Wartsila 6L46 Engine Manual

IMO 9322695
JS 2337
Engine
. .-. • ,'. v ;: ' .^^^^. • v . •
Manual
'éÉ"
WÄRTSILÄ 46
Number 45208
Installation JIANGNAN H2337
Engine type WÄRTSILA 6L46
Engine number 91675
Specification
This manual is intended for the personal use of engine operators and
should always be at their disposal. The content of this manual shall
neither be copied nor communicated to a third person.
Wärtsilä Finland Oy
Vaasa Factory
Tarhaajantie 2, FIN-65101 Vaasa, Finland
Tel. +358 10 709 0000, Tlx 74251 wva sf
Fax (Service) +358 6 356 7355
Fax (Spare parts) +358 10 709 1380
WARTSILA
è
Copyright by Wärtsilä Finland Oy

All rights reserved. No part of this booklet may be reproduced or copied in
any form or by any means (electronic, mechanical, graphic, photocopying,
recording, taping or other information retrieval systems) without the prior
written permission of the copyright owner.
THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITA-

TIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS
AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS
WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN
THE AREA, AND THE DESIGN OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGU-
LAR IMPROVEMENTS. MODIFICATIONS AND CHANGES. CONSEQUENTLY. THE
PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT
ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS
IN THIS BOOKLET 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 UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CON-
SEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY,
SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMA-
TION CONTAINED HEREIN.
O N T A C T W Ä R T S I L Ä
Service Department
Wärtsilä Finland Oy, Service Wärtsilä Finland Oy, Service
P.O.Box 252, FIN-65101 Vaasa, Finland P.O.Box 50, FIN-20810 Turku, Finland
During office hours (7.30-16.30) call operator During office hours (7.30-16.30) call operator
+358 10 709 0000 or any direct dial number. +358 10 709 0000 or any direct dial number.
Mobile Telephone Numbers

Nights and weekends please call mobile phone for service engineer or spare parts assistance.
Phone: +358 (0)10 709 080 Wärtsilä homepage: www.wartsila.com
E-mail: service.solutions@wartsila.com
Service Telecopiers
+358 6 356 7355 Field Service, +358107093455 Field Service
Resources
Service Sales Support Service Sales Support
+358107091572 - Americas +358107093179 - South Europe, Africa
+358107091380 - North, Central and +358107093410 - Middle East, South
East Europe Asia
+358107092787 - South East & E Asia
+358 63567336 - Finland
+.358 6_3_56 7339 Service Projects +358107093181 Service Projects
+358107091847 Technical Service +358107093279 Technical Service

+358107091271 Technical Service,
Warranty Handling
+358 63567376 Training +358107093595 Training
+358107092777 Documentation and +358107093435 Documentation and

Software Systems Software Systems
+358 6 356 7344 Parts +358107093435 Parts
-8 -7 -6 I -5 -4 -3 -2 + 3 + 4 + 5 + 6 +7 +8 +11 +12
2.0
Direct dial number to contact persons
During office hours (7.30-16.30)
Service Sales Support

Kimmo Kohtamäki +358107092860
General Manager Mobile:
+358 40 558 2372
kimmo.kohtamaki@wartsila.com
Päivi Hirvonen +358 10 709 2861 Johanna Kilpinen +358107093260

Assistant in Vaasa paivi.hirvonen@wartsila.com Assistant in Turku johanna.kilpinen@wartsila.com
South East & East Asia
Pasi Hautakoski +358107092826 Sten-Eric Björkman +358 10 709 2822
Regional Manager Mobile: Sales Support Manager Mobile:
+358 40 565 8237 +358 40 589 3443
• pasi.hautakoski@wartsila.com sten-eric.bjorkman@wartsila.com
Kai Laine +358107092838 Jari Vataja +358107091305
Sales Support Mobile: Sales Support Manager Mobile:
Manager +358 40 520 0801 +358 40 837 3305
kai.laine@wartsila.com jari.vataja@wartsila.com
Middle East, India, Pakistan
Tom Backlund +358107093317 Harri Leinenen +358107093314
+358 40 729 2535 +358 40 500 5498
tom.backlund@wartsila.com harri.leinonen@wartsila.com
Kari Källvik +358107093196
Sales Support Mobile:
Manager +358 40 507 0994
kari.kallvik@wartsila.com
North, Central & East Europe
Kari Koski-Tuuri +358 10 709 2875 Janne Ahti +358107091307
+358405136876 +358405181776
kari.koski-tuuri@wartsila.com janne.ahti@wartsila.com
Ton Makkee +358107091860 Kim Ostman +358107091824

Manager +358 40 762 5563 +358 40 836 5579
ton.makkee@wartsila.com kim.ostman@wartsila.com
South Europe, Africa
Keijo Nieminen +358107093235 Hannu Koski +358107093144
+358 40 820 9235 +358400859144
keijo.nieminen@wartsila.com hannu.koski@wartsila.com
Olli Laakso +35810709 3062 Klaus Westerinen +358 10 709 3281
Manager +358 400 863 062 +358 40 502 6882
olli.laakso@wartsila.com kiaus.westerinen@wartsila.com
Americas
Juha Kuusisto +358107092842 Jarno Tunturi +358107092709
+358405162902 +35810751 8285
juha.kuusisto@wartsila.com jarno.tunturi@wartsila.com
Jim Andersson +358107092065

Sales Support Mobile:
Manager +358 40 524 4370
jim.andersson@wartsila.com
2.0
Finland
Vesa Honkela +358107092837
Sales Manager Mobile:
+358405508815
vesa.honkeia@wartsila.com
Eero Hakala +35810709 1632 Guy Blomquist +358 107093475
Account Manager Mobile: Account Manager Mobile:
+358405522512 +358 40 592 0488
eero.hakala@wartsila.com guy.blomquist@wartsila.com
Christian Wickström +358107092746 Ville Packalén +358 107093642
Account Manager Mobile: Account Manager Mobile:
+358 40 556 3947 +358 40 502 4472
christian.wickstrom@wartsila. ville.packalen@wartsila.com
com
Service Projects
Leif Enlund +358107092906
Manager, Service Mobile:
Projects + 358 40 501 9262
leif.enlund@wartsila.com
Jens Norrgård +35810709 1876 Mikael Karhulahti +358107091845

Project Manager, Gas Mobile: Project Manager, Mobile:
+358 40 748 5586 Electrical +358 40 748 6632
jens.norrgard@wartsila.com mikael.karhulahti@wartsila.com
Technical Service
Krister Slotte +358107093406 Ari Reunanen +358107093063
General Manager Mobile: Manager Mobile:
+358 400 526 763 Wärtsilä 46, 50DF +358 40 835 8581
knster.slotte@wartsila.com ari.reunanen@wartsila.com
Pia Jerkku +358107093178 Stefan Wiik +358 107092394

Assistant in Turku pia.jerkku@wartsila.com Manager Mobile:
Wärtsilä 20, Vasa 22, 24 +358 40 540 8740
stefan.wiik@wartsila.com
Nancy Dahl +358107092781 Jonas Sundblom +358107091835

Assistant in Vaasa nancy.dahl@wartsila.com Manager Mobile:
Vasa 32, Wärtsilä 32 & + 358407351835
Wärtsilä 32, 34 Gas' jonas.sundblom@wartsila.com
Engines
Johan Pellas +358107092806 Olli Tarvonen +358107092783
Manager Mobile: Technical Manager Mobile:
Condition Based +358 40 732 2687 Wärtsilä 32, 34 Gas +358 40 590 2256
Maintenance johan.pellas@wartsila.com Engines olli.tarvonen@wartsila.com
Karl-Erik Lindholm +358107092790 Karl-Johan Nixholm +358107092807

Manager Mobile: Technical Manager Mobile:
Automation & Control +358 40 732 2689 Wärtsilä 32 +358 40 765 5807
karl-erik.lindholm@ karl-johan.nixholm@wartsila.com
wartsila.com
Hans-Olof Norrgård +358107092710 Mats Lagström +358107092804
Manager Mobile: Technical Manager mats.lagstrom@wartsila.com
Warranty +358 40 773 5531 Vasa 32
hans-
olof.norrgard@wartsila.com
2.0
Ingmar Ahlqvist +358107092750 Asko Vakkila +358107092756
Manager Mobile: Documentation Manager Mobile:
Documentation and +358 40 725 9954 Prime Movers +358 400 667 670
Software Systems ingmar.ahlqvist@wartsila.com asko.vakkila@wartsila.com
Arto Nikula +358 107091325 Hannu Salminen +358107093337

Documentation Manager Mobile: Documentation Manager Mobile:
Plant Installations +358 40 748 2259 Ship Installations +358 40 838 5899
arto.nikula@wartsila.com hannu.salminen@wartsila.com
Field Service
Thomas Nummelin +358 10 709 2832 Tapani Syrjänen +358107093359

General Manager Mobile: Manager Mobile:
Field Service +358405083114 Power Plants +358405023562
thomas.nummelin@wartsila.com tapani.syrjanen@wartsila.com
Niina Haapala- +358 107092731 Tiina Mäkinen +358107093024
Livera niina.haapala- Assistant in Turku tiina.makinen@wartsila.com
livera@wartsila.com
Assistant in Vaasa
Ralf Guldbrand +358107091859

Manager Mobile:
Field Service Resources +358 40 767 8859
ralf.guldbrand@wartsila.com
Kaj-Erik Holm +358107092836 Reijo Seikkula +358107093230
Service Co-ordinator Mobile: Service Co-ordinator Mobile:
Field Service Resources +358 40 837 3882 Field Service Resources +358407691787
kaj-erik.holm@wartsila.com reijo.seikkula@wartsila.corn
Ulf-Johan Björknäs +358107091152
Manager Mobile:
Marine Commissioning +358407292182
ulf-johan.bjorknas@wartsila.com
Anders Ståhlgård +358 107092862
Service Co-ordinator Mobile:
Power Plant < 380 +358 40 556 2862
anders.stahlgard@wartsila.com
Anders Bergfors +358107092856
Service Co-ordinator Mobile:
Electrical & Automation +358 40 708 2856
Systems anders.bergfors@wartsila.com
2.0
Contents, Instructions, Terminology 00
Main data, Operating Data and General Design 01
Fuel, Lubricating Oil, Cooling Water 02
Start, Stop and Operation 03
Maintenance Schedule 04
Maintenance Tools 05
Adjustments, Clearances and Wear Limits 06
Tightening Torques and Use of Hydraulic Tools 07
Operating Troubles, Emergency Operation
Specific Installation Data 09
Engine Block with Bearings, Cylinder Liners and Oil Sump 10
Crank Mechanism: Crankshaft, Connecting Rod, Piston 11
Cylinder Head with Valves 12
Camshaft Driving Gear 13
Valve Mechanism and Camshaft 14
Turbocharging and Air Cooling 15
Injection System 16
Fuel System 17
Lubricating Oil System 18
Cooling Water System 19
Exhaust System 20
Starting Air System 21
Control Mechanism 22
Instrumentation and Automation 23
00. Contents, instructions, terminology
oo.i Contents of the Manual

This Manual contains data and instructions for operation and mainte-
nance of the engine as well as instruction for handling, personal
protection and first aid when fuel-, lubricating oils and cooling water
additives are handled during normal operation and maintenance work.
Basic general knowledge has not been entered. Consequently, it is
assumed that the engine operation and maintenance staff is well
informed of the care of diesel engines.
Wärtsilä reserves for itself the right to minor alterations and im-
provements owing to engine development without being obliged to
enter the corresponding changes in this Manual.
The diesel engines will be equipped as agreed upon in the sales
documents. No claim can be made on the basis of this Manual as here
are described also components not included in every delivery. The
system diagram plans (fuel, oil, cooling etc.) are just indicative and thus
do not cover all installations. See installation specific system drawings
for more details.
Exact engine build-up in all details is defined by the specification
number on the name plate located on the engine.
Note! In all correspondence or when ordering spare parts, always state

engine type, specification number and engine number.
This Manual is supplemented by the Spare Parts Catalogue including

sectional drawings or exterior views of all components (partial assem-
blies).
00.2 General rules
Read the corresponding item carefully in this Manual before

any steps are taken.
Keep an engine logbook for every engine.
Observe utmost cleanliness and order at all maintenance
work.
Before dismantling, check that all systems concerned are
drained or pressure released. After dismantling, immediately cover all
holes for lubricating oil, fuel oil and air with tape, plugs, clean cloths
or similar.
WÄRTSILA 46 00- 1
When replacing a worn-out or damaged part provided with
an identification mark stating cylinder or bearing number, mark the
new part with the same number on the same spot. Every exchange
should be entered in the engine log and the reason should be clearly
stated.
(§| After reassembling, check that all screws and nuts are tightened
and locked acoording to stated recommend.
Check that all shields and covers are fully functional and in
place.
Note! Predictive maintenance to enhance fire protection i.e. inspection

of fuel oil lines, lubricating oil lines and pipe connections should
regularly be done.
00.3 Terminology
00.3.1 Explanation of terminology
The most commonly used terms in this manual are defined as follows,
see also Fig 00-1:
Operating side and rear side: Details located on the operating side
may be marked with "M" (Manoeuvering) and correspondingly "B" for
the back side of the engine (B-bank on a V-engine).
Clockwise rotating engine: When looking at the engine from the
driving end the shaft rotates clockwise.
Counter-clockwise rotating engine: When looking at the engine
from the driving end the shaft rotates counter-clockwise.
Bottom dead centre, abbreviated BDC, is the bottom turning point
of the piston in the cylinder.
Top dead centre, abbreviated TDC, is the top turning point of the
piston in the cylinder. TDC for every cylinder is marked on the
:
-gr-aduat-ion-of-t-he-flywheel-:
Top dead centre at firing: During a complete working cycle, consisting
of two crankshaft revolutions in a four-stroke engine, the piston reaches
TDC twice:
a) TDC at scavenging: For the first time when the exhaust stroke of
the previous working cycle ends and the suction stroke of the following
one begins. Exhaust valves as well as inlet valves are then partially
open and scavengingtakes place. If the crankshaft df turned backwards
and forwards from TDC position, both exhaust ajid inlet valves will
move, a fact that indicates that the crankshaft JJ near the position
which is called TDC:at scavenging. = s
00-2 WÄRTSILÄ 46
Terminology
Fig 00-1 WvOOS
b) TDC at firing: The second time is after the compression stroke and
before the working stroke. Slightly before this TDC the fuel injection
takes place (on an engine in operation) and this TDC can therefore be
defined TDC at firing. In this case, all valves are closed and do not move
if the crankshaft is turned. When watching the camshaft and the
injection pump it is possible to note that the pump tappet roller is on
the lifting side of the fuel cam.
Designation of cylinders:
According to ISO recommendation 1204 and DIN 6265 the designation
of cylinders begins at the driving end. In a V-engine the cylinders in
the left bank, seen from the driving end, are termed Al, A2 etc. and in
the right bank Bl, B2 etc.
High pressure pumps and Accumulators (CR engines only):
The Common Rail pumps and accumulators on an in-Line (L)-engine
are numbered 1, 2, 3 etc. in order from driving end, i.e. not according
to the cylinder numbers.
On a V-engine, as seen from the driving end, the left side bank pumps
and accumulators are termed Al, A2 etc. and the right bank equipment
Bl,B2etc.
WÄRTSILÄ 46 00-3
Designation of bearings
Main bearings:
The flywheel bearing is No. 0, the first standard main bearing is No.
1, the second No. 2 etc., see Fig 00-2.
Thrust bearings:
The thrust bearing rails are located in the flywheel bearing. The outer
rails close to the flywheel are marked with "00" and the inner rails with
"0".
Camshaft bearings:
The camshaft bearings are designated the same as the main bearings
and the thrust bearing bushings are designated "00" (outer) and "0".
Camshaft gear bearings:
The bearings is a located on the flywheel side are designated "00" and
the inner bearings "0".
Upper and lower bearings shells:
In bearings where both shells are identical, the upper one is marked
with "UP".
Numbering system of engine bearings
41 3. 21 1.. 0
Fig 00-2 4600030445
00-4 WÄRTSILÄ 46
00.3.2 Designation of valves
Designation of inlet and exhaust gas valves in cylinder head
Fig 00-3 4600040445
00.3.3 Markings on the flywheel:
Markings on the flywheel: The flywheel is provided with a 360° scale,

starting from TDC at firing for cylinder 1. TDC at firing for every
cylinder is marked on the flywheel. There is a common marking for the
cylinders in engines with even cylinder numbers, one cylinder is at TDC
at firing and the other is at TDC at scavenging. See also chapter 01.
Firing intervals of an in-line engine (in degrees of crank angle) can
be determined by dividing 720° with the number of cylinders.
In V-engines the scale starts from TDC at firing for cylinder Al. TDC
at firing for cylinder Bl is consequently at 45°. Firing intervals in a
bank of a V-engine can be determined by dividing 720 ° with the number
of cylinders of the bank.
WARTSILÀ 46 00-5
Markings on the flywheel
10°
Cyl A2 TDC
Fig 00-4 4600050445
Example: In this example of a clockwise rotating V engine, the fuel

timing is read to 10° for cylinder A2.
00-6 WÄRTSILÄ 46
OOA. Risk Reduction
OOA.l General
Read the engine manual including this appendix before installing,
operating or servicing the engine and/or related equipment.
Failure to follow the instructions can cause personal injury, loss of life
and/or property damage.
Proper personal safety equipment, e.g. gloves, hard hat, safety glasses
and ear protection must be used in all circumstances. Missing, imper-
fect or defective safety equipment might cause serious personal injury
or loss of life.
This appendix contains listed general identified hazards, hazardous
situations or events, which are to be noticed during normal operation
and maintenance work.
Identified hazard, hazardous situation or Chapter of engine manual

event 3 4 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Dropping parts during maintenance work X X X X X X X X X X X X X X X
Turning device engaged during maintenance X X X X X X X X

work "
Crankcase safety expl. valves will open if crank- X X X
case explosion
Noise level X X X X X X X X X X X X X X X X
Running engine without covers X X X X X X X X X X
In case of major failure, risk of ejected parts X X X X X X X X
Contact with electricity during maintenance X X X X X X X

work if power not disconnected
Electrical hazard if grounding of. electrical equip- X X
— .—„ X X X -_ —-
ment is incorrect
Ejection of components / high pressure gas due X X X X X X X
to high firing pressures
Risk of ejected parts due to break down of turbo- X X
charger
Overspeed or explosion due to air-gas mixture in X X X
the charge air '
Ejection of fuel injector if not fastened and crank- X X X
shaft is turned
Engine rotating due to engaged gear box or X X X X X X X X
closed generator breaker during overhaul
Fire or explosion due to leakage on fuel / gas line X X X X X X
or lube oil system
Inhalation of exhaust gases due to leakage 3) X X X
Continues
OOA- 1
identified hazard, hazardous situation or Chapter of engine manual
event 3 4 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Inhalation of exhaust gas dust X X X X X X X
Explosion or fire if flammable gas/vapour is X X

leaking into the insulation box. '
Touching of moving parts X X X X X X X X X X X X X X X
High pressure hoses, risk of oil spray. X X X X X X X X X X X X X X
' Warning light when turning device engaged.

' Suction air to be taken from gas free space.
' Require proper ventilation of engine room/plant.
' Require proper ventilation and/or gas detector in the engine.
00A. 1.1 General identified hazards, hazardous situ-

ations or events
OOA.1.1.1 Hazards that may be due to moving parts

o Running engine without covers, coming in contact with moving
parts,
o Touching pump parts during unintentional start of el. driven
pump motor,
o Charger starts to rotate due to draft if not locked during mainte-
nance,
o Somebody sticks his hand into the compressor housing when the
silencer is removed and engine running,
o Unexpected movement of valve or fuel rack(s) due to broken wire
or soft / hardware failure in the control system,
o Unexpected movement of components,
o Turning device engaged during maintenance work,
o Turning device not engaged e.g. Turning device removed for
overhaul, during maintenance work could cause rotating crank-
shaft,
o Mechanical breakage (of e.g. speed sensor) due to erratic actuator
assembly to engine or electrical connections.
OOA.1.1.2 Hazards that may be due to incorrect operating con-

ditions
o Overspeed or explosion due to air-gas mixture in the charge air,
o Overspeeding due to air-oil mist mixture in the charge air,
o Malfunction of crankcase ventilation,
o Oil mist detector will trip if water is present in lubricating oil,
o Crankcase explosion if oil mist is mixed with "fresh" air during
inspection after an oil mist shut down,
OOA-2
o Crankcase safety explosion valves will open if there is a crankcase
explosion.
OOA.1.1.3 Hazards that may be due to different leakages, break-
down or improper assembly of component
o Fuel or gas pipe will burst and spray fuel / gas,
o Leakage of:
— fuel in joints on low and/or high pressure side,
— lube oil,
— high pressure water on DWI engines,
— HT water,
— charge air,
— exhaust gas,
— pressurised air from air container, main manifold or pipes,
— high pressure gas and sealing oil on GD engines,
o Fire or explosion due to leakage on fuel line,
o Fire due to oil or fuel / gas leakage,
o Explosion or fire if flammable gas/vapour is leaking into the
insulation box,
o Inhalation of exhaust gases or fuel gases due to leakage,
o Failure of pneumatic stop,
o Ejected components due to:
— breakdown of hydraulic tool,
— breakdown of hydraulic bolt,
— breakdown of turbocharger,
— high firing pressures,
— major failure,
o Ejection of:
— pressurised liquids and gases from the block and pipings,
— high pressure fluid due to breakdown of hydraulic tool,
— gas due to high firing pressures,
— pressurised gases from high pressure gas system,
— high pressure fluid due to breakdown of HP sealing oil pipe,
— high pressure air during maintenance of oil mist detector main air
supply piping,
— cooling water or fuel/lube oil if sensor is loosened while the circuit
is pressurised,
— springs during maintenance work,
o Oil spray if running without covers,
o Ejection of fuel injector if not fastened and
— turning device engaged and turned.
— engine turning due to closed generator breaker/coupling
OOA-3
OOA.1.1.4 Hazards that may be due to electricity or incorrect
connections of electricity
o Fire or sparks due to damage or short circuit in electrical equip-
ment,
o Contact with electricity during maintenance work if power not
disconnected,
o Electrical hazard if grounding of electrical equipment is incorrect,
o Electrical shock if electrical equipment has a lead isolation break
or connector damage or is dismantled with power connected,
o Overheating of control system component due to erratic electrical
connections,
o Incorrectly wired or disconnected emergency stop switch,
o Overload of control system components due to damaged control
circuitry or incorrect voltage,
o Engine not controllable if failure in the shutdown circuitry,
o Unexpected start up or overrun,
o Crankcase explosion if:
— engine not safeguarded at high oil mist levels, due to energy supply
failure,
— engine not (fully) safeguarded at high oil mist levels, due to failure
in oil mist detector circuitry,
— engine not (fully) safeguarded at high oil mist levels, due to erratic
electrical connector or leakage in pipe connection.
OOA.1.1.5 Other hazards and hazardous situations where it's es-

pecially important to use personal safety equipment
o Slip, trip and fall,
o Water additives and treatment products (see appendix 02A, sec-
tion 02 A. 4),
o Touching the insulation box, turbo-charger, pipes exhaust mani-
fold or (other) unprotected parts without protection during engine
operation,
o Dropping parts during maintenance work,
o Starting maintenance work too early i.e. causing risk when han-
dling hot components,
o Neglecting use of cranes and/or lifting tools,
o Not using proper tools during e.g. maintenance work,
o Contact with fuel oil or oily parts during maintenance work (see
appendix 02A),
o Noise level,
o Touching or removing Turbocharger insulation,
o Preloaded fixation springs during check / replacement of sensor.
OOA-4
löKfor
OOB. Welding Precautions
OOB. l Precautions General

Main principles:
o Prevent uncontrolled current loops
o Prevent radiation
o Prevent sparkles flying around
o If convenient, disconnect all global signals like power supply, data
communication etc.
OOB. 1.1 Preventing uncontrolled current loops
Welding current path must always be checked, there should be a

straight route from the welding point back to the return connection of
the welding apparatus.
The main current is always going where it meets the lowest resistance,
in certain cases the return current can therefore go via grounding wires
and electronics in the control system.
To avoid this, the distance between the welding point and the return
connection clamp of the welding apparatus should always be shortest
possible and without electronic components in the returning loop path.
Attention must be paid to the connectivity of the return connection
clamp, a bad contact might also cause sparkles and radiation.
OOB. 1.2 Preventing Radiation
The welding current and the arc is emitting a wide spectrum of

electromagnetic radiation. This might cause damages on sensitive
electronic equipment.
To avoid these damages all cabinets and terminal boxes must be kept
closed during the welding. Sensitive equipment can also be protected
by means of shielding with a conductive metal plate.
Also avoid having the cables of the welding apparatus going in parallel
with wires and cables in the control system. The high welding current
is easily inducting secondary currents in other conductive materials.
OOB. 1.3 Preventing damage due to sparkles
Sparkles are commonly flying around from the welding arc. Few
materials withstand the heat from these sparkles. Therefore all cabi-
nets and terminal boxes should be kept closed during the welding.
Sensors, actuators, cables and other equipment out on the engine must
be protected by means of proper protection.
00- 1
Sparkles can also be a problem after they have cooled down, i.e. causing
short circuits, sealing problems etc.
OOB.2 Precaution checklists

OOB.2.1 Checklists General
The checklists (preferable glued to a plastic plate) in this chapter

should be put into the engines cabinet for respective system type. The
checklist must be easily visible and accessible when opening the
cabinet.
OOB.2.2 Basic ECU (Despemes/Spemos) checklist
The following precautions must be paid attention to before welding in

the vicinity of a basic ECU system:
o Close the cover of the cabinet
o Deactive the system by disconnecting all external connectors
(X1...X4).
o If convenient, protect cables, sensors and other equipment from
sparkles with a proper metal sheet.
OOB.2.3 WECS 2000 checklist

the vicinity of a WECS 2000 control system:
o Open all terminal fuses (Fl- FX) in the cabinet.
o Close the covers of the cabinet and all the distributed units.
o Deactivate the system by disconnecting all external connectors
(X1...X6).
sparkles with a proper metal sheet.
-OOBT274-WEeS-3000-checklist-

the vicinity of a WECS 3000 control system:
(X1...X5).
o Do not connect the welding apparatus return line to the alu-
minium profile containing CCU's, KDU's and ignition modules.
The profile is used as a common ground for these modules.
o Open all terminal fuses (F1...F20) in the cabinet.
o Close the covers of the cabinet and all the distributed units.
00-2
sparkles with proper metal sheet.
OOB.2.5 WECS 7000/8000 checklist

the vicinity of a WECS 7000 or 8000 control system:
(X1...X6).
o If the welding point is close to (approximately within a radius of
2 m) an electronic module disconnect all connectors of the unit.
o If an electronic module is connected through a GIB (Connection
Interface Box) then open the GIB cover and disconnect all connec-
tors of the unit and close cover again.
o Close the covers of the cabinet
o If engine equipped with harness: Disconnect the interconnections
between the harnesses and the cabinet.
o If convenient, protect harnesses, cables, sensors and other equip-
ment from sparkles with a proper metal sheet.
00-3
o
o
INSTRUCTION MANUAL m
o CO
co CD
z*~ Do
i^ o
CD 0 —1
O u*f co' ^
CO
CO i
: o CD" > Q.
CO' •o 5- A CO.
DO CD
CD Q5 co CO S^
Q3
***
0 —i —• 3 O
3
-n T3
0? CO >i^
CD
CO ^B cp_ CD
< 13 jCO
5" U) S_
<£. cf CO 0 CD r~
<~ o ^ CO
d ^^ ___ ij
er CO CT CO CO
3 O o CD CO
CD 0 CD CL CO CL 0' O
O O CD T3 ST CO. a
o CO O 0 CD m p. CO
o E; CL 13 O CO CO.
CO CD CD CO CO
g_ *f\
earance
3' o CO 1 —^ ^ CO
o CO CD CD CO
co" 0" co co" O. CD CD" o" O o.
13. CO CO CO
CO co CD CO CD o
O_ 5" CD' co CO co CO
CL CO CL 13 O CD
co CO ~n 0. CL
1 CL O 0 o 13
CL O CL
1O o" 3D CL CD o_ CD
CD CD cp_ 0 CD
O
•^" O Q_ O O CO O s
o" CO •o CO o •a CO
CO CO CO CO o co ^ CD CD
0 < 3J CO
O
CO CO CO CO CO CO c: CD CD
ic Installation C
Maintenance T(
of Hydraulic T(
Exhaust Sysl
co. o_ O en' \^ V-» §.
5' c/5' CD CD CD CD CD CD 5' CD O
_. O A
CD 1 5' 5' CD CO*
3 CO 1 CO 1 T3 5T CO c/T CO CD" 13
_, _, _, _,
, _J _i ™rf mmma _j
ro ro ro ro o 0 o O O O O O O
W ro —* 0 sO 00 V| Os Cn -te» U) ro —• 0 sO 00 Os Ul OJ 10
01. Main Data, Operating Data and
General Design
01.1 Main data for Wärtsilä 46
Cylinder bore 460 mm

Stroke 580 mm
Piston displacement per cylinder 96.4 l
Firing order
Engine Clockwise rotation Counter-clockwise rotation
type
4L46 1 -3-4-2 1-2-4-3
6L46 1 -5-3-6-2-4 1-4-2-6-3-5
8L46 1: 1-3-2-5-8-6-7-4 1: 1-4-7-6-8-5-2-3
II: 1-6-2-4-8-3-7-5 II: 1-5-7-3-8-4-2-6
9L46 1: 1-2-4-6-8-9-7-5-3 1: 1-3-5-7-9-8-6-4-2
II: 1-7-4-2-8-6-3-9-5 II: 1-5-9-3-6-8-2-4-7
12V46 A1-B1-A5-B5-A3-B3- A1-B4-A4-B2-A2-B6-
A6-B6-A2-B2-A4-B4 A6-B3-A3-B5-A5-B1
16V46 A 1 -B 1 -A3-B3-A2-B2-A5-B5- AI -B4-A4-B7-A7-B6-A6-B8-
A8-B8-A6-B6-A7-B7-A4-B4 A8-B5-A5-B2-A2-B3-A3-B 1
18V46 A 1 -B8-A7-B6-A4-B3-A2-B9-A8- A 1 -B2-A5-B4-A9-B7-A3-B 1 -A6-
B5-A6-B1 -A3-B7-A9-B4-A5-B2 B5-A8-B9-A2-B3-A4-B6-A7-B8
Normally the engine rotates clockwise.
Note! The engine specific firing order can be found in "Setting table" of
engine Test Protocol in file "Technical Attachments".
Lubricating oil volume in the engine (litres). „

Engine type 6L46 8L46 9W6 12V46 16V46 18V46
Dry sump 250 330 370 370 490 550
Wet sump See section "Lubricating oil level" in chapter 18.
Approx. cooling water volume in the engine (litres)

Engine type 6L46 8L46 9L46 12V46 16V46 18V46
HT 950 1350 1500 1700 2100 2600
LT 100 100 100 200 200 200
01 - 1
Recommended operating data
Apply to normal operation at nominal speed.
Normal values Limits

Alarm Stop
Temperatures, (°C)
80 (xx)
Lubricating oil before engine 60-65 70
Lubricating oil dufferential high, after engine 10-13
HT water after engine 85-95 105 110
Ht water differential low, before engine 5-15
HT water, rise over turbocharger (only VTR- 8- 12
and Napier-chargers)
LT water before engine 28-38
Charge air in air receiver 40-60 75
Exhaust gas after cylinder See test records 490 550°°°
Preheating of HT water 70
Gauge pressures (bar)
Lube oil before engine 4.0 3.0 2.0
Lube oil before turbocharger: VTR 0.5-1.5 0.4
TPL 1 .25 - 2.25 1.0
Napier 2.3-3.3 2.1
HT water before engine 3.0 - 4.5(x) 2.0
LT water before charge air cooler 3.0 - 4.5(x) 2.0
Fuel before engine 7-9 4.0
Starting air max. 30 18
Charge air See test records
Other pressures (bar)
Firing pressure See test records
Pressures of water injection system (bar)
Nominal pressure: Water 210 250
^x' Depending on speed and installation.

"("^"lZä~dTe~dücüörr^2ö%~äfloä~ds over 60%7
01 - 2
01.3 Reference conditions
Reference conditions according to ISO 3046-1 (2002):
Air pressure 100 kPa (1.0 bar)
Ambient temperature 298 K (25°C)
Relative air humidity 30 %
Cooling water temperature of charge air cooler 298 K (25°C)
In case the engine power can be utilized under more difficult conditions
than those mentioned above, it will be stated in the sales documents.
Otherwise, the engine manufacturer can give advice about the correct
output reduction. As a guideline additional reduction maybe calculated
as follows:
Reduction factor = (a + b + c) %
a = 0.5 % for every °C the ambient temperature exceeds the stated

value in the sales documents.
b = 1 % for every 100 m level difference above stated value in the sales
documents.
C = 0.4 % for every °C the cooling water of the charge air cooler exceeds
the stated value in the sales documents.
01 -3
01.4 General engine design
The engine is a turbocharged intercooled 4-stroke diesel engine with
direct fuel injection.
The engine block is cast in one piece. The main bearings are under-
slung. The main bearing cap is supported by two hydraulically ten-
sioned main bearing screws and two horizontal side screws.
The cooling water header is cast into the engine block. The crankcase
covers, made of light metal, seal against the engine block by means of
rubber sealings.
The lubricating oil sump is welded.
The cylinder liners are designed with high collars and drilled cooling
holes. The cooling effect is optimized to give the correct temperature of
the inner surface.
The liner is provided with an anti-polishing ring in the upper part of
the bore to eliminate the risk of bore polishing.
The main bearings are tri-metal bearings and can be removed by
lowering the main bearing cap. A hydraulic jack is provided for every
main bearing to lower and lift the main bearing cap. In case of low sump
lifting device (833 006) is provided.
The crankshaft is forged in one piece and is balanced by counter-
weights as required.
The connecting rods are drop forged. The design is a three piece
marine design. The small end bearing is stepped to achieve large
bearing surfaces. The big end bearings are of tri-metal type.
The piston upper part ring grooves are hardened. Cooling oil enters
the cooling space through the connecting rod. The cooling spaces are
designed to give an optimal shaker effect. Part of the oil going to the
cooling space is led to piston skirt lubrication through nozzles situated
in the piston.
The piston ring set consists of two chrome-plated compression rings
and one chrome-plated, spring-loaded oil scraper ring.
The cylinder head, made of special cast iron, is fixed by four hyd-
raulically tensioned screws. The head is of the double deck design and
cooling water is forced from the periphery towards the centre giving
efficient cooling in important areas.
The inlet valves are stellite plated and_the_stems.,are chromium
plated. The valve seat rings are made of a special cast iron alloy and
are changeable.
The exhaust valves seal against the directly cooled valve seat rings.
The valves are made of Nimonic in engines using HFO as fuel or they
have Stellite seats and chromium-plated stems in case of using MDO
or gas.
The seat rings, made of a corrosion and pitting resistant material, are
changeable.
The camshafts are made up from one-cylinder pieces with integrated
cams. The bearing journals are separate pieces and thus it is possible
to remove a camshaft piece sideways.
The injection pumps have integrated roller followers and can be
changed by adjusting the base measure with the tappet screw. The
01 - 4
pumps and piping are located in a closed space, so called "hot box", for
heavy fuel operation.
The charge air cooler is designed for easy maintenance and
equipped with water separator (= water mist catcher).
The internal lubricating oil system is provided with a welded oil
sump, lubricating oil connections and a centrifugal type filter.
The starting system. The air supply into the cylinders is controlled
by the starting air distributor run by the camshaft.
01 - 5
Cross-section of Wörtsilä 46, in-line engine
Fig 01-1 460101
01 - 6
Cross-section of Wärtsilä 46, V-engine
Fig 01-2 460102
01 - 7
8- 10
Start, Stop andOperation 03
Adjustments, Clearances andWear Limits 06
Operating Troubles, Emergency Operation 08
Injection System 16
Fuel System 17
Exhaust System 20
02. Fuel, Lubricating Oil, Cooling Water
For preventing and minimising the handling risks, read carefully
chapter 02A., Environmental Hazards.
02.1 Fuel
02.1.1 General
The WÄRTSILÄ medium-speed diesel engines are designed to oper-

ate on heavy fuel (residual fuel) with a maximum viscosity of 55 cSt at
100 °C (approx. 730 cSt at 50 °C, approx. 7200 Redwood No.l seconds
at 100 °F) and will operate satisfactorily on blended (intermediate)
fuels of lower viscosity, as well as on distillate fuel. Avoid the use of
fuels having a lower/higher viscosity than values found in the table
below, as such fuels may cause fuel injection pump plunger or fuel
nozzle needle seizure.
Fuel viscosity limits at engine inlet in running conditions (cSt)

Fuel WÄRTSILÄ®20 Vasa 32 & 32LN WÄRTSILÄ®46
WÄRTSILÄ®32
LFO, min. 1,8 2,0 2,8
HFO 16-24 16-24 16-24
The maximum limits of fuel characteristics for a certain engine are

stated in the documentation delivered with the engine.
Blended fuels (residuals and distillate) with a viscosity between
approx. 4 and 7 cSt at 100 °C (12 and 30 cSt at 50 °C, 75 and 200 Redwood
No.l seconds at 100 °F) containing between 30 and 60 % distillate
.should, however, be avoided due to the risk of precipitation of heavy
components in the blend, with filter clogging and large amount of
centrifuge sludge as a consequence.
When difficulties with filter clogging are experienced, fuel incompatibility
can be tested by the ASTM D4740-93 or ISO 10307-1/93 (LFO) or ISO
10307-2/A/93 (HFO) test methods.
W20/32/46, 32, 32LN 02- 1

02.1.2 Fuel treatment
02.1.2.1 Purification
Heavy fuel (residuals, and mixtures of residuals and distillate) must
be purified in an efficient centrifuge before entering the day tank. The
fuel is to be heated before centrifuging.
Recommended temperatures, depending on the fuel viscosity, are
stated in the diagram, chapter 02, Fig 02-1.
Be sure that the correct gravity disc is used. Never exceed the flow
rates recommended for the centrifuge for the grade of fuel in use. The
lower the flow rate the better the efficiency.
Recommended centrifuge flow rate

Fuel in use
Max. viscosity (cSt/100°C) 10 15 25 35 45 55
Approx. viscosity (cSt/50°C) 50 90 205 350 530 730
Centrifuge flow rate 60 40 30 25 20 15
(% of rated capacity)
Note! Recommended centrifuge flow rates, see separator manufacturers

instruction manual.
In case pure distillate fuel is used, centrifuging is still recommended

as fuel may be contaminated in the storage tanks.
Rated capacity of the centrifuge may be used provided the fuel
viscosity is less than 12 cSt at centrifuging temperature.
Marine Gas Oil viscosity is normally less than 12 cSt at 15 °C.
02.1.2.2 Heating
See diagram, Fig 02-1. Keep the fuel temperature about 10 °C above the
minimum storage temperature indicated in the diagram in order to
minimize the risk of wax formation, and the temperature after the final
heater 5 - 10 °C above the recommended temperature before injection
pumps to compensate for heat losses between heater and engine.
02-2 W20/32/46, 32, 32LN

Fuel oil viscosity-temperature diagram
Centistokes
\ ^\
N,
\ f AF Pf 'O K' 3|
D>
M ll < (^ 1 1 r \
1000-
X, \ -\ \ ^ \
•>«•
y- -.y. -fc M: y- -
600 J
L^
\ .- — i
s
G
\
>r
^* •A
400 -( \\ \
N
/ A
/ <^ ^R If "S' nr « n r i
300-r " ^ * "
( ,'Ei.
N
200- •A \ \ N.
\
j
\ \ / <7
m ff 8l
!M
100 - rti=w» =W
80-
—f m ?r
AH
Mir /|||[\ il S 'O| >Ai
-
U y~
*\
\
N,
\
X
s
s,
s
\
\
\
X
X
X
X
r ^
\
s
u,
X
\
?rX
tî B> IP ER tflÆ Ï
^
^
ft "ffi W ft "BFf ?f -^
kix
N,
-r
60- \ v
s,
'S
\ -c ,c v
\N \
N (i- Jt .1•HJ VI 'S
_z
^
\
c;n
\ >\ <\ \ X
\ ! | /
<
, X
/in
1
\
\ \ x s s.
** \
\\ s
S'
\
X X /
\ \
x| \
\
«PI\
s, X ,
/ s/ JtX ^X
on X
\
s
•\N '1?
xv
pp '"U «ÏM Df p)
^;i 'X N
N \
x y
r
\ D) s
1A \ \ x^ \
\ X ^
\ ^ _atm
\ / s Xv
^\ _ d ^Vs
v ^
s
10
x
\
Ja.
•^M
^
^^
\ /
^\ X s
s E/ \ \i
s
\
\
^
in / \ /\ N \ N ^ v, s
o / s x
s \ \ /\
f:
:?A % ^^
3 O , \ s
/
^
\ \ x
X. V /.—
^\
7
^
1A| 'IM : H FSf 1 r ÏII ~> PS \ \ v s / / t, Iv A -
k Ifc VIJ;
/
(f,
A X N
\ \N / /
\ s. X, / / 1
( s
A \ \ / / Ibu jb 1 C il bl 'J
5- *,
-flJ^V öS -al -®, -e -r
4-
,tr MPt- -, - Vî ^^
^—,
\
^ s \
^ X.
-A
'TIT
-Ht t-e
c ""vT n t;
H-al Fn 4- (
-^y
^H
S
-X
|14 cS ' n 41 K \
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130140 150

C »•
Fig 02-1 3202529238
Example: A fuel oil with a viscosity of 380 cSt (A) at50°C (B) or 80 cSt
at 80 °C (C) must be preheated to 112 - 126 °C (D-E) before the fuel
injection pumps, to 97 °C (F) at the centrifuge and to minimum 40 °C
(G) in storage tanks. The fuel oil may not be pumpable below 36 °C (H).
To obtain temperatures for intermediate viscosities, draw a line from
the known viscosity'/temperaturepoint in parallel to the nearest viscos-
ity/temperature line in diagram.
Example: Known viscosity 60 cSt at 50 °C (K). The following can be
read along the dotted line: Viscosity at 80 °C = 20 cSf, temperature at
fuel injection pumps 74 - 86°C, centrifuging temperature 86 °C, mini-
mum storage tank temperature 28 °C.
Conversion from various current and obsolete viscosity units to centi-
stokes can be made in the diagram, Fig 02-2. The diagram should be
used only for conversion of viscosities at the same temperature. The
same temperatures should then be used when entering the visco-
sity/temperature point into the diagram, Fig 02-1.
W20/32/46, 32, 32LN 02-3

Viscosity conversion diagram
Centistokes
5000-1 ' ' ' . . . . . . . i l r-=, , , . ^ i , i .
^—•i=- -^? •**-
onnn ^—" -^
^x*" —
^
1000- x -*" ^^ s^
1
^
600- x ' ^x
X s ^ ^
^^=
100-
, -?•
^Ä ^
80- •— f
28 /
^
/•
^
/x
/^ —^
j ^ //
/ s
/ /s
/ / '/
j
/ f
14 - /
r '
/ /
n / /
Ä / ( .
j— ~T-
l
i f
1 /
5-
4- f=H
-(—
i
/ \
10 20 50 100 2C 0 500 1000 2000 5000 10000
See. Saybolt Furol
• ' ''i i '
' 2 5 10 20 50 100 200 500 1000
i Engter
10 20 50 100 200 500 1000 2000 5000 10000
Sec. Redwood I
10 20 50 100 200 500 1000 2000 5000 10000
Fig 02-2 3202538935
When converting viscosities from one of the units on the abscissa to

centistokes or vice-versa, keep in mind that the result obtained is valid
only at one and the same temperature. When converting the viscosity in
anyûnit at a given temperature to a viscosity at another^temperature,
a viscosity-temperature diagram or conversion rule must be used.
02.1.2.3 Viscosity control
An automatic viscosity controller, or a viscosimeter, at least, should be
installed in order to keep the correct viscosity of the fuel before the fuel
enters the engine fuel system.
02-4 W20/32/46, 32, 32LN

02.1.3 Maximum limits of fuel characteristics
The diesel engines WÄRTSILÄ Vasa 32 & 32LN, WÄRTSILÄ* 20,

WÄRTSILÄ 32 and WÄRTSILÄ 46 are designed and developed
for continuous operation, without reduction of the rated output, on
fuels with the following properties:
Fuel characteristics, maximum limits

Kinematic viscosity cSt at 1 00 °C 55
cSt at 50 °C 730
Redwood No.l sec. at 100 °F 7200
Kinematic viscosity cSt at engine inlet see
02.1.1
Density kg/m 3 at 15°C 991
Density ^ kg/m°at 15°C 1010"
Water vol-% 1.0
Water, before engine vol-% 0.3
Flash point, min. (PMCC) °C 60
Pour point °C 30
Total Sediment Potential mass-% 0.10
The limits above also correspond to the demands:

o ISO 8217:1996(E), ISO-F-RMH 55 and RMK 55 l)
o BS MA 100:1996, RMH 55 and RMK 55:)
o CIMAC 1990, class H 55 and K 55 L)
Provided the fuel treatment system can remove water and solids.
Four types of fuels are defined for the WÄRTSILÄ® Vasa 32 & 32LN,
WÄRTSILÄ 20, WÄRTSILÄ® 32 and WÄRTSILÄ 46 engines:
o HFO 1, heavy fuel oil of normal quality.
o HFO 2, heavy fuel oil below normal standard quality.
o DO, diesel oil or LFO, light fuel oil.
o CRO, Crude oil.
The maintenance intervals are decided by the characteristics of the
used fuel, see Chapter 04 Maintenance Schedule.
W20/32/46, 32, 32LN 02-5

The differences between HFO 1 and HFO 2 are seen below:
Fuel characteristics, maximum limits

HFO 1 HFO 2
Sulphur mass-% 2.0 2.0 -5.0
Ash mass-% 0.05 0.05 - 0.20
Vanadium mg/kg 100 1 00 - 600
Sodium mg/kg 50 50- 100
Sodium, bef. engine mg/kg 30 30
Aluminium + Silicon mg/kg 30 30-80
Aluminium + Silicon, bef. mg/kg 15 15
engine
Conradson Carbon Residue mass-% 15 15-22
Asphaltenes mass-% 8 8- 14
CCAI 850 850 - 870
Foreign substances or chemical waste, hazardous to the safety of the
installation or detrimental to the performance of engines, should not
be contained in the fuel.
Note! If any of specified fuel properties exceed HFO 1 maximum value

the fuel should be classified as HFO 2.
02. l .4 Comments on fuel characteristics
The viscosity is not a measure of the fuel quality, but determines the
complexity of the fuel heating and handling system, as a heavy fuel oil has
to be heated to reach a viscosity of 16 - 24 cSt at the point of injection. At
low viscosities, the flow past the plunger in the injection pump in-
creases. This leads to a decrease in the amount of injected fuel, which
in bad cases might make it impossible to reach full engine output.
The standard engine fuel system is laid out for max. 55 cSt at 100 °C
fuel (approx. 730 cSt at 50 °C, approx. 7200 Redwood No.l seconds at
100 °F).
J"hedensity_-influences.rnainly-on.the-fuel-sepaFat-ion^Separ-ators can
remove water and to some extent solid particles from fuels having
densities of up to 991 kg/m at 15 °C. There are also separators on the
market that can clean fuel with densities of up to 1010 kg/m at 15 °C.
The separator capability must be checked before purchasing a fuel with
a very high density, as a bad separation will lead to abnormal wear due
to unremoved particles and water. The separator disc must be chosen
according to the fuel density.
Caution! Fuels having a low viscosity in combination with a high density

usually have bad ignition properties!
02-6 W20/32/46, 32, 32LN

Ignition quality. Heavy fuels may have very low ignition quality. This
may cause trouble at start and low load operation, particularly if the
engine is not sufficiently preheated. Low ignition quality may also
result in a long ignition delay and can cause a fast pressure rise and
very high maximum pressures. This increases the mechanical load and
can even damage engine components such as e.g. piston rings and
bearings severely. Deposits on the piston top, on the exhaust valves, in
the exhaust system, and on the turbine nozzle ring and turbine blades
can also be expected. The turbocharger fouling will lead to decreased
turbocharger efficiency, and increased thermal load.
A symptom of low ignition quality is diesel knock, i.e. hard, high
pitched combustion noise. The effects of diesel knocking are increased
mechanical load on components surrounding the combustion space,
increased thermal load, as well as increased lubricating oil consump-
tion and contamination.
Caution! Although low ignition quality produces long ignition delays, ad-
vancing the injection timing makes things only worse: The fuel will
be injected at a lower compression temperature, and this will
produce an even longer ignition delay!
Ignition quality is not defined, nor limited, in marine residual fuel

standards. The same applies to ISO-F-DMC marine distillate fuel.
The ignition quality of a distillate fuel can be determined according
to several methods, i.e. Diesel Index, Getane Index, and Getane Num-
ber.
The ignition quality of a heavy fuel oil can be roughly determined by
calculating the CCAI (= Calculated Carbon Aromaticity Index) from
the viscosity and density of a fuel.
Determining of CCAI:
CCAI = p - 81 -141 logiologio (VK + 0.85)
where p = density ( kg/m3 at 15 °C)

VK = kinematic viscosity ( cSt at 50 °C)
Note! An increased CCAI value indicates decreased ignition quality!
CCAI can also be determined (but with limited accuracy) by the

nomogram, see Fig 02-3.
Straight run fuels show CCAI values in the 770 - 840 range, and are
very good igniters. Cracked residues may run from 840 to over 900,
while most bunkers remain in the 840 to 870 range at present.
W20/32/46, 32, 32LN 02-7

The CCAI is not an exact tool for judging fuel ignition properties.
Following rough guidelines can however be given:
o Engines running at constant speed and load over 50 % can without
difficulty use fuels with CCAI-values of up to 870.
o Engines running at variable speed and load can without difficulty
run on fuels with CCAI-values up to 860.
To avoid difficulties with poor ignition quality fuels the following
should be noted:
o Sufficient preheating of the engine before start.
o Proper function of the inverse cooling system.
o Proper function of the injection system, especially the injection
nozzle condition must be good.
Nomogram for deriving CCAI
VISCOSITY DENSITY CCAI

cSt (mm2/s) (kg/m3atl5°C)
820 T
50°C 100'C 840^

a
Ê
2 r 800
5
;
880^ '- 810 '
E-
7 r 820 '
900^
8 -Ë 0
9 -i r 830
10 -! - 920^
— -4 -840
15 _= - 940^ 850
;- 5
20 — - -860 ;
- -6
' 25 -E -
' 30 _= - 7 ^870
< 35 _H - 8
'• 40 •4 - 9 '- 880 j
:
50 -= - 10
~- 890 i
75 -
'• 100 -f - 15 r 900 :
^
150 -^ E- 20 ^910 i
; 200 _l~ j- 25
I
: 250 ^920
i 300 _i — M'
' 400 ï ~s^35 -930 :
500 - Ê- 40
: i- 50
750 1E- 60
1000
Fig 02-3 3202599716
The water content
02-8 W20/32/46, 32, 32LN

of heavy fuel oils varies widely. Water may come from several different
sources, it can either be fresh or salt. It can also originate from e.g.
condensation in the installation's bunker tanks.
o If the water is sweet and very well emulsified in the fuel, the
effective energy content of the fuel decreases with increasing
water content, leading to an increase in fuel consumption.
o If the fuel is contaminated with sea water, the chlorine in the salt
will cause corrosion of the fuel handling system, including the
injection equipment. The effects of sodium, that also originates
from salt, are described more in detail below.
To avoid difficulties in the engine fuel injection system the water
content must be reduced to a max. of 0.3 % prior to the engine.
The sulphur in the fuel may cause cold corrosion and corrosive wear,
especially at low loads. Sulphur also contributes to deposit formation
in the exhaust system, normally together with vanadium and/or so-
dium in the form of sulphates. The deposits can also cause high
temperature corrosion, as described below.
A high ash content may be detrimental in several ways. Different ash
components can cause different problems:
o Aluminium and Silicon oxides originate from the refining process,
and can cause severe abrasive wear mainly of the injection pumps
and nozzles, but also of cylinder liners and piston rings. An
efficient fuel separation is a must for minimising wear.
o Oxides of vanadium and sodium, mainly sodium vanadyl
vanadates, are formed during the combustion, and mix or react
with oxides and vanadates of other ash components, e.g. nickel,
calcium, silicon and sulphur. The sticking temperature of the
mixture may be such, that a deposit is formed on a valve, in the
exhaust gas system, or in the turbo-charger. This deposit is highly
corrosive in the molten state, destroying the protective oxide layer
on e.g. an exhaust valve, and leading to hot corrosion and a burned
valve. Deposits and hot corrosion in the turbocharger, especially
on the nozzle ring and turbine blades will cause a decreased
turbocharger efficiency. The gas exchange will be disturbed, less
air flows through the engine, and thus the thermal load on the
engine increases. The deposit formation increases at increased
temperatures and engine outputs.
To avoid the above mentioned problems when running on high ash
fuels, it is important to:
o Have an efficient fuel separation.
o Clean the turbocharger regularly with water, see section 15.3.
o Have a strict quality control of the bunkered fuel, i.e. to see that
the amounts of ash and dangerous ash constituents stay low.
o Maintain clean air filters and charge air coolers by regular clean-
ing based on pressure drop monitoring.
High carbon residue content may lead to deposit formation in the
combustion chamber and in the exhaust system, especially at low loads.
W20/32/46, 32, 32LN 02-9

° Deposit formation on injection nozzle tips will disturb the fuel
atomisation and deform the fuel sprays, decreasing the combus-
tion process efficiency, and even leading to locally increased
thermal loads.
o Deposits in the piston ring grooves and on the rings will hinder
the movement of the rings, causing a.o. increased blow-by of
combustion gases down to the crank case, which in turn increases
the fouling of the lubricating oil.
o Deposits in the exhaust gas system and in the turbocharger will
disturb the gas exchange and increase the thermal load.
High asphaltene content may contribute to deposit formation in the
combustion chamber and in the exhaust system, especially at low loads.
Asphaltenes are complex, highly aromatic compounds with a high
molecular weight, that usually contain sulphur, nitrogen and oxygen,
as well as metals like vanadium, nickel, and iron (see "Ash" above). A
high asphaltene content indicates that a fuel may be difficult to ignite
and that it burns slowly.
If the fuel is unstable, the asphaltenes may precipitate from the fuel
and block filters and/or cause deposits in the fuel system, as well as
excessive centrifuge sludge.
A low flash point (high vapour pressure) is often seen especially for
crude oils.
The low flash point will not influence the combustion, but the fuel can
be dangerous to handle and store. This is especially the case if the pour
point is high, and the fuel has to be heated due to this. Special explosion
proof equipment and separators can be used in extreme cases.
A high vapour pressure (low flash point) can also give cavitation and
gas pockets in the fuel pipes. These can be avoided by using an elevated
pressure in the fuel handling system.
It is to be noted that some insurance companies demand the use of
fuels having a flash point higher than 60 °C.
The pour point tells below which temperature the fuel does not flow,
and determines how easy it will be to handle the fuel. The whole fuel
handling system, including tanks and pipes, must be heated to a
temperature at least 10 - 15 °C above the pour point.
Total sediment potential tells something about the fuels stability. If
-t-he^SP^s-highrthe-danger'ofsedim'ent'aTM^lüdge'förmat'ioh in tanks
and fuel handling systems increases, as well as the probability for filter
clogging.
TSP can also be used as a check for the compatibility of two different
fuels: The two fuels are mixed, and if the TSP for the mix remains low,
the fuels are compatible.
02.1.5 Measures to avoid difficulties when running on

heavy fuel
Poor fuel quality will influence on wear, engine part lifetime and
maintenance intervals adversely.
02- 10 W20/32/46, 32, 32LN

In order to obtain maximum operating economy it is recommendable:
to limit maximum continuous output as much as operating condi-

tions allow if fuel is known or suspected to have high vanadium content
(above 200 ppm) and sodium content.
to limit low load operation as much as operating conditions allow
if fuel is known or suspected to have high sulphur content (above
3 mass-%), carbon content (Conradson carbon above 12 mass-%)
and/or asphaltene content (above 8 mass-%).
Operating below 20 % of rated output should be limited to max. 100 hours
continuously, by loading the engine above 70 % of rated load for one hour
before continuing the low load operation or shutting down the engine.
Idling (i.e. main engine declutched, generator set disconnected)
should be limited as much as possible. Warming-up of the engine at no
load for more than 3 - 5 minutes before loading, as well as idling for
more than 3 minutes before stopping is unnecessary and should be
avoided.
02.1.6 General advice
To avoid stability and incompatibility problems (precipitation of heavy

components in the fuel), avoid, if possible, blending of fuels from
different bunker stations, unless the fuels are known to be compatible.
If stability and compatibility problems occur, never add distillate fuel,
as this will probably increase precipitation. A fuel additive with a
highly powerful dispersing characteristics can be of help until a new
fuel delivery takes place.
The characteristics of heavy fuels blended from residuals from mod-
ern refinery processes like catalytic cracking and visbreaking may
approach at least some of the limits of fuel characteristics given in the
chapter 02., sect. 02.1.3.
Compared with "traditional" heavy fuels blended from straight run
residuals, the "modern" heavy fuels may have reduced ignition and
combustion quality.
Fuels blended from catalytic cracking residuals may contain very
abrasive catalytic fines (silicon and aluminium oxides) which, if al-
lowed to enter the injection system, may wear down injection pumps
and nozzles in a few hours.
Some of the difficulties that may occur when operating on heavy fuels
blended from cracked residuals can be avoided by:
° Sufficient centrifuging capacity. The best and most disturbance-
free results are obtained with the purifier and clarifier in series.
Alternatively the main and stand-by separators may be run in
parallel, but this makes heavier demands on correct gravity disc
choice and constant flow and temperature control to achieve
optimum results. Flow rate through the centrifuges should not
exceed the maximum fuel consumption by more than 10 %.
o Sufficient heating capacity to keep centrifuging and injection
temperatures at recommended levels. It is important that the
W20/32/46, 32, 32LN 02- I T

temperature fluctuations are as low as possible (+ 2 °C before
centrifuge) when centrifuging high viscosity fuels with densities
approaching or exceeding 991 kg/m at 15 °C.
o Sufficient preheating of the engine and the fuel systems before
starting the engine.
o Keeping fuel injection equipment and the inverse cooling system
in good condition.
See also section 02.2.7., Handling of oil samples.
02.2 Lubricating oil

02.2.1 System oil characteristics
Viscosity. Viscosity class SAE 40. In WÄRTSILÄ Vasa 32 engine type

also the use of SAE 30 class lubricating oil is allowed.
Viscosity Index (VI). Min.95.
Alkalinity (BN). The required lubricating oil alkalinity is tied to the fuel
specified for the engine.
Fuel standards and lubricating oil requirements

Category Fuel standard Lube oil BN
ASTM D 975-94 GRADE 1 D, 2D
A ISO 8217: 1996(E) DMX, DMA
BS MA 100:1996 DMX, DMA 10-30
CIM AC 1990 DX, DA
ASTM D 975-94 GRADE 4D
B ISO 8217: 1996(E) DMB
BS MA 100:1996 DMB 15-30
CIMAC 1990 DB
ASTM D 396-94 GRADE No. 4-6
C ISO 8217: 1996(E) DMC, RMA10-RMK55
BS MA 100:1996 DMC, RMA10-RMK55 30-55
CIMAC 1990 DC,A10-K55
CRUDE OIL
D (CRO) 30
It is recommended to use in_the^first.place_BN_5-0-5 5_lub.r,icants when

operating on heavy fuel. This recommendation is valid especially for
engines having wet lubricating oil sump and using heavy fuel with
sulphur contents above 2.0 % mass. BN 40 lubricants can be used when
operating on heavy fuel as well if experience shows that the lubricating
oil BN equilibrium remains at an acceptable level.
BN 30 lubricants are recommended to be used only in special cases,
such as installations equipped with an SCR catalyst. Lower BN prod-
ucts eventually have a positive influence on cleanliness of the SCR
catalyst. With BN 30 oils lubricating oil change intervals may be rather
short, but lower total operating costs may be achieved because of better
plant availability provided that the maintenance intervals of the SCR
catalyst can be increased.
02- 12 W20/32/46, 32, 32LN

BN 30 oils are also a recommended alternative when operating on
crude oil. Though crude oils many times have low sulphur content, they
can contain other acid compounds and thus an adequate alkali reserve
is important.
Additives. The oils should contain additives that give good oxidation
stability, corrosion protection, load carrying capacity, neutralization of
acid combustion and oxidation residues, and should prevent deposit
formation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
Foaming Characteristics. Fresh lubricating oil should meet the follow-
ing limits for foaming tendency and stability (according to the ASTM
D 892-92 test method):
o Sequence I: 100/0 ml
o Sequence II: 100/0 ml
o Sequence III: 100/0 mi
In this test a certain amount of air is blown through the lubricating oil
sample. The first number in the results is the foam volume after a
blowing period of 5 minutes and should be less than or equal to 100 ml.
The second number is the foam volume after a settling period of 10
minutes and should always be 0 ml.
Sequences I and III are performed at a temperature of 24 °C and
sequence II at a temperature of 93.5 °C.
02.2.2 Lubricating oil qualities
Lubricating oil is an integrated engine component and thus the

quality of it is upmost important. All lubricating oils, which have
been approved for use in WÄRTSILÄ® Vasa 32, WÄRTSILÄ® Vasa
32LN, WÄRTSILÄ® 20, WÄRTSILÄ® 32 and WÄRTSILÄ® 46 en-
gine types, have gone through an approval test according to the
engine manufacturer's procedure.
The use of approved lubricating oil qualities during the warranty
period is mandatory and is also strongly recommended after the
warranty period.
The list of approved lubricating oils can be found in the end of this
chapter.
Note! Never blend different oil brands unless approved by the oil supplier,
and during the warranty period, by the engine manufacturer.
Attention! Before using a lubricating oil not listed in the table the engine
manufacturer must be contacted. Lubricating oils that are not
approved have to be tested according to the engine manufac-
turer's procedures.
W20/32/46, 32, 32LN 02- 13

02.2.3 Maintenance and control of the lubricating oil
Centrifuging of the system Oil is recommended in order to separate

water and insolubles from the oil. Water must not be added when
centrifuging ("washing"). The oil should be pre-heated to 80 - 95 °C.
Many oil manufacturers recommend a separation temperature of
90 - 95 °C for an effective separation. Please check with the supplier
of your lubricating oil what the optimal temperature is. Use the
highest recommended temperature. For efficient centrifuging, use
only about 20 % of the rated flow capacity of the separator. For
optimum conditions the centrifuge should be capable of passing the
entire oil quantity in circulation 4 - 5 times every 24 hour at 20 % of
rated flow. Gravity disc should be chosen ace. to oil density at
separation temperature. Follow the operation instructions given by
the separator manufacturer for optimal performance of the separator.
Note! The lubricating oil separation efficiency influences the condition of

the lubricating oil and the change interval of the lubricating oil
batch. Depending on type of application and from the different
lubricating oil system arrangements point of view, the following
separation routines are adviced:
- Continous running of the separator(s) when the engine(s) is run-
ning, recommended in the first place.
- Periodical separation of auxiliary engine in stand-by or running
mode in installation equipped with one or more separator(s), which
treats lubricating oil of more than one engine.
Caution! Defects on automatic, "self-cleaning" separators can quickly in-

crease the water content of the oil under certain circumstances!
(The water control valve fails.)
During the first year of operation it is advisable to take samples of the

lubricating oil at 500 operating hours intervals. The sample should be
sent to the oil supplier for analysis. On the basis of the results it is
possible to determine suitable intervals between oil changes. Frequent
oil analysis at 500 - 1000 operating hours intervals is also recom-
mendecTafter tfië first year of operation to ensure safe engine operation.
See also section 02.2.7., Handling of oil samples.
When estimating the condition of the used oil, the following properties
should be observed. Compare with guidance values (type analysis) for
new oil of the brand used.
Viscosity. Should not decrease by more than 20 % and not rise by more
than 25% above the guidance value at 100 °C.
Should not decrease by more than 25 % and not rise by more than
45% above the guidance value at 40 °C.
Flash point. Should not fall by more than 50 °C below the guidance
value. Min. permissible flash point 190°C (open cup) and 170°C (closed
cup) . At 150 °C risk of crankcase explosion.
02- 14 W20/32/46, 32, 32LN

Water content. Should not exceed 0.3 %. A value higher than 0.3% can
not be accepted for longer periods, but measures must be taken; either
centrifuging or oil change.
BN (Base Number).
o Fuel category A and B:
The minimum allowable BN value of a used oil is 50 % of the
nominal value of a new oil.
o Fuel categories C and D:
The minimum allowable value of used oil is BN 20.
Insolubles. The quantity allowed depends on various factors. The oil
supplier's recommendations should be followed. However, an n-Pentane
insoluble value above 1.5 % calls for attention. A value higher than 2 %
cannot be accepted for longer periods.
In general it can be said that the changes in the analyses give a better
basis of estimation than the absolute values.
Fast and great changes may indicate abnormal operation of the
engine or of a system.
Compensate for oil consumption by adding max. 10 % new oil at a
time. Adding larger quantities can disturb the balance of the used oil
causing, for example, precipitation of insolubles. Measure and record
the quantity added.
Attention to the lubricating oil consumption may give valuable infor-
mation about the engine condition.
A continuous increase may indicate that piston rings, pistons and
cylinder liners are getting worn, and a sudden increase motivates
pulling the pistons, if no other reason is found.
Guidance values for oil change intervals are to be found in chapter
04. Intervals between changes are influenced by system size (oil volume),
operating conditions, fuel quality, centrifuging efficiency and total oil
consumption. Efficient centrifuging and large systems (dry sump opera-
tion) generally allow for long intervals between changes. It is recom-
mended to follow up that the BN value of the lubricating oil keeps within
engine manufacturer's limits during the whole oil change interval.
When changing oil the following procedure is recommended:
Empty Oil system while oil is still hot. Be sure that oil filters and
coolers are also emptied.
Clean Oil spaces, including filters and camshaft compartment. In-
sert new filter cartridges.
Fill O small quantity Of new Oil in the oil sump and circulate with the
pre-lubricating pump. Drain!
Fill required quantity of oil in the system, see chapter 01, section
01.1.
Oil samples taken at regular intervals analyzed by the oil supplier,
ånd the analysis results plotted as a function of operating hours is an
efficient way of predicting oil change intervals.
Send or ask the oil supplier to send copies of oil analyses to the engine
manufacturer who will then assist in the evaluation.
W20/32/46, 32, 32LN 02- 15

In order to minimise the risk of lubricating oil foaming, deposit forma-
tion, blocking of lubricating oil filters, damage of engine components,
etc., the following procedure should be followed when lubricating oil
brand is changed from one to another:
° If possible, change the lubricating oil brand in connection with an
engine (piston) overhaul
° Drain old lubricating oil from the lubricating oil system
o Clean the lubricating oil system in case of an excessive amount of
deposits on the surfaces of engine components, like crankcase,
camshaft compartment, etc.
o Fill the lubricating oil system with fresh lubricating oil
If the procedure described above is not followed, responsibility of

possible damage and malfunctions caused by lubricating oil change
should always be agreed between the oil company and customer.
02.2.4 Lubricating oil for the governor
See the Instruction Book for the governor, attached. An oil of viscosity
class SAE 30 or SAE 40 is suitable, and the same oil can be used as
in the engine. Turbocharger oil can also be used in the governor. In
low ambient conditions it may be necessary to use multigrade oil (e.g.
SAE 5W-40) to get a good control during start-up. Oil change interval,
see maintenance schedule chapter 04.
Condensed water, high temperature or leaking drive shaft seal may
cause the oil to deteriorate, or internal surfaces of the governor to collect
deposits. If the reason cannot be clarified and rectified, a shorter oil
change interval or change of oil type should be considered.
The governor should be flushed with the oil in use or gasoil if heavy
contamination of the oil is evident.
Examples of suitable lubricating oils for governor can be found from
the end of this chapter, where the lists of approved lubricating oils for
an engine and turbocharger are available.
o If the system is equipped with a start booster, then this should
also be emptied when changing oil.
Q In installations whereby the actuator is equipped with a filter, it
has to be cleaned when changing oil.
° Depending on the governor type, oil should be separately emptied
from the power cylinder. This is done by removing the plug in the
bottom of the power cylinder.
o Some governors are equipped with a magnetic oil plug, this plug
should be cleaned in connection with an oil change.
Caution! If turbine oil is used in the governor, take care not to mix it with
engine lubricating oil. Only a small quantity of engine lubricating oil
into the turbine oil may cause heavy foaming.
02-16 W20/32/46, 32, 32LN

02.2.5 Lubricating oils for turbochargers
Please note that different types of turbochargers can be used for the
engine. The lubricating system is different for the different turbo-
charger. One type of chargers has a common lubricating oil system with
the engine, see chapter 15, while the other type of chargers has an
internal lubricating system for the bearings, see chapter 15. See the
Instruction Book for the turbocharger, attached.
Note! In the ABB VTR..4 series turbochargers the use of synthetic low friction
lubricating oils is strongly recommended by the engine and the
turbocharger manufacturers!
Oil change interval is 1500 h service for special mineral oils and 2500 h
service for synthetic lubricating oils.
Caution! Take care that the turbine oil is not mixed with engine lubricating
oil. Only a small quantity may cause heavy foaming.
The list of approved lubricating oils for the ABB VTR..4 series turbo-
chargers can be found in the end of this chapter. These lubricating oils
are, regarding viscosity and quality, according to the recommenda-
tions.
02.2.6 Lubricating oils for engine turning device
It is recommended to use EP-gear oils, viscosity 400-500 cSt at

40 °C=ISO VG 460 as lubricating oils for the turning device.
The list of lubricating oils for the engine turning device approved by
the turning device manufacturer can be found in the end of this chapter.
02.2.7 Handling of oil samples
When taking fuel oil or lubricating oil samples the importance of proper
sampling can not be over-emphasised. The accuracy of the analysis
results is significantly dependent on proper sampling and the results
will only be as good as the quality of the sample.
Use clean sample containers holding approximately 1 litre. Clean
sample containers and accessories (IATA carton boxes for transporta-
tion, ready made address labels, etc.) are available for example from
Wärtsilä local network office. Rinse the sampling line properly before
taking the actual sample. Preferably also rinse the sample bottles with
the oil a couple of times before taking the sample, especially if "un-
known" sample bottles need to be used. Close the bottles tightly using
the screw caps provided. Seal all bottles and record all the separate
seal numbers carefully. Put the bottles to be sent for analysing in
"Ziploc" plastic bags to prevent any spillage. Gently squeeze the "Ziploc"
W20/32/46, 32, 32LN 02- 17

bag to minimise any air content prior to sealing.
The background information for the fuel oil/lubricating sample is as
important as the sample itself. Oil samples with no background infor-
mation are of very limited value. The following data are essential to
note when taking the sample:
o Installation name
o Engine type and number
o Engine operating hours
o Lubricating oil brand/fuel oil type
o Lubricating oil operating hours
o Where in the system the lubricating oil/fuel oil sample was taken
o Sampling date and seal number of the separate samples if seals
are available
o Reason for taking and analysing the sample
o Contact information: Name (of the person who took the sample),
telephone, fax, e-mail, etc.
Use for example the ready made "Oil Analyse Application" form, see
Instruction Manual attachments .
Observe personal safety precautions when taking and handling fuel oil
and lubricating oil samples. Avoid breathing oil fumes and mist, use
respirator if necessary. Use strong, heat and hydrocarbon resistant
gloves (nitrile rubber for example). Wear eye goggles if splash risk exists.
Wear facial screen and protecting clothes if hot product is handled.
02.2.7.1 Lubricating oil sampling
Lubricating oil samples should be taken with the engine in operation
immediately after the lubricating oil filter on the engine. Always take
lubricating oil samples before adding fresh oil to the system.
02.2.7.2 Fuel oil sampling
Fuel oil samples can be drawn from different places in the fuel oil
system. Fuel samples "as bunkered" or "before the engine" (after fuel
oil separation and filtration) are perhaps the most common sample
types. From the engines point of view the most important fuel oil
sample is naturally the one whichj;nters the engine^jL.e. _taken after
~ ~fûêl"bil"sêparâïïôn änäTiltration. But if for example fuel oil separator
efficiency needs to be checked samples should be taken just before and
after the separator. It is not advisable to take samples from tank bottom
drain valves, since these will probably contain high levels of water and
sediment and thus the samples will not be representative of the bulk
phase.
02.2.8 Dispatch and transportation
Place the bottle with the "Ziploc" bag inside the IATA carton box and
fold the box according to the assembly instructions given on the box.
Enclose a copy of the "Bunker Receipt", if available, before closing the
last flap on the IATA carton.
02-18 W20/32/46, 32, 32LN

Check the DNVPS Air Courier Directory and use appropriate label
for the IATA carton box to ensure that the sample is forwarded to the
nearest DNVPS laboratory. Complete the courier dispatch instructions
on the side of the IATA carton. Fill in the DNVPS universal account
number (950 500 010) to prevent rejection from the courier company
(DHL). Complete the Proforma Invoice Form and tape it to the outside
of the IATA carton.
Call the air courier directly at the number as indicated in the Air
Courier Directory and request urgent pick-up, if necessary. When the
courier arrives you will need to complete an Airway Bill.
It is recommendable to handle the dispatching of the fuel oil and
lubricating oil samples at site. The results will be achieved faster when
the dispatching is handled at site and additionally it is illegal to carry
fuel oil samples as personal luggage on normal aeroplanes.
Support with interpretation of the analysis results and advice on
possible corrective actions is available from Wärtsilä, if needed.
W20/32/46, 32, 32LN 02- 19

.3 Cooling wafer
02.3.1 General
In order to prevent corrosion, scale deposits or other deposits in closed

circulating water systems, the water must be treated with additives.
Before treatment, the water must be limpid and meet the specifica-
tion found in the end of this chapter. Further, the use of an approved
cooling water additive or treatment system is mandatory.
Caution! Distilled water without additives absorbs carbon dioxide from the
air, which involves great risk of corrosion.
Sea water will cause severe corrosion and deposit formation even if
supplied to the system in small amounts.
Rain water has a high oxygen and carbon dioxide content; great risk
of corrosion; unsuitable as cooling water.
If risk of freezing occurs, please contact the engine manufacturer for
use of anti-freeze chemicals.
Fresh water generated by a reverse osmosis plant onboard often has
a high chloride content (higher than the permitted 80 mg/1) causing
corrosion.
Caution! The use of glycol in the cooling water is not recommended, if it is

not necessary. Since glycol alone does not protect the engine
against corrosion, additionally an approved cooling water additive
must always be used! I
02.3.2 Additives
As additives, use products from well-known and reliable suppliers with

vast distribution nets. Follow thoroughly the instructions of the sup-
plier.
Attention! The use of emulsion oils, phosphates and borates (sole) is not
accepted.
In an emergency, if compounded additives are not available, treat the

cooling water with sodium nitrite (NaNOz) in portions of 5 kg/m . To
obtain a pH value of 9, add caustic soda (NaOH), if necessary.
Attention! Sodium nitrite is toxic.
02-20 W20/32/46, 32, 32LN

Corrosion rate as a function of nitrite concentration
Nitrits oxidation curve
To give full protection the Nitrite level

should be kept above X ppm. The
actual concentration is additive
supplier dependent.
A permanent lower level will lead to
an accelerated corrosion rate.
Nitrite Concentration
X ppm
Fig 02-4 3202002002

Nitrite based cooling water additives are so called anodic inhibitors and
require proper dosing and maintenance in order to serve as intended.
The nitrite of the additive is as such a salt and it will increase the
conductivity of the water. The conductivity is on the other hand one of
the main parameters affecting the corrosion rate once a corrosion
process gets started, the higher the conductivity the higher the corro-
sion rate.
If the conditions (nitrite level, chlorides, pH, etc.) in the systems are
such that the nitrite based additive is no longer able to protect the
entire surface of the system there may occur a rapid, local corrosion in
the areas that are not protected. The corrosion rate at the attacked
areas will even be much greater than it would be with no additive at
all present in the system, see schematic graph of the corrosion rate as
a function of the nitrite dosage in Fig 02-4. Observe that the position
of the curve peak on the x-axis (= dangerous condition for corrosion) is
not stable, but will shift depending on temperature, pH, chlorides &
sulphates contents, etc. in the cooling water.
The table below shows shows examples of the most common cooling
water additive types.
W20/32/46, 32, 32LN 02-21

Summary of the most common cooling water additives
Additive Advantages Disadvantages
- good efficiency, if - suitable as additive except
dosage is controlled in air cooled heat ex-
Sodium carefully changers with large soft
- small active quantities, solder surfaces
nitrite 0.5 % by mass - toxic
- cheap - risk of spot corrosion when
too low concentration
- no increased risk of - tendency to attack zinc
corrosion coverings and soft solde-
Nitrite at over doses rings
+ - innocuous for the skin - toxic: lethal dosage 3 - 4 g
splid nitrite
borate - risk of spot corrosion when
too
low concentration
- not toxic - not active when water
- harmless to handle velocity exceeds 2 m/s
- commercial products very
Sodium expensive
silicate - increased risk of corrosion
when too low concen-
tration; spot corrosion
- limited suitability
not toxic - more expensive than toxic
harmless to handle additives
- increased risk of corrosion,
Sodium if unsufficently dosed
molybdate - can cause deposit
formation
(molybdates can collect to
ferrous sulphates)
- not toxic - more expensive than
Organic sodium
and nitrite and molybdate
inorcanic based
synergistic additives
based - big active quantitives by
mass
02-22 W20/32/46, 32, 32LN

02.3.3 Treatment
When changing the additive or when entering an additive into a system

where untreated water has been used, the complete system must be cleaned
(chemically) and rinsed before fresh treated water is poured into the system.
If, against our recommendations, an emulsion oil has been used, the
complete system must be absolutely cleaned of oil and greasy deposits.
Evaporated water should be compensated by untreated water; if
treated water is used the content of additives may gradually become
too high. To compensate for leakage or other losses, add treated water.
In connection with maintenance work calling for drainage of the
water system, take care of and reuse the treated water.
The list of approved cooling water additives and treatment systems
can be found in the end of this chapter.
Attention! Ask the supplier of the treatment product for instructions about
treatment procedure, dosage and concentration control.
Most suppliers will provide a test kit for the concentration control.
Additionally a frequent laboratory analysis of cooling water at 3 months
interval is recommended to ensure safe engine operation.
02.4 Injection water (DWI-engines)

02.4.1 Water quality
Water used for Direct Water Injection (DWI) has to fulfill the following
requirements:
Requirements for DWI -water
pH 5-9
Total Hardness max. 10 °dH
"Chlorides" -~ ~ — — — ^ --- — max. 80- -- — mg/l - —
Suspended Solids max. 50 mg/l
Silicon max. 50 mg/l
Temperature max. 50 °C
Fresh water to be used, see also section 02.3.1.

The water must not be contaminated by oil, grease, surfactants or
similar impurities. These kind of impurities may cause blocking of the
filters or other malfunctions in the direct water injection system.
W20/32/46, 32, 32LN 02-23

02.5 Water quality requirements for CASS-system
Water quality used for Combustion Air Saturation System (CASS) has
to fulfill the following requirements:
Requirements for CASS-water
Property Maximum value Unit
pH 6-8
Hardness 0.4 °dH
Chlorides as CI 5 mg/l
Suspended Solids 5 mg/l
Temperature before pump 60 °C
In order to achieve a safe operation of the CASS system and the engine,
water produced with a fresh water generator / distiller has to be used.
The water must not be contaminated by oil, grease, surfactants or
similar impurities. These kind of impurities may cause blocking of the
filters or other malfunctions in the CASS-system.
02-24 W20/32/46, 32, 32LN

02A. Environmental Hazards
02A. 1 General
Fuel oils, lubricating oils and cooling water additives are environmen-
tally hazardous. Take great care when handling these products or
systems containing these products. Detailed information and handling
instructions can be found in the text below.
02A.2 Fuel oils
Prolonged or repetitive contact with the skin may cause irritation and
increase the risk of skin cancer (polyaromatic hydrocarbons, etc.).
Fumes, like hydrogen sulphide or light hydrocarbons, that are irritat-
ing for eyes and respiratory organs may be released during load-
ing/bunkering. Fuel oils are mainly non-volatile burning fluids, but
may also contain volatile fractions. Risk for fire and explosion. May
cause long-term harm and damages in water environments. Risk of
contamination of the soil and the ground water. Take every appropriate
measure to prevent water and soil contamination.
02A.2.1 Handling
o Isolate from ignition sources, like sparks from static electricity for
example.
o Avoid breathing evaporated fumes (may contain hydrogen sul-
phide, etc.) during pumping and opening of storage tanks for
example. Use gas mask if necessary.
o The handling and storage temperatures must not exceed the flash
point of the product. Should be stored in tanks or containers
designed for flammable fluids.
o Must not be let into the sewage system, water systems or onto the
ground.
o Methane may during long-term storage be formed in tanks, due
to bacterial activities. Risk of explosions during unloading or
storage tank opening for example.
o Cloths, paper or any other absorbent material used to soak up
spills are fire hazards. Do not allow these to accumulate.
o Waste that contains the product is hazardous and has to be
disposed of according to directives issued by the local or national
environmental authorities. Collection, regeneration and burning
should be handled by authorized disposal plants.
02A- 1
02A.2.2 Personal protection equipment
o Respiratory organs protection: Oil mist: Use respirator, com-

bined particle and gas filter. Evaporated fumes (hydrogen sul-
phide, etc.): Use respirator, inorganic gas filter.
o Hands protection: Strong, heat and hydrocarbon resistant
gloves (nitrile rubber for example).
o Eye protection: Wear goggles if splash risk exists.
o Skin and body protection: Wear facial screen and covering
clothing as required. Use safety footwear when handling barrels.
Wear protecting clothes if hot product is handled.
02A.2.3 First aid measures
o Inhalation of fumes: Move victim to fresh air, keep warm and

lying still. Give oxygen or mouth to mouth resuscitation as
needed. Seek medical advice after significant exposures. Inhala-
tion of oil mist: Seek medical advice.
o Skin contact: Hot oil on the skin should be cooled immediately
with plenty of cold water. Wash immediately with plenty of water
and soap. Do not use solvents, the oil is spread and may be
absorbed into the skin. Remove contaminated clothing. Seek
medical advice if irritation develops.
o Eye contact: Rinse immediately with plenty of water, for at least
15 minutes and seek medical advice. If possible, keep rinsing until
eye specialist has been reached.
o Ingestion: Rinse mouth with water. Do not induce vomiting, in
order not to risk aspiration into respiratory organs. Seek medical
advice.
Note! Complete safety data sheets for the specific products used at your
installation should be available from the fuel oil delivering com-
pany.
02A-2
02A.3 Natural gas
Natural gas is non-toxic and will not harm anyone breathing in the low
concentrations near minor fuel leaks. Heavy concentrations, however,
can cause drowsiness and eventual suffocation.
In a gas engine installation, gas may cause danger situations in some
cases. The most serious situations are caused by gas leaks into the
engine room, gas fires and gas explosions caused by unburned gas in
the exhaust system.
If a gas explosion occurs, it is important to protect people, equipment
and environment from damages. Damages are caused by shock wave
and burning effect of the expanding and partly burning gases. Damages
can be avoided by preventing pressure build up in equipment and
guiding the released pressure to an open area.
Read the Gas Safety Manual that can be found at the end of chap-
ter 03 for gas engine installations.
02A.4 Lubricating oils

Fresh lubricating oils normally present no particular toxic hazard, but
all lubricants should always be handled with great care. Used lubricat-
ing oils may contain significant amounts of harmful metal and PAH
(polyaromatic hydrocarbons) compounds. Avoid prolonged or repetitive
contact with the skin. Prevent any risk of splashing and keep away
from heat, ignition sources and oxidizing agents. Risk of long term
contamination of the soil and the ground water. Take every appropriate
measure to prevent water and soil contamination.
02A.4.1 Handling
o Ensure adequate ventilation if there is a risk of release of vapours,

mists or aerosols. Do not breathe vapours, fumes or mist.
o Keep away from flammable materials and oxidants.
o Keep away from food and drinks. Do not eat, drink or smoke while
handling.
o Use only containers, piping, etc. which are resistant to hydrocar-
bons. Open the containers in well ventilated surroundings.
o Immediately take off all contaminated clothing.
o Empty packaging may contain flammable or potentially explosive
vapours.
o Cloths, paper or any other absorbent material used to recover
spills are fire hazards. Do not allow these to accumulate. Keep
waste products in closed containers.
o Waste that contains the product is hazardous and has to be
disposed of according to directives issued by the local or national
environmental authorities. Collection, regeneration and burning
should be handled by authorized disposal plants.
02A-3
o Hand protection: Impermeable and hydrocarbon resistant

gloves (nitrile rubber for example).
o Eye protection: Wear goggles if splash risk exists.
o Skin and body protection: Wear facial screen and covering
clothing as required. Use safety footwear when handling barrels.
Wear protecting clothes if hot product is handled.
o Inhalation of fumes: Move victim to fresh air, keep warm and

lying still.
o Skin contact: Wash immediately with plenty of water and soap
or cleaning agent. Do not use solvents (the oil is spread and may
be absorbed into the skin). Remove contaminated clothing. Seek
o Eye contact: Rinse immediately with plenty of water, continue
for at least 15 minutes and seek medical advice.
o Ingestion: Do not induce vomiting, in order not to risk aspiration
into respiratory organs. Seek medical advice immediately.
o Aspiration of liquid product: If aspiration into the lungs is
suspected (during vomiting for example) seek medical advice
immediately.
installation should be available from the lubricating oil manufac-
turer or your local dealer.
02A.5 Cooling water additives, nitrite based

The products are toxic if swallowed. Concentrated product may cause
and"~Këa"daché^~Significant
intake results in greyish/blue discoloration of the skin and mucus
membranes and a decreasing blood pressure. Skin and eye contact of
the undiluted product can produce intense irritation. Diluted solutions
may be moderately irritating.
02A.5.1 Handling
o Avoid contact with skin and eyes.

o Keep away from food and drinks. Do not eat, drink or smoke while
handling.
o Keep in well ventilated place with access to safety shower and eye
shower.
02A-4
o Soak liquid spills in absorbent material and collect solids in a
container. Wash floor with water as spillage may be slippery.
Contact appropriate authorities in case of bigger spills.
o Bulk material can be land dumped at an appropriate site in
accordance with local regulations.
o Respiratory protection: Not normally required. Avoid expo-

sure to product mists.
o Hands protection: Rubber gloves should be worn (PVC or natu-
ral rubber for example).
o Eye protection: Eye goggles should be worn.
o Skin and body protection: Use protective clothing and take
care to minimize splashing. Use safety footwear when handling
barrels.
o Inhalation: In the event of over exposure to spray mists move

victim to fresh air, keep warm and lying still. If effects persists,
seek medical advice.
o Skin contact: Wash immediately with plenty of water and soap.
Remove contaminated clothing. If irritation persists, seek medical
advice.
o Eye contact: Rinse immediately with plenty of clean water and
seek medical advice. If possible, keep rinsing until eye specialist
has been reached.
o Ingestion: Rinse mouth with water. Drink milk, fruit juice or
water. Do not induce vomiting without medical advice. Immedi-
ately seek medical advice. Do not give anything to drink to an
unconscious person.
installation should be available from the cooling water additive
manufacturer or local representative.
02A-5
Fly ashes and exhaust gas dust contami-
nated components
When handling the fly ashes, exhaust gas dusts and when working
inside the exhaust gas system or when handling any component
contaminated with exhaust gas dust, at least the following minimum
precautions and safety procedures must be applied:
Note! Inhaling, eye contacts, skin contacts and swallowing of fly ashes
and dusts must be avoided.
Employees must be required to study the safety instructions before

they start to overhaul the exhaust gas system or engine components
that have been in contact with exhaust gases.
Note! Spreading and spillage of the fly ashes and dusts to the environment
must be avoided.
When opening the manholes of the exhaust gas system and specially
the SCR avoid spreading the dust in the surrounding area. During
replacement of components in the exhaust gas system and during
handling as well as during normal operation of the system, dust
spreading must be avoided.
Appropriate flue gas dust spillage disposal instructions must be
applied. The dusts collected from the exhaust gas system must be
considered as hazardous waste and must be treated according to the
local regulations and legislation.
rator or for work inside the SCR or other places in the exhaust gas
system, where the dust concentration is high, a respiration mask
with fresh filtered compressed air supply is recommended.
o Hands protection: Gloves.
o Eye protection: Wear goggles.
o Skin and body protection: Wear covering clothing.
Also when machining or cleaning engine components that have been
in contact with exhaust gases, proper protection according to the above
must be used.
Consideration must also be given to whether the ventilation is
suitable for collecting dust from the machining and cleaning of the
components.
02A-6
o Inhalation of ashes: Move victim to fresh air, keep warm and lying
still. Give oxygen or mouth to mouth resuscitation as needed. Seek
medical advice after significant exposures.
o Skin contact: Hot ash on the skin should be cooled immediately
with plenty of cold water. Wash immediately with plenty of water
and soap. Do not use solvents, the ash is spread and may be
absorbed into the skin. Remove contaminated clothing. Seek
o Eye contact: Rinse immediately with plenty of water, for at least
15 minutes and seek medical advice. If possible, keep rinsing until
eye specialist has been reached.
o Ingestion: Rinse mouth with water. Do not induce vomiting, in
order not to risk aspiration into respiratory organs. Seek medical
advice.
02A.7 Lead in bearings

Lead has valuable lubricating properties and therefore it is incorpo-
rated into many bearing alloys.
The bearings in Wärtsilä engines consists of lead and are therefore a
toxic hazardous waste. Lead containing bearings that are not used
anymore must be wasted according to local waste disposal plant
instructions.
02A-7
02A.S Fluoride rubber products
02A.8.1 Handling instructions - normal sealing applica-

tions
In normal sealing applications the use of fluoride rubber products does

not cause any health hazards. The handling of products, e.g. installa-
tion and service, can be made without any risk — provided that normal
industrial hygiene is applied.
02A.8.2 Handling instructions in case of overheated

seats and valve blow-by
When changing 0-rings, for instance after a valve blow-by, operators

handling the remains of burnt fluoride rubber must wear impenetrable
acidproof gloves to protect the skin from the high corrosive remains.
Appropriate glove materials are neoprene or PVC. All liquid state
remains must be considered to be extremely corrosive.
Neutralisation of the remains can be done by using large amounts of
calcium hydroxide solution (lime water). Used gloves must be disposed
off.
02A.8.2.1 Use of fluoride rubber products at temperature above
275 °C (527 °F)
Fluoride rubber can be used in most applications (up to 275 °C) without
any substantial degradation or health hazard. Use of or test of fluoride
rubber at temperatures above 275 °C must be avoided. If the material,
in spite of above recommendations, is exposed to higher temperatures,
or in case of an accident, there is a risk that the temperature will rise
out of control.
02A.8.3 Special conditions
02A.8.3.1 Grinding dust

Dust and particles which originates from grinding or abrasion (wear)
of fluoride rubber can cause the formation of toxic degradation products
when burned (incinerated). Smoking must therefore be prohibited in
areas where there is fluoride rubber dust and particles present.
02A.8.3.2 Fire
In case of a fire, burning fluoride rubber can cause the formation of
toxic and corrosive degradation products (e.g. hydrofluoric acid, car-
bonyl fluoride, carbon monoxide and carbon fluoride fragments of low
molecular weight).
Burning (incineration) of fluoride rubber is allowed only when using
approved incinerators equipped with gas emission reduction systems.
02A-8
ïoloï
02A.8.3.3 Decontamination
Operators handling the remains of burnt fluoride rubber must wear
impenetrable acid-proof gloves to protect the skin from the high corro-
sive remains of burnt fluoride rubber. Appropriate glove materials are
neoprene or PVC. All liquid state remains must be considered to be
extremely corrosive.
02A.S.4 Personal protection equipment
o Hand protection: impenetrable acidproof gloves (neoprene or

PVC).
o Inhalation protection: breathing mask.
02AA5 First aid measures
o Inhaling: Move the patient from the danger zone. Make sure that
he blows his nose. Consult medical personnel.
o Eye contact: Rinse immediately with water. Contact medical
personnel.
o Skin contact: Rinse immediately with water, put a 2%-solution of
calcium gluconate gel on the exposed skin. If calcium gluconate-
gel is not available, continue to rinse with water. Contact medical
personnel.
02A-9
o
N)
Adjustments, Clearances andWear Umits 06
Camshaft Driving Gear ] 3
Injection System 16
Fuel System 17
Exhaust System 20
03. Start, stop and operation
03.1 Turning of the crankshaft

03.1.1 General
Turning is performed by means of an electrically driven turning device

built on the engine.
The turning device consists of an electric motor, which drives the turning
gear through a gear drive and a worm gear. There is a control box, including
a cable, which allows the turning to be accomplished from any position
near the engine. The turning speed is about 1/3 rpm.
The engaging and disengaging of the turning gear is done by the lever (1).
The lever is secured by a locking pin (6), see Fig 03-1.
The turning device is provided with a start blocking valve, which prevents
the engine from starting in case the turning gear is engaged, see chapter
21.
For careful adjustment of the crankshaft position there is a hand wheel
(2) with which it is possible to perform manual turning, see Fig 03-1.
Electrically driven turning device
B)
Fig 03-1 460310
A. In-line (L)-Engines, B. V-Engines, 1. Lever, 2. Hand wheel, 3. Vent

hole, 4. Drain hole, 5. Filling hole, 6. Locking pin TGE. Turning gear
engaged, TGD. Turning gear disengaged
WÄRTSILÄ 46 03- 1
\
03.1.2 Maintenance of turning device
Secondary shaft
Grease the secondary shaft of the turning gear with water-resistant
grease according to the maintenance schedule, see chapter 04.
The greasing takes place with the turning gear engaged (the secondary
shaft in-position), when the extra grease comes out from the locking
pin bore in the other end of the shaft. Excessive greasing is to be
avoided.
Oil change
Change the gearbox lubricating oil once during the first year of opera-
tion. For approved lubricating oils, (see chapter 02). After that, oil
should be changed according'to maintenance schedule in chapter 04.
Check also that the vent hole (3) is open, see Fig 03-1.
Drain Old Oil, preferably when warm, through the drain hole (4).
Rinse the-gearbox with clean, thin fluid ou.
Fill the gearbox with Oil (according to the table in section 02.2.7)
through the filling hole (5), see Fig 03-1 until the oil level reaches the
sight glass. Utmost cleanliness must be observed.
411 Close the Oil holes and drive the turning device a few revolu-
tions.
Check the Oil level and fill, if necessary.
03-2 WÄRTSILÄ 46
03.2 Start
03.2.1 General
Before starting the engine, check that:
o Check that the fuel system is in running order (correct preheating,

correct pressure, sufficient pre circulation to heat the fuel injec-
tion pumps)
o Check that the LT- and HT-circulating systems and the raw water
system are in running order (correct pressures, circulating water
preheated and.pre-circulated sufficiently to heat the engine)
s Check that the starting air pressure exceeds 15 bar (normally. 10
bar is still sufficient to start the engine)
o Check that the starting air system is drained of condense
o Check that in DWI engines the 24V control voltage is switched on
All covers and protecting shields are to be mounted before starting the
engine. Covers should be removed only occasionally e.g. measurements
and checks
Before starting the engine, ensure that possible maintenance and
service operations have been finished and all personel have been moved
away from the engine room and other risk areas.
Note! Never leave the engine running with covers removed
WÄRTSILÄ 46 03-3
03.2.2 Local start
Start the prelubricating oil pump to obtain a lubricating oil

pressure, min. about 0,5 bar. Or if full flow electric lubricating pumps
are installed, adjust the pressure to nominal, see chapter 01.
Open starting air valve and shut the blow-off valve when
there is no more condensate.
If the engine is conected to a reduction gear: Set the gover-
nor to idle speed and disconect the propeller shaft or set the propeller
blades to zero
Due to the automatic slow turning function it is not required to
turn the engine with air before starting, but always when there is time
available turn the crankshaft two revolutions with turning gear keeping
the stop lever in stop position and indicator valves open, see Fig 03-2.
Stop lever
Fig 03-2 460308
'Shut the indicator valves

Disengage the turning gear from the flywheel.
Check that the automatic alarm and stop devices in the in-
stallation are set in operation.
©J Check that the stop lever is in work position (normal) see Fig
Switch the engine on local control, see Fig 03-3.
03-4 WÄRTSILÄ 46
Different versions of local manouvering panel
Fig 03-3 460307
Push the start button on local manoeuvring panel. If the engine

has not been running during last 30 minutes it will do automatic
slow-turning and the engine turns slowly two turns. When slow turning
is over the engine immediately takes a full start. The start signal is
automatically on for 12 seconds or until the engine has reached the
adjusted speed, see more detailed information in chapter 23.
Caution! If the engine stops during the slow turning period do not try to start
again. The engine must be inspected to find the reason for stopping.
Speed controller or a mechanical starting fuel limiter is pro-

vided to limit the fuel rack movement to avoid over speeding and
unnecessary smoke during starting procedure. The starting fuel
limiter, see Fig 03-4., is automically disconected when engine has
achieved the idle speed.
WÄRTSILÄ 46 03-5
fy, eftsfå) (alMl @(ô)©OlS]00@OD
Starting fuel limiter
Fig 03-4 460306
Check immediately after Start that the pressure and tempera-

ture values are normal, see chapter 01. Check that all cylinders are
firing, if not, the engine must be stopped and the misfiring
cylinders should be checked.
Note! In an emergency, it is possible to start the engine manually by

operating the start valves by hand, see Fig 03-5. Hold the start valve
open until the engine speed has achieved 120 rpm. (Monitor speed
via the local indicator.) Extreme care must be taken while starting
because the automatic start control is not in operation.
03-6 WÄRTSILÄ 46
Control valves
Fig 03-5 460309
1. Emergency stop, 2. Stop, 3. Start, 4. Start fuel limiter (optional),

5. Slow turning, 10. Drain valve, 11. Filter, 12. Air container,
18. Non-return valve
03.2.3 Remote and automatic start
See installation specific instructions.
WÄRTSILÄ 46 03-7
Start after a prolonged stop (more than 8 h)
03.3.1 Local start after a prolonged stop
Check the following system parameters

o Check the lubricating oil level in the oil tank
o Check the lubricating oil pressure
o Check the circulating water level in the expansion tank
o Check the LT/HT water pressure
o Check the raw water supply
o Check the fuel oil level in the day tank
o Check the fuel oil pressure
o Check the starting air pressure (min. 15 bar)
o Check the governor oil level
o Check the turbocharger oil level (turbochargers with a separate
lubricating oil system)
o Check that the fuel racks move freely to prevent risk of overspeed
Observe Section 03.2.2
After starting check the following operating conditions

o Check that the starting air distributing pipes are not hot at any
cylinder (leakage from the starting valve).
o Check that the turbocharger lubricating pump is operating;
Sparying oil can be seen through the sight glass (VTR turbocharg-
ers)
o Check the turbocharger oil level (turbochargers with a separate
lubricating oil system)
o Check the governor oil level
o Check exhaust gas temperatures after each cylinder (all fuel
injectors are operating)
03.4 Start after overhaul
Check that the connections between the speed governor, over-

speed trip and injection pumps are set correctly (hold orginal values in
fuel pumps in relation to governor position) and move freely. Check
that all connections are locked propely and that the injection pumps
racks move freely in the pumps.
03-8 WÄRTSILÄ 46
Release the overspeed trip manually the speed governor con-
trol lever being in max. position and the stop lever in work position.
Check that all injection pump racks move to a values less than 5 mm.
J[j If the injection pump, camshaft or its driving mechanism have
been touched, check the fuel pump timming see chapter 16. and refer
to values in setting table included in the engine Test Protocol.
Adjust the timing if necessary.
Check the cooling water system for leakage, especially:
o Check the lower part of the cylinder

o Check the oil cooler (installation)
o Check the charge air cooler(s)
Check and adjust the valve clearances. If the camshaft or its

driving mechanism has been touched check, at least, the valve timing
of one cylinder (V engines: on each cylinder bank). For guidance values
see chapter 06.
jT| Start the prelubricating oil pump. Adjust the pressure so that
oil appears from all the bearings and lubricating nozzles, from the
piston cooling oil outlet and from the valve mechanism. Adjust the oil
pressure to nominal, see chapter 01. and check that there is no leakage
from the pipe connections inside or outside the engine.
Note! Observe that the crankshaft has to be turned in order to get oil
throug all connecting rods
Ensure that no rags, tools or parts are left in the crankcase.
Warning! Rags or tools left in the crankcase, untensioned or unlocked screws

or nuts (those which are to be locked), worn-out self-locking nuts,
MAY CAUSE TOTAL BREAKDOWN. Well cleaned oil spaces (oil sump
and camshaft spaces) help protect the oil pump and oil filter.
When Starting, see the instructions in sections 03.2.2 and 03.3.1
WARTSILÀ 46 03-9
03.5 Stop
03.5.1 Stop, general
The engine can always be stopped manually independent of the remote

control or automation system.
Warning! When overhauling the engine, make absolutely sure that the auto-
matic start, the prelubricating oil pump and the fuel oil booster
pump are inoperative. Close the starting air shut-off valve located
before the main starting valve. .Otherwise it might cause engine
damage and/or personal injury.
Move the stop lever into STOP position.

If the engine is to be stopped for a long time, close the indicator
valves. It is also advisable to cover the exhaust pipe opening.
When the engine is stopped, prime the lubrication oil system of the
engine and turn the crankshaft into a new position. This reduces the
risk of crankshaft and bearing damage due to vibration. Blow the
engine with open indicator valves and start the engine once a week to
check that everything is in order.
Prolonged stop
Circulate the cooling water properly once in a while during possible
prolonged stops (months) of the engine and keep the cooling water
additive (nitrite) dosage at least at the maximum recommended level
and preferably at 1,5 times the normal dosage.
The measures needed when keeping the engine stopped for a long time
depend much on the conditions in the place of storage.
If the engine is to be removed from service for months, please contact
Wärtsilä for further instructions.
03-10 WÄRTSILÄ 46
03.5.2 Manual stop
Engines provided with built-on cooling water pumps: Idle

the engine 5...7 minutes before stopping.
Engines provided with separate cooling water pumps: Idle the
engine 3...5 minutes before stopping. Run the cooling water pumps for
5 more minutes.
Stop the engine by moving the stop lever to stop position, see Fig
03-2. The time of slowing down offers a good opportunity to detect
possible abnormal sounds.
03.5.3 Local stop
Idle the engine as described in 03.5.2.

Switch the engine to local control.
S Stop the engine by pushing the stop button at the local ma-
noeuvring panel. Stop solenoid at speed governor is energized and the
fuel racks move to stop position. Stop signal is automatically on for 100
s which is long enough to stop the engine.
For more detailed information, see chapter 23.
03.5.4 Remote stop
T] Idle the engine as described in section 03.5.2.

_UJ To energize the remote Stop see installation specific instruc-
tions. Function on the engine is the same as when using local stop.
03.5.5 Automatic stop
The automatic shut down system is activated by some disturbance in

the system. A stop signal is energized simultaneously with the stop
solenoid in the speed governor and the pneumatic stop valve on the
engine. Through the pneumatic stop valve air is fed to a stop cylinder
fitted on each fuel pump which drives the pumps to stop position.
WARTSILA 46 03-11
03.6 Normal operation supervision
03.6.1 Normal operation supervision, general
If an alarm limit is reached and an alarm is activated, the engine

situation is already serious. All necessary counter measures must be
taken to remove this emergency condition and return to normal oper-
ating conditions. As the abnormal operating situation may cause
damages to the engine, all efforts must be put into returning to the
normal operating situation instead of just waiting for an automatic
shut down of the engine.
Note! There is no automatic supervision or control arrangement that can

replace experienced engineers' observations. LOOK and LISTEN to
the engine.
Jj Strong gas blow-by Strong gas blow-by past the pistons is one of
the most dangerous things that can occur in a diesel engine. If gas
blow-by is suspected (e.g. because of a sudden increase of the lubricat-
ing oil consumption) check the crankcase pressure. If the pressure
exceeds 30 mm H2Û, check the crankcase venting system. If that is in
good working condition, pull the pistons!
Operation at loads below 20 % Operation at loads below 20 %

of rated output should be limited to maximum 100 hours continuously
when operating on heavy fuel by loading the engine above 70 % of rated
load for one hour before continuing the low load operation or stopping
the engine.
Idling (i.e. main engine declutched, generator disconnected) should
be limited as much as possible. Warming-up of the engine for more than
5 minutes before loading, as well as idling more than 5 minutes before
stopping is unnecessary and should be avoided.
03- 12 WARTS I LA 46
03.6.2 Every second day or after every 50 running hours
Read all temperatures and pressures and, at the same time,

the load of the engine. All temperatures are more or less depending on
the load whereas the lubricating oil and circulating water pressures
(when using engine-mounted pumps) are dependent on the engine
speed. Therefore, always compare the values read with those at corre-
sponding load and speed in the engine Test Protocol and curves.
Guidance values are stated in Chapter 01.
The charge air temperature should, in principle, be as low as possible
at loads higher than 60%, however, not so low that condensation occurs,
see Fig 03-6
jj] Check the Oil level in the oil sump/oil tank. Estimate the appear-
ance and consistency of the oil. A simple check of the water content is
to place a drop of oil on a hot surface (about 150°C). If the drop keeps
"quiet", it does not contain water; if it "frizzles" it contains water.
Compensate for oil consumption by adding max. 10% fresh oil at a time.
~W\ Check that the ventilation (de-aerating) of the engine circulat-
ing water system (the expansion tank) is working. Check that the
leakage from the teltale hole of the cooling water pumps are normal
(slight).
Check the quantity of leak-fuel from the draining pipes.
Check that the drain pipes of the air coolr(s) are open.
Clean the compressor Side of the turbocharger by injecting
water, see section 15.3.3 "Cleaning Procedure" in chapter 15. See the
Instruction manual of the Turbocharger.
Marine engines (propulsion engines):
Bearing preservation on a stationary engine. When the en-

gine is stopped, prime the lubrication oil system of the engine and turn
the crankshaft into a new position. This reduces the risk of crankshaft
and bearing damage due to vibration.
WÄRTSILÄ 46 03- 13
i 8u@(ô) @rjixo] ©(öxgRsfflgOö
Condensation in charge air coolers
2D uu i f=40 ^T^ „--—• ^——•

"o 50 E /
_; f=6C) f==80 " !f=10
^-—-
^^ "^~^
40 - / /"_
-^
- / / /? •^>
30
- / /// / f=r elativ e hun-lidity %
20
10 = /// y
E
< 0 E
10
p
20 |\ p= Air manifold pressure
ba råbs
"c
"o 30
\
40
=~ \\V
\\
\
- "^ ^ \
50 ; ^ " \^
- \1 _________
-^ '
60 P-4.O K-O.O
^
7n -i i i i I I I ' 1 1 1 Ifl 1 1 1 lK-4.1 1 Tm M 1 1 1 1 1 1 1 -1-kj.i
.01 .02 .03 .04 .05 .06 .07 .08 .09

Water content (kg water/kg dry air)
Fig 03-6 460303
Example: If the ambient air temperature is 35°C and the relative

humidity is 80%, the water content in air can be read from the diagram
(0.029 kg water / kg dry air). If the air manifold pressure (receiver
pressure) under these conditions is 2.5 bar, i.e. absolute air pressure in
the air manifold is about 3.5 bar (ambient pressure + air manifold
pressure), the dewpoint will be 55°C (from diagram). If the air tempera-
ture in the air manifold is only 45°C, the air can only contain 0.018 kg
water / kg dry air (from diagram). The difference 0.011 kg/kg (0.029-
0.018) will appear as condensed water.
03.6.3 Every second week or after every 250 running

hours
Clean the centrifugal lubricating oil filter(s)

Keep the injectionpump racks clean.
Clean the turbine side of the turbocharger by injecting water,
see chapter 15. and the Instruction manual of the Turbocharger.
03- 14 WÄRTSILÄ 46
03.6.4 Once a month or after every 500 running hours
T] Check the content of additives in the circulating water.

j[] Check the cylinder pressures. At the same time, note the load
of the engine. Fuel rack position, turbine speed, charge air pressure
and inlet air temperature offer an accurate estimation of the engine
load.
Note! Measurement of cylinder pressures without simultaneous measure-

ment of the engine load is practically worthless.
03.6.5 In connection with maintenance work
Record the following Steps and the running hours in the engine
log:
o Lubricating oil sampling (record also operating time of oil). Lubri-
cating oil analyzes without statement of operating time is of
limited value ("go - no go" only)
o Lubricating oil changes
o Cleaning of centrifugal lubricating oil filters
o Cleaning/changing of lubricating and fuel oil filter cartridges
o Change of parts in connection with maintenance according to
chapter 04.
Disconnect the electronic equipment according to the instruc-
tions in Appendix OOB., if any welding is performed on the engine. Keep
the return connection near the welding point.
03.7 Operation supervision after overhaul
At the first start, listen carefully for possible unusual sounds. If

anything is suspected, stop the engine immediately, otherwise stop the
engine after 5 minutes idling at normal speed. Check at least the
temperatures of the main and big end bearing and of all other bearings,
which have been opened. Make visual inspection from below to the
cylinder liners and piston skirts, which have been opened. If everything
is in order, restart.
JO Check that there is no leakage of gas, water, and fuel, cooling
oil or lubricating oil. Especially observe the fuel lines, injection pumps
and injection valves. Watch the quantities emerging from the leak oil
pipes!
WÄRTSILA 46 03- 15
Caution! Check that the starting air distributing pipe is not hot at any cylinder
(leaky starting valve). May cause explosion!
After overhauling, the following instructions are especially im-

portant:
o Check pressures and temperatures
o Check the automatic alarm and stop devices
o Check that the turbocharger lubricating pumps are operating.
Sparying oil can be seen through the sight glass. (VTR-turbo-
chargers)
o Check the pressure drop over the fuel filter and lubricating oil
filter
o Check the oil level in the oil sump / oil tank. Estimate the condition
of the oil
o Check the ventilation (de-aerating) of the engine circulating water
system
o Check the quantity of leak fuel
o Check the gossip holes of the coolers
o Check the content of additives in the circulating water
o Check the cylinder pressures
o Listen for jarring sounds
o Check the crankcase pressure
o Check the starting air pipes
03.8 Running-in
The runnig-in of a new engine must be performed according to pro-
gramme in Fig 03-7. It is also recomended that runnig-in procedure is
performed after following maintenance work.
U | After piston overhaul, follow program-A.in-Eig-Q3Jr-as-closel-v-as-
possible. The piston rings have slid into new positions and need time
to bed-in. If the program cannot be followed, do not load the engine
fully for 4 h, at least.
JO After changing piston rings, pistons or cylinder liners and after
honing of cylinder liners follow program B in Fig 03-7 as closely as
possible.
If the program cannot be followed, do not load the engine fully for
10 h, at least.
Note! Avoid "running-in" at continuous and constant low load.
18C®(°) OnXs] @gX§Rsffl@Oo
The important thing is to vary the load several times. The ring groove
will have a different tilting angle at each load stage and consequently
the piston ring a different contact line to the cylinder liner.
The running in may be performed either on distillate or heavy fuel,
using the normal lubricating oil specified for the engine.
For use of running-in filters see chapter 18.
Running-in programme
Engine load % A -- After piston overhaul

n B — After change of piston rings, 'pistons or cylinder liners, after honing cylinder liners
100--
1 2 3 4 5 6 10h
(Î) Stop. Check big end bearing temperatures Operating hours
@ End of running-in programme. Engine may be put on normal mode
Fig 03-7 460304
Stop. Check big end bearing temperatures and inspect the cylinder
liners and pistons from below.
End of running-in programme. Engine may be put on normal
load.
WÄRTSILA 46 03- 17
03.9
Engine loading see Fig 03-8.
The loading of the engine is subjected to a heated engine with HT water
temperature >70°C.
Lubricating oil temperature >40°C.
If the temperatures are lower the loading time must be twice as long.
Normally the loading is automatically controlled by the engine control
system.
Engine loading curve
L%
100
75
-1
I/ •'3
50
25
0 30 60 90 120 150 180 300 360

T(s)
Fig 03-8 460304
L. Engine load, T. Time

1. Emergency load
2. Normal max. loading in operating condition
3. Load acceptance with preheated engine in stand-by condition^
(HT water temperature min. 70°C, lub. oil temperature min. 40°C)
Injection System 16
Fuel System 17
Exhaust System 20
4. Maintenance schedule
4.1. Maintenance schedule, general

The actual operating conditions, and above all the quality of the fuel used, will
largely determine the maintenance necessary for the engine. Because of the diffi-
culty in anticipating the various operating conditions that may be encountered in
the field, the periods stated in the schedule should be used for guidance purposes
only, but must not be exceeded during the waranty period. Where any indications
are encountered that the performance of a maintenance procedure is required in
advance of the recommended time'period, prudent industry practice dictates that
the suggested maintenance procedure be performed. Additionally, where inspec-
tion or observation reveals that a part shows wear or use beyond the prescribed
tolerances, that part should be renewed immediately.
See also the instruction books of the turbocharger separate instructions for addi-
tional equipment and chapter 03.
flj Before any steps are taken, carefully read the corresponding item in this
manual.
Note the "Risk reduction" in chapter OOA.
Note the "Environmental hazards" in chapter 02A.
At all maintenance work, observe the utmost cleanliness and order.
Before dismantling, check that all systems concerned are drained or pres-
sure released. After dismantling, immediately cover holes for lubricating oil,
fuel oil and air with tape, plugs, clean cloth or the like.
d> \ When exhanging a worn-out or damaged part provided with a identifica-
tion mark stating cylinder or bearing number, mark the new part with the same
number on the same spot. Every exhange should be entered in the engine log and
the reason should be clearly stated.
_ Always renew all gaskets, sealing rings and o-rings at maintenance work.
Note! The o-rings in the cooling water system must not be lubricated with oil
based lubricants, use soap or similar.
After re-assembling, check that all bolts and nuts are tightened and locked,
if necessary.
CAUTION ! When overhauling the engine, make absolutely sure that the auto-
matic start and priming pump are disconected. Make also sure
taht the starting air shut-off valve located before main starting
valve is closed. Then drain the engine starting air system to avoid
engine damage and/or personal injury.
04-1
CAUTION ! When overhauling the engine, make absolutely sure that the gen-
erator breaker is secured/gear box is not engaged to avoid acci-
dental turning of engine.
CAUTION ! Accidental turning of engine, may cause engine damage and/or

personal injury.
04-2
4.2. Maintenance schedule for HFO operation
Equipment item Every day Section
Air coolers Inspect draining of air coolers 3.6.2.
Inspect that the draining pipe is open, inspect for any leak- 15.
age.
Charge air coolers, Inspect pressure drop indicators 3.6.2.
charge air filters, fuel Renew filter cartridges if high pressure drop is indicated. 17.
and lub. oil filters 18.
Gauges and indicators Take readings 3.6.2.
Read and record all temperature and pressure gauges, at
the same time and at the same load of the engine. (Use eg.
"Operation data record" in "ATTACHMENTS")
Governor, actuator Inspect oil level in governor 2.
Inspect oil level, and look for leaks. 22.
Injection and fuel system Inspect leak fuel quantity 3.6.2.
Inspect the amount of leak fuel from the injection pumps 17.
and nozzles.
Turbocharger Water cleaning of compressor 15.
Clean the compressor by injecting water.
Turbocharger (if separate Check turbocharger oil level 15.
lubricating oil system) Check oil level and look for leaks.
Cooling water system Inspect water level in cooling system 19.
Inspect the water level in the expansion tank(s) and/or the
static pressure in the engine cooling circuits.
Lubricating oil system Inspect lubricating oil level. 18.
Oil mist detector Observe normal operation
Pneumatic system Drain condensated water 21.5.
Control mechanism Inspect for free movement 22.
Equipment item Every second day, irrespective of the engine being in Section
operation or not
Crankshaft In a stopped engine, turn the crankshaft into a new posi- 3.
tion.
Equipment item Once a week irrespective of the engine being in opera- Section
tion or not
Start process Test start (if the engine on stand-by). 3.
04-3
Interval: 100 operating hours
Turbocharger (TPL) Water cleaning of turbine 15.
Clean the turbine by injecting water, more often if neces-
sary.

Control mechanism Visual inspection and lubrication of control mechanism 16.2.2.
and fuel racks 22.
Turbocharger Water cleaning of turbine 15.
(VTR, Napier) Clean the turbine by injecting water, more often if neces-
sary.
Air filter(s) Clean turbocharger air filter(s) 15.
(Napier-turbochargers) Remove the filter(s) and clean according to the manufac-
turer's instructions. (More often, if necessary.)
Centrifugal filter Clean centrifugal filter 18.
(optional) Clean more often if necessary. Remember to open the
valve before the filter after cleaning.

Cooling water Check water quality 19.
Check content of additives. 2.
Cylinder pressure Check cylinder pressure 12.
Record firing pressures of all cylinders and record the run- 3.6.4.
ning parameters simultaneously.
Lubricating oil Take a sample of lubricating oil for laboratory analysis 2.2.3.
Take a sample for analyzing also immediately after filling
in a new installation or after changing to a new lubricating
oil brand.
Low pressure accumula- Check air pressure in the low pressure accumulator, if 18.
tor (optional) installed. (Lubricating oil system.)
Waste gate valve Function check 15.
(optional)
By-pass valve Function check 15.
(optional)
Oil mist detector Function check

Air filter(s) Clean turbocharger air filter(s) 15.
(VTR -turbochargers) Remove the filter(s) and clean according to instructions of
the manufacturer (more often, if necessary).
Engine holding down Check the tightness
bolts Check to be done on new installations.
04^
Turbocharger (if separate Change lubricating oil in turbocharger(s) 2.
lub.oil system) Change lubricating oil in the turbocharger. Take care that
the turbine oil is not mixed with the engine lubricating oil. 15.
Check change interval according to lubricating oil
type.
2.

Measuring instruments Check gauges and engine instrumentation 23.
Check pressure and temperature gauges, sensors and
cabling. Replace faulty ones.
Safety and control sys- Functional check of control systems. 23.
tems Check function of the alarm and automatic stop devices.
1.
Governor Change lubricating oil in the governor 2.
Change lubricating oil. 22.
Mechanical overspeed Check function of the mechanical overspeed trip device 22.
trip device Note that the electrical overspeed trip takes place first.
Check function and tripping speed. 6.
El.-pneum. overspeed Check el.-pneumatic overspeed trip device 22.
trip device Note that the electrical overspeed trip takes place first.
Check function and tripping speed. 6.
Valves Check yoke and valve clearances 6., 12.
Valve rotators Visual inspection 12.
Control mechanism Check control mechanism and fuel racks 22.1.2.
Check for wear in all connecting links between the gover-
nor and all injection pumps.
Check that the fuel rack moves easily and the fuel pumps
follow.
Oil mist detector Change fresh air filter

Turbocharger (if separate Change lubricating oil in turbocharger(s) 2.
lub.oil system) Change lubricating oil in the turbocharger. Take care that
the turbine oil is not mixed with the engine lubricating oil.
Check change interval according to lubricating oil 15.
type.
2.
04-5
Injection valves Test fuel injectors. 16.6.
Test the opening pressure of the fuel nozzle. Replace out-
side o-rings.

Crankshaft Check crankshaft alignment 11.
Check alignment, use form No. 4611V005. Alignment
check is performed on a warm engine.
Low pressure accumula- Check the condition of the membrane in the low pres- 18.
tor (optional) sure accumulator, if installed. (Lub.oil system)
Flexible mounting Check the alignment • Technical
(if used) Check tightness of the thrust rubber elements. docu-
Inspection according to maintenance instructions for resil- ments
ient installation.

Air coolers Clean the charge air cooler(s). 15.
More often if necessary. Cleaning interval is based on
pressure drop measurement
Injection valves Inspect injection valves. 16.5.
Change the main nozzles to new ones or to reconditioned
ones. Check the effective needle lift. Check the springs.
Replace the O-rings. Adjust the nozzle opening pressure
in a test pump.
Replace the complete injection valve if necessary.
Exhaust manifold Check expansion bellows. 20.
Replace if necessary.
Check supports of the exhaust system.
Flexible pipe connec- Marine installations: Inspect flexible pipe connections
tions Replace if necessary.
Power plant installations:
-Eol1nw_thp_maintp.nanr.p._sr.he.Hiile.nf the. installation

Turning device Grease the secondary shaft of the turning gear 3.1.2.
Napier -turbochargers Dismantle and clean complete turbocharger 15.
Inspect turbocharger cooling water ducts for possible de- 19.
posits and clean if the deposits are thicker than 1 mm.
Check turbocharger bearings, replace if necessary.
See manufacturer's instructions.
Fuel system Check the adjustment of the pressure control valve 17.
Oil mist detector Replace oil mist detector supply air filter
04-6
Cylinder liners Inspect the cylinder liners 10.
Measure the bore using form No. 4610V001, replace liners 6.
if wear limits are exceeded. Hone the liners.
Check the deposits from cooling bores. If the deposits are
thicker than 1 mm, clean.
Change the antipolishing rings.
Connecting rods Inspect big end bearing, one / bank 11.
Dismantle the big end bearing. Inspect mating surfaces. 6.
If defects found, open all big end bearings.
Change bearing shells, if necessary.
i Measurement records 4611V008 and 4611V003.
Check a small end bearing and piston pin, one / bank
If defects found, open all and replace if needed.
Measurement record 461 1 V004.
Piston Check the cooling gallery deposit, one piston / bank. If 11.
the deposition exceeds 0.3 mm, open all piston tops. Mea-
sure the height of piston ring grooves (measurement re-
cords 4611V009 and 4611V002).
Check the retainer rings of the gudgeon pins.
Inspect the piston skirt, clean lubricating oil nozzles 11.2.3.
Piston rings Replace piston rings. 11.
Note the running-in programme.
Cylinder heads Overhaul of cylinder heads 2.3.
Dismantle and clean the inner side, inlet and exhaust 12.
valves and ports. Inspect cooling water spaces and clean, if 19.
the deposits are thicker than 1 mm. If cylinder head cool-
ing water spaces are dirty, check also the cooling water
spaces in liners and engine block and clean them all, if the
deposits are thicker than 1 mm.
Improve the cooling water treatment.
Grind all the seats. Grind the valves.
Replace the O-rings in the valve guides.
Check the starting valves. Replace parts if necessary.
Check the safety valves.
Valve rotators Dismantle, inspect and clean 12.5.
Camshaft driving gear Inspect camshaft driving gears 13.
Inspect teeth surfaces and running pattern. 6.
VTR -turbochargers Inspect and clean 15.
Clean the compressor and turbine mechanically if neces- 19.
sary. Inspect turbocharger cooling water ducts for possible
deposits and clean if the deposits are thicker than 1 mm.
VTR -turbochargers Replace turbocharger bearings
with roller bearings See manufacturer's instructions.
Turbochargers with plain Inspect turbocharger bearings
bearings See manufacturer's instructions.
04-7
TPL-turbochargers Dismount and clean 15.
- Check tolerances
- Inspect and assess the shaft and the bearing parts
- Clean turbine and compressor casings and check for
any cracks and erosion / corrosion
- Clean nozzle ring and check for any cracks and erosion
Fuel injection pump Overhaul of injection pumps 16.
Clean and inspect injection pumps, replace worn parts.
Replace the erosion plugs.
Pilot injection valves Replace pilot nozzles 16.5.
(optional)
Lub. oil pump driving Inspect lube oil pump driving gear 18.
gear (if pump installed) Replace parts if necessary. •
6.
HT-water pump driving Inspect HT-water pump driving gear 19.
gear (if pump installed) Replace parts if necessary. 6.
LT-water pump driving Inspect LT-water pump driving gear 19.
gear (if pump installed) Replace parts if necessary.
6.
Air filter Clean the insert and inside of the filter. 21.
(in pneumatic system)
Flexible pipe connec- Marine installations:
tions Replace flexible pipe connections with new ones
Depending on the condition of the connection and the pur-
pose of use these can be used even longer.
Power plant installations:
Follow the maintenance schedule of the installation.
Interval: 18000 operating hours W

Turning device Change lubricating oil in the turning device 3.
2.
Crankshaft Inspect onejnainJbearing 10
Check condition. Note the type of bearings in use and do 6.
the inspection accordingly. If defects are found, open all
including the flywheel bearing.
Check thrust bearing clearance 11.
Check axial clearance. 6.
Vibration damper in Take oil sample for damper condition evaluation 7-,
camshaft free end See manufacturer's instructions. 14.
(viscous type) (optional)
Lub. oil pump Inspect the lubricating oil pump. 18.
(optional) Replace bearings and shaft sealing.
HT-water pump Inspect HT-water pump 19. «
(optional) Dismantle and check. Replace bearings and shaft sealing.
04-8
LT-water pump Inspect LT-water pump 19.
(optional) Dismantle and check. Replace bearings and shaft sealing.
Governor / actuator General overhaul and testing. 22.
Engine fastening bolts Check tightening of engine fastening bolts 7.

Piston Inspect the piston cooling gallery, all cylinders 11.
Clean if needed.
Valves Change inlet- and exhaust valves. 12.3.
Valve rotators and valve Change valve rotators and valve guides. 12.3.
guides •
Napier -turbochargers Rotor shaft balance check
Check the rotor shaft balance of the turbocharger at the
latest every 32000 h or every 4 years. It is advisable to
contact the engine or turbocharger manufacturer.
Fuel injection pump Change injection pump elements. 16.
Lubricating oil thermo- Clean and inspect oil thermostatic valve 18.
static valve (optional) Clean and check the thermostatic element, valve cone-cas-
ing and sealings.
HT-water thermostatic Clean and inspect HT-water thermostatic valve 19.
valve (optional) Clean and check the thermostatic element, valve cone-
casing and sealings.
LT-water thermostatic Clean and inspect LT-water thermostatic valve 19.
valve (optional) Clean and check the thermostatic element, valve cone-cas-
ing, indicator pin and sealings.
Exhaust manifold Change expansion bellows between exhaust pipe sec- 20.
tions, after the cylinder head and before the turbocharger.
Main starting valve General overhaul of main starting valve 21.
Replace worn parts.
Governor drive Visual inspection of governor driving gears 22.
Replace parts if necessary. 6.

Main bearings Change main bearing shells, flywheel bearing shells and 10.
thrust bearing halves.
Crankshaft Change crankshaft seal. 11.
Vibration damper in Dismantle the damper, check condition 7.,
crankshaft free end (only to be opened by authorized personnel, contact the 11.
(spring type) (optional) engine manufacturer)
Cylinder liners Clean cylinder liner cooling water spaces and change 10.
liner o-rings.
Connecting rods Change big end and small end bearing shells. 11.
04-9
Valve mechanism Check bearing clearances in the tappets and rocker 14.
arms. Dismantle one rocker arm assembly for inspection, 12.
proceed with other rocker arm bearings if defects are 6.
found.
Change valve tappet roller bearing bushes.
Valve seats Change inlet- and exhaust valve seats. 12.4.
Camshaft Inspect camshaft bearing bush, one / bank. 10.4.
If defects are found, inspect all including driving end and 6.
thrust bearing. Replace if necessary.
Measurement record 4610V003.
Vibration damper in Dismantle the damper, check condition 7.,
camshaft free end (only to be opened by authorized personnel, contact the 14.
(spring type) (optional) engine manufacturer) '
Elastic coupling in cam- General overhaul of the elastic coupling 7., 14.
shaft driving end (Opening is strongly recommended to be done by autho-
(optional) rized personnel only, contact the engine manufacturer)
Turbocharger with plain Change bearings.
bearings See manufacturer's instructions.
Air cooler Change charge air cooler(s). 15.
Fuel injection pump Change: Fuel pump tappet roller pins, control sleeve and 16.
control rack.
Exhaust manifold Change exhaust pipe support plates.
Starting air distributor General overhaul of starting air distributor. 21.3.
Replace worn parts.
Interval HFO 2: Interval HFO 1:

36000 operating hours 48000 operating hours
Piston Change piston crowns. 11.2.
For difference between HFO 1 and HFO 2 see section 2.1.3.

VTR-turbochargers Replace compressor wheel
(with light alloy com- See manufacturer's instructions.
pressor wheel)
Charge air bellow Change expansion bellow(s) between the turbocharger
and air inlet box.
Control mechanism Change: 22.
- bearing bushes and thrust washers for control shaft
- ball joints between the control shaft and control racks
- bearing bushes for transversal connection bars (V46)
- ball joint for the spring loaded rod
04-10
Governor drive Change bearing bushes for: 22.
- governor drive vertical shaft
- governor driving gear horizontal shaft
Camshaft bearings Change camshaft bearings. 10., 13.
Change camshaft driving end bearing bush and camshaft
thrust bearings
Intermediate gear Change: 13.
Thrust bearing and bearing bushes of intermediate gear.
Piston Change: piston skirts and gudgeon pins. 11.
Cylinder heads Change cylinder heads. 12.
Valve mechanism Change rocker arm bearing bushes. 12.
Fuel system Change: ' 16.4.
- main injection pipes
- pilot injection pipes (optional)
Injection valves Change nozzle holders. 16.5.
Change main nozzles. Change pilot nozzles (optional).
Flexible mounting Change rubber elements.
(if used)
Interval HFO 2: Interval HFO 1:

72000 operating hours 96000 operating hours
Cylinder liners Change cylinder liners. 10.
6.
For difference between HFO 1 and HFO 2 see section 2.1.3.
04-11
This page intentionally left blank.
04-12
Injection System 16
Fuel System 17
Exhaust System 20
5. Maintenance tools
5.1. Maintenance tools, general

Maintenance of a diesel engine requires some special tools developed in the
course of engine design. Some of these tools are supplied with the engine and oth-
ers are available through our service stations or for direct purchase by the custom-
er.
Tool requirements for a particular installation may vary greatly depending on the
use and service area. Standard tool sets are therefore selected to meet basic re-
quirements.
Tool sets are grouped in order to facilitate selection for specific service opera-
tions. This makes the job of the end-user much easier.
5.1.1. Use of this list

Dj Read the corresponding item in this Instruction Manual before any mainte-
nance work is started.
Check with list below that all the maintenance tools are available.
Check that necessary spare parts and consumable parts are available.
5.1.2. Ordering of maintenance tools

IT Find the tools that interests you in the following pages.
Select the tool or parts required. You should use the code number in the list
when ordering.
S_ Make a note of the specifications and other information as required for the
order.
$jSend the order to your local service station.When possible, state the installa-
tion name and engine number(s) when ordering.
05-1
5.2. Cylinder cover
(Chapter 12)
Description Code Weight Dimensions
No (kg)
Hydraulic pump with hoses 860100 30 m
Iß
n
1 * """'i 11 ^
—\ 1
Hydraulic pump 860175 IOOD
1000 bar 1 1 ' 1
i f ,
r- J ^
H "i hC
62
a ° t
[p( V „ dp]
Flexible hose, short 861011 0,7 rf —1UJLJ
•^^ — —1—v=^
h—^"
-, 1000 c
Flexible hose, long 861012 2,0
E tx>^'
DOO .c
Quick coupling, male 860177

==
Quick coupling, female 860176 Øp3 Q
0515(^02002

No (kg)
Pin for hydraulic tensioning tool 861146 0,6
-i ^ bü r-
1
SJ
t^^^^ J ^^^g._j
A OSI5oh04501
05-2
No (kg)
Hydraulic tightening tool for M90x6 861143 95
0348
screws
i i t\
jgjo
m
\ / o
en
\ / \/
0515ah05002
• i

No (kg)
Lifting tool for hydr. tightening tools 834045 119
0515oh06001
05-3
No (kg)
Lifting tool for cylinder cover 832001 20,5
350
o
00
in
o
o
0515ah07001

No (kg)
Assembly tool for valves 834001 38 /
I
I I
I I
fM 1 ,
OO
in I I
_ 395
( -1
\5, I upon i 0515ah08002
05-4
No (kg)
Turning tool for grinding valves 841010
200
o
CO
j v
o
o
n
0515oh09001

No (kg)
r^
Lifting eye for injection valve 805001 1.0
/
^
o
r\i
ilI ! ^
\ /
590
051 5oh1 1002
05-5
No (kg)
Valve clearance feeler gauge 848001 0.035
120
^l
2£ -° SÎ
051 Sahl 2001

t No (kg) •
T-handle for cylinder ind. valve 808001 0.45
12
i<i ° 01
1 1
1 I \
un
C\i
\
0515ohl3001

No (kg)
Spindle for removing valve seat 845001 1.4
rings
1 1 H II
3SO
l<l l>
0515ah,11001

No t\ \
iAgj
Extraction tool for exhaust valve 845002 4,8
seat rings
f — L»
y mof
\ /M i
05 15oh 15001
05-6
No (kg)
Extraction tool for inlet valve seat 845003 4,6
rings
\ \_ ^^ Jf
\ LJ v\\£/ V
051 Sah 16001

No (kg)
Spindle for valve guide removing 845004 5
tool ii ' / / —
UL-nP
Mr
i l'<l 105
° J
0515ah17001

No (kg)
Bed for tension cylinder 845005 5,2
/ r~ J
-0 T^-J
^0150
o
0
-
\L
0515oh18001

No (kg)
Bed for tension cylinder 845011 5,6
4
^1 ri 28 h
"fe ° ^
0515ah19001

No (kg)
Fitting tool for inlet valve seat ring 845012 5
,
J
°I
J ^165^
0515ah20001
05-7
No (kg)
Fitting tool for exhaust valve seat 845006 7 I ,^0165
ring
o
03
1 f *
0515ah21001

No (kg)
Lapping tool for injection valve 840001 4.3
sealing surface 740
r
• o
/ r <1 ~~~~
\
fM
\ i
No (kg)
Lapping tool for starting valve 840003 2.7 38
sealing surface <i ° i>
1i ^ inii1
•f ]"*
i J
— ÏÏP
0515oh24001

No (kg)
Lapping tool for safety valve 840004 0.4
sealing surface 25
0 ° Cs
q1 Ih m\
o
-1 0515ah25001
05-8
No (kg)
Grinding device for valve seats 842015 18
/\ (T i
n \ 1°
uB
3w
0
o
CD
Z\
• i
\7
B
/a ^ 0515ah25001

No (kg)
Flange for removing tool 845031 13 0260
C5l5ah27001

No (kg)
Lifting tool for rocker arms 836031 170
C=H to
210
05-9
5.3. Piston
(Chapter 11)
No (kg)
Lifting tool for piston 835001 16
0520ah02004

No (kg)
Tap M16 802001 ^XSXSXSXN^SXV^^SXSXSXV
m Mu m M u " |=)
0520oh03001

No (kg)
Piston assembly ring for liner with 845010 10
antipolishing ring 1 1 0
in
0480
0520ah(M001

No (kg)
Pliers for piston rings 800002 0.5
0520oh07001
05-10
No (kg)
Pliers for securing ring 800001 1.3
o
LD
0520ahOS001

No (kg)
Clamp device for piston rings 843001 1.5
0520ah09001

No (kg)
Guide lever for piston assembly 835002 1.2
* 1
8
,0 °° 0,
LO 1 ;• i ! )
d ( !i l
Y OS20oh10001
05-11
5.4. Connecting rod
(Chapter 11)

No (kg)
Hydraulic tightening tool for M72x6 861142 66 300
screws [o CH
i
0525oh02001
, Description Code Weight Dimensions

No (kg)
Pin for hydraulic tensioning tool 861028 0.05
.//^ r\iT
167
<Â ^r 1
0525oh03001

No (kg)
Hydraulic tightening tool for M42 861120 10 0138
•sreews
0525ah0'1002
05-12
No (kg)
Distance sleeve 861027 2.3 088
<] C=
/\
o
C=D
\1
0525oh05001

• 0
No (kg)
Stud remover (M42) 803001 0.5
060
o
o
\7
0525oh06001

No (kg)
Stud remover (M72x6, M90x6) 803003 0.8
/\
1
1ri
i'
\ /
\7
0
048
0525oh07001
05-13
No (kg)
Mounting device for big end bear-
ing, complete
836011 123
/ \ *-
Mounting device for big end bearing 81,5

Q
upper half @ \ //
o
1 . Frame complete m
UD
*-
Frame
Frame A
Support
2. Car
Rail •
836038 H./ l\\ s*
i1 fK^n
s \°
829 -t>|
/e ®N
1 H n fil S
o
CD
i
À
/ î-S
Mounting device for big end bearing

lower half
41,5
o
o
5
i
1j £j )
840
1. Outside support 846006

2. Inside support
Clip 7 A
Plate
Shaft
-846009 rr^
OD
rsi
/©\
'
^/^
iL_ fe
0525oh09001
05-14
No (kg)
Combined big end bearing lock and 846005 3,1 400
foot support ^ /\
0
o in
f\l
\1
r i\
o
LT>
0525ah1 D001
7
\

No (kg)
Guide lever for positioning the big 846012
end bearing at the piston assembly.
0525oh11002

"""(kg)
Removing and assembling tool for 834012 46 910
gudgeon pin bearing -01
i' "" f
1 o
rj Ir CI 1 ro
1 LJ 054Snhl0002
05-15
5.5. Cylinder liner
(Chapter 10)
No (kg)
Lifting tool for cylinder liner 836009 20
0530ah02002

No (kg)
Measuring rail for cylinder bore 847001 2.0
" 4
\ O* j CE j O
1J O-
io6
L ° J 0530oh03001

No (kg)
Inside micrometer for cylinder bore 848012 0.6
[ °n ))
0530ah04001
05-16
No (kg)
Cylinder liner honing tools 842014 18 485 x 305 x 75
0530ah07001

No (kg)
Dismantling tool for antipolishing 836043
ring
0530ahOa001

No (kg)
Lifting tool for cylinder liner 836047
0530oh09001
05-17
No (kg)
861166 2,3
Hydraulic jack 10t
7
§ 121 O
[^
LT>
L
!
OSSOohl 0001
05-18
5.6. Main bearing
(Chapter 10)
No (kg)
Stud remover screw for mounting 803004 0.9
and dismantling device (M56)
en
065
hd Oi
0535ah02001

No (kg)
Turning tool for main bearing shell 851001 0.5
11 i A
CO
æ
11 r\ \
^"11
Î
80
0535oh03001
05-19
No (kg)
Turning tool for thrust washer and 851020 3.4
bearing shell 32
±L
0
CD
0535ah04001

No (kg)
Hydraulic pump, complete 860050 1=3 ~ 570 t
1
Hydraulic pump, low pressure 860181 12.4 A ^ "^"~""~~—• 9 fl
(Max. 150bar)
1
jJo tr~w
_JJiL.
Quick coupling, male 860172
&
Flexible hose, long 861012 2.0
- 4000 J
Straight male stud 860174 08°

Quick coupling, female 860173
nra
3 li-1—0 0535ohOS002
05-20
No (kg)
Mounting device for hydraulic cylin- 861040 9,8
der
1212
0535ah07003
05-21
No (kg)
Hydraulic tightening tool for M56 861100 13
screws 0185
fl
o
i_n
0535oh08001

No (kg)
Distance sleeve 861009 4,5 012
<~J
<] ° 1—
t
/\
fM
fM
( }
\
0535ah09002

No (kg)
Pin for tightening nuts 861010 0.05 OO
"SL
|
1
—
130
0535ahl0001
05-22
No (kg)
Bar for lifting tool 831003 7,0 o
in
•®.
7
^780
0535oh11 302

No (kg)
Lifting tool 1000 kg 836001 10
0535ahl2001
05-23
No (kg)
Transport device 836030 0.6 72 _
A
-
tt OD
3 1
0535oM3001

No (kg)
Transport device into crankcase 836044 14
1
xk
M M |
3
^r-~1 ^ 1200 £--,
1^
i f. 5\
f=i= 4=)
o
o
un
y 1
^
L_ 3 053Soh15001
05-24
5.7. Injection equipment
(Chapter 16)
No (kg)
Flare nut Wrench (32 mm) 806052 0.13
250-310
^ )) ((
0540*02002

No (kg)
Special key for high pressure line 806058 3.5
(46 mm) 20 98
—o 0—
) ^ ~i
\
A
S /
-"-
o
CM
D \
0540oh03001
05-25
No (kg)
Special key for main nozzle cap nut 806054 3.8
(70mm) 48
in
LD
m
OS40ah04001

No (kg)
Box insert tool for pilot nozzle cap 806055 0.2
nut (36 mm)
G
^|
/
cnA /
V 1
0540ah05001
05-26
No (kg)
Special socket wrench for main fuel 809032 0.1
valve connection piece (36 mm) ^15^
\
o
o
36
v
050
o o 05<10oh06001

No (kg)
Testing device for nozzle equipment 864001 13
400
0540oh07001
05-27
No (kg)
Lifting tool for injection pump 831001 0,3 56
ö\ y
042
0545ah08001

No (kg)
Yoke for injection pump lifting tool 831007
I 'I
f— II—"i / \ i1—1[ 1M
u ,„ u 0540ah08501

No (kg)
Withdrawing device for injection 836040 4.3
pump spindle
r~i
|-L-L-, ^ UD
/ \ ^
"irp
j jb
0545ah11001
05-28
No (kg)
Timing tool for injection pump, GD 862020
0540aM0001
05-29
5.8. Camshaft
No (kg)
Locking device for camshaft 834053 14
785 t
, , // , i n n ,
o a 41C? °
(; I
/\
o
fM
rP
LTT I I
•q-
r li
<S^—^
p li3
==^
\/ ts>^^~^"
0545ah02002

No (kg)
Locking bar for valve tappet 845013 0.4
< 0 I
176 i—
, *y
r*j 1 — —
S FEX/Î^
mi.«^
A 0542oh02002

No (kg)
Locking bar for injection pump 845014 0.4 <, 166
tappet ^ 0 I
fM 1
^
JJ
^Y l J 1
^s
["»J
T 0542ah03002
05-30
No (kg)
Mounting and removing device for 834010 70
camshaft bearings
0545ohl2001

No (kg)
Camshaft piece mounting device 845030 14 |a 650
rt11 I"i" II IN »i
.„i.
CD« ^ I L É y
05-31
5.9. Miscellaneous tools
No (kg)
Deflection indicator for crankshaft 848111 4,3
0545*03002

No (kg)
Limiter for fuel rack movement 863001 0.3
O
1
O «Î"Î
A
vr
T
^^
^-^1
1L U I I I 4
50
<1 D,
0545*04001
05-32
No (kg)
Hydraulic tension cylinder 834050 19 206
o-
0545ah05001

No (kg)
Checking device for cylinder 848020 4.5
220
/ \
1 1 i_n
tu
(M
===:
=^
D^ B u-h
[
ttJ
B
C)545ah060C 1
i1
05-33
No (kg)
Mounting device for overspeed 837020 0.5 fM
cylinder and elastic link rod £
ii ii R~~i \
=1 '
520
0545ahO''001

No (kg)
Lever for drawing off the overspeed 837040 2.5
cylinder 1500
1350
in
in
1 i
| £ \
1 ! 0545oh09002

No ' (kg)
Stud remover M20 837039 0.2
h- '••<
A
1
tn
(
n
V
52 _
0545oh 13001
05-34
No (kg)
Universal puller 837038 4.3
70
_£ ] L
L\
0
CM
i_n
^r
M12
0545oM4001

No (kg)
Guiding mandrel for assembly of 846160 7.2
HT pipe sealing
LD
0545ahl4501

No (kg)
1.5
Torque wrench 730R/20
(Max 200 Nm)
820008
3
i_( L = /
r 1
r
48
=3 ° t
0545*15001
05-35
No (kg)
Torque wrench 72 1/80 820009 4.8
975
(Max 800 Nm) <, t
4
T 0545oM6001

No (kg)
Torque wrench 820010 0.8
3
=3 °° t
~
0) rn\
i \ji — |
0545oh17001

No (kg)
Air operated hydraulic pressure unit 860170 8,2
0545oh18003
05-36
No (kg)
Eye-bolt screw (MIO) 831005 0.1
0525oh08001

No (kg)
Eye-bolt screw (M 12) 831002 0.18
î
&
L
••3-
r^
V
54
<i c= 052Sah08001

No (kg)
Eye-bolt screw (M 16) 831006 0.3
(Q) 1 0525ah08001
05-37
No (kg)
Shackle A 0.4 833002 0.1
^-—->
f \
€ 0545ah21001

No (kg)
Shackle A 0.6 833003 0.2
/
^- s
\
€ 0545ah21001

No (kg)
Shackle A 1.6 833004 0.4
/
X-
\
-s
. OS45ah24001

No (kg)
Lifting bend, 500 kg 833005 1 1500mm

No (kg)
Differential pressure gauge 848051
i = 7500
0545ah30001
05-38
5.10. Optional tools
No (kg)
Lifting tool for camshaft pieces 836024 34.6
0580oh02001

No (kg)
Lifting tool for drive gear 836023 16.5 1009
0580oh03001

No (kg)
Lifting bar for drive gear 836034 16.5 1009

No (kg)
<ro\
Connecting piece for camshaft ex- 836019 18.0
tension piece lifting tool
iiyjQ?> 0580ah05001
05-39
No (kg)
Lifting device for end piece of cam- 836018 6.5
shaft
0580ah06001

No (kg)
Lifting device for camshaft piece 836029 12.7
0580oh07001

No (kg)
Lifting device for bigger intermedi- 836021 1.7
ate gear
~t®>
0580ch08001

No (kg)
Lifting device for end piece of cam- 836017 14.5
shaft
(3|>
0580oh09001
05-^0
No (kg)
Lifting device for camshaft drive 836020 12
gear
0580oh10001

No (kg)
Lifting device for smaller intermedi- 836022 8.4
ate gear
<^> 0560ahll001

No (kg)
Guide shaft extension for heat ex- 845009 4.3
changer plates c|
r 250
i :
.1
§ i
t
«
0580ah1300l
—n
, —U

No (kg)
Pressure testing flange for cylinder 848021 115 ^ 0760
head
o
o
00
li
- tb-, r1: - ^\\N\^
T| M
1p-s/ "TV U
f^
0580oh28002
05-41
No (kg)
Pressure test flange 847012 4 * 16
° c:
1\ [—1
-o o]
o
LD
\
'
V°
(•) °J œ
ET
0 580oh28501

No (kg)
Honing machine with crane 842010 45 i
t i
o
0
Zp i
La
LD
r?
L
5 (J 0580ah30001

No (kg)
Assembly rig for cylinder head 847002
600
i H fo
-^
E1 /*
o
oo
D cn
^ EÏ) \
05^2
No (kg)
Assembly trestle for injection pump 862023 /\
-
3
,
0
1 1
\rr
540 X^ ,
\1
t
cm
1
0580*31501

No (kg)
Distance sleeve 861122
2
0545oh2000l
T- ~r j)escriptioh ~ "" " "~ - Code Weight — - Dimensions — ~

No (kg)
Hydraulic tightening tool for M48x3 861121 13
screws
«BE
r 1
o
LO
\ /
\ /
0185 0545ahlS001
05-^3
No (kg)
Extractor for water pump WD-125L 837005
impeller

No (kg)
Assembling tool for WD-125L wa- 846002 270
ter pump front bearing
KSSSEffiSraöSwÄsawl
- 0560*38001

No (kg)
Assembling tool for water pump 846004
i
WD-125L sealings '//////W/////////', '////////////.
'\x
CD
1 mi
140
0580oh33001
05^4
No (kg)
Assembling tool for WD-125L wa- 846003
ter pump back bearing

No (kg)
Lifting tool for lubricating oil pump 836046 64 llo o|
(Leistritz) C3Ü o 1
160
©iiV 4
°
W
o
o
[^
X
1 ^\
2
==*=S= ObaOah49005

No (kg)
Lifting tool for cooling water pump 836054 B=jl
ft ^
\ W 160 1
y °
" OSSOohSOOOl
05-^5
05^6
Injection System 16
Fuel System 17
Exhaust System 20
6. Adjustments, clearances and wear limits
6.1. Adjustments
Valve timing (Miller)

Valve opens closes
Inlet valve 44° before TDC 10° before BDC
Exhaust valve 53° before BDC 40° after TDC
Valve clearances, cold engine

Inlet valves 1 mm
Exhaust valves 1,5 mm
Other adjustments
Opening pressure of main fuel injection valve 450 bar
Opening pressure of safety valve on lub.oil pump 6-8 bar
Fuel delivery commencement see test records
Tripping speed of electro-pneumatic and mechanical overspeed trip devices

Installation Nominal speed Electro-pneumatic Mechanical tripping
(rpm) tripping speed (rpm) speed (rpm)
Power plants, 500 550 575
Diesel electric marine
installations 514 565 590
Marine, 500 550 590
propulsion installa-
tions 514 570 605
06-1
6.2. Clearances and wear limits (at 20° C)
6.2.1. Clearances and wear limits for 6-9L46

Part, measuring point Drawing dimension Nominal Wear
(mm) clearance limit
Min. Max. (mm) (mm)
10 Crankshaft journal, diameter 449,960 450,000
Crankshaft journal, ovality 0,020 0,030
Crankshaft journal, taper 0,020/100 0,025/100
Main bearing shell thickness 9,825 9,845 9,800
Measurement record 4610V004: Main bearing shell
Bore of main bearing housing 470,040
Assembled bearing bore 0 1 450,405 450,485
0 ** 450,450 450,530
Main bearing clearance $ 0,405-0,525
(also flywheel bearing) ** 0,450-0,570
Thrust bearing, axial clearance 0,470-1,050 1,500
Thrust washer thickness 24,720 24,750 24,50
Camshaft diameter 299,968 300,000
Camshaft bearing bush thickness 9,875 9,890
Camshaft bearing housing bore 320,000 320,036
Assembled bearing bore 300,260 300,330 300,370
Camshaft bearing clearance 0,260-0,362 0,400
Measurement record 4610V003: Camshaft bearing bore
Camshaft thrust bearing housing, bore 230,000 230,029
Camshaft thrust bearing diameter 210,000 210,029
•Assembled -bearing-bore — -210,200 210,260 , _,_ - -- = — 210,300
Camshaft thrust bearing width
- housing 60,000 60,060
- shaft 29,980 30,020
Camshaft thrust bearing clearance 0,200-0,290 0,350
Camshaft thrust bearing, axial clearance 0,280-0,440 0,700
Cylinder liner diameter 460,000 460,063
Cylinder liner ovality at TDC 0,03 0,30
Measurement records 4610V001 and 4610V002: Cylinder liner
Thrust bearing thickness 14,820 14,850
06-2
Min. Max. (mm) (mm)
11 Crank pin, diameter 449,960 450,000
Crank pin, ovality 0,020 0,030
Crank pin, taper 0,020/100 0,030/100
Big end bearing shell thickness 9,820 9,840
Measurement record 4611V008: Big end bearing shell
Big end bore diameter 470,000 470,040
Ovality 0,020 0,10
Measurement record 4611V003: Big end bearing bore
Assembled bearing bore 0 J 450,420 450,540
0^ 450,340 450,460
Big end bearing clearance J 0,420-0,580
«-» 0,340-0,500
Gudgeon pin diameter 219,980 220,000
Small end bore 250,000 250,046
Assembled bearing bore 220,150 220,226 220,260
Gudgeon pin bearing clearance 0,150-0,246
Measurement record 4611V004: Gudgeon pin
Connecting rod axial clearance in piston
Small end bearing bush, thickness 14,920 14,935
Clearance gudgeon pin - piston 0,06-0,10
Bore diameter in piston 220,06 220,08
Piston ring gap (clamped 0 460)
Compression ring 1 1,10-1,50 3,0
Oil scraper ring 1,40-1,95 3,0
Measurement record 4611V007: Piston rings
Piston ring axial clearance:
Oil scraper ring 0,063-0,105 0,3
Measurement record 4611V002: Piston ring groove wear curve
Piston ring groove height:
Groove I and II 10,110 10,130 10,6
Groove HI 8,050 8,070 8,3
Measurement record 4611V009: Piston ring groove height
Piston clearance at bottom in cross direc- 0,250-0,290
tion of engine
Corresponding piston diameter 459,710 459,750
06-3
Min. Max. (mm) (mm)
12 Valve guide diameter assembled 34,147 34,174 34,350
Measurement record 4612V002: Valve guides
Valve stem diameter 33,975 34,000 33,900
Measurement record 4612V001: Valves
Valve stem clearance 0,147-0,199 0,450
Valve seat radial deviation in relation to 0,10
valve guide (max. value)
Inlet valve seat bore in cylinder head 172,000 172,025
Exhaust valve seat bore in cylinder head:
outer bore 180,000 180,029
inner bore 162,00 162,025
06-4
Min. Max. (mm) (mm)
13 Intermediate gear of camshaft drive
bearing clearance 1 (see Fig. 6.1.) 0,200-0,350 0,5

axial clearance 2 0,33-0,52
Bearing diameter, in situ 210,200 210,320
Bearing journal diameter 209,971 210,000
Camshaft driving gear backlash:
Crankshaft gear wheel
- intermediate gear wheel 0,300-0,904
Small intermediate gear wheel
- camshaft gear wheel 0,389-0,754
Fig. 6.1.
06-5
Min. Max. (mm) (mm)
14 Valve tappet diameter 1 (see Fig. 6.2.) 159,815 159,915
Guide diameter 2 160,00 160,063
Diameter clearance 3 0,085-0,248
Roller pin bore in the tappet 4 60,000 60,030
Bearing bush bore diameter 5 60,090 60,120 60,200
Tappet pin diameter 59,971 59,990
Bearing clearance tappet-tappet pin 6 0,010-0,059
bearing bush-tappet pin 7 0,100-0,149
Roller bore diameter 12 70,000 70,030
Bearing bush outer diameter 13 69,870 69,900 69,800
Bearing journal diameter 8 (see Fig. 6.3.) 109,966 109,988
Rocker arm bearing diameter, in situ 9 110,088 110,154 110,500
Bearing clearance 0,100-0,188
Yoke pin diameter 10 41,904 41,920
Yoke bore diameter 1 1 42,000 42,025
Diameter clearance 0,121-0,080
Section A-A
Fig. 6.2.
10, 11
B
_.L
Section B-B
Fig. 6.3.
06-6
Min. Max. (mm) (mm)
16 Nozzle needle lift (see Fig. 6.4.) 1,20 1,25 1,30
Fig. 6.4.

Min. Max. (mm) (mm)
16 Injection tappet diameter 1 (see Fig. 6.5.) 179,875 179,915
Guide diameter 2 180,000 180,063
Roller pin bore in the tappet 4 75,000 75,030
Tappet pin diameter 5 74,971 74,990
Roller bore diameter 12 75,090 75,120
Bearing clearance tappet-tappet pin 6 0,010-0,059
roller bore-tappet pin 7 0,100-0,149
161101
Fig. 6.5.
06-7
Part, measuring point Drawing dimension Nominal
(mm) clearance
Min. Max. (mm)
18 Lubricating oil pump, diameter of shaft 59, 970 60,000
Backlash for driving gear 0,422-0,731
07-10-5
Fig. 6.6.

Min. Max. (mm) (mm)
19 Backlash for water pump driving gear 0,456-0,729
WD 125 (Fig. 6.7.)
06-10-1
Fig. 6.7.
06-8
Min. Max. (mm) (mm)
22 Driving shaft for governor 1 (see Fig. 6.8.) 32,000 32,016
Bearing for driving shaft 2 32,050 32,075
Bearing clearance 2 0,034-0,075 0,15
Axial clearance 3 0,100-0,150 0,40
Backlash for driving gear 7 0,125-0,680 0,80
Backlash for driving gear 8 0,040-0,190 0,30
Control shaft 4 (see Fig. 6.9.) 44,961 45,000
Control shaft bearing 5 45,080 45,180
Bearing clearance 5 0,080-0,219 0,50
Axial clearance 6 0,300-0,500 1,00
06-7-1
Fig. 6.8.
06-8
Fig. 6.9.
06-9
06-10
Injection System 16
Fuel System 17
Exhaust System 20
Starting Air System 2T
7. Tightening torques and use of hydraulic
tools
7.1. Tightening torques for screws and nuts

Threads and contact faces of nuts and screw heads should be oiled with lubricat-
ing oil unless otherwise stated. Note that locking fluids are used in certain cases.
Due to the risk of overtensioning the screws, Molykote or similar low friction
lubricants must not be used for any screws or nuts unless otherwise advised.
l N m = 0.102kpm
NOTE ! The position numbers of components in this chapter are not necessarily
the same as those to be found in the assembly instructions in chapters
10-23. This is to be taken in consideration when looking for torque val-
ues.
7.1.1. Camshaft, governor drive and overspeed trip

device
Pos. Camshaft (see Fig. 7.1.) Torque Nm
1 Camshaft flange connection nuts (M20) 550 + 24
Pretightening 200
2 Camshaft gear flange connection screws (M20) 575 ±25
47 Camshaft damper (H&W) connection screws (M20) (8.8) (optional) 410±15
07-1-5
Fig. 7.1.
07-1
Pos. Governor drive (see Fig. 7.2.) Torque Nm
3 Hexagon socket head screw M 10x1 30, 10.9 50
Hexagon socket head screw M 10x1 30, 12.9 80
Apply Loctite 243 on threads, see section 7.2.
07-2
Fig. 7.2.
Pos. Overspeed trip device (see Fig. 7.3.) Torque Nm
4 Overspeed trip housing fastening screws (Ml 2) 85 ±4
5 Overspeed trip fastening screws (MIO) 50±2
6 Overspeed trip lever screw (Ml 2) 85+4
42 Locking screw of centrifugal tripping mechanism 14
A - A
07-3
Fig. 7.3.
07-2
7.1.2. Cylinder head
Pos. Cylinder head (see Fig. 7.4.) Torque Nm
7 Connection piece to nozzle holder (M22) 150±5
Use Molykote G-n plus lubricant on threads and the sealing cone.
8 Main injection valve fastening nuts (Ml 6) 125 ±5
10 Injection pipe nut 200 ±5
12 Rocker arm console fastening screw (M24) 600 ±25
13 Locking screw for valve clearance adjusting screw (Ml 2) 30±5
48 Locking nut for adjusting screw of yoke (M24x2) 400 ±25
67 Clamp tightening screw (Ml 6) 170±10
070410
Fig. 7.4.
07-3
X°JQD@©@(
Pos. Starting valve, safety valve (see Fig. 7.5.) Torque Nm

14 Fastening nuts for cylinder head safety valve (Ml 6) 85±5
15 Fastening nuts for starting valve (Ml 6) 150 ±5
16 Nut for starting valve spindle (M12) 45±2
07-5
Fig. 7.5.
7.1.3. Crankshaft
Pos. Crankshaft (see Fig. 7.6.) Torque Nm
17 Split gear screws on crankshaft
(M30) 10.9 1900 ±100
(M36) 10.9 3160±150
Apply Loctite 243 on threads M36. (See section 7.2.)
18,19 Flywheel fastening screws and flywheel fitting bolts
In case you need the tightening torque for these screws, please contact
the nearest Wärtsilä service office.
44 Tightening screws of vibration damper or gear wheel for engine driven 2800
pumps (M39x3) (if installed)
45 Fitting bolts of vibration damper or gear wheel for engine driven 2200
pumps (M39x3) (if installed)
.8 -,
Fig. 7.6.
07-4
7.1.4. Injection pump
Pos. Injection pump (see Fig. 7.7.) Torque Nm
22 Locking screw (M 12) for injection pump adjusting screw (locked with 60±5
locking fluid)
23 Injection pump fastening nuts (M24) 460 ±20
24 Injection pump cover fastening screws (M14) 150 ±5
25 Injection pump element fastening screws (Ml 2) 125 ±5
26 Main injection pipe fastening nut 200 ±5
46 Erosion plug, see instructions for locking in section 16.2.7. "Con- 350 ±5
trol of fuel pump adjustment".
105 Stop washer mounting screw 100
106 Pneumatic cylinder fastening screw 30
070909
Fig. 7.7.
07-5
7.1.5. Injection valve
Pos. Injection valve (see Fig. 7.8. ) Torque Nm
28 Main injection nozzle cap nut 600 ±15
Molykote G-n plus
60 Counter nut of main injection valve adjusting screw 300 ±10
071105
Fig. 7.8.
7.1.6. Engine driven Iiib. oil pump

Pos. Engine driven lube oil pump (see Fig. 7.9.) Torque Nm
30 Lube oil pump gear fastening screws 41±4
07-10-5
Fig. 7.9.
07-6
7.1.7. Engine driven cooling water pump WD-125
Pos. Engine driven water pump (optional) (see Fig. 7.10.) Torque Nm
43 Water pump gear fastening screws 50±3
To be tightened evenly (0-20-40-50)Nm
24 Hexagon screw 110
Apply Loctite 243 on threads, see section 7.2.
43
Fig. 7.10.
7.1.8. Other tightening torques
Pos. Screw connection (see Fig. 7.11. ) Torque Nm

31 Turbocharger fastening screws (M24), TPL73 780 ±50
31
071501
Fig. 7.11.
07-7
7.1.9. Exhaust pipe
Pos. Screw connection (see Fig. 7.12. ) Torque Nm
83 Exhaust manifold fastening screws (M20) 300
Use Molykote G-n plus lubricant on the threads.
84 Flange connections of the exhaust manifold
Use Molykote G-n plus lubricant on the threads.
M24 510
M20 300
M16 145
M12 61
83 84
072001
Fig. 7.12.
7.1.10. General torques

We recommend the use of torque measuring tools also when tightening other
screws and nuts. The following torque values apply to screws treated with lubri-
cating oil or Loctite.
These tightening values can not be used if the rod diameter of the screw has been
reduced or the thread ends in final pass.
Screw Width across flats of Key width of hexagon Torque Torque
dimension hexagon screws socket head screws Nm kpm
Strength class 8.8
M6 10 5 10 1,0
M8 13 6 25 2,5
MIO 17 8 50 5,0
M12 19 10 85 8,5
M16 24 14 190 19
M20 30 17 370 37,5
M24 36 19 640 65
07-8
Screw Width across flats of Key width of hexagon Torque Torque
dimension hexagon screws socket head screws Nm kpm
Strength class 10.9
M6 10 5 14 1,4
M8 13 6 37 3,8
MIO 17 8 75 7,7
M12 19 10 130 13,3
M16 24 14 310 31,6
M20 30 17 620 63,2
M24 36 19 1060 108
Strength class 12.9
M6 10 5 18 1,8
M8 13 6 43 4,4
MIO 17 8 87 8,9
M12 19 10 150 15,3
M16 24 14 370 37,7
M20 30 17 720 73,4
M24 36 19 1240 127
7.2. Use of locking fluids

When using locking fluid (Loctite), clean parts carefully in degreasing fluid and
let them dry completely before applying locking fluid.
7.3. Hydraulically tightened connections
7.3.1. General
The screws will be overloaded if the maximum hydraulic pressure is exceed-
ed. In case it is impossible to turn the nuts, when the maximum hydraulic pressure
is reached, check is there corrosion in the threads and are the tools and manome-
ters operational.
When tightening hydraulic bolt connections, follow the instructions given in sec-
tion 7.3.4.
07-9
1.3.2. Hvdraulicailv tightened connections, in-line
engines
Pos. Screw connection Hydraulic pressure Tightening Hydraulic
(see Fig. 7.13.) when tightening torque for stud cylinder
(bar) (±3%) (Nm)
Stage I Stage II
34 Cylinder head bolts M90 x 6 300 450 400 ±40 861143
35 Main bearing bolts M90 x 6 400 815 400 ±40 861143
36 Thrust bearing bolts M56 400 600 300 ± 30 861100
37 Lateral bolts of main bearings 300 600 By hand 861100
and thrust bearing M56
38 Big end bearing bolts M72 x 6 400 800 400 ±40 861142
39 Connecting rod bolts M42 400 760 150 ± 10 861120
40 Counterweight bolts M56 300 600 300 ±30 861100
41 Central bolts for intermediate 400 815 400 ±40 861143
gears M90 x 6
49 Fixing bolts M42 300 700 By hand 861120
(resilient mounting)
34
07-12-7
Fig. 7.13.
07-10
Use of hydraulic cylinders:
7.3.3. Dismantling hydraulically tightened screw

connections
JjAttach distance sleeves and hydraulic cylinders to the nuts according to Fig.
7.14. A. Screw on the cylinders by hand.
§_ Connect the hoses to the pump and cylinders according to scheme 7.14. B.
Open the release valve (2) and screw cylinders in clockwise direction to expel
possible oil.
S_ Turn the cylinders or distance sleeves in counter-clckwise direction about
half a revolution (180°), M72 x 6 thread sleeve 3/4 revolution (270°). Otherwise
the nuts will be locked by the cylinder and impossible to loosen.
$_ Close the release valve and pump pressure to the stated value. (See stage
II in section 7.3.2.) Read pressure in both manometers (6) (Fig. 7.14.).
Turn the nuts in counter-clockwise direction about one revolution with a
pm.
Open the release valve slowly and remove the hydraulic tool set.
Screw off the nuts.
861143 861142 861100 861009
M90x6 M72x6
Fig. 7.14.
07-11
7.3.4. Reassembling hydraiiiically tightened screw
connections
-fl-| Screw on the nuts and attach distance sleeves. Screw on the cylinders by
hand.
§_ Connect the hoses to the pump and cylinders according to Fig. 7.14. Check
that the release valve (2) is open and screw the cylinders in clockwise direction
to expel possible oil.
J5_ Close the release valve (2) and pump the pressure to the value of stage I
stated in the table of section 7.3.2.
Tighten the nuts with a pin until close contact to face. Keep the pressure
constant at the stated value during tightening.
Release the pressure.
Pump the pressure to the value of stage n and tighten the nuts. Observe, that
the nuts turn equally.
^_ Open the release valve slowly and remove the hydraulic tool set.
7.3.5. Maintenance of high pressure tool set
The hydraulic tool set consists of a high pressure hand pump with integrated oil
container, hoses fitted with quick-connections and non-return valves, cylinders
and a pressure gauge mounted on the hand pump and another mounted after the
last hydraulic jack. See Fig. 7.14.
The components are connected in series, the pressure gauge being the last compo-
nent thus ensuring that every cylinder is fed with the correct pressure.
The non-return valves in the hoses are integrated with the quick-connections and
are opened by the pins located in the centre of the male and female parts. If these
pins get worn the connection must be replaced due to the risk of blocking.
0
In the high pressure hydraulic tool set it is recommended to use a special hy-
draulic oil or at least an oil with a viscosity of about 2°E at 20°C.
0
During the filling of the high pressure pump container, it is recommended to
connect the set according to scheme B Fig. 7.14. Before filling, open the release
valve (2) and empty the cylinders (4) by pressing piston and cylinder together.
After that, the container can be filled through the filling plug (1).
0
After filling, vent the system by pressing in, with afinger,-the-centre-pin-of
the female part of the last quick-connection; the connection being disconnected
from the pressure gauge. Keep on pumping until airfree oil emerges from the con-
nection.
0
Check the pressure gauge of the hydraulic tool set regularly. For this purpose
a comparison pressure gauge is supplied. This pressure gauge can be connected
to the plug hole (7) and the outlet hose of the pump is connected direct to the pres-
sure gauges.
7.4. Use of hydraulic extractor cylinder

For some power demanding operations a hydraulic extractor cylinder (834050)
is used. In connection with this cylinder the hydraulic high pressure hand pump
is utilized. (Connection scheme ace. to Fig. 7.15.)
07-12
Fig. 7.15.
The effective area of the piston is 58.32 cm 2 which gives the following relation
between pressure and force (Fig. 7.16.)
Relation between pressure and force for hydraulic extractor cyl-

inder 834050.
p
(bar) Max. pressure
\
CkN)
50 100 150 200 250 300 350
071601
Fig. 7.16.
According to the design of the cylinder, the outer cylinder (1) must not be loaded,
but the force is created between the surfaces A and B in Fig. 7.15.
The piston is prevented from running out of the cylinder by an expansion ring (2).
The strength of this ring is limited and it is recommended that care be taken when
operating at the end of the stroke.
07-13
7.5. Use of low pressure pump for lifting purposes in the
crankcase
*»¥•£* rsV r»QCf»
A special low pressure pump (150 bar, 860050) is delivered for lifting the main
bearing cap in the crankcase. Normal engine oil, which is used in the engine
lubricating system (sump) must be used in this pump if the drain oil from the
tools is led to the sump of the engine. However, it is also possible to connect the
drain oil back to the pump chamber. (Fig. 7.17.) When lifting the main bearing
connect the pressure hose to connection "UP", when lowering connect the hose
to connection "DOWN".
View A
IL JN IL JU
Fig. 7.17.
07-14
7.6. Torque calculations
NOTE ! Torque wrench settings must be recalculated according to the following

formula when using tools (806054) and (806058) together with torque
wrench (820009) or (820008).
B
M\ = x M
(B + A)
M M1
071702
Fig. 7.18.
Example:
M = 600 Nm
A = 272 mm
B = 880 mm
880
Ml = x 600 = 458 Nm
(880 + 272)
07-15
07-16
Turbocharging and AirCooling 15
Injection System 16
Fuel System 17
Exhaust System 20
instrumentation and Automation 23
8. Operating problems, emergency operation
For preventive action, see chapter 3. and 4. Some possible operating problems
require prompt action. Operators should acquire knowledge of this chapter for
immediate action when needed.
8.1. Problem, possible reason

See chapter,
section
1. Crankshaft does not rotate when attempting to start
a) Turning device is engaged. 3.1., 21.1.
NOTE! Engine cannot be started when turning device is engaged.
However, before starting, always check that turning device is removed.
b) Starting air pressure too low, shut-off valve on starting air inlet pipe 21.1., 21.6.
closed.
c) Jamming of starting valve in cylinder head, 21.5.
d) Jamming of starting air distributor piston, 21.4.
e) Starting air solenoid valve faulty. 21.6.2.
f) Inlet or exhaust valve jamming when open. "Negative" valve clearance 12.
(strong blowing noise).
g) Starting control system outside engine faulty. 3.2., 23.
2. Crankshaft rotates but engine fails to fire
a) Too low speed (Ib).
b) Automatic shut-down is activated, 23.
c) Load limit of control shaft or of governor is set at a too low value, 22.1.3.
d) Overspeed trip device has tripped, 22.3., 22.4.
e) Starting fuel limiter wrongly adjusted. 22.1.3., 22.5.
f) Some part of fuel control mechanism jamming preventing fuel ad- 22.
mission.
g) Pipe connections between injection pumps and valves not tightened, 17.2.2.
h) Fuel filter clogged. 17.2.
i) Three-way cock of fuel filter wrongly set, valve in fuel inlet pipe
closed, fuel day tank empty, fuel feed pump not started or faulty.
k) Very low air and engine temperatures (preheat circulating water!) in 2.1.
connection with low ignition quality fuel.
1) Fuel insufficiently preheated or precirculated. 2.1., Fig. 2.2.
m) Too low compression pressure (If)
3. Engine fires irregularly, some cylinders do not fire at all
a) See points If, 2f, g, h, k, 1, 4d.
b) Injection pump control rack wrongly adjusted. 22.1.3.
08-1
See chapter,
section
c) Injection pump control sleeve does not mesh properly with rack (may 16.2.5. 1626
cause overspeed if set in direction towards increased fuel quantity).
d) Injection pump faulty (plunger or tappet sticking; delivery valve spring 16.
broken, delivery valve sticking).
e) Injection valve faulty; nozzle holes clogged, 16.
f) Piston rings ruined; too low compression pressure. 11.2.1.
g) 8...18-cylinder engines. It may not always be possible to make these
fire on all cylinders when idling, due to the small quantity of fuel re-
quired.
In normal operation this is acceptable.
For special cases, when engines have to idle continuously for longer
periods (several hours), it is advisable to adjust the rack positions
carefully (reduce rack position as required on those cylinders having
the highest exhaust gas temperatures, increase as required on those cyl-
inders not firing). This adjustment should be done in small steps and
the difference between rack positions of various cylinders should not
exceed 1mm.
4. Engine speed not stable
a) Governor adjustment faulty (normally too low compensation), 22.
b) See point 2f.
c) Fuel feed pressure too low. 1.3.
d) Water in preheated fuel (vapour lock in injection pumps).
e) Loading control system (e.g. controllable pitch propeller) outside en-
gine faulty.
5. Knocks or detonations occur in engine
(If reason cannot be found immediately, stop the engine)
a) Big end bearing clearance excessive (loose screws !). 6.2. table 11, 7.3.,
11.2.1.
b) Valve springs or injection pump tappet spring broken, 12., 16.
c) Inlet or exhaust valve jamming when open,
d) Excessive valve clearances. fi.1., 197, T
e) One or more cylinders badly overloaded (3b, c).
f) Injection pump or valve tappet guide block loose. 16.2.4., 14.1.4., 7.1.
g) Initial phase of piston seizure.

h) Insufficient preheating of engine in combination with a low ignition
quality fuel.
6. Dark exhaust gases
a) Engine badly overloaded (check injection pump rack positions and ex- Test Records
haust gas temperatures).
b) Late injection (wronslv set camshaft drivel. 6.1.. 16.2.7.
08-2
4©g$I$ ©pSCfgfiØODg) [oXfêMSGuû^ ©Kï^^ a m
See chapter,
section
c) See points 3b, c, d, e.
d) Insufficient charge and scavenging air pressure Test Records
- charge air filter clogged 15.2.2.
- turbocharger compressor dirty 15.2.2.
- charge air cooler clogged on air side 15.6.2.
- turbocharger turbine badly fouled
NOTE! Engines starting on heavy fuel may smoke if left idling.
7. Engine exhaust gases blue-whitish or grey-whitish
a) Excessive lubricating oil consumption due to: gas blow-by past piston 11.2.1.
rings; worn or broken oil scraper rings or worn cylinder liners; sticking
compression rings; compression rings turned upside-down; ring
scuffing (burning marks on sliding surfaces).
b) Blue-whitish exhaust gases may occasionally occur when engine has 3.6.
been idling for a lengthy time or at low ambient temperature, or for a
short time after starting.
c) Grey whitish exhaust gases due to water leakage from exhaust gas
boiler or turbocharger.
8. Exhaust gas temperature of all cylinders abnormally high
a) Engine badly overloaded (check injection pump rack positions), Test Records
b) See point 6d.
c) Charge air temperature too high Test Records,
— charge air cooler clogged on water side or dirty on air side 15.6.1., 15.6.2.
- water temperature to air cooler too high, water quantity insufficient 1.3.
- engine room temperature abnormally high 1.3.

d) Excessive deposits in cylinder head inlet or exhaust ports,
e) Exhaust turbine dirty. 15.3.
9. Exhaust gas temperature of one cylinder above normal Test Records
a) Faulty exhaust gas thermometer. 3.6.2.
b) Exhaust valve
-jamming when open
- "negative" valve clearance
- sealing surface blown by (burned)
c) Faulty injection valve
- opening pressure much too low 6.1.
- sticking of nozzle needle when open 16.5.5.
- broken spring
d) Late injection, refer to engine setting table. 6.1., 16.2.7.
e) Fuel supply insufficient (fuel filter clogged),
f) Injection pump faulty, see points 3b and 3d.
08-3
See chapter,
section
10. Exhaust gas temperature of one cylinder below normal
a) Faulty exhaust gas thermometer, 23., 3.6.2.
b) See points 2f, h, 3b, c, d, e.
c) Leaking injection pipe or pipe fittings, 16.4.
d) When idling, see point 3g.
11. Exhaust gas temperatures very unequal
a) See points 9a, c, e.
b) Too low fuel feed pressure: too small flow injection pumps (see points
2h, i), which may cause great load differences between cylinders al-
though injection pump rack positions are the same.
Dangerous ! Causes high thermal overload in individual cylinders.
c) See points If, 6b.
d) When idling, see point 3g.
e) Exhaust pipe turbine nozzle ring partly clogged.
12. Lubricating oil pressure zero or too low 1.2.
a) Faulty pressure gauge, gauge pipe clogged, 23.
b) Lubricating oil level in oil tank too low. 18.
c) Lubricating oil pressure control valve out of adjustment or jamming, (18.)
d) Three-way cock of lubricating oil filter wrongly set.
e) Leakage in lubricating oil suction pipe connections, 18.1.
f) Lubricating oil badly diluted with diesel oil, viscosity of oil too low. 2.2.1., 2.2.3.
g) Lubricating oil pipes inside engine loose or broken. 18.
13. Too high lubricating oil pressure
a) See points 12a and c.
14. Too high lubricating oil temperature 1.2.
a) Faulty thermometer.
b) Insufficient cooling water flow through oil cooler (faulty pump, air in 19.
system, valve closed), too high LT-water temperature. 1.3.
c) Oil cooler clogged, deposits on tubes,
d) Faulty thermostatic valve. (18.) :
15. Abnormally high cooling water outlet temperature, difference 1.2.
between cooling water inlet and outlet temperatures excessive
a) One of thermometers faulty,
b) Circulating water cooler clogged, deposits on plates (installation).
c) Insufficient flow of cooling water through engine (circulating water 3^.6.2^19.
pump faulty), air in system, valves closed^ — -—; -. ?rii^
9;
d) Thermostatic valve faulty. -i = Ï 3
08-4
See chapter,
section
16. Water in lubricating oil 2.2.3., 3.6.,
a) Leaky oil cooler.
b) Leakage at cylinder liner O-rings (always pressure test when cooling
water system has been drained or cylinder liners have been dismantled).
c) Faulty lubricating oil separator (installation). See separator instruction 2.2.3.
book!
17. Water in charge air receiver 15.6.1.
(escape through drain pipe in air cooler housing)
a) Leaky air coolers,
b) Condensation (too low charge air cooling water temperature). 3.6.2., Fig. 3.6.
18. Engine loses speed at constant or increased load
a) Engine overload, a further increase of fuel supply is prevented by the 22.1.
mechanical load limiter.
b) See points 2c, f, g, h, i.
c) See points 4c, d, 5g.
d) Scavenge air fuel limiter built in the governor is limiting fuel. (Scav- 22., Governor manu-
enge air pipe between the manifold and governor is leaking, scavenge al
air pressure too low or the governor wrongly adjusted.)
19. Engine stops
a) Shortage of fuel, see points 2h, i.
b) Overspeed trip device has tripped, 22.3., 22.4.
c) Automatic stop device has tripped,
d) Faulty governor or governor drive. 22., Governor manu-
al
20. Engine does not stop although stop level is set in stop position or
remote stop signal is given
a) Injection pump control rack wrongly set (3b, c).
Trip overspeed trip device manually. If the engine does not stop im -
mediately, block fuel supply as near the engine as possible (e.g. by fuel
filter three-way cock).
Before restarting the engine, the fault must be located and corrected.
Great risk of overspeed.
b) Fault in stop control system. Stop by means of stop lever.
c) The engine driven by generator or propeller or by another engine con-
nected to the same reduction gear.
08-5
See chapter,
section
21. Engine overspeeds and does not stop although overspeed trip
device trips
a) Injection pump control rack wrongly set (3b, c).
Load the engine, if possible.
Block fuel supply, e.g. by means of fuel filter three-way cock.
b) An overspeeding engine is hard to stop. Therefore, check regularly the 22.1.3.
adjustment of the control mechanism (the injection pump rack posi-
tions)
1) the stop lever being in stop position or the overspeed trip device be-
ing tripped and the speed governor at max. fuel admission.
2) the stop lever and the overspeed trip being in work position and the
speed governor in stop position.
This control should be done always when the control mechanism or the
injection pumps have been replaced or adjusted.
8.2. Emergency operation

Operation with defective parts:
8.2.1. Operation with defective air cooler(s)
If the water tubes of an air cooler are defective, the cooling water may enter the
cylinders. If water or water mist flows out of the drain pipe, check whether it is
cooling water or condensate. If condensate, reduce cooling (see chapter 3, Fig.
3.6.). If cooling water, stop the engine as soon as possible and fit a spare cooler.
If no spare cooler is available, the following can be done as an emergency solu-
tion:
a) Dismantle the cooler for repair
and blank off the opening in the charge air cooler housing. Shut off water supply
and return pipes. Repair the cooler, e.g. by plugging the leaking tubes.
b) Shut off water supply and return pipes
This is to be done in case there is insufficient time to remove the defective cooler
and repair it.
c) Operating with a partially plugged, shut-down or removed air
cooler
Engine output must be limited so that the normal full load exhaust temperatures
are not exceeded. The turbocharger may surge before the admissible exhaust tem-
peratures are reached. In such a case, engine load must be reduced further to avoid
continuous surging.
8.2.2. Operation with defective turbocharger(s)

A defective turbocharger is to be treated in accordance with the service instruc-
tions given in the turbocharger instruction book (blocking or removing the rotor
etc.)
08-6
Available load from the engine with blocked turbocharger(s) is about 20% of full
load. The engine output must, however, be limited so that the normal full load
exhaust temperatures are not exceeded. Maximum allowable exhaust gas temper-
ature after cylinder at continuous operation with blocked turbocharger is 500 °C.
(See also section 15.5.)
8.2.3. Operation with defective cams

If the camshaft piece with its damaged cams cannot be removed and replaced by
a new one, the engine can be kept running by the following means:
fl_ Injection pump cams
Slight damage:
Set the injection pump control rack to zero position and lock it by using the limiter
tool 863001. (See chapter 16.)
Extreme damage:
Remove the fuel injection pump and the tappet of the pump. Mount the injection
pump and the tappet guiding pin back but leave the tappet out. (See chapter 16.)
NOTE ! With regards to torsional vibrations and other vibrations, see chapter 8,
section 8.2.5.
When operating with a shut-off injection pump over a long period, the valve push
rods of the inlet and outlet valves are to be removed. The indicator valve on the
respective cylinder is to be opened once an hour to allow any accumulated oil to
escape. With one cylinder out of operation, reduce load to prevent exhaust tem-
perature of the remaining cylinders from exceeding normal full load tempera-
tures.
Valve cams
Stop fuel injection to the cylinder concerned, see chapter 16. Remove the valve
push rods and cam followers of the cylinder. Replace the tubes covering the push
rods.
section 8.2.5.
With one cylinder out of operation, reduce load to prevent exhaust temperatures
of the remaining cylinders from exceeding full load temperatures.
8.2.4. Operation with removed piston and connect-

ing rod
If damage to the piston, connecting rod or big end bearing cannot be repaired, the
following can be done to allow emergency operation:
Remove the piston, connecting rod and big end bearing.
08-7
Cover lubricating oil bore in crank pin with a suitable hose clip, and secure.
Fit completely assembled cylinder head but omit valve push rods.
Prevent starting air entry to the cylinder head by removing the pilot air
pipe.
Shut down injection pump. (Chapter 16.)
section 8.2.5.
With one cylinder out of operation, reduce load to prevent exhaust temperature
of the remaining cylinders from exceeding normal full load temperatures.
If the turbocharger(s) surge, reduce load further to avoid continuous surging.
Operation with removed piston and connecting rod, from one or more cylinders,
should be performed only in absolute emergency conditions when there are no
other means of proceeding under own power.
8.2.5. Torsional vibrations and other vibrations

When running the engine with one cylinder (or more) out of operation, the bal-
ance of the engine is disturbed and severe or even dangerous vibrations may oc-
cur. The vibration conditions are in practice dependent on the type of the installa-
tion. As a general advice, when there are cylinders out of order:
- Reduce load as much as possible.
- Keep the speed in a favorable range (completely depending on the type of the
installation).
- If one or several pistons are removed, the lowest possible speed should be used.
It is advisable to contact the engine manufacturer for more instructions.
08-8
0 CO
03 CD
5"?" 00
<^J o
CD 0 -H
O i*f co" ^
CD
CO 3
§: 0 CD" >
CO' •a 3- Æ CO
CD CD ^^^^
* • CD CO CO
JiJ
^•^
CD
o ~H 3 ~n O
13 - ~ -a
*+*
S CO
^ CD
— < CO jQ cp_ CD
CO —1 —i
co_ co" CD
Jo" 91
<" ^w
o CO
\f f
r~
••J o s^_ ^_
^^ CD ^j
^^^^
^^** l[_l
cr
^ O) CT Q3 CO
o 5' CD" CO
^^^^ CO 0" O
^^M •
o. co"
ZJ O CD 03 91 91
o
o o. o m CO
o- CD 0 CO CO
CO o_ CD CO
CD CD CO
co" 0' CD o" 0 CL
O. CO
m CO CD CO •o
X CO CD O
CD" CO o_ CO O CD
CO CO o_ Q_ CO Z3
CO TI O o
"^^^^ 5" 3D 0. o_ CD
m*im • CD 0
i.
1
—i CD_ 0
a. O 0 CD
CO
O
•o CO
CO CO CO CO CO CO CD CD
*< < 3J O
CO ^^^ •
Mechanism and Cams

CO CD
mentation and Automa

CO CO CO CO CO
Control Mechan
ocharging and Air Coo
Maintenance Schec
Maintenance T(
ind Use of Hydraulic T<
Specific Installation C
Camshaft Driving G f f\
^^ C/j" ^n^ v^ <«^ k^_ CO
co' CD CD CD CD CD CD CD o ___ o
o" CO CD 1 5' 5" co'
3 CO ä CO 1 5T CO co" CO CD" 1 =5
_, _, _, _• __, _,
ro ro ro- K> _, _J _J _, O o o o O O o o O
CO ro — O O 00 V| o> Cn -fe» CO ro —• o SO 00 Cn 00 10
0 0 0 0 0 o
00 v| o tn S> — o
9. Specific installation data
Chapter 09 is reserved for items having no place reserved anywhere else
in the manual. (Normally chapter 09 is empty.)
09-1
09-2
Contents, Instructions, Terminology 00 00
Main data, Operating Data and General Design 01 01
Fuel, Lubricating Oil, Cooling Water 02 02
Start, Stop and Operation 03 03
Maintenance Schedule 04 04
Maintenance Tools 05 05
Adjustments, Clearances and Wear Limits 06 06
Tightening Torques and Use of Hydraulic Tools 07 07
Operating Troubles, Emergency Operation 08 08
Specific Installation Data 09 09
Engine Block with Bearings, Cylinder Liners and Oil Sump 10 10
Injection System 16
Fuel System 17
Exhaust System 20
10. Engine block with bearings, cylinder and
oil sump
10.1 Engine block

The nodular cast iron engine block is cast in one piece. The jacket water
distributing pipes are incorporated in the engine block. The crankcase
covers as well as other covers tighten against the engine block by rubber
sealings and four screws each. Some of the crankcase covers are
equipped with safety valves which relieve the overpressure in case of
a crankcase explosion. The number of relief valves depends on the
crankcase volume. The crankcase is also provided with a vent pipe
including a non-return valve with a drain connection. This vent pipe
should be routed away from the engine room.
10.2 Main bearings

The main bearing caps, which support the underslung crankshaft, are
clamped by hydraulically tensioned screws, two from below and two
horizontally. The bearing shells are axially guided by lugs to provide a
correct assembly. All main bearings are equipped with temperature
sensors.
10.2.1 Maintenance of the main bearings
For maintenance intervals see chapter 04., Maintenance schedule. If

abnormal temperatures appears the bearing has to be inspected.
10.2.2 Dismantling of a main bearing
Loosening the side screws:

In case of a wet oil sump: Pump oil from the oil sump to the
storage tank if not done yet.
Remove two crankcase covers on each side of the bearing,
on both side of the engine.
Remove carefully the main bearing temperature sensor (l)
and the clamps for the cable, see Fig 10-1.
~0\ Remove the caps from the side screws of the concerned
bearing.
Lift the distance sleeves (861009) into position on the side
screws. Both sides can be loosened simultaneously.
W46/W50DF 10- 1
Main bearing side screws
861009
Fig 10-1 501001
Screw on the hydraulic tool (861100), connect the hoses of

the hydraulic pump (860170) according to Fig 10-2. Open the valve.
Note! Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
Hydraulic pump connection
860170
Fig 10-2 501002
\W\ Keep on turning the hydraulic tool until the piston and cylin-
der end faces are at the same level.
Turn the hydraulic tool counter-clockwise about half a turn
(180°) and close the valve.
Pump the hydraulic pressure to the stated value, see section
07.3.2.
D Loosen the nut about half a turn with the pin 861010.
Release the pressure slowly. Disconnect the hoses and un-
screw the hydraulic tool.
1 Remove the nuts from the side screws by hand.
10-2 W46/W50DF
Stud remover
Left hand threads
Fig 10-3 501010
Remove the Side screws to be able to lower the main bearing

cap. Use stud remover (803004), see Fig 10-3.
Opening the main bearing nuts:
10.2.2.1 A. Using transport device (836044) on L-engines

JJJ Fit the transport device (836044) and tackle (836001) according
to Fig 10-4A. Fasten the transport device to the threaded holes of the
crankcase cover fastening screws. Use e.g. M24 screws from the mount-
ing device for big end bearing (836011).
10.2.2.2 B. Using transport device (836030) with bar (831003) on
L-engines
U Fit the bar (831003) together with transport device (836030) and
tackle (836001) into position inside the crankcase, see Fig 10-4B.
Transport device, L-engines
A:
836001 836001 836003 836030
Fig 10-4 501003
W46/W50DF 10-3
Lift the hydraulic tool (861143) inside the engine by using the
mounting device (861040) connected to the tackle, see Fig 10-5.
Mount the hydraulic tool by using a wrench when at the right
position. Repeat the procedure with the other screw by fitting the
hydraulic jack from the other side of the engine.
Mounting device, L-engines
A:
Fig 10-5 501004
10.2.2.3 Using transport device (836041) on V-engines

Fit the transport device (836041) and tackle (836001) accord-
ing to Fig 10-6. Fasten the transport device to the threaded holes of
the crankcase cover fastening screws. Use e.g. M24 screws from the
mounting device for big end bearing (836010).
10-4 W46/W50DF
Transport device, V-engines
Fig 10-6 501005
Lift the hydraulic tool (861143) inside the engine by using the
mounting device (861041) connected to the tackle, see Fig 10-7.
Mounting device, V-engine
Fig 10-7 501006
Mount the hydraulic tool by using a wrench when at the right

position. Repeat the procedure with the other screw by fitting the
hydraulic jack from the other side of the engine.
W46/W50DF 10-5
Note! Hydraulic tool can also be lifted in two parts. Use lifting device for
lifting the cylinder in position and lock it together with the nut by
using two pins or bolts (see Fig 10-8). The inside part of the hydraulic
tool can then be lifted by hand and screwed into position.
Note! On a V-engine, never turn the crankshaft with hydraulic tools

mounted to the main bearing screws, because then the counter-
weights do not have enough space to rotate.
Hydraulic tool
Inside part of 861143

lifted by hand
Fig 10-8 501007
Connect the hoses of the hydraulic pump (860170) to hy-

draulic tool according to Fig 10-9 and open the pump valve.
Hydraulic pump
861143
Fig 10-9 501008
Keep on turning the hydraulic tool as long as it rotates. Re-

peat the procedure few times to get all oil out from the tool.
10-6 W46/W50DF
jr| Turn the hydraulic tool back about 3/4 of a turn (270°).
~W\ Shut the pump valve and pump the hydraulic pressure to the
stated value. See section 07.3.2.
JO Loosen the nuts about 3/4 of a turn by using the pin (861010).
~W\ Release the pressure Slowly, disconnect the hoses and un-
screw the hydraulic tools. Remove the hydraulic jacks from the
crankcase by using the tool (861040) and the tackle.
Lowering the main bearing cap:
1 Connect the hoses of the hydraulic pump to the hydraulic
jack, the supplying hose set to the side marked "DOWN". From the
connection "UP", the hose is preferred to be connected back to the
pump chamber, see Fig 10-10. Use clean engine oil.
Lowering the main bearing cap
Dry oil sump:
Wet oil sump:
Fig 10-10 501009
W46/W50DF 10-7
Remove the nuts of the main bearing screws.
Lower the main bearing cap by pumping oil pressure to the
hydraulic jack with the hydraulic pump if necessary. If the bearing
cap comes down without pumping, control the lowering speed with
the valve of the pump.
Note! Only the lower part of the hydraulic jack is pulling down.
Removing the bearing shells:

Remove the lower bearing shell by hand.
Insert the turning tool (851001 ) into the main bearing journal
radial oil hole, see Fig 10-11.
Removing bearing shell
Fig 10-11 501011
Turn the crankshaft carefully until the bearing shell has

turned 180° and can be removed.
Cover the two main bearing journal radial oil holes with tape.
Note! Every second main bearing should be in place at the same time to
support the crankshaft.
10-8 W46/W50DF
10.2.3 Inspection of main bearings and journals
Bearings
Clean the bearing shells and inspect for wear, scoring and
Other damage. If the main bearing shells are of TRI-METAL type,
they can be used until the overlay is partially worn off. When the
underlaying nickel-barrier or the lining material is exposed in any
area, the bearing must be renewed.
Caution! Never re-install a tri-metal bearing with the nickel barrier exposed
in any part of the bearing shell.
Note! It is highly recommended to always renew a bearing shell that has

been removed.
Caution! Mark the new bearings with the bearing numbers.
Journals
Inspect the surface finish of the main bearing journals.
Damaged journals (i.e. rough surface, scratches, marks of shocks
etc.) must be polished. If, after a longer running period, considerably
uneven wear appears (table 10. section 06.2) the crankshaft may be
reground and used together with thicker bearing shells.
Note! No scraping or other damage of bearing shells, caps or saddles is

allowed. Burrs should be locally removed, only.
W46/W50DF 10-9
10.2.4 Assembling of main bearing
Mounting the bearing shells:

Clean the main bearing shells, the cap and the journal very
carefully.
Take Off the protecting tapes from the journal oil holes and
lubricate the journal with clean engine oil.
Lubricate the bearing surface and end faces of the upper bear-
ing shell with clean lubricating oil.
DnnnnnnnnnnnnnnnanDnnnnac
Caution! The bearing shell can be completely destroyed (deformed) during

the assembly, if it is not lubricated properly.
4Ll Place the end of the bearing shell in the slot between the
journal and the bearing bore, with the lug guiding in the oil
groove (see Fig 10-12), and push it by hand as far as possible
(recommended 2/3 of its lenght).
Assembling bearing shell
Push by
hand Detail A:
Fig 10-12 501012
Insert the turning tool (851001) into the main bearing journal
radial oil hole and turn the crankshaft carefully until the bearing
shell has turned into position. Take care that the bearing shell lug
slides into the oil groove without being damaged, see Fig 10-13.
10- 10 W46/W50DF
Caution! A bearing shell forced into its place can be completely destroyed
due to deformation.
an an i
Turning tool
Fig 10-13 501013
Remove the turning tool.

Lubricate the bearing surface and both ends of the lower
bearing shell with clean lubricating oil and place it in the bearing
cap.
Lifting the bearing cap:

Connect the hoses of the hydraulic pump (860050) to the
hydraulic jack, the supplying hose connected to the side marked
"UP", see Fig 10-14.
W46/W50DF 10- 11
Lifting bearing cap
Dry oil sump:
A:
Wet oil sump:
B:
Fig 10-14 501014
From the connection "DOWN" the hose can be connected back to the
pump chamber. Grease the guide faces of the main bearing cap.
j[] Lift the main bearing cap by pumping oil pressure to the hy-
draulic jack with the hydraulic pump. Screw the main bearing nuts
-in-positi'OTrby~harrd7"Ensure tKa~t~tKe~bearihg caps and shells are
correctly in joining places.
Fitting the side screws:

H Replace the O-rings on the side screws.
H Clean the side screws properly and lubricate the threads
(the threads towards the bearing cap). Fit the screws and tighten
to bottom by hand or by using the tool (803004), see Fig 10-3.
Tighten the side screw nuts by hand.
10- 12 W46/W50DF
Pretightening the side screws:
Lift the distance sleeve (861009) into position on the side
screw on the rear side of the engine.
Screw on the hydraulic tool (861100) and connect the hoses
and open the valve, see Fig 10-15.
NOTE! Some hydraulic pump types are to be used with a separate oil return
Hydraulic tool for side screws
860170 861009
861100
Fig 10-15 501015
Keep on turning the hydraulic tool until the piston and cyl-
inder end faces are at the same level.
Shut the pump valve and pump to the pretightening pressure
of 200 bar.
Tighten the nuts by the pin.
W46/W50DF 10- 13
Tightening the main bearing on a L-engine:
1 Lift the hydraulic tool (861143) for main bearings into posi-
tions by using the mounting device (861040). See Fig 10-4A when
using transport device (836044) or Fig 10-4B when using transport
device (836030) with the bar (831003).
Tightening the main bearing on a V-engine:

Lift the hydraulic tool (861143) for main bearings into posi-
tions by using the mounting device (861041). See Fig 10-7.
Connect the hoses of the hydraulic pump (860170) and
open the valve. Keep on turning the hydraulic jack as far as it
rotates. See connection schema in Fig 10-9.
Close the pump valve and pump to the stated pressure,
(see section 07.3.2) and tighten the nuts by the pin (861010).
Remove the tools.
Re-install the temperature sensor and cable clamps.
Final tightening of the side screws

Connect the pump and the hoses.
Pump to full stated pressure, see section 07.3.2.
Tighten the nut by the pin.
Lift the distance sleeve (861009) into position on the ma-
noeuvring side screw.
Screw on the hydraulic tool (861100) Open the pump valve
and connect the hoses.
Close the pump valve and pump to full stated pressure,
see section 07.3.2.
Release the pressure Slowly, disconnect the hoses and un-
screw the hydraulic tools.
Tightening order Tightening

pressure
Loosening; 1 . Side screw nuts one by one or sirnultaneously
2 . Main bearing nuts simultaneously
Pretightening: 1 . Side screw nut on 200 bar
rear side
Final tightening: 1 . Main bearing nuts simultaneously 07.3
2. Side screw nut on 07.3.2
rear side
3. Side screw nut on
manoeuvring side
Take care that all tools and clothes will be removed from
the oil sump.
10- 14 W46/W50DF
In case of a wet oil sump: Fill the oil sump with oil if you
have finished your work.
Mount the crankcase covers.
10.3 Flywheel / thrust bearings

A combined flywheel/thrust bearing is located at the driving end.
The flywheel bearing shells are of the same type as the main bearings,
only different size. The two pairs of thrust washers guide the crank-
shaft axially.
10.3.1 Maintenance of flywheel / thrust bearings
For maintenance intervals see chapter 04., Maintenance schedule. If

abnormal temperatures appear, the bearing has to be inspected.
10.3.2 Dismantling of flywheel / thrust bearing
Loosening the side screws:

In case of a wet oil sump: Pump oil from the oil sump to the
storage tank if not done yet.
JO Remove the two crankcase covers next to the flywheel end,
on both sides of the engine.
Remove carefully the temperature sensor (1) and the cable
clamps, see Fig 10-1. Ensure that it will not be damaged while
working with the bearing.
Remove the caps from the side screws of the fly-
wheel/thrust bearing.
Lift the distance sleeves (861009) into position on the side
screws. Both sides can be loosened simultaneously.
Mount the hydraulic tool (861100), connect the hoses of the
hydraulic pump (860170) according to Fig 10-2 and open the pump
valve.
Keep on turning the hydraulic tool until the piston and the
cylinder end faces are at the same level.
Turn the hydraulic toolcounter-clockwise about half a turn
(180°).
Close the valve and pump the hydraulic pressure to stated
value, see section 07.3.2.
W46/W50DF 10- 15
JK Loosen the nut about half a turn with the pin (861010).
ITU] Release the pressure Slowly, disconnect the hoses and un-
Remove the nuts from the side screws by hand
Opening of flywheel / thrust bearing nuts:

Lift the distance sleeve (861009) into position on the fly-
wheel bearing nut and hang it by inserting the pin (861010), see Fig
10-16.
Opening of flywheel / thrust bearing nuts
861009
Fig 10-16 501016
Hydraulic tool connection
Fig 10-17 501017
10- 16 W46/W50DF
Mount the hydraulic tools (861100), connect the hoses of the
hydraulic pump (860170) according to (Fig 10-17 ) and open the
pump valve.
Keep on turning the hydraulic tool until the piston and the
cylinder and faces are at the same level.
Turn the hydraulic tool counter-clockwise about half a turn
(180°).
Close the pump valve and pump to stated pressure value,
see section07.3.2
Loosen the nuts about half a turn with the pins (861010).
Open the pump valve Slowly, disconnect the hoses and re-
move the hydraulic tools.
Lowering the flywheel / thrust bearing cap:

hydraulic jack, the supplying hose set to the side marked "DOWN".
From the connection "UP" the hose is preferred to be connected back
to the pump chamber, see Fig 10-18.
Lowering the flywheel / thrust bearing cap
Dry oil sump:
Wet oil sump:
Fig 10-18 501009
W46/W50DF 10- 17
Remove the side screws of the flywheel / thrust bearing to
be able to lower the bearing cap. If necessary, use stud remover
(803004), see Fig 10-3.
HI Remove the nuts of the flywheel / thrust bearing screws.
Üfl Lower the bearing cap by pumping oil pressure to the hydrau-
lic jack with the hydraulic pump.
Note! Only the lower part of the hydraulic jack is pulling down.
Removing the flywheel/thrust bearing shells:

Remove the lower bearing shell and the lower thrust washers.
To remove the thrust washer next to the driving end an M8 screw
or eyebolt can be fitted to each end of the washer to help the
removing, see Fig 10-19. Note the guide pins (C).
Removing the flywheel/thrust bearing shells
Fig 10-19 501019
Insert the turning tool (851020) into the bearing journal ra-
dial oil hole to remove the upper bearing shells, see Fig 10-20.
10- 18 W46/W50DF
Turning tool 851020
Fig 10-20 501020
Turn the crankshaft carefully until the bearing shell and the
washers have turned 180° and can be removed. Depending on the
position of the crankshaft the thrust washers can be quite loose.
H Cover the two bearing journal radial oil holes with tape
|©| Check the bearing in the same way as the main bearings, (see
SectionlO.2.3 ). The thrust washers on the same side have to be
changed in pairs.
10.3.3 Assembling the flywheel / thrust bearing
Fitting the flywheel / thrust bearings:

Clean the bearing shells, washers, cap and journal very
Take Off the protecting tape from the bearing journal radial
oil holes and lubricate the journal with clean engine oil.
Lubricate the upper bearing shell running surface and place
the end of the bearing shell in the slot between the journal and the
bearing bore. The axial location of the shell is to be secured by
keeping the bearing shell end recesses (A) at the same level with
the axial faces (B) of the engine block. (See Fig 10-21).
W46/W50DF 10- 19
Upper bearing shell
B B
Fig 10-21 501021
Caution! The bearing shell can be completely destroyed (deformed) during

the assembly, if it is not properly lubricated.
"ff! Insert the Shell by hand as far as possible, see Fig 10-22.
Assembling flywheel/thrust bearing shell
Push by hand
Fig 10-22 501022
10-20 W46/W50DF
Insert the turning tool (851020) into the bearing journal radial
oil hole and turn the crankshaft carefully until the bearing shell has
turned into position.
]U Remove the turning tool
~W\ Lubricate the running surfaces of the upper thrust washers
and push the washers into position by hand. To facilitate the
mounting of the washer the crankshaft can be axially moved to each
direction.
Caution! A bearing shell forced into its place can be completely destroyed
due to deformation.
Lubricate the running surfaces of the lower thrust washers

and push them into position on the guiding pins (C) in the bearing
cap. For mounting the thrust washer next to the driving end an M8
screw can be fitted to each end of the washer, see Fig 10-19.
1U Lubricate lower bearing shell running surface and place shell
in bearing cap. The axial location of the shell is to be secured by
keeping the bearing shell end recesses (A) at the same level with
the axial faces (B) of the cap, see Fig 10-23.
Lower bearing shell
Fig 10-23 501023
Lifting the bearing cap:

1 Connect the hoses of the hydraulic pump (860050) to the
hydraulic jack, the supplying hose connected to the side marked
"UP", see Fig 10-24.
W46/W50DF 10-21
Lifting the bearing cap
Dry oil sump
A:
Wet oil sump
B:
Fig 10-24 501024
Lift the bearing cap by pumping oil pressure to the hydraulic

jack with the hydraulic pump. Screw the main bearing nuts in
position and tighten by hand. Ensure that the bearing caps and
shells are correctly in joining places.
_F.ittingJhe_side-Scr.e.w.s:_
JÜ Replace the O-rings on the side screws.
[Ü Clean the side screws properly and lubricate the threads
(the threads towards the bearing cap). Fit the screws and tighten
to bottom by hand or by using the tool (803004).
Tighten the side screw nuts by hand.
Pre tightening of the side screws:

Lift the distance sleeve (861009) into position on the side
screw on the rear side of the engine.
Screw on the hydraulic tool (861100) and connect the hoses.
Open the pump valve, see Fig 10-15.
10-22 W46/W50DF
Note! Some hydraulic pumps types are to be used with a separate oil
return hose. Always follow the instructions delivered with the pump.
Keep on turning the hydraulic tool until the piston and cylin-
der end faces are at the same level.
Shut the pump valve and pump to the pretightening pressure
of 200 bar.
Tighten the nut with the pin (861010).
Tightening of the flywheel / thrust bearing:

Lift the distance sleeves (861009) into position on the fly-
wheel bearing nuts and hang them by inserting the pins (861010).
(See Fig 10-16.)
jjj\ Screw on the hydraulic tools (861100).
H Open valve and connect the hoses of the hydraulic pump
(860170), according to Fig 10-17. Keep on turning the hydraulic
tool until the piston and cylinder end faces are at the same level.
Close the valve and pump to the stated pressure, (see sec-
tion 07.3.2.) and tighten the nuts with the pin (861010).
Release the pressure Slowly, disconnect the hoses and un-
Re-install the temperature sensor and cable clamps.
Final tightening of the side screws:

Connect the pump and the hoses.
Lift the distance sleeve (861009) into position on the ma-
noeuvring side screw.
Screw on the hydraulic tool (861100). Open the valve and
connect the hoses.
Open the pump valve slowly , disconnect the hoses and un-
Take care that all tools and clothes will be removed from
the oil sump.
W46/W50DF 10-23
In case of a wet oil sump: Fill the oil sump with oil if you
have finished your work.
Mount the crankcase covers.
10.4 Camshaft bearings

The camshaft bearing bushes are fitted in housings directly machined
in the engine block. Bushing can be inspected and measured either by
removing the camshaft journal or opening one connection in the cam-
shaft and sliding the complete shaft towards the free end of the engine.
10.4.1 Maintenance of camshaft bearings
For maintenance intervals see Chapter 04..

10.4.2 Inspection of the camshaft bearing bushing
When the camshaft bearing journal has been removed, the inner
diameter of the bearing bushing can be measured at site, by using a
ball anvil micrometer screw. The wear limit is stated in chapter 06. If
the wear limit for one camshaft bearing bushing is reached, all cam-
shaft bearing bushes should be replaced. For visual inspection of the
camshaft bearing bushing, proceed as follows:
Remove the both camshaft covers adjacent to the bearing
Remove the cover from the starting air distributor, see chap-
8
Loosen the rocker arm bracket fastening nuts on the cylin-
ders where the camshaft is to be moved axially, see chapter 8
Open the flange connection between the camshaft piece and
bearing journal on the driving end of the bearing concerned.
^rMove'the'Camshaft-towards'the-free-end-of-the-engi-ne-ma-x—35 -
mm by using a suitable lever.
Inspection of the bearing:

Check the uncovered part of the bearing bushing by means
of a mirror. All camshaft bearing bushes towards the free end of the
engine, seen from the bearing concerned, can be checked when the
camshaft is in this position.
10-24 W46/W50DF
10.4.3 Removing the camshaft bearing bushing
Remove the camshaft cover, injection pump, valve tappets

and camshaft piece from the two cylinders adjacent to the bearing
concerned, see chapter 8 If an end bearing has to be removed, the
respective camshaft end piece has also to be removed.
Remove the camshaft bearing journal, see chapter 8
Assemble the removing device (834010) according to Fig 10-
25A or, if the first bearing at the flywheel end is concerned, accord-
ing to Fig 10-25B.
Note! Ensure that the hydraulic tool is unharmed and completely returned
to inner position before being used.
Removing the camshaft bearing bushing
Bearing bush
Fig 10-25 501025
Tighten the hydraulic tool (2) (834050) by tensioning the pull

screw (1) slightly.
hydraulic tool according to Fig 10-26.
Pump pressure to the hydraulic tool to withdraw the bearing
bushing. If the bearing bush does not move when this pressure is
achieved a light knock on the end flange (5) may be necessary.
Note! The pressure must not exceed the "Max. pressure" value stated in
section 07.4.
W46/W50DF 10-25
Hydraulic pump 860100
Fig 10-26 501026
Open the pump valve, disconnect the hoses of the hydraulic

tool and dismantle the removing device.
10.4.4 Mounting of camshaft bearing bushing
Alternative 1
A new bearing bush of the camshaft can be freezed in (e.g.
nitrogen). Ensure that the bearing bush is mounted to correct
position. (The oil slot directed upwards and the oil hole of the bush
directed against the oil hole of the engine block, detail C in Fig 10-28.
The mark at the end of the bearing bush has to be directed straight
down on L-engines/aligned with the side of the engine block on
V-engines, see detail D in Fig 10-28.
Alternative 2
_. Lubricate the outer surface of a new bearing bushing lightly
with clean engine oil and put it on the guide sleeve (4).
Assemble the mounting device (834010) according to Fig 10-
27A, or if the first bearing at the flywheel end is concerned according
to Fig 10-27B. Ensure that the bearing bush is mounted to correct
position. (The oil slot directed upwards and the oil hole of the bush
directed"against the~bil hole of the engine block, detail C in Fig 10-28.
The mark at the end of the bearing bush has to be directed straight
down on L-engines/aligned with the side of the engine block on
V-engines, see detail D in Fig 10-28.
10-26 W46/W50DF
Mounting of camshaft bearing bushing
Fig 10-27 501027
Bearing bush end
L-engine
Fig 10-28 501028
4JJ Tighten the hydraulic tool (2) by tensioning the pull screw (1)
slightly.
hydraulic tool according to Fig 10-26.
Pump pressure to the hydraulic tool to mount the bearing
bushing.
W46/W50DF 10-27
Note! The pressure must not exceed the "Max. pressure" - value stated in
the diagram in section 07.4.
Open the pump valve, disconnect the hoses of the hydraulic

tool and dismantle the mounting device.
©J Lubricate the bearing bushing running surface with clean
engine oil and insert the camshaft bearing journal. See chapter 8
Mount the camshaft pieces, valve tappets, injection pumps
and camshaft covers, see chapter 8 and chapter 16.
Check the valve Clearances, see section 12.2.4. Check deliv-
ery commencement of the injection pumps on all cylinders towards
the free end, see chapter 01."firing order" and chapter 13.
10-28 W46/W50DF
10.5 Cylinder liner
The cylinder liner is centrifugally cast of special cast iron alloy. The
collar is equipped with cooling bores and drillings for temperature
monitoring.
10.5.1 Maintenance of the cylinder liner and antipolish-
ing ring
The cylinder liner must always be inspected when overhauling the

piston, see chapter 04.. The liner diameter is measured according to
the measuring record 4610V001GB for a W46-engine and record
5010V001 for W50DF-engine. To estimate the lifetime of a cylinder
liner it is very important to fill in the record properly.
Measuring records can be found in chapter "ATTACHMENTS".
When overhauling the liner, if necessary, the cooling water space can
be cleaned of deposits by using a wire brush. The cooling bores in the
collar can be cleaned by boring with a suitable drill.
It is recommended to always change the antipolishing ring when
changing the piston rings.
10.5.2 Removing the cylinder liner
Drain the engine cooling water. Remove the cylinder head,

antipolishing ring and piston with connecting rod. (See chapter 12.
and chapter 11.).
JO Loosen the cylinder liner fastening screw (1) and remove the
holder (2), see Fig 10-29.
Removing the cylinder liner
L-engines
Fig 10-29 501029
W46/W50DF 10-29
Fit the cylinder liner lifting device (836009) in position ac-
cording to Fig 10-30. Note the different lifting holes for In-line
engines and V-engines.
Note! The lifting tool is only for lifting and not for pulling out the liner. Note
maximum capacity of the tool.
Cylinder liner lifting device
In-line
engine
836009
Fig 10-30 501030
Remove the cylinder liner temperature sensors.
Note! An alternative cylinder liner removing tool can be find at section

10.5.2.1
10-30 W46/W50DF
Turn the crankshaft so that the counterweights are pointing at
the manoeuvring side and fit the support (836032) on a L-engine,
(see Fig 10-31) and support (836033) on a V-engine (see Fig 10-32)
to the counterweight fastening bolts. Use the transport device
(836041) and tackle (836001) on a V-engine when lifting the support
into position inside the crankcase. Fasten screws (5).
Hydraulic tool support for L-engine
Fig 10-31 501031
Hydraulic tool support for V-engine
Fig 10-32 501032
W46/W50DF 10-31
Turn the crankshaft to BDC and fit the hydraulic tool (834050)
and yoke (836039) on the support, see Fig 10-31 for a L-engine and
Fig 10-34 for a V-engine.
Connection of hydraulic pump to hydraulic tool for L-engine
834050
860100
Fig 10-33 501033
Connection of hydraulic pump to hydraulic tool for V-engine
View B:
836039
834050
Fig 10-34 501034
10-32 W46/W50DF
hydraulic tool (834050) according to Fig 10-33 for a L-engine and
Fig 10-34 for a V-engine.
~W\ Pump pressure to the hydraulic tool to push the cylinder liner
out. When the liner starts to move freely, use crane to lift the liner
out, see Fig 10-33 for a L-engine and Fig 10-34 for a V-engine. Be
careful not to damage the cylinder head screws.
Open the pump valve , disconnect the hoses of the hydraulic

jack and remove the tools 836039, 834050 and 836032 for L-engine
or 836033 for V-engine.
10.5.2.1 W46-engines alternative tool for cylinder liner removing
Mount the hydraulic tool (861166) inside the extraction tool
(836047) and fit the tools between the cylinder liner and one of the
cylinder head screws, see Fig 10-35.
JO Pump pressure to the hydraulic tool with the hydraulic pump
(860100) to push the cylinder liner up. When the liner starts to move
freely, use crane to lift the liner out. Be careful not to damage the
cylinder head screws.
Cylinder liner removing tool
Fig 10-35 501039
W46/W50DF 10-33
Note! Because the top of the liner is very heavy the removed liner must
be properly supported e.g. to engine room wall.
Avoid unnecessary turning of the liner. Extreme care must be taken if

turning is compulsory.
Note Note the location of the centre of gravity, see Fig 10-36.
Centre of gravity
1. Centre of gravi
I
Fig 10-36 501038
10.5.3 Mounting the cylinder liner
Check that all the contact faces of the engine block and cyl-
inder liner are clean and intact.
Check that the O-ring grooves of the cylinder liner are clean,
and insert new 0-rings.
Lubricate the lower O-rings and the corresponding sealing
faces with vaseline or soft soap and assemble the lifting device
(836009).
IT] Apply sealing compound to the sealing surfaces between
lower part of collar and engine block.
1U Lower the liner carefully into the bore of the engine block.
When the lowest O-ring touches the engine block align the liner
so that the mark on the liner is directed towards the driving
end of the engine, see Fig 10-37 for L-engine and Fig 10-38 for
V-engine. Lower further until the liner collar faces the engine block.
10-34 W46/W50DF
Mounting the cylinder liner, L-engine
O-ring
A: Marks for the position

of the cylinder liner
Fig 10-38 501035
Mounting the cylinder liner, V-engine
D r
Fig 10-37 501036
Mount the holder (2) (Fig 10-29 ) and tighten the cylinder liner
fastening screw (M24xlOO) to stated torque. See chapter 07.
W46/W50DF 10-35
Check the cylinder liner inner diameter (see Fig 10-39 ) and
complete the measurement record 4610V001 for W46 engine and
record 5010V001 for W50DF engine, see "ATTACHMENTS".
Cylinder liner inner diameter
W46 W50DF
100
M3=
250
847001 848012/
640
1020 i
Fig 10-39 501037
©I Re-install the temperature sensors.

J>] Mount the piston with connecting rod and cylinder head. Re-
fill the cooling water, see chapter 12. and chapter 11.
QH Check the O-ring seals from the crankcase side while circu-
lating cooling water. If there is an engine driven cooling water
pump, apply 3 bar static pressure.
10.5.4 Honing of the cylinder liner bore
It is recommended to hone the cylinder liner whenever new piston rings

are mounted. Normally a light honing is sufficient. If the honing is done
when the cylinder liner is on its place in the engine block, the crank-
shaft under the cylinder concerned must be covered by plastic film.
_HQning_r.estsJmust__be prevented from falling into the oil sump of the
engine. For the honing process the following instructions are pre-
scribed:
o Only ceramic hones with a coarseness of 80 and 400 should be
used as follows:
o A coarseness of 80 must be used until the inside of the liner has
been entirely honed.
o A coarseness of 400 must be used for about 30 strokes to give a
correct surface finish.
o The pitch angle of the honing lines in the cross hatch pattern
should be about 30° which is achieved by combining e.g. 40
strokes/min with a rotational speed of 100 rpm.
10-36 W46/W50DF
o For cooling, a honing oil is preferred but a light fuel oil may also
be used.
o When honing the liner fitted to the engine the used honing oil
must be directed from the engine with e.g. a tarpaulin or similar.
o The honing time depends on the condition of the bore surface.
Usually only a few minutes' honing is required.
After honing, the liner bore must be carefully cleaned by using a
suitable brush and solvent or fuel oil. Dry with a cloth and lubricate
with engine oil for corrosion protection.
o Check the cylinder liner inner diameter, see section 10.5.3
10.5.5 Cleaning of the cylinder liner water side
The water side of the cylinder liner can be cleaned of deposits with a
wire brush. The cooling bores in the collar can be cleaned by boring
with a suitable drill (diam. 18 and 25 mm).
W46/W50DF 10-37
10-38 W46/W50DF
Crank Mechanism: Crankshaft, Connecting Rod, Piston 11 11
Injection System 16
17
1
Fuel System
Exhaust System 20
Starting Air System 2T
11. Crank mechanism: Crankshaft, connect
ing rod, piston
11.1. Crankshaft
Description of the crankshaft:
The crankshaft is forged in one piece and provided with counter-weights, fas-
tened with hydraulically tensioned screws. At the driving end of the engine the
crankshaft is equipped with: a V-ring for sealing of the crankcase, a combined
flywheel/ thrust bearing and a split gear wheel for camshaft driving. The crank-
shaft can be turned by an electrical turning device operating the flywheel.
11.1.1. Crankshaft alignment
Turn the crank of the first cylinder against normal running direction near
BDC (bottom dead centre) and fit the crankshaft dial indicator (848011) or the
transducer of the crankshaft deflection indicator (848111) to the punch marks be-
tween two counterweights. (See Fig. 11.1.) The distance between the transducer
(or dial indicator) and connecting rod should be as small as possible when starting
the measurement.
110101
Fig. 11.1.
If using a dial indicator, set it to zero.
Perform the measurements. If using the deflection indicator (848111) follow
its instructions.
Read and record the deflections at measuring points A, B, C, D and E (Fig.
11.2.) when turning the crankshaft in the normal running direction. (Use form
4611V005 "Crankshaft alignment", see "ATTACHMENTS".)
11 -1
HD
DIAL INDICATOR POSITION

as seen from the flywheel end
REAR SIDE
OPERATING
SIDE
kampkoo
Fig. 11.2.
Repeat this procedure with other cylinders.
The following limits of misalignment are given for an engine at its normal
running temperature:
a) On the same crank, the difference between two diametrically opposed
readings must not exceed 0.32 mm. Realignment is necessary if this limit is
exceeded.
b) On two adjacent cranks the difference between two corresponding read-
ings must not exceed 0.15 mm. Realignment is necessary if this limit is exceed-
ed.
To investigate the cause of excessive deflection, the crankshaft has to be either
uncoupled from its driven equipment or in any case the coupling alignment has
to be controlled.
If the engine is rigidly mounted, the engine mounting bolts must be slackened and
coupling alignment checked to determine if a permanent deformation of the en-
gine foundation has occurred.
NOTE ! In an engine having abnormal temperature, the corresponding values

must be based on experiences from the particular installation.
11.1.2. Measurement of thrust bearing axial clear-

ance
floj Lubricate the bearings by running the prelubricating pump for a few min-
utes.
Apply the measure gauge for instance against the plane end surface of the
flywheel.
Move the crankshaft by a suitable lever in either direction until contact is
established with the thrust bearing.
11 -2
Set the measure gauge to zero.
Move the crankshaft in the opposite direction and read the axial clearance
from the measure gauge. Reference values in chapter 6., table 11.
11.2. Connecting rod and piston

Description of connecting rod and piston:
The connecting rod is a three-piece design. Extensive research and development
has been carried out to develop a connecting rod in which the combustion forces
are distributed over a maximum bearing area and where the relative movements
between mating surfaces are minimized.
The connecting rod is forged and machined with round sections of alloy steel. The
lower end is split horizontally in three parts to allow removal of piston and con-
necting rod parts. All connecting rod bolts are hydraulically tightened. The big
end bearing and gudgeon pin bearing are of tri-metal design.
Between the connecting rod and big end bearing there is a compression shim.
Oil is led to the gudgeon pin bearing and piston through a bore in the connecting
rod. (Fig. 11.3.)
Piston, upper part

Piston lower part
Connecting rod
Compression shim
Connecting rod bearing, upper part
Lube oil flow in Connecting rod bearing, lower part
connecting rod Gudgeon pin
Securing ring
10 Connecting rod bolt
11 Connecting rod nut
12 Connecting rod bearing bolt
13 Connecting rod bearing nut
Fig. 11.3.
The piston is of a composite type with a nodular cast iron skirt and a forged steel
crown screwed together. The space between the crown and the skirt is supplied
with lubricating oil for cooling the crown by means of a cocktail shaker effect.
The lubricating oil is led from the main bearing through the drillings in the crank-
shaft to the big end bearing, and further through the drillings in the connecting
11 -3
rod, gudgeon pin and piston skirt up to the cooling space and from there back to
the oil sump. Part of the lubricating oil is led out from the piston skirt through
special nozzles to lubricate the liner (Fig. 11.4.).
NOTE ! Always handle the pistons with care.
The piston ring set consists of two compression rings and one spring-loaded oil
scraper ring.
Nozzle to lubricate the

liner
Lube oil flow

in piston
Fig. 11.4.
11.2.1. Removing and dismantling of piston and con-

necting rod
Removing of the piston
flo Remove the cylinder head. (See chapter 12.)
Turn the crankshaft to BDC.
Loosen the antipolishing ring:
Cover the piston top with cloth or paper, pressed tightly against the cylinder wall
to collect the dropping carbon deposits.
A: Loosening the antipolishing ring with a ring-type tool (836043)
Place the tool (836043) onto the piston top and expand it to the bore diameter.
Bring the piston in question to TDC by turning the crankshaft carefully. (See Fig.
11.5.A.)
B: Loosening the antipolishing ring with a trifurcated tool
(836043)
Fit the tool (836043) to the grooves made especially for this purpose as shown
in Fig. 11.5.B and tighten the screw (9).
11 -4
Hammer lightly from below with a soft hammer.
112901
Fig. 11.5.
Lift the ring off when it is loose.
Fit the distance sleeves 861027 crosswise on the two diagonally opposite con-
necting rod screws and screw on the hydraulic tools 861120. (See Fig. 11.6.)
M
861027
Fig. 11.6.
§b| Connect the hoses of the hydraulic pump according to Fig. 11.7. and open
the pump valve.
11 -5
•on
11-5
Fig. 11.7.
Keep on turning the hydraulic tools until the piston and the cylinder faces
are at the same level.
Turn the hydraulic tool back half a turn (180°).
Shut the pump valve and pump to stated pressure. (See section 7.3.2.)
Loosen the nuts half a turn by the pin.
Open the pump valve slowly and disconnect the hoses and unscrew the hy-
draulic tool.
Repeat the same procedure on the other two connecting rod screws. Remove three
nuts at BDC and after that turn the piston to TDC and remove the last nut.
flUj Clean the threaded holes in the piston crown and fasten the lifting tool
(835001) using the holes, which are applicable to the piston in question. Use the
correct lifting point for engines of L or V configuration. (See Fig. 11.8.) Two dif-
ferent kinds of lifting tools are shown in the picture.
110603
Fig. 11.8.
When lifting the piston, take care not to damage the cylinder wall. (Fig.
11.9.)
11 -6
Lift with care !
Pay attention to the
cylinder wall.
Fig. 11.9.
Dismantling of the piston
Tjf] Lower the piston/connecting rod onto a plain surface (a wooden board) so
that the connecting rod is showing upwards. Be careful not to damage the piston
surface. (See Fig. 11.11.)
IM] Remove the securing ring (9) from the gudgeon pin hole by using the pliers
800001. (Fig. 11.10.)
Fig. 11.10.
11 -7
nu
NOTE ! Never compress the securing ring more than necessary to remove it from
the groove.
Fasten an eyebolt MIO in the middle of the gudgeon pin (see Fig. 11.11.).
Before removing the pin be sure that you have proper markings on the pin and
piston to be able to fit the parts back into the original positions. (See Fig. 11.16.)
M Draw the pin carefully out. Lift the connecting rod slightly so that the gud-
geon pin comes out easily. In low temperatures the gudgeon pin may stick but will
be easily removed after uniformly heating the piston to about 30 °C.
MIO
B^ Lift the connecting rod out from the piston carefully.

Piston upper part and lower part can be separated by loosening the screws (14).
(See Fig. 11.13.)
11.2.2. Inspection and maintenance of piston rings

and gudgeon pin bearing
Bo] Clean all the parts carefully. Remove the piston rings by using the pliers
800002. The design of the pliers prevents overstressing of the rings.
Remove burned carbon deposits from the piston and piston ring grooves. Special
care should be taken not to damage the piston material. Never use emery cloth
on the piston skirt.
11 -8
The cleaning is facilitated if coked parts are soaked in kerosene or fuel oil. An
efficient carbon solvent - e.g. ARDROX No. 668 or similar- should preferably
be used to facilitate cleaning of the piston crown. When using chemical cleaning
agents, take care not to clean piston skirt with such agents because the phosphate/
graphite overlay may be damaged.
Check the piston rings:
Check the rings for wear by inserting them in a new cylinder liner and measure
the ring gap at the joint. Measure the height of the piston ring grooves, and the
piston ring side clearances. Use new rings when measuring the clearances. See
clearances and wear limits in chapter 6. When measuring use form 4611V009 (see
"ATTACHMENTS").
Always replace the piston rings with new ones when removing from the
grooves.
NOTE ! When assembling a new cylinder liner or a honed one, all the piston
rings have to be changed, too.
Check the gudgeon pin:

Jk_ Check the gudgeon pin clearances by measuring the pin diameters and bear-
ing bores separately (see clearance and wear limits in chapter 6., table 11).
If the bearing bore diameter exceeds the wear limit replace the bearing bushing.
Measure the gudgeon pin diameter in four different places and in four directions.
When measuring the gudgeon pin and bore, use form 4611V004 (see "ATTACH-
MENTS").
Check that the plugs in both ends of the gudgeon pin are properly fitted.
Check that the oil bores in the gudgeon pin are in good condition.
Removing the gudgeon pin bearing bushing

It is very seldom you need to remove the gudgeon pin bearing bushing and when
doing so there is a great risk to damage the connecting rod. However, if there is
a need to remove the bearing bushing, please contact the nearest Wärtsilä service
office.
11.2.3. Assembling and mounting of piston and con-

necting rod
There are two different constructions of piston used; one having the piston upper
part fastened with studs and nuts and the other having the piston upper part fas-
tened with hexagonal socket-head screws.
It is not recommended to install two different types of piston in the same engine.
Components of the different piston assemblies are not interchangeable.
Checking the contact surfaces
Before fitting a used piston upper part to a lower part, or vice versa, check the
condition of the mating surfaces (see Fig. 11.12. or 11.14.) for contact marks. Lo-
cal spot material can be removed by means of an oilstone.
11 -9
NOTE ! Grinding away larger areas of fretting (destruction of surface geometry)
and scraping away fretting (creation of notches) is strictly forbidden.
11.2.3.1. Assembly of a piston having the upper part fastened

with studs
Mating surfaces
112702
Fig. 11.12.
The studs (14) (Fig. 11.13.) must be renewed when changing the piston top if the
length of the stud measured from the support surface of the piston top exceeds
140.5mm or the overall length of the stud exceeds 174.5mm.
Tighten the studs to the piston upper part with a torque of lONm.
Apply lubricating oil to the threads and landing surfaces of the nuts (14).
(Fig. 11.13.)
11 -10
112802
Fig. 11.13.
Tighten the nuts crosswise with a torque of 60 Nm.
Tighten crosswise by the angle of 170°.
Loosen the nuts.
Check the torque of the studs (10 Nm).
Pretighten the nuts crosswise to 60 Nm.
Checking after tightening
The nuts must not turn with the torque of 170 Nm.
11 -11
11.2.3.2. Assembly of a piston having the upper part fastened
with screws
Mating surfaces
112701
Fig. 11.14.
Apply lubricating oil to the threads and landing faces of the screws (14).
(Fig. 11.15.)
112801
Fig. 11.15.
Tighten crosswise with a torque of 220 Nm.
Loosen the screws.
Pretighten crosswise to 40 Nm.
11 -12
Checking after tightening
The screws must not turn with the torque of 175 Nm.
11.2.3.3. Assembling of the piston and connecting rod
NOTE ! When assembling be sure that the various markings on the different parts
are according to Fig. 11.16.
A
View A
Markings of the classifica-

tion society
All markings on
the same side.
(Towards the
driving end in
in-line engines)
Cylinder numbers
on the same side
(On plug hole side of
the connecting rod)
Fig. 11.16.
flo_ Lift the piston to a plain surface (a wooden board) (See Fig. 11.17.)
11 -13
Fig. 11.17.
Lubricate the gudgeon pin and push it into the gudgeon pin bore as far as
shown in Fig. 11.17. Be sure that all parts are assembled in their original positions
(the factory markings on the upper part of the piston appear on the same side as
the markings of the lower part of the piston, connecting rod and gudgeon pin).
(See Fig. 11.16.)
1^ Lower the connecting rod carefully into the piston so that a slight contact
is reached on surface (A) (Fig. 11.17.). Slide the gudgeon pin into position.
Mount the securing ring (9) (Fig. 11.10.) with pliers 800001.
NOTE ! Never compress the securing ring more than necessary to fit into the
groove. If the ring is loose in its groove after mounting, it must be re-
newed.
NOTE ! The number of the cylinder is stamped in the upper part of the piston
and on the connecting rod, see Fig. 11.16. When the piston has been re-
newed, the same markings must be stamped in the same locations as those
visible on the replaced piston.
«CLjTurn the piston to an upright position and lift it onto a support for cleaning
and piston ring assembly.
Mounting of the piston
Turn the crankshaft to TDC.
11 -14
NOTE! When turning the crankshaft ensure that the big end bearing is in its nor-
mal running position (connecting rod studs have space to turn).
Mount the piston rings by using the pliers 800002. When new rings are
mounted, check the height clearance by using a feeler gauge with the rings fitted
into their grooves.
The rings should be placed with gaps located 180° in relation to each other. Note
that the mark "TOP" near the gap is visible on the upper surface.
NOTE ! Always renew the piston rings if they have been removed from the piston
during maintenance.
Clean the cylinder liner bore carefully and lubricate with engine oil.
Lubricate the piston and place the clamping device for the piston rings
(843001) around the piston, checking that the piston rings slide into their grooves.
<j)o_ Check and clean the contact surface of the connecting rod foot. Ensure that
the oil bores are clear. Note that the markings on the foot of the connecting rod
are on the same side as on the big end bearing body. (See Fig. 11.16.)
M Check and clean the big end bearing contact surface. Ensure that the sur-
face is free from oil. Fit the compression shim (5) into position. (See Fig. 11.18.)
jH Fit the piston assembly ring (845010) to the place of the antipolishing ring.
Lower the piston carefully into the cylinder liner.
Positioning tool (846012) can be used to hold the big end bearing in the cor-
rect position when lowering the piston.
M Make a final check of the contact surfaces (clean and free from oil) before
the connecting rod slides over the studs. Check that the shim (5) is in place.
flå Lower the piston completely while taking care that the foot of the connect-
ing rod slides over the studs (10) without jamming. (See Fig. 11.3.)
H Remove the lifting tool (835001), the clamping device (843001), the piston
assembly ring (845010) and the positioning tool (846012).
fl^ Fit one (1) of the connecting rod nuts (11) in place by hand and turn the
piston to BDC. Fit all nuts in place by hand until they are seated.
11 -15
DU
843001
Pay attention to
the cylinder wall
111702
Fig. 11.18.
flS] Lift the distance sleeves (861027) crosswise on the two diagonally opposite
connecting rod studs and screw on the hydraulic tools (861120). (See Fig. 11.19.)
H Connect the hoses of the hydraulic pump (860100) according to Fig. 11.20.
and open the pump valve.
11 -16
DU
861027
Fig. 11.19.
11-5
Fig. 11.20.
Keep on turning the hydraulic tools until the piston and cylinder end faces
are at the same level.
Mj Shut the pump valve and pump to the stated pressure of stage 1. (See
section 7.3.2.)
Tighten the nuts with the pin (861028).
Open the pump valve slowly, move the tools to the two remaining studs
and tighten them in the same way.
Tighten the nuts to the final pressure of stage 2 (see section 7.3.2.) and
tighten with the pin (861028). Observe, that the nuts turn equally.
Release the pressure and remove the tools.
Mount the hydraulic tools on the two first studs and tighten them to the
final pressure. Observe, that the nuts turn equally.
(The tightening order is also shown in Fig. 11.21.)
11 -17
2,3 4
2,3 112201
Fig. 11.21.
H] Release the pressure and remove the tools.
Clean the antipolishing ring carefully and check its condition. No cracks
are allowed. It is recommended to renew the antipolishing ring every time the pis-
ton rings are renewed.
M Clean the top of the cylinder liner and check that no debris or particles re-
main between the liner and the antipolishing ring.
SB Fit the antipolishing ring in place.
11.3. Big end bearing

Description of the big end bearing:
The connecting rod is horizontally split in three parts to allow easy removal of
piston and big end bearing.
Two bearing shells are fitted in the big end bearing.
Lubricating oil is fed through a drilling from the main bearing to the crank pin
and part of the oil rises through a central bore in the connecting rod to the piston.
The big end bearing is connected to the connecting rod with hydraulically ten-
sioned screws. Similarly, the two big end bearing halves are connected together.
A 5 mm compression shim is fitted between the connecting rod and big end bear-
ing.
The bearing shell is of tri-metal type.
-11.3.1. Removing the big end bearing—

Remove the cylinder head (section 12.2.2.) and piston (section 11.2.1.).
TUrn the crankshaft to BDC. Ensure that the big end bearing stays in its nor-
mal running position while turning.
fk_ Turn the big end bearing upside down and secure it with locking plates
(846005). (See Fig. 11.22.)
11 -18
11-18
Fig. 11.22.
Fit the hydraulic tightening tools (861142) for loosening the big end bearing
nuts. The tool can be lifted in three parts: distance sleeve, cylinder and piston.
861142
11-19
Fig. 11.23.
Connect the hoses of the hydraulic pump according to Fig. 11.24.
11 -19
NOTE ! Some hydraulic pumps have a built-on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
Turn the hydraulic tightening tools to the bottom.
112001
Fig. 11.24.
Loosen the tools about 3/4 of a turn (270°).
Pump the hydraulic pressure to the stated value. (See section 7.3.2.)
Loosen the nuts about half a turn (6 keyholes).
Release the pressure slowly, disconnect the hoses and loosen the hydraulic
tools.
tLQJ Remove the locking plates.
D2 Fit the big end bearing mounting device (836026) to the manoeuvring side
of the engine. (See Fig. 11.25.) Turn the crankshaft to a suitable position to con-
nect tfie~b"ig end'bearing to tue device with connecting rod nuts (11).
Remove the big end bearing nuts from the back side of the engine and fit
the rod (846009) together with the outside support (846006).
3MJ Slide the big end bearing lower half out along the rod (846009) until it is
against the support (846006).
fl| Fit the inside support (846007) and remove the outside support (846006).
Lower half can be lifted away with M12 eye bolt fitted to the bearing side.
Remove the rod (846009).
Slide the upper half out with the tool (836026). Fit the eyebolt M12 and
lift the big end bearing upper half away. (See Fig. 11.25.)
Cover the crank pin oil holes with plugs or tape.
11 -20
HD
836026 846007
11-21
Fig. 11.25.
11.3.2. Inspection of the big end bearing

Check the big end bearing clearances by measuring the big end bearing
bores and crank pin diameters separately. Use form 4611V003 (see "ATTACH-
MENTS")- Always when measuring the big end bore, the connecting rod and
the big end bearing caps must be tightened. See tightening instructions for big
end bearing (section NO TAG) and for connecting rod (section 11.2.3.).
See clearance and wear table 11 in chapter 6.
^ Bearing shells are of tri-metal type. See Fig. 11.26. If the running layer is
worn off more than 30% the bearing shells must be replaced by new ones.
Tin-flash
Running layer: Tin-antimony 0.06
Bonding layer: Nickel
Intermediate layer: Lead bronze 1.0
11-24.6PS
Fig. 11.26.
Thickness of the shell can be measured according to form 4611V008 (see "AT-
TACHMENTS") and compared with the values given in the clearance and wear
table (chapter 6.).
11 -21
DU
11 -22
0 CO
01 CD
^~ CD
«^ O
CD O —i
0 ^~ co' ^
03.
03 g.
0 CD" > Q.
c/5' •o 3 ,0.
CD CD 3* r—H
CD CO ^03
S CO
v//
03 g-.
O TI O
m 5' CO %1^
CD -o
^* BJ CO CD_ CD
jy> <^
3 . 03_
;H c 03
CO ^^1 CO o CD co" r—
d ^ •^ ^M •
^^f ^^ v CO ^J
CO ••^ ^M ^B
^2 \tr
d O3 ^_ o- CO
o- CT O3
0 o 5' CD
0 CL 03 CO 0' O
CD CD CL CO CO
CD 03 O3
o 03 o O
O3 CL 13 oT
o o- CO CD 0 CO 03
CO o_ CD CO
0' CO CD CO O
oT CO O_ CD o CL
m CO CD CO 03 -o
X O3 O
CD' 1 03 03
CL CO 03 CL O CD
CO 03 CO CL o
Si -n O CL
5' g. CL g_ CD
CO_ CD O cp_ 0
Q_ 0 O 03_
CO CO CO CO CO CO O 0^
•o co
CO < O
o CO CD CD
£3- co_ co_ co_ co_ o_ O CO
A S-
CD" CD" CD" CD" CD" CD" CD Î
5' 03 CD o" 1 5' CD co'
Control Mechanism
chanism and Camshaft
ntation and Automation

Use of Hydraulic Tools
Maintenance Tools
pecific Installation Data

Maintenance Schedule
CO CO
, Emergency Operation
•o co"
_, _,
ro ro ro ro _, _, _, _, _,
«^ ™l _,
O 0 0 0 O O O O O
u> ro —• o O 00 ^4 O Cn £* OJ ro O sO 00 Ui (jO 10
—'
— —' — O O O O O O O O O
KJ —
12. Cylinder head with valves
12.1. General
Every cylinder is equipped with a cylinder head including two inlet and two outlet
valves with rotators, a main injection valve, a starting valve (in some cases on B-
bank of V-engines a dummy), a safety valve and an indicator valve.
Additionally engines having pilot injection of fuel the cylinder head is equipped
with a pilot injection valve. In DWI engines the cylinder head has a water injec-
tion valve.
Cylinder heads are cast of special quality grey iron and are water cooled. Cooling
water is lead into the cylinder head from the engine block through the cylinder
liner water bores. Water leaves the cylinder head through an outlet channel on the
top and flows to a common pipe and is drained away.
12.2. Cylinder head

For the maintenance schedule, see chapter 4.
12.2.1. General maintenance of the cylinder head

General maintenance includes a thorough check of the cylinder heads including
cooling water spaces. Possible scale formation in cooling spaces can disturb the
cooling effect and therefore has to be cleaned off. Cleaning can be done by using
chemical solvents: contact a special company for chemical cleaning.
Combustion spaces must be inspected carefully for possible damage. Valve seats
(13) and the injection valve sleeve (14) have to be inspected for possible water
leakages and replaced if necessary. (See Fig. 12.1.) Valve guides (15) have to be
checked and replaced if badly worn. O-rings (16) must be replaced with every
overhaul.
The sealing surface between cylinder head and cylinder liner has to be inspected
and reconditioned if necessary.
120605
Fig. 12.1.
12-1
12.2.2. Removing the cylinder head
Drain the cooling water. Remove the cooling water discharge pipes (1) by
opening the flanges. (See Fig. 12.2.)
'S. A -A
120101
Fig. 12.2.
2L_ Turn the engine with the turning gear so that the piston in the reference
cylinder is at TDC, valves are closed and rocker arms are unloaded.
f^ Remove the rocker arm casing cover (2), the rocker arm casing, the "Hot
box" cover (3) and in V-engines also the insulating pane (4) over the exhaust gas
connection to the cylinder head. (See Fig. 12.3.)
Remove the clamps (5) of the exhaust and suction air pipes.
Loosen the oil pipe (7), fuel valve leaking pipe (8) and pilot starting air pipe
(9).
Remove the main injection pipe (10). Protect the connections of the injection
pipes and oil pipe from damage and ingress of dirt.
12-2
In-line engines:
10
View A:
120206
Fig. 12.3.
c
ja_ Open the quick connections A, (B and C) for exhaust gas temperature moni-
toring sensors (B and C optional for exhaust gases and HT-water) (see Fig. 12.4.)
Fasten the lifting cable to the rocker arms. (Especially on V-engines.)
Open the rocker arm fastening bolts (12), remove the rocker arms and push
rods.
View X:
12-3
Fig. 12.4.
Remove the protecting caps of the cylinder head screws.
12-3
ttûj Lift the hydraulic tools (861143) in position using the lifting tool (834045).
Notice, that there are different lifting points for in-line engines and V-engines.
(See Fig. 12.5.) Connect the hoses according to the drawing.
Screw on the cylinders. Keep on turning the hydraulic tool as long as it ro-
tates to expel any possible oil. Repeat the tightening procedure to expel all oil.
A 860170
120403
Fig. 12.5.
Turn the cylinders back about 3/4 of a turn (270°).
Pump the hydraulic pressure to the stated value. (See section 7.3.2.)
Loosen the nuts about 3/4 of a turn by using the pin (861010).
, , Release the pressure, disconnect the hoses and unscrew the cylinders. Lift
off the hydraulic tool set.
Remove the cylinder head nuts.
Apply the lifting tool (832001). (See Fig. 12.6.)
12-4
In-line engines:
View A
!20501
Fig. 12.6.
n Lift off the cylinder head.
Cover the cylinder opening with a piece of plywood or similar and install
the caps to protect the screw threads.
12.2.3. Mounting the cylinder head

IL] Clean the sealing surfaces and put a new cylinder head gasket and new en-
rings for the circulating water jacket. Lubricate the o-ring sealing surfaces with
vaseline or oil. Check the seal rings of charge air, starting air and push rod protect-
ing pipe.
Attach the lifting tool (832001) to the cylinder head.
Lift the cylinder head. When lowering the head, take care that the starting
air connecting pipe and push rod protecting pipes slide into the seal rings without
force.
Screw on the cylinder head nuts.
Connect the exhaust gas sensors and HT cooling water sensors if installed.
Fit the main injection pipe (10), and pilot injection pipe (11) if the engine
is equipped with pilot injection. (Fig. 12.3.)
Fit the oil pipe (7), fuel valve leaking pipe (8) and pilot starting air pipe (9).
12-5
Fasten the exhaust and air pipe clamps (5): Support the lower clamps from
below eg. by means of a wedge to position the pipes correctly. (See Fig. 12.7.)
(Tightening torques in chapter 7.)
V-engines
122301
Fig. 12.7.
NOTE ! Before mounting the upper clamps ensure, that the pipes are sitting even-
ly all around against the mating surface in the cylinder head.
Lift the hydraulic tools (861143) into position using the lifting tool
(834045). (See Fig. 12.5.) Connect the hoses according to the drawing.
NOTE ! Note the general tightening instructions for hydraulically tightened con-
nections in section 7.3. before tightening.
Screw on the cylinders. Keep on turning the hydraulic tool as long as it ro-
tates to expel any possible oil. Repeat the tightening procedure to expel all oil.
flu Tension the screws by increasing the hydraulic pressure to the stated value
of stage I. (See section 7.3.2.)
E Tighten the nuts by means of the pin until firm contact is acchieved. Keep
the pressure constant while tightening.
12-6
Relieve the pressure and tension the screws to the stated pressure of stage
II. (See section 7.3.2.)
Tighten the nuts.
Disconnect the hoses and remove the cylinders.
Apply the protecting caps to the cylinder head screws.
The yokes may be adjusted here according to section 12.2.4. before assem-
bling the rocker arms.
Reconnect the cooling water discharge pipes (1). Replace the sliding ring
gaskets (42) with new ones. Use a special guiding mandrel (846160) when assem-
bling the flange (43). (See Fig. 12.8. item I.) It is advisable to use some glue to
keep the o-ring (44) in place when connecting the pipe (1) to the connection piece
(41) (Fig. 12.8. item II).
A
42X 43/ ,846160
Fig. 12.8.
JM Lift the rocker arms into position and fasten the fastening screws (12) (Fig.
12.4.) to stated torque. (See section 7.1.2.)
Jffl] Fit the rocker arm casing to its place.
Adjust the valve clearance. (Section 12.2.4.)
Re-install the rocker arm casing cover, the Hot Box cover and in V-en-
gines the exhaust pipe insulating pane (4).
Before starting, fill the engine cooling water system and turn the crank-
shaft two revolutions with the indicator cocks open.
12-7
12.2.4. Adjusting valve clearance
7 20 21
12-7
Fig. 12.9.
flc Turn the crank of the reference cylinder to TDC at ignition.
Loosen the locking screw (17) of the adjusting screws on the rocker arm as
well as on the yoke (18) and turn the adjusting screws in a counter-clockwise di-
rection to provide ample clearance. (See Fig. 12.9.)
Press the fixed end of the yoke against the valve stem by pressing down on
the adjustable end. Screw down the adjusting screw (19) until it touches the valve
end and note the position of the spanner (pos. a). Keep on screwing down while
the yoke tilts, until the guide clearance is on the other side and the fixed end of
the yoke starts lifting from the valve stem. Now press down on the fixed end. Note
the position o f "the spanner (pos. B ) ~ ~ ~ ~ ~
4L_ Turn the adjusting screw counterclockwise to the middle position between
"a" and "b", i.e. "c". Lock the nut (18).
Valve clearances for inlet and exhaust valves are given in chapter 6.
(B, Before adjusting the valve clearance hit the push rod end of the rocker arm
with a soft hammer to ensure that the push rod is correctly seated.
Put a feeler gauge corresponding to the valve clearance between the surface
of the yoke and the shoe at the rocker arm. Tighten the adjusting screw (20) until
the feeler gauge can be moved to and fro with only a slight force. Hold the adjust-
ing screw and tighten the locking screw (17) to stated torque. (See section 7.1.2.)
Take care not to over tension the locking screw and plate (21).Check that the
clearance has not changed while tightening.
12-8
•gu
12.2.5. Checking of cylinder tightness
The condition of inlet- and exhaust valves can be estimated by checking the cyl-
inder tightness according to the following work phases:
flo^ Turn the crankshaft to such a position that the valves of the cylinder in ques-
tion are all closed.
Connect the checking device (848020) to the indicator valve (42) of the cylin-
der head. (See Fig. 12.10.)
848020
12-21
Fig. 12.10.
Open the indicator valve. Read instructions in section 12.6. Note that the
thread of the valve screw is left-handed.
Supply pressurized air (5-7 bar) via the checking device.
jyShut the valve of the checking device and record the pressure drop in a certain
time (e.g. 20 s).
Close the indicator valve (see section 12.6.) and remove the tool (848020).
There is no use giving absolute guiding values for the pressure drop, but you can
evaluate the condition of the valves by comparing the pressure drop in different
cylinders.
12.3. Exhaust and inlet valves

The valve mechanism consists of a system where valve guides and exhaust and
inlet seats are integrated into the cylinder head. There is also a rotating mecha-
nism called Rotocap (23) for the exhaust and inlet valves which will ensure
smooth and even valve wear. Double valve springs (26) make the valve mecha-
nism dynamically stable. (See Fig. 12.11.)
12-9
NOTE ! Exhaust and inlet valves differ in dimensions and also in material and
must not be mixed.
15 26 24 23 25
13. Exhaust valve seat

14. Inlet valve seat
15. Valve guide
23. Rotocap
24. Exhaust valve
25. Inlet valve
26. Valve springs
27. Valve cotters
Fig. 12.11.
12.3.1. Dismantling the valves

•Fit-the-tool-assembly-(834001-)-in-position-(-aeeording-to-Fig—l-2rl^r)-
tach the fastening screws of the tool. Use the holding tool for valves (834002) if
necessary.
JÏJFit the hydraulic jack (834050) and the nut (28). Leave about 40 mm distance
between the jack and the nut.
Use the hydraulic pump (860170) to press the spring assembly down enough
to remove the valve cotters (27). (See Fig. 12.11.)
12-10
28 860170
121003
Fig. 12.12.
Knock at the centre of the valve discs with a soft piece of wood, plastic ham-
mer or similar, to loosen the valve cotters for removal.
Release the pressure carefully so that the valve springs are slowly unloaded.
NOTE ! Take care that the springs are fully unloaded before removing the nut.
Spring holders (Rotocaps) and springs can now be removed.

Note the marks of the valves or mark them so that they can be reinstalled into
the same guide if they are in good condition. Valves are marked according to the
gas flow: inlet A and B, exhaust C and D. (See Fig. 12.13.)
Air in
00-3
Fig. 12.13.
12-11
12.3.2. Checking and reconditioning valves and seats
There are three alternatives used as EXHAUST valves depending on the installa-
tion:
I II III
Stellit Nimonic Nimonic
valve disc diam. 160 valve disc diam. 170
f
/ \ STELLIT
K§ L
A
01B J i
A i 017
L *160 J L ° J L ° J
Fig. 12.14.
Ho Check first which kind of an exhaust valve (I, II or III) is in question.
Clean the valves, seats, ducts and guides as well as the underside of the cylin-
der head.
NOTE ! No scratches or notches are allowed on the valve surfaces, especially on

the area marked with an "A" in Fig. 12.15.
Compare the burn-off on the valve disc to Fig. 12.15. Read the limit values
for measures (X), (Y) and (Z) from the following table.
Burn-off area
461256-1
Fig. 12.15.
12-12
Inlet Exhaust valve
valve I II III
Stellit Nimonic 0160 Nimonic 0170
B0314/B0361 B0375 *)
(Y) minimum 13 mm 12,5 mm 12,5 mm 13 mm 11,3 mm
(Y) nominal 14,5 mm 14 mm 14 mm 14,5 mm 12,5 mm
Seat face inner diameter 133mm 140mm 133,5 mm 131,5 mm 131,5 mm
(X) minimum
(Z) maximum 2 mm 2 mm 2 mm 2 mm 2 mm
*) = component code stamped in the end of the valve stem.
If any of these dimensions exceed the given limits, the valve must be replaced.
Reconditioning of valves and valve seats has to be done by grinding or by
machining.
Before grinding check the valve stem clearance by measuring the stem and
guide and change the worn part if necessary. Use measuring documents
4612V001 and 4612V002. The valve guide can be pressed out by using the tools
845004 and 845005. (Fig. 12.16.) Check the bore in the cylinder head. When re-
fitting, cooling with liquid nitrogen is recommended, but pressing in with oil lu-
brication is also acceptable. After the new guide is fitted, check the guide bore.
860170
845004
122002
Fig. 12.16.
12.3.3. Machine grinding

flojSeat face of the valve: The seat angle of the INLET valve is 20° and the EX-
HAUST valve 30°. See tolerances in Fig. 12.17. Check the minimum allowable
edge thickness (Y) and the minimum seat face inner diameter (X) of the inlet
valve and the exhaust valve from section 12.3.2.
12-13
INLET
EXHAUST EXHAUST
t STELL IT I, I I I NIMONIC 121107
Fig. 12.17.
Seat ring for the inlet valve: The seat angle of the inlet valve seat ring is
19.5°, see tolerances in Fig. 12.18. The seat can be ground until the outer seat
diameter reaches 171.5 mm (See Fig. 12.18.). After that the seat ring must be re-
placed with a new one.
121304
Fig. 12.18.
Seat ring for the exhaust valve: There are two alternatives used for exhaust
valve seat rings. These can be identified easily by the form and diameter of the
seat face. (See table below.) The seat can be ground until the outer seat diameter
reaches the maximum value given in the table.
Sharp edge (V) should be removed after grinding. (See Fig. 12.19.)
12-14
B
-o 1223p
Used with exhaust valve I and II III

Seat angle and tolerances see Fig. 12.19. see Fig. 12.19.
Outer seat diameter, nominal 160 O/- 0,2 mm 173 ±0,1 mm
Outer seat diameter, maximum 164mm 177 mm
121205
A: Y/, B
L 0173±0.1
max. 0177
Fig. 12.19.
Check with a blueing test that the contact area is big enough and that it is at
the inner edge of the seat. (See Fig. 12.20.) Ensure, that the valve used in the blue-
ing test is the one that will be assembled to the seat concerned.
Spread a thin layer of blue paint on the whole seat face of the valve. Fit the valve
into its place in the valve guide and press the valve gently against the valve seat
using the tool (841010). Repeat 2-3 times turning the valve about 45° between
the strokes.
Ensure, that the sealing faces are absolutely clean and the blue paint layer is as
thin as possible.
12-15
10-3 120806p
INLET:
EXHAUST: III
30-
Fig. 12.20.
§o_ If the contact area is not big enough, the seat ring can be lapped lightly by
hand to ensure good contact between the seat and the valve.
12.3.4. Assembling of valves

Check the valve springs for cracks and wear marks. If there are any, replace
the springs with new ones.
Clean the valve guides (15) thoroughly and fit new o-rings (16). (Fig. 12.1.)
Lubricate the valve stems (29) (Fig. 12.21.) with clean engine oil.
Fit the valves and check for free movement. Before closing the sealing sur-
face between valve and seat be absolutely sure that it is clean. If you are fitting
back old valves, be sure that they go back to their original locations.
fr Install the springs and be sure that the seating faces are undamaged and clean,
both on springs (26) and (30) as well as on the spring discs (rotocaps)(23).
Fit the assembling tool (834001) in position.
Compress the springs with the hydraulic tool. Put in the valve cotters (27)
after lubricating them properly. Unload the springs slowly.
While unloading the springs check that the cotters fit properly; the spaces be-
tween the two halves should be equal on both sides.
12-16
12.4. Valve seats
Maintenance of valve seats:
If there is a need to remove or fit in valve seat rings, it is strongly advised to con-
tact the engine manufacturer.
23
30
12-17
Fig. 12.21.
12.4.1. Removing an old seat ring

fl0| Set the removing tools (845001 and 845003 for the inlet valve seat ring, or
845001 and 845002 for the exhaust valve seat ring) so that the clutches fit under
the edge of the seat ring. Tighten the nut (31). (See Fig. 12.22.)
it the plate (32) and the hydraulic jack (33) and tighten the nut (34) slight-
ly.
Connect the hoses of the hydraulic pump (860170) to the hydraulic jack and
loosen the seat ring by pumping.
Release the pressure, disconnect the hoses and dismantle the loosening tool.
12-17
121402
Fig. 12.22.
12.4.2. Fitting a new inlet valve seat ring

Check the bore diameter in the cylinder head, see table 12 in chapter 6.
The ring can be assembled by cooling with liquid nitrogen of-190° C and
with the cylinder head temperature at a minimum of 20 °C, or by pressing in with
a guided arbor.
Jk_ Check the eccentricity of the sealing face in relation to the valve guide, and
if it exceeds 0.1 mm, the seat surface must be ground with a seat grinding ma-
chine.
12-18
12.4.3. Fitting a new exhaust valve seat ring
Do] For fitting an exhaust valve seat ring an oven for heating the cylinder head
and a freezer for cooling the seat ring are required.
&_ Check the seat bore diameters (A) and (B) in the cylinder head. (Fig. 12.23.)
(See correct values in table 12 in chapter 6.) Clean the bores carefully.
Heat the cylinder head up to +50...+60°C.
Cool the seat ring in the freezer to -18...-25°C.
Lubricate the bore A (see Fig. 12.23.) with Molykote 111 lubricant or similar
and apply Loctite 620 locking compound to bore B.
(L_ Fit the o-ring (45) to the ring groove, dry the outer surface of the seat ring
and fit the seat ring to its place.
EXHAUST INLET
45
122403
Fig. 12.23.
When the cylinder head has reached the room temperature:
c
jo_ Check the eccentricity of the sealing face in relation to the valve guide. En-
sure that the seat ring is in continuous contact against the bottom machined sur-
face. The maximum allowed eccentricity is 0.07mm. If the eccentricity is
0.07-0.25mm, the seat surface can be ground with a seat grinding machine.
Hydraulic test:
A hydraulic test at 10 bar must be carried out as follows every time a new exhaust
valve seat ring has been fitted:
Do]Block the cooling water inlet passages (38) (8 pcs) and the deaerating hole
(39) (see Fig. 12.24.) rather with a special tool (848021). (See Fig. 12.25.) Note
the washers (47) and the correct tightening torque (640Nm) of the tightening nuts.
If the tool (848021) is not available:
- Block the 8 cooling water inlet passages (38) with rubber expansion plugs.
- Tap the deaerating hole (39) with M8 thread and block it with a plug.
Block the cooling water outlet passage (40) (See Fig. 12.24.) with a pressure
test flange (847012) (See Fig. 12.25.) and fill the cooling water space with water.
12-19
_ Connect the checking device (848020) to the test flange and replace the hose
coupling with the transformation piece (46) taken from the test flange.
Connect the low pressure pump (860050) to the transformation piece and
apply a pressure of 10 bar.
CAUTION ! Beware of the rubber plugs while there is pressure in the cylinder
cover. The plugs may be dangerous if they become loose.
40
121607
Fig. 12.24.
47
122500
Fig. 12.25.
12-20
.®fl
12.5. Valve rotator (Rotocap)

Exhaust and inlet valves are equipped with Rotocaps. These are rotating mecha-
nisms which turn the valves 8° at every opening. The rotation makes the valves
wear smoothly and increases the maintenance intervals.
12.5.1. Rotocao maintenance
Fig. 12.26.
Remove the spring band (6).
Remove the cover plate (1).
Remove the cap spring (3).
Remove the steel balls (4) and turning springs (5).
Clean the base plate (2) and all other parts. Check that there is no serious
damage. Change if necessary.
Reinstall the parts in the opposite order than previously described.
12-21
12.6. Indicator valve
The inside construction of the valve is such that the pressure in the cylinder tight-
ens it. Consequently the force needed to close the valve is relatively low.
The valve has a left-handed screw and it is opened and closed respectively as fol-
lows. (Fig. 12.27.)
The cock moves upward Always use the special

when closing clockwise handle when closing !
Fig. 12.27.
12.6.1. Indicator valve, operation and maintenance:

Lj When starting the engine the indicator valves should be closed using only
just enough force to bring the sealing surfaces together. The pressure of the cylin-
-der-w-ill-push-them-t-ight-tøgether-^- •
JLJ When stopping the engine the indicator valves should be opened only half
a turn. This way the tightening effect due to the temperature decrease will not oc-
cur.
ô_ When opening the indicator valve for measuring the cylinder pressure, inad-
vertent tightening instead of opening must be avoided.
Qo_ When closing the indicator valve after measuring the cylinder pressure only
minimal torque is needed. So called "fingertight" is usually enough.
JL Add high temperature lubricant (lubricant specification to be 1000°C) to
the valve stem threads when you feel that it is not moving easily.
^ Always use the correct T-handle wrench (808001) to open and close the in-
dicator valve. (Fig. 12.27.)
12-22
12.7. Safety valve
(Fig. 12.28.)
Each cylinder head is equipped with a spring loaded safety valve. This valve will
prevent any excessive cylinder pressure and emits an alarm when operated. The
blow out pressure is stamped into the top of the valve. Safety valves which begin
to leak in service, must be replaced at the first opportunity. Before refitting, the
valve should be lubricated with a high temperature lubricant.
1. Spindle
2. Housing
3. Plug
4. Spring
Fig. 12.28.
12.8. Starting valve

The starting valves are described in chapter 21.
When refitting the starting valves, the outer cylindrical surfaces should be lubri-
cated with engine oil or a special lubricant.
12.9. Injection valve

The injection valves are described in chapter 16.
When refitting, the injection valves should be lubricated with engine oil only.
12-23
igt]
12-24
o CO
03 =3'
CD
5"î" CO
<J| O
CD O —i
0 jjT co' ^
03.
13
A- o CD" ^^^ Q_
co' •o
CO CD
^>
A S3-
CD 03 co C/5 S^
O =U. §"• 3 3 -n O
CO ^^ CD
03 CO CD_ CD
1 2
13 1 pc- JO c -
03_
^ ^1 CO ^^™ 03
CO CO "1
O CD
£^"
^^n CO ï^"
^m
c ^^ CD *•<_ O
er O3 CT ^•^
O3 o- CO
3 O o CD CO
CD o CL JO CL O
O 03
i—*« 03
CD S3.
O F Q. o m co oT
S3. o CO 13
o_ O" CD LT CD co 03
5" =5' CD CD
o' CO CD O CL
m CO a CO •o
03 S3- O3 CD CO CD
X
CD' =3 co 0
CO O3 O CD
CO 03 co -n o_ CL S. O Q. o
a 3D CL *<: CL o_ CD
CD 0 0'
^" a CD, o 0 O
^p. O
o" T3 •o CO
CO CO CO CO CO O
< CD 0' CD O
*< 0 31 CO CD
CO CO CO
Control Mechan
earances and Wear Lir
Maintenance Schec
Maintenance T(
Camshaft Driving G
Mechanism and Camsl
•f ^ 'S o_ ^ co" v_/ ^^b g
co' CD CD CD CD CD CD CD 1 O ^_ o S3-
5' 03 03 CD S3. 0' 5' CD CO*
13 CO CO 1 •o oT co c/r CO CD"
._, _,_, _, »J _,
ro N3 K3 K3 _, _, _! _J O O O O O O O O O
w K> —* O O 00 ^
O Cn •^
U) ro ^ 0 so 00 vi O Cn (A) K)
„J _, _, _, o o 0 0 o o O o o o
••••
•• ••n •
U> KJ -- — ' O
13. Camshaft driving gear
13.1 General
The camshaft is driven by the crankshaft through gearing. For V-en-
gines the gears are alike for both camshafts, see Fig 13-1. The gearing
consists of a split gear (36) on the crankshaft, two hydraulically
fastened intermediate gears (1 and 2) and a camshaft driving gear (7).
Lube oil nozzles provide for lubrication and cooling of the gears. The
camshafts rotates with half of the engine speed in the same direction
as the engine.
Intermediate gear and camshaft gear
Fig 13-1 501301
1. Bigger intermediate gear wheel for camshaft drive,

2. Smaller intermediate gear wheel for camshaft drive,
7. Drive gear for camshaft,
36. Gear wheel for crankshaft.
W46/W50DF 13- 1
13.2 Intermediate gear and camshaft gear
The intermediate gear wheels (1) and (2) are connected together with
a hydraulically tightened screw (3). The bearings (4) for the interme-
diate wheel assemblies are incorporated into the crankcase. Lubrica-
tion for the bearings is from the pressurised engine system through the
thrust bearing (5), along the screw (3) and through the bores in the
bearing shaft (6). The camshaft driving wheel (7) is fixed to the
camshaft end (8) by a guiding pin (9) and fastened by means of a flange
connection between the camshaft end (8) and the camshaft extension
(10), see Fig 13-2.
13.2.1 Intermediate gear and camshaft gear mainte-
nance
Whenever the opportunity occurs, check the condition of gears. Meas-

ure the tooth backlash and the bearing clearances, see section 06.2. An
early detection of any tooth damage can prevent serious damage.
13-2 W46/W50DF
Intermediate gear and camshaft gear
10
Fig 13-2 501302
W46/W50DF 13-3
13.2.2 Removing the camshaft gearing
Note! Special tools are needed for this work. Please contact the engine
manufacturers service network.
13.2.2.1 Removing the camshaft gear

T] Remove the gear covers and the camshaft covers.
JU Turn the crankshaft to TDC at ignation for cylinder No.l and
look through the first camshaft service cover. Notice the nuts and
connecting studs between the first camshaft piece and the camshaft
extension (10) which are behind the camshaft, see Fig 13-2.
|T| Turn the camshaft and remove the above mentioned nuts and
studs.
~^0\ Unscrew the fastening screws ( 1 1 ) for the camshaft thrust
bearing housing (18) and remove the cover (13), see Fig 13-2.
JO Unscrew the fastening screws (14) and remove the outer shaft
plate (15) together with the outer part of the thrust bearing (12).
]|] Open the fastening screws (16) and remove the housing plate
(19) together with the inner part of the thrust bearing (33) and inner
shaft plate (17).
T\ Slide the camshaft thrust bearing housing (18) out. (Use ex-
traction holes M16 if needed.)
Turn the crankshaft to TDC at ignition for cylinder No.l and se-
cure the camshaft by using the locking tool (834053), see Fig 13-3.
Three nuts from the camshaft piece fastening studs must be re-
moved for that reason. There are two different locking device alter-
natives (A and B) shown in the Fig 13-3.
Camshaft securing tool
834053 834053
Fig 13-3 501303
13-4 W46/W50DF
Open the flange connection screws (20) and remove the
camshaft extension (10) by using the lifting tool (836024) together
with the connection pieces (836017) and (836018), see Fig 13-4.
Caution! Support the driving gear wheel (7) when lifting the extension piece out.
Caution! Cranking of engine with the hydraulic tightened nut (27) loosened,
see Fig 13-7, is allowed only for some degrees to adjust the timing.
Otherwise great risk for contact between pistons and valves if the
rocker arm bearing brackets has not been loosened first.
Removing of camshaft extension
Fig 13-4 501304
W46/W50DF 13-5
I Lift the camshaft driving wheel out by using the lifting de-
vice (836024) together with the connection pieces (836020) and
(836023), see Fig 13-5.
Lifting tool for camshaft driving wheel
A-A
Fig 13-5 501305
Lift the camshaft extension out by using the lifting device

(836024) together with connection pieces (836019), see Fig 13-6.
Removing the camshaft extension
Fig 13-6 501306
13-6 W46/W50DF
13.2.2.2 Removing the intermediate gear
Note! The intermediate gear wheels (1 and 2) must not be dismantled

unless it is absolutely necessary. The relative position between the
two wheels has been adjusted when assembled at the factory and
should not be changed. If you must separate the two gear wheels
you must mark them so that they can be assembled back exactly
to the correct positions.
Intermadiate gear
_L [ IJJ _.1_.H II _
Fig 13-7 501307
Open the screws (21) to remove the cover (22) from the inter-
mediate gear thrust bearing, see Fig 13-7.
Open the fastening screws (23) and remove the shaft plate
(24) together with the outer thrust bearing (5).
Open the fastening screws (25) and remove the housing plate
(26) together with the inner thrust bearing (32).
Lift the hydraulic tool (861143) onto the center stud, see Fig
3.
Screw on the hydraulic tool (861143).
Connect the hoses of the hydraulic pump (860170) accord-
ing to Fig 13-8 and open the pump valve.
Note! Some hydraulic pumps are to be used with a separate oil return
W46/W50DF 13-7
Hydraulic tool for intermediate gear center stud
Fig 13-8 501308
Keep on turning the hydraulic tool as long as it rotates. Re-

peat the procedure a few times to get all oil out from the tool.
Turn the hydraulic tool back about 3/4 of a turn 270°.
Close the valve on the hydraulic pump (860170).
1 Pump the hydraulic pressure to the stated value, see section
07.3.2.
U Loosen the nut (27) about 3/4 of a turn with the pin (861010).
JÜ Release the pressure Slowly, disconnect the hoses and un-
Remove the hydraulic tool.
Remove the nut.
Unscrew the center stud (3) by using a tool (803003) and slide
the stud against the flywheel.
Slide-the-smallerintermediate~gear-(2)-^ga1nsr~"the~ engine
block and remove the distance ring (28), see Fig 13-7.
Screw the lifting tool (836021) to the Shaft (6) of the bigger in-
termediate gear (1) and lift the tool (836021) and shaft (6) out
together by using the lifting device (836024) together with connec-
tion pieces (836023 or 836034), see Fig 13-9.
13-8 W46/W50DF
Lifting tool for intermediate gears
(836034)
Fig 13-9 501309
Slide the smaller intermediate gear (2) out from the engine
block and support it so that you can put the lifting tool (836022) to
the shaft of the smaller intermediate gear and tighten it with a
wrench, see Fig 13-10.
Lifting tool for smaller intermediate gear
836022
Fig 13-10 501310
W46/W50DF 13-9
Remove the smaller intermediate gear by using the lifting
device (836024) together with connection pieces (836023 or 836034),
see Fig 13-11.
Removing of smaller intermediate gear
(836034)
836022
Fig 13-11 501311
HJ Remove the center stud (3).
Caution! The intermediate wheels (1 and 2), see Fig 13-7, must not be
dismantled unless it is absolutely necessary. The relative position
between the two wheels has been adjusted when assembled at the
factory and should not be changed.
13- 10 W46/W50DF
13.2.3 Mounting the camshaft gearing
13.2.3.1 Mounting the intermediate gears
Caution! On an In-line engine, make sure that the crankshaft is in TDC at

ignation for cylinder No.l before proceeding with the job.
Caution! On a V-engine, make sure that the crankshaft is in TDC at ignation

for cylinder No. Al (or Bl) before proceeding with the job.
Marking of gears on In-line engine
Mark A
Mark A-A
Fig 13-12 501312
In-line engine: when the crankshaft is in TDC at ignation for

cylinder No. 1 notice that:
o Assembly marks "A" on camshaft driving wheel must be aligned
with the side of the engine block, see Fig 13-12.
o Assembly marks on the bigger intermediate gear and marks "A-A"
on the crankshaft gear must be aligned.
o Guide pin (9) in the first camshaft piece must be in the top
position.
W46/W50DF 13- 11
Marking of gears on V-engines
ICyl. A1 at TDCl M jCyl. B1 at TDC]

9
Mark A
Fig 13-13 501313
V-engine: when the crankshaft is in TDC at ignation for cylinder

No. Al (or Bl) notice that:
o Assembly marks "A" ("B") on camshaft driving gear wheel must
be aligned with the side of the engine block, see Fig 13-13.
o Assembly marks on the bigger intermediate gear and marks "A-A"
("B-B") on the crankshaft gear must be aligned.
o Guide pin (9) in the first camshaft piece must be in the correct
position, see Fig 13-13.
Mount the shaft (6) and the big intermediate gear wheel (1 )
together with screws (29), see Fig 13-7. Tighten the screws to stated
torque, see chapter 07.
Lift the smaller intermediate wheel (2) into position using lift-
ing device (836024) with connection pieces (836022) and (836023 or
836034), see Fig 13-14. At the same time the center stud (3) must
be put into position inside the smaller intermediate gear, see Fig
13-10. When the gear is fitted inside the bearing, slide it against the
engine block.
13- 12 W46/W50DF
Lifting the smaller intermediate gear wheel
Fig 13-14 501314
Lift the distance ring (28) to the shaft of the smaller intermedi-
ate gear, see Fig 13-15.
Note! The distance ring must be aligned so that the adjusting slot is against
the smaller intermediate gear, see Fig 13-15.
Smaller intermediate gear
A-A
Fig 13-15 501315
W46/W50DF 13- 13
Lift the bigger intermediate gear wheel (1) into position by
using the lifting device (836024) together with connection pieces
(836021) and (836023 or 836034), see Fig 13-16.
"W\ Slide the smaller gear wheel (2) against the bigger intermedi-
ate gear wheel (1), see Fig 13-15.
Note! Check that the assembly marks are as shown in Fig 13-12 or Fig 13-13.
Lifting the bigger intermediate gear wheel
(836034)
836021
-Fig-13-16 • 501316
Clean the center stud (3) and lubricate the threads, see Fig
13-7.
Screw the center stud (3) in position and tighten it to stated
torque, see chapter 07.
©J Screw the nut (27) by hand against the end surface; check that
the nut is in the guide, see Fig 13-7.
Pretightening the center nut of the intermediate gear
10 Lift the hydraulic tool (861143) into position on the center stud
(3), see Fig 13-8.
1 Screw on the hydraulic tool (861143).
13- 14 W46/W50DF
Connect the hoses of the hydraulic pump (860170)
according to Fig 13-8 and open the pump valve.
Note! Some hydraulic pumps are to be used with a separate oil return
Keep on turning the hydraulic tool as long as it rotates.

Close the pump valve.
Pump to the pretightening pressure of 300 bar.
Tighten the nut (27) with the pin (861010).
Release the pressure slowly.
Check that the assembly marks are still as shown in Fig
13-12 (Inline engine) and Fig 13-13 (V-engine).
Check that there is no Clearance between gearwheels (1 and
2) and distance ring (28), see Fig 13-15.
13.2.3.2 Mounting the camshaft gear
IT] Lift the camshaft driving gear wheel (7) into position, see Fig
13-2, so that the marks on the wheel are in according with the side of the
engine block, see Fig 13-12 (In-line engine) and Fig 13-13 (V-engine).
Fit the camshaft end piece (10) by using the lifting tools
(836024) with connection piece (836017) and (836018), see Fig 13-4.
Note that the pin (9) is at the top position, see Fig 13-2. Tighten the
screws (20) to stated torque, see chapter 07.
Mount the bearing housing (18). If necessary use a hydraulic
jack or crane to lift the shaft while assembling the housing.
Fit the inner Shaft plate (17) with the inner thrust bearing (33).
Fit the house plate (19) and tighten the screws (16) to stated torque,
see chapter 07.
Fit the outer thrust bearing (12) together with the outer shaft
plate (15) and tighten the screws (14) to stated torque, see chapter 07.
Remove the locking tool (834053) from the camshaft, see Fig
13-3, and mount the three nuts to the camshaft piece fastening studs.
Check the axial bearing clearance and backlash between
the gears (2) and (7). See to section 06.2.
Lock the screws ( 14) with locking wire and mount the cover (13).
Tighten the rocker arm bracket fastening screws, if loosened
and mount the covers, see chapter 14.
On Wärtsilä 46 and Wärtsilä 50DF engines:
Check the valve timing and fuel pump timing of one cylin-
der, see chapter 16., and compare to the checked values of the setting
table in engine test protocol. Readjust if necessary.
W46/W50DF 13- 15
On Wärtsilä 46CR engines:
Check the valve timing of one cylinder and compare to the
tested values of the Setting Table in the "Test Run Report" docu-
ment. Readjust if necessary.
Tighten the nut (27) of the intermediate gears center stud (3) to
stated torque, see section 07.3.2, by using tightening tool (861143).
Tighten order is the same as previously described in this section.
Mount the inner thrust bearing (32) and the housing plate
(26), see Fig 13-7. Tighten the screw (25) to stated torque according
to chapter 07.
Mount the outer thrust bearing (5) together with the shaft
plate (24). Tighten the screws (23) to stated torque according to
chapter 07.
Check the axial clearance by moving the shaft. Record the
mo_v_ement_with a_dial_indicator._See_to_section_0.6.2
Disconnect the hoses and remove the hydraulic tool
Assemble the intermediate gear thrust bearing cover (22),

see Fig 13-7.
Mount the covers for the gearing and camshaft.
13- 16 W46/W50DF
13.3 Split gear wheel
The split gear is divided into two parts which are connected together with
connecting screws (30), and then to the crankshaft with screws (31).
If only the split gear wheel has to be changed, one half of the wheel
can be removed or mounted at a time.
Split gear wheel
Fig 13-17
13.3.1 Split gear wheel maintenance
Whenever the opportunity occurs check the condition of gear, measure

the tooth backlash and the bearing clearances and refer to section 06.2.
Early detection of any tooth damage can prevent serious damage.
13.3.2 Removing the split gear wheel
Both the camshaft gear and intermediate gear are dismantled accord-
ing to section 13.2.2.
Note! Special tools are needed for this work. Please contact the engine
manufacturers service network.
Lower the bearing cap of main bearing No.l, see section

10.2.2.
Loosen the fastening screws (30).
Unscrew the axial screws (31).
W46/W50DF 13- 17
Unscrew the fastening screws (30) and remove the gear wheel
halves.
13.3.3 Mounting of the split gear wheel
T] Clean the parting surfaces of the wheel halves and the con-
tact faces of the gear wheel and the crankshaft.
J] Apply Loctite 242 to the threads of the screws (31) and (30),
and engine lubricating oil under the screw heads. Do not use
Molykote.
"U Mount the gear wheel halves on the crankshaft with the
parting face at right angles with the crank of cylinder No.l and
fasten the screws (31) and (30) by hand.
~Q\ Tighten the axial screws (31) to a torque of 10 Nm and check
that contact is established between the gear wheel and the crank-
shaft flanged
]U Tighten the fastening screws (30) to stated torque, see chapter
07. The screws closest to the crankshaft flange are to be tightened first.
Tighten the axial screws (31) to stated torque, see chapter 07.
Check the split gear wheel roundness. Place the cylindrical
pin in the toothcap as shown in Fig 13-18. Turn the engine and use
a dial indicator to get indications. Repeat the procedure and take
comparative indications from at least four different locations. The
difference between the four indications must be less than 0.09 mm.
Lift the bearing cap for main bearing No.l, see section 10.2.4.
Measuring split gear wheel
020
Fig 13-18 501318
13- 18 W46/W50DF
13.3.4 Removing only the split gear wheel
If you remove only the split gear wheel:

On Wörtsilä 46 and Wärtsilä 50DF engines:
Check the fuel pump timing of one cylinder, see section
16.3.6.
Check the exhaust/inlet valve timing of one cylinder, see
Lower the bearing cap of the main bearing No.l, see section
4y Turn the crankshaft so that the bolt heads of the fastening

screws (30) are downwards, see Fig 13-17.
Unscrew the fastening screws (30).
Unscrew the axial screws (31) of the lower half.
Remove the lower half of the split gear wheel.
Clean the parting surfaces of the wheel half and the contact
faces of the gear wheel and the crankshaft.
Apply Loctite 242 on the threads of the screws (31) and en-
gine lubricating oil under the screw heads. Do not use Molykote.
Mount the new gear wheel half on the crankshaft against
the old upper half and tighten the screws (30) to stated torque, see
chapter 07. Check with a feeler gage that the joint surfaces meet
properly.
Tighten the new half axial screws (31) to stated torque, see
chapter 07.
Remove the fastening screws (30).
Turn the crank of cylinder No. 1 carefully to TDC.
Unscrew the axial screws (31) of the other half.
Remove the other half of the split gear wheel.
Clean the parting surfaces of the wheel half and the contact
faces of the gear wheel and the crankshaft.
Mount the new gear wheel half to the crankshaft against
the upper half and tighten the screws (30) to stated torque, see
chapter 07. Check that the joint surfaces meet properly.
W46/W50DF 13- 19
Tighten the axial screws (31) of the new half to stated
torque, see chapter 07. Check that contact is established between
the gear wheel and the crankshaft flange.
Turn the crankshaft half a turn.
Check the split gear wheel roundness as mentioned in sec-
tion 13.3.3.
Lift the bearing cap of main bearing No.l back to its place,
see section 10.2.4.
Check that the fuel pump timing of the reference cylinder has
not changed. See step No. 1 of this section.
Check that the exhaust/inlet valve timing of the reference
cylinder has not changed. See step No. 2 of this section.
13-20 W46/W50DF
11
O Crank Mechanism: Crankshaft, Connecting Rod, Piston 11
5
Cylinder Head with Valves 12 12
Camshaft Driving Gear 13 13
Valve Mechanism and Camshaft 14 14
Injection System 16
Fuel System 17
Exhaust System 20
14. Valve mechanism and camshaft
14.1 Valve mechanism

The valve mechanism operates the inlet and exhaust valves at the
required timing. The valve mechanism consists of piston type valve
tappets (11) moving within the engine block, tubular push rods (4) with
ball joints, nodular cast iron rocker arms (3) journalled on a rocker arm
bearing bracket (13), and a yoke (14) guided by a yoke pin, see Fig 14-1.
The valve tappets movement follows the cam profile and transfers
the movement through push rods to the rocker arms. The rocker arms
operate the inlet and exhaust valves through a yoke (14).
Lubrication for the rocker arms is supplied from the feed channel on
the engine block through pipe connections and drillings in both the
cylinder head and rocker arm bracket.
For the valve tappets, rollers and their shafts pressurised oil is fed from
the feed channel through drillings in the engine block, see Fig 14-4.
To compensate for heat expansion a clearance must exist between the
rocker arm and yoke. All adjustments are done on a cold engine, and
this work procedure is explained in chapter 12.
Valve mechanism
1. Screws
3. Rocker arms
4. Push rod
5. Protecting sleeves
8. Cover
11. Valve tappet
12. Shaft
13. Bracket
14. Yoke
Fig 14-1 501401
W46/W50DF 14- 1
14.1.1 Maintenance of valve mechanism
The valve mechanism is inspected according to the maintenance

schedule in chapter 04. See chapter 06. for adjustments and wear
limits. However, whenever the opportunity exists, make a visual
inspection of the cams, rollers and tappets!
If the valve mechanism is dismantled, the components should be
marked and later assembled in the same position and cylinder as before
to avoid unnecessary wear.
14.1.2 Dismantling of valve mechanism
H i Remove the covers of the valve mechanism and camshaft

from the cylinder concerned.
~0\ Turn the crankshaft so that the valve tappet rollers in the
cylinder concerned are on the base circle of the cam and a clearance
exists between the rocker arm and yoke.
J)J Secure the rocker arm bracket with crane by using a lifting
strap, see Fig 14-2 or by using a special tool (836031), see Fig 14-3.
Lifting rocker arm bracket
1. Screws
2. Locking screw
3. Rocker arm
7. Shaft
v / 1 3. Rocker arm bracket
1 3^
20. Bushing
\ 20 2
\
i £
^ -\ \ rr-f
^~
13 ~~1 T \ 7
^^*^
H•^ ^""
\ i
,
r^
r~
{ i
c
Fig 14-2 501402
Open the screws (1) and lift the rocker arm bearing bracket
(13) from the cylinder head.
Remove the yokes (14), see Fig 14-1.
14-2 W46/W50DF
Securing rocker arm bracket by using tool (836031)
Fig 14-3 501403
Note! Before dismantling, mark the parts so that they will be reinstalled
into their original positions.
Support the bracket by crane and open the locking screws

(2). Slide the brackets (13) out from the shaft (7) on both sides.
Remove the rocker arms (3) and the shaft, see Fig 14-2.
Remove the push rods (4) and the protecting sleeves (5) by
lifting up through the guide holes in cylinder head, see Fig 14-4.
Open the screws (9) and remove the cover (8).
Lift the valve tappet ( 1 1 ) out.
Push the spring loaded locking pin (6) down and pull the shaft
(12) out.
W46/W50DF 14-3
Valve tappet, roller and shaft
4. Push rod
5. Protect sleeve
6. Locking pin
8. Cover
9. Screw Section A:
10. Guiding pin
11. Valve tappet
12. Shaft
17. O-ring
18. O-ring
19. Ball head pin
26. Compression spring
27. Bearing bush
28. Roller
27
Fig 14-4 501404
14.1.3 Inspection of valve mechanism
Clean the rocker arm bearing bushing and the journal, then
measure for wear. When cleaning, pay special attention to the oil
holes. See chapter 06. for all clearances and wear limits.
iil Inspect the push rod (4) running surface for possible me-
chanical damage.
Clean and inspect all parts of the valve tappet and corre-
sponding bore in the engine block. When cleaning, pay_special
attention to the oil holes.
Measure the bearing bush (27), shaft (12) and the roller (28)
for wear, see Fig 14-4.
Inspect the ball head pin (19) running surface for possible
mechanical damage.
Change the O-rings (17) and (18).
14-4 W46/W50DF
14.1.4 Assembling of valve mechanism
Lubricate the parts of the valve tappet with clean engine oil,
add Rustban 326 or similar grease to the tappet guiding surface
against the roller (B in Fig 14-4) and assemble.
Keep the roller (28) at correct level and slide the journal (12)
into position observing that the locking pin (6) secures to the
corresponding drilling in tappet body.
Insert the valve tappet (11) into the guide hole in the engine
block.
Mount the cover (8).
Grease the O-rings (17) and (18) properly. Insert the protect-
ing sleeves (5) and push rods (4) into position through the cylinder
head guide bores.
Mount the yoke. For adjusting the yokes see section 12.2.5.
D Lubricate the rocker arm parts properly with clean engine oil.
Assemble the bushing (20) to the journal (7), see Fig 14-2.
Fit the rocker arms to the journal.
Slide the brackets and journal together and secure the jour-
nal with the locking screws (2).
Note! The journal has to be exactly at the right position to be able to fit the
screws.
fol Check for free movement of the rocker arms.

H Mount the complete rocker arm bracket into position on the
cylinder head and tighten the screws (1) crosswise to stated torque,
see chapter 07.
Check and adjust the valve clearances according to section
12.2.5.
W46/W50DF 14-5
14.2 Camshaft
14.2.1 Description of camshaft
The camshaft is built up from one-cylinder camshaft pieces (1) and

separate bearing journals (2), see Fig 14-5. The fixing pins (4) on the
bearing journals order the position of the camshaft pieces, and the
bearing journals must be put back to the original places after
overhaul or replaced by a similar journal with same pin position
(identification number on each journal).
Camshaft
Fuel inject.
EX
Fig 14-5 501405
The drop forged camshaft pieces have integrated cams, the sliding
surfaces of which are case hardened. The bearing surfaces of the
journals are induction hardened. The camshaft is driven by the crank-
"shafTt'hrough a gearing afthe driving end~ofthe engine.
14-6 W46/W50DF
Vibration damper
Fig 14-6 501406
5. Camshaft extension, 8. Cover for starting air distributør,

10. Vibration damper.
The camshaft can be equipped with a vibration damper to dampen the
torsional vibrations. See separate instructions for the vibration damper
in the Attachments file.
Two different types of vibration dampers are used, a spring type ("B"
in Fig 14-6) or a viscous type ("C").
In some cases, depending of the installation, the camshaft is without
vibration damper ("A" in Fig 14-6)
A cam for operating the starting air distributor is equipped at the free
end of the camshaft extension (5).
W46/W50DF 14-7
At the driving end the camshaft has an axial bearing (6) and in some
installations a damper (10) intergrated to the driving gear of the
camshaft, see Fig 14-7.
Camshaft, axial bearing
Fig 14-7 501407
14.2.2 Maintenance of camshaft
The cams have to be inspected according to the maintenance schedule, see

chapter 04., but always whenever the opportunity exists, make a visual
inspection of the cams, tappets and rollers. A camshaft piece has to be
replaced if some mechanical damage has occurred. The camshaft bearing
bushing has to be replaced if the wear limit given in chapter 06. is exceeded.
14-8 W46/W50DF
14.2.3 Removing the camshaft piece
Remove the camshaft covers from the cylinders concerned.

Remove the cover (8), of the starting air distributor, see Fig
Loosen the valve clearance adjusting screws and the rocker

arm brackets fastening screws of all cylinders in which the camshaft
is to be moved axially, see section 12.2.5.
Turn the camshaft so that you can lock the valve tappets
one by one to the uppermost position with locking bars (845013) and
for Wärtsilä 46 and Wärtsilä 50DF engines locking bar (845014),
see Fig 14-8 for In-line engine or Fig 14-9 for V-engine.
For Wärtsilä 46CR engines, lift off all injection pumps at the
concerned camshaft
Caution! When the valve tappets is/are locked in the upper position the
rocker arm bracket(s)/push rods must be removed, otherwise when
cranking the engine the pistons will come in contact with the valves.
Open the nuts (3) and unscrew the flange connection studs (7)
from both ends of the camshaft piece, see Fig 14-5.
: Assemble the special mounting devices (845030) for In-line
engine, see Fig 14-8 or (845020) for V-engine, see Fig 14-9. Fasten
the devices to engine frame with camshaft cover fastening nuts (21).
Adjust the flat bar (22) with screws (23) close to the camshaft piece.
JU I* is also possible to use lifting tool (836024) with connection
piece (836029) to support the camshaft piece. For In-line engine see
Fig 14-10 and for V-engine see Fig 14-11.
Move the part Of the camshaft locating towards the free end
of the engine a maximum of 35 mm by using a suitable lever.
Caution! Be careful that the rollers do not fall from the cams.
Disengage the camshaft piece from the centering and fixing

pins (4), see Fig 14-5, and remove it sideways on a In-line engine or
on a V-engine lower it sideways using screw (25), see Fig 14-9.
W46/W50DF 14-9
Removing the camshaft piece for In-line engine
845013 84501
* 845013
a ^«T o 7 • V f • •
O O D
21
Section A-A
Fig 14-8 501408
Removing the camshaft piece for V-engine
Fig 14-9 501409
14- 10 W46/W50DF
14.2.4 Mounting the camshaft piece
Clean the flange connection surfaces and threaded holes

from oil and grease, see Fig 14-5.
Insert the fixing pins (4) with retainer rings (9), with the longer
part of the pin in the bearing journal.
Move the camshaft piece in position along the tool (845030)
for In-line engine, see Fig 14-8 or by using the screw (25) on the tool
(845020) for V-engine, see Fig 14-9.
It is also possible to use lifting tool (836024) with connection
piece (836029). For In-line engine see Fig 14-10 or for V-engine see
Fig 14-11.
Mount the camshaft piece (1) on the fixing pin, see Fig 14-5.
After centering it at either end, press together the camshaft using
three assembly screws at both ends of the camshaft piece.
Fasten the Studs (7) by hand and tighten the nuts (3) by using
the torque wrench (820009), see Fig 14-5. Tighten to stated torque
according to chapter 07.
W46/W50DF 14- 11
Mounting of camshaft piece, In-line engine
View A
Fig 14-10 501410
Mounting of camshaft piece, V-engine
*^- *•
1
•
•
\ ]
Fig 14-11 501411
14- 12 W46/W50DF
Check the tappet rollers carefully. Even slightly damaged
rollers have to be changed.
Turn the camshaft and remove the locking bars one by one
when there is a contact between the roller and the cam.
Mount the cover (8) of the starting air distributor.
Tighten all the loosened fastening screws of the rocker arm
brackets, see chapter 07.
Check the valve Clearances on the cylinder concerned and
on all cylinders towards the free end, see section 12.2.5.
Check the fuel pump timing on the cylinder concerned ac-
cording to chapter 16. and on the next cylinder towards the free end.
If any corrections have to be done on the next cylinder, all the other
pumps on the concerned camshaft have to be checked as well.
Check the exhaust/inlet valve timing on the cylinder con-
cerned and on the next cylinder towards the free end. Compare the
values in the "Test Protocol" to the scale of the flywheel when the
exhaust/inlet valves begins to open.
W46/W50DF 14- 13
14.2.5 Vibration damper
The camshaft can be equipped with a vibration damper to dampen the

torsional vibrations which are excited by the engine.
Two different types of vibration dampers are used, a viscous damper, see
section 14.2.5.1, or a spring type vibration damper, see section 14.2.5.3.
Note! See separate instructions for the vibration damper in the Attachments
file.
14.2.5.1 Viscous vibration damper
Vibration damper, viscous type
Fig 14-12 501412
See detail A on Fig 14-13.

-T-he-da-mper-is-bølted-øn-t-he-free-end-of-t-he-ea-mshaft-and-fol-lows-its-
torsional vibrations. It consists of a totally enclosed housing (1) with cover
(2), see Fig 14-12, and inertia ring (3). The inertia ring is located radially
and axially in the housing by plain bearings (4). Gaps (5) between the
housing and the ring are filled with a high viscosity silicone fluid.
As soon as vibration amplitudes occur, relative movement takes place
between the housing (primary mass) and the inertia ring (secondary
mass) and shares stresses in the silicone film. Due to the different
stresses in operating conditions it is impossible to give a general guide
as to when the dampers should be replaced. The proper function of the
damper can be checked at regular intervals, see chapter 04., by meas-
uring the viscosity of the silicon fluid inside the damper. Two draining
plugs (6) provide the means of testing the silicone fluid without having
to dismantle the damper.
14- 14 W46/W50DF
14.2.5.2 Taking a silicon oil sample
Fluid samples may be taken from dampers equipped with draining
plugs (6). Usually two of these are positioned diametrically oppisite to
each other in the damper cover.
It is recommended that the damper is rotated until the two plugs are
approximately horizontal and that the damper remains in this position
for a minimum period of one or two hour before the sampling procedure
begins.
A silicon oil sample should be extracted as follows:
After engine stops let the damper cool down to nearly 40°C.
Rotate the damper to bring one of the draining plugs (6) to
optimum position, see Fig 14-12.
Remove the cap nut (8) from the end of the sample container
(7) to be inserted in the damper, see Fig 14-13. There is a various types
of sample containers.
Taking a silicon oil sample
Detail A
11
Fig 14-13 501413
Unscrew and remove the draining plug (6) and replace it by

the sample container (7). If meeting at the inertia ring (9) unscrew
the container one revolution.
Remove the second cap nut (8) from the sample container
and wait until silicon fluid (10) reach the open end of the container.
This may occur within minutes or over an hour dependent upon fluid
condition and other factors. If possible it can be speeded up by means
of:
o 1. Turning the damper until the sample container is underneath
the shaft.
o 2. Temporarily removing the second drain plug.
As soon as the silicon fluid begins to flow from the open end,
shut the sample container by the cap nut (8). Do not use spanners.
W46/W50DF 14- 15
Mount the second draining plug hand tight with new sealing
washer (11).
Remove the container from the damper casing, wipe off the
sealing face round the draining hole and screw in the plug (6) hand
tight together with new sealing washer (11). Close the second side
of the container.
Tighten both draining plugs (6) by turning them further for
45°, about 20Nm torque.
Seal both plugs by using a punch to disturb cover material
into the slot of the plugs.
Send the sample container with information of the damper
type, number, engine and operation data to the damper manufac-
turer for analysis.
The quantity of silicone oil removed is so small that up to 10 such
samples of 1 cm can be taken without risk.
14- 16 W46/W50DF
14.2.5.3 Spring type vibration damper
Vibration damper, spring type
*}
\L g3p- K
A-A
Fig 14-14 501414
The inner part (1) of the damper is bolted on the free end of the camshaft
and follows its torsional vibrations, see Fig 14-14. The outer part
consists of spring packs (2), spacers (3), a clamping ring (4) and side
plates (5). The springs are clamped at their outer end by the spacers
and their inner ends mesh with grooves of the inner part. The cavities
between spring packs and spacers are filled with oil which cornes
through the camshaft drillings.
Due to torsional vibrations the inner member will twist against the
outer part, the springs will deflected, one cavity will reduce and one
will enlarge and the oil will flow through the narrow gap between inner
and outer part, generating the hydro dynamic friction and therefore
damping the vibrations.
Note! See separate instructions for the vibration damper in the Attachments
file.
W46/W50DF 14- 17
14.2.6 Elastical coupling
The camshaft of the engine can be equipped with an elastical coupling

to dampen the torsional vibrations which are excited by the engine and
fuel pumps.
Elastical coupling
A-A
C-C
Fig 14-15 501415
The elastical coupling is bolted on the camshaft gear (6) and the inner
part (1) is a part of camshaft so it follows camshaft torsional vibrations,
see Fig 14-15. The outer part consists of spring packs (2), spacers (3),
a clamping ring (4) and side plate (5). The springs are clamped at their
outer end by the spacers and their inner ends mesh with the grooves
filled with oil which comes through the camshaft drillings.

Due to torsional vibrations the inner member will twist against the
outer part, the springs will deflected, one cavity will reduce and one
will enlarge and the oil will flow through the narrow gab between inner
and outer part, generating the hydrodynamic friction and therefore
damping the vibrations.
Note! See separate instructions for the elastical coupling in the Attachments
file.
14- 18 W46/W50DF
Adjustments, Clearances and Wear Umits 06 06
Turbocharging and Air Cooling 15 15
Injection System 16
Fuel System 17
Exhaust System 20
15. Turbocharging and air cooling
15.1. Description
The engine is equipped with a turbocharger and an air cooler situated either in the
free end or in the driving end of the engine.
The turbocharger is driven by exhaust gases coming from various cylinders
through opened exhaust valves. The compressor (1) rotates with the turbine (2)
and draws air in from the engine room raising the ambient air pressure to a higher
level (charge air pressure). The air is heated up in the process and that is why it
goes through the air cooler (3) and water separator (5) before entering the air re-
ceiver (4) and the cylinders through opened inlet valves.
Fig. 15.1.
15-1
15.2. Thrbocharger
15.2.1. Description (TPL-turbocharger)
The turbocharger is of axial turbine type.
It is mechanically independent of the engine to which it is applied, but the lubri-
cating system forms part of the engine lubricating oil system.
The turbocharger is equipped with cleaning devices to clean the turbine and com-
pressor by water injection.
Speed is measured by a pick up installed on the compressor side.
15.2.2. Tlirbocharger maintenance

Normal overhauls can be carried out without removing the turbocharger from its
place.
When dismantling, drain first the lubricating oil system of the turbocharger, re-
move the protecting covers and disconnect the oil, air and exhaust connections.
When reassembling, take care that all seals are intact. High temperature resistant
lubricants are used for exhaust pipe screws.
Maintenance of the turbocharger is carried out according to following instruc-
tions and the instructions of the turbocharger manufacturer. It is recommended
to use the service network of the engine manufacturer or the turbocharger
manufacturer.
15.3. Water cleaning of turbine during operation

15.3.1. Description
Practical experience shows that the formation of dirt deposits on the turbine side
can be reduced by periodical cleaning during operation. By the same the overhaul
periods can be lenghtened. Dirty turbines cause higher exhaust gas temperatures
and.higher-stresses-of.the bearings due-to.imbalanceSj-Usuallyî-thoughr-washing
of the turbine side is necessary only when running on heavy fuel.
During an extended period of operation, periodical cleaning prevents the build-
up of significant deposits on the turbine blades and nozzle blades. This cleaning
method does not work on very dirty turbines which have not been washed regular-
ly when put into operation or after revisions.
Water must be injected into the exhaust system with the engine running at suitable
output (see cleaning instructions). The disadvantages of adjusting the output oc-
casionally are not significant compared with the advantages of cleaning.
The necessary water flow is basically dependent on the volume of gas and its tem-
perature. The flow should be adjusted so that all of the water is evaporated and
escapes through the exhaust. Additives or solvents must not be used in the clean-
ing water. The use of salt water is prohibited.
15-2
The turbine washing intervals are stated in the maintenance schedule in chapter
4.
15.3.2. Cleaning device for turbine and compressor

The engine is equipped with permanent pipings for turbine (42) and compressor
(52) cleaning. (Fig. 15.2.)
An electrical control unit (48) controls the cleaning procedure. The cleaning pa-
rameters (number of water injections, injection time, interval between the injec-
tions e.t.c.) can be set with a terminal.
All cleanings (turbine washing, turbine thermal shock cleaning, compressor
cleaning) can be inactivated by jumpers in the terminal box.
Fig. 15.2.
15.3.3. Cleaning procedure

IL | Record the engine and turbocharger parameters (engine load, charge air
pressure, TC speed, exhaust gas temperature before and after turbine) about one
hour before water cleaning for later use to assess efficiency of the cleaning.
&_ Carry out the cleaning procedure according to the TPL cleaning device
manual. (See "Technical documents".)
Repeat the readings made before the water cleaning procedure.
15.4. Water cleaning of compressor during operation

By spraying water into the compressor, this can be cleaned while in operation.
The cleaning effect is good as long as the deposit formation has not gone too far.
15-3
If, however, a very thick hardened crust of dirt has formed, the compressor will
have to be dismantled for cleaning.
By this method water is not acting as a solvent but instead removes the deposits
mechanically by the impact of the water droplets. It is therefore recommended
to use clean water without any additives. The cleaning water should not contain
any cooling water agents which might remain on the compressor.
Regular cleaning of the compressor prevents or delays excessive contamination,
but in no way replaces the usual overhauls where the turbocharger is completely
dismantled. (See turbocharger instruction manual.)
Cleaning is performed using the equipment described in section 15.3. Water
cleaning of compressor should be done daily, when the turbocharger is in use.
15.4.1. Cleaning procedure

See TPL cleaning device manual in "Technical documents".
15.5. Allowable operation with damaged turbocharger

In case of a serious breakdown of the turbocharger, a blanking device (the pre-
ferred option) or a rotor locking device can be fitted according to the instructions
in the Turbocharger Manual. The WÄRTSILÄ ©-engines can in an emergency
situation like this operate temporarily at 20% output. The thermal overload is a
limiting factor on the diesel engine, therefore the exhaust gas temperatures must
be carefully watched during operation.
The exhaust gas temperature after the cylinder cover must not exceed 500 °C.
(See also section 8.2.2.)
NOTE ! Both turbochargers of a V-engine must be locked or blanked if one of

them fails.
15.6. Air cooler

The engine is equipped with an air cooler to cool down the compressed and heated
air after the turbocharger. The charge air cooler is fastened to the air inlet box and
air duct with screws.
As a standard a two stage charge air cooler is used where the charge air tempera-
ture is kept on the right level by regulating the HT- and LT- or merely the LT-
cooling water flow through the central cooler.
15-4
Air in i
15-4-5
Air to receiver
Fig. 15.3.
15.6.1. Maintenance of charge air cooler

jLjThe air cooler is provided with water separators (45) located after the cool-
er inserts. (See the principle in Fig. 15.4.)
]L_ Condensate from the air is drained through a drain pipe (46) under the
cooler housing after the inserts. Examine regularly that the pipe is open.
NOTE ! If water keeps on dripping or flowing from the draining hole for a longer
period (unless running all the time in conditions with very high humidity)
the cooler insert may be leaking and must be dismantled and pressure
tested.
üb | At longer stops, the cooler should be either completely filled or completely

empty, as a half-filled cooler increases the risk of corrosion. If there is a risk of
the water level in the system decreasing when the engine is stopped, drain the
cooler completely.
Clean and pressure test the cooler at intervals according to chapter 4 or if
the air temperature in the charge air receiver cannot be held within stipulated val-
ues at full load.
§o\ Always check for corrosion when cleaning.
15-5
Air flow
151705
Fig. 15.4. Principle of the water separator and drain pipe
15.6.2. Pressure drop measurement over charge air

cooler
Air cooler fouling can be determined on the air side by measuring the air pressure
drop over the air cooler, and on the water side by measuring the cooling water
temperature difference over the air cooler.
Measuring the pressure drop by using a differential pressure gauge (848051) can
be done by connecting the gauge to measuring points shown in Fig. 15.5. Follow
the instructions of the gauge.
152301
Fig. 15.5. Pressure drop measurement

The cooler has to be cleaned if the air pressure drop over the cooler exceeds the
pressure drop of a clean cooler by 50% or more.
Example: If the air pressure drop over a new cooler is 400 mmWG, cleaning is
needed when the pressure drop exceeds 600 mrnWG.
15-6
15.6?3. Cleaning the charge air cooler
Drain water from the air cooler LT and HT side. Make sure that the venting
hole (13) is open. (See Fig. 15.6.)
Remove the exhaust pipe insulating panels (20) and the air cooler protecting
cover (21).
Remove the HT and LT cooling water pipes (14 and 15) from the cooler
as well as the pipe (26) (Fig. 15.6.) to the pressure drop indicator.
Remove the protecting covers and hatches (19) and (24).
13 20
View A
15-5-12
Fig. 15.6.
Fasten lifting cables to the lifting yoke (23) of the cooler housing as shown
in Fig. 15.7.
(eo_ Open all the air cooler fastening screws (17) and (18). (See Fig. 15.7.) Note
that part of the screws are inside the air inlet box and air duct after the water sepa-
rator.
^jLoosen the air cooler horizontally using M16 screws and threaded holes (22)
made especially for this purpose. (Fig. 15.7.) To help the loosening there are also
two M16 holes (25) in the air inlet box. (Fig. 15.6.)
15-7
I l I b-l
[V-C
26
4 i,
Fig. 15.7.
Remove the water separator insert by opening the screws (27). (Fig. 15.7.)
Clean the air side according to cooler manufacturer's instructions.
NOTE ! Use of a high pressure water cleaning device may cause damage to the
fins, which will result in an increased pressure drop over the cooler.
Cleaning the water side:

Remove the reversing cover (30) and the end cover (31) to make the water
side accessible. (See Fig. 15.8.)
flflj Clean the water side. Regular cleaning is necessary. The cleaning intervals
depend on the cooling water used. Cleaning of the water side is not only required
to maintain the thermal performance of the cooler, but also to prevent scaling and
corrosion. Scaling increases the risk of pitting corrosion and obstacles partly
blocking the tubes lead to erosion.
Mechanical cleaning:
Mechanical cleaning is done by use of nylon brushes fitted to a rod.The length
of the rod corresponds to the tube length of the cooler in question and the type
of brush is chosen in accordance to the finned tube type. Mechanical cleaning can
be done on site or with the cooler removed. Check the gaskets (32) and (33) and
replace if necessary.
15-8
Hydraulic cleaning:
Hydraulic cleaning is carried out with the cooler removed using a high pressure
spray gun to remove dirt deposits inside the tubes. It is recommended that the size
of the spray gun nozzle is 3 mm.
Chemical cleaning:
Chemical cleaning is recommended, when the cooler is removed. The tube
bundle is immersed into a chemical cleaning bath. Time of immersion is a func-
tion of the degree of fouling. When the cleaning is complete, the cooler is to be
flushed by applying a powerful water jet. If the result is still not satisfying, clean-
ing should be repeated.
Fig. 15.8.
Reassemble the cooler and water separator insert. Clean the sealing sur-
faces of the cooler, air inlet box and air duct after cooler.
fl|] Spread Wacker Elastosil RTV-1 E 14 sealing compound on the sealing
surfaces.
Lift the cooler together with the water separator back to its place. Adjust
with M16 screws using holes (26). (See Fig. 15.7.)
Tighten the screws (17) and (18).
Fit the hatches and protecting covers (19) and (24).
Connect the HT and LT cooling water pipes (14) and (15) and pipe (26)
(Fig. 15.6.) to the pressure drop indicator.
Fill the system with water, check for possible leaks.
Reassemble the insulating panels (20) and protecting cover (21).
15-9
15.7. Waste Gate valve
The turbocharger is specified to give the best possible performance at 85% load
(high charge air pressure, low exhaust gas temperature and low fuel consump-
tion). When the load increases to over 85%, a special Waste Gate valve opens to
limit the exhaust gas flow to the turbocharger, which will reduce the charge air
pressure and firing pressure to a suitable level.
See the principle of pipings in Fig. 15.9. (The pipings may look different in differ-
ent installations.) The waste gate valve is situated in pipe (C) going to the exhaust
pipe by the turbine and consists of a butterfly valve (1), pneumatic power cylinder
(2), positioner (3), and a cooling extension (4). The valve is controlled electroni-
cally and operated pneumatically. When the charge air pressure goes too high, the
control system gives a signal to the waste gate valve to open and to let a part of
the exhaust gas by the turbine through pipes B and C. (See also section 15.7.1.
"Waste gate and waste gate control")
15-12-25
Fig. 15.9.
15.7.1. Waste gate and waste gate control

The waste gate system is a combined optimization / protective system for highly
pressure-charged engines. The performance of the engine can be improved by the
waste gate design on low and part load (higher charge air pressure, lower fuel con-
sumption and lower exhaust gas temperature). To avoid excessive charge air and
15-10
firing pressure at high loads (higher than announced in the beginning of section
15.7.) or at low ambient temperature the exhaust gas flow to the turbocharger
must be reduced by partially by-passing the turbocharger.
To ensure the functionality of the Waste gate, the valve is automatically opened
and shut once every time the engine is started.
The governing signal to the valve is taken from analogue pressure sensor
PCT601, measuring the load dependent charge air pressure. The sensor signal is,
in current converter U519, converted to a 4...20 mA control signal. The control
signal is connected to the IP-converter Y519, and gives the valve an aperture
characteristic according to the diagram in Fig 15.10. The pneumatic positioner
needs a working air pressure of 4...7 bar, 6 bar is recommended. Air requirements
are about 10 1/min.
Characteristic of the valve aperture
Angle of
valve aperture
r 90
75
60
45
30
15
M/V
Fig. 15.10.
The characteristic of the valve aperture is adjustable with three potentiometers:
- min = minimum output current setting, typically 3.8±0.1 mA
- zero = 4 mA output current setting
- span = 20 mA output current setting
15-11
Waste gate control current converter U519. tvoe WD-3
PCT601
Charge air
pressure
U519
Waste gate
start test
control switch
Supply
24V DC
Y519
I/P-converier controlling
pneumatic positioner
Fig. 15.11.
15.7.2. Maintenance of the waste gate valve

The function of the valve has to be inspected regularly.
Function test on a stopped engine:
The charge air pressure is simulated to the pressure transducer (5) on the engine
through the test valve (6) and the movement of the waste gate valve can be ob-
served.
6 5 I/P
Fig. 15.12.
When the simulated pressure exceeds the charge air pressure that corresponds to
the load percentage announced in the beginning of section 15.7., the valve should
start to move.
15-12
The adjustments for the opening point, opening speed and control air pressure are
introduced in section 15.7.1. "Waste gate and waste gate control".
If the valve does not move even though the electronic system gives a correct sig-
nal, the control air pressure should be checked and adjusted from the pressure re-
ducing valve in the control air feed pipe. (See section 15.7.1.) If some stiffness
still occurs the air system should be vented and the valve should be manually
tested. If the valve, the positioner, or the power cylinder is stuck, the parts should
be opened and cleaned and the damaged seals should be replaced. Check also the
connection between the positioner and power cylinder (2). (Fig. 15.9.)
Function test on a running engine:
After the simulation test is carried out, the function has to be tested on a running
engine.
Engine load is slowly increased above the adjusted opening point of the waste
gate valve. Observe the function of the electronic control system and the position
of the waste gate valve. When the opening load is exceeded by about 5% the valve
should already be partly open. Avoid increasing the load if the valve does not
move.
Serious damage may occur if the waste gate valve is not working properly.
15.8. Charge air By-pass valve

15.8.1. General
A by-pass valve is used on variable speed engines to get a high turbocharger effi-
ciency at high load and still have enough margin against surging at part load.
The by-pass connection is open when running at part load. Part of the compressed
air is blown from the compressor to the exhaust pipe before the turbocharger to
increase TC speed.
The by-pass valve is controlled by engine speed and load. (See section 15.8.3.
"By-pass control".)
15.8.2. Operation
The by-pass valve is located in pipe (A) coming from the air inlet box. (See Fig.
15.9.) When the by-pass valve is open, compressed air flows from the air casing
through pipes A and B to the exhaust pipe before the turbocharger thereby in-
creasing the TC speed.
The by-pass valve consists of a butterfly valve (5) and a pneumatic power cylin-
der (6). Microswitches in the valve control the correct positioning.
NOTE ! The waste gate valve is always closed when the by-pass valve is operating
and vice versa.
15.8.3. By-pass control

A by-pass is used on variable speed engines to get a high turbocharger efficiency
at high load and still have enough margin against surging at part load.
15-13
The by-pass connection is open when running at part load. Part of the compressed
air is blown from the compressor to the exhaust pipe before the turbocharger to
increase TC speed.
The by-pass system is controlled by two parameters: Engine load and engine
speed.
The by-pass valve is operated by an electropneumatic control valve which gets
the signal from a speed relay and a charge air pressure switch connected in series.
1. Engine load is indicated from charge air pressure in the manifold. The switch-
point on charge air pressostat is set to 0.35 bar corresponding approx. 25% engine
load. The switchpoint has to be adjusted at descending pressure. The hysteresis
should be adjusted as small as possible.
2. Engine speed is measured and the switchpoint of the speed relay is set to 85%
of the rated speed.
The by-pass should be open when
1. Charge air pressure is > 0.35 bar and
2. Engine speed is below 85% of nominal speed.
The speed range corresponds to an output range of up to 60% according to the
propeller curve.
The by-pass actuator is equipped with limit switches indicating open or closed
position.
15.8.4. Testing of the by-pass system

See the by-pass controlling parameters in section 15.8.3. "By-pass control".
The testing of the proper function of the by-pass system can be done according
to the following procedure:
On a stopped engine the by-pass valve should be closed. This can be con-
trolled by checking that there is no voltage between the terminals to the by-pass
solenid valve in the terminal box El. The position of the flap of the butterfly valve
should also be checked visually at the actuator. Observe also that the position indi-
cation corresponds the actual position and the by-pass alarm is not activated.
Connect a hand pump to the charge air pressure test valve (6)
(Fig. 15.12.) and increase the pressure slowly to check that the pressure switch
will be activated at 0.35 bar. Now the by-pass valve should open and it can be
found out by checking in the terminal box El that there is a 24 VDC between the
terminals to the by-pass solenid valve. The position of the flap of the butterfly
valve should also be checked visually at the actuator. Observe also that the posi-
tion indication corresponds the actual position and the by-pass alarm is not acti-
vated.
If there is a pulse generator available connect it to the engine pick-up input
in SPEMOS and increase the frequency until it reaches about 85% of the rated
speed frequency. Observe the frequency when the speed relay is activated. Now
the flap of the butterfly valve should be closed and that must be checked visually
at the actuator.
If there is no pulse generator available the speed relay function can be simulated
by disconnecting the wire from SPEMOS-terminal 81.
15-14
o CQ
CD
CD
^~ 00
<^ 0
CD O -H
O CQ" 0)
^~
CD
» o CD" CL
05' CL
CD CD 5- S3.
_ CD CQ CO.
tu
^•*
CD K-
O ="• -H -n a o
CQ
o CD o
CO 1 _Q =3 çp_ CD
3 p£_ JO —1
CD
^ JO CD"
C£ co O CD r~ S
c <" 0 CO
C CD ^^^^ O jo
O" û) ^^H •
CT O) CT CO
3 O o ^p$ CD Z3 CD
^ Q_ Q_ CD co ^* O —
r- 0 CD CD 5T co_
o CL o m Z3 yî~^ ^.
3
c3"
>*' ZÜ
o CO ^•*
Oî
••^ •
^
CD CD O CQ CD
co o_ CD 3_ CO 0_
CD CD CO
o" CD 0 O.
Ma
53" CO CD
CD" o" 5'
CO 23- CD CO Z3 13
CD ZJ Ci) 0 JO
CD' Q. CD O CD
Q_ CO 0) CD
CO CO o_ O 0. O ZJ o Z3
-n 3 CL
5" 3D CL CD eu CD o. CD CD
CD" O cp__ o 3
^~ ja. 0 O » f CO O S.
CD o o 3
co CO CO CO CD 0" CD ID-
co
< CD O =j"
CO CO CO CO
-D CO ÏZ 1 CD CD o
Control Mechan
S
charging and Air Coo

Camshaft Driving G
entation and Automai

Exhaust Sysl
echanism and Camsl
^^ \f *
co" c: ^•^ CL ^>
co" CD CD CD CD CD CD
j CD O
5
O_ c o
o" CD CD O 3 5' 5' CD" CO" co
CO —i CO 5T CO co CO CD *<
_, _, .J _! _i ™l _j _, _,
ro 10 ro 10 _, 0 0 ooo O O 0 O o
Ou 10 —f o o 00 v| o Cn •k* CO ro —« O sO 00 O> Ü1 -Ê* U) 10 —• o
— 0 O O O O O O O O O
O Cn co K> — O 00 v4 O
16. Injection system
16.1. Description
Basically the entire fuel system mounted on the engine is situated inside the insu-
lated Hot Box. Circulating fuel, together with heat radiation from the engine,
keeps the whole space hot so that no extra heating pipes are needed on the engine.
The liquid fuel injection system consists of injection pump, high pressure pipe
and injection valve. The injector is uncooled and is situated in the middle of the
cylinder head.
The drain fuel from the pumps and fuel valves is led through special leak fuel
channels out from the engine. Flow switches monitor the leak separately from
pumps and injectors, injection pipes and from the Hot Box.
16.2. Fuel injection pump

16.2.1. Fuel injection pump
The injection pumps are one cylinder pumps of a monoblock design where cylin-
der and cylinder cover are integrated together. Each pump is equipped with a main
delivery valve, a constant pressure valve and an emergency stop cylinder.
Main delivery valve

This valve is working as a delivery valve to control the fuel flow to the injector
and as a non return valve to avoid high pressure peaks from the injection line en-
tering the pump chamber.
Constant pressure valve

This valve stabilizes the pressure pulsations in the injection pipe.
Emergency stop cylinder

This cylinder pushes the fuel pump to the zero position with control air pressure
(30 bar) when the electronic overspeed control is activated or (depending on the
installation) when an automatic shut down system is operated.
16-1
3, 9
160104
Fig. 16.1.
1 Main injection 56 Fuel in
4 Leak fuel 57 Fuel out
5 Lubricating oil 58 Leak from injection pipe
6 Air 59 Normal back flow
16.2.2. Maintenance of fuel injection pump

Fuel pumps are inspected according to the maintenance schedule in chapter 4.,
but always when working with the camshaft or gears it is important to check the
fuel pump adjustments of the affected cylinders.
16.2.2.1. Lubrication of fuel pump control rack
Use normal grease press filled with engine lubricating oil.
flc Open the plug (54) from the left side of the pump. (See Fig. 16.5.)
Press oil in through the nipple (55) on the right until first drops appear on
the left side.
Remove the press and close the left side plug.
16.2.3. Removing of injection pump

If running on HFO it is recommended to change over to light fuel before stopping
for an overhaul.
Shut off fuel supply to the engine and stop the lubricating oil pump.
16-2
If possible use air to blow the fuel out from low pressure system.
See chapter 17.
Remove the main injection pipe (1) and leak fuel connections. (See Fig.
16.1.)
Open the fuel feed connection by removing the screws (3).
Open the leak fuel connections (4) from the pump chamber; loosen the lu-
brication pipe (5) and the air connection (6) to the emergency stop cylinder.
NOTE ! Cover immediately all openings with tape or plugs to avoid dirt entering
the system.
Open the fuel rack connