
b Place the tube stack housing in horizontal position.
c Unlock the tube stack from the housing.
d Insert a new inner O-ring (10) on one end of the tube stack and lubricate it with
grease.
NOTE
Do not damage the tube stack.
4 4
1 2 3
6
11 12 10
10 11
7
9 8
1 End flange 7 Centrifugal filter
2 Tube stack housing 8 Lubricating oil module body
3 Supporting plate 9 Thermostatic element
4 Automatic back-flushing filter housing 10 O-ring
bolts 11 O-ring
5 Automatic back-flushing filter 12 Retainer ring
6 Oil pipe
Fig 18-27 Lubricating oil cooler GUID-43CA7360-F748-463D-947D-1802D8DC0578 v2
18-30 DBAD281257-
e Push the tube stack towards the opposite side until the inner O-ring groove is
visible.
f Mount the new inner O-ring (10), and lubricate it with grease.
g Push the tube stack back until the outer O-ring grooves are visible on both ends.
h Mount the retainer ring (12) and the outer O-rings (11).
i Lubricate the outer O-ring with grease.
j Lock the tube stack to the housing.
3 Mount the tube stack housing on the engine.
a Fit eye bolts to the tube stack housing and support it with a lifting strap and a
crane.
b Insert new O-rings.
c Attach the tube stack housing to the lubricating oil module and tighten the housing
fastening bolts.
d Unlock the tube stack from the housing.
4 Mount the end flange (1).
a Support the end flange with a lifting strap and a crane.
b Insert new O-rings.
c Attach the end flange (1) on the housing and tighten the screws.
5 Mount the automatic back-flushing filter (5) assembly on top of the lubricating oil
module, and tighten the filter housing bolts (4).
6 Fit the oil pipe (6) between the automatic back-flushing filter and the centrifugal filter.
7 Fit the drain plug(s) with a new gasket, and close the oil sample valve.
18.6.4 Lubricating oil cooler cleaning v3

GUID-10070B16-711D-403B-BBAD-43F1D9380D74
Oil side
Although uncommon, deposits can build up in the lubricating oil cooler's oil side. Fouling
can influence the cooler efficiency strongly.
The outside of the tube stack cannot be cleaned mechanically. The deposits can be
removed by blowing steam through the tube stack.
If the deposits in the oil side are considerable and cannot be removed with steam, use a
chemical solution:
DBAD281257- 18-31
● Alkaline degreasing agents: They are suitable for normal degreasing and not suitable for
heavy grease, sludge or oil coke. They require high temperatures.
WARNING
Pour the alkaline agent slowly into hot water, not the opposite.
CAUTION
Rinse with water after cleaning with alkaline agents.
● Hydrocarbon solvents: They include the whole range from light petroleum solutions to
chlorinated hydrocarbons, for example, thrichlorethylene.
WARNING
Handle hydrocarbon solvents carefully. They are volatile, toxic and narcotic.
● Solvent emulsions: They are the only agents that dissolve heavy deposits such as oil
coke.
Water side
CAUTION
Do not damage the cooler protective layer while cleaning. Use the special tool
for cleaning.
If there are hard deposits on the water side of the cooler, such as calcium carbonate, you
can use commercial chemical cleaning agents.
CAUTION
After treatment rinse or neutralise the heat exchanger with a solution.
NOTE
For detailed information about cleaning, see the cooler manufacturer's
instructions.
18-32 DBAD281257-
18.7 Oil thermostatic valve v7

GUID-E786F2F4-51D3-4083-A2C2-8C6821B6E095
7
4 5
3
2
8
1
10
11
12
13
1 Lubricating oil to upper parts of the 8 Centrifugal filter
engine in A-bank 9 Lubricating oil module body
2 End flange 10 Lubricating oil to delivery pipe
3 Lubricating oil cooler housing 11 Lubricating oil to sump
4 Lubricating oil to upper parts of the 12 Thermostatic element
engine in B-bank 13 Lubricating oil from the pump
5 Oil sample valve
6 Lubricating oil filter
7 Pipe
Fig 18-28 Lubricating oil module GUID-E280F211-8FEA-44A6-A89A-2A5CD53BDDC7 v3
The oil thermostatic valve maintains the lubricating inlet oil temperature at a constant level.
The thermostatic elements (12) are located in the lubricating oil module together with the
lubricating oil cooler, and the filters (6), (8).
DBAD281257- 18-33
5
8
10
2
1
4 5 6 7
1 Oil from the oil pump 6 Thermostatic element

2 Lubricating oil delivery to upper parts of 7 Holder for thermostatic element
the engine 8 Tube housing
3 Return to oil sump 9 Tube cooler
4 Lubricating oil to filtration and delivery 10 Bracket
5 Lubricating oil from cooler
Fig 18-29 Oil flow inside the lubricating oil module (cross-section) GUID-73F921B8-955F-4100-9191-
CE56342A44E9 v5
The oil from the oil pump is led to the channel (1) that goes directly to the cooler and the
thermostatic valves. The oil flows outside the tubes and moves in the upward direction.
After the thermostatic element (6), the oil flows to the channel (4) that leads to filtration and
delivery.
The LT cooling water flows inside the tubes.
When the oil temperature rises, the valve opens, and lubricating oil flows through the cooler.
As the cooler becomes dirtier, the temperature rises a few degrees as the valve needs a
certain temperature rise to increase the oil flow through the cooler.
18-34 DBAD281257-
1 2
6 5
1 Thermostatic element 4 Cold oil from pump
2 Holder for thermostatic element 5 Cooled oil from cooler
3 O-ring 6 Oil to delivery
Fig 18-30 Thermostatic valve, closed position GUID-FBA8EB84-49EF-4314-8D02-F3B0E12BAF34 v3
When the oil temperature exceeds the nominal value, the expansion of the thermostatic
elements moves the valve unit towards the holder, thus allowing the oil to pass through the
cooler. This movement is continuous and maintains the mixed oil at the right temperature.
When the oil temperature is below the nominal value, the thermostatic valve is closed, and
the oil bypasses the cooler. Cold oil in the cooler does not mix with the oil in engine
circulation.
DBAD281257- 18-35
1 2
6 5
1 Thermostatic element 4 Hot oil from pump
2 Holder for thermostatic element 5 Cooled oil from oil cooler
3 O-ring 6 Oil to delivery
Fig 18-31 Thermostatic valve, open position GUID-B471AC3C-AE11-41E8-B0A9-0C51621A1741 v4
18.7.1 Removing the thermostatic element v9

GUID-BBF1534D-AB25-424F-9536-96F9F2D48BB9
Procedure
1 Drain the oil from the cooler.
a Open the first crankcase cover on the A-bank.
b Open the drain plug inside the crankcase.

The drain plug is in the oil sump, accessible through the first crankcase cover on the A-
bank side.
c When the cooler is empty, install the drain plug with a new sealing ring.
18-36 DBAD281257-
2 Remove the thermostatic element holder screws (2).
3
2
1 3
2
2
3
1 Thermostatic element holder

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

Use three M6 screws to jack out the holder (1). See Fig 18-32.
4 Remove the thermostatic element (4) from the holder (1)(1).
1 2 3 4 5
1 Thermostatic element holder 4 Thermostatic element

2 Circlip 5 O-ring
3 O-ring
Fig 18-33 Removing the thermostatic element GUID-575CE07E-1C8C-49FB-B464-ED65A7CA37FA v3
a Remove the circlip (2) from the holder (1).
b Withdraw the thermostatic element (4).
5 Remove the O-rings (3) and (5).
DBAD281257- 18-37
18.7.2 Inspecting the thermostatic element v5

GUID-936B07EF-F2B9-48BE-A130-32480EEEA4EB
Normally, the thermostatic valve requires no maintenance. The reason for a very low or very
high oil temperature may be a defective thermostat or leaking O-rings. However, in most
cases, a dirty cooler causes high temperature.
Procedure
1 Check the thermostatic element working range.
a Heat the element slowly in water.
b Check at which temperatures the element starts opening and is half open.
You can find the values on the thermostatic element. The lower value is the opening
temperature, the higher value is for the half open valve.
The nominal set point is the thermostatic element half open value.
1 Opening set point (ºC)

2 Nominal set point (ºF)
Fig 18-34 Thermostatic element set points GUID-BE2F1C9A-6EEC-43FF-9F12-521D5BAECA3B v1
2 Inspect the element for erosion marks.
3 If the element is defective or out of range, replace it.
18.7.3 Mounting the thermostatic element v6

GUID-1988654C-AE9F-47F9-8B90-432BAE900FA8
Procedure
1 Mount the O-rings (3) to the holder (1).

Lubricate the O-rings with clean engine oil.
18-38 DBAD281257-
1 2 3 4 5
1 Thermostatic element holder 4 Thermostatic element

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

3 Install the circlip (2) to the holder.
4 Mount the holder to the lubricating oil module.
3
2
1 3
2
2
3
1 Thermostatic element holder

2 Holder screw
3 Threaded jacking hole
Fig 18-36 Mounting the thermostatic element holder GUID-946E2E59-A25B-4093-8973-A2EA8DBB36A9 v4
5 Tighten the holder screws (2).
18.8 Lubricating oil automatic filter v10

WS-W32-MAN-18-LUBRICATINGOILAUTOMATICFILTER-DESCRIPTION
The lubricating oil filter is a full-flow filter, that is, the entire oil flow passes through it.
DBAD281257- 18-39
Filtration phase
The oil flows through the inlet flange and turbine (8) to the right end of the filter candles (12);
a partial stream of about 50% is passed through the central connection tube (11) to the left
end of the filter candles. This means that the oil flows through the filter candles at both ends
from inside outwards and most of the dirt particles are retained in the inside of the candles.
The filtered oil now passes through the protective filter (1) to the filter outlet.
18 12 1 10 3
15
4
14
5
16
7
13
8
17 11 2 9
1 Protective filter 10 Bottom sieve plate
2 Overflow valves 11 Central connection tube
3 Flushing arm 12 Filter candles
4 Flange 13 Plug
5 Worm gear unit 14 Flushing shaft
6 Flush bushing 15 Plug
7 Head cap screw 16 Cover
8 Turbine 17 Top sieve plate
9 Gear 18 Cover plate
Fig 18-37 Lubricating oil automatic filter GUID-C4AA8604-F8CE-45A6-AD08-5EDE56632EE9 v5
Back-flushing phase
The flow energy drives the turbine (8) installed in the inlet flange. The high speed of the
turbine is reduced by the worm gear unit (5) and gear (9) to the lower speed required for
turning the flushing arm(s) (3).
The individual filter candles (12) are connected successively to the centrifugal filter by
means of continuously rotating flushing arms (3) through the flush bushing (6).
The lower pressure in the interior of the filter candles during the back-flushing operation
(connected with the centrifugal filter) and the higher pressure (operating pressure) outside
the filter candles produce a counter-flow through the mesh from the clean filter side through
the dirty filter side to the centrifugal filter.
Function of the overflow valves

If the filter candles (first filter stage) do not clean the oil adequately, the overflow valves (2)
are opened at a differential pressure of 2 bar upwards. The oil is now filtered only through
the protective filter (1) (second filter stage).
18-40 DBAD281257-
However, before this situation arises, the installed differential pressure indicator emits a
differential pressure warning. The cause must now be localized and remedied.
If this warning is not heeded, an alarm is emitted by the second contact of the differential
pressure indicator.
CAUTION
The filter may only be operated in this emergency condition for a short time
(opened overflow valves and differential pressure warning). Prolonged operation
in this mode can result in damage to downstream components.
The overflow valves are closed under normal operating conditions, even during startup at
lower fluid temperatures.
Condition of the filter

The filter mesh is located in between the inner and outer support meshes. The condition of
the filter mesh cannot be visually judged without destroying the support mesh.
2 3 4
1 5
1 Filter mesh 4 Dirt particles

2 Outer support mesh 5 Oil flow direction, operating mode
3 Inner support mesh (dirty side) 6 Oil flow direction, back-flushing mode
Fig 18-38 Filter candle construction GUID-C23ABA6C-AA62-409B-8E0B-FCFBBE222EA6 v1
Replacing the filter candles

Filter candles must always be replaced with new ones if:
● Low quality rags have been used during cleaning of the oil system.
Fibres from bad quality rags get tangled between the supporting meshes and filter mesh
and cannot be removed by cleaning the candles.
● There has been a component seizure or breakdown.
Especially a bronze bearing failure causes a large amount of particles that clog the
candles and punch holes into the filter mesh.
● The protective filter is dirty.
There are ruptures or holes in the filter mesh.
If the differential pressure over the filter exceeds 2 bar the safety valve opens thus by-
passing the filter candles.
● According to chapter 04 Maintenance schedule or after four years in service at the latest.
DBAD281257- 18-41
18.8.1 Maintaining the lubricating oil automatic filter v12

WS-W32-MAN-18-LUBRICATINGOILAUTOMATICFILTER-MAINTENANCE
Prerequisites
To maintain trouble-free operation, inspect and maintain the automatic filter at regular
intervals. In spite of constant back-flushing, the mesh may be clogged over time, depending
on the lubricating oil quality and separation.
Procedure
1 Check the filter and the connections for leaks.
2 Inspect all filter candles visually according to the maintenance schedule.
NOTE
If a higher differential pressure occurs, check all the filter candles (12, Fig 18-37)
and the protective filter (1). If necessary, clean the candles or replace them with
new ones.
A highly contaminated protective filter is a sign of prolonged operation with defective or

clogged filter candles and thus opened overflow valves.
3 Check the ease of movement of the worm gear unit (5), and the turbine (8) including
the gear (9) with flushing arm (3).
See Fig 18-37.
a Remove the flange (4).
b Check the ease of movement with a suitable spanner on the hexagon of the worm
gear unit.
c Replace all O-rings and seals, and tighten the flange (4).
18.8.2 Removing the lubricating oil filter candles v8

GUID-51D18AC6-BFC0-41C5-B1C0-B9B8CD34F867
Procedure
1 Drain the filter, open the plugs (15), (13) and discharge the oil.
See section 18.8.
NOTE
Do not refill the system with drained oil.
2 Remove the automatic filter from the engine.

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

See section 18.8.
18-42 DBAD281257-
4 Lift out the entire filter element including flushing arms (3) and gear (9) out of the
housing with a suitable tool.
NOTE
Make sure that the exposed gear (9) is not damaged.
5 Remove the top flushing arm (3) by opening the screws.
6 Remove the cover plate (18) by opening the screws.
7 Remove the top sieve plate (17) by opening the screws.
8 Remove the filter candles (12) and protective filter (1).
18.8.3 Cleaning the filter candles with a cleaning device v5

GUID-3222D5D3-435B-49EC-859D-E55EBA9C9618
CAUTION
The cleaning of the protective filter with the cleaning lance of the high-pressure
cleaning unit must only be carried from outside in. The distance to the stainless
steel mesh must be approximately 10–20 cm and the angle to the mesh surface
approximately 90º.
Clean the candles with warm (maximum 60º C) high pressure water of maximum 60 bar
after soaking in approved chemicals. Otherwise the mesh may be damaged.
NOTE
To get an optimal cleaning effect, use a high-pressure cleaning unit (part No.
471345), cleaner (part No. 471346), and cleaning device.
Procedure
1 Place the filter candles in a suitable cleaner or diesel oil.
NOTE
The maximum soaking time is 24 hours.
DBAD281257- 18-43
2 Take the filter candles out of the cleaner, and attach them to the cleaning device.
Fig 18-39 Mounting the filter candles to the cleaning device GUID-1667AF12-6386-40D3-8000-CDCEBC86DCE1 v2
If cleaning device is not available, see Fig 18-42 for washing filter candles without a
cleaning device.
3 Start the high pressure cleaning lance but not in direction of the filter candles.
4 Lead the high pressure jet up and down every single candle for at least five times.
Use warm water.
NOTE
The minimum distance between the water nozzle and the candle as indicated by
piping frame is 20 cm.
18-44 DBAD281257-
X = minimum distance 20 cm and maximum pressure 60 bar
Fig 18-40 Cleaning with high pressure GUID-741522A4-82AE-47C2-9F19-A8BB6BEF3716 v1
5 Repeat the procedure from the other side.
Fig 18-41 Cleaning procedure GUID-2E12E743-79D1-4A00-BF5B-7C428D68D485 v1
6 Clean the protective filter.

See section 18.8.5.
DBAD281257- 18-45
7 Dry the filter candles with compressed air gun.
8 Check and replace the worn candles.
9 Dismount the candles from the device, and mount them in the filter or store them in a
dry and dust-free place.
18.8.4 Cleaning the filter candles without a cleaning device v4

GUID-CCCDEAC3-273F-4184-A401-3D1976B34B19
CAUTION
The cleaning of the protective filter with the cleaning lance of the high-pressure
cleaning unit must only be carried from outside in. The distance to the stainless
steel mesh must be approximately 10–20 cm and the angle to the mesh surface
approximately 90º.
Fig 18-42 Cleaning the filter candles without a cleaning device GUID-A6228D17-F097-4460-B8CF-11DAB6B7DDAA v1
Procedure
1 Place the filter candles in a suitable cleaner or diesel oil.
NOTE
The maximum soaking time is 24 hours.
2 After immersing, clean the filter candles from the outside inwards using a high-
pressure cleaning unit.
CAUTION
Use a pressure of maximum 60 bar, and make sure that the distance between
the cleaning nozzle and the filter candle is at least 20 centimeters. Otherwise the
mesh may be damaged.
18-46 DBAD281257-
Minimum distance 20 cm and maximum pressure 60 bar
Fig 18-43 Cleaning the filter candles GUID-38AFD4ED-4B98-4D4B-A701-EB2BFFC61E4B v1
3 Turn the candles and repeat the cleaning procedure, clean the candles from the
outside inwards.
4 Check and replace worn candles.
5 Dry the filter candles with air.
Fig 18-44 Drying the filter candles GUID-5DD7C232-6616-4D1C-A3E1-20CB23E0461F v2
DBAD281257- 18-47
18.8.5 Cleaning the protective filter v2

GUID-1B8D8623-E58A-4663-9FE9-DFA475A8E99A
Procedure
1 Place the protective filter in a suitable cleaning agent or diesel oil.
2 Remove loose particles that float on top of the cleaning agent during soaking.
3 Clean the protective filter all over from the outside to the inside by using a high-
pressure cleaner.
4 Rinse out the protective filter in fresh cleaning agent.
5 Allow the protective filter to dry or blow with compressed air.
6 Check the protective filter.

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

18-48 DBAD281257-
18.8.6 Mounting the lubricating oil filter candles v8

GUID-7BA1AF35-0D9D-44E5-BE98-132010797893
Procedure
1 Insert new O-rings.
18 12 1 10 3
15
4
14
5
16
7
13
8
17 11 2 9
1 Protective filter 10 Bottom sieve plate
2 Overflow valves 11 Central connection tube
3 Flushing arm 12 Filter candles
4 Flange 13 Plug
5 Worm gear unit 14 Flushing shaft
6 Flush bushing 15 Plug
7 Head cap screw 16 Cover
8 Turbine 17 Top sieve plate
9 Gear 18 Cover plate
Fig 18-45 Lubricating oil automatic filter GUID-C4AA8604-F8CE-45A6-AD08-5EDE56632EE9 v5
2 Mount the protective filter (1) and the top sieve plate (17).
Tighten the screws.
NOTE
Note the position of the cover plate guiding pin.
3 Before installing the filter candles, inspect them visually, and replace damaged
candles with new ones.
NOTE
Do not use defective filter candles again.
DBAD281257- 18-49
4 Mount the filter candle in its position with the chamfered end towards the gear wheel
end.
a Push the filter candles through the top sieve plate (17).
b Mount the cover plate (18).
c Mount the top flushing arm (3).
d Before installing the entire filter element, check the ease of motion of the flushing
arms.
e Make sure that the flushing arms (3) do not come in contact with the bottom sieve
plate (10) and the cover plate (18).
5 Insert new O-rings.
6 Push the entire filter element into the housing.

