Vasa 32 Project Guide

Introduction
Introduction
The Project Guide provides main engine data and system proposals for the early design phase
of engine installations. For contracted projects specific instructions for planning the installation
are always delivered.
The 2/1997 issue replaces all previous ones of the Vasa 32 Project Guide.
Major revisions of issue 2/1997:
• The heat balance of the low NOX engines is revised according to the latest laboratory measurements.
Major revisions of issue 1/1997:
Information concerning the low NOX emission model, Vasa 32 LN, is now presented in parallel
with information on the basic Vasa 32. Where no distinction is made, the data applies to both
engine types.
• Technical data is revised in accordance with the current engine specifications.
• Exhaust gas pipe dimensions are for some cylinder numbers increased.
• Lists of suitable fuel and lubricating oil separators are included.
• Instructions on engine room ventilation are added.
• Emission control methods are described.
• The code numbers of electrical components are new.
• Engine seating instructions are extended.
• Piping interface points are better defined with reference to standard and pressure class.
The information provided in this Project Guide is subject to revision without notice.
Comments and suggestions to the contents of the Project Guide are welcome.
Application Technology
Wärtsilä Diesel Oy, Marine
Vaasa, 24 March 1997
This publication is designed to provide as accurate and authoritative information regarding the subjects covered as was available at the time of writing. However, the publi-
cation deals with complicated technical matters and the design of the subject and products is subject to regular improvements, modifications and changes. Consequently,
the publisher and copyright owner of this publication cannot take any responsibility or liability for any errors or omissions in this publication or for discrepancies arising from
the features of any actual item in the respective product being different from those shown in this publication. The publisher and copyright owner shall not be liable under any
circumstances, for any consequential, special, contingent, or incidental damages or injury, financial or otherwise, suffered by any part arising out of, connected with, or re-
sulting from the use of this publication or the information contained therein.
Copyright 1997 by Wärtsilä Diesel Oy

All rights reserved. No part of this publication may be reproduced or copied in any form or by any means, without prior written permission of the copyright owner.
Marine Project Guide WV32 - 2/1997 1

Introduction
Table of contents
Chapter Page Chapter Page
1. General data and outputs . . . . . . . . . . . . . 3 9. Turbocharger turbine washing system . 88

1.1. Main technical data . . . . . . . . . . . . . . . . . . . 3
1.2. Fuel specification. . . . . . . . . . . . . . . . . . . . . 3 10. Engine room ventilation and
1.3. Lubricating oil quality. . . . . . . . . . . . . . . . . . 3 combustion air. . . . . . . . . . . . . . . . . . . . . 89
1.4. Max. continuous output . . . . . . . . . . . . . . . . 4
1.5. Reference conditions. . . . . . . . . . . . . . . . . . 5 11. Crankcase ventilation . . . . . . . . . . . . . . . 90
1.6. Principal dimensions and weights . . . . . . . . 5
12. Exhaust gas system . . . . . . . . . . . . . . . . 91
2. Operational data . . . . . . . . . . . . . . . . . . . . 9
2.1. Dimensioning of propellers . . . . . . . . . . . . . 9 13. Emission control options . . . . . . . . . . . . 93
2.2. Loading capacity for generating sets. . . . . 11 13.1. Methods . . . . . . . . . . . . . . . . . . . . . . . . . . 93
2.3. Restrictions for low load operation and 13.2. Options for further reduction of NOX . . . . . 93
idling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.4. Overhaul intervals and expected life times 14. Control and monitoring system . . . . . . . 95
of engine components . . . . . . . . . . . . . . . . 13 14.1. Normal start and stop of the diesel engine 95
14.2. Automatic and emergency stop;
3. Technical data . . . . . . . . . . . . . . . . . . . . . 14 overspeed trip . . . . . . . . . . . . . . . . . . . . . 96
3.1. Wärtsilä Vasa 4R32. . . . . . . . . . . . . . . . . . 14 14.3. Speed control . . . . . . . . . . . . . . . . . . . . . . 96
3.2. Wärtsilä Vasa 6R32. . . . . . . . . . . . . . . . . . 18 14.4. Speed measuring system . . . . . . . . . . . . . 97
3.3. Wärtsilä Vasa 8R32. . . . . . . . . . . . . . . . . . 22 14.5. Blocking of alarms . . . . . . . . . . . . . . . . . . . 97
3.4. Wärtsilä Vasa 9R32. . . . . . . . . . . . . . . . . . 26 14.6. Electric prelubricating pump . . . . . . . . . . . 97
3.5. Wärtsilä Vasa 12V32. . . . . . . . . . . . . . . . . 30 14.7. Electric built-on fuel feed pump . . . . . . . . . 98
3.6. Wärtsilä Vasa 16V32. . . . . . . . . . . . . . . . . 34 14.8. Preheating of cooling water. . . . . . . . . . . . 98
3.7. Wärtsilä Vasa 18V32. . . . . . . . . . . . . . . . . 38 14.9. Monitoring system . . . . . . . . . . . . . . . . . . 102
4. Engine description . . . . . . . . . . . . . . . . . 42 15. Seating . . . . . . . . . . . . . . . . . . . . . . . . . . 103

4.1. Wärtsilä Vasa 32 D & E . . . . . . . . . . . . . . 42 15.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . 103
4.2. Wärtsilä Vasa 32 D & E Low NOX . . . . . . . 43 15.2. Rigid mounting . . . . . . . . . . . . . . . . . . . . 103
15.3. Flexible mounting of generating sets. . . . 107
5. Fuel system . . . . . . . . . . . . . . . . . . . . . . . 44 15.4. Flexible pipe connections . . . . . . . . . . . . 108
5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
5.2. Internal fuel system . . . . . . . . . . . . . . . . . . 44 16. Dynamic characteristics . . . . . . . . . . . . 109
5.3. Design of the external fuel system . . . . . . 44 16.1. General. . . . . . . . . . . . . . . . . . . . . . . . . . 109
5.4. Flushing instructions . . . . . . . . . . . . . . . . . 55 16.2. External forces and couples . . . . . . . . . . 109
16.3. Torque variations. . . . . . . . . . . . . . . . . . . 110
6. Lubricating oil system . . . . . . . . . . . . . . 56
6.1. Internal lubricating oil system . . . . . . . . . . 56 17. Power transmission . . . . . . . . . . . . . . . 112
6.2. Design of the external lubricating oil 17.1. Connection to driven equipment. . . . . . . 112
system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 17.2. Torsional vibrations . . . . . . . . . . . . . . . . . 114
6.3. Flushing instructions . . . . . . . . . . . . . . . . . 64 17.3. Alternator feet design . . . . . . . . . . . . . . . 115
7. Cooling water system . . . . . . . . . . . . . . . 65 18. Engine room arrangement . . . . . . . . . . 117

7.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 18.1. Arrangement of generating sets . . . . . . . 117
7.2. Internal cooling water system . . . . . . . . . . 65 18.2. Arrangement of main engines . . . . . . . . . 118
7.3. Design of the external cooling water 18.3. Transportation dimensions . . . . . . . . . . . 120
system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
7.4. Conventional cooling water system. . . . . . 79 19. Dimensions and weights of engine parts. . . 122
8. Starting air system . . . . . . . . . . . . . . . . . 83 20. List of symbols . . . . . . . . . . . . . . . . . . . 125

8.1. Internal starting air system . . . . . . . . . . . . 83
8.2 Design of the external starting air system . 85
2 Marine Project Guide WV32 - 2/1997

1. General data and outputs

1.1. Main technical data Asphaltenes, max. 14% by weight
Aluminium + silicon, max. 80 ppm
The Wärtsilä Vasa 32 is a 4-stroke, non-reversible, tur-
bocharged and intercooled diesel engine with direct fuel Flash point, closed
injection. Pensky Martens, min. 60°C
Cylinder bore 320 mm
Stroke 350 mm The fuel specification corresponds to fuel according to
Piston displacement 28.2 l/cylinder ISO 8217 : 1996 (E) categories up to ISO-F-RMK 55.
Maximum limits for sodium, water content before engine
Number of valves 2 inlet valves and
and asphaltenes have been added.
2 exhaust valves
Cylinder configuration 4, 6, 8 and 9 in-line Provided the fuel treatment system can remove
12, 16 and 18 in water and solids.
V-form Sodium contributes to hot corrosion on exhaust
V-angle 50° valves when combined with high vanadium con-
Compression ratio 12.0:1 tent. Sodium also contributes strongly to fouling of
13.8:1 (Low NOX) the exhaust gas turbine blading at high load. The
Direction of rotation, clockwise, aggressiveness of the fuel depends not only on its
seen from flywheel end counter-clockwise proportions of sodium and vanadium but also on
on request the total amount of ash. Hot corrosion and deposit
formation are, however, also influenced by other
ash constituents. It is therefore difficult to set strict
Speed Cylinder output limits based only on the sodium and vanadium
D-rating E-rating content of the fuel. Also a fuel with lower sodium
and vanadium contents than specified above can
720 RPM 370 kW 503 hp 405 kW 550 hp cause hot corrosion on engine components.
750 RPM 375 kW 510 hp 410 kW 557 hp
1.3. Lubricating oil quality
Fuel consumption see Technical Data Engine
Lube oil consumption see Technical Data The system oil should be of viscosity class SAE 40 (ISO
VG 150). Oils of viscosity class SAE 30 (ISO VG 100)
1.2. Fuel specification may also be used. The content of additives should meet
the requirement of MIL-L-2104C or API Service CD.
Viscosity at 50°C, max. 730 cSt
Viscosity at 100°F, max. 7200 sRI The alkalinity, TBN, of the system oil should be 25 - 40
Density at 15°C, max. 0.991 kg/dm³ / mg/KOH/g]; higher at higher sulphur content of the fuel.
1.010 kg/dm³ During the warranty period, lubricating oil of an approved
type has to be used.
Conradson Carbon Residue,
max. 22% by weight Turbocharger
Sulphur content, max. 5.0% by weight
For ABB turbochargers with roller bearings a turbine oil
Vanadium content, max. 600 ppm must be used. The oil may be a mineral oil or a synthetic
Sodium content, max. 50 ppm oil having a viscosity of 30 - 55 cSt/50°C.
Ash, max. 0.20% by weight Other makes of turbochargers and turbochargers with
Water content, max. 1.0% by volume sleeve bearings are lubricated from the main lubricating
Water content before engine, oil circuit of the engine.
max. 0.3% by volume
Pour point, max. 30°C

Oil quantity in turbocharger (ABB turbochargers, only) Auxiliary engines

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

Governor type Litres Engine 720 RPM, 60 Hz 750 RPM, 50 Hz
Woodward UG 10 1.7 Engine Alternator Engine Alternator
Woodward PG 58 1.7 kW kVA kWe kW kVA kWe
Woodward EGB 58 2.3
4R32E 1620 1950 1560 1640 1980 1580
6R32E 2430 2930 2340 2460 2970 2370
1.4. Max. continuous output 8R32E 3240 3910 3130 3280 3960 3170
9R32E 3645 4400 3520 3690 4450 3560
Main engines 12V32E 4860 5860 4690 4920 5930 4750
16V32E 6480 7820 6250 6560 7910 6330
Engine 720 RPM 750 RPM 18V32E 7290 8790 7030 7380 8900 7120
kW HP kW HP
For auxiliary engines the permissible overload is 10% for
4R32D 1480 2010 1500 2040
6R32D 2220 3020 2250 3060 one hour every twelve hours. The maximum fuel rack po-
8R32D 2960 4030 3000 4080 sition is mechanically limited to 110% continuous output.
9R32D 3330 4530 3375 4590 The alternator outputs are calculated for an efficiency of
12V32D 4440 6040 4500 6120 0.965 and a power factor of 0.8.
16V32D 5920 8050 6000 8160 The above output is also available from the free end of
18V32D 6660 9060 6750 9180 the engine, if necessary.
The cylinder output P¹ can be calculated as follows:
Engine 720 RPM 750 RPM P¹ (kW) = pe (bar) x n (RPM) x 0.0235
kW HP kW HP P¹ (hp) = pe (bar) x n (RPM) x 0.0319
4R32E 1620 2200 1640 2230 where

6R32E 2430 3300 2460 3350 P¹ = output per cylinder
8R32E 3240 4410 3280 4460 pe = mean effective pressure
9R32E 3645 4960 3690 5020 n = engine speed
12V32E 4860 6610 4920 6690
16V32E 6480 8810 6560 8920
18V32E 7290 9910 7380 10040
The maximum fuel rack position is mechanically limited

to 100%.

1.5. Reference conditions • total barometric pressure 1.0 bar

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

In-line engines (3V58E0425c)
Engine A* A B* B C D E F G H I K
4R32 4788 3945 2259 2259 1981 2550 600 1135 2570 225 950 1350
6R32 5919 5083 2413 2345 1993 2550 600 1135 3550 225 950 1350
8R32 6612 6113 2712 2712 2034 2550 600 1135 4530 225 950 1350
9R32 6941 6603 2719 2649 2034 2550 600 1135 5020 225 950 1350
Engine M N P R S* S T U V X Weight [ton]**
4R32 1089 1312 1645 614 327 285 285 1150 355 1645 20.3
6R32 1050 1340 1673 673 257 257 325 1308 432 1740 29.2
8R32 1142 1053 1898 814 218 218 459 1358 479 1898 40.5
9R32 1142 1031 1835 814 212 212 490 1358 530 1905 44.4
* Turbocharger at flywheel end

** Weight with liquids (wet sump) but without flywheel

V-engines (3V58E0437b)
Engine A* A B C D E F G H I K
12V32 6323 5686 2503 2310 2330 600 1150 3970 225 1200 1600
16V32 7518 6883 2765 2360 2330 600 1150 5090 225 1200 1600
18V32 8070 7443 2794 2403 2330 600 1150 5650 225 1200 1600
Engine M N O P R S T U V X Weight [ton]**
12V32 1206 1493 900 1830 673 625 621 1491 621 1830 42.5
16V32 1257 1568 900 1950 815 700 555 1568 555 1950 58.0
18V32 1257 1568 900 1980 815 700 555 1568 555 1980 61.4
* Turbocharger at flywheel end

** Weight with liquids (wet sump) but without flywheel

Generating sets, in-line engine (3V58E0439)
Engine A B C D E F G H I K L Weight
[ton]*
4R32 6814 1150 5000 2780 2160 1760 1450 1080 1420 2550 3679 34
6R32 8138 1308 6250 2965 2160 1760 1450 1080 1420 2550 3765 45
8R32 9660 1358 7700 3458 2310 1910 1600 1080 1620 2550 4332 63
9R32 10380 1358 8350 3648 2920 2510 2200 1300 1620 2550 4269 70
* Weight with liquids

Generating sets V-engine (3V58E0438)
Engine A B C D E F G H I K L Weight
[ton]*
12V32 9735 1491 7570 3864 2890 2480 2200 1300 1700 2330 4203 82
16V32 10468 1568 8955 3500 2890 2480 2200 1300 1700 2330 4465 92
18V32 11683 1568 9615 3600 2890 2480 2200 1300 1700 2330 4495 100
* Weight with liquids

2. Operational data
2. Operational data
2.1. Dimensioning of propellers The graph 4V93L0383 shows the operating range for a
CP-propeller installation. The recommended combinator
Controllable pitch (CP) propellers curve and the 100% load curve are valid for a single-
Controllable pitch propellers are designed so that 100% engine installation. For twin-engine installations a lighter
of the maximum continuous engine output at nominal combinator program is used if only one engine is in op-
speed can be utilized. The propeller is usually optimized eration.
for service speed and draft at about 85% engine MCR
The idling (clutch-in) speed should be as high as possi-
and a sea margin of 10 - 15%. Shaft generators must be
ble and will be decided separately in each case.
considered when dimensioning propellers, if the gener-
ator will be used at sea.
Overload protection or load control is recommended in
all installations. In installations where several engines
are connected to the same propeller, overload protection
or load control is necessary.
Operating range, Wärtsilä Vasa 32D + LN D, CP- Operating range, Wärtsilä Vasa 32E + LN E, CP-
propeller (4V93L0383c) propeller (4V93L0422b)

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

Operating range, Wärtsilä Vasa 32D + LN D, FP-
(4V93L0423b)
propeller (4V93L0384c)

2. Operational data
2.2. Loading capacity for generating sets The stated values of loading performance as presented
in 1V93F0093 are guidance values; the values will also
Provided that the engine is preheated so that the min. be affected by the mass-moment of inertia of the set, the
cooling water temperature is 70°C, the engine can be governor adjustment and nominal output.
loaded immediately after start with no restrictions except
the maximum transient frequency deviation specified by Unless otherwise agreed the present requirements of
the classification societies. For supercharged engines, the classification societies for load application on gener-
100% load cannot be instantly applied due to the air defi- ating sets at an instant speed drop of 10% are:
cit until the turbocharger has accelerated. At instant load- • American Bureau of
ing the speed and the frequency drop. Shipping 0 - 50 - 100%
The engine can be loaded most quickly by a successive, • Bureau Veritas 50% on base
gradual increase in load from 0 to 100% over a certain load of 0 - 50%
time (t1) as shown in the following diagrams. Loading in • Det Norske Veritas 0 - 50 - 100%
two steps, with a load application in the first step by high- • Germanischer Lloyd 0 - 50 - 100%
est possible load (= max. permissible instant frequency
• Registro Italiano Navale 0 - 50 - 100%
drop) will take the longest time to achieve table fre-
quency. Therefore, it is recommended that the switch- • Maritime Register 0 - 50 - 100%
boards and the power management are designed to • Lloyd’s Register of
increase the load in three or four steps, from 0 to 100%, Shipping 0 - 800/pe -
as also suggested by the International Association of [800/pe + ½
Classification Societies (IACS). This shall be done with (100 - 800/pe)] - 100%
the agreement of the relevant classification society.
Loading performance (1V93F0093)

2. Operational data
Successive load application 2.3. Restrictions for low load operation and
t1 = shortest possible time of successive, gradually in- idling
creased load for a speed (and frequency) drop of
max. 10% The engine can be started, stopped and run on heavy
= 5 seconds fuel under all operating conditions. Continuous operation
t2 = time elapsing before the speed has stabilized at on heavy fuel is preferred instead of changing over to
the initial value (speed droop = 0%) diesel fuel at low load operation and manoeuvering. The
= 7 seconds following recommendations apply to idling and low load
t4 = time elapsing before the speed has stabilized at operation:
the new value determined by the speed droop Absolute idling
(speed droop = 4%) (declutched main engine, unloaded generator)
= 6.5 seconds
• Max. 10 min., (recommended 3 - 5 min.), if the engine
Instant unloading is to be stopped after the idling.
t3 = time elapsing before the speed has stabilized at
• Max. 6 hours if the engine is to be loaded after the
the initial value (speed droop = 0%)
idling.
= 2 seconds
t5 = time elapsing before the speed has stabilized at Operation at 5 - 20% load
the new value determined by the speed droop • Max. 100 hours continuous operation. At intervals of
(speed droop = 4%) 100 operating hours the engine must be loaded to min.
= 1.8 seconds 70% of the rated load.
n1 = increase in speed at instant unloading (speed
droop = 0%)
Operation at higher than 20% load
= 8% • No restrictions.
n2 = increase in speed at instant unloading (speed
droop = 4%)
<10%
Instant load application
Px = highest possible load which can be instantly ap-
plied causing a speed drop of max. 10%
= 50%
t6 = shortest possible time elapsing between the first
and second load application
= 5 seconds
the initial value (speed droop = 0%)
= 9 seconds
the new value determined by the speed droop
(speed droop = 4%)
= 8.5 seconds

2. Operational data
2.4. Overhaul intervals and expected life

times of engine components
The following overhaul intervals and life times are for
guidance only. The actual figures may be different de-
pending on service condition, etc.
Component Time between overhauls [h] Expected lifetime [h]

Fuel quality HFO MDO HFO MDO
Piston 12000 - 20000 20000 - 24000 24000 - 40000 40000 - 48000

Piston rings 12000 - 20000 20000 - 24000 12000 - 20000 20000 - 24000
Cylinder liner 12000 - 20000 20000 - 24000 60000 - 100000 60000 - 100000
Cylinder head 12000 - 20000 20000 - 24000 60000 - 100000 60000 - 100000
Inlet valve 12000 - 20000 20000 - 24000 24000 - 40000 40000 - 48000
Exhaust valve 12000 - 20000 20000 - 24000 12000 - 20000 24000 - 32000
Injection valve nozzle 2000 2000 4000 - 8000 8000
Injection pump 16000 16000 16000 - 24000 32000
Main bearing 16000 - 20000 16000 - 20000 32000 - 40000 32000 - 40000
Big end bearing 12000 - 20000 20000 - 24000 12000 - 20000 20000 - 24000

3. Technical data
3. Technical data
3.1. Wärtsilä Vasa 4R32 D E
Engines speed RPM 720 750 720 750
Engine output kW 1480 1500 1620 1640

Engine output HP 2010 2040 2200 2230
Cylinder bore mm 320 320
Stroke mm 350 350
Swept volume dm³ 112.6 112.6
Compression ratio 12:1 12:1
Compression pressure, max. bar 105 110
Firing pressure, max bar 145 155
Charge air pressure bar 2.53 2.6 2.8 2.85
Mean effective pressure bar 21.9 21.3 24.0 23.3
Mean piston speed m/s 8.4 8.75 8.4 8.75
Idling speed 1) RPM 500 500
Combustion air system
Flow of air at 100% load kg/s 3.2 3.3 3.5 3.6
Ambient air temperature, max. °C 45 45
Air temperature after air cooler °C 40...70 40...70
Air temperature after air cooler, alarm °C 70 70
Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas system
Exhaust gas flow (100% load) 8) kg/s 3.3 (3.2) 3.4 (3.3) 3.6 (3.5) 3.7 (3.6)
( 85% load) 8) kg/s 2.9 (2.8) 3.0 (2.9) 3.1 (3.0) 3.2 (3.1)
( 75% load) 8) kg/s 2.6 (2.4) 2.7 (2.5) 2.8 (2.6) 2.9 (2.7)
( 50% load) 8) kg/s 1.9 (1.4) 2.0 (1.5) 2.1 (1.6) 2.2 (1.7)
Exhaust gas temperature after turbocharger
(100% load) 2, 8) °C 305 (310) 300 (315) 315 (320) 340 (360)
( 85% load) 2, 8) °C 300 (310) 295 (305) 305 (315) 340 (355)
( 75% load) 2, 8) °C 300 (325) 295 (320) 300 (325) 335 (350)
( 50% load) 2, 8) °C 299 (370) 294 (365) 300 (370) 295 (365)
Exhaust gas temperature after cylinder, alarm °C 500 500
Exhaust gas back pressure, recommended max. bar 0.03 0.03
Exhaust gas pipe diameter, min. mm 450 450
Heat balance 3)
Effective output kW 1480 1500 1620 1640
Lubricating oil kW 176 180 184 188
Jacket water kW 327 340 370 378
Charge air kW 433 447 496 513
Exhaust gases kW 970 980 1110 1110
Radiation kW 62 62 64 64
Fuel system
Pressure before built-on feed pump, nom. bar 4 4
Pressure before built-on feed pump, max. bar 5 5
Pressure before built on feed pump, min. bar 3 3
Pressure before injection pumps bar 6 6
Pump capacity (built-on feed pump) 4) m³/h 1.4/0.9 1.4/0.9
Fuel consumption (100% load) 5) g/kWh 188 190 191 192
( 75% load) 5) g/kWh 193 194 191 193
( 50% load) 5) g/kWh 202 200 197 199
Leak fuel quantity, clean fuel (100% load) kg/h 1.3 1.3
Lubricating oil system
Pressure before engine, nom bar 4.0 4.2
Pressure before engine, alarm. bar 3.5 3.5
Pressure before engine, stop bar 2.5 2.5
Priming pressure, nom. bar 0.8 0.8
Priming pressure, alarm bar 0.5 0.5
Temperature before engine, nom. 6) °C 63 (77) 63 (77)
Temperature before engine, alarm 6) °C 80 (90) 80 (90)
Temperature after engine, abt. 6) °C 78 (84) 78 (84)

3. Technical data
Wärtsilä Vasa 4R32 D E

Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 44 46 44 46

Pump capacity (main), separate m³/h 40 41 40 41
Pump capacity (priming) 4) m³/h 13.4/16.3 13.4/16.3
Oil volume, wet sump, nom. m³ 0.67 0.67
Oil volume in separate system oil tank, nom. m³ 2.0 2.0
Filter fineness, nominal microns 15 15
Filters difference pressure, alarm. bar 1.5 1.5
Oil consumption (100% load), abt. 9) g/kWh 0.6 0.8
Cooling water system
High temperature cooling water system
Pressure before engine, nom. bar 1.8 + static 1.8 + static
Pressure before engine, alarm bar 1.0 + static 1.0 + static
Pressure before engine, max bar 4.0 4.0
Temperature before engine, abt. °C 85 85
Temperature after engine, nom. °C 91 91
Temperature after engine, alarm °C 100 100
Temperature after engine, stop °C 105 105
Pump capacity, nom m³/h 47 48 47 48
Pump capacity, min. m³/h 43 44 43 44
Pressure drop over engine bar 0.40 0.40
Water volume in engine m³ 0.305 0.305
Pressure from expansion tank bar 0.7...1.5 0.7...1.5
Pressure drop over central cooler, max. bar 0.6 0.6
Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water system
Temperature before engine, max °C 38 38
Temperature before engine, min. °C 25 25
Temperature after engine, min. 6) °C 35 (65) 35 (65)
Pump capacity, nom. m³/h 47 48 47 48
Pressure drop over charge air cooler bar 0.1 0.1
Pressure drop over oil cooler bar 0.2 0.2
Starting air system
Air pressure, nom. bar 30 30
Air pressure, min. (20°C) bar 10 10
Air pressure, max. bar 30 30
Air pressure, alarm bar 18 18
Air consumption per start (20°C) 7) Nm³ 0.6 0.6
1) If priming pump is connected, 400 RPM

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

3. Technical data
Wärtsilä Vasa 4R32 LN D LN E

Engines speed RPM 720 750 720 750
Engine output kW 1480 1500 1620 1640

Engine output HP 2010 2040 2200 2230
Stroke mm 350 350
Compression ratio 13.8:1 13.8:1
Exhaust gas system
Exhaust gas flow (100% load) 8) kg/s 3.2 3.3 (3.3) 3.4 3.5 (3.5)
( 85% load) 8) kg/s 2.9 3.0 (2.8) 3.0 3.1 (3.0)
( 75% load) 8) kg/s 2.6 2.7 (2.5) 2.8 2.9 (2.7)
( 50% load) 8) kg/s 1.9 2.0 (1.6) 2.0 2.1 (1.7)
(100% load) 2, 8) °C 322 317 (317) 328 323 (323)
( 85% load) 2, 8) °C 316 311 (319) 318 313 (321)
( 75% load) 2, 8) °C 315 310 (325) 315 310 (324)
( 50% load) 2, 8) °C 315 310 (371) 315 310 (369)
Heat balance 3)
Charge air kW 415 442 476 500
Exhaust gases kW 994 1025 1093 1112
Fuel system
( 75% load) 5) g/kWh 189 190 187 188
( 50% load) 5) g/kWh 196 198 194 195


3. Technical data


Starting air system

5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps. Tolerance
+5%.
7) At remote and automatic starting, the consumption may be 50% higher.
8) At constant speed. Figures in brakets at speed acc. to propeller curve.
9) Tolerance +0.3 g/kWh.

3. Technical data

Engine output kW 2220 2250 2430 2460

Engine output HP 3020 3060 3300 3350
Stroke mm 350 350
Exhaust gas system
( 85% load) 8) kg/s 4.1 (3.9) 4.3 (4.2) 4.5 (4.3) 4.7 (4.5)
( 75% load) 8) kg/s 3.7 (3.5) 3.9 (3.7) 4.2 (3.9) 4.3 (4.1)
( 50% load) 8) kg/s 2.7 (2.4) 2.9 (2.6) 2.9 (2.6) 3.1 (2.8)
(100% load) 2, 8) °C 313 (320) 308 (315) 318 (325) 314 (320)
( 85% load) 2, 8) °C 308 (320) 303 (315) 313 (325) 308 (320)
( 75% load) 2, 8) °C 310 (330) 303 (325) 308 (330) 303 (325)
( 50% load) 2, 8) °C 295 (335) 290 (330) 300 (340) 295 (335)
Heat balance 3)
Charge air, HT-circuit kW 369 386 424 444
Charge air, LT-circuit kW 286 288 319 326
Exhaust gases kW 1415 1455 1600 1640
Fuel system
( 75% load) 5) g/kWh 190 191 188 191
( 50% load) 5) g/kWh 196 197 196 198
Pressure before engine, nom bar 4.0 4.3 4.0 4.3

3. Technical data


Oil consumption (100% load) abt. 9) g/kWh 0.6 0.8
Pressure before engine, max. bar 4.0 4.0
Temperature before engine, max. °C 38 38
Starting air system
1) If priming pump is connected, 400 RPM.

3) The figures are without margins at 100% load, and constant speed.
4) Capacities at 50 and 60 Hz at 100% load.
Tolerance + 5%.
7) At remote and automatic starting, the consumption in 2...3 times higher.

3. Technical data

Engine output kW 2220 2250 2430 2460

Engine output HP 3020 3060 3300 3350
Stroke mm 350 350
Air temperature after air cooler, stop or shutdown °C 80 80
Exhaust gas system
( 85% load) 8) kg/s 4.1 4.3 (4.1) 4.4 4.6 (4.4)
( 75% load) 8) kg/s 3.7 3.9 (3.6) 4.0 4.2 (3.9)
( 50% load) 8) kg/s 2.8 2.9 (2.4) 3.0 3.1 (2.6)
(100% load) 2, 8) °C 322 317 (317) 328 323 (323)
( 85% load) 2, 8) °C 315 310 (319) 318 313 (321)
( 75% load) 2, 8) °C 313 308 (325) 314 309 (324)
( 50% load) 2, 8) °C 309 304 (353) 310 305 (354)
Heat balance 3)
Exhaust gases kW 1453 1498 1598 1626
Fuel system
( 75% load) 5) g/kWh 186 187 184 185
( 50% load) 5) g/kWh 192 194 190 191

3. Technical data


Starting air system
1) If priming pump is connected, 400 RPM.

3) The figures are without margins at 100% load, and constant speed.
4) Capacities at 50 and 60 Hz at 100% load.
Tolerance + 5%.

3. Technical data

Engine output kW 2960 3000 3240 3280

Engine output HP 4030 4080 4410 4460
Stroke mm 350 350
Exhaust gas system
( 85% load) 8) kg/s 5.6 (5.4) 5.8 (5.6) 6.2 (6.0) 6.4 (6.2)
( 75% load) 8) kg/s 5.2 (4.8) 5.3 (4.9) 5.7 (5.3) 5.8 (5.4)
( 50% load) 8) kg/s 3.5 (2.8) 3.7 (2.9) 4.0 (3.2) 4.1 (3.3)
(100% load) 2, 8) °C 310 (315) 305 (310) 318 (325) 313 (320)
( 85% load) 2, 8) °C 305 (320) 300 (315) 305 (325) 305 (320)
( 75% load) 2, 8) °C 305 (330) 300 (325) 305 (330) 300 (325)
( 50% load) 2, 8) °C 310 (375) 303 (370) 308 (375) 303 (370)
Heat balance 3)
Exhaust gases kW 1895 1915 2145 2175
Radiation kW 122 122 128 128
Fuel system
( 75% load) 5) g/kWh 190 191 190 191
( 50% load) 5) g/kWh 196 197 196 198
Lea k fuel quantity, clean fuel (100% load) kg/h 2.6 2.6

3. Technical data


Starting air system

Tolerance +5%.

3. Technical data

Engine output kW 2960 3000 3240 3280

Engine output HP 4030 4080 4410 4460
Stroke mm 350 350
Exhaust gas system
( 85% load) 8) kg/s 5.5 5.7 (5.5) 5.8 6.1 (5.8)
( 75% load) 8) kg/s 5.0 5.2 (4.8) 5.4 5.6 (5.2)
( 50% load) 8) kg/s 3.6 3.7 (3.0) 3.9 4.0 (3.3)
(100% load) 2, 8) °C 322 317 (317) 328 323 (323)
( 85% load) 2, 8) °C 316 311 (320) 318 313 (321)
( 75% load) 2, 8) °C 316 311 (326) 315 310 (325)
( 50% load) 2, 8) °C 321 316 (371) 320 315 (369)
Heat balance 3)
Exhaust gases kW 1936 1997 2130 2169
Radiation kW 115 115 128 128
Fuel system
( 75% load) 5) g/kWh 186 187 184 185
( 50% load) 5) g/kWh 192 194 190 192

3. Technical data


Starting air system

Tolerance +5%.

3. Technical data

Engine output kW 3330 3375 3645 3690

Engine output HP 4530 4590 4960 5020
Stroke mm 350 350
Exhaust gas system
( 85% load) 8) kg/s 6.2 (6.0) 6.6 (6.3) 6.8 (5.8) 7.1 (6.9)
( 75% load) 8) kg/s 5.6 (5.3) 5.8 (5.5) 6.1 (5.8) 6.4 (6.0)
( 50% load) 8) kg/s 4.2 (3.9) 4.3 (4.0) 4.5 (4.2) 4.6 (4.3)
(100% load) 2, 8) °C 318 (325) 313 (320) 323 (330) 318 (325)
( 85% load) 2, 8) °C 310 (325) 303 (320) 313 (330) 308 (325)
( 75% load) 2, 8) °C 305 (325) 300 (320) 310 (330) 303 (325)
( 50% load) 2, 8) °C 300 (335) 295 (330) 299 (335) 295 (330)
Heat balance 3)
Charge air kW 964 992 1108 1144
Exhaust gases kW 2185 2235 2410 2465
Radiation kW 138 138 144 144
Fuel system
( 75% load) 5) g/kWh 190 191 190 191
( 50% load) 5) g/kWh 196 197 196 198

3. Technical data


Starting air system

Tolerance +5%.

3. Technical data

Engine output kW 3330 3375 3645 3690

Engine output HP 4530 4590 4960 5020
Stroke mm 350 350
Exhaust gas system
( 85% load) 8) kg/s 6.2 6.5 (6.2) 6.5 6.9 (6.5)
( 75% load) 8) kg/s 5.7 5.9 (5.5) 6.1 6.3 (5.9)
( 50% load) 8) kg/s 4.2 4.3 (3.6) 4.5 4.6 (3.9)
(100% load) 2, 8) °C 322 317 (317) 328 323 (323)
( 85% load) 2, 8) °C 315 310 (319) 318 313 (321)
( 75% load) 2, 8) °C 313 308 (325) 314 309 (324)
( 50% load) 2, 8) °C 309 304 (353) 310 305 (354)
Heat balance 3)
Charge air kW 908 968 1044 1097
Exhaust gases kW 2179 2247 2397 2440
Radiation kW 129 129 144 144
Fuel system
( 75% load) 5) g/kWh 186 187 184 185
( 50% load) 5) g/kWh 192 194 190 192

3. Technical data


Starting air system

Tolerance +5%.

3. Technical data
3.5. Wärtsilä Vasa 12V32 D E

Engine output kW 4440 4500 4860 4920

Engine output HP 6040 6120 6610 6690
Stroke mm 350 350
Firing pressure, max. bar 145 155
Exhaust gas system
( 85% load) 9) kg/s 8.0 (7.6) 8.4 (8.2) 8.8 (8.4) 9.2 (8.8)
( 75% load) 9) kg/s 7.4 (7.0) 7.6 (7.4) 8.2 (7.7) 8.4 (8.0)
( 50% load) 9) kg/s 5.3 (4.7) 5.8 (5.1) 5.7 (5.1) 6.2 (5.5)
(100% load) 2, 9) °C 315 (320) 308 (315) 318 (325) 313 (320)
( 85% load) 2, 9) °C 310 (320) 305 (315) 315 (325) 310 (320)
( 75% load) 2, 9) °C 310 (330) 305 (325) 310 (330) 305 (325)
( 50% load) 2, 9) °C 295 (335) 289 (330) 300 (340) 294 (335)
Exhaust gas temp. after cylinder, alarm °C 500 500
Exhaust ga pipe diameter, (outlet) mm 2 x 600 2 x 600
Heat balance 3)
Jacket water kW 972 984 1096 1110
Exhaust gases kW 2800 2880 3165 3240
Radiation kW 160 160 168 168
Fuel system
( 75% load) 5) g/kWh 188 189 188 189
( 50% load) 5) g/kWh 194 195 194 196

3. Technical data
Wärtsilä Vasa 12V32 D E


Oil flow through cooler, max. m³/h 68 71 68 71
Temperature after engine, min. 6, 7) °C 35 (65) 35 (65)
Starting air system

Tolerance +5%.
7) Including lubricating oil cooler.
8) At remote and automatic starting, the consumption is 2...3 times higher.

3. Technical data
Wärtsilä Vasa 12V32 LN D LN E

Engine output kW 4440 4500 4860 4920

Engine output HP 6040 6120 6610 6690
Stroke mm 350 350
Exhaust gas system
( 85% load) 9) kg/s 8.2 8.5 (8.2) 8.8 9.3 (8.9)
( 75% load) 9) kg/s 7.6 7.9 (7.3) 8.2 8.5 (7.9)
( 50% load) 9) kg/s 5.5 5.8 (4.8) 6.0 6.3 (5.2)
(100% load) 2, 9) °C 322 317 (317) 330 325 (325)
( 85% load) 2, 9) °C 315 310 (319) 320 315 (323)
( 75% load) 2, 9) °C 313 308 (325) 316 311 (326)
( 50% load) 2, 9) °C 309 305 (353) 312 307 (356)
Exhaust gas temp. after cylinder, alarm °C 500 500
Heat balance 3)
Exhaust gases kW 2905 2997 3263 3322
Radiation kW 172 172 194 193
Fuel system
( 75% load) 5) g/kWh 186 187 186 187
( 50% load) 5) g/kWh 192 193 192 194

3. Technical data


Oil flow through cooler, max. m³/h 68 71 68 71
Starting air system

Tolerance +5%.

3. Technical data

Engine output kW 5920 6000 6480 6560

Engine output HP 8050 8160 8810 8920
Stroke mm 350 350
Exhaust gas system
Exhaust gas flow (100% load) 9) kg/s 12.6 (12.4) 13.0 (12.8) 13.8 (13.6) 14.2
(14.0)
( 85% load) 9) kg/s 11.1 (10.7) 11.5 (11.1) 12.3 (12.0) 12.7 (12.4)
( 75% load) 9) kg/s 10.3 (9.5) 10.5 (9.7) 11.3 (10.5) 11.6 (10.7)
( 50% load) 9) kg/s 7.0 (5.5) 7.2 (5.7) 7.8 (6.3) 8.1 (6.6)
(100% load) 2, 9) °C 308 (315) 304 (310) 319 (325) 314 (320)
( 85% load) 2, 9) °C 305 (320) 300 (315) 304 (325) 304 (320)
( 75% load) 2, 9) °C 305 (330) 300 (325) 305 (330) 298 (325)
( 50% load) 2, 9) °C 310 (375) 305 (370) 310 (375) 303 (370)
Exhaust gas pipe diameter, min. (common) mm 900 900
Heat balance 3)
Jacket water kW 1288 1304 1440 1456
Charge air kW 1712 1764 1964 2020
Exhaust gases kW 3745 3805 4255 4310
Radiation kW 216 216 230 230
Fuel system
( 75% load) 5) g/kWh 188 189 188 189
( 50% load) 5) g/kWh 194 195 194 196

3. Technical data

Oil flow trough cooler, max. m³/h 87 91 87 91
Starting air system

Tolerance +5%.

3. Technical data

Engine output kW 5920 6000 6480 6560

Engine output HP 8050 8160 8810 8920
Stroke mm 350 350
Exhaust gas system
( 85% load) 9) kg/s 11.0 11.4 (11.0) 11.8 12.4 (11.8)
( 75% load) 9) kg/s 10.2 10.5 (9.7) 10.9 11.3 (10.6)
( 50% load) 9) kg/s 7.3 7.5 (6.1) 7.8 8.1 (6.7)
(100% load) 2, 9) °C 322 317 (317) 330 325 (325)
( 85% load) 2, 9) °C 316 311 (320) 320 315 (323)
( 75% load) 2, 9) °C 316 311 (326) 317 312 (327)
( 50% load) 2, 9) °C 321 316 (371) 322 317 (371)
Heat balance 3)
Jacket water kW 1144 1133 1256 1245
Charge air kW 1614 1723 1897 1992
Exhaust gases kW 3873 3996 4351 4429
Radiation kW 229 229 259 258
Fuel system
( 75% load) 5) g/kWh 186 187 186 187
( 50% load) 5) g/kWh 192 194 192 194

3. Technical data

Starting air system

Tolerance +5%.

3. Technical data

Engine output kW 6660 6750 7290 7380

Engine output HP 9060 9180 9910 10040
Stroke mm 350 350
Exhaust gas system
( 85% load) 9) kg/s 12.8 (12.5) 13.4 (13.1) 14.0 (13.7) 14.6 (14.3)
( 75% load) 9) kg/s 11.6 (11.0) 12.1 (11.5) 12.7 (12.2) 13.1 (12.6)
( 50% load) 9) kg/s 8.4 (7.7) 8.8 (8.1) 9.1 (8.4) 9.4 (8.7)
(100% load) 2, 9) °C 308 (315) 303 (310) 323 (330) 318 (325)
( 85% load) 2, 9) °C 294 (310) 290 (305) 300 (315) 294 (310)
( 75% load) 2, 9) °C 289 (310) 285 (305) 294 (315) 290 (310)
( 50% load) 2, 9) °C 284 (320) 280 (315) 285 (320) 280 (315)
Exhaust gas pipe diameter, (outlet) mm 2 x 700 2 x 700
Heat balance 3)
Jacket water kW 1430 1458 1600 1620
Charge air kW 1976 2044 2278 2336
Exhaust gases kW 4395 4440 5005 5080
Radiation kW 240 240 260 260
Fuel system
( 75% load) 5) g/kWh 189 191 190 191
( 50% load) 5) g/kWh 198 200 196 198

3. Technical data

Starting air system

Tolerance +5%.
9) At constant speed. Figures in brackets at speed according to propeller curve.

3. Technical data

Engine output kW 6660 6750 7290 7380

Engine output HP 9060 9180 9910 10040
Stroke mm 350 350
Exhaust gas system
Exhaust gas flow (100% load) kg/s 13.8 14.5 15.1 15.6
( 85% load) kg/s 12.3 12.8 13.3 13.9
( 75% load) kg/s 11.4 11.9 12.3 12.8
( 50% load) kg/s 8.2 8.7 9.0 9.4
(100% load) 2) °C 322 317 330 325
( 85% load) 2) °C 315 310 320 315
( 75% load) 2) °C 313 308 316 311
( 50% load) 2) °C 309 305 312 307
Exhaust gas pipe diameter, (outlet) mm 2 x 700 2 x 700
Heat balance 3)
Jacket water kW 1287 1275 1413 1400
Charge air kW 1815 1938 2134 2241
Exhaust gases kW 4357 4496 4895 4982
Radiation kW 258 258 291 290
Fuel system
( 75% load) 5) g/kWh 186 187 186 187
( 50% load) 5) g/kWh 192 194 192 194

3. Technical data

Starting air system

Tolerance +5%.
9) At constant speed. Figures in brackets at speed according to propeller curve.

4. Description of the engine

4.1. Wärtsilä Vasa 32 D & E The crankshaft is fully balanced to counteract bearing
loads from eccentric masses. If necessary, it is provided
Engine block with a torsional vibration damper at the free end of the
The engine block, made of Meehanite cast iron (GD-J), is engine. Full output can be taken off at the free end.
cast in one piece for all cylinder numbers. It incorporates
Connecting rod
the jacket water manifold, the camshaft bearing hous-
ings and the charge air receiver. In V-engines the charge The connecting rods are forged and machined of alloy
air receiver is located between the cylinder banks. The steel. The big end is split diagonally to allow removal of
crankshaft is mounted in the engine block in an un- piston and connecting rod parts. Two connecting rod
derslung way. bolts are hydraulically tightened by means of the same
tool which is used for the side screws of the main bearing
The bearing caps, made of nodular cast iron, are fixed
cap and the holding down bolts of the engine. The gudg-
from below by two hydraulically tensioned screws. They
eon pin bearing is of the same tri-metal design as the big
are guided sideways by the engine block at the top as
end bearing. Oil is led to the gudgeon pin bearing and
well as at bottom. Hydraulically tensioned horizontal side
piston through a bore in the connecting rod.
screws at the lower guiding provide a very rigid crank-
shaft bearing. Main bearings and big end bearings
A hydraulic jack, supported in the oil sump, offers the The main bearings and big end bearings are either of tri-
possibility to lower and lift the main bearing caps, e.g. metal design with steel back, lead-bronze lining and a
when inspecting the bearings. Lubricating oil is led to the soft running layer, or of the bi-metal design with steel
bearings and piston thourgh this jack. A combined fly- back and a tin-aluminium running layer.
wheel/thrust bearing is located at the driving end of the
Cylinder liner
engine.
The cylinder liners are centrifugally cast of special al-
The oil sump, a light welded design, is mounted on the
loyed cast iron. The top collar of the cylinder liner is pro-
engine block from below and sealed by O-rings. The oil
vided with bore cooling for efficient control of the liner
sump is available in two alternative designs, wet or dry
temperature. The liner is equipped with an anti-polishing
sump, depending on the type of application. The wet oil
ring, preventing bore polishing.
sump comprises, in addition to a suction pipe to the lube
oil pump, also the main distributing pipe for lube oil as Piston
well as suction pipes and a return connection for the
The piston is of the composite type with steel top and
separator. The dry sump is drained at either end (free
nodular cast iron skirt. The piston skirt/cylinder liner is lu-
choice) to a separate system oil tank.
bricated by a piston skirt lubricating system featuring four
The holding down bolts are hydraulically tightened in or- lubricating bores in a groove on the piston skirt. The pis-
der to facilitate the engine installation. ton top is cooled by means of “the shaker effect”. The pis-
ton ring grooves are hardened.
Crankshaft
Piston rings
The crankshaft is forged in one piece. The connecting
rods, at the same crank in the V-engines, are arranged The piston ring set consists of three chromium-plated
side-by-side in order to achieve as vast standardization compression rings and one spring-loaded oil scraper
as possible of the in-line and V-engine details. For the ring with chromium-plated edges.
same reason the diameters of the crank pins and jour-
nals are equal irrespective of the cylinder number.

Cylinder head Injection equipment

The cylinder head is made of grey cast iron. The flame The injection pumps are one-cylinder pumps with built-in
plate is relatively thin and is cooled efficiently with cooling tappets. The delivery commencement is carefully ad-
water. justed by the manufacturer; the tolerances of the engine
block and the camshaft are eliminated by a plate, cali-
The mechanical load is absorbed by a strong intermedi-
brated by the engine manufacturer. Therefore, it is possi-
ate deck which together with the upper deck and the side
ble to change an injection pump without readjusting the
walls forms a box section.
start of delivery. The injection pumps are of the flow-
The cylinder head is mounted on the engine block with through type for heavy fuel operation.
four hydraulically tensioned cylinder head studs. The ex-
The injection valve is centrally located in the cylinder
haust valve seats are directly water cooled.
head and the fuel supply is through a high pressure con-
Camshaft and valve mechanism nection screwed into the nozzle holder. The injection
The cams are integrated in the drop forged shaft mate- pipe between the injection pump and the high pressure
rial. The bearing journals are made in separate pieces connection has a double wall design.
which are fitted to the camshaft pieces with flange con- Exhaust pipes
nections. This solution allows sideways removal of the
The exhaust pipes are of nodular cast iron. The connec-
camshaft pieces. The bearing housings are intergrated
tions are of the clamp ring type. The complete exhaust
in the engine block casting. The camshaft bearings are
system is enclosed in an insulating box consisting of eas-
installed and removed with a hydraulic tool. The cham-
ily removable plates supported by a pipe frame. Mineral
shaft covers, one for each cylinder, seal against the en-
wool is the insulating material.
gine block with a closed sealing profile.
The valve tappets are of the piston type with a certain sel-
4.2. Wärtsilä Vasa 32 D & E Low NOX
fadjustment of roller against cam to give an even distribu-
tion of the contact pressure. The valve springs together The engine description in 4.1. is also valid for the Wärt-
with the tappet spring make the roller follow the cam con- silä Vasa 32 Low NOX versions with the following excep-
tinuously. tions:
Camshaft drive Connecting rod
The camshafts are driven by the cranskshaft through a The connecting rod is of a three-piece design, which
gear train. The driving gearwheel is fixed to the crank- gives a minimum dismantling height and enables the pis-
shaft by flange connections. ton to be dismounted without opening the big end bear-
ing.
Turbocharging and charge air cooling
The connecting rod is of forged alloy steel and machined
In-line engines have one turbocharger and V-engines
with round sections. All connecting rod studs are hydrau-
have one charger per cylinder bank. The turbocharger(s)
lically tightened. The gudgeon pin bearing is of tri-metal
can be placed either at the driving end or at the free end.
type.
For cleaning of the turbocharger during operation there
is, as standard, a water washing device for the air side Piston rings
and the exhaust side. The air coolers are of the insert
The piston ring set consists of two chromium-plated
type and fitted into a housing. The inserts are easy to re-
compression rings and one spring-loaded oil scraper
move for cleaning of the air side, and the water side is ac-
ring with chromium-plated edges.
cessible by removing the end of the cooler insert.

5. Fuel system
5. Fuel system
5.1. General and therefore the recommendations for the design of the
separators should be closely followed.
The engine is designed for continuous heavy fuel opera-
tion. It is, however, possible to operate the engine also on In multi-engine installations, the following main princi-
diesel fuel without any alterations. ples should be followed when dimensioning the fuel sys-
tem:
The engine can be started and stopped on heavy fuel
provided that the engine and fuel system are preheated • Recommended maximum number of engines con-
to operating temperature. nected in parallel to the same fuel feed system is three.
• For main engines, separate fuel feed circuits are rec-
5.2. Internal fuel system on the engine ommended for each propeller shaft (two-engine instal-
lations); in four-engine installations so that one from
Depending on the engine and type of application the fuel each shaft is fed from the same circuit.
system built on the engine can vary somewhat in design. • Main and auxiliary engines are recommended to be
Usually the following equipment is built on the engine: connected to separate circuits.
• heavy fuel injection pumps Tank heating

• injection valves In ships intended for operation on heavy fuel, steam or
thermal oil, heating coils must be installed in the bunker
• fine filter of duplex type with replaceable paper car-
tanks. In cargo vessels, fuel heating is usually one of the
tridges (not on V-engines)
most important items to consider when evaluating the
• electrically driven fuel feed pump with safety valve and heating requirements.
pump by-pass line with non-return valve (not on V-
engines) All heat consumers should be considered:
• pressure control valve in the outlet pipe • bunker tanks
For single engine installations the electrically driven fuel • day and settling tanks
feed pump is normally omitted. • trace heating
Leak fuel from the nozzles is drained to atmospheric • fuel separators
pressure (the clean leak fuel system). Clean leak fuel can
• fuel booster modules
be pumped back to the day tanks without treatment. Con-
cerning quantity of leak fuel, see Technical data. Possi- The heating requirement of tanks is calculated from the
ble leak fuel from broken injection pipes or fuel spilled out maximum heat losses from the tank and from the re-
in the hotbox (the “dirty” leak fuel system) is drained quirement of raising the temperature by typically 1°C/h.
through a separate system and shall be led to a sludge The heat loss can be assumed to the 15 W/m²°C be-
tank. tween tanks and shell plating against the sea and 3
W/m²°C between tanks and cofferdams. The heat ca-
5.3. Design of the external fuel system pacity of fuel oil can be taken as 2 kJ/kg°C.
For pumping, the temperature of fuel storage tanks must
General
always be maintained 5 - 10°C above the pour point -
The design of the external fuel system may vary from typically at 35 - 40°C. The heating coils can be designed
ship to ship but every system should provide well for a temperature of 50°C.
cleaned fuel with the correct temperature and pressure
The day amd settling tank temperatures are usually in
to each engine. When using heavy fuel it is most impor-
the range 50 - 70°C. A typical heating capacity is 12 kW
tant that the fuel is properly cleaned from solid particles
each.
and water. In addition to the harm poorly centrifuged fuel
will do to the engine, high content of water may cause big Trace heating of insulated fuel pipes requires about
problems for the fuel feed system. For the feed system, 1.5 W/m²°C. The area to be used is the total external
well-proven components should be used. area of the fuel pipe.
The fuel treatment system should comprise a settling Fuel separators require typically 7 kW/installed engine
tank and separators to supply the engine(s) with suffi- MW and booster units 30 kW/installed engine MW. See
ciently clean fuel. When operating on heavy fuel the di- also formulas presented later in this chapter.
mensioning of the separators is of greatest importance
44 Marine Project Guide WV32 - Issue 1/1997

5. Fuel system
Internal fuel system (4V76F1380a)
System components Pipe connentions, engine
01 Fuel feed pump, electrically driven 101 Fuel inlet

02 Duplex fine filter 102 Fuel return
03 Injection pump 103 Leak fuel drain, clean fuel
04 Injection valve 104 Leak fuel drain, dirty fuel
05 Pressure regulating valve
06 Bypass non-return valve
07 Alarm switch, fuel pipe leakage
08 Alarm switch, broken injection pipe
In-line engines V-engines
Pipe dimensions
101 Ermeto, PN100 Flange, PN16
Engine 101 102 103 104
102 DN 2353, PN100 Flange, PN16
4 - 9R32 OD28 OD28 OD22 OD22
12 - 18V32 OD32 OD32 OD22 OD22
103 DIN 2391, - DIN 2391, -
104 DIN 2391, - DIN 2391, -
Marine Project Guide WV32 - Issue 2/1997 45

5. Fuel system
FUEL TRANSFER AND SEPARATING SYSTEM Suction strainer, separator feed pump
Heavy fuel (residual, and mixtures of residual and distil- A suction strainer shall be fitted to protect the feed pump.
late) must be cleaned in an efficient centrifugal separator The strainer should be equipped with a heating jacket in
before entering the day tank. In case pure distillated fuel case the installation place is cold. The strainer can be ei-
is used, centrifuging is still recommended as fuel may be ther a duplex filter with change over valves or two sepa-
contaminated in the storage tanks. The rated capacity of rate simplex strainers. The design of the strainer should
the separator may be used provided the fuel viscosity is be such that air suction cannot occur.
less than 12 cSt at centrifuging temperature. Marine Gas
• fineness 0.5 mm
Oil viscosity is normally less than 12 cSt/15°C.
Feed pump, separator
Separator mode of operation
The use of a high temperature resistant screw pump is
Two separators, both of the same size, should be in-
recommended. The pump should be separate from the
stalled. The capacity of one separator must be sufficient
separator and electrically driven.
for the total fuel consumption. The other (standby) sepa-
rator should also be in operation all the time. Design data:
It is recommended that conventional separators with The pump should be dimensioned for the actual fuel
gravity disc are arranged for operation in series, the first quality and recommended throughput of the separator.
as a purifier and the second as a clarifier. This arrange- The flow rate through the separators should, however,
ment can be used for fuels with a viscosity up to max. not exceed the maximum fuel consumption by more than
about 991 kg/m³ at 15°C. 10%. No control valve should be used to reduce the flow
of the pump.
Separators with controlled discharge of sludge (without
gravity disc) operating on a continuous basis can handle • operating pressure, max. 5 bar
fuels with a viscosity exceeding 991 kg/m³ at 15°C. In this • operating temperature 100°C
case the main and standby separators should be run in • viscosity for dimensioning
parallel. of the electric motor 1000 cSt
For pure distillate fuel, a separate purifier should be in- Preheater, separator
stalled.
The preheater is dimensioned according to the feed
SEPARATING SYSTEM COMPONENTS pump capacity and a given settling tank temperature.
The heater surface temperature must not be too high in
Day tank, heavy fuel order to avoid cracking of the fuel. The heater should be
See Feed system thermostatically controlled for maintaining the fuel tem-
perature within ± 2°C. The recommended preheating
Settling tank, heavy fuel temperature for heavy fuel is 98°C.
The settling tank is usually dimensioned to ensure fuel Design data:
supply for min. 24 operating hours when filled to maxi-
mum. The tank should be designed to provide an efficient The required minimum capacity of the heater is:
sludge and water rejecting effect. The tank must be pro- m l/h t C
P kW =
vided with a heating coil and should be well insulated. 1700
To ensure constant fuel temperature at the separator, m = capacity of the separator feed pump
the settling tank temperature should be kept stable. The
t = temperature rise in heater
temperature in the settling tank should be between 50 -
70°C. For heavy fuels t = 38°C can be used, i.e. a settling tank
The min. level in the settling tank should be kept high. temperature of 60°C.
This ensures that the temperature will not decrease too Fuels having a viscosity higher than 5 cSt at 50°C need
much when the tank is filled up with cold bunker. preheating before the separator.

5. Fuel system
Transfer and separating system (3V69E0581)
System components
10 Settling tank 15 Transfer pump
11 Suction filter 16 Bunker tank
12 Feed pump 17 Overflow tank
13 Heater 18 Sludge tank
14 Separator 20 Day tank

5. Fuel system
Alfa-Laval fuel separators / Engine MCR [MW]

Separator GO MDO Fuel viscosity [cSt/50°C]
60 100 180 380 460 600 700
MMPX 303 5.2 4.8 3.2 3.0 2.8 1.8
MMPX 304 9.3 8.1 5.6 5.2 4.8 3.0
MOPX 205 17.7 15.3 10.5 10.1 8.9 6.0
MOPX 207 29.0 25.0 17.7 16.9 14.9 9.7 8.1 6.8
MOPX 309 41.9 35.9 25.4 24.2 21.4 14.1 11.7 9.7
MOPX 310 60.9 52.4 36.7 35.1 31.4 20.2 17.3 14.1
MOPX 213 77.0 58.1 40.7 39.1 34.7 22.6 19.0 15.7
FOPX 605 12.2 12.2 9.2 8.8 8.0 5.0 4.2 3.6 3.2
MFPX 307 27.3 27.3 20.6 19.8 17.6 11.3 9.7 8.0 7.1
FOPX 609 41.6 41.6 31.5 30.2 26.9 17.6 14.7 12.2 10.9
FOPX 610 41.6 41.6 31.5 30.2 28.4 21.0 18.1 14.7 13.0
FOPX 613 63.9 63.9 48.3 46.2 40.3 29.4 26.9 22.3 19.8
Westfalia fuel separators / Engine MCR [MW]

Separator GO MDO Fuel viscosity [cSt/50°C]
60 100 180 380 460 600 700
OCS 4-nn-066/3 6.4 4.9 4.9 4.7 4.2 2.6 2.0 1.6 1.4
OCS 4-nn-066/4 8.0 6.2 6.2 6.0 5.3 3.1 2.4 2.0 1.7
OCS 4-nn-066/5 10.2 8.0 8.0 7.7 6.6 4.0 3.1 2.5 2.3
OSA 7-nn-066/7 13.8 10.6 10.6 10.3 8.9 5.3 4.3 3.5 3.1
OSA 7-nn-066/8 17.3 14.6 14.6 14.2 12.4 7.3 5.8 4.6 4.2
OSA 20-nn-066/14 27.9 21.3 21.3 20.6 17.7 10.6 8.6 7.1 6.2
OSA 20-nn-066/20 37.7 29.3 29.3 28.4 24.8 14.8 11.8 9.3 8.4
OSA 20-nn-066/25 46.6 39.2 39.2 38.0 33.2 19.5 15.7 12.4 11.3
OSB 30-nn-066/30 57.6 44.3 44.3 42.8 36.8 22.0 17.8 14.0 12.6
OSB 35-nn-066/35 70.9 54.5 54.5 52.9 46.6 27.9 22.3 17.8 15.7
OSB 35-nn-066/40 94.9 73.6 73.6 71.3 62.1 37.2 29.7 23.5 21.3
In the above table: Substitute -nn- by -02-(varizone 991 kg/m³) or by -0136- (Unitrol 1010 kg/m³)
Separator The percentage can vary according to fuel type and

separator make. For final dimensioning the separator
The fuel oil separator should be sized according to the rec- maker should be consulted.
ommendations of the separator maker.
The maximum service throughput of a separator for the For MDO (max viscosity 11 cSt at 50°C) a flow rate of
specific application should be: 80% and a preheating temperature of 45°C are recom-
mended.
P kW b g / kWh 24 h
Q l/h = 3
in which The flow rates recommended for the separator and the
kg / m t h
grade of fuel in use must not be exceeded. The lower
P= max. continuous rating of the diesel engine the flow rate the better the separation efficiency.
b= specific fuel consumption + 15% safety margin Suitable Alfa Laval and Westfalia separators are pre-
= density of the fuel sented in the tables above.
t= daily separating time for selfcleaning separator Sludge tank, separator
(usually = 23 h or 23.5 h)
The sludge tank should be placed below the separators
This maximum service throughput of the separator de- as close as possible. The sludge pipe should be con-
pends on the type of HFO. It is typically expressed as a tinuously falling without any horizontal parts.
percentage of the nominal capacity of the separator.
Fuel viscosity Max.service throughput
(cSt at 50°C) (% of nominal capacity)
700 16
380 26
180 40

5. Fuel system
FUEL FEED SYSTEM • a gravity tank min. 15 m above the engine centerline
General • a pneumatic emergency pump
• a single phase electric motor driven pump fed from an
In-line Vasa 32 engines are usually provided with a built- emergency supply
on electrically driven fuel feed pump. For V-engines a
pump should be installed in the external system for each Suction strainer
engine. A suction strainer with a fineness of 0.5 mm should be in-
For heavy fuel operation a pressurized fuel feed system stalled for protecting the feed pumps. The strainer
should be installed. The overpressure in the system en- should be equipped with jacket heating.
sures proper operation of the circulation and injection The strainer may be either of the duplex type with
pumps and prevents the formation of gas bubbles in the changeover valves or have two simplex strainers in par-
return lines from the engines. For fuels with a viscosity allel. The design should prevent air suction.
below 115 cSt/50°C a system with an open deaeration
tank can be considered if the tanks can be located high Feed pump
enough to prevent cavitation of the fuel circulation pump. The feed pump maintains the pressure in the fuel feed
The heavy fuel pipes should be properly insulated and system. A high temperature resistant screw pump is rec-
equipped with trace heating if the viscosity of the fuel is ommended.
180 cSt/50°C or higher. It should be possible to shut off
Design data:
the heating of the pipes, when running on MDO.
• capacity to cover the total consumption of the engines
SYSTEM COMPONENTS
and flushing of the automatic filter
Day tank, heavy fuel • operating pressure 6 bar
The heavy fuel day tank is usually dimensioned to ensure • operating temperature 100°C
fuel supply for about 24 operating hours when filled to • viscosity (for dimensioning
maximum. The design of the tank should be such that the electric motor) 1000 cSt
water and dirt particles do not collect in the suction pipe.
The tank has to be provided with a heating coil and
Pressure control (overflow) valve
should be well insulated. Maximum recommended vis- The pressure control valve maintains the pressure in the
cosity in the day tank is 140 cSt. Due to the risk of wax for- de-aeration tank directing the surplus flow to the suction
mation, fuels with a viscosity lower than 50 cSt/50°C side of the feed pump.
must be kept at higher temperatures than the viscosity
• set point 3 - 5 bar
would require.
Fuel viscosity Minimum day tank Fuel consumption meter
[cSt at 50°C] temperature [°C]
If a fuel consumption meter is required, it should be fitted
700 65 between the feed pumps and the deaeration tank. An
380 60
automatically opening bypass line around the consump-
180 55
tion meter is recommended to prevent possible clog-
The tank and pumps should be placed so that a positive ging.
static pressure of 0.3...0.5 bar is obtained on the suction The strainer may be either of duplex type with changeo-
side of the pumps. ver valves or two simplex strainers in parallel. The design
Day tank, diesel fuel should be such that air suction in prevented.
The diesel fuel day tank is dimensioned to ensure a fuel De-aeration tank
supply for 12 - 14 operating hours when filled to maxi- The volume of the tank should be about 100 l. It should
mum. be equipped with a vent valve, controlled by a level
Black-out start switch. It should also be insulated and equipped with a
heating coil. The vent pipe should, if possible, be led
In installations where standby generating sets are fed
downwards, e.g. to the overflow tank.
from the diesel fuel day tank sufficient fuel pressure for a
safe start must also be ensured in the case of a black-out.
This can be done with

5. Fuel system
Circulation pump Design data:

The purpose of this pump is to maintain a pressure of 6 bar • Min. capacity same as the sum of the engine mounted
at the injection pumps. It also circulates the fuel in the sys- pumps and the flushing of the automatic filter
tem to maintain the viscosity and keep the piping and injec- • operating pressure 8 bar
tion pumps at operating temperature when the engine feed • operating temperature 150°C
pumps are not in operation and works as a stand-by pump
• viscosity (for dimensioning
in the event that the engine feed pumps.
the electric motor) 500 cSt
Pressurized fuel feed system, single engine (3V69E0582a)
System components 38 Leak fuel tank, dirty fuel

39 Pressure control valve
20 Day tank heavy fuel
21 Day tank diesel fuel
Pipe connections, engine
22 Change-over valve
23 Suction strainer
101 Fuel inlet
24 Feed pump
102 Fuel return
25 Strainer
103 Leak fuel drain, clean fuel
26 Flow meter
104 Leak fuel drain, dirty fuel
27 De-aeration tank
29 Circulation pump
Pipe dimensions
30 Heater
31 Automatically cleaned fine filter
Engine 101 102 103 104
32 Viscosimeter
4 - 9R32 OD28 OD28 OD22 OD22
36 Overflow valve
12 - 18V32 OD32 OD32 OD22 OD22
37 Leak fuel tank, clean fuel

5. Fuel system
Pressurized fuel feed system, auxiliary engines (3V69E0583b)
System components 37 Leak fuel tank, clean fuel

38 Leak fuel tank, dirty fuel
20 Day tank, heavy fuel 39 Pressure control valve
21 Day tank, diesel fuel
22 Change-over valve Pipe connections, engine
23 Suction strainer
24 Feed pump 101 Fuel inlet
25 Strainer 102 Fuel return
26 Flow meter 103 Leak fuel drain, clean fuel
27 De-aeration tank 104 Leak fuel drain, dirty fuel
29 Circulation pump
30 Heater
31 Automatically cleaned fine filter Pipe dimensions
32 Viscosimeter
33 Suction filter Engine 101 102 103 104
34 Emergency pump 4 - 9R32 OD28 OD28 OD22 OD22
35 Filter 12 - 18V32 OD32 OD32 OD22 OD22
36 Overflow valve

5. Fuel system
Conventional type fuel feed system (3V69E0584)
System components Pipe connections, engine
20 Day tank, heavy fuel 101 Fuel inlet

21 Day tank, diesel fuel 102 Fuel return
22 Change-over valve 103 Leak fuel drain, clean fuel
23 Suction strainer 104 Leak fuel drain, dirty fuel
24 Feed pump
26 Fuel consumption meter
28 De-aeration tank Pipe dimensions
29 Circulation pump
30 Heater Engine 101 102 103 104
31 Automatically cleaned fine filter 4 - 9R32 OD28 OD28 OD22 OD22
32 Viscosimeter 12 - 18V32 OD32 OD32 OD22 OD22
37 Leak fuel tank, clean fuel
38 Leak fuel tank, dirty fuel

5. Fuel system
Heater • fineness:
- back-flushing filter: 34 µm (absolute
The heater(s) is dimensioned to maintain an injection vis-
mesh size)
cosity of 14 cSt (for fuels with a viscosity higher than 380 - insert filter: 34 µm (absolute
cSt/50°C, the temperature at the engine inlet should not mesh size)
exceed 135°C), according to the maximum fuel con-
• maximum recommended pressure drop for normal
sumption and a given tank temperature.
filters at 14 cSt:
To avoid fuel cracking the surface temperature in the - clean filter 0.2 bar
heater must not be too high. The surface power of elec- - dirty filter 0.8 bar
tric heaters must not be higher than about 1.5 W/cm². - alarm 1.5 bar
The output of the heater is controlled by a viscosimeter. If a mesh size finer than 25 µm is specified, the automatic
A thermostat control may be fitted as a reserve. The set filter must be placed between the feeder pumps and the
point of the viscosimeter shall be somewhat lower than deaeration tank to avoid clogging of the filter mesh due to
the required viscosity at the injection pumps to compen- fuel cracking.
sate for losses in the pipes.
Viscosimeter
Design data:
For the control of the heater(s) a viscosimeter has to be
The required minimum capacity of the heater is: installed. A thermostatic control must be fitted, for safety
m [l / h] t [ C] purposes in the event the viscosimeter is out of order.
P [kW] =
1700 The viscosimeter design must withstand the pressure
peaks caused by the injection pumps of the diesel en-
m= evaluated by multiplying the specific fuel con-
gine.
sumption of the engines by the total max. output of
the engines Design data:
t= temperature rise, higher with increased fuel vis- • viscosity range at injection
cosity. pumps 10 - 24 cSt
The following values can be used: • operating temperature 180°C
• operating pressure 40 bar
Fuel viscosity Temperature rise in heater
[cSt at 50°C] [°C] Safety filter
700 80 (65 in day tank) Since no fuel filters are built on the engine, one duplex
380 75 (60 in day tank) type safety filter is installed between the booster module
180 65 (55 in day tank) and the engine. The filter should be located as close to
To compensate for heat losses due to radiation, the the engine as possible. A common filter is used for all en-
above values should be increased by 10 % + 5 kW. gines and is equipped with an alarm contact for high dif-
ferential pressure.
Automatically cleaned fine filter
• fineness 34 - 37 m
The use of an automatic back-flushing filter is recom-
mended, installed between the heaters and the visco- Leak fuel tank, clean fuel
simeter in parallel with an insert filter as the standby half. Clean leak fuel draining from the injection pumps can be
For back-flushing filters, the circulation pump capacity reused without repeated treatment. The fuel should be
should be sufficient to prevent pressure drop during the drained to a separate leak fuel tank and, from there, be
flushing operation. pumped to the day tank. Alternatively, the clean leak fuel
Design data: tank can be drained to another tank for clean fuel, e.g.
the bunker tank, the overflow tank etc. The pipes from
• fuel oil viscosity acc. to specification the engine to the drain tank must slope continuously and
• operating temperature 0 - 150°C be provided with trace heating and insulation.
• preheating from 180 cSt/50°C Leak fuel tank, dirty fuel
• flow circulation pump
capacity Under normal operation no fuel should leak out of the
dirty system. Fuel is drained only in the event of leakage
• operating pressure 10 bar
or similar. The pipes to the sludge tank must be trace
• test pressure: heated and insulated.
- fuel side 20 bar
- heating jacket 10 bar

5. Fuel system
Fuel feed unit (3V60L0791)

5. Fuel system
With steam heaters With electric heaters

Booster module for engine output of 3, 5, 7 and 12 MW 15 and 18 MW 3, 5, 7 and 12 MW 15 and 18 MW
A HFO inlet DN50 DN65 DN50 DN65
B Fuel to engine DN32 DN50 DN32 DN50
C Drain from unit R2" R2" R2" R2"
D Deaeration line to overflow tank DN32 DN50 DN32 DN50
F MDO inlet DN50 DN65 DN50 DN65
H Return from engine DN32 DN50 DN32 DN50
K Steam inlet DN32 DN32 DN32 DN32
L Condensate outlet DN32 DN32 DN32 DN32
P Sludge from automatic filter DN50 DN50 DN50 DN50
R Instrument air inlet 10 mm 10 mm 10 mm 10 mm
Weight dry kg 2100 2300 2450 2650
Counterflanges DIN 2633 or DIN 2576, NP16, included
5.4. Flushing instructions

Fuel feed unit
Before start-up of the diesel engine(s) the external piping
If required a completely assembled fuel feed unit can be
between the day tank(s) and the engine(s) must be
supplied as an option. This unit normally comprises the
flushed in order to remove any foreign particles, such as
following equipment:
welding slag.
• two suction strainers
Disconnect the fuel pipes at the engine inlet and outlet
• two booster pumps of the screw type, equipped with (connections 101 and 102). Install a temporary pipe or
built-on safety valves and electric motors hose to connect the supply line to the return line, by-
• one pressure control/overflow valve passing the engine.
• one pressurized de-aeration tank, equipped with a The piping should be flushed through a flushing filter of
manually operated vent valve mesh size 34 microns or finer.
• two circulation pumps, same type as above The inserts of other filters should be removed. The heat-
ers, automatic filters and viscosimeter should be by-
• two heaters, steam or electric, one in operation, the
other in reserve passed to prevent permanent damage caused by debris
in the piping. The automatic filter must not be used as
• one automatic back-flushing filter with a by-pass filter flushing filter.
• one viscometer for control of the heaters The pump used should be protected by a suction
• one steam control valve or control cabinet for electric strainer. The recommended flushing time is a minimum
heaters of 6 hours. During this time the welds in the fuel piping
• one thermostat for emergency control of the heaters should be gently knocked at with a hammer to release
slag, and the filter inspected and cleaned carefully at
• one control cabinet with starters for pumps, automatic regular intervals.
filter and viscosimeter
• one alarm panel
The above equipment is built on a steel frame which can
be welded or bolted to its foundation in the ship. All heavy
fuel pipes are insulated and provided with trace heating.
When installing the unit, only power supply, group
alarms, and fuel, steam and air pipes have to be con-
nected.

6. Lubricating oil system

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

Internal lubricating oil system, V-system (4V69E0588a)
01 Lubricating oil main pump 201 Lubricating oil inlet

03 Centrifugal filter 202 Lubricating oil outlet (if dry sump)
08 Pressure regulating valve 203 Lubricating oil to engine driven pump
09 Shut-off valve, only when stand-by pump installed 204 Lubricating oil from engine driven pump
10 Non-return valve 205 Lubricating oil to priming pump
207 Lubricating oil to el. driven pump
213 Lubricating oil from separator and filling (if wet sump)
214 Lubricating oil to separator and drain (if wet sump)
Pipe dimensions
Engine 201 202 203 204 205 207 213 214
12-18V32 DN100 DN150 DN125 DN100 DN80 DN125 DN40 DN40
201 DIN 2576, PN10

202 Flange, PN10
203 DIN 2576, PN10
204 DIN 2576, PN10
205 DIN 2576, PN10
207 DIN 2633, PN10
213 DIN 2576, PN10
214 DIN 2576, PN10

6.2. Design of the external lubricating oil Lubricating pump, stand-by

system The stand-by lubricating oil pump can be of gear or screw
type and should be provided with a pressure control
Each engine should have a lubricating oil system of its
valve.
own.
Design data:
Lubricating oil pump
• Capacity see Technical Data
The direct driven lubricating oil pump is of the gear type,
for four and six cylinder engines of the two-wheel type • Operating pressure max. 8 bar
and for the other cylinder numbers of the three-wheel • Operating temperature max. 100°C
type. The pump is dimensioned to provide sufficient flow Separator
even at low speeds and is equipped with an overflow
valve which is controlled from the oil pressure in the inlet The separator should be dimensioned for continuous
pipe. centrifuging. Main engines as well as auxiliary engines
operating on heavy fuel should have continuous centri-
If necessary, the engine is provided with pipe connec- fuging of the lubricating oil, either according to the by-
tions for a separate, motor driven stand-by pump. Con- pass or batch principles. Auxiliary engines operating on
cerning flow rates and pressure, see Technical Data. fuels having a viscosity of max. 380 cSt/50°C may have
The suction height of the pump should not exceed 5 m. intermittent separation, with separation of a stopped en-
Prelubricating pump gine. Alternatively, the used oil can be drained to a tank,
from where it is separated to a storage tank for used oil.
The prelubricating pump is a motor driven screw pump
Three auxiliary engines can have a common separator.
equipped with a safety valve. The pump is used for:
Installations with more than three auxiliary engines
• Filling of the diesel engine lubricating oil system before should have two separators. The separators should pref-
starting e.g. when the engine has been out of operation erably be of a type with controlled discharge of the bowl
for a long time to minimize the lubricating oil losses.
• Continuous prelubrication of a stopped diesel engine Design data:
through which heavy fuel is circulating
• Flow through the separator in
• Continuous prelubrication of stopped diesel engine(s) relation to rated capacity 22 - 25%
in a multi-engine installation always when one of the
• Rate of circulation of the
engines in running
entire oil volume in 24 hours 4 - 5 (not valid
• Providing additional capacity to the direct driven lubri- for wet sump)
cating oil pump in installations where the diesel engine • Centrifuging temperature 90 - 95°C
speed drops below a certain value. In these cases, the
pump should start and stop automatically on signals • System tank oil volume see Technical
from the speed measuring system. Data
In V-engines which have no built-on prelubricating oil The following rule, based on the above data and a sepa-
pump, the prelubrication should be arranged by means ration time of 23 h/day, can be used for estimating the
of an external pump or the stand-by pump operating at nominal capacity of the separator:
reduced speed. Vnom (l/h) = 1.2 - 1.5 P (kW)
Concerning flows and pressure, see Technical Data. The P = total engine output
suction height of the built-on prelubricating pump should
not exceed 3.5 m.

Suitable Alfa-Laval and Westfalia separators are pre- Preheater

sented in the tables below:
The preheater can be a steam or an electric heater. The
Alfa-Laval lubricating oil separators surface temperature of the heater must not be too high in
order to avoid coking of the oil.
Separator Engine MCR [MW]
Design data:
GO MDO HFO
• For main engines with centrifuging during operation,
MMPX 303 2.2 1.7 1.3 the heater should be dimensioned for this operating
MMPX 304 3.6 2.7 2.2 condition. The temperature in the separate system oil
MOPX 205 6.7 6.0 4.0 tank in the ship’s bottom is normally 65 - 75°C.
MOPX 207 11.1 8.3 6.7
16.1 12.1 9.7 • For auxiliary engines with centrifuging when the en-
MOPX 309
gine is not operating, the heater should be dimen-
MOPX 310 23.9 17 .9 14.3
sioned large enough to allow centrifuging at the
MOPX 213 26.1 19.6 15.7
optimal rate of the separator without a heat supply from
LOPX 705 6.5 4.8 3.9
the diesel engine.
LOPX 707 11.8 8.7 7.1
LOPX 709 20.6 15.2 12.5 Lubricating oil storage tank
LOPX 710 25.3 18.7 15.4
In engines with a wet sump system, the lubricating oil can
LOPX 713 38.2 28.3 23.2
be filled into the engine through the filling hole in the
Westfalia lubricating oil separators crankcase cover, with a hand oil can, or through the
separator pipe. The system should allow measurement
Separator Engine MCR [MW] of the filled oil volume.
GO MDO HFO Valve system
OSC 4-02-066/3 2.9 2.2 1.7 In auxiliary engines with wet sump operation and a com-
OSC 4-02-066/4 3.5 2.6 2.1 mon separator, the standard engine is delivered with in-
OSC 4-02-066/5 4.4 3.3 2.7 terconnected valves to make a replacement of flexible
OSA 7-02-066/7 & 6.3 4.ss8 3.8 connections possible without draining the oil sump. Nor-
OSA 7-96-066/7 mally these valves will be open. The valves in the outside
OSA 7-02-066/8 & 8.4 6.3 5.0
pipes have to be closed and opened when the oil is cen-
OSA 7-96-066/8
trifuged.
OSA 20-02-066/14 & 12.7 9.5 7.6
OSA 20-96-066/14 Automatic filter
OSA 20-02-066/20 & 17.3 13.0 10.4
OSA 20-96-066/20 In order to extend the operating time of the cartridges of
OSA 20-02-066/25 & 23.0 17.3 13.8 the built-on lubricating oil filters in the main engines, an
OSA 20-96-066/25 automatic filter in series with the cartridge type filter is
OSB 30-02-066/30 & 26.5 19.9 15.9 recommended.
OSB 30-96-066/30 Design data:
OSB 35-02-066/35 & 32.5 24.4 19.5
OSB 35-96-066/35 • Lubricating oil viscosity SAE 40 (SAE 30)
OSB 35-02-066/40 & 43.8 32.8 26.3 • Operating pressure, max. 8 bar
OSB 35-96-066/40
• Test pressure, max. 12 bar
Separator pump • Operating temperature, max. 100°C
• Fineness 35 µm (absolute
The separator pump can be driven directly by the separa-
mesh size)
tor or by an electric motor. The flow should be adapted to
achieve the above mentioned optimum. • Max. recommended pressure
drop for normal filters:
- dirty filter 1.0 bar
- alarm 1.5 bar

Suction strainer • p over cooler oil side, max. 0.8 bar

If necessary, a suction strainer completed by magnetic • p over cooler water side, max. 0.8 bar
bars can be fitted in the suction pipe to protect the lubri- • Oil viscosity class SAE 40
cating oil pump. The suction strainer as well as the suc- • Fresh water temperature
tion pipe diameter should be amply dimensioned to before cooler, max. 48 C
minimize the flow loss. The suction strained should al- • Oil temperature to engine
ways be provided with alarm for high differential pres- inlet, nominal 63° C
sure.
• Operating pressure, max. 8 bar
• Fineness 0.5 - 1.0 mm
Thermostatic valve
System oil tank (separate)
A thermostatic valve of direct acting type is installed on
The engine dry sump has two drain outlets at each end. all in-line engines. For V-engines, the thermostatic valve
On V-engines both outlets should be used. The pipe con- shall be fitted in the external system.
nection between the sump and the system oil tank should
Design data:
be arranged flexible enough to prevent damages due to
thermal expansion. The drain pipe from the oil sump to • Inlet oil temperature to be
the system oil tank shall end below the min. oil level and kept constant, set point 63° C
shall not be led to the same place as the suction pipe. • Operating pressure, max. 8 bar
The end of the suction pipe should be trumpet-shaped or
conical in order to reduce the pressure loss. For the Lubricating oil fine filter
same reason the suction pipe shall be as short and The lubricating oil fine filter is a filter with replaceable car-
straight as possible. Also the suction and return pipes for tridges of paper, in 4R32 one duplex filter, in other in-line
the separator should not be located near to each other. engines two duplex filters connected in parallel and in V-
Recommendation for the design of the tank is given in the engines a filter with three or four chambers. The filters
drawing of the engine room arrangement. The tank must are dimensioned for an operating time of about 1000 h
not be placed so that the oil is cooled so much that the per cartridge when running on heavy fuel.
recommended lubricating oil temperature cannot be ob-
• Fineness 60 % separation above
tained. A cofferdam between the system oil tank and the
15 µm at one through-
hull plating is recommended. flow
Design data:
Centrifugal filter
• Oil volume 1.2 - 1.5 l/kW
In addition to the full-flow filters, the engines are
• Tank filling 75 - 80 % equipped with centrifugal filters in by-pass.
Lubricating oil cooler (R32) • Capacity per filter 3.5 m³/h
The lubricating oil cooler, normally mounted on all in-line • Filtering properties down to 1 µm
engines, is of the tube type with a direct acting, built-on
Starting-up filter
thermostatic valve.
All dry sump engines are provided with a temporary full-
Lubricating oil cooler (V32) flow paper cartridge filter in the oil inlet line to each main
The lubricating oil cooler for the V-engine is normally bearing.
mounted separately. The cooler can be of the tube or
plate type.
Design data (oil side):
• Flow through cooler see Technical data
• Nominal heat dissipation see Technical data
• Dimensioning heat
dissipation 1.1 x Nominal heat
dissipation

Lubricating oil system, main engine (3V69E0589c)
20 Suction strainer 202 Lubricating oil outlet (from oil sump)

21 Lubricating oil pump, stand-by 203 Lubricating oil to engine driven pump
22 Automatic filter 205 Lubricating oil to priming pump
23 Suction strainer 208 Lubricating oil from el. driven pump
24 Separator pump 209 Lubricating oil to external filter
25 Heater 210 Lubricating oil from external filter
26 Separator
27 System oil tank
28 Sludge tank
Pipe dimensions
Engine 202 203 205 208 209 210

4R32 DN150 DN80 DN50 DN65 DN65 DN65
6R32 DN150 DN80 DN50 DN65 DN65 DN65
8R32 DN150 DN100 DN65 DN80 DN80 DN80
9R32 DN150 DN100 DN65 DN80 DN80 DN80
12V32 DN150 DN125 DN65 DN100 DN100 DN100
16V32 DN150 DN125 DN80 DN100 DN100 DN100
18V32 DN150 DN125 DN80 DN100 DN100 DN100

Lubricating oil system, auxiliary engines (3V69E0590b)

System components
213 Lubricating oil from separator and filling
23 Suction strainer 214 Lubricating oil to separator and drain
24 Separator pump 215 Lubricating oil filling
25 Heater
26 Separator
28 Sludge tank Pipe dimensions
29 Renovating tank
Engine 213 214 215
30 New oil tank
4R - 18V32 DN40 DN40 M48 x 2
31 Renovated oil tank

Lubricating oil cooler, V-engines (4V47E0188a)
Oil = SAE 40
Oil temperature after cooler = 63°C
Max. pressure drop on oil side = 80 kPa
Fresh water temperature before cooler = 48°C
Max. pressure drop on fresh water side = 80 kPa
Engine Heat to be dis- Medium Flow Weight [kg] Cooler Dimensions [mm]
(750 RPM) sipated, P [kW] [m³/h] size
Empty Oper. A B C
12V32E 580 L.O. 71 421 511 1 434 1255 1455
F.W. 144
16V32E 772 L.O. 90 943 1080 2 273 1065 1150
F.W. 192
18V32E 857 L.O. 102 977 1130 2 313 1065 1150
F.W. 216
12V32LNE 569 L.O. 71 416 505 1 428 1255 1455
F.W. 144
16V32LNE 759 L.O. 90 943 1080 2 273 1065 1150
F.W. 192
18V32LNE 854 L.O. 102 977 1130 2 313 1065 1150
F.W. 216

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

7. Cooling water system

7.1. General Usually, the outlet temperature of each circuit is con-
trolled by a thermostatic valve. The LT-circuit thermo-
Fresh water cools the cylinder, turbocharger charge air
static valve has two set points, one for the low load range
and oil. The pH-value and hardness of the cooling water
and one for the high load range. The set point is auto-
should be within normal values. The chlorine and sul-
matically changed when the load changes between low
phate contents should be as low as possible. To prevent
and high, i.e. at about 35% load. Thus the LT-system is
rust forming in the cooling water system, an approved
provided with a load dependent temperature control.
corrosion inhibitor must be added to the system accord-
ing to the instruction manual. The cooling water pipes of The HT-circuit thermostatic valve has only one set point.
the engine are made of carbon steel. To allow starting on Control of the inlet temperature is also acceptable and in
heavy fuel, the cooling water system shall be preheated such cases a common thermostatic valve and circulating
to a temperature as near the operating temperature as pump for several engines can be used. The LT-circuit
possible, or min. 70°C. Engines in which the full load is must have individual pumps for each engine. The LT-
applied immediately after starting should also be pre- and HT-pumps can be either engine-mounted (engine
heated. driven) or separate, electric motor driven.
Engines running on diesel oil only do not need a cooling
7.2. Internal cooling water system system with load dependent temperature control. A nor-
mal central cooling system is acceptable. However, the
The proper combustion of heavy fuel at all loads requires low temperature circuit must be provided with an auto-
optimum process temperatures. At high loads, the tem- matic temperature control to maintain an inlet tempera-
perature must be low enough to limit thermal load and ture of at least 25°C to the charge air cooler.
prevent hot corrosion of the components in the combus-
tion chamber. At low loads, the temperature must be high
enough to ensure complete combustion and prevent cold
corrosion in the combustion space. This means that the
process temperature must be raised at low load. This is
achieved by using the waste heat of the lube oil to heat
the charge air and by recirculating the jacket cooling wa-
ter. The cooling water system comprises a low-
temperature (LT) circuit and a high-temperature (HT) cir-
cuit. The LT-circuit includes the charge air and lube oil
coolers, while the HT-circuit includes the cylinders and
turbocharger.

Internal cooling water system (4V69E0591e)
A Basic engine equipment Pipe connections, engine

B, C and F Optional equipment
401 HT-water inlet
System components
402 HT-water outlet
404 HT-water air vent.
01 HT-cooling water pump
406 Water from preheater to HT-circuit
02 LT-cooling water pump
408 HT-water from stand-by pump
03 Charge air cooler
451 LT-water inlet
04 Lubricating oil cooler
452 LT-water outlet
06 LT-thermostatic valve
454 LT-water air vent
09 Turbocharger
457 LT-water from stand-by pump
10 Shut-of valve, only when stand-by pump and 06 are installed
Pipe dimensions
Engine 401 402 404 406 408 451 452 454 457
4R32 DN80 DN80 OD12 DN25* DN80 DN80 DN80 M20 x 1.5 DN80
6-9R32 DN100 DN100 OD12 DN25* DN100 DN100 DN100 M20 x 1.5 DN100
12V32 DN125 DN125 OD12 DN40 DN125 DN125 DN125 OD12 DN125
16-18V32 DN150 DN150 OD12 DN40 DN150 DN150 DN150 OD12 DN150
* If flexibly mounted OD35

401 DIN 2576, PN10
402 DIN 2576, PN10
404 DIN 2353, PN100
406 R: Flange, PN10 (without pump) DIN 2353, PN10 (with pump)
V: Flange, PN10 (turbocharger at driving end) DIN 2576, PN10 (turbocharger at free end)
408 DIN 2576, PN10
451 DIN 2576, PN10
452 DIN 2576, PN10
454 R: Plug
V: DIN 2353, PN100
457 R: DIN 2633, PN16

Internal cooling water system, 2-stage air cooler (4V69E0592e)
A Basic engine equipment Pipe connections, engine

B, C and F Optional equipment
401 HT-water inlet
System components
402 HT-water outlet
404 HT-water air vent.
01 HT-cooling water pump
406 Water from preheater to HT-circuit
02 LT-cooling water pump
408 HT-water from stand-by pump
03 Charge air cooler
451 LT-water inlet
04 Lubricating oil cooler
452 LT-water outlet
454 LT-water air vent
07 Charge air cooler (HT)
457 LT-water from stand-by pump
09 Turbocharger
10 Shut-of valve, only when stand-by pump and 06 are installed
Pipe dimensions
Engine 401 402 404 406 408 451 452 454 457
4R32 DN80 DN80 OD12 DN25* DN80 DN80 DN80 M20 x 1.5 DN80
6-9R32 DN100 DN100 OD12 DN25* DN100 DN100 DN100 M20 x 1.5 DN100
12V32 DN125 DN125 OD12 DN40 DN125 DN125 DN125 OD12 DN125
16-18V32 DN150 DN150 OD12 DN40 DN150 DN150 DN150 OD12 DN150
401 DIN 2576, PN10
402 DIN 2576, PN10
404 DIN 2353, PN100
406 R: Flange, PN10 (without pump) DIN 2353, PN10 (with pump)
V: Flange, PN10 (turbocharger at driving end) DIN 2576, PN10 (turbocharger at free end)
408 DIN 2576, PN10
451 DIN 2576, PN10
452 DIN 2576, PN10
454 R: Plug
V: DIN 2353, PN100
457 R: DIN 2633, PN16

7.3. Design of the external cooling water • Material

- housing: cast iron
system - impeller: cast iron or bronze
The pipe dimensions in the cooling water system should - shaft: stainless steel
be based on the following maximum water velocities: - sealing: mechanical
• Capacity see Technical Data.
• Fresh water, pressure pipe 3.0 m/s
• Fresh water, suction pipe 2.5 m/s Stand-by circulating water pumps, LT- and HT-
• Sea water, pressure pipe 2.5 m/s circuit
• Sea water, suction pipe 1.5 m/s The pumps should normally be of the centrifugal type
and driven by an electric motor. Concerning capacity,
Especially the sea water suction pipes should be de-
see technical data. The delivery head of the pumps
signed and installed to minimize the flow resistance as
should be increased with the actual flow resistance in the
much as possible.
external pipes and valves.
Cooling water system with load dependent
Sea water pump
temperature control
The sea water pumps have to be electrically driven. The
The fresh water pipes should also be designed to mini-
capacity of the pumps are determined by the type of cool-
mize the flow resistance as much as possible. The
ers used and the heat to be dissipated.
smaller the pressure drop in the pipes the bigger pres-
sure drop can be used for the cooler. Charge air cooler
Circulating pump, direct driven, LT and HT circuit The charge air cooler built on the engine - one for the in-
line and two for the V-engine is of the insert type with re-
The direct driven cooling water pump is of the centrifugal
movable cooler inserts.
type and is driven by the engine crankshaft through gear
transmission. On request, outlet and inlet connections Design data:
for a separate stand-by pump can be provided as well as See Technical Data.
a shut-off valve on the suction side of the built-on pump.
Central cooler (4V47E0202)
Main dimensions
Cooler size D E G H I
1 981 460 225 719 420
2 1885 610 298 1294 450
3 2160 780 353 1478 620

Central cooler (with 1-stage charge air coolers), Wärtsilä Vasa 32 E (750 RPM)
P Medium Flow Press. drop Weight [kg] Cooler A B C

kW [m³/h] [bar] size
empty oper.
1 x 4R32E 1079 FM 54 0.6 269 315 1 209 655 855

SW 70 1.2
2 x 4R32E 2158 FM 108 0.6 328 420 1 416 1255 1455
SW 141 1.2
3 x 4R32E 3237 FM 162 0.6 880 1020 2 284 1065 1150
SW 211 1.2
1 x 6R32E 1602 FM 81 0.6 297 366 1 310 905 1105

SW 105 1.2
2 x 6R32E 3204 FM 162 0.6 877 1020 2 278 1065 1150
SW 211 1.2
3 x 6R32E 4806 FM 243 0.6 969 1190 2 430 1365 1450
SW 316 1.2
1 x 8R32E 2121 FW 108 0.6 328 420 1 420 1255 1455

SW 140 1.2
2 x 8R32E 4242 FW 216 0.6 937 1130 2 375 1365 1450
SW 281 1.2
3 x 8R32E 6363 FW 324 0.6 1590 2050 3 562 1805 2070
SW 421 1.2
1 x 9R32E 2366 FW 121 0.6 345 449 1 469 1255 1455

SW 158 1.2
2 x 9R32E 4732 FW 243 0.6 965 1180 2 424 1365 1450
SW 316 1.2
3 x 9R32E 7098 FW 364 0.6 1630 2130 3 621 1805 2070
SW 474 1.2
1 x 12V32E 3145 FW 161 0.6 877 1020 2 278 1065 1150

SW 209 1.2
2 x 12V32E 6290 FW 322 0.6 1590 2030 3 553 1805 2070
SW 419 1.2
1 x 16V32E 4178 FW 216 0.6 937 1130 2 375 1365 1450

SW 280 1.2
2 x 16V32E 8356 FW 431 0.6 1680 2270 3 724 1805 2070
SW 561 1.2
1 x 18V32E 4735 FW 242 0.6 965 1180 2 424 1365 1450

SW 315 1.2
2 x 18V32E 9470 FW 485 0.6 1740 2420 3 828 1805 2070
SW 630 1.2

Central cooler (with 1-stage charge air coolers), Wärtsilä Vasa 32 LN E (750 RPM)
P Medium Flow Press. drop Weight [kg] Cooler A B C

kW [m³/h] [bar] size
empty oper.
1 x 4R32 LN E 996 FM 52 0.6 265 307 1 192 655 855

SW 68 1.2
2 x 4R32 LN E 1992 FM 104 0.6 318 404 1 386 905 1105
SW 136 1.2
3 x 4R32 LN E 2988 FM 157 0.6 870 1000 2 265 1065 1150
SW 204 1.2
1 x 6R32 LN E 1449 FM 78 0.6 290 350 1 274 905 1105

SW 106 1.2
2 x 6R32 LN E 2898 FM 156 0.6 863 989 2 253 1065 1150
SW 203 1.2
3 x 6R32 LN E 4347 FM 235 0.6 953 1160 2 403 1365 1450
SW 305 1.2
1 x 8R32 LN E 1932 FW 104 0.6 318 404 1 386 905 1105

SW 135 1.2
2 x 8R32 LN E 3864 FW 208 0.6 918 1090 2 342 1365 1450
SW 271 1.2
3 x 8R32 LN E 5796 FW 313 0.6 1550 1960 3 504 1205 1470
SW 406 1.2
1 x 9R32 LN E 2174 FW 117 0.6 339 436 1 440 1255 1455

SW 152 1.2
2 x 9R32 LN E 4348 FW 235 0.6 953 1160 2 403 1365 1450
SW 305 1.2
3 x 9R32 LN E 6522 FW 352 0.6 1590 2050 3 567 1805 2070
SW 457 1.2
1 x 12V32 LN E 2945 FW 156 0.6 866 996 2 259 1065 1150

SW 203 1.2
2 x 12V32 LN E 5890 FW 312 0.6 1530 1940 3 508 1205 1470
SW 406 1.2
1 x 16V32 LN E 3927 FW 208 0.6 922 1100 2 348 1365 1450

SW 271 1.2
2 x 16V32 LN E 7854 FW 416 0.6 1660 2210 3 684 1805 2070
SW 541 1.2
1 x 18V32 LN E 4417 FW 234 0.6 950 1150 2 396 1365 1450

SW 304 1.2
2 x 18V32 LN E 8834 FW 468 0.6 1720 2350 3 783 1805 2070
SW 609 1.2

Thermostatic valve, LT-circuit (2V34L0057a)
Pipe connections where:

A from engine qLT [m³/h] = nom. LT-pump capacity, see Technical Data
B by-pass kW = heat dissipated from jackets
C to cooler Tout = HT-water temperature after engine (= 91 C)
D control air M10 x 1
Tin = HT-water temperature before engine (= 38 C)
Lubricating oil cooler • Pressure drop on the
The lubricating oil cooler is to be cooled with fresh water fresh water side max. 0.6 bar
and connected in series with the charge air cooler. • If the flow resistance in the external pipes is high it
should be noted when designing the cooler.
For technical data see “Lubricating oil system”.
• Sea water flow acc. to cooler manu-
Fresh water central cooler facturer, normally 1.2 -
1.5 x fresh water flow
The fresh water cooler can be of either the tube or plate
type. Due to the smaller dimensions of the plate cooler, • Pressure drop on sea-
this system is normally used. The fresh water cooler can water side normally 0.8 - 1.4 bar
be common for several engines, although one independ- • Fresh water temperature
ent cooler per engine is also used. after cooler (before engine) max. 38°C
Design data: • Heat to be dissipated see Technical data
• Safety margin to be
• Fresh water flow to central cooler = q
added 15% + margin for fouling
3.6
q m3 / h = qLT +
4.19 Toutb Tin g

Thermostatic valve, HT-circuit (3V34L0070)
Dimensions The set point of the HT-thermostatic valve is 91°C. The

HT-thermostatic valve may also be installed to control
DN L H the inlet temperature of several engines. In such a case,
100 403 218 the set point shall be 85°C.
125 489 241
Expansion tank
150 489 254
The expansion tank should compensate for volume
Pipe connections changes in the cooling water system, serve as venting
A controlled temperature arrangement and provide sufficient static pressure on
B by-pass the cooling water.
C to/from cooler • Pressure from the
expansion tank 0.7 - 1.5 bar
• Volume min. 10% of the system
Thermostatic valve, LT-circuit
water volume, however,
The thermostatic valve for the LT-circuit is arranged to min. 100 litres
control the outlet temperature of the water and is of the • Engine water volumes see Technical Data
direct acting type. The valve has two different built-in
temperature sensing elements, one for normal high load The tank should be equipped so that it is possible to dose
operation and one for low load operation. The selection water treatment agents. The vent pipe of each engine
of element in operation is done automatically according should be drawn to the tank separately, continuously ris-
to the charge air pressure. Set point of the LT- thermo- ing, and so that mixing of air into the water cannot occur
static valve: 35°C/65°C. (the outlet should be below the water level).
Thermostatic valve, HT circuit Drain tank
The thermostatic valve for the HT-circuit is normally ar- It is recommended to provide a drain tank to which the
ranged to control the outlet temperature of the water. It is engines and coolers can be drained for maintenance so
also of the direct acting type, but has only one set point, that the water and cooling water treatment can be col-
independent of load. lected and reused. For the water volume in the engine,
see Technical Data (HT-circuit).

Preheating unit, electric (3V60L0562a)
Heater capacity Pump capacity Weight Pipe connection Dimensions [mm]

[kW] [m³/h] [kg] in/outlet
A B C D E
7.2 3 75 DN40 1050 700 610 190 425
12 3 93 DN40 1050 700 660 240 450
15 3 93 DN40 1050 700 660 240 450
22.5 8 100 DN40 1050 700 700 290 475
30 8 105 DN40 1050 700 700 290 475
36 8 125 DN40 1250 900 700 290 475
45 8 145 DN40 1250 900 755 350 505
54 8 150 DN40 1250 900 755 350 505
81 10 190 DN50 1260 900 835 400 575
108 10 215 DN50 1260 900 885 450 600
Flanges DIN 2631

Preheating unit (4V60L0790)
Counter flanges DIN 2633 or DIN 2576 NP16 included. Dimensions

Pump capacity Heater capacity Type
Connections [m³/h] [kW]
A HT-water inlet DN50 3 12 3-12S

B HT-water outlet DN50 3 18 3 -18S
C Steam inlet DN25 5.4 36 5, 4-36S
D Condense outlet DN25 8 24 8-24S
8 54 8-54S
10 72 10-72S
13 72 13-72S
13 108 13-108S

Preheating pump The set point of this valve should be 85°C. To maximize
the FW production, installation of a circulating pump for
Engines which are started on heavy fuel require preheat-
maintaining a constant flow of the HT-water through the
ing of the HT cooling water. Stand-by auxiliary engines
FW generator, regardless of the engine load, is recom-
should have preheated cooling water, also if started on
mended.
MDF.
Design data of the pump: 2-stage charge air cooling
• Capacity 0.4 m³/h x cyl. In installations where the need for fresh water production
or other heat recovery is great, the engines can be
• Pressure about 0.8 bar
equipped with a 2-stage air cooler. This means that HT-
Preheater water flows through the HT-section of the charge air
cooler. In this way the available waste heat in the high
The energy required for heating of the HT-cooling water
load range is considerably increased as shown in the
can be taken from a running engine or a separate source.
graph.
In both cases a separate circulating pump should be
used. If the cooling water systems of the main and auxil- Available heat in HT-circuit at 375 kW/cylinder,
iary engines are separated from each other in other re- 750 RPM (4V93E0065)
spects, it is recommended that the energy is transmitted
through heat exchangers. When preheating, the cooling
water temperature of the engines should be kept as near
the operating value as possible.
Design data:
• Preheating temperature min. 70°C
• Required heating power about 3 kW/cyl
Preheating unit
A complete preheating unit can be supplied as an option.
The unit consists of the following parts:
• Electric or steam heaters
• Circulating pump
• Control cabinet for heaters and pump
• Safety valve
• One set of thermometers
For installations with several engines the preheater unit
can be chosen for heating up two or more engines. The
heat from a running engine can be used and therefore
the power consumption of the heaters will be less than
It should be noted that typically about 10% of the heat
the nominal capacity.
dissipated to the HT-circuit will be lost through the ex-
Waste heat recovery pansion tank and leaks at the thermostatic valves.
The waste heat of the HT-circuit may be used for exam-
ple in fresh water production or central heating. In such
cases, the HT thermostatic valve will prevent undercool-
ing of the engine. Normally an additional thermostatic
valve must also be installed after the heat recovery
equipment for by-passing of the central cooler, to avoid
unnecessary cooling and heat loss through the central
cooler.

Cooling water system, main engine (3V69E0593e)
21 HT-stand-by pump 38 Sea-water pump 401 HT-water inlet

24 LT-stand-by pump 39 Sea-water standby pump 402 HT-water outlet
25 HT-thermostatic valve 40 Sea-water filter 404 HT-water air vent.
29 Central cooler 42 Gear cooler 408 HT-water from standby pump
32 HT-preheating pump 43 Discharge valve 451 LT-water inlet
33 HT-preheater 47 Air venting 452 LT-water outlet
36 Expansion tank 454 LT-water air vent.
457 LT-water from standby pump
Pipe dimensions
Engine 401 402 404 408 451 452 454 457
4R32 DN80 DN80 OD12 DN80 DN80 DN80 M20 x 1.5 DN80
12V32 DN125 DN125 OD12 DN125 DN125 DN125 OD12 DN125

Cooling water system, auxiliary engines (3V69E0594d)
25 HT-thermostatic valve 401 HT-water inlet

29 Central cooler 402 HT-water outlet
32 HT-preheating pump 404 HT-water air vent.
33 HT-preheater 406 Water from preh. to HT-circ.
36 Expansion tank 451 LT-water inlet
47 Air venting 452 LT-water outlet
454 LT-water air vent.
Pipe dimensions
Engine 401 402 404 406 451 452 454
4R32 DN80 DN80 OD12 DN25* DN80 DN80 M20 x 1.5
12V32 DN125 DN125 OD12 DN40 DN125 DN125 OD12

Cooling water system, auxiliary engines (3V69E0595a)
20 HT-cooling water pump 28 LT-cooler 401 HT-water inlet

21 HT-standby pump 32 HT-preheating pump 402 HT-water outlet
22 Harbour pump 33 HT-preheater 404 HT-water air vent.
23 LT-cooling water pump 36 HT-expansion tank 406 Water from preh. to HT-circ.
24 LT-standby pump 37 LT-expansion tank 451 LT-water inlet
25 HT-thermostatic valve 46 Orifice 452 LT-water outlet
27 HT-cooler 47 Air venting 454 LT-water air vent.
Pipe dimensions
Engine 401 402 404 406 451 452 454

7.4. Conventional cooling water system Expansion tank
For engines specified for solely burning Marine Diesel The expansion tank should compensate for volume
Fuel or intermediate fuel with a maximum viscosity of changes in the cooling water system, serve as a venting
30 cSt/50°C, the load dependent cooling water system arrangement and provide sufficient static pressure on
can be omitted. A conventional central cooling system is the suction side of the pumps.
recommended. The following paragraph applies to the • Pressure from the expansion
planning of the external system for these engines. tank 0.5 - 1.5 bar
Fresh water central cooler • Volume min. 10% of the system
water volume, however,
The fresh water cooler can be of either tube or plate type. at least 100 litres
Due to the smaller dimensions of the plate cooler, this
• Engine water volumes see Technical Data.
system is normally used. The fresh water cooler can be
common for several engines, or there can be one inde- The tank should be equipped so that it is possible to dose
pendent cooler per engine. water treatment agents. To prevent mixing of air with wa-
ter, there should be a separate, continuously rising vent
Design data:
pipe from each engine to the tank (the outlet should be
• Fresh water flow see Technical Data below the water level).
• Pressure drop on fresh Preheating pump
water side max. 0.6 bar
To allow the engine to be loaded directly after start, the
• If the flow resistance in the external pipes is high, it jacket water must be preheated.
should be taken into account when designing the
cooler. Design data:
• Sea water flow according to cooler • Capacity 0.3 m³/h x cyl.
manu- • Pressure about 0.8 bar
facturer, normally 1.2 -
1.5 x water flow Jacket water preheater
• Pressure drop on sea- The energy required for heating of the jacket water in the
water side normally 0.8 - 1.4 bar main and auxiliary engines can be taken from a running
• Fresh water temperature auxiliary engine or a separate source. If heat is recov-
after cooler (before ered from a running engine, the system should be de-
engine) max. 38°C signed so that the temperature of the engine concerned
• Heat to be dissipated see Technical Data is not allowed to drop below a permissible value. If the
• Safety margin to be cooling water systems of the main and auxiliary engines
added 15% + margin for fouling are separated from each other in other respects, the en-
ergy is recommended to be transmitted through heat ex-
Thermostatic valve, jacket water changers.
The jacket water thermostatic valve delivered with the Design data:
engine is normally of the direct acting type. The valve is
usually installed to maintain a constant water outlet tem- • Preheating temperature min. 50°C
perature. The set point is 91°C. A common thermostatic • Required heating power about 2 kW/cyl.
valve for several engines maintaining a constant inlet
temperature, can be used provided that the tempera-
tures of all engines is the same. The set point should be
85°C.
Thermostatic valve, LT-circuit
A thermostatic valve shall be installed in the LT-circuit in
order to maintain an inlet temperature to the cooler be-
tween 28°C and 38°C.

Cooling water system, 2-stage air cooler (3V69E0596b)
20 HT-cooling water pump 29 Central cooler 401 HT-water inlet

21 HT-standby pump 30 Heat recovery 402 HT-water outlet
23 LT-cooling water pump 31 Thermostatic valve 404 HT-water air vent.
24 LT-standby pump 36 Expansion tank 451 LT-water inlet
25 HT-thermostatic valve 47 Air venting 452 LT-water outlet
Pipe dimensions
Engine 401 402 404 451 452
4R32 DN80 DN80 OD12 DN80 DN80
6R32 DN100 DN100 OD12 DN100 DN100
8R32 DN100 DN100 OD12 DN100 DN100
9R32 DN100 DN100 OD12 DN100 DN100
12V32 DN125 DN125 OD12 DN125 DN125
16V32 DN150 DN150 OD12 DN150 DN150
18V32 DN150 DN150 OD12 DN150 DN150

Conventional cooling water system (3V69E0597)
20 HT-cooling water pump 31 Thermostatic valve 401 HT-water inlet

21 HT-standby pump 36 HT-expansion tank 402 HT-water outlet
23 LT-cooling water pump 37 LT-expansion tank 404 HT-water air vent.
24 LT-standby pump 38 Sea-water pump 451 LT-water inlet
25 HT-thermostatic valve 39 Sea-water standby pump 452 LT-water outlet
26 LT-thermostatic valve 40 Sea-water filter
27 HT-cooler 43 Discharge valve
28 LT-cooler 45 Pressure control valve
30 Heat recovery 47 Air venting
Pipe dimensions
Engine 401 402 404 451 452
4R32 DN80 DN80 OD12 DN80 DN80
6R32 DN100 DN100 OD12 DN100 DN100
8R32 DN100 DN100 OD12 DN100 DN100
9R32 DN100 DN100 OD12 DN100 DN100
12V32 DN125 DN125 OD12 DN125 DN125
16V32 DN150 DN150 OD12 DN150 DN150
18V32 DN150 DN150 OD12 DN150 DN150

Conventional cooling system (3V76C1288b)
System components 43 Discharge valve

47 Air venting
21 HT-standby pump
24 LT-standby pump Pipe connections, engine
25 HT-thermostatic valve
26 LT-thermostatic valve 401 HT-water inlet
29 Central cooler 402 HT-water outlet
32 HT-preheating pump 404 HT-water air vent.
33 HT-preheater 408 HT-water from stand-by pump
36 Expansion tank 451 LT-water inlet
38 Sea-water pump 452 LT-water outlet
39 Sea-water stand-by pump 454 LT-water air-vent
40 Sea-water strainer 457 LT-water from stand-by pump
42 Gear cooler
Pipe dimensions
Engine 401 402 404 408 451 452 454 457
18V32 ND150 DN150 OD12 DN150 DN150 DN150 OD12 DN150

8. Starting air system

8.1 Internal starting air system The start is performed by direct injection of air into the
cylinders through the starting air valves in the cylinder
All engines, independent of cylinder number, are started
heads. V-engines are provided with starting air valves for
by means of compressed air with a nominal maximum
the cylinders on one bank. The master starting valve is
pressure of 30 bar.
built on the engine and can be operated both manually
and electrically.
Internal starting air system (4V69E0600c)

01 Starting air master solenoid valve 301 Starting air inlet
02 Starting air distributor 302 Control air inlet
03 Starting air valve in cylinder head
05 Valve for blocking starting when turning gear
engaged Pipe dimensions
06 Air filter
07 Air container Engine 301 302
08 Pneumatic cylinder at each injection pump 4R32 - 18V32 DN32 OD18
09 Starting fuel limiter
11 Valve for automatic draining 301 DIN 2635, PN40
12 Non return valve 302 DIN 2353, PN100
13 Pressure control valve
14 Starting booster for speed covernor
15 Flame arrestor
17 Drain valve

Internal starting air system, pneumatic starting motor (4V69E0601d)
System components Pipe dimensions
04 Air starter Engine 301 302

05 Valve for blocking starting when turning gear 4R32 DN32 OD18
engaged
06 Air filter 301 DIN 2635, PN40
07 Air container 302 DIN 2353, PN100
08 Pneumatic cylinder at each injection pump
09 Starting fuel limiter
10 LT-thermostatic valve Four-cylinder engines are, however, provided with a
11 Valve for automatic draining pneumatic vane wheel starting motor, which drives the
13 Pressure control valve engine through a gear rim on the flywheel.
14 Starting booster for speed governor
16 Air filter All engines started with direct injection of air have built-
on non-return valves and flame arresters. The com-
pressed air system for operating of the starting fuel lim-
301 Starting air inlet iter, the electro-pneumatic overspeed trip as well as
302 Control air inlet changing set point of the LT thermostat valve has its own
connection to the external system.

8.2. Design of the external starting air • American Bureau of Shipping (ABS) 6 starts
system • Bereau Veritas (BV) 6“
• Det Norske Veritas (DnV) 6“
The design of the starting air system is in part determined
by the rules of the classification societies. The number of • Germanischer Lloyd (GL) 6“
starts required by the classification societies are as fol- • Lloyd’s Register of Shipping (LRS) 6“
lows: • Maritime Register (MR) 6“
• Registro Italiano Navale (RINA) 6“
Starting air system (3V69E0602)

20 Starting air compressor Engine 301 302
21 Oil and water separator 4R32 - 18V32 DN32 DN15
22 Starting air vessel
301 Starting air inlet
302 Control air inlet

In multi-engine installations, the number of starts is de- Starting air compressor

pendent on the number of engines. To determine the re-
It should be possible to fill the starting air vessel from
quired volume of the starting air vessel the following
minimum to maximum pressure in 15 - 30 minutes. For
values can be used:
exact determination of the capacity, the rules of the clas-
sification societies should be followed.
Engine A B C
Configuration table (4V59L0168)
4R32 with starting motor 30 10 1.2
with direct injection of air 30 10 0.6
6R32 “ 30 6 0.6
8R32 ” 30 6 0.8
9R32 “ 30 6 0.8
12V32 ” 30 10 0.6
16V32 “ 30 10 0.8
18V32 ” 30 10 1.0
A= Nominal maximum pressure in bar (absolute

maximum pressure 33 bar)
B= Minimum air pressure in bar for a safe start. Ap-
plies to an engine room temperature of 20°C. At
lower temperature higher pressure is required.
C= Starting air consumption (average) per start, in
Nm³, at 20°C.
The above air consumptions apply to a 2 - 3 s long start
impulse. This is also the shortest time required for a safe
start.
Starting air vessel
The starting air vessel should be dimensioned for a nomi-
nal maximum pressure of 30 bar. Recommended stan-
dard volumes of starting air vessels are 125, 250, and
500 litres.
Oil and water separator
An oil and water separator should always be installed in In multiple engine propulsion installations the minimum
the pipe between the compressor and the air vessel. The capacity of the starting air vessels shall be multiplied by
starting air bottles are equipped with a manual valve for the factor mentioned in table 4V59L0168.
condensate drain. It is recommended to provide for a
timer controlled automatic drain valve after the manual
valve.
The starting air pipes should always be drawn with slope
and be arranged with manual or automatic draining at the
lowest points.

Starting air vessel (1V49A0121)

Leg.
A Starting air outlet Size Dimensions Weight
B Filling, 125 l R¼“ [litres] [kg]
L L1* D
Filling, 250 l and 500 l R¾”
C Manometer connect. R¼“ 125 1807 1917 320 140
D Condense drain R¼” 250 1767 1877 480 270
E Overpressure relief R½" 500 3204 3329 480 470
F Air relief valve
G Drain

9. Turbocharger turbine washing system
9. Turbocharger turbine washing system

For washing of the turbine side of the turbocharger, fresh Washing time and water volume flow required for each
water of 3 - 3.5 bar pressure is required. turbine washing:
The washing is carried out during operation at regular in- Engine Time Volume flow
tervals, depending on the quality of the heavy fuel, 100 -
250 hours. 4R32 15 - 20 min 11 - 14 l/min
6R32 15 - 20 min 15 - 20 l/min
8 - 9R32 15 - 20 min 22 - 30 l/min
12V32 15 - 20 min 15 - 20 l/min
16 - 18V32 15 - 20 min 22 - 30 l/min
Turbocharger cleaning system (3V69E0603)

10 Pressure reducing unit with flow meter Engine 501 502 503
11 Rubber hose 4R32 DN450 OD18 OD28
12 Bilge or sludge tank 6R32 DN600 OD18 OD28
8R32 DN600 OD18 OD28
Pipe connections, engine 9R32 DN700 OD18 OD28
12V32 DN 2 x 600 OD18 OD28
501 Exhaust gas outlet 16V32 DN 2 x 700 OD18 OD28
502 Cleaning water to turbine 18V32 DN 2 x 700 OD18 OD28
503 Cleaning water from turbine
501 DIN 2501, PN2, 5
502 Quick coupling, PN4
503 DIN 2391,

10. Engine room ventilation and combustion air
10. Engine room ventilation and combustion air

General The heat emitted by the engine is listed in the Technical
Data.
To obtain good working conditions in the engine room
and to ensure trouble free operation of all equipment at- The ventilation air is to be equally distributed in the en-
tention shall be paid to the engine room ventilation and gine room considering air flows from points of delivery to-
the supply of combustion air. wards the exits. This is usually done so that the funnel
serves as an exit for the most of the air. To avoid stag-
The air intakes to the engine room must be so located
nant air, extractors can be used.
that water spray, dust and exhaust gases cannot enter
the ventilation ducts and the engine room. It is good practice to provide areas with significant heat
sources, such as separator rooms, with their own air sup-
The dimensioning of blowers and extractors should en-
ply and extractors.
sure that an overpressure of about 5 mmWC is main-
tained in the engine room under all running conditions. Combustion air
For the minimum requirements concerning the engine The air required for combustion is usually taken from the
room ventilation and for other details, see applicable engine room through a filter fitted on the turbocharger.
standards, such as ISO 8861. This reduces the risk of too low temperatures and con-
tamination of the combustion air. It is imperative that the
Ventilation
combustion air is free for example from sea water, dust
The amount of air required for ventilation is calculated and fumes.
from the total heat emission to evacuate. To determine
The combustion air should be delivered through a dedi-
, all heat sources should be considered, e.g.:
cated duct close to the turbocharger(s), directed towards
• Main and auxiliary diesel engines the turbocharger air intake(s). Auxiliary engines shall
• Exhaust gas piping also be served by dedicated combustion air ducts.
• Alternators For the required amount of combustion air, see Techni-

cal Data.
• Electric appliances and lighting
If necessary, the combustion air duct can be directly con-
• Boilers nected to the turbocharger with a flexible connection
• Steam and condensate piping piece. To protect the turbocharger a filter must be built
into the air duct. The maximum permissible pressure
• Tanks
drop in the duct is 100 mmWC. See also “Cold operating
It is recommended to consider an outside air tempera- conditions” below.
ture of not less than 35°C and a temperature rise of 11°C
for the ventilation air. Cold operating conditions
The amount of air required for ventilation is then calcu- In installations intended for operation in cold air condi-
lated from the formula: tions, restrictions for operation at low air temperature
must be considered. This may require preheating of the
qv = combustion air and/or equipment to limit the cylinder
t c pressures.
qv = amount of ventilation air [m³/h] • To ensure starting, the min. inlet air temperature is
5°C.
= total heat emission to be evacuated [kW]
• For continuous idling, the min. inlet air temperature is -
= density of ventilation air 1.15 kg/m³ 5°C.
• The lowest permissible inlet air temperature at full load
t= temperature rise in the engine room [°C] is -20°C.
c= specific heat capacity of the ventilation air • Subzero inlet air temperatures require non-standard
1.01 kJ/kgK equipment on the engine.

11. Crankcase ventilation
11. Crankcase ventilation

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

12. Exhaust gas system

Exhaust gas system design The bends should be made with the largest possible
bending radius, the minimum radius used should be
Each engine should have its own exhaust pipe. A flexible
1.5 D.
bellow has to be mounted directly on the transition piece
at the turbocharger outlet, to compensate for thermal ex- The exhaust pipe must be insulated all the way from the
pansion and to protect the turbocharger from vibrations. turbocharger up and the insulation protected by metal
sheeting or the like. Closest to the turbocharger the insu-
It is imperative that the exhaust gas pipe is stayed with a
lation should consist of a hook on padding to facilitate
fixed support immediately (and in any case within 1 m) af-
maintenance. It is paramount to prevent the insulation
ter the flexible bellows of the turbocharger outlet as
material from being drawn into the turbocharger.
shown in drawing 4V76A0239, so that any thermal ex-
pansion of the pipe is directed away from the engine and The exhaust pipes should be provided with a water sepa-
its turbocharger rating pocket and drain.
The exhaust gas piping should be as short and straight The maximum allowable exhaust gas back pressure is
as possible. 300 mmWC at full load.
See Technical Data for exhaust gas quantities and tem-
peratures.
Exhaust pipe connections (1V60A0295)

Fixing of exhaust pipe (4V76A0239) Silencer

When included in the scope of supply, the standard si-
lencer is of the absorption type, equipped with a spark ar-
rester. It is also provided with a soot collector and water
drain, but is without mounting brackets and insulation.
The silencer can be mounted either horizontally or verti-
cally.
The noise attenuation of the standard silencer is either
25 or 35 dB (A).
Exhaust gas boiler
Each engine should have a separate exhaust gas boiler.
Alternatively, a common boiler with separate gas sec-
tions for each engine is acceptable. For dimensioning
the boiler, The exhaust gas quantities and temperatures
given in Technical Data may be used.
Particularly when exhaust gas boilers are installed atten-
tion must be paid not to exceed the maximum recom-
mended back pressure.
Exhaust silencer (3V49E0142a)
Attenuation 25 dB(A) 35 dB(A)

Engine NS D A B L kg L kg
4R32 450 1100 550 210 3440 600 4440 720
6R32 600 1300 705 300 4010 800 5260 1000
8R32 600 1300 705 300 4010 800 5260 1000
9R32 700 1500 810 300 4550 1250 6050 1600
12V32 800 1700 920 300 4840 1700 6340 2000
16V32 900 1800 1020 300 5360 1900 6870 2400
18V32 1000 1900 1120 300 5880 2750 7620 3500

13. Emission control options

13.1. Methods 13.2. Options for further reduction of NOX
Adjustable Injection Timing for 10 - 15% NOX
Emission control for large diesel engines primarily
reduction
means control of nitrogen oxide (NOX) emissions be-
cause other emissions are low. Wärtsilä Diesel has se- Retarding the injection is maybe the method most often
lected four methods suitable for marine applications: thought of when considering decreasing the NOx emis-
sions. The method is simple but has a drawback in that it
• Low NOx Combustion
increases fuel consumption. Since strict limits to NOx
• Adjustable Injection Timing (option for R32LN with emissions in some cases are a regional requirement
chargers located at the free end) only, Wärtsilä Diesel has developed a means of retard-
• Direct Water Injection ing the injection while the engine is running. This means
that the emission level can instantaneously be adapted
• SCR (Selective Catalytic Reduction) Catalyst (for aux-
according the prevailing requirements. When outside the
iliary engines and diesel electric propulsion)
area with strict emission limits the injection timing can be
The Low NOx Combustion concept has been imple- returned to the position giving the best fuel economy.
mented on the Low NOX (LN) models of the Vasa 32 en- The injection retard is achieved with a hydraulic actuator
gines to comply with the proposed IMO NOx regulation as and a planetary gear on the camshaft.
follows:
The required investment consists of the planetary gear
NOX [g/kWh] = 17 n < 130 [RPM] with actuator which needs to be mounted on the engine.
= 45 x n-0.2 130 n 2000 [RPM]
= 9.84 Direct water injection for about 50% NOX reduction
n 2000 [RPM]
Water has a positive influence reducing NOX formation
IMO proposal: NOX limit as a function of engine rated by reducing temperature peaks during the combustion
speed process. Various methods of introducing water to the
According to the IMO proposal the NOX compliance test combustion chamber have been tested of which emulsi-
has to be performed on Marine Diesel Oil and according fying water and fuel is most widely referenced. This
to ISO 8178 test cycles. method has several disadvantages, though. The most
important disadvantages are problems related with the
Adjustable Injection Timing, Direct Water Injection and emulsion stability and the adverse effects on the injec-
SCR-catalysts are options for further reduction of NOX. tion equipment reliability. Wärtsilä Diesel is therefore not
Emission of sulphur oxides is directly proportional to the using water - fuel emulsion. Instead a method of direct
sulphur content of the fuel and cannot be influenced by water injection has been developed. The direct water in-
engine design. jection has the following merits:
Vasa 32 • Efficient NOX reduction - up to 50%
The NOX emissions of the Vasa 32 are typically: • Simple and reliable system
• HFO operation, 100% load: 14 - 16 g/kWh • No negative influence on engine components
• MDO operation, 100% load: 13 - 15 g/kWh The method relies on injecting high pressure water di-
rectly into the combustion chamber. The key element in
Note that this exceeds proposed future regulations.
the design is a combined injection valve through which
Vasa 32 LN with Low NOX combustion both fuel and water is injected through separate nozzles.
The injection of water is electronically controlled. Built-in
The Low NOX Combustion concept is a rearranged
safety features enable immediate water injection shut-off
diesel-cycle, enabling an optimum combination of low
in the event of excessive water flow, leakage and abnor-
NOX emission and low fuel consumption.
malities in the exhaust gas temperatures. The water
The result of this is an emission level below the proposed should be clean, fresh water such as produced by the
IMO curve without penalty on the fuel consumption and ships freshwater distiller. The required pressure is gen-
without any additional running costs. erated using a piston pump.
The IMO proposed NOX limit is for 720 RPM and
750 RPM about 12.0 g/kWh (ISO 8178 test fuel (MDO)
and test cycle).

The required investment (assuming that freshwater is Wärtsilä Diesel has however been able to reduce these
available) consists of the special fuel injectors, high pres- disadvantages by developing “Compact SCR”. This
sure pumps and piping and an electronic control system. technology is based on the following features:
For maximum reduction levels the required fresh water • Low NOx Combustion engines
supply is typically 100 g/kWh. • Compact design of combined SCR unit and silencer,
SCR-catalyst for 80 - 95% NOX reduction also suitable for retrofits
Reduction of the NOx takes place by injecting the reduc- • Built in dust blowing equipment
ing agent - aqueous solution of urea - into the exhaust • Can be equipped as a silencer unit only, with possibility
gas at a temperature of 300 - 450°C in which the urea de- of retrofitting SCR
cays into ammonia and carbon dioxide, and subse-
A Low NOX Combustion engine provides a platform for
quently passing the mixture through a catalyst where the
applying SCR technology at a reasonable cost because
NOX are converted to nitrogen and water, e.g. harmless
the NOX level is low to begin with. As a consequence the
end products.
dimensions of the catalyst are moderate. The additional
The aqueous urea is often “bunkered” as a liquid from installation volume required for a SCR unit is further re-
ashore or alternatively mixed onboard in a special tank duced by combining the reactor with a silencer which as
from water and urea granulate. an independent entity becomes obsolete. This also al-
lows to prepare for SCR technology stepwise fitting at a
The rate of NOX reduction depends on the amount of am-
first stage only a special design silencer, which at an ar-
monia (urea) added which can be expressed as a
bitrary later moment can be converted into a fully
NH3/NOX ratio. At a high ratio a high reduction is ob-
equipped SCR/silencer. Ease of maintenance and the
tained, but at the same time the amount of unused am-
lifetime of the catalyst is enhanced by built in dust blow-
monia passing through the catalyst increases. This is
ing equipment. Due to the minimized size, a compact
referred to as ammonia slip. Usually the catalyst is di-
SCR/ silencer can be fitted into practically any newbuild-
mensioned for an end of run (aged catalyst) ammonia
ing and even many existing vessels, however not after
slip of max. 15 - 25 ppmv. The reduction rate can be in-
an exhaust gas boiler.
creased by increasing the catalyst volume.
The required investment consists of the urea mixing and
SCR technology can reduce the NOX level of Vasa 32
feeding equipment, the SCR unit and relevant instru-
and Vasa 32LN to 0.5 - 2 g/kWh.
mentation.
Compact SCR - a combined silencer and SCR-unit
Running costs are generated by the consumption of urea
The disadvantages of SCR have been the large size and and the replacement of catalyst according to a renewal
relatively high cost of the equipment required. The units scheme. The urea consumption can be expected to be
require also a certain maintenance and the catalyst has a about 20 - 25 g/kWh of 40 wt-% urea. The lifetime of the
limited lifetime. catalyst is about 4 years depending on the actual running
conditions.
Summary
Wärtsilä Diesel can offer a stepwise approach to the reduction of NOx emissions:
Reduction [%] Vasa 32 Vasa 32 LN

NOX [g/kWh] NOX [g/kWh]
Standard engine 13 - 16 1) max. 11.8 2)
Adjustable Injection Timing 10 - 15 9 - 10
Direct Water Injection 50 6 - 7 on MDO 5 - 6 on MDO
7 - 8 on HFO 6 - 7 on HFO
SCR catalyst 80 - 95 1-2 0.5 - 2
Compact SCR (combined silencer and SCR unit) 80 - 95 1-2 0.5 - 2
1)
100% load, HFO/MDO operation
2)
ISO 8178 test fuel (MDO) and test cycle

14. Control and monitoring system

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

14.2. Automatic and emergency stop; The tripping speeds of the overspeed trip are as follow:
overspeed trip Main engine
The engine is provided with the following shut-down so- Electro-pneumatic:
lenoids: Nom. max. speed 720 RPM tripping 830 RPM ± 10 RPM
Nom. max. speed 750 RPM tripping 860 RPM ± 10 RPM
• a solenoid in the speed governor
• a solenoid for control of the electropneumatic over- Mechanical:
speed trip Nom. max. speed 720 RPM tripping 850 RPM ± 10 RPM
Automatic stop, as well as remote stop, is accomplished
by energizing the shut-down solenoids for about 60 sec- Auxiliary engines
onds. All engines are delivered with ON/OFF switches Electro-pneumatic:
for Nom. max. speed 720 RPM tripping 815 RPM ± 10 RPM
• low lubricating oil pressure Nom. max. speed 750 RPM tripping 850 RPM ± 10 RPM
• high cooling water temperature Mechanical:
These micro-swithches should energize the shut-down
solenoids when the lubricating oil pressure drops below
or the cooling water temperature exceeds the preset val- If the mechanical overspeed trip has been released, the
ues. The required relay automatics are not included in engine cannot start before the spring has been manually
the diesel engine delivery. To enable starting of the en- loaded again.
gine, the micro-switch for low lubricating oil pressure
should be blocked at engine start. This is most conven- 14.3. Speed control
iently done by arranging voltage supply through the
300 RPM relay in the speed measuring system of the en- Main engine speed control
gine. Further, a time relay of about 3 - 10 seconds is to be The engines are normally provided with mechanical/hy-
installed in the circuit to allow a sufficient lubricating oil draulic governors prepared for pneumatic or electric re-
pressure to be established. This applies to engines with mote control.
direct driven lubricating oil pumps. An oil mist detector
should be connected to the same relay automatics in The standard type of governors used is:
case automatic stop is required at high concentration of • Woodward PGA 58
oil mist in the crankcase. The remote emergency stop
The governor is equipped with a shutdown solenoid and
push buttons on e.g. bridge should energize the stop so-
with either a pneumatic smoke limiter or with an electrical
lenoids directly and not through relay automatics. When
start fuel limiter.
arranging a 5 seconds delay for the auto-stop it is possi-
ble to prevent the engine from stopping by overriding the If an electronic speed governor is specified, a Woodward
signal before the stop solenoids are energized. PG-EG type actuator or similar can be used.
All engines are provided with an electro-pneumatic over- The idling speed is selected for each installation based
speed trip in addition to the all-mechanical overspeed on calculations, for controllable pitch propeller installa-
trip. The electro-pneumatic overspeed trip is activated tions at 60 - 70% of the nominal speed and for fixed-pitch
when a tacho relay in the speed measuring system ener- propeller installations at about 40 - 50%.
gizes a solenoid valve built on the engine, and this valve
The standard control air pressure for pneumatically con-
allows air to the shut-down cylinders on each injection
trolled governor is:
pump. This overspeed trip is built on the engine. When
the main engine speed has decreased to a preset value p = 0.00857 x n - 1.43
the solenoid valve is de-energized and the speed is p = control air pressure [bar]
again controlled by the governor. The engine need not n = engine speed [RPM]
stop. The overspeed should be indicated on all control
stations by means of a signal lamp, which has reset in the Governors for engines in FP-propeller installations are
engine room, near the engine. provided with a smoke limiter function, which limits the
fuel injection as a function of the charge air pressure.
Auxiliary engines are always stopped if the overspeed
trip has been activated. At the same time as the over-
speed trip is activated, the shut-down solenoid is also en-
ergized on auxiliary engines.

Governors for engines connected to a common reduc- Provision for the following external connections is stan-
tion gear are specially adapted and adjusted for the dard on the engine:
same speed droop, normally about 4%, to obtain basic
• analogue signal indicating the engine speed 0 -
load sharing. In addition, external load sharing based on 10 V DC (0 - 1000 RPM)
the fuel rack position transducer is recommended. A
built-in delay of the speed change rate is standard on • analogue signal indicating the turbocharger speed 0 -
10 V DC (0 - 30000 RPM)
governors; the time for speed acceleration from idle to
rated speed and vice versa at speed decrease is 10 - 12 • relay, switch point 15 % above nominal speed
seconds. • relay, switch point 300 RPM
Generating set speed control • relay, optional switch point
Generator engines are usually provided with mechani- Each relay can be loaded with 24 - 110 V DC, 30 VA.
cal/hydraulic governors for electric speed setting.
The standard type of governors used are: 14.5. Blocking of alarms
• Woodward UG 10 The load dependant cooling water system is standard
• Woodward PGG 58 equipment on the engine. With this system two different
cooling water temperature levels are maintained in the
Both governors are equipped with speed setting motors low temperature circuit, normal level at high loads and
for synchronizing and load sharing, with a shutdown so- higher level at low engine load. For the high lubricating oil
lenoid and with an electrical starting fuel limiter. The syn- temperature, an alarm switch with two set points is used.
chronizing is operated by ON/OFF control as an If an analogue sensor is used, two alarm channels have
“increase” or “decrease” by polarity switching. to be reserved. At low load, the lower set point of the lu-
The normal speed change rate is about 0.3 Hz/s. bricating oil temperature alarm as well as the alarm for
high charge air temperature have to be blocked as
To obtain basic load sharing, engines intended for paral- shown in the diagram below. The relay automatics are
lel running have governors specially adapted for the not included in the engine delivery.
same speed droop, i.e. about 4%.
If electronic type speed governors are specified, Wood- 14.6. Electric prelubricating pump
ward PG-EG type actuators or similar can be used.
All diesel engines are equipped with an electric prelubri-
Electronic governors are recommended for diesel- cating pump. The pump is used for:
electric main engines.
1. Filling the lubricating oil system of the diesel engine
before start, for example when the engine has not
14.4. Speed measuring system run for a long time.
The speed measuring system mounted on the engine in- 2. Continuous prelubrication of a stopped diesel en-
cludes magnetic pick-ups for engine and turbocharger gine, through which heavy fuel is circulating.
speed as well as a central unit with power supply, meas-
3. Continuous prelubricating of a stopped diesel engine
uring converters and relay outputs. The central unit is
in a multi-engine installation always when one of the
supplied as a separate unit, for installation e.g. in the
engines is in operation.
control room. A separate drawing of the speed measur-
ing system is supplied for each installation. The following To ensure that the requirement mentioned in item 2
equipment is ready wired on the engine: above will always be fulfilled, automatic starting and
stopping of the prelubricating pump can be controlled by
• magnetic pick-up for engine speed
the speed sensing relay with the switch point 300 RPM.
• magnetic pick-up for turbocharger speed
• double scale indicator for engine and turbocharger
speed installed in the engine instrument panel
• hour counter installed in the engine instrument panel
• solenoid for starting fuel limiter

Control of load dependent LT thermostatic valve 14.7. Electric built-on fuel feed pump
(4V50G1566)
All in-line engines for heavy fuel oil are as standard
equipped with an electric fuel feed pump, except for en-
gines in single engine installations. For V-engines the
corresponding pump should be fitted in the external fuel
system. The pump is used as follows:
1. For continuous circulation of heavy fuel through
the engine, if the engine is running, or is in stand-
by, on heavy fuel.
2. To start before the engine starts, when running on
Marine Diesel Fuel, and stop with the engine.
14.8. Preheating of cooling water

Preheating of the cooling water has to be arranged on
engines which are in stand-by on heavy fuel and for all
engines which are arranged for instant load application.
Preheating is preferably controlled automatically. The
circulating pump should start when one engine stops,
and stop when all engines are running.
The cooling water preheater should be controlled by a
thermostat, which keeps the temperature of the preheat-
ing water into the engine at about 70°C.

Wiring diagram for cooling water preheater, prelubricating pump and fuel feed pump (3V50G0621a)

Principal wiring diagram of a start/stop system for a single main engine (3V50L1393c)

Principal wiring diagram of a start/stop system for a single auxiliary engine (3V50L1394c)

14.9. Monitoring system All micro switches are of the NO/NC type with three wires
connected to the terminal strips in the terminal box.
Monitoring equipment fitted on the engine
Data for transducers mounted according to the basic en-
The set of micro switches/analogue transducers built on gine specification appear from the following table:
the engine can vary from one installation to another. The
actual set of transducers can be found in the electric wir-
ing diagram which is supplied for each installation.
Alarm Stop Type Set point

L H L H O A
Fuel system
Pressure before injection pumps 1) • • 5.0 bar
Pressure drop over filter • • 1.5 bar

Pressure before engine • • 3.0 bar
Pressure before engine (priming) • • 0.5 bar
Temperature before engine • • 80/90°C
Level in oil sump 2) • •
Pressure drop over filter • • 1.5 bar
HT-cooling water system

Temperature after engine • • 110°C
Temperature after engine • • 105°C
LT-cooling water system

Pressure before enigne • • 2.0 bar
Charge air
Temperature in manifold • • 75°C
Exhaust gas
Temperature after cylinder 3) • •
Main bearings
Temperature 4) • •
Miscellaneous
Overload •
Released overspeed trip • • • 115
Engaged turning gear •
1) Set point MDO: 3 bar L = Low

Set point 380 cSt/50°C: 4 bar H = High
2) Wet sump engines,only O = ON/OFF
A = Analogue
3) Alarm for deviation from the average temperature
The exhaust gas and main bearing temperature trans-
is to be set as follows:
ducers are thermocouples (NiCr/Ni) each of which is
30% load ± 70°C
connected through compensating cables to its own am-
100% load ± 50°C
plifier mounted on the engine.
4) V-engines, only

15. Seating
15. Seating
15.1. General The size of the chocks should be 250 x 170 mm and they
should have an inclination of 1:100. The chocks are pref-
Main engines are normally mounted rigidly on the foun-
erably made of steel, although cast iron chocks are per-
dation, either on steel or resin chocks. Auxiliary engines
mitted.
are mounted flexibly on rubber elements. Also main en-
gines can be flexibly mounted if required. When fitting the chocks, the supporting surface of the
seating top plate should be machined so that a good
The foundation should be stiff in all directions to absorb
bearing surface on both sides of at least 70% is obtained.
the dynamic forces caused by the engine. Especially the
The cut out in the chock shall be 44 mm (M42 bolts) for all
foundation of the propeller thrust bearing (the reduction
chocks, except those to be reamed and equipped with fit-
gear) should be dimensioned and designed so that
ted bolts.
harmful deformations are avoided. Dynamic forces
caused by the engine are presented in chapter 16. The design of the clearance and the fitted bolts is shown
in drawing 1V69L0028.
15.2. Rigid mounting The bolts are designed as tensile bolts, with a reduced
diameter, 35, to ensure a sufficient elongation and
Installation of main engines thus avoid loosening. The bolts are dimensioned so that
Holes for holding down bolts must be drilled through the a sufficient elongation is achieved if using St 52-3 and
seating top plate. The holes for the bolts shall have a di- tightening the bolts to 80% of the yield point. It is, how-
ameter 44, except for those holes which are to be ever, recommended to use 34CrNiMo6V (or similar)
reamed and equipped with fitted bolts. These holes can which will result in a better elongation already when tight-
be drilled through the holes in the engine feet. ened to 60% of the yield point. In order to ensure proper
fastening and avoid bending stress in the bolts, the con-
The mounting bolts are through-bolts with a lock nut at
tact faces of the nuts shall be spotfaced.
the lower end and a hydraulically tightened nut at the up-
per end. One fitted bolt is used on each side of the engine Oil pressure to be used for the hydraulic tool:
closest to the flywheel. All other bolts are clearance bolts. 34CrNiMo6V phyd = 580 bar ~ 60% of yield point
The bolts are tightened with the hydraulic tools supplied St 52-3 phyd = 330 bar ~ 80% of yield point
with the engine. The necessary hydraulic pressure is cal-
culated as follows: Fitting on resin chocks
phyd = Fbolt / Apiston [N/mm²] Installation of main engines on resin chocks is permitted,
provided that the requirements of the classification so-
The hydraulic tool has the following effective piston area: cieties are fulfilled. The principal dimensions of the
Apiston = 7130 mm². chocks are 450 x 180 mm.
Side supports must be installed for all engines. On four, During normal operating conditions, the supporting sur-
six, eight, twelve and sixteen cylinder engines, two sup- face of the engine feet has a maximum temperature of
ports on each side of the engine are used and on nine about 75°C, which should be considered when selecting
and eighteen cylinder engines three on each side. If resin the type of resin.
chocks are used, an additional side support is fitted on Due to the lower permissible surface pressure of the
each side closest to the flywheel. The side supports are resin chocks, the tightening force of the mounting bolts is
to be welded to the seating top plate before aligning the lower than with steel chocks. The bolts are tensile bolts,
engine and fitting the chocks. An acceptable bearing sur- with a reduced diameter, to ensure sufficient elongation
face must be obtained on the wedges of the side sup- and thus avoid loosening. The design of the clearance
ports. and the fitted bolts is shown in drawing 1V69L0028. The
Fitting on steel chocks bolt diameter shall be 24. Assuming a permissible sur-
face pressure of 3.5 N/mm², the oil pressure to be used
The seating top plate is usually inclined outwards with re- for the hydraulic tool is:
gard to the centre line of the engine. The inclination of the
34CrNiMo6V phyd = 170 bar ~ 18% of yield point
supporting surface should be 1:100. The seating top
plate should be designed so that the wedge-type chocks St 52-3 phyd = 170 bar ~ 79% of yield point
can easily be fitted into position. In order to assure proper fastening and avoid bending
stress in the bolts, the contact faces of the nuts should be
spotfaced.

15. Seating
Main engine foundation, in-line engine, dry oil sump (4V69A0022)

15. Seating
Main engine foundation V32, dry oil sump (1V69A0096)

15. Seating
Chocking of main engines (1V69L0028)

Steel chocks Resin chocks

15. Seating
15.3. Flexible mounting of generating sets The rubber element in the mounts is designed to with-
stand both compression and shear loads. In addition, the
Generating sets, consisting of engine and generator mounts have built-in buffers to limit the movements of the
mounted on a common base plate, are usually installed generating set due to the sea state.
on resilient mounts on the foundation in the ship.
The mounts are made of natural rubber and care must be
The resilient mounts reduce the structure-borne noise taken that the mounts do not come in contact with oil, oily
transmitted to the ship and also serve to protect the gen- water or fuel.
erating set bearings from possible fretting caused by hull
vibration. The compression of all mounts must be equal when the
generating set is installed and aligned on the ship’s foun-
The number of mounts and their location is calculated to dation. The maximum permissible variation in compres-
avoid resonance with excitations from the generating set sion is 2.0 mm when using conical mounts. Adjustments
engine, the main engine and the propeller. It is therefore in height are made with steel chocks. If shims are used,
important for the shipyard to inform Wärtsilä Diesel at the the minimum thickness of a shim is 0.5 mm and only one
design stage of the main engine speed, number of cylin- shim per mount is permitted.
ders, propeller speed and number of propeller blades. The transmission of forces emitted by the engine is 10 -
The selected number of mounts and their position will be 20% when using conical mounts. For the foundation de-
shown in the generating set dimensional drawing. Nor- sign, see drawing 3V46L0295 (in-line engines) and
mally, conical rubber mounts are used; in special cases 3V46L0294 (V-engines).
other types of mounts can also be considered.
Generating set seating,

in-line engine (3V46L0295)
Generating set seating,

V-engine (3V46L0294)

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

16. Dynamic characteristics

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

F = 0 for all cylinder numbers
External couples, D & E
Engine Speed Frequency MQ MH Frequency MQ MH
[RPM] [Hz] [Nm] [Nm] [Hz] [Nm] [Nm]
9R32 720 12 30600 30600 24 17700 —
750 12.5 33200 33200 25 19200 —
18V32 720 12 43300 43300 24 20870 11590
750 12.5 46990 46990 25 22650 12580
External forces, LN D & LN E

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

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

16.3. Torque variations

D&E
Engine Speed Frequency ML Frequency ML Frequency ML

[RPM] [Hz] Nm [Hz] Nm [Hz] Nm
4R32D 720 24 5600 48 18450 72 7100
24 * 42240
750 25 8730 50 18430 75 6990
25 * 46670
6R32D 720 36 20850 72 10650 108 2810
750 37.5 19330 75 10490 112.5 2720
8R32D 720 48 36910 96 5400 144 2280
750 50 36850 100 5180 150 2160
9R32D 720 54 33940 108 4210 162 2130
750 56.3 33960 112.5 4000 168.8 2010
12V32D 720 36 10790 72 18440 108 3970
750 37.5 10010 75 18170 112.5 3770
16V32D 720 48 12820 96 10150 144 2280
750 50 12880 100 9730 150 2160
18V32D 720 54 25980 108 5960 162 3930
750 56.3 26000 112.5 5650 168.8 3710

4R32E 720 24 6900 48 18100 72 7500
24 * 42240
750 25 10500 50 18100 75 7400
25 * 46670
6R32E 720 36 19200 72 11200 108 2900
750 37.5 17900 75 11000 112.5 3100
8R32E 720 48 36300 96 6200 144 2700
750 50 36300 100 5900 150 2600
9R32E 720 54 33900 108 5000 162 2500
750 56.3 33900 112.5 4700 168.8 2400
12V32E 720 36 10000 72 19400 108 4700
750 37.5 9300 75 19100 112.5 4500
16V32E 720 48 12600 96 11600 144 2700
750 50 12600 100 11100 150 2600
18V32E 720 54 26000 108 7000 162 4700
750 56.3 26000 112.5 6700 168.8 4400
* at zero load

LN D & LN E

4R32 LN D 720 24 4600 48 22000 72 8800
750 25 7100 50 22000 75 8800
4R32 LN D 720 24 43000 48 3900 72 2400
idle 750 25 48000 50 3900 75 2400
6R32 LN D 720 36 25000 72 13000 108 2700
750 37.5 22000 75 13000 112.5 2800
6R32 LN D 720 36 17000 72 3500 — —
idle 750 37.5 20000 75 3600 — —
8R32 LN D 720 48 44000 96 6000 — —
750 50 43000 100 6100 — —
9R32 LN D 720 54 41000 108 4000 — —
750 56.3 41000 112.5 4100 — —
12V32 LN D 720 36 13000 72 23000 108 3800
750 37.5 12000 75 23000 112.5 3900
12V32 LN D 720 36 9000 72 6100 108 1200
idle 750 37.5 10000 75 6200 112.5 1300
16V32 LN D 720 48 15000 96 11000 — —
750 50 15000 100 11000 — —
18V32 LN D 720 54 31000 108 5700 162 1000
750 56.3 32000 112.5 5800 168.8 1000

4R32 LN E 720 24 7900 48 23000 72 8400
750 25 6900 50 23000 75 8400
4R32 LN E 720 24 43000 48 3900 72 2400
idle 750 25 48000 50 3900 75 2400
6R32 LN E 720 36 28000 72 13000 108 1900
750 37.5 26000 75 13000 112.5 1900
6R32 LN E 720 36 17000 72 3500 — —
idle 750 37.5 20000 75 3600 — —
8R32 LN E 720 48 46000 96 4800 — —
750 50 45000 100 4800 — —
9R32 LN E 720 54 41000 108 2800 — —
750 56.3 41000 112.5 2800 — —
12V32 LN E 720 36 15000 72 22000 108 2600
750 37.5 14000 75 22000 112.5 2600
12V32 LN E 720 36 9000 72 6100 108 1200
idle 750 37.5 10000 75 6200 112.5 1300
16V32 LN E 720 48 16000 96 8900 — —
750 50 16000 100 9000 — —
18V32 LN E 720 54 32000 108 4000 — —
750 56.3 32000 112.5 4000 — —

17. Power Transmission

17.1. Connection to driven equipment Full output is also available at the free end of the engine.
An intermediate shaft and bearing is necessary between
Power transmission of propulsion engines is accom-
the engine and the flexible coupling of the PTO.
plished through a flexible coupling. Alternatively, a com-
bined flexible coupling and clutch mounted on the The mass-moments of inertia of the propulsion engines
flywheel is used. The crankshaft is equipped with an ad- (including flywheel) are typically as follows:
ditional shield bearing at the flywheel end. Therefore, Engine J [kg m²]
also a rather heavy coupling can be mounted on the fly-
wheel without intermediate bearings. 4R32 300 - 380
Generating set engines with more than six cylinders 6R32 260 - 520
8R32 440 - 750
must have a flexible coupling between the engine and
9R32 520 - 610
the alternator. This means that the generator must be of
12V32 530 - 710
2-bearing type. With four and six cylinder engines single 16V32 550 - 730
bearing alternators with flange connection to the flywheel 18V32 570 - 750
are preferred.
The type of flexible coupling to be used is decided from
case to case on the basis of the torsional vibration calcu-
lations that are made for each installation.
Connection engine-alternator (2V64L0040)

Power take off at free end (1V62L0395)
Fig. 1
Rating D1 D2 E F H K N Amin B Cmin
[kW/RPM]
1.02 100 170 108 280 150 300 225 640 902 1023
1.36 110 185 118 300 150 300 225 640 902 1023
1.77 120 200 130 325 150 300 225 635 902 1020
2.25 130 215 140 350 160 325 235 660 920 1040
2.81 140 230 150 380 160 325 235 680 966 1090
3.46 150 250 162 405 180 370 280 710 1010 1134
4.22 1) 160 260 172 430 180 370 280 780 1100 1245
5.05 1) 170 280 182 450 200 420 310 1170 1250 1410
6.00 1) 180 300 195 480 200 420 310 1200 1570 1730
7.06 1) 190 310 205 515 220 450 320 1240 1630 1800
8.20 1) 200 330 215 535 220 450 320 1250 1670 1838
1) with fitted bolts
Fig. 2
Rating D H K N A B Cmin
[kW/RPM]
2.25 130 160 325 235 408 952 1103
2.81 140 160 325 235 408 930 1060

17.2. Torsional vibrations Data of shaft alternator
A torsional vibration calculation is made for each installa- A mass-elastic diagram or an alternator shaft drawing
tion. For this purpose exact data of all components in- showing:
cluded in the shaft system are required. See the list of • alternator output, speed and sense of rotation
required data below.
• mass moment of inertia of all rotating parts or a total in-
General ertia value of the rotor, including the shaft
• Classification • torsional stiffness or dimensions of the shaft
• Ice class • material of the shaft including tensile strength and
modulus of rigidity
• Operating modes
• drawing number of the diagram or drawing
Data of reduction gear
Data of flexible coupling/clutch
A mass elastic diagram showing:
If a certain make of flexible coupling has to be used, the
• all clutching possibilities following data of it must be informed:
• sense of rotation of all shafts • mass moment of inertia of all parts of the coupling
• dimensions of all shafts • number of flexible elements
• mass moment of inertia of all rotating parts including • linear, progressive or degressive torsional stiffness
shafts and flanges per element
• torsional stiffness of shafts between rotating masses • dynamic magnification or relative damping
• material of shafts including tensile strength and modu- • nominal torque, permissible vibratory torque and per-
lus of rigidity missible power loss
• gear ratios • drawing of the coupling showing make, type and draw-
• drawing number of the diagram ing number
Data of propeller and shafting

A mass-elastic diagram or propeller shaft drawing show-
ing:
• mass moment of inertia of all rotating parts including
the rotating part of the OD-box, SKF couplings and ro-
tating parts of the bearings
• mass moment of inertia of the propeller at full/zero
pitch in water
• torsional stiffness or dimensions of the shaft
• material of the shaft including tensile strength and
modulus of rigidity
• drawing number of the diagram or drawing

17.3. Alternator feet design

Directives for designing the feet of the alternator and the distance between its fixing bolts
H 4R32 6R32 8 - 9R32 12 - 18V32

Rmax Rmax Rmax Rmax
1200 - 1400 750

1200 - 1750 890
1450 - 2200 1095
2000 - 2200 1095
H = distance between fixing bolts in steps of 50 mm

Rmax = see drawing below
Generator feet with 1 hole (4V92F0117-2a)
Alternative: B = 230 Alternative: B = 180

L L/2 L L/2
220 110 220 110
430 215 430 215
590 295 590 295

Generator feet with 2 holes (4V92F0117-3a)
Alternative: B = 230 Alternative: B = 180

L LH L LH
620 200 620 200
840 420 840 420

18. Engine room arrangement

18.1. Arrangement of generating sets
Engine room arrangement, generating sets, R32 (3V69C0064a)
Engine Dimensions
A B C D
4R32 1450 1530 1800 2440
6R32 1450 1530 1760 2400

1600 1680 1950 2590
8R32 1600 1680 1950 2590

2200 2280 2510 3150
9R32 1800 1800 2110 2750

2200 2280 2510 3150
The breadth of the common baseplate can vary with the type of alternator.

18.2. Arrangement of main engines

Engine room arrangement, main engines, R32 (0V69C0066b)
∗ Piston and connecting rod can be freely

transported over adjacent cylinder head covers.
Corresponding distances for LN engines are:
Min. 2500
Rec. 3000

Engine room arrangement, main engines, V32 (0V69C0065a)
∗ Piston and connecting rod can be freely transported

over adjacent cylinder head covers.
Corresponding distances for LN engines are:
Min. 2130
Rec. 2850

18.3. Transportation dimensions

Lifting of engines (2V83D0255)

Lifting of generating sets (3V83D0128/0129)

19. Dimensions and weights of engine parts

Turbocharger and cooler inserts (2V92L0593)
Weights [kg]
Engine 1. Turbocharger 2. Charge air cooler insert 3. Lubricating oil cooler insert
1-stage 2-stage
4R32 640 190 105
6R32 1030 260 450 120
8R32 1680 300 550 140
9R32 1680 310 140
12V32 2 x 1030 2 x 260 2 x 450
16V32 2 x 1680 2 x 300
18V32 2 x 1680 2 x 310
Dimensions
Engine 1-stage 2-stage
A B C D E C D E G H
4R32 1150 780 733 410 545 1070 336
6R32 1375 930 746 470 605 818 605 640 1340 336
8R32 1660 1110 841 470 645 958 645 710 1340 336
9R32 1660 1110 881 470 705 1340 336
12V32 1375 930 746 470 605 818 605 640
16V32 1660 1110 841 470 645
18V32 1660 1110 881 470 705

Large spare parts, 32 D & E (1V92L0351)
Item Weight [kg] Item Weight [kg]

1. Connecting rod 130 8. Injection valve 8
2. Piston 97 9. Starting air valve 4
3. Cylinder liner 177 10 Main bearing shell 4
4. Cylinder head 367 11. Split gear wheel 62
5. Valve 3 12. Intermediate gear wheel 28
6. Piston ring - 13. Intermediate gear complete 56
7. Injection pump 30 14. Camshaft gear wheel 33

Large spare parts, 32 LN D & LN E (1V92L1101)
342
463
Item Weight [kg] Item Weight [kg]

1. Connecting rod 137 8. Injection valve 8
2. Piston 115 9. Starting air valve 4
3. Cylinder liner 177 10 Main bearing shell 4
4. Cylinder head 367 11. Split gear wheel 62
5. Valve 3 12. Intermediate gear wheel 28
6. Piston ring - 13. Intermediate gear complete 56
7. Injection pump 35 14. Camshaft gear wheel 33

20. List of symbols
20. List of symbols

(4V92A0549a)

Vasa 32 Project Guide

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Introduction

Vaasa, 24 March 1997

Copyright 1997 by Wärtsilä Diesel Oy

Marine Project Guide WV32 - 2/1997 1

1. General data and outputs . . . . . . . . . . . . . 3 9. Turbocharger turbine washing system . 88

4. Engine description . . . . . . . . . . . . . . . . . 42 15. Seating . . . . . . . . . . . . . . . . . . . . . . . . . . 103

7. Cooling water system . . . . . . . . . . . . . . . 65 18. Engine room arrangement . . . . . . . . . . 117

8. Starting air system . . . . . . . . . . . . . . . . . 83 20. List of symbols . . . . . . . . . . . . . . . . . . . 125

2 Marine Project Guide WV32 - 2/1997

1. General data and outputs

Marine Project Guide WV32 - 2/1997 3

Oil quantity in turbocharger (ABB turbochargers, only) Auxiliary engines

Oil quantity in governor

4R32E 1620 2200 1640 2230 where

The maximum fuel rack position is mechanically limited

4 Marine Project Guide WV32 - 2/1997

1.5. Reference conditions • total barometric pressure 1.0 bar

1.6. Principal dimensions and weights

* Turbocharger at flywheel end

Marine Project Guide WV32 - 2/1997 5

* Turbocharger at flywheel end

6 Marine Project Guide WV32 - 2/1997

Generating sets, in-line engine (3V58E0439)

* Weight with liquids

Marine Project Guide WV32 - 2/1997 7

Generating sets V-engine (3V58E0438)

* Weight with liquids

8 Marine Project Guide WV32 - 2/1997

Marine Project Guide WV32 - 2/1997 9

Operating range, Wärtsilä Vasa 32E, FP-propeller

10 Marine Project Guide WV32 - 2/1997

Loading performance (1V93F0093)

Marine Project Guide WV32 - 2/1997 11

12 Marine Project Guide WV32 - 2/1997

2.4. Overhaul intervals and expected life

Component Time between overhauls [h] Expected lifetime [h]

Piston 12000 - 20000 20000 - 24000 24000 - 40000 40000 - 48000

Marine Project Guide WV32 - 2/1997 13

Engine output kW 1480 1500 1620 1640

14 Marine Project Guide WV32 - 2/1997

Wärtsilä Vasa 4R32 D E

Pump capacity (main), direct driven m³/h 44 46 44 46

1) If priming pump is connected, 400 RPM

Subject to revision without notice.

Marine Project Guide WV32 - 2/1997 15

Wärtsilä Vasa 4R32 LN D LN E

Engine output kW 1480 1500 1620 1640

Lubricating oil system

16 Marine Project Guide WV32 - 2/1997

Wärtsilä Vasa 4R32 LN D LN E

Pump capacity (main), direct driven m³/h 44 46 44 46

1) If priming pump is connected, 400 RPM

Subject to revision without notice.

Marine Project Guide WV32 - 2/1997 17

3.2. Wärtsilä Vasa 6R32 D E

Engine output kW 2220 2250 2430 2460

18 Marine Project Guide WV32 - 2/1997

Wärtsilä Vasa 6R32 D E

Pump capacity (main), direct driven m³/h 57 59 57 59

1) If priming pump is connected, 400 RPM.

Subject to revision without notice.

Marine Project Guide WV32 - 2/1997 19

Wärtsilä Vasa 6R32 LN D LN E

Engine output kW 2220 2250 2430 2460