By slightly turning the flushing shaft (14), the gear (9) is forced into the drive pinion of the
gear unit (5).
7 Mount the cover (16), and tighten the nuts.
8 Mount the plugs (15), (13) with new washers.
9 Mount the lubricating oil automatic filter to the engine.
18.9 Centrifugal filter v13

WS-W32-MAN-18-CENTRIFUGALFILTER-DESCRIPTION
The centrifugal-type bypass filter complements the automatic filter.

Driving oil (C) from the pressurized engine oil system is lead to the turbine wheel (7) which
rotates the centrifugal filter. Return oil flows back to the oil sump (B).
The flushed oil from the automatic filter is lead to connection (A). The oil flows through the
shaft spindle (4) to the upper part of the rotor tube (5). After filtering, the clean oil is led back
to the oil sump (B) through the nozzles (12) which rotates the centrifugal filter.
18-50 DBAD281257-
15
8
1
9
13
D
5
6
14
16
E
4
2
7 F
11 18
10
12
C
17
3
A
1 Filter cover 10 Cone
2 Cover clamp 11 Housing
3 Cut-off valve 12 Nozzle
4 Spindle 13 O-ring
5 Rotor tube 14 O-ring
6 Paper insert 15 Ball bearing
7 Turbine wheel 16 O-ring
8 Rotor cover nut 17 Locating screw
9 Rotor cover 18 Journal bearing
A. Main oil inlet B. Oil to crankcase C. Driving oil inlet D. Cleaning chamber E. Outlet
chamber F. Outlet hole
Fig 18-46 Centrifugal filter GUID-997073F5-1C52-4AE6-AC97-7405D2CD3CCB v4
DBAD281257- 18-51
18.9.1 Dismantling the centrifugal filter v9

GUID-DAEEF7F9-9D30-43A3-8C0B-5D89C00A7AE5
1 3
1 Rotor cover 6 Paper insert

2 O-rings 7 Spindle
3 Filter body cover 8 Cover clamp
4 Rotor cover nut 9 Cut off valve
5 Rotor tube
Fig 18-47 Centrifugal filter GUID-F456EA9F-7D0A-4074-9C84-23A74BF9766B v1
Procedure
1 Shut off the filter by closing the cut off valve (9).
2 Wait for at least one minute until the centrifugal filter stops rotating and the filter is
empty.
3 Open the filter cover clamp (8).
4 Lift out the filter body cover (3).
5 Remove the rotor assembly.
a Hold the rotor body and open the rotor cover nut (4).
18-52 DBAD281257-
b Lift out the rotor cover (1).
c Remove the rotor tube (5) from the spindle (7).
6 Measure the thickness of the sludge to estimate future cleaning intervals.
7 Remove the sludge from the inside of the rotor cover and body by means of a wooden
spatula or a suitably shaped piece of wood, and wipe clean.
If a paper insert has previously been fitted, remove this insert containing the sludge from
the rotor and discard.
8 Clean out the nozzles with brass wire to ensure free passage of oil.
NOTE
Ensure that the bore of the spindle is clear of sludge buildup.
9 Examine spindle journals to make sure that they are free of damage or excessive
wear.
10 Renew the O-rings.
11 Inspect the bearings for wear.

18.9.2 Assembling the centrifugal filter v8

GUID-798CE763-F208-421C-838B-763FD910B4F5
Procedure
1 Install new O-rings (9) in the rotor cover (8) and spindle (4).
Lubricate them with oil.
DBAD281257- 18-53
7
1
8
9
D
5
6
E
4
2
F
A
1 Filter body cover 6 Paper insert
2 Cover clamp 7 Rotor cover nut
3 Cut-off valve 8 Rotor cover
4 Spindle 9 O-ring
5 Rotor tube
A. Main oil inlet B. Oil to crankcase C. Driving oil inlet D. Cleaning chamber E. Outlet
chamber F. Outlet hole
Fig 18-48 Centrifugal filter GUID-577BDE23-F2F1-4371-B8A9-12ABED5F1BDD v1
2 Mount the rotor tube (5) to the spindle (4).
3 Install new paper insert (6) to the rotor tube (5).
4 Mount the rotor cover (8).
18-54 DBAD281257-
5 Tighten the rotor cover nut (7) to the stated torque, see chapter 07.
CAUTION
Do not overtighten the rotor top nut. Overtightening can lead to rotor imbalance
that decreases filter performance and can damage the bearings.
6 Install the complete rotor unit.
7 Install a new O-ring and the filter body cover (1).

Tighten the cover clamp (2) to the stated torque, see chapter 07.
NOTE
Ensure the cover clamp is properly tightened before taking the centrifugal filter
in operation.
8 Open the cut-off valve (3).
9 Check all the joints for leaks and any excessive vibrations while the centrifuge is
running.
DBAD281257- 18-55
DBAD281257- 18-56
Wärtsilä 34SG Engine O&MM 19. Cooling Water System
19. Cooling Water System

The engine is cooled by a closed-circuit cooling water system, divided into a high-
temperature (HT) circuit and a low-temperature (LT) circuit. The cooling water is cooled in
an external cooler.
Both cooling water circuits are provided with either engine-mounted or externally-mounted
water pumps and thermostatic valves.
13
14
11 12 12 15 16
17
10
9
8
2 3 4
5
6
1 7
1 Water pump 10 Charge air cooler (HT side)

2 Cooler 11 Make-up line
3 Preheating water pump 12 Vent pipe
4 Preheater 13 Expansion tank
5 Water from preheater to HT circuit 14 Over flow
6 HT water inlet 15 HT water return pipe
7 HT water outlet 16 Multiduct
8 HT water pump 17 Cylinder head
9 Thermostatic valve for HT water (option)
Fig 19-1 HT cooling water system circuit GUID-B118AAAF-2239-4E7D-B3C4-D32099DC28FC v2
DBAD281257- 19-1
19. Cooling Water System Wärtsilä 34SG Engine O&MM
2
4
1 2
6
9
11 12
7
8
10
1 Lubricating oil cooler 7 LT water pump

2 Vent pipe 8 LT water inlet
3 Expansion tank 9 Thermostatic valve for LT water (option)
4 Overflow 10 LT water outlet
5 Make-up line 11 Cooler
6 Charge air cooler (LT side) 12 Water pump
Fig 19-2 LT cooling water system circuit GUID-B467C462-E0DB-4BD6-A20B-CD4754265ADB v2
19.1 HT circuit v8
WS-W32-MAN-19-DESCRIPTION-HTCIRCUIT
The HT circuit water cools the cylinders and cylinder heads.

The HT-water pump circulates the water through the HT circuit. The cooling water is first
circulated to the distributing duct, cast in the engine block. From the distributing ducts the
water flows to the cylinder water spaces and further on through connection pieces to the
cylinder heads. Here the water is led along the flame plate, around the prechamber and the
exhaust valve seats, efficiently cooling these components. See Fig 19-1.
From the cylinder head the waterflow continues through the multiduct to the collecting duct
and finally to the temperature control valve, that maintains the right water temperature level.
In installations with two stage charge air coolers, the HT -water is also circulated through
the charge air cooler before it is led to the thermostatic valve.
The external HT system can vary from one installation to another.
19.2 Venting and pressure control of HT-circuit v4

WS-W32-MAN-19-DESCRIPTION-VENTINGANDPRESSURECONTROLOFHTCIRCU
For venting the cooling system, venting pipes from the multiducts are connected to
ventilation pipe that leads to the expansion tank which is connected to the inlet pipe of the
HT and LT water pumps. A static pressure of 0.7-1.2 bar is required before the pumps. If
the expansion tank cannot be located high enough to provide this pressure, the system is
to be pressurized by a pump or pressurized expansion vessel. See Fig 19-1.
19-2 DBAD281257-
19.3 LT circuit v4
WS-W32-MAN-19-DESCRIPTION-LTCIRCUIT
The LT circuit cools the charge air cooler and the lubricating oil cooler. The LT water pump
that circulates the water is of a similar design as the HT pump. The circuit temperature is
controlled and maintained at the right level by the thermostatic valve. The necessary cooling
is gained from the cooler. The LT system outside the engine can vary from one installation
to another.
For venting the cooling system, venting pipes from the charge air cooler and the lubricating
oil cooler are connected to ventilation pipes that lead to the expansion tank. See Fig 19-2.
19.4 Preheating the cooling water system v5

WS-W32-MAN-19-DESCRIPTION-PREHEATING
For preheating the circuit, the preheating water pump and preheater are connected to the
HT circuit before the engine. The non-return valves in the circuit force the water to flow in
the right direction. See Fig 19-1.
Before start, the HT circuit is heated up to 50-70°C by a separate heater.
19.5 Monitoring the cooling water system v14

WS-W32-MAN-19-DESCRIPTION-MONITORING
The cooling water temperatures mentioned in section 01.2 should not be exceeded.
The HT and LT pressures (after the pumps) are displayed on the display units. The
pressures depend on the speed and the installation. The guidance values are in section
01.2.
The HT water system is equipped with two temperature sensors for alarm and depending
on installation, if the temperature exceeds certain limit, shuts down the engine.
Engines may also be equipped with pressure switches for start of stand-by pumps. For
further information, see chapter 23 Instrumentation and Automation.
19.6 Maintaining the cooling water system v5

WS-W32-MAN-19-MAINTENANCE
The installation - including expansion, venting, preheating, pressurizing - should be carried

out strictly according to the instructions of the engine manufacturer to obtain correct and
trouble free service.
WARNING
Depressurize and drain the cooling system before carrying out any maintenance
or repair work.
WARNING
Risk of injury due to spraying of hot pressurized liquids. Wear the correct
protective equipment during any maintenance or repair work.
The cooling water should be treated according to the recommendations in chapter 02.,
section Cooling Water to prevent corrosion and deposits.
If risk of frost occurs, drain all cooling water spaces. Avoid changing the cooling water.
Save the discharged water and use it again.
Remember to close the drain and open the cooling water connections to refill the engine
cooling water system before the engine is started again.
DBAD281257- 19-3
19.6.1 Cleaning the cooling water system v5

WS-W32-MAN-19-MAINTENANCE-CLEANING
Prerequisites
In completely closed systems the fouling is minimal if the cooling water is treated according
to the instructions in chapter 02, section Cooling Water. Depending on the cooling water
quality and the efficiency of the treatment, the cooling water spaces foul more or less over
the course of time. Deposits on cylinder liner water spaces, cylinder heads and cooler
stacks must be removed as they disturb the heat transfer to the cooling water and thus
cause serious damage.
The need to clean must be examined, especially during the first year of operation. This is
done by inspecting cooling water spaces and checking for fouling and deposits.
The deposits can be of the various types and of different consistencies. It can be removed
mechanically and/or chemically as described below. More detailed instructions for cleaning
of coolers, see chapter 18.
Procedure
1 Mechanical cleaning
A great deal of the deposits consist of loose sludge and solid particles which can be
brushed and rinsed off with water.
In places where accessibility is good, for example cylinder liners, mechanical cleaning of
considerably harder deposits is efficient.
In some cases it is advisable to combine chemical cleaning with subsequent mechanical
cleaning as the deposits may have dissolved during the chemical treatment without having
come loose.
2 Chemical cleaning
Narrow water spaces (such as cylinder heads, coolers) can be cleaned chemically. At times,
degreasing of the water spaces may be necessary if the deposits seem to be greasy, see
chapter 18.
Deposits consisting of primarily limestone can be easily removed when treated with an acid
solution. On the other hand, deposits consisting of calcium sulphate and silicates may be
hard to remove chemically. The treatment may, however, have a certain dissolving effect
which enables the deposits to be brushed off (if the area is accessible).
The cleaning agents should contain additives (inhibitors) to prevent corrosion of the metal
surfaces. See the list of approved cooling water additives and treatment systems,
(mentioned in the end of chapter 02). Always follow the manufacturer's instructions to
obtain the best result.
After treatment, rinse carefully to remove cleaning agent residuals. Brush surfaces, if
possible. Rinse again with water and further with a sodium carbonate solution (washing
soda) of 5 % to neutralize possible acid residuals.
19.7 Engine driven cooling water pump v4

WS-W32-MAN-19-WATERPUMP
The water pump is of centrifugal-pump type and is driven by the gear mechanism at the
free end of the engine. The shaft is made of acid resistant steel, the impeller (6) and the
remaining parts mainly of cast iron, see Fig 19-3.
The shaft is mounted on one deep groove ball bearing (11) and one spherical roller bearing
(13), which are lubricated by pressurized oil entering through the opening in the bearing
19-4 DBAD281257-
housing. The oil seal ring (10) prevents the oil from leaking out and, at the same time, dirt
and leak water from entering.
The gear wheel (17) is fastened to the shaft by a friction ring pair (18). When the screws (20)
are tightened, the rings exert a pressure between the gear wheel and the shaft. Due to the
friction, the power from the gear wheel is transmitted to the pump shaft.
The water side of the pump is provided with a mechanical shaft seal. The mechanical shaft
seal (8) rotates along with the shaft. The spring presses the rotating ring against a fixed seal
ring (16) which seals against the housing with the O-ring (21). Possible leak-off water from
the sealing can flow out through a telltale hole at the bottom of the pump.
16
3 22 21 15
18
20
19
10 11 12 13 14 17
4
5 9
8 23
6 7
1 Inlet casing 12 Bearing housing

2 O-ring 13 Spherical roller bearing
3 Impeller screw 14 Shaft
4 Washer for impeller 15 Locking ring
5 V-Clamp 16 Fixed seal ring
6 Impeller 17 Gear wheel
7 Outlet casing 18 Friction ring pair
8 Mechanical shaft seal 19 Clamping ring
9 V-Clamp 20 Screw
10 Oil seal ring 21 O-ring
11 Deep groove ball bearing 22 Locking washer
Fig 19-3 Engine driven water pump GUID-73E005EE-DB2F-469F-B131-AC46C04BCC9E v2
DBAD281257- 19-5
19.7.1 Maintaining the water pump v5

WS-W32-MAN-19-WATERPUMP-MAINTENANCE
Prerequisites
Normal maintenance operations, like removing the impeller or replacing the mechanical
seal, can be done without removing the complete pump from the engine.
Check the pump at intervals according to the maintenance schedule in chapter 04, or
immediately if any water or oil leakage occurs.
Any water or oil leakage can be seen through the telltale hole. Check every now and then
that the telltale hole is open.
NOTE
A small amount of water leakage (a few drops per hour) can be considered
normal.
19.7.1.1 Dismantling and assembling the impeller v5

GUID-204BAA7D-0184-4107-851E-152ED7D5D1D1
Prerequisites
Before dismantling or removing the water pump:
1 Drain the water from the cooling water system and collect it for re-use.
2 Remove the drain plug to drain and empty the pump casing.
CAUTION
The LT and HT impellers may have different diameters. Do not mix up the
impellers.
NOTE
Always use a crane or other lifting device.
Procedure
1 Remove the inlet casing.
a Loosen and remove the V-clamp (5).
b Loosen and remove all screws from the inlet flange.
c Remove the inlet casing (1) axially from the outlet casing (7).
2 Remove the impeller.
a Loosen and remove the screws (3) and washers (4).
b Remove the locking washer (22).
c Remove the impeller (6) with the extractor 837055, if necessary.
3 Reassemble the impeller and tighten the screws to torque according to 07.1.
19-6 DBAD281257-
4 Clean and lubricate the surface before installing new O-ring (2).
Clean surfaces and apply sealing compound RTV 345 (red) or similar on the inlet flange
sealing surface. Check that the O-ring is in position when re-installing the inlet casing.
Check that the inlet casing is in position.
5 Mount the V-clamp and tighten the screws of the inlet flange.
Tighten the V-clamp to torque according to 07.1.
Postrequisites
After mounting the water pump:
1 Apply Loctite 577 on all plugs and tighten them.
2 Fill the cooling water system with cooling water.
NOTE
Use the cooling water previously drained from the system.
3 Vent the cooling water system carefully, especially the cooling water pump.
4 Check for leaks. Check the cooling water level after running the engine for a few
minutes.
19.7.1.2 Dismantling and assembling the mechanical shaft seal v4

GUID-4A27F1AB-5608-4824-A348-974A19024A51
Prerequisites
Before dismantling the mechanical shaft seal:
1 Loosen and remove the V-clamp (5).
2 Loosen and remove all screws from the inlet flange.
3 Remove the inlet casing (1) axially from the outlet casing (7).
1 Loosen and remove the screws (3) and washers (4).
2 Remove the locking washer (22).
3 Remove the impeller (6) with the extractor 837055, if necessary.
Procedure
1 Remove the rotating part (8) of the mechanical seal from the shaft (14).
2 Remove the outlet casing.
a Loosen all bolts from the discharge flange, remove all bolts except one or two.
b Loosen and remove the V-clamp (9).
c Remove the remaining screws.
DBAD281257- 19-7
d Remove the outlet casing (7) axially from the bearing housing (12) carefully.
NOTE
Tilting the outlet casing excessively during removal may damage the mechanical
shaft seal ceramics.
3 Remove the fixed seal ring (16) from the outlet casing (7).
4 Replace the complete seal if it is leaking, or if sealing faces are corroded, uneven or
worn.
5 Clean the shaft and the outlet casing where the fixed seal ring is to be placed.
Check surfaces for marks/scratches.
6 Clean surfaces and lubricate the new O-ring between outlet flange and non-return
valve.
Clean surfaces and apply sealing compound RTV 345 (red) or similar on the outlet flange
sealing surface. Check that the O-ring is in position when re-installing the outlet casing.
Check that the outlet casing is in position.
7 Mount the V-clamp and tighten the screws of the outlet flange.
8 Press the fixed ring by hand or with a nylon sleeve into the casing.
9 Lubricate the mechanical shaft sealing surfaces with a soap mix.
CAUTION
Do not use silicone products.
10 Place the rotating part of the shaft seal on the shaft by hand.
Clean surfaces and apply sealing compound RTV 345 (red) or similar on the inlet flange
sealing surface. Check that the O-ring is in position when re-installing the inlet casing.
Check that the inlet casing is in position.
13 Mount the V-clamp and tighten the screws of the inlet flange.
Postrequisites
NOTE
minutes.
19-8 DBAD281257-
19.7.1.3 Replacing the bearings and oil seal ring v8

GUID-40F045C8-74FF-461E-99B4-164721329064
NOTE
Always use a proper lifting device to lift the pump and its components.
Procedure
1 Remove the pump from the engine.
2 Dismantle the impeller:

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

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

If the gear wheel does not come loose, a few strokes with a non-recoiling hammer will help.
The friction rings (13) come loose together with the gear wheel.
CAUTION
Using an extractor may damage the shaft (axial scratches).
6 Remove the locking ring (15) and drive out the shaft and bearings. See Fig 19-3.
7 Check the seal (10) and the bearings for wear and damage.
If the seal is leaking, knock it out using a suitable brass piece.
DBAD281257- 19-9
8 Remove the bearings by pressing its inner ring with a suitable pipe.
9 Inspect the shaft for wear and damage.
10 Oil the new seal and insert it by pressing against the shoulder.
11 Oil the collar and press the bearing in by its inner ring with a suitable pipe.
See Fig 19-4 A.
12 Turn the shaft according to Fig 19-4 B.
13 Oil the collar and press the bearing in by its inner ring with a suitable pipe.
See Fig 19-4 B.
14 Turn the housing according to Fig 19-4 C and lubricate the outer surfaces of the
bearings.
Use a suitable pipe to press both the inner and outer ring of the bearing into the shaft
housing.
F F
F 1 2 3
2 1
A B C
1 Pipe 1
2 Pipe 2
3 Pipe 3
Fig 19-4 Mounting of bearings FIG-321956 v3
15 Install the locking ring (15).
16 Before reinstalling the gear wheel, all contact surfaces should be cleaned.
17 Reinstall the gear wheel and the friction ring pair (13).
CAUTION
Re-install the friction ring pair as in Fig 19-6. The friction ring pair should fall
easily in place and must not jam.
18 Re-install the pressure plate (15).
19 Tighten the screws a little and check that the gear wheel is in the right position.
20 Tighten the screws to torque according to 07.1.
21 Replace the complete mechanical seal if it is leaking, or if sealing faces are corroded,
uneven or worn.
19-10 DBAD281257-
22 Clean the shaft and the outlet casing where the fixed seal ring is to be placed.
Check surfaces for marks/scratches.
23 Check that the outlet casing is in position.
24 Mount the V-clamp and tighten to torque according to 07.1 .
25 Press the fixed ring by hand or with a nylon sleeve into the casing.
26 Lubricate the mechanical shaft sealing surfaces with a soap mix.
CAUTION
Do not use silicone products.
27 Place the rotating part of the shaft seal on the shaft by hand.
Check that the O-ring is in position when reinstalling the inlet casing. Check that the inlet
casing is in position.
30 Mount the V-clamp and tighten the V-clamp to torque according to 07.1.
31 Clean the inlet flange, outlet flange and bearing housing surfaces carefully.
32 Lubricate and mount a new O-ring between outlet flange and non-return valve.
33 Lubricate and mount a new O-ring for oil supply orifice (5) between bearing housing
and pump cover.
34 Apply sealing compound RTV 345 (red) or similar on the inlet flange, outlet flange and
bearing housing sealing surfaces.
35 Mount the pump on the engine.
CAUTION
Make sure that the oil supply orifice is open (see Fig 19-5) and that no sealing
compound blocks the hole at mounting of the pump on the engine. Blocked oil
supply causes failure to the bearings and oil seal ring.
DBAD281257- 19-11
5
6
1
2
3
4
1 Shaft 4 Pump cover

2 Bearing housing 5 Oil supply orifice
3 Ball bearing 6 O-ring
Fig 19-5 Oil supply orifice GUID-6359D59D-F31E-40A4-B976-7C62B7FFEE32 v3
13
15
14
13.Friction rings 14.Screw 15.Pressure plate
Fig 19-6 Mounting of gear wheel to water pump FIG-401907 v3
36 Check the backlash of the gear wheel (17) after mounting. See 06.1.
37 Tighten all screws for inlet flange, outlet flange and bearing housing.
Postrequisites
NOTE
19-12 DBAD281257-
minutes.
19.8 Temperature control system v3

WS-W34-MAN-19-TEMPERATURECONTROLSYSTEM
Temperature control valves can either be mounted in the external system or engine
mounted. For externally mounted thermostatic valves see supplier's operation and
maintenance manual.
DBAD281257- 19-13
DBAD281257- 19-14
Wärtsilä 34SG Engine O&MM 20. Exhaust System
20. Exhaust System
20.1 Exhaust system v6

WS-W32-MAN-20
The "SPEX" exhaust system is a combination of pulse system and constant pressure
system retaining the kinetic energy of exhaust gases in a simple constant pressure type
exhaust pipe.
Exhaust gases from cylinders are led into common exhaust manifold. There are two such
manifolds on either bank which are connected to the turbocharger.
Pipe sections are provided with bellows on each end to avoid thermal deformation.
The complete exhaust system is enclosed by an insulation box built up of sandwich steel
sheets.
3 4 5
1
6
1 Screw 4 Bellows
2 Gasket 5 Bellows
3 Nut 6 Connection piece
Fig 20-1 "SPEX" Exhaust system, V-engine FIG-402005 v2
DBAD281257- 20-1
20. Exhaust System Wärtsilä 34SG Engine O&MM
9
15
10
11
12 13 14
1 Cover profile 6 Distance piece
2 Upper protecting panel 7 Lower protecting panel
3 Screw 8 Multiduct
4 Screw 9 Screw
5 Screw
Fig 20-2 Insulation box, V-engine FIG-402006 v1
20.1.1 Changing expansion bellows v9

WS-W32-MAN-20-MAINTENANCE-CHANGINGEXPANSIONBELLOWS
Procedure
1 Remove the necessary parts of the insulation box.
WARNING
The surface of the insulation box is hot.
2 Open the flange screws (1) of the expansion bellows (4) in question and remove the
bellows. See Fig 20-1.
3 Check that the exhaust pipe flanges are parallel and positioned on the same centre
line to avoid lateral forces on the bellows.
4 Mount the new expansion bellow with new seal rings and tighten the screws.
5 Check the correct tightening torque for the flange connections, see section 07.1.
CAUTION
Do not keep the wrench against the bellows when tightening, otherwise the
bellows can be deformed.
20-2 DBAD281257-
6 Check for possible leaks.
7 Mount all parts of the insulation box.
DBAD281257- 20-3
DBAD281257- 20-4
Wärtsilä 34SG Engine O&MM 21. Starting Air System
21. Starting Air System

The engine is started with compressed air of maximum 30 bar. A maximum air pressure of
30 bar or a minimum of 15 bar is required to start the engine. At 15 bar the engine control
system raises an alarm for low starting air pressure. The starting air pressure is measured
by the pressure transducer and monitored by the engine control desktop.
The starting air pipe is provided with a flame arrester and a pressure transducer after the
main starting valve . The main starting valve is activated by the engine control system.
When the main starting valve opens, the starting air passes partly through the air block to
the starting valves and partly to the starting air distributor. The distributor guides control the
air that passes into the starting valves of those cylinders that are in working phase
NOTE
The engine cannot be started when the turning gear is engaged.
Starting air to the distributor is led through a blocking valve, mechanically blocked when the
turning gear is engaged, thus preventing start.
V-engines have starting valves only on the A-bank.
The starting system includes a slow turning system, which rotates the engine slowly for a
minimum of two revolutions at the beginning of the starting sequence. This safety check to
ensures that no water leakage has occurred in the cylinders. The slow turning might be
intermittent due to the internal friction of the engine and compressor.
DBAD281257- 21-1
21. Starting Air System Wärtsilä 34SG Engine O&MM
10
3
7 8 9
3
4
11 12
4
1 A-bank
2 B-bank
13 15
16
5 14 17
6
18
19
20
1 Engine control system 11 Air block
2 Pressure transducer, PT301 12 Connection piece
3 Blocking valve 13 Starting air distributor
4 Solenoid valves for starting, CV321, and 14 End plate
slow turning, CV331 15 Plate
5 Main starting valve 16 O-ring
6 Drain valve 17 Spring
7 Flame arrester 18 Control piston
8 Safety valve 19 Liner
9 Connection piece 20 Plug
10 Starting valve
Fig 21-1 Starting air system W34-402114 v2
NOTE
Before any maintenance steps are taken, ensure that the starting air shut-off
valve located before the engine is closed and the engine starting system is
drained completely.
21.1 Main starting valve v6

WS-W34-MAN-21-MAINSTARTINGVALVE
The main starting valve is located on top the engine block at the flywheel end of the engine.
The pneumatically controlled main starting valve has three working phases.
● Start phase: The pilot air will push the hollow piston and the start air can run with free
access.
● Slow turn phase: The pilot air moves the twin piston so that the slow turn circuit will be
open. Use the throttle to adjust the slow turn speed. Turn the throttle clockwise or
counter clockwise to decrease or increase the speed respectively.
● Closed phase: The valve breaths freely with no pilot air. The main air line is closed.
21-2 DBAD281257-
NOTE
During the start phase, the slow turning have to be activated over the whole
starting time. If the slow turn is not connected, the air pressure through the air
venting opening of the valve will be lost.
The valve is pneumatically operated by air from starting air line pipe. Two solenoid valves
(one for slow turning and one for starting) control the operating air to the starting valve. The
starting valve has an adjustable orifice to set the speed when turning slowly.
13
8 10 12
1 4 6
11
3 5 7 9
1 O-ring 8 Safety valve
2 Pipe 9 Gasket
3 Main starting valve 10 Flame arrester
4 Distance piece 11 Pipe
5 Bracket 12 Pipe
6 Pipe 13 Solenoid valves for starting, CV321, and
7 O-ring slow turning, CV331
Fig 21-2 Main starting valve W34-402113 v2
21.1.1 Maintaining the main starting valve v2

GUID-D7839127-214B-4FCF-B200-C1F69F3D65C3
Prerequisites
Normally the main starting valve requires no maintenance. If any air leakage is visible, a
renewal of valve gaskets is necessary.
Procedure
1 Remove the air pipes (6) and (12).

See Fig 21-2.
2 Remove the air pipes (2) and (11).
3 Remove the distance piece (4).
4 Unscrew and remove the main starting valve (3) from the bracket (5).
5 If the main starting valve is dismantled, renew all parts included in separate repair kit.
DBAD281257- 21-3
6 Mount the main starting valve and the distance piece with new O-ring.
7 Mount the pipe (11) and renew the gasket (9) and O-ring (7).
8 Mount the pipe (2) and renew the O-ring (1).
21.2 Starting air distributor v6

WS-W34-MAN-21-STARTINGAIRDISTRIBUTOR
The piston-type starting air distributor (See Fig 21-1) has precision machined
interchangeable liners (19). The liners as well as the pistons are made of corrosion resistant
materials. The pistons in the distributor are controlled by a cam at the end of the camshaft.
When the main starting valve opens, the control pistons (18) are pressed against the cam,
and the control piston for the engine cylinder in working phase admits control air to the
power piston (33) (see Fig 21-3) in the starting valve. The starting valve opens and allows
starting air into the engine cylinder.
The procedure will be repeated as long as the main starting valve is open or until the engine
runs. The start attempt period and the speed, at which the start system will be disengaged,
are preset values in the engine control system.
When the main starting valve is closed, the pressure drops quickly in the system and the
springs (17) lift the pistons off the cam, which means that the pistons touch the cam only
during the starting cycle. Hereby, the wear of these pistons is insignificant.
21.2.1 Maintaining the starting air distributor v6

WS-W34-MAN-21-STARTINGAIRDISTRIBUTOR-MAINTENANCE
Prerequisites
Normally, the starting air distributor does not require any maintenance. If it is opened for
control and cleaning, then remove the complete distributor from the engine.
Certain pistons can though be checked in situ.
Procedure
1 Ensure that the starting air supply is shut off and that the air pressure is drained out
from the pipe system on the engine.
2 Remove the end plate (14).

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

It may be necessary to heat the distributor up to about 200°C as Loctite is used for fixation
and sealing.
21-4 DBAD281257-
9 Clean the bore carefully so that the new liner can be inserted by hand.
Otherwise there is a risk of deformation of the liner and sticking of the piston. Replace O-
ring (16).
10 Apply Loctite 242 on the outside surfaces when mounting the liner.
Check that the openings in the liner correspond to those in the housing.
11 Check that there is no Loctite on the inside sliding surfaces.
12 Apply Molykote Paste G to the piston sliding surfaces before reassembly.

Wipe off surplus paste. Check that pistons do not stick.
13 Apply silicon sealant to both sides of the intermediate plate (15).

Do not use too much as surplus sealant will be forced into the system when tightening the
fastening screws.
14 After mounting the distributor to the engine but before connecting the control air
pipes and end plate (14), check that all pistons work satisfactorily, e.g. by connecting
compressed air (working air of 6 bar) to the distributor air inlet and by turning the
crankshaft.
It is then possible to see whether the pistons follow the cam profile.
CAUTION
Do the testing with control air pipes and starting air pipe disconnected.
21.3 Starting valve v1

WS-W34-MAN-21-STARTINGVALVE
The valve consists of a valve spindle (34) with a spring-loaded operating piston (33)
mounted in a separate housing.
30 31
41
38
32
33 39
34 37
35
40
42
36
30. Nut 31.Yoke 32.Nut 33. Piston 34. Spindle 35. O-ring 36. Sealing ring 37. Spring 38.O-
ring 39. O-ring 40. O-ring 41.Housing upper piece 42. Housing lower piece
Fig 21-3 Starting valve W34-402107 v1
DBAD281257- 21-5
21.3.1 Maintaining the starting valve v2

WS-W34-MAN-21-STARTINGVALVE-MAINTENANCE
Prerequisites
Check and clean the valve in connection with overhauls of the cylinder head.
Procedure
1 Remove the fastening nuts (30) and remove the valve yoke (31).
2 Pull out the starting valve.
3 Unscrew the top piece (41).

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

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

WS-W34-MAN-21-STARTINGAIRVESSELANDPIPING
The starting air system is designed to prevent explosions.

An oil and water separator as well as a non-return valve should be located in the feed pipe,
between the compressor and the starting air vessel. At the lowest position of the piping
there should be a drain valve.
Drain the starting air vessel from condensate through the drain valve before starting.
The piping between the air vessels and the engines should be carefully cleaned when
installing. Also later on they should be kept free from dirt, oil and condensate.
The starting air vessels should be inspected and cleaned regularly. If possible, they should
then be coated with a suitable anti-corrosive agent. Let them dry long enough.
21-6 DBAD281257-
At the same time, inspect the valves of the starting air vessels. Too strong tightening may
result in damages on the seats, which in turn cause leakage. Leaky and worn valves,
including safety valves, should be reground. Test the safety valves under pressure.
19
6 21
5
9
4
23
20
4. Main starting valve 5. Starting valve 6. Flame arrestor 9. Blocking valve 19. Safety valve
20. Pressure regulating valve 21. Starting air distributor 23. Solenoid valve 301. Starting air
inlet
Fig 21-4 Starting air system W34-402110 v1
21.5 Instrument air v1

WS-W34-MAN-21-INSTRUMENTAIR
The engine is equipped with a instrument air system for control of the:
● Gas regulating unit
● Wastegate valve
The Gas regulating unit is described in the installation specific instructions and the
wastegate valve is described in chapter 15 in this manual.
21.5.1 Maintenance of instrument air system v1

WS-W34-MAN-21-INSTRUMENTAIR-MAINTENANCE
The system is built up of high class components. Usually it requires no other maintenance
than check of function and draining of condensated water.
21.6 Adjusting the slow turning device v1

GUID-E500D7B7-0793-49DB-8DB2-18EF36335C5D
The slow-turning device speed is preferably adjusted when the engine is hot. If the
adjustment is done on a cold or pre-heated engine, the slow turning speed may be too high
when the engine is hot.
Run the engine until temperature has stabilised, stop the engine and adjust the slow turning
speed.
DBAD281257- 21-7
When the engine is hot, follow the steps given below and ensure that the slow turning is
properly tuned for any start condition:
Procedure
1 Mark the flywheel with a piece of coloured tape at A1 TDC, such that it is easily
visible.
2 Activate the slow turning solenoid valve CV331 by pushing the button on the valve
body.
3 Measure the time taken by flywheel to rotate two revolutions in seconds.

If the time taken to complete two full rotations ranges between 8-12 seconds, the slow
turning solenoid adjustment is correct.
21-8 DBAD281257-
Wärtsilä 34SG Engine O&MM 22. Control Mechanism
22. Control Mechanism

The 34SG engine does not have any injection pumps and due to that the engine is not
equipped with any speed governor, control shafts nor any mechanical overspeed trip
device.
DBAD281257- 22-1
Wärtsilä 34SG Engine O&MM 22. Control Mechanism
DBAD281257- 22-2
Wärtsilä 34SG Engine O&MM 23. Instrumentation and automation
23. Instrumentation and automation

This engine is equipped with Wärtsilä Unified Control (UNIC) automation system.
23.1 UNIC automation system v14

GUID-EF661933-F2FB-47B6-B970-45853E91356E
The UNIC automation system is an embedded, modular engine control and monitoring
system. The system endures varying temperatures and vibration and can thus be used in
various demanding environments. It is mounted directly on the engine as there are no
dispersed external cabinets or panels. Therefore, the engine can be delivered fully tested
from factory. The number of inputs and outputs are determined to optimally suit the
application. The galvanic signal isolation is also made to match these needs.
2 3 3 4
1
8 9
1 Local display unit (LDU) 6 Main control module (MCM)
2 Controller area network (CAN) 7 Power distribution module (PDM)
3 Cylinder control module (CCM) 8 Main cabinet
4 Input and output module (IOM) 9 Wartsila coil driver (SG engines only)
5 Engine safety module (ESM)
Fig 23-1 UNIC C3 system overview GUID-D114E44D-9A4B-4827-AC1C-F7213739596F v1
The system handles the following tasks and functions:

● Fundamental engine safety:
○ Fully hard-wired safety for:
● Engine overspeed (redundant)
● Lubricating oil pressure
● Cooling water temperature
○ Shutdowns
○ Emergency stops
○ Alarms
○ Load reductions
● High-performance electronic speed and load controller with various operating modes
● Engine start and stop management
DBAD281257- 23-1
23. Instrumentation and automation Wärtsilä 34SG Engine O&MM
● Full diagnostics and integrated test routines

● Bus interface
● Electronic fuel injection control (EFIC) technology.
The Wärtsilä maintenance tool that is used for connecting to the UNIC automation system is
either WECSplorerUT or UNItool.
23.1.1 Parts of the automation system v7

GUID-C86BC237-F23C-4503-860A-7D785261A1CF
Related topics
Local control panel............................................................................................................. 23-3
Main control module........................................................................................................... 23-7
Engine safety module....................................................................................................... 23-23
Power distribution module................................................................................................23-30
Input and output module.................................................................................................. 23-32
Wärtsilä coil driver............................................................................................................ 23-33
Cylinder control module....................................................................................................23-34
The UNIC automation system consists of:

● Local display functionality that contains a panel for local reading of the most important
engine parameters.
● Main control module (MCM): Controls engine speed and load and handles start and stop
management.
● Engine safety module (ESM): Handles engine safety and is the interface to the shutdown
devices. Constitutes also safety-related hardware interface to engine external system.
● Power distribution module (PDM): Distributes, filters, and handles the fusing of module
supply (2 x 24 VDC).
● Input and output module (IOM): Handles measurements and limited control functions in
a specific area on the engine where the sensors and devices are located. Communicates
with other IOMs and the MCM over CAN. The number of modules varies according to
cylinder number, engine type, and application.
● Cylinder control module (CCM): Handles all the injection and combustion monitoring of a
number of cylinders per module.
● Wärtsilä coil driver (WCD): The ignition system module for spark-ignited gas (SG)
engines.
● Wärtsila CAN switch-10 (WCS-10): Used for connecting Wärtsilä maintenance tool to the
UNIC system.
● Sensors of different types provides the automation system with important
measurements of the engine:
○ Temperature sensors: thermometer, Pt-100, thermocouple type K
○ Pressure sensors: low pressure, medium pressure, high pressure, pressure switch
and cylinder pressure (if applicable).
○ Level sensors: capacitive sensor
○ Limit switches: proximity switches, mechanical switches
○ Position switches: capacitive proximity switches
○ Speed and phase sensors: magnetic type, inductive/proximity sensor
○ Accelerometers: piezoelectric
23-2 DBAD281257-
● Valves and control devices controlled by the automation system are:

○ Start valve
○ Stop valve
○ Air assist
○ Air/exhaust waste-gate valve
○ Slow turning
23.2 Local control panel v9

GUID-96B8980A-F3E0-4B96-85F8-E11F9FF196F4
Related topics
Local display unit................................................................................................................ 23-3
Control buttons and switches.............................................................................................23-7
This is the local interface for viewing engine measurements. It consists of:
● Local display unit (LDU) with a number of submenus (1)
● Emergency stop button (2)
1 Local display unit

2 Emergency stop button
Fig 23-2 Front view of local control panel GUID-09E05376-EA8C-46FE-AD43-97A6E47D8490 v1
23.2.1 Local display unit v5

GUID-97DED27A-79B8-4434-A0B4-47D4AB87E48E
The local display unit (LDU) has a graphic display and a key pad for activation of various
pages. It communicates with other modules over the controller area network (CAN).
Information shown on the LDU pages includes:
DBAD281257- 23-3
● General system layout

● Logical name of sensors
● Readings
● Values (abnormal values inverted)
● Bar graphs
● Other status information (for example different running modes)
NOTE
The display shown below is an example. The displays can vary depending on
application.
7 6
1 Power and status LEDs 5 Accept/enter

2 Rotary knob 6 Main page
3 Escape/back 7 Dynamic function
4 Alarm list page
Fig 23-3 Local display unit GUID-75C8FC88-2D17-4603-92DB-D068ECADFE91 v2
23-4 DBAD281257-
Table 23-1 LEDs in local display unit
LED Indication Description

Power Green Both power supplies are
working
Green, blinking One power supply is missing or

has failed
Off Both power supplies are

missing or have failed
Status (According to application) (According to application)
Ethernet (Modbus TCP) x 2, rear Green The LDU is connected to the

side Ethernet
Off The LDU is not connected to the

Ethernet
CAN x 3, rear side Yellow CAN bus is working
Orange CAN bus is off
23.2.1.1 Local display unit pages v6

GUID-A78D8CFE-7E09-41C3-8337-FD8D5A3F0A15
To access these pages, use the buttons on the local display unit (LDU).
NOTE
The screenshots below are examples. The pages may differ from engine to
engine.
Main page
To view the main page, on the local display unit (LDU), press the Main page button.
2010-06-15 21:25:32 EM7802_1 ALM LOW, Control supply voltage MCM 1
34 SG 2010-06-15 21:32:15 V Main
700 800 90 100

Engine mode 80
600 900 110
Run 70
500
Speed/load mode
60
Speed True kW control Load
rpm %
400 Operation mode 50
Normal
40
300 0 0
200 100 30
20 10
5
80 100
4 6
100 80 120
60
Lube oil Fuel
3 demand 60 HT water
bar
% C
40
0 40 0
2 0
20 20
1
Misc Alarms Log Setup Screenshot
Fig 23-4 Main page GUID-568E78EF-3495-4CDF-8C9E-57F055FF5F91 v1
DBAD281257- 23-5
On the Main page, the LDU displays the most important engine measurements and their
status. This can be for example, engine speed, engine cooling water temperature, engine
load and fuel demand.
Alarm list page and log page

Press alarm button to bring up the alarm list page for the selected application. The button
functions this way regardless of which page happens to be on the screen when you press it.
Switching between alarm page and log page occurs with dynamic buttons below.
34 SG 2010-06-15 21:47:57 V Alarms

Time Description
! 2010-06-15 21:25:32 EM7802_1, ALM LOW, Control supply voltage MCM 1

! 2010-06-15 21:25:32 EC_CtrlPower2_MCM_1, ALM LOW, Control power sup..
! 2010-06-15 21:25:30 NS8106_4, ALM, CAN failure ESM
! 2010-06-15 21:25:29 NS8103_8, ALM, CAN failure CCM B4
! 2010-06-15 21:25:29 NS8103_1, ALM, CAN failure CCM A1
! 2010-06-15 21:25:29 NS8104_10, ALM, CAN failure IOM FE
Fig 23-5 Alarm list page GUID-87245056-B695-4185-A5F4-1743D97D0D2D v1
34 SG 2010-06-15 21:48:13 V Log

Time Description
! 2010-06-15 21:25:29 NS8104_10, ALM, CAN failure IOM FE
! 2010-06-15 21:25:29 NS8104_11, ALM, CAN failure IOM TC
! 2010-06-15 21:25:29 NS8104_9, ALM, CAN failure IOM DE
! 2010-06-15 21:25:30 NS8103_4, ALM, CAN failure ESM
! 2010-06-15 21:25:32 EC_CtrlPower2_MCM_1, ALM LOW, Control power sup..
! 2010-06-15 21:25:32 EM7802_1, ALM LOW, Control supply voltage MCM1
! 2010-06-15 21:25:39 i Time Sync Message Received And Module Time Set
! 2010-06-15 21:25:49 x Module CAN communication state failure
Fig 23-6 Log page GUID-3DEAEF2D-E44F-451D-B46F-CBE5B6B24195 v1
Escape/back
Press this button to aborts the current editing action without storing the edited value. This is
a generic escape/back function.
23-6 DBAD281257-
Accept/Enter
Press this button to accept and store the set values in the system.
Rotary knob
Use this combined rotary knob/push button to navigate within pages and to edit settings.
By default, the cursor is in navigation mode in which it moves from element to element with
each turn of the knob. However, the cursor moves only to those UI elements where you can
edit a value or activate a button. When the cursor is at an editable text field, one short press
of the selector knob push button lets you enter the edit mode.
Dynamic function buttons

The six buttons below the display have dynamic functionality. This means that they have
different function depending on which page is presently active. The function is described
with at short text on the lowest part of the display (screen), just above the buttons.
These buttons are mainly used for page selection, and in the page hierarchy, they display
new definition when entering a sub page. If more pages are present for a certain hierarchy
level than the available dynamic function buttons, you can use the arrow buttons to scroll
the pages either to the left or to the right.
23.2.2 Control buttons and switches v7

GUID-81C477AD-2A13-4299-AE1F-ECFC7774541C
Emergency stop button

Press this button to instantly shut down the engine.
The push button position is latching, and to release the button, it needs to be turned. The
emergency stop function in the engine safety module (ESM) is also latching, and after the
rotation speed has reached zero level, this latch can only be reset by pressing the reset
button.
NOTE
Before performing a reset and a restart, carefully check the reason for the
activation of the shutdown or emergency stop, and take corrective actions.
Control supply switch (24 V)

Use this switch to disconnect the engine main cabinet supply from the external system. The
switch is located in the main cabinet.
23.3 Main control module v6

GUID-B5735038-68D0-464D-A9C2-E8191B0E6391
Main control module (MCM) is a control and data acquisition module. It has a variety of
analogue and digital measuring channels as well as a number of analogue and binary
outputs. The main task of the MCM module is acting as the speed controller for the engine.
The tasks of the MCM include:
● Speed and load control
● Start and stop management
● Fuel management
● Other strategic control
DBAD281257- 23-7
Fig 23-7 Main control module GUID-789ACBC7-559A-4599-B133-2204B06AE28C v1
There are five LEDs on the MCM. Four of them are hardware-controlled and one (DIAG) is
software-controlled.
Table 23-2 Hardware-controlled LEDs

PWR1 Green Power supply 1 to the module and sensors is working.
DRV1 Green Driver power supply 1 to the fuel injectors and valves is working.
Table 23-3 Software controlled two-colour LED (DIAG)
Indication Description
Off No software is running.
Red Bootloader 1 is running and waiting for connection.
Red, Bootloader 1 has established connection with downloading tool/Wärtsilä maintenance

blinking tool.
Yellow Bootloader 2 is running and waiting for connection or software is in lockup.
Yellow and Bootloader 2 cannot find application; waiting for connection.

red, blinking
23-8 DBAD281257-
Yellow, Application software running.
blinking
23.3.1 Speed controller v6

GUID-A2C0035F-D087-4183-B49B-C4EF47512B9B
The speed controller is fully embedded in the main control module (MCM), and it can be
used in various Wärtsilä engine applications.
To ensure uninterrupted operation if one speed sensor fails, the speed controller uses two
speed sensors simultaneously.
Speed controller parameters can be accessed via Wärtsilä maintenance tool. The settings
are permanently stored in the module's flash memory and are not lost at a power failure.
In the speed control algorithm, the engine speed reference is compared with the measured
engine speed. The difference between these signals constitutes the input to the speed
control. The speed control output changes accordingly to sustain the engine speed
reference level.
The control output regulates the gas injection duration reference.
23.3.1.1 Speed controller dynamics v3

GUID-C8EF224D-6BB1-48DC-8403-E285BE2C18CB
To obtain optimal stability at all times, the speed control algorithm uses different sets of
dynamic parameters for operation under acceleration, no-load conditions and loading
conditions. These sets of parameters are speed-dependent for start acceleration and for
open circuit breaker conditions and load/speed dependent when the engine is loaded. To
minimise large speed fluctuations, a special speed-deviation-dependent feature is also
provided. The proportional gain is speed-deviation-mapped for more aggressive control in
case of large deviations from the reference speed.
23.3.1.2 Fuel limiters v2

GUID-FF8550C2-DB8B-4420-8864-1D2A2EA1C29B
Three fuel limiters are available:

● A start fuel limiter is active during the engine start up to a rotational speed level of 20
rpm below the idle speed. The start fuel limiter settings are speed-dependent, and the
limiter works in combination with a speed reference ramp, used at engine start. The
acceleration ramp is set for an optimal acceleration rate.
● A charge air pressure limiter (set of parameters) is used to reduce over-fuelling and black
smoke at load steps at low engine load levels. This feature also improves the engine’s
load acceptance at low load levels.
● A load dependent fuel limiter is used to set an envelope of the maximum fuelling at
various engine loads. This feature improves the engine’s load acceptance but is also
used as a limiter for the engine maximum load output.
23.3.2 Engine loading v3

GUID-BD5C0696-44E8-4CBE-A814-D644F439ADCC
When the generator breaker is closed, the engine is operated in droop mode, kW mode or
isochronous load sharing mode. The engine is loaded in kW mode if the input OS7328 kW
control enable is activated, and in isochronous load sharing mode if the input OS7329
Isochronous load sharing enable is activated.
When two or more engines operate in parallel, load sharing is needed. Load sharing means
that each engine contributes to the total power demand. It also ensures that load changes
are absorbed evenly by the engines in operation.
DBAD281257- 23-9
23.3.2.1 Droop mode v5

GUID-363D5592-F225-454C-84E9-5320213D28C1
Droop control is a basic load sharing method by which engines running in parallel share the
load by decreasing their internal speed reference proportionally to an increase in load. No
communication or signalling is needed between the engines in this mode. The droop value
is normally set to 4% but the setting can be changed, if necessary. Too low droop value
means that the load can potentially start oscillating between the engines. Too high droop
value means that the plant's frequency decreases more steeply with the load level.
2
Y
3
1 4
5
6
X
0 50 100
x = Engine load [%]

y = Engine speed reference [rpm]
1 Reference correction 4 Operating point after correction
2 Operating point before load change 5 Nominal net frequency
3 Operating point after load change 6 Droop curve
Fig 23-8 Droop mode GUID-3574C659-4BE3-4196-9123-51C3993688E3 v3
Load sharing based on droop means that the power management system (PMS) may, after
major load changes, have to compensate the effect derived from the droop slope.
Therefore, under such conditions, this system should activate the OS163 Speed/load
increase or the OS164 Speed/load decrease input of the automation system (in so called
cascade control) to compensate for the droop slope, that is, to ensure that the bus
frequency is kept within a certain window regardless of net load level.
23-10 DBAD281257-
1 2
5
6 7
1 Programmable Logic Controller (PLC)/Power 5 Error

Management System (PMS) 6 PID
2 Plant net load and frequency 7 Actuator driver
3 Reference speed 8 Actual speed
4 Speed control
Fig 23-9 Load sharing based on droop GUID-C4F61125-E1E1-4FF8-BBFF-9A8113F09EFB v3
In droop mode, the load of the engine is ramped up by setting the OS163 Speed/load
increase input high. The internal speed reference in the automation system increases with a
pre-defined rate (the rate of change is configurable), and this determines thereby the
loading rate. Increase commands are used until the load level of this engine is equal to
other sets running in parallel. In other words, the OS163 Speed/load increase and OS164
Speed/load decrease inputs shall not only be used for bus frequency compensation but
also for biasing the load between the engines.
1
2
Y 4
3
X
x = Time
y = Engine speed reference
1 INC pulses 3 Pulse step size
2 DEC pulses 4 Engine speed reference
Fig 23-10 Ramp control in droop mode - INC/DEC pulse mode TRUE GUID-D5C07A40-AC81-4D0D-
A598-343D648D9387 v4
DBAD281257- 23-11
1
2
Y
4
3
x = Time
y = Engine speed reference
1 INC pulses 3 Ramp rate
2 DEC pulses 4 Engine speed reference
Fig 23-11 Ramp control in droop mode - INC/DEC pulse mode FALSE
GUID-192F9A83-6AA2-429F-87D1-342C97355674 v4
When the engine is intended to be stopped, the engine load can in the corresponding way
be decreased, by activating the OS164 Speed/load decrease input. When the load has
reached a low level, the generator breaker can be opened, and the engine can be shut
down.
Droop mode can also be used on larger grids, but this is not recommended (particularly if
the grid frequency has high variations) because of the risk of engine overload. Droop mode
is also a backup mode to kW control mode and isochronous load sharing mode if
conditions to keep the engines in these modes are not fulfilled for some reason.
In droop mode, the controller uses dedicated speed and load dependent PID settings.
23.3.2.2 kW control mode v4

GUID-66D71EDC-21EC-4FDC-8EC6-965734172564
In kW control mode, the control loop is a true load control loop where the engine speed is
only used for safety purposes. An internal load reference is compared to the measured
engine load (UT793 Engine load feedback input signal). The error is the input to a PID
controller for the load control loop.
The output of the controller determines the global main fuel injection (MFI) demand, and
thus the output is set to sustain the load reference level.
kW control mode is used particularly on power plant engines. This control mode is activated
when the input OS7328 kW control enabled is activated and the GS798 Generator breaker
status and GS799 Grid breaker status inputs are both activated. The kW control mode has
most benefits in base load applications where the grid frequency stability is low. The engine
load does not fluctuate according to the frequency in the same way as if it would do in
speed droop control mode.
23-12 DBAD281257-
Y 2
3
X
0 50 100
x. Engine load [%]

y. Engine speed reference [rpm]
1 Operating area for true kW control 3 Operating point after ramping to new
2 Operating point with old load reference load reference
4 Grid frequency
Fig 23-12 kW control mode GUID-C894E7CB-2D1D-43DD-8CE6-C7C3AA260FFC v3
If the grid frequency is not within a predefined speed window, the control mode
automatically trips to droop mode. If the UT793 Engine load feedback signal fails, the
engine shuts down.
The speed reference is updated continuously by the speed control loop in kW control,
which means that if a trip occurs, the transfer is almost bumpless. By toggling the OS7328
kW control enabled input, kW mode is restored, providing that all enabling conditions are
met.
When entering this mode from CB (circuit breaker) open control mode, the load reference is
initially set to a predefined base level. This is done to avoid risk of reverse power of the
genset when entering this mode from the CB open control mode. The internal load
reference is then ramped up to the externally given reference OT795 kW reference with a
predefined ramp rate.
DBAD281257- 23-13
3 2
Y 4
5
Y 10
11
x. Time
y. Engine load reference
1 GS798 Generator circuit breaker status 7 OS7602 Generator circuit breaker open
2 Generator circuit breaker is closed command
3 Engine load reference 8 Generator circuit breaker open
4 Engine load reference is started to ramp command is set active
to goal reference 9 Engine load reference
5 Relative base load is set to engine load 10 Engine load
reference 11 Relative trip load
6 OS7321 Engine unload
Fig 23-13 Relative base load reference GUID-E356318F-D317-4DA6-B181-0F08F89E9F8D v6
When input OS7321 Engine unload is activated, the load reference target is set to a base
load level, and the load reference is ramped down according to a predefined unload ramp
rate. When reaching this level, the OS7602 Generator breaker open command output goes
high (engine disconnected) and CB (circuit breaker) open control sub-mode is entered.
23-14 DBAD281257-
In kW control mode, the controller uses dedicated load-dependent PID settings.
23.3.2.3 Isochronous load sharing mode v5

GUID-C6804503-E0D3-4C6E-BB19-5E8C92BE8038
When operating in isochronous load sharing mode, the automation system keeps the
engine speed at the speed reference regardless of the load level of the system. Engines
operating in isochronous mode need to have the same relative speed reference for load
sharing.
The initial speed reference is always the rated speed.
1 2
Y
X
0 50 100
x. Engine load [%]

y. Speed reference [rpm]
1 Operating point before load change
2 Operating point after load change
3 Nominal net frequency and speed reference
Fig 23-14 Isochronous load sharing mode GUID-D8A86E22-0F51-4F00-A0C0-9151918EB7FC v3
Isochronous load sharing is activated when the binary input OS7329 Isochronous load
sharing enable is set high and when the generator breaker is closed (binary input GS798
Generator breaker status is active) or the clutch is engaged (binary input GS7600 Clutch
status is active). The engine will trip to droop mode if an error is detected (NS8031 Load
sharing config error, NS8105 Load sharing CAN failure).
Engines operating in isochronous load sharing mode communicate over a separate CAN
network (LS CAN). The engines connected to the load sharing network share a common
load. In doing so, each engine monitors the load of itself and of the other engines and
calculates a relative system load. The unit compares its own relative load with the relative
system load and biases its internal speed reference until the two loads are equal.
Whenever a new engine is connected to the load sharing network, it should be loaded
softly. A predefined ramp rate is used to provide a soft loading of an engine in isochronous
load sharing mode. Unloading of an engine running in isochronous load sharing mode is
achieved by setting the input OS7321 Engine unloading high. When the input is activated,
the unloading is performed by ramping down the engine load similarly how the engine was
loaded. When the relative engine load reaches a predefined trip level, the binary output
OS7602 Generator breaker open command goes high, and the engine is thereby
disconnected.
If isochronous load sharing is used, load sharing bias is provided for running some of the
engines on the same electrical network on a constantly different relative load compared to
the other engines. This is achieved by using the IT796 Asymmetric load sharing bias input.
DBAD281257- 23-15
In isochronous load sharing mode, the controller uses dedicated load- and speed-
dependent PID settings.
23.3.3 Start and stop management v4

GUID-AC2E810A-A813-4AF2-BED3-A1EF5DBD7BBC
One of the main tasks of the main control module (MCM) is to act as an embedded
management system together with the engine safety module (ESM). The MCM handles the
start blocking and the start and stop sequences of the engine. If slow turning is used, the
MCM also handles the slow turning sequence.
The MCM handles the same safety as the ESM on Wärtsilä SG engines.
The automation system controls and monitors a number of engine parameters and initiates
all required actions under various engine conditions. These actions can vary from blocking a
start or initiating an alarm to shutting down the generating set. Because of this reason the
automation system has a number of internal modes. Different modes have different priority,
and the mode transitions can occur only according to predefined rules.
Stop Manual stop
Ready for start

Rundown delay
Start block
Safety Standby
Manual reset (if applicable)
Manual reset
Safety Manual stop
Safety
Start request
Safety
Shutdown Emergency
Safety Start
stop
Manual reset
Safety
Manual stop
Safety
Safety
Safety Run level reached
Run
Manual stop
Fig 23-15 Engine modes and allowed transitions GUID-120B4DC1-F3A3-4E20-BAE0-CEE5784D86A4 v2
23.3.3.1 Emergency stop mode v3

GUID-419BE0B1-3E64-4116-A086-637497280994
Emergency stop mode has the highest priority in the automation system and can be
entered from any other mode. During this mode the engine is at standstill or under
deceleration. The emergency stop mode can be entered by activating the local emergency
stop button or by an emergency stop request from an abnormal engine condition detected
by a measurement or an internal automation system failure condition.
The remote emergency stop chain is connected to the input OS7305 Engine external
shutdown 4.
23-16 DBAD281257-
In emergency stop mode, the engine is automatically and instantly stopped (without
sequencing) by a disconnection of the drive supply from the gas admission valves.
Additionally, the main control module (MCM) sets the fuel demand to zero.
The engine always remains in emergency stop mode until the reset input is activated.
23.3.3.2 Start mode v6

GUID-99ABDC83-0C46-4CB4-BAD5-C65644A67671
Start mode can only be entered from standby mode, or from stop mode if standby mode is
not included. The start is initiated by a remote start request.
If slow turning is used, the engine is initially rotated two revolutions with reduced air
pressure. If the slow turning is not successful, the output NZ331 Slowturning failure
becomes active. If the slow turning is successful, the engine enters the start sequence.
The CV321 Start solenoid valve control output is active until a preset speed is reached or, if
not reached, for a preset period of time.
If the engine has not reached the running condition within a predefined time limit, the output
IS875 Start failure indication is activated.
If the binary output IS875 Start failure indication is activated, the system enters shutdown
mode and requires a reset.
If a start blocking is active, it prohibits the initiation of the engine start sequence.
23.3.3.3 Run mode v5

GUID-E86A65A9-AC05-4A1C-9A06-C0DD98612D50
Run mode can only be entered from the start mode. The engine is in run mode when the
rotational speed is above a preset speed limit and no stop, shutdown, or emergency stop
request is active. After the start ramp is finished and rated speed is reached, the engine is
ready to be loaded. The engine uses run-mode specific safety functions.
The engine can now be operated and loaded either in droop mode, kW mode or
isochronous mode. Run mode remains active until a manual stop is requested or a
shutdown or emergency stop request has become active.
DBAD281257- 23-17
Run mode
Speed increase
Synchronisation
Speed decrease or other speed
setting
Ramped reference or
flank trigged reference
No
Generator/clutch
Closed breaker
status?
Open
Engine engaged to Engine disengaged Max idle time

Yes
load from load exceeded (gas only)?
Shutdown seq
No
Stop
Yes
command?
Stop seq
Grid breaker
kW mode
status? (if plant with Closed
selected?
grid) Yes
Open
Isoch mode Engine running in Load balanced

Yes acc. isoch
selected? isoch mode
LS principles
No
Engine running in
No Engine running in kW
droop mode
mode
>0
Speed reference = Load is adjusted

External load
Droop value? rated speed with according to kW reference
correction for droop set point and ramp
Island Grid
mode mode
0
Speed increase
Speed decrease
Ramped reference or
flank trigged reference
Engine gets pulses Engine gets
Speed reference =
for frequency pulses for change of
rated speed
correction load
Fig 23-16 Operation sequence in run mode GUID-F2ABC7FD-BCB5-4133-8030-6688B56CBBE3 v4
23.3.3.4 Shutdown mode v6

GUID-04C17DD6-483C-4BC3-B325-F6689E351237
Shutdown mode can be entered from stop mode, standby mode, start mode or run mode.
During this mode the engine is at standstill or under deceleration. The engine is brought to
23-18 DBAD281257-
this mode by a shutdown request from an abnormal engine condition detected by the
automation system.
In shutdown mode, the fuel demand is set to zero by the main control module (MCM).
The engine always remains in shutdown mode until the reset input is activated.
23.3.3.5 Stop mode v4

GUID-CCFC55A7-47E1-4F8E-B950-573DF4392205
Stop mode can be entered from standby mode, shutdown mode, or emergency stop mode.
The engine is always at standstill in stop mode.
When the automation system is powered up, a shutdown reset command may be needed
for the engine to enter the stop mode. If an automatically initiated shutdown or emergency
stop has occurred and the engine has shut down, a shutdown reset command must be
given before the engine enters stop mode.
If a start blocking is active in this mode, the engine is not ready for start (the binary output
IS872 Engine ready for start is low). In this case, a transfer to standby mode (if applicable)
does not occur before the start blocking disappears.
23.3.3.6 Standby mode v6

GUID-30D25986-FD58-4141-8631-21CE74030722
Standby mode (if applicable) can be entered only from stop mode. In standby mode, the
binary output IS872 Engine ready for start is set high and the engine is ready to start. To
initiate a start, a remote start command must be given.
If the cyclic slow turning is enabled, a slow turning occurs every half an hour (the time
interval can be set installation specifically) if the input OS7317 Remote standby request is
set true.
23.3.4 Engine speed measurement v5

GUID-CB4A60C1-DB43-41C9-9CDB-3B30D98C69AC
Engine speed is one of the most critical engine measurements. The measured engine speed
is used for, among many other things, fuel demand control to achieve stable control of the
engine speed and load.
Since a four stroke engine working cycle consists of two flywheel revolutions, speed
sensors mounted on the flywheel cannot alone be used to measure the engine position.
Therefore, phase sensors are also used to measure the engine phase using a half moon
shaped disc mounted at the end of the camshaft.
For on-engine measurement of the engine speed and phase, the engine phase is not
needed by the main control module that controls the engine speed. In the cylinder control
modules, both speed and phase are needed to calculate for example injection timing.
Therefore, the speed sensors are connected to both the main control module and the
cylinder control module. The phase sensors are only connected to the cylinder control
modules.
The speed pickups are mounted close to the engine flywheel. On the flywheel, there is a
certain number of holes or teeth. The engine speed is measured by dividing the number of
holes or teeth on the flywheel into equivalent segments of a certain length. The time of
rotation is measured for each segment and because the angle of rotation is known, the
engine speed can be calculated. For redundancy reasons, there are two speed pickups
sensing the speed at which the flywheel is rotating.
The speed calculated in the cylinder control modules is also sent to the main control
module over CAN, which means that there are three different sources for engine speed in
the main control module.
For redundancy reasons, two speed sensors and two phase sensors are connected to each
cylinder control module.
DBAD281257- 23-19
NOTE
The amount of cylinder control modules varies depending on engine
configuration.
4 4
1 5 6
3
2 7
4 4
1 Primary speed sensor 5 CAN

2 Secondary speed sensor 6 Primary phase sensor
3 Main control module 7 Secondary phase sensor
4 Cylinder control module
Fig 23-17 Engine speed and phase signal distribution GUID-AF42447D-A5E3-4203-914D-F0646FE4B870 v2
The speed sensors mounted close to the flywheel of the engine provide the measurement
system with pulses from the holes or teeth on the flywheel. The time processing unit (TPU)
takes care of the low-level speed measurement and provides the measurement system with
the information needed to calculate the engine speed, that is, the time needed for the
flywheel to rotate a certain amount of holes.
Fig 23-18 Speed sensor GUID-5B476F94-C973-42D0-88CD-541D85998FF3 v2
As the automation system must detect the accurate engine angular position, one missing
hole is arranged in both speed sensing hole peripheries on the flywheel so that the pulse
train contains one missing pulse for each engine revolution. The angular locations of the
missing holes are such that the end edge (the positive electrical flank) of the hole coming
after the missing hole is accurately at the top dead centre (TDC) of the cylinder (A)1. The
speed sensors use separate holes but the holes are in parallel, thus the phase difference
between the two signals is negligible. The number of holes is 120 minus the missing one,
that is, 120 - 1.
23-20 DBAD281257-
1 Prime
2 Backup
Fig 23-19 120–1 holes machined in the flywheel gear rim for the speed measurement
by the speed sensors W46F-442354 v2
The sensing gap for these engine speed sensors has to be 2,5 mm ± 0,2 mm. The speed
signal pulse train from the two speed sensors has the shape as in picture below. This signal
is connected to all cylinder control modules as well as to the main control module. The main
control module, however, has no use of the TDC information, only the speed level
information.
1 3 4
2
2 5 6 7
1 Cylinder (A)1 TDC 6 High

2 Direction of rotation 7 Low
3 Missing drilling 8 Signal
4 Drillings 9 Cylinder (A)1 TDC at first positive flank
5 Sensor tip (M12) after missing hole
Fig 23-20 Missing hole location and speed signal pulse train W46F-442355 v2
In case of an engine overspeed, an independent overspeed protection is provided as a part

of the engine safety module's (ESM's) functionality using separate backup engine speed
sensors. If engine overspeed is detected, the ESM initiates an emergency stop of the
engine independent of the main controller.
DBAD281257- 23-21
23.3.5 Input and output signals v3

GUID-861DC380-7C71-454A-A40E-06DBA2555959
The automation system has a number of binary input and output signals for control and
information purposes.
Binary output signals are connected to the main control module (MCM) via opto-couplers.
The MCM is therefore galvanically isolated and protected from electrical disturbances.
23.3.6 Replacing the main control module v1

GUID-154C3E6B-45A9-4C7B-AA2F-50FBFFDD2ECD
WARNING
The below information must be read before installing and taking the product into
use. Neglecting to follow the instructions can cause personal injury and/or
property damage.
NOTE
This product is programmed/adjusted before delivery. Although every effort has
been made to ensure the accuracy of the programming/adjustment for the
device according to the information available about installation, engine number,
module etc, due to adjustments and/or re-engineering made by the end-
customer or other parties at the installation this information might be outdated/
inaccurate.
NOTE
All electronic equipment is sensitive to ESD (Electro Static Discharge). All
damaged by ESD must be taken.
NOTE
During the delivery from our warehouse to the end customer the product has
passed stages which are out of control of Wärtsilä Finland Oy. During the
transportation the program/settings might have changed due to careless
handling, heat, exposed to radiation etc.
WARNING
Please take all necessary precautions when using the product for the first time
after repair, re-programming or adjustment has been made to the Product.
Whenever practically possible, always verify the functionality of the device
before taking into operation.
WARNING
Do not use automatic start of the engine!
Procedure
1 Verify the module settings with the settings sticker on the cover.
2 Switch off the power supplies.

The voltage is 24 V DC, and 110 V DC, if equipped.
3 Open the terminal box cover.
23-22 DBAD281257-
4 Disconnect all the connectors from the module.
5 Remove the screws.
6 Remove the module.
7 Insert the new module into its place.
8 Mount the screws.
9 Connect the connectors to the new unit.
CAUTION
Avoid overtightening the connectors.
10 Close the terminal box cover.
11 Switch on the power supplies.
23.4 Engine safety module v6

GUID-13210D95-79BC-4BD1-A3EC-2A616A409531
Fig 23-21 Engine safety module GUID-A6CCFEB0-8797-4746-8A32-3B5D1FEB1340 v1
The tasks of the engine safety module (ESM) include:

● Handling the fundamental engine safety and a number of speed measuring functions
● Acting as the interface to the engine shutdown devices
DBAD281257- 23-23
The ESM is preprogrammed. Its design is largely redundant, based on independently

working microcontrollers.
4 1
X28 X26 X24 X22

8 7 6 5 4 3 2 1 12 11 10 9 8 7 6 5 4 3 2 1 6 5 4 3 2 1 6 5 4 3 2 1
* * * * * * * * * * * * * * *
X27 X25 X23 X21
8 7 6 5 4 3 2 1 12 11 10 9 8 7 6 5 4 3 2 1 6 5 4 3 2 1 6 5 4 3 2 1
1 * * * * * * * * * * * * * * ESM alarm
Ext shutdown 1 Ext shutdown 1 fail
Ext shutdown 2 Ext shutdown 2 fail
Speed switch 1 Ext shutdown 3 Ext shutdown 3 fail
Speed switch 2 Ext shutdown 4 Ext shutdown 4 fail
Speed switch 3 Eng shutdown 1 Eng shutdown 1 fail
2 Speed switch 4
Speed window 1
Eng shutdown 2
Eng shutdown 3
Eng shutdown 2 fail
Eng shutdown 3 fail
Speed window 2 MCM shutdown MCM shutdown fail
LO press shutdown LO press sensor fail
HT temp A shutdown HT sensor A fail
Pulse 1 Pulse 2 HT temp B shutdown HT sensor B fail
Overspeed shutdown 1 Shutdown reset
Power 1 Power 2 Overspeed shutdown 2 Stop/shutd. override
ESM-20 LO press start block Shutdown pre-warning
Stop solenoid 1 Stop solenoid 1 fail
3 Stop solenoid 4 Stop solenoid 4 fail
Speed sensor 1 Speed sensor 1 fail
Speed sensor 2 Speed sensor 2 fail
X11 X13 X15
Stop 1 Speed diff. fail
1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 Stop 2
* * * * * * * * * * * * *
X12 X14 X16
1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12
* * * * * * * * * * * * *
4
1 LED indications for module function 3 Power 2 LED
2 Power 1 LED 4 Connectors (inputs/outputs)
Fig 23-22 Engine safety module front panel (ESM-20) GUID-C9D5E4D9-644A-4FC4-B9EF-2EF84AF82D6D v4
23.4.1 Engine safety module power supply v5

GUID-A5D2B565-CE0E-4CF1-9633-59CF29A05186
To ensure that the engine safety module (ESM) is functional in all situations, full redundancy
is achieved by combining the double incoming power supplies to the module.
Supply failure detection

● Failure on any supply activates ESM alarm output
● Supply failures are detected on
○ Primary (power supply 1)
○ Secondary (power supply 2)
○ Internal power supply circuits (3 pcs)
Fuse values
As all inputs and outputs are short circuit protected the electronic fuses in ESM-20 are only
for protection of internal failures and breakdowns.
23.4.2 Engine safety module speed sensor v3

GUID-9F213A1E-D2D3-4DEA-AE48-D86A9997394C
The rotational speed of the engine is measured with two speed sensors. Each speed sensor
is supplied with a 24 V DC from the engines safety module (ESM). The output signal of the
sensor is a pulse train with a frequency corresponding to the rotational speed of the engine.
23-24 DBAD281257-
23.4.2.1 Mounting the speed sensor v6

GUID-C369D619-8B9A-41AF-AB60-28E997C5E23E
A B
1 1
X X
A. Sensor mounted perpendicularly in respect of the gear wheel teeth (Alternative A) B.

Sensor mounted longitudinally in respect of the gear wheel teeth (Alternative B)
x. Sensing gap distance: 1.5–2.5 mm
1 Adjusting adapter
Fig 23-23 Engine speed sensor GUID-12F3F589-EB6A-4B2B-8DA5-92E3D2658C54 v1
1
2
+ 24 V DC
0V
1 Black (24 V DC)

2 Brown (Signal)
3 Blue (0 V)
Fig 23-24 Sensor wiring diagram GUID-E9E2655A-D385-45A7-BEE5-3F9142E3441B v1
WARNING
Do not run the engine while adjusting the sensor.
Procedure
1 Turn the engine until the cog is in line with the sensor.
2 Adjust the sensor to the correct sensing distance.
DBAD281257- 23-25
3 Tighten the locking nut to the correct torque.

See Chapter 07 Tightening torques and use of hydraulic tools.
CAUTION
Do not overtighten the locking nut.
23.4.3 Speed measuring and speed switches v7

GUID-85870507-A1E0-4645-A9FB-58B77DD34C78
The engine speed is measured with two independent speed sensors with separate supply
circuits and separate sensor failure detection circuits. Inductive proximity PNP-type sensors
are used.
The frequency from the speed sensors is measured by independent microcontrollers. The
measured values are used to trig the internal overspeed trip circuits in the engine safety
module (ESM).
Failure detection
● The frequencies of the two speed measuring channels are compared to each other. A
speed differential failure is triggered when the difference between the speed signals is
greater than 5%. Speed differential failure indication is disabled if rotational speed is
smaller than speed switch 1. The higher speed value (if different) is used as an internal
speed signal for controlling the analogue outputs and the speed switches.
● Short circuit detection
● Wire break detection
● Sensor failure and speed differential failure triggers ESM alarm output after two seconds
delay if failure remains.
Overspeed shutdown
● The trigging point for the overspeed shutdowns 1 and 2 is by default 115% of the rated
engine speed.
Status/control outputs
● IS181 Speed switch 1 is used as "engine running" information and is part of the external
interface of the engine.
● IS182 Speed switch 3 is used for generator excitation.
23.4.4 Shutdown reset v5

GUID-BD13E6D9-E03C-4DDF-9FCF-5F55C54D543E
The Shutdown reset input on the engine safety module (ESM) is connected in parallel with
the reset input of the main control module (MCM). Reset has to be pressed after all
automatic shutdowns as all shutdowns are latching in the UNIC system. A reset releases
this latch, and starting the engine is possible. Reset does not, however, override shutdown
signals that are still active. The ESM reset input is disabled when rotational speed is more
than 2% of rated speed.
The indicator LED on the ESM front panel is lit when the shutdown reset input on the ESM
is activated and no shutdown is active.
23-26 DBAD281257-
23.4.5 Stop and shutdown signals
23.4.5.1 Lubricating oil pressure safety v3

GUID-C7E5AC2F-B644-411A-9BB2-A7F125866775
A dedicated safety sensor PTZ201 LO press, engine inlet is connected to the engine safety
module (ESM). If the lubricating oil pressure becomes too low, an engine shutdown is
activated after a certain delay. Both the pressure limit and the delay are predefined in the
ESM.
Sensor failure detection

● Sensor failure is indicated when the signal is out of range (<3.5 mA or >20.5 mA).
● ESM alarm output is activated after two seconds if sensor failure remains. It is looped
with other signals in the common signal NS881 Engine control system, minor alarm.
Status outputs
● IS2011 Lubricating oil pressure shutdown status
23.4.5.2 HT water temperature safety v3

GUID-E6908427-5EDA-4B53-8245-35AF74B884A7
Two dedicated safety sensors TEZ402 HT water temperature and TEZ403 HT water
temperature are connected to the engine safety module (ESM). If the HT water temperature
becomes too high, an engine shutdown is activated after a certain delay. Both the
temperature limit and the delay are predefined in the ESM.
Sensor failure detection

● Sensor failure indicated when signal is out of range (<3.5 mA or >20.5 mA).
● ESM alarm output activated after two seconds if sensor failure remains.
Status output
● IS4011 HT water temp shutdown status
23.4.6 Other engine safety module inputs and outputs v7

GUID-4559A32B-FF12-46E7-B34A-467DE52CEB7C
Additional inputs
● Stop 1 is activated by the remote stop signal via main control module (MCM). An
activation of this input will disable the injection and the shut down the engine.
● OS820 Main Controller shutdown is activated by the MCM in case of an automatically
generated shutdown. The activation of this input disconnects the injection valve drive
voltage, and the engine shuts down. This input is latching, that is, a reset is required to
release the shutdown. A signal interruption failure detection (using a 22 kΩ resistor) is
provided between the two modules. LED indications for Main Controller shutdown (red)
and Main Controller shutdown failure (yellow) are provided.
DBAD281257- 23-27
● OS7305 External shutdown 4 is connected to an external emergency stop signal that is

in parallel with the local HS723 Emergency stop button. The activation of this input
causes a disconnection of the drive supply from the injection valves and also informs the
MCM to enter emergency stop mode, that is, to set the fuel injection demand to zero,
and the engine shuts down. This input is latching, that is, a reset is required to release
the shutdown. A signal interruption failure detection (using a 22 kΩ resistor in marine
configurations) is provided between the module and the external emergency stop
button. LED indications for External shutdown 4 (red) and External shutdown 4 failure
(yellow) are provided.
Additional outputs
● IS7602 Stop/shutdown status 1 is activated when a the manual stop has been activated,
or in case any ESM-initiated shutdown or an external shutdown input is activated. Signal
connected to MCM and through an opto-relay to the external interface.
● IS7309 External shutdown 1 status is activated in case the OS7309 External shutdown 1
input is activated. Signal connected to MCM.
● IS7305 External shutdown 4 is activated if OS3705 External shutdown 4 or HS723
Emergency stop button is activated.
23-28 DBAD281257-
23.4.7 Replacing the engine safety module v2

GUID-07685FF6-7E8E-44E7-804D-72A8A11386C3
WARNING
property damage.
NOTE
inaccurate.
NOTE
NOTE
WARNING
WARNING
Procedure

8 Mount the screws.
DBAD281257- 23-29
CAUTION
23.5 Power distribution module v8

GUID-B7AA2A0C-AEF6-43DE-BAF5-2333C93C96D2
The purpose of the power distribution module (PDM) is to distribute the power supply to all
electronic equipment on the engine. The module handles:
● Filtering of the power supplies
● Protection against over-voltage and voltage transients
● Monitoring of earth faults
NOTE
Monitoring of earth faults is disabled on SG engines due to the nature of the
ignition system.
The 24 V DC power supply system is floating in respect to ground (PE), provided that both
external supplies are isolated. The PDM is supplied with two redundant supplies.
Fig 23-25 Power distribution module GUID-32582386-B38A-460B-B216-315910AA4C65 v3
LED indications are provided for the input supply voltage, the fuses, and earth fault
monitoring.
23-30 DBAD281257-
● The input voltage are monitored, and if the supply voltage drops below 18 V DC, the
power distribution module (PDM) alarm output is activated. The LED indication
corresponding to the input with the low voltage is then turned off.
● Each fuse has an individual (green) LED. The LED turns off if the fuse has blown. The
fuses are located inside the PDM and the cover must be removed in order to access
them.
● An earth fault is indicated with LED indications, positive line failure, and negative line
failure separately. The earth fault detection alarm level is adjustable between 3 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.
NOTE
The earth failure alarms from the PDM require a manual reset on the module.
The PDM failure outputs include:

● 1 x potential free output for general failure
● 1 x potential free output for earth fault
The failure outputs are open when active, meaning that total power failure also results in an
alarm.
1
2
3
4
5
6
7
8
9 9
1 System main 6 System bus #2
2 System backup 7 Driver bus #1
3 Driver main 8 Driver bus #2
4 Driver backup 9 Cylinder control module (CCM)
5 System bus #1
Fig 23-26 Power distribution on the engine GUID-087518D4-C792-4CC6-9062-519195DC5157 v2
DBAD281257- 23-31
23.6 Input and output module v4

GUID-B03E92F1-080E-4A41-B20C-1371A526976B
Fig 23-27 Input and output module GUID-4A012B84-823E-41C5-8AAF-9A7D9E2BD5B8 v1
The input and output module (IOM) is equipped with a control and data acquisition unit. The
IOM is used for data acquisition from analogue, binary and frequency signals. It is also used
for controlling, for example, wastegates, bypass valves and cooling water thermostatic
valves.
23.6.1 Wastegate control v12

GUID-C7A06554-027A-4530-A0AA-EA5A2BE1D9E4
The wastegate is used for controlling the air-fuel ratio.

When the engine’s generator breaker is closed, the charge air reference is taken from a
speed and load dependent set of parameters.
This derived reference is compensated for receiver temperature and air humidity. The
wastegate affects the air pressure in the receiver and affects thereby the turbochargers
efficiency. By adjusting this pressure along with the gas pressure, the air-fuel ratio in the
cylinders is optimised. The charge air pressure control is based on a PID controller that
compares the measured pressure with the derived pressure reference.
23-32 DBAD281257-
1 2 3 4
7
1 Engine 5 Charge air intake
2 Charge air cooler 6 Exhaust gas outlet
3 Compressor 7 Exhaust wastegate
4 Turbine
Fig 23-28 Exhaust wastegate GUID-A8F65114-F228-4B05-84DE-CE2CB5B837D5 v3
23.7 Wärtsilä coil driver v1

GUID-9B369826-FA48-433B-9002-0106914CDAA5
The Wärtsilä coil driver (WCD) module handles the ignition control for up to 10 cylinders.
On spark-ignited gas (SG) engines, there is one ignition controller per cylinder bank.
Fig 23-29 WCD module FIG-442351 v2
For ignition timing control, two hard-wired signals are used: spark firing timing and spark
reference. These signals are connected between cylinder control modules and the ignition
control modules. On V engines, separate hard-wired pulses are arranged between a
cylinder control module and a second ignition control module. As the ignition control
module has no internal engine position measurement, and thereby acts completely as a
slave module, these signals define accurately when each firing must occur. A negative flank
DBAD281257- 23-33
(falling edge) of each of these signals is the definition of the triggering point for an event
(firing). The firing order for a specific cylinder number is handled by relevant wiring setup
between the cylinder control module’s drive outputs and the ignition coils for each cylinder.
The cylinder controller transforms the data of the ignition timing into the WCD with two
binary outputs:
● The ignition timing constitutes at which angular position the firing of each cylinder must
occur. The engine’s cylinder angular displacement map is predefined in the cylinder
controller, and at the relevant firing moment for a cylinder, a spark firing timing pulse is
generated. The spark firing timing pulses are commands from the cylinder controller to
the ignition control module to provide a voltage pulse to the coil’s primary winding for
spark generation. The ignition controller generates this firing pulse on the falling edge of
the spark firing timing pulse. The first spark firing timing pulse of the ignition control
module constitutes the firing command for coil #1, that is, for the first cylinder in the
firing order sequence. The second pulse is for coil #2, that is, for the second cylinder in
the firing order sequence, and so on.
● The spark reference pulse is the correspondence of a top dead centre (TDC) pulse. It is a
reset pulse for the spark firing sequence of up to 10 cylinders. The first spark firing
timing pulse after the spark reference pulse constitutes the firing command for the first
cylinder in the firing order sequence, and so on. After the last spark firing timing pulse
(last cylinder in firing order), a new spark reference pulse is sent out by the cylinder
controller, and the process is repeated.
For the above signals, the cylinder controller modules use timing references given by the
main controller over CAN. Over a separate CAN interface to the ignition controller, settings
such as energy level and the amount of sparks per ignition (multi-strike) are communicated.
Also diagnostic information is sent out from the WCD over CAN.
23.8 Cylinder control module v4

GUID-7300EF2F-ADE8-4890-8812-FF4FA2A57351
The cylinder control module (CCM) is a control and data acquisition module equipped with
a number of analogue measuring channels as well as analogue signal and driver outputs.
The CCM handles fuel injection control and cylinder-related measurements. The CCM
calculates the relevant injection duration and timing based on references sent by the main
control module (MCM). It communicates with the MCM and other modules over CAN. One
CCM can control three cylinders at the most.
23-34 DBAD281257-
Fig 23-30 Cylinder control module GUID-E5C41114-7BD2-47E5-8F68-21D493D691BD v1
To give injection command signals at the correct moment, the CCM needs accurate
information about the engine's speed and angular position. Therefore, the speed and phase
signals are hard-wired to all CCM modules.
Sensors for knock, exhaust gas temperature and cylinder pressure, if applicable, are also
connected to this module. The information from the sensors is sent to the MCM over CAN.
The CCM provides high-energy control signals to the fuel injectors. It uses a separate valve
drive supply to control these valves.
NOTE
The valve supply drive voltage is 24 V DC.
A higher current level ("pull-in current") is used at the beginning of the injection to ensure a
very fast and cycle-to-cycle-consistent opening of the injector. The lower current ("hold-in
current") is switched on as soon as the injector has opened. This lower current and energy
level reduces the heat development in the CCM drive circuitry and the solenoid valve.
DBAD281257- 23-35
6
1
5 2
X
3
4
x. Duration [ms]
y. PWM current [A]
1 Typically 2...15 kHz 4 Injection duration
2 Peak valley 5 Hold-in current
3 Pull-in time 6 Pull-in current
Fig 23-31 Injector valve PWM current profile GUID-294CBB34-F4A9-49B6-A2BB-5B19A892C821 v2
To regulate the current, a switching method called pulse width modulation (PWM) is used.
In emergency stop mode, to ensure an engine shutdown, the drive voltage to the injector
valves is totally disconnected.
LED indications
There are five LEDs on the CCM. Four of them are hardware-controlled and one (DIAG) is
software-controlled.
Table 23-4 Hardware-controlled LEDs

Table 23-5 Software controlled two-colour LED (DIAG)
Off No software is running.
Red Bootloader 1 is running and waiting for connection.
Red, Bootloader 1 has established connection with downloading tool/Wärtsilä maintenance

blinking tool.
23-36 DBAD281257-
Yellow Bootloader 2 is running and waiting for connection or software is in lockup.
Yellow and Bootloader 2 cannot find application; waiting for connection.

red, blinking
Yellow, Application software running.

blinking
23.8.1 Engine phase measurement v3

GUID-E22666D1-86FF-4EF0-A8FA-7EFDA74C85B2
On four stroke engines, the crankshaft and thereby the flywheel make two revolutions for
one complete combustion cycle. The phase of the engine is detected by measuring the top
dead centre (TDC) during the firing stroke of cylinder A(1). Two phase sensors are used for
redundancy reasons. These sensors are PNP-type proximity switches and mounted at the
driving end of the engine's camshaft.
The phase sensors detect the phase of the engine by detecting the position of a half-moon
disc that is attached to the driving end of the camshaft. This disc is mounted in such a way
that a positive signal remains high during the A(1) firing stroke TDC.
1
3
4
A
2
B
1 Camshaft 3 Cylinder (A)1 TDC

2 Half-moon disc 4 Edge high/low
A. High B. Low
Fig 23-32 Location of phase sensors W46F-442356 v2
The sensing gap for these engine phase sensors has to be 2,0 mm ± 0,5 mm.
The speed and phase sensors are individually monitored in the cylinder control module
(CCM). If any of the sensors fails, an alarm is initiated. The CCM sends the calculated speed
over CAN to the main control module (MCM). If the prime speed signal fails in that module,
it initiates an alarm and uses the information over CAN as backup signal for the speed
controller and other calculations.
23.8.2 Gas feed system and gas pressure control v9

GUID-12D03BE3-FF8E-4E43-B4A1-743796A50076
During the engine start sequence, gas manifold flushing is performed to fill both main and
pilot gas manifolds with gas and to remove air from them. This improves the ignition at start
on the last cylinders in the gas manifold.
DBAD281257- 23-37
During gas manifold flushing, gas is fed to the manifold with degassing valves open so that
air escapes from the system through the venting pipes.
The gas supplied to the engine first passes an external gas unit which consists of:
● Filter
● Temperature/pressure sensors
● Pressure regulating valve
● Safety (shutoff) valves
● Ventilation valves
4 4
5
2
1 3 3
6
1 Gas filter 4 Venting lines
2 Inert gas connection 5 Main gas regulating valve
3 Automatic shut-off valves 6 PCC gas regulating valve
Fig 23-33 Compact gas ramp flow diagram GUID-5F7CD1E0-FA1A-40A9-8935-FFC6639C3E43 v3
The gas supply pressure reference is calculated by the main control module (MCM). This
reference depends on the charge air pressure and thus on engine load. The pressure
reference signal is sent out to the pressure regulating valve.
The actual gas pressure is measured on the engine and compared to the pressure
reference. If the deviation is too high, an alarm is initiated. If the deviation increases even
more, the control system opens the safety valves on the engine, and the gas valve unit
releases excess gas pressure.
The actual main gas injection duration of the engine is compared to a load-dependent
duration reference vector. If the duration is more than expected, the gas pressure is
controlled upwards in small steps by a PID controller.
23.8.3 Gas admission v2

GUID-7E62C5F3-3F32-4EF1-9E0E-AFE65E943292
The gas admission duration is dynamically controlled by the internal speed controller to
obtain pre-set speed or load reference levels. The quantity of main gas admitted to each
cylinder is controlled by the cylinder-individual gas admission valves that are actuated by
the cylinder control modules (CCMs).
The amount of gas admitted depends on the gas supply pressure and the time the main gas
solenoid valve is open (duration). The automation system uses pre-set (map) values to
optimize this mixture during engine operation. The duration is controlled individually for
each cylinder. The admission duration is cylinder-specifically offset based on the cylinder
balancing and knock control. The admission timing is mapped according to engine speed
and load. Valve duration, timing references, and offsets are sent to the CCMs from the main
control module (MCM) over the CAN bus.
23-38 DBAD281257-
23.8.4 Cylinder balancing v3

GUID-51DE76DD-B114-4094-A4BE-0F498E4605EB
The goal of cylinder balancing is to optimally distribute the engine load between the
cylinders. The engine load can be balanced using one of three methods:
● Exhaust gas temperature balancing (used on low load)
● Cylinder pressure balancing (used on high load)
● Adaptive light knock balancing (used on high load)
The balancing is done by adjusting the gas admission duration. The maximum adjustments
are limited to prevent a too rich or too lean gas-air mixture.
23.8.4.1 Exhaust gas temperature balancing v4

GUID-A91522F5-2F66-4233-9E4C-75E606887DBF
The exhaust gas temperature balancing mode is used to balance the engine’s exhaust gas
temperature.
The engine’s average exhaust gas temperature is calculated and compared to each
cylinder’s exhaust gas temperature. Based on the comparison, the main fuel injection
duration is adjusted to reach the same exhaust gas temperature in each cylinder.
Exhaust gas temperature balancing is used when the engine load is below a configurable
load limit. There are different load limits for switching from exhaust gas temperature
balancing to cylinder balancing and to adaptive light knock balancing:
● Default 30% when switching to cylinder pressure balancing.
● Default 70% when switching to adaptive light knock balancing.
23.8.4.2 Cylinder pressure balancing v4

GUID-E950563A-7F88-4A24-9B82-6BD5FD0F5FEE
Cylinder pressure balancing is an optional function. The cylinder pressure balancing is, if
installed, the primary method for distributing the engine load optimally between the
cylinders.
The goal of cylinder pressure balancing is to keep each cylinder's pressure variation from
the average cylinder pressure within an acceptable range. The allowed deviation depends
on the current engine load. If a cylinder’s pressure is outside of the range, the main fuel
injection duration is adjusted accordingly for that cylinder.
Cylinder pressure balancing requires that all peak pressure sensors are functional. The
maximum engine output is reduced if one or more cylinder pressure sensors are not
functional.
23.8.4.3 Adaptive light knock balancing v2

GUID-BE9D7A4F-632C-4694-8878-A45AF8BDA874
Adaptive light knock balancing is the secondary method for distributing the engine load if
cylinder pressure balancing cannot be used.
Adaptive light knock balancing adjusts the cylinder-wise gas admission duration if knock is
detected. Continuous knocking causes permanent changes in the gas admission duration.
For the adaptive light knock balancing to work, light knock limits must be tuned properly
23.8.5 Combustion control v6

GUID-3A2C56C4-D2E3-4A65-AC00-BE9F7A1C5B7C
When operating on gas, the combustion quality depends on many factors, for example on
fuel quality and charge air temperature.
Knocking is uncontrolled combustion with several flame fronts in the combustion space.
Knocking causes pressure waves inside the cylinder.
DBAD281257- 23-39
Knock measurement
Knock measurements are based on an electrical signal from piezo-element accelerometers
and extracted frequencies from the cylinder pressure sensors. Both sensors are used
simultaneously. Cylinder pressure sensors are used as the primary method and piezo
sensors as a backup.
The operator interface shows weighted knock values derived from the knock measurement.
If the value is zero, no knocking is detected. The more the cylinder is knocking, the higher is
the weighted value.
NOTE
Wrongly tuned light and heavy knock limits can cause false knock detection or
effectively disable the knock detection.
Light knock
Light knocking is small amplitude pressure waves which do not cause any damage to the
engine components but unattended, these waves might evolve into waves of higher
amplitude.
Light knock detected by either cylinder pressure sensors or piezo sensors in any cylinder
immediately results in adjustment in the ignition timing and slight reduction of the quantity
of gas injected into that cylinder.
To maintain the same engine load level, more gas is injected to other cylinders. When the
situation is normalized in the cylinder, the gas admission and ignition timing is restored to
the original setting. This process is continuous and keeps the cylinders slightly out of the
knocking state.
Heavy knock
Heavy knocking is caused by high-amplitude pressure waves. If undetected, it can cause
direct damage to cylinder heads, cylinder liners, pistons, connecting rods, and crankshafts.
Knocking may also damage the engine components in a secondary way. The pressure
waves rapidly increase the heat transfer between the combustion gas and the engine
components. For example, the piston top’s heat expansion may be so large that it jams the
piston into the cylinder liner.
If heavy knocking occurs, to protect the machinery from damage, the automation system
first tries to reduce the load and then activates engine shutdown if knocking continues.
23.8.6 Replacing the cylinder control module v1

GUID-7B4F5AEC-18AF-466B-AF0B-54C2681C19F2
WARNING
property damage.
NOTE
inaccurate.
23-40 DBAD281257-
NOTE
NOTE
WARNING
WARNING
1
2
1 Connector
2 Screw
Fig 23-34 Module screws and connectors GUID-77A43AEC-75CE-4AEB-ADD4-2D3081F8B419 v1
Procedure

8 Mount the screws.
DBAD281257- 23-41
CAUTION
23.9 Sensors v6
GUID-69E30EA0-CA7B-413B-B566-C19A99F59D38
All sensors on the engine are wired to the modules in the automation system. The majority
of the sensors are connected to the main control module (MCM), to the input and output
modules (IOMs) and to the cylinder control module (CCM). The sensors connected to the
IOMs and CCMs send information over CAN to the MCM where it is processed (for example
the safety limits are checked). The same information is externally sent out over the external
communication bus.
For sensor locations, see the Spare Parts Catalogue.
23.9.1 Alarms v4
GUID-C38BC338-A383-429B-A299-F88AC365ADC4
An alarm condition sets the alarm bit to value 1 on the external communication bus. When
the alarm condition is deactivated, the external communication bus alarm bit is set to 0.
The UNIC system has sensor failure supervision (alarm) for the following conditions:
● Sensor failures
● All analogue input signals
● Emergency stop (binary input)
● External shutdown input
● ESM and power supply failures
If the connection to a sensor fails, the sensor failure alarm is set true. Some measurements
(such as engine speed) are redundant. In case of a sensor failure, the system automatically
switches over to a backup sensor. In addition, some controls have backup strategies based
on another measurement that are then activated.
The output NS886 Engine control system, major failure is activated (set high) if there is a
major failure in the automation system that activates a shutdown of the engine. This can be
due to a module failure, an internal CAN-communication failure, a total power failure from
MCM, or similar. Each time such an event occurs, the output toggles between high and low
for two seconds.
The output NS885 Common engine alarm is activated (set high) if any engine sensor
exceeds the process set point limit (alarm, load reduction, shutdown, emergency stop, start
blocking) for the measured media and the specified delay has elapsed. Each time such an
event occurs, the output toggles between high and low for two seconds.
The output NS881 Engine control system, minor alarm is activated (set high) if a sensor
failure alarm or a sensor failure load reduction is active. Set point alarm for single CAN
communication failure and set point alarm for supply- and valve drive voltage also belongs
to this category. Each time such an event occurs, the output toggles between high and low
for one second.
For the alarm signals and settings, see the installation specific documents.
23-42 DBAD281257-
23.9.2 Shutdown v5
GUID-5A43CC19-0E01-4714-ABB7-FC9B2C083FEA
Sensors that cause shutdowns are connected to the engine safety module (ESM). There are
also sensors connected to all other modules that can cause a shutdown.
Shutdowns are latching and need a reset before it is possible to restart the engine. Before a
restart, the reason for the shutdown must be checked carefully.
NOTE
A manually activated stop is only latching until the rotational speed is zero. After
this, it is possible to restart the generating set without performing a reset.
As a minimum, the engine is equipped with the following sensors/signals that can cause a
shutdown:
● PTZ201 LO pressure, engine inlet
● TEZ402 HT water temperature, jacket outlet
● IS7309 Engine external shutdown 1, status
Main bearings, big end bearings and liner temperatures have shutdown safeties configured
by default. Some additional optional shutdown sensors can also come into question. For
the sensors, see the installation specific documents.
23.9.3 Start blocking v4

GUID-2982B3BB-F49A-4BF1-AA40-9E3BF5A11A90
Start blocking signals are connected to the main control module (MCM) or to the input and
output module (IOM). Bypassing a start blocking is not allowed because this may cause a
serious hazard either for the engine and its surrounding or for associated systems.
As a minimum, the engine is equipped with the following sensors/signals for start blocking:
● PT201 LO press, engine inlet
● GS792 Turning gear engaged
23.9.4 Emergency stop v4

GUID-DEA31CD3-2FC2-4549-95A3-B4935364E73B
The engine is as at least equipped with the following sensors/signals that can cause an
emergency stop:
● HS723 Emergency stop button
● ST173/ST174 Engine speed (overspeed trip)
Emergency stops are latching and need a reset before it is possible to restart. Before a
restart, the reason for the emergency stop must be carefully checked and taken corrective
actions upon.
For the emergency stop signals and settings, see the installation specific documentation.
23.9.5 Load reduction v2

GUID-00C35BD0-168C-4F4A-A750-49834FCBACD9
Load reduction is used in situations where operating the engine is still possible but only
under conditions defined by the engine’s safety definitions.
DBAD281257- 23-43
NOTE
Depending on engine type and application, the number of load reduction
functions varies. For detailed information, see the installation-specific
documents.
23.9.5.1 Load reduction in droop mode v3

GUID-EC893D78-04BB-43DC-ABA1-CCF34157CA18
The automation system cannot itself reduce the engine load in droop mode. Thus, it
requests the reduction from the external plant management system.
When no load reduction is active, analogue output IT797 Max available power is set as
rated load (OT7353 Rated electrical load). When a load reduction in droop mode is active,
the output IT797 Max available power is reduced according to an internal safety calculation.
The binary output OS7315 Load reduction request/indication is then set high as long as the
engine load is higher than the calculated max available power. The cause for the load
reduction is shown on the local display. The analogue output IT797 Max. available power is
also sent out over the bus to the external system. The external system uses it as a target
value when it is ramping down the engine load by activating the binary input OS164 Speed/
load decrease on the engine's automation system.
When the load reduction limit is no longer exceeded and the binary output OS7308 Remote
shutdown reset also has been activated, the analogue output IT797 Max. available power is
restored to the rated load. The restoring of the engine load is externally handled by
activation of the binary input OS163 Speed/load increase on the engine's automation
system.
23.9.5.2 Load reduction in kW mode and isochronous mode v2

GUID-D6ACAD1C-1787-4112-BAC3-07C573CD5539
In these modes, the automation system can reduce the engine load if a load reduction is
activated.
When a load reduction is active in these modes, the output IT797 Max available power is
reduced according to an internal safety calculation. The load reference is ramped down to
the same level as the reduced max available power according to a predetermined ramp
rate. The max available power is also sent out over bus to the external system. The
analogue output OS7315 Load reduction request/indication signal is kept high as long the
load reduction is active. The cause for the load reduction is shown on the local display.
When the load reduction limit is no longer exceeded, the ramping down of the load
reference stops and the analogue output OS7315 Load reduction request/indication is set
low.
Restoring of the load follows an internal predefined ramp rate up to the externally requested
load level (in kW mode) or to the equal load as other engines (in isochronous mode).
23.10 External interface v2

GUID-0F70263B-AE3D-413D-87F4-ED2CA2168270
NOTE
For signal type definition and exact input and output configuration, see wiring
diagram and other installation specific documentation.
23-44 DBAD281257-
23.10.1 Analogue inputs v4

GUID-96E1AF68-8DE2-438A-A853-D73619051E8F
● UT793 Engine load feedback: Feedback signal used for engine control.
● UT794 Engine load feedback 2 (Optional): This analogue signal represents the load
feedback from a generator connected to an engine through the PTO.
● OT190 Analogue speed reference (Optional): Analogue reference of the engine speed,
used by the internal speed controller. Used in almost all engines with mechanical
propulsion.
● OT795 kW reference: This analogue signal represents the load reference, that is, the
target load used in true kW control mode.
● OT160 Analogue synchroniser (Optional): Analogue +/- 5 V bias signal of the engine
speed reference, used by the internal speed controller at synchronisation. This is an
optional feature, only used in special applications.
NOTE
This input requires the signal OS160 Analogue synchroniser enable to be
activated.
● IT796 Asymmetric load sharing bias (Optional): This input biases the load sharing
between two or more engines. This manual load bias may be needed for example in
case there are reasons to reduce to output of a specific engine due to a restriction or
failure that is not or can not be measured be the engine's safety system.
23.10.2 Analogue outputs v5

GUID-706B2B30-F113-405B-854C-D41D8D2A5278
● SI196 Engine speed: Signal proportional to the engine speed.

● SI518 TC A speed: Signal proportional to the A-bank turbocharger speed.
● SI528 TC B speed: Signal proportional to the B-bank turbocharger speed.
● IT797 Max available power: Signal defining the engine's maximum available power
output. The signal is a percentage value of the rated power of the engine and is used
during abnormal engine conditions when the available output power is limited. The
binary OS7315 Load reduction request/indication output is active under such conditions,
and the power management system must reduce the engine output accordingly.
● CT7001 Engine load for propulsion control: Signal internally calculated and equivalent to
engine load level. Application-specific use.
● CV432 HT water thermostat control (Optional): Direct control signal for the HT water
thermostatic valve.
● CV493 LT water thermostat control (Optional): Direct control signal for the LT water
thermostatic valve.
● PT601 Charge air pressure, engine inlet: Signal indicating the charge air pressure, in
some cases a replacement for the engine load signal. Application-specific use. Is used
only if there is an external speed/load controller on the engine.
NOTE
PT601 is always used, but it cannot be used for load calculation. However, it is
used for the wastegate, bypass, VIC and CA pressure limiter controls.
● CV901/CY901 Main gas press control: Signal represents the set value of the gas
pressure, and the level is dependent of the engine load. Connected to the main gas
pressure control device of the engine-external gas valve unit.
DBAD281257- 23-45
● CV911/CY911 PCC gas press control: Signal represents the set value of the pre-
chamber gas pressure, and the level is dependent of the engine load. Connected to the
PCC pressure control device of the engine-external gas valve unit.
23.10.3 Binary inputs v5

GUID-03AFDDB5-DAD4-4324-B9DE-4216605B6F34
● OS7302 Remote start: If no start blocking is active, the activation of this input initiates a
start of the engine in the predetermined fuel mode. If the OS7317 Remote stand-by
request input is not active, the starting process includes slowturning of the engine. In
gas operating mode, the start includes interactive actions with the system controlling the
gas valve unit for relevant sequencing of the engine external gas valves (safety and
venting valves).
● OS7317 Remote standby request: When the engine is in standby mode, the activation of
this input initiates periodical slow turning of the engine. This ensures a fast and secured
start without slow turning when an engine start is performed. If this input is toggled low/
high, a slowturning is performed immediately, provided that the engine is ready for start.
● OS7304 Remote stop: An activation of this input initiates an immediate shut down of the
engine. When the engine has reached zero RPM and after a short delay (a run-down
delay), the system automatically enters stop mode and the binary output IS872 Engine
ready for start is set high. The engine can then be restarted without performing a reset.
NOTE
Stop mode has higher priority than start mode. A simultaneous activation of
start and stop will result in a stop.
● OS163 Speed/load increase: An activation of this input ramps up the speed reference of
the internal speed controller. During parallel running in droop mode, the activation of this
input leads to an increase of the engine load. The input is also used during the
synchronisation of the engine.
● OS164 Speed/load decrease: An activation of this input ramps down the speed
reference of the internal speed controller. During parallel running in droop mode, the
activation of this input leads to a decrease in the engine load. The input is also used
during the synchronisation of the engine. If increase and decrease commands are
activated simultaneously, the decrease command overrules an increase command.
● GS771 Busbar breaker status, before: This breaker status input is used to detect if the
busbar breaker near this engine is closed or open. This determines with which engine(s)
the engine in question shares load in isochronous mode. The input is only needed on
engines that have isochronous load sharing.
● GS772 Busbar breaker status, after: This breaker status input is used to detect if the
busbar breaker near this engine is closed or open. This determines with which engine(s)
the engine in question shares load in isochronous mode. The input is only needed on
engines that have isochronous load sharing.
● GS798 Generator breaker status: A signal that indicates that the generator breaker is
closed. It changes the dynamics (that is, the Speed/Load mode) of the internal speed
controller. The control mode can (depending on pre-selections) change when the
generator breaker closes.
23-46 DBAD281257-
● OS7305 External shutdown 4 (Emergency stop): Initiates an instant shutdown of the

engine. Disconnects the valve drive voltage from injection valves to secure a shutdown
in case of hardware failure in the valve drive circuitry. An emergency stop cannot be
blocked by the activation of the stop/shutdown override input. As emergency stop mode
has the highest priority, activation of any other simultaneous command is overruled if
emergency stop is activated. A signal interruption failure detection (using a 22 kΩ
resistor in marine configurations) is provided between this ESM module input and the
external emergency stop circuit.
● OS7308 Remote shutdown reset: An activation of this input resets the latch of a
shutdown or emergency stop and the latch after tripping to diesel engine. If the reason
for the shutdown or trip is not cleared first, the function latches and cannot be reset. The
root cause for the engine shutdown/trip must always be investigated and action taken to
correct the problem before a restart or a transfer back to the requested fuel mode is
performed.
23.10.4 Binary outputs v4

GUID-D0605A45-E76A-4BC4-8248-A8A67F133B88
● IS181 Speed switch 1: Output activated at a predefined "engine running" speed level.
For details, see installation-specific documents.
● IS183 Speed switch 3: Output activated at a predefined speed level. For details, see
installation specific documentation.
● XS7318 Slowturning pre-warning: Used to start auxiliaries such as generator bearing
lubricating oil pump. Indicates 20 seconds before a periodic slowturning (engine at
standby) that this automatically-initiated procedure is about to occur. The output stays
high also during the slowturning procedure and is not active before normal start since
the automation system then has started necessary auxiliaries.
● OS7602 Generator breaker open command: This output is set high when the automation
system requests the generator breaker to open. Opens after unload is finished or prior to
coming shutdown
● CV410 HT jacket water stand-by pump start: Signal comprising pressure and speed
information indicating the need for starting auxiliary equipment. For details, see
installation specific documentation.
● CV460 LT water stand-by pump start: Signal comprising pressure and speed information
indicating the need for starting auxiliary equipment. For details, see installation specific
documentation.
DBAD281257- 23-47
DBAD281257- 23-48
Wärtsilä 34SG Engine O&MM 23D. Introduction to WECSplorerUT (Optional equipment)
23D. Introduction to WECSplorerUT (Optional

equipment)
This manual is used as a guideline for the WECSplorerUT tool. It describes the functionality
of the tool briefly. It is recommended that the user has proper training for the specific
system type that is intended to be monitored/tuned with this tool.
23D.1 Overview of WECSplorerUT software tool v1

GUID-23F04D2D-3091-4DB8-8A83-963F8DBC16D7
Fig 23D-1 Main page GUID-80B1406F-873F-4192-803A-5DC7E8C514DA v1
WECSplorerUT is a Microsoft Windows program used for downloading, updating,

monitoring and troubleshooting UNIC automation systems. At present WECSplorerUT
supports the following control system modules:
● MCM–10
● MCM–11
● CCM–20
● IOM–10
● LDU–10
● LDU-20
● ESM-20
WECSplorerUT communicates with the control system through WE-CAN+, TCP/IP or
CANopen. By issuing commands over these links, WECSplorerUT reads information from
and writes information to the control system modules.
23D.1.1 System requirements for the WECSplorerUT software

tool v1
GUID-5E6F495B-5D25-45B6-AD15-5543499D9050
Operating System
● Microsoft Windows XP Pro Eng (service pack 2 or later)
Hardware
DBAD281257- 23D-1
23D. Introduction to WECSplorerUT (Optional equipment) Wärtsilä 34SG Engine O&MM
● Minimum CPU:1,5 GHz AMD or Intel

● Minimum Memory: 1 GB
● 32 MB video card
● 1024 x 768 resolution with at least 256 colors
CAN Communication
Before running WECSplorerUT, insert the LapCan II card and DNOPto cable into the
computer, or the Kvaser USB Leaf Pro cable.
Fig 23D-2 LapCan II GUID-6D99E92B-5205-4FB3-8AE2-8FDD4D82312B v1
Fig 23D-3 DNOpto cable GUID-BCF50DBE-896D-44F7-B8DF-2351E3B550E2 v1
Fig 23D-4 Kvaser USB Pro Leaf cable GUID-0FB48A34-678A-40B2-A48B-DDF05AFF29B7 v1
23D-2 DBAD281257-
23D.1.2 Applying for an user account v1

GUID-B2D2B9F6-3FD7-4F80-A175-A6E8CA68BF6A
● Before you can use the software, you need to apply for an user account.
● Send the following information by E-mail to wecs@wartsila.com
WECSplorerUT registration:
○ Installation name
○ System number(s)
○ E-mail address
○ Phone and fax number of the installation
○ Order number
After sending the E-mail you will receive:
○ user name, password and checksum
○ latest project files for the installation
DBAD281257- 23D-3
Before we send the system software package, the installation must be commissioned.
23D.1.3 Adding a new user account v1

GUID-23624EF9-9073-4176-A7EE-D1235212B713
Fig 23D-5 To add an user account GUID-61B39DE6-7459-4BA6-82CE-5992B43488F4 v1
Procedure
1 Select from Menu bar Configure — Add User Account
Fig 23D-6 GUID-B9FCD990-C618-4405-B7EE-697BC5236C70 v1
2 Fill in User name, Password and Authentication checksum.
3 Click OK .
23D-4 DBAD281257-
23D.1.4 Log in v2
GUID-39B45E9D-3503-422F-9D04-7778C98FD1D1
Procedure
1 Select File > Login.
Fig 23D-7 Log in GUID-7A6C2F4F-EA04-418C-B316-48B2E148B1DD v1
2 Type your username in the User box.
Fig 23D-8 GUID-FCA8D58D-2954-4B7B-B7B1-9D2F4F34FCA2 v1
DBAD281257- 23D-5
NOTE
The username and password are case sensitive.
3 Type your password in the Password box.
4 Click OK.
23D-6 DBAD281257-
23D.1.5 Importing system specific software v1

GUID-F62A1D3D-5FB2-4422-BF1B-67FC463984E8
Procedure
1 To start using WECSplorerUT software, import the specific system software.
Fig 23D-9 GUID-C4CEA466-6A64-49CB-A537-187AB9216956 v1
Fig 23D-10 GUID-682C374B-490E-40EC-901C-0F75AA1ABEF2 v1
DBAD281257- 23D-7
a Select the system specific software to be imported from your hard drive.
One package per system of *.uzp format needs to be imported .
b Click Open.
Fig Login GUID-82036FEF-0561-4F37-81D3-8C93A151E39C v1
23D-11
2 Select File Login ...
Fig 23D-12 GUID-53DF2130-2A99-4D05-9027-010F99E36CBC v1
3 Select System type.
4 Select System number.
5 ClickOK.
After successful login, the application opens the symbol tree structure.
23D-8 DBAD281257-
A session starts when the user logs in and the session stops when the user logs out. All
changes made in offline mode are stored permanently when the user selects logout and
save. See Log out for more details about saving and logging out.
Description
User User name of the user
Password Password of the user
System type Engine or system type
System number Engine or system number
Nickname Nickname for the system.
23D.1.6 Log out v1

GUID-2B4D4794-F454-4913-92D5-0E03DA9D34A8
NOTE
Desktop save is system-specific, not user-specific.
NOTE
Restoring the desktop and STS-tree is user-level dependant.
NOTE
When you want to store the changed or updated system parameters to PC,
select File Save, or select File Logout, and confirm with Yes.
Choose YES to store your changes to the computer.
Fig Log out from the system GUID-9C215BB1-9E6C-4E1D-A43B-6E300386F06D v1
23D-13
View Description
Yes (save changes) Saves the changes to the computer.
No (do not save changes) All changes are lost.
Yes and Save a Backup The user is asked to name the backup version.
(Default backup folder is date-time). The changes
are saved.
Cancel Logout execution is cancelled.
Save desktop If selected the current layout of desktop
becomes default.
DBAD281257- 23D-9
23D.1.7 Exporting the system software v1

GUID-6E320FCF-C4D2-42E1-9F23-3A74130C3E9F
NOTE
You cannot export the system package that you are currently logged into.
Procedure
1 Select File—Export—System
Fig Export system GUID-919C85E0-1BC6-45F7-B940-43E5827AADE7 v1
23D-14
a Select System type
b Select System number
c Click Export
The command exports the selected system software to an UZP file.
The UZP file can be imported back to the WECSplorerUT using File-Import-System function
which overwrites later changes.
Fig Export GUID-379AAE7E-E6CC-4969-B7EF-1DBEC4470053 v1
23D-15
23D-10 DBAD281257-
2 Click OK.
Fig Export system confirmation GUID-7E6163E1-4639-4105-BDDB-DD73C3FDAD0A v1
23D-16
3 Click OK.
Fig Safety check FIG-402359 v1
23D-17
4 Select Yes to remove the system from the computer.
5 Select No to keep the system on the computer.
DBAD281257- 23D-11
23D.1.8 Main window of WECSplorerUT v1

GUID-9CC60FA7-AA75-4AA2-9CEF-F2D0A852278A
1 2 3 4
5 6
7 8 9 10 11
1 Symbol tree structure (STS) 7 Desktop indicator
2 Value Monitor 8 Indicator for Online/Offline mode
3 Scalar window 9 Indicator for CAN communication
4 Gauge Monitor 10 EDL indicator icon
5 Bar Monitor 11 Indicator for user level
6 System diagnostic log (EDL)
Fig Main window GUID-F96E7086-874E-403B-8E79-07F98508450F v1
23D-18
23D-12 DBAD281257-
1 Login 10 Write to file or system in online mode

2 Logout 11 Write all to file or system in online mode
3 Go online with system 12 Increase value
4 Go offline with system 13 Decrease value
5 System communication settings 14 Accelerated increase of value
6 Save the current session to the working 15 Accelerated decrease of value
directory 16 Trend selected symbols
7 Find 17 Trend option
8 Read from file or from system in online 18 Trend option
mode
9 Read all from file or system in online
mode
Fig Main Toolbar GUID-69191CDE-133E-4497-9C2E-84834ED49954 v1
23D-19
23D.1.9 Online or Offline mode v1

GUID-AF7D585A-8BD4-4BBE-8E74-2031474D010C
Fig Online or Offline GUID-58A80649-6209-4C8A-B63C-A21E06EB8821 v1
23D-20
Once logged into the system, you are in Offline mode, allowing changes to be made to files
existing on the Computer.
To monitor, trend or make temporary changes to the system, select the Online mode.
To use the Online mode, the correct system package and communication settings need to
be selected. For more information see Setting up communication between computer and
the system.
After communication is established, Online mode can be selected from the menu via Engine
–> Connect, or by clicking the connect icon on the toolbar.
DBAD281257- 23D-13
Term Description
Offline All work is done to files in PC, can be used for
checking safety settings like set points for
alarms, shutdown and trip limits. When
downloading software the system needs to be
Offline.
Online Used for testing parameters temporary and for

trending of the systems running data. All changes
done to parameters in online mode are
“temporary”, they will be reset when a power
reset of the control system is done.
23D.1.10 Symbol menu v1

GUID-380F06C7-EF26-4AC4-AC88-F17B4FFBF498
The following commands are available from the symbol menu
Fig Symbol menu GUID-213F5C46-8D5E-4F7B-9426-D97429CF01C7 v1
23D-21
23D.1.10.1 Reading symbols v1

GUID-9F34E7A7-CC4B-4817-8BF5-4D5699163C0F
Symbol value reading can be done both in offline and online mode. Read can be done for a
single value, or for multiple values. Reading is possible always when a readable symbol is
active in symbol window.
Reading operation can be executed from
● Symbol menu
● Toolbar button
for reading single symbol, or toolbar button
for reading multiple symbols.

● Shortcuts <ctrl> + R for reading or <ctrl> + <alt> + R for read all
23D-14 DBAD281257-
23D.1.10.2 Writing software symbol values v1

GUID-D72BEF30-9D8E-4F12-B656-9BAED651C1EF
Symbol value can be written both in offline and online mode. Write can be done for a single
value, or for multiple values. Writing is possible when a writable symbol is active in symbol
window. Write operation can be executed from:
● Symbol menu
● Toolbar button
for write, and toolbar button
for write all

● Shortcuts <ctrl> + W for write or <ctrl> + <alt> + W for write all
Write vs Write all

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

and the system v1
GUID-F253FED1-F8EC-44DA-9D30-6BA11B7FA749
Fig System communication settings GUID-EE80A00E-EF72-4BED-9321-87D22552438A v1
23D-22
To configure the communication settings, select System - Communication Settings....
DBAD281257- 23D-15
Fig Communication Settings 1/2 GUID-5ACF90C3-E3E2-4A86-B9DA-E7AF9147E889 v1
23D-23
Procedure
1 Set up the connection between the computer and the system.
a Select the manufacturer of the communication hardware in the drop-down list.

The options are limited by system configuration. The most common options are Kvaser
and LDU: TCP/IP.
The Media field displays devices successfully connected to the computer.
b Click Next to open the Communication Settings 2/2 window.

This window displays detailed settings for the selected option. Change the settings, if
required.
Fig Communication Settings 2/2 GUID-EC771D94-E84E-4CD9-B1F4-D5FF518E75C1 v1
23D-24
c Select the channel.
23D-16 DBAD281257-
d Select the baudrate.
e Select between CANopen, WE-CAN+, CANopen and WE-CAN+.
f Click Finish.
With Hardware mask... you can configure message filtering settings for the CAN device.
NOTE
Communication has now been setup between the system and the computer.
But you are still offline to the system.
2 Check that the CAN communication works.
Fig CAN diagnostics GUID-181C6369-429E-461C-9A84-7140BFB1A652 v1
23D-25
DBAD281257- 23D-17
Select System - CAN Diagnostics to open the CAN Diagnostics... dialog.
1 2 3 4
1 Start diagnostics 3 Toggle hexadecimal display

2 Toggle fixed mode 4 Diagnostics information
Fig CAN Diagnostics GUID-8DFB4FD0-8D41-40BA-979A-49859A4BE834 v1
23D-26
a Activate the following buttons:
b Click the blue arrow
in the toolbar to start diagnostics.
c If CAN traffic is detected on the BUS, the CAN Diagnostics table displays CAN
communication data.
23D-18 DBAD281257-
3 If LDU module is present, it is possible to configure communication as TCP/IP. See Fig

23D-23.
Fig LDU: TCP/IP communication settings GUID-775CE498-DC43-40AE-A800-F261C8954324 v1
23D-27
NOTE
Your antivirus or firewall software may prevent outgoing connection using
TCP/IP. Ensure that WECSplorerUT has access rights through your antivirus
and/or firewall software.
a Select LDU: TCP/IP in the Manufacturer drop-down list. See Fig 23D-23.
b Click Next.
c Configure Protocol settings.

Configure protocol time-out, host and TCP/IP port.
d Click Finish.
23D.3 Downloading software v1

GUID-FB1ED9D2-368A-4914-975D-18822EC9A001
Prerequisites
Fig Software download GUID-F859E6CE-5DEB-432F-A9C7-4DE8C1C615C3 v1
23D-28
● Ensure that you are connected to the system.

● Ensure that the communication is working.
DBAD281257- 23D-19
● Ensure that you are in offline mode.
CAUTION
Do not download software to a running system.
NOTE
It is only possible to download software and configuration in offline mode.
Procedure
1 Download software and configuration to the system.
Fig Download Software and Configuration GUID-DACDA950-BC42-432C-A158-AF42AD26543B v1
23D-29
a Select Software - Download... to open the Download dialog.

Software configuration and download must be used for new and empty modules.
23D-20 DBAD281257-
b Select Download Software and Configuration and click Next.
Fig Selecting target modules for software download GUID-5597782E-AA69-48CD-A28A-C946C368E6CD v1
23D-30
c Select one or more target modules for software download.

The list displays all system modules. In the following example it is possible to download
software only to the MCM–11 module.
d Click Next.
DBAD281257- 23D-21
2 Download only configuration to the system.
Fig Downloading Configuration GUID-DACDA950-BC42-432C-A158-AF42AD26543B v1
23D-31
Configuration download can be used when storing symbol changes that have been done.
23D-22 DBAD281257-
a Select Download Configuration Only and click Next.
Fig Selecting target modules for configuration download GUID-5597782E-AA69-48CD-A28A-
23D-32 C946C368E6CD v1
DBAD281257- 23D-23
b Select one or more target modules for configuration download.

The list displays all system modules. In the following example it is possible to download
configuration only to the MCM–11 module.
Fig Download Bootloader GUID-DACDA950-BC42-432C-A158-AF42AD26543B v1
23D-33
3 Downloading bootloader is only needed, if new empty module is installed on the

engine.
23D-24 DBAD281257-
a Select Download Bootloader in the main Download dialog.
Fig Bootloader download GUID-D4FA4E3E-5968-4118-A0B6-AF8ADC388C02 v1
23D-34
b Select one or more target modules.
c Click Next.
DBAD281257- 23D-25
4 Upgrade LDU.
Download software to the LDU located on the engine.
Fig Upgrade Local Display Unit GUID-DACDA950-BC42-432C-A158-AF42AD26543B v1
23D-35
23D-26 DBAD281257-
a Select Upgrade Local Display Unit in the main Download dialog.
Fig Upgrading LDU GUID-13FAF097-44EE-424F-BD64-681F9461D2C3 v1
23D-36
b Check one or more software modules to be downloaded.

● Update all versions that do not match between local version and LDU version.
● If you use Ethernet connection, you can select all required versions and update them
at the same time.
● If you use CAN connection, it is recommended to update each file separately,
because of longer download time.
c Click Next.
23D.4 Entering the online mode v1

GUID-4C541C77-DD52-49CE-8C78-5875CE954E24
Prerequisites
Before you start:
● Make sure that the computer is connected to the system.
● Make sure that the communications settings have been configured.
For more information see section 23D.2.
DBAD281257- 23D-27
Procedure
1 Select System - Connect....
Fig System connect GUID-EE80A00E-EF72-4BED-9321-87D22552438A v1
23D-37
Fig Connecting failure GUID-C7C00874-F6BD-4476-A42D-B81D3F1856E3 v1
23D-38
NOTE
Online entering fails, if any of the system module links are broken or not
connected.
2 Check the software status.

Before entering online mode, software versions and symbol differences are compared.
23D-28 DBAD281257-
Fig Checking the software version GUID-A57D1843-213C-4D42-87FB-B7CC208C189A v1
23D-39
In the software status window software version differences are highlighted in yellow color. If
PC software version is different from system version online entering is aborted.
If there are differences, you must update the software in the computer.
NOTE
If new software is needed, contact wecs@wartsila.com for the latest software.
If the versions match, you can continue by clicking OK.
3 Check the symbol value differences.

In the Symbol Value Differences window, you can see the differences that exist between the
computer and the system.
DBAD281257- 23D-29
Fig Viewing symbol value differences GUID-780BCCCC-BE93-459F-B0E2-0DC53A3D448F v1
23D-40
Select the symbols you want to copy from the computer to the system.
4 If the symbol selected was vector or matrix, the following window opens.
Follow instructions on the screen.
Fig Online entering differences GUID-7E2F5D2D-10BA-4FD1-B23B-54D764A18254 v1
23D-41
After selecting correct cells click OK. Confirm selections by clicking Yes. You are now in
online mode.
23D.4.1 Configuring update rate v1

GUID-68DAA34E-E482-41DF-9712-4F8757D74946
Configuring update rate is available only in online mode.
23D-30 DBAD281257-
You can configure the update rate (default 2000 ms) for continuous symbol update, found
from Configuring Update Rate.
Fig Update rate dialog FIG-402369 v1
23D-42
If the continuous symbol update fails (for example connection is lost to the system module),
restart by clicking the Start button.
● Update rate
Update interval in milliseconds
● Current status
Update status. If stopped, no continuous update is active.
● White background = not updating, Green background = updating
Fig Periodic update for symbol GUID-1FC45006-C577-4A28-B685-B797C5952149 v1
23D-43
23D.5 Configuring and viewing trends v1

GUID-0849C554-EC52-4009-B23B-65BF0F560647
Trending is available only in online mode.

The Trend window displays predefined trend data as a graphical presentation.
DBAD281257- 23D-31
Procedure
1 Configure a trend.
1 Select Trend - Create... to open the Trend Properties dialog.
Fig Configuring trend properties GUID-485D25A2-0C20-40A8-B000-E4BD838A70D4 v1
23D-44
23D-32 DBAD281257-
2 Change the general properties if needed.
General properties Description

Sample interval Sample interval while trending (in milliseconds)
Trend buffer [min] Time of data stored in ring buffer
Minimum value Minimum value displayed in trend window (Y-
axis)
Maximum value Maximum value displayed in trend window (Y-
axis)
Default time axis X-axis length displayed in trend window (in
seconds)
Enable point marks If checked, a small square marks every sample
point. Can be used to track actual samples.
Trend symbols Description

List of selected symbols Shows selected symbols for the trend.
Select symbol Adds more symbols to the trend window.
Selected symbol properties Description

Manual coefficient If checked, you can give coefficient value for
specific symbol. The symbol must be selected
in Select symbol box, before checking manual
coefficient selection.
For example: symbol ex1 has the maximum
limit 100 and symbol ex2 has the maximum
limit 10, the coefficient for symbol ex1 will be 1
and for symbol ex2 the coefficient will be 10.
Value Coefficient value. If manual coefficient is
selected, you can give a coefficient value for
the symbol. The symbol value is multiplied by
the value of coefficient. The coefficient only
affects the trend display.
Y-axis Offset Description

Offset symbol Selected symbol is offset by symbol in drop-
down menu.
Offset value Selected symbol is offset by given value.
No offset Offset is not used.
DBAD281257- 23D-33
1 Condition to stop trending. Can be less than (<), greater than (>), or equal to (=).
2 Value related to condition to stop trending. When the symbol value is less than, greater
than or equal to this value (depending on the condition), the trending stops after the
specified time. Example: with the settings above, the trending will stop 10 seconds after
the symbol value becomes greater than 200.
Fig Trigger properties FIG-402378 v1
23D-45
After the trend settings are configured, click OK button, the trend window opens.
23D-34 DBAD281257-
23D.5.1 Overview of the trend window v1

GUID-6A600046-0DCA-4EE9-A3AC-E31F8D258AC2
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
22 23 24 25 26 27 28 29 30
1 Trend group properties 16 Lasso zoom
2 Start trending 17 Ruler zoom
3 Stop trending 18 Trend ruler visibility
4 Clear trend data 19 Undoes last zoom
5 Turn autoscroll on/off 20 Autoscale
6 Turn general legend on/off 21 Cancel autoscale
7 Turn symbol info on/off 22 General legend
8 Open saved trend file 23 Left ruler
9 Save trend to file *.wet. (Only possible to 24 Remove/insert symbol
open with WECSplorerUT) 25 Right ruler
10 Save trends to file *.csv. (Opens with 26 Horizontal ruler
excel) 27 Information on symbols
11 Print trend 28 Actual data on symbols
12 Zoom in x-axis 29 Values for left ruler
13 Zoom out x-axis 30 Values for right ruler
14 Zoom in y-axis
15 Zoom out y-axis
Fig Trend window GUID-3DCB951D-5FF2-4349-A051-A17B82E40842 v1
23D-46
DBAD281257- 23D-35
● How to operate the trend window.

Start the trending by clicking the blue arrow (2) in the toolbar. Zoom the data either with
the toolbar buttons (12–15) or with the arrow buttons on the keyboard.
● Trend graph
The Y axis displays the values predefined in the trend settings, while the X axis displays
the time in seconds, from the trending start. You can configure the time base during the
trending with the left and right arrows (keyboard). The axis can be zoomed separately.
The graph includes two vertical rulers and one horizontal ruler. You can zoom the graph
area between the vertical rulers by clicking ruler zoom (17).
You can also use the rulers to view the values for each symbol at a certain point of the
trend. When moving vertical rulers, the average values for each parameter are displayed
on the right of the right ruler. When moving the rulers on the trend screen, the actual
unscaled value is displayed in the lower right corner of the trend screen. The vertical and
horizontal rulers can be moved freely within the trend graph, but the left and right rulers
order are fixed.
● Legend windows
Includes the General Legend and the Symbol Legend windows below the graph.
The General Legend window displays for example the system nickname and software
version. The Symbol Legend window displays the symbol values.
23D-36 DBAD281257-
Wärtsilä is a global leader in complete lifecycle power solutions for the marine and energy markets.
By emphasising technological innovation and total efficiency, Wärtsilä maximises the environmental
and economic performance of the vessels and power plants of its customers. Wärtsilä is listed on the
NASDAQ OMX Helsinki, Finland.
See also www.wartsila.com
WÄRTSILÄ® is a registered trademark. © 2014 Wärtsilä Corporation.
Wärtsilä Services Main Office Vaasa, Finland

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

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Engine Operation and

Maintenance Manual (O&MM)

Date of issue 28.11.2014

Installation SAMUDA CHEMICAL MUNSHIGONJ

Project SAMUDA POWER II

Product type W20V34SG

Product number PAAE208372, PAAE208373

00. Contents, instructions, terminology....................................................................................................... 00-1

01. Main Data, Operating Data and General Design................................................................................... 01-1

02. Fuel, lubricating oil, cooling water.......................................................................................................... 02-1

03. Start, Stop and Operation........................................................................................................................ 03-1

03A. General safety information for natural gas....................................................................................... 03A-1

03C.2.5. Emergency............................................................................................................................... 03C-4

04. Maintenance schedule............................................................................................................................. 04-1

05. Maintenance tools.................................................................................................................................... 05-1

06. Adjustments, Clearances, and Wear Limits........................................................................................... 06-1

07. Tightening Torques and Use of Hydraulic Tools................................................................................... 07-1

07.3.1. Tightening pressures................................................................................................................... 07-13

07A. Tightening Torque for Pipe Connections.......................................................................................... 07A-1

08. Operating troubles, Emergency operation............................................................................................ 08-1

09. Specific Installation Data......................................................................................................................... 09-1

11. Crank Mechanism: Crankshaft, Connecting Rod, Piston..................................................................... 11-1

11B. Maintaining the piston........................................................................................................................ 11B-1

11B.2. Piston crown................................................................................................................................... 11B-2

12. Cylinder Head with Valves....................................................................................................................... 12-1

12A. Testing the cylinder tightness............................................................................................................ 12A-1

13. Camshaft driving gear.............................................................................................................................. 13-1

14. Valve Mechanism and Camshaft............................................................................................................ 14-1

14.2.1. Removing of camshaft piece........................................................................................................ 14-5

15. Turbocharging and air cooling................................................................................................................ 15-1

15J. Exhaust gas wastegate........................................................................................................................ 15J-1

16. Injection and Ignition Systems................................................................................................................ 16-1

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

17.3.3. Mounting the gas admission valve................................................................................................ 17-5

18. Lubricating Oil System............................................................................................................................. 18-1

19. Cooling Water System............................................................................................................................. 19-1

19.7.1.2. Dismantling and assembling the mechanical shaft seal......................................................... 19-7

20. Exhaust System........................................................................................................................................ 20-1

21. Starting Air System.................................................................................................................................. 21-1

22. Control Mechanism.................................................................................................................................. 22-1

23. Instrumentation and automation............................................................................................................ 23-1

23.6. Input and output module................................................................................................................... 23-32

23D. Introduction to WECSplorerUT (Optional equipment)..................................................................... 23D-1

00. Contents, instructions, terminology

00.1 About this manual v3

00.2 General operation and maintenance instructions v6

00.3 Terminology v10

Driving end and free end

Operating side and rear side

1 Free end 4 Driving end

Fig 00-1 Terminology and cylinder designations (inline engine) GUID-603DD12E-A2F5-47FB-B8CF-B3579D26A9DA

1 Free end 4 Driving end

Fig 00-2 Terminology and cylinder designations (V-engine) GUID-455FF216-5D6B-4B6F-AB06-0B9FF06AA07F v1

Top Dead Centre and Bottom Dead Centre

High-pressure pumps and accumulators (CR engines)

Turbocharger definitions for V-engines

● High-pressure turbocharger on A-bank side is defined as TC HP A.

00.4 Designations and markings

00.4.1 Bearing designation v5

Fig 00-3 Bearing designation W20AP-200053 v3

Camshaft gear bearings

Upper and lower bearing shells

00.5 Risk reduction v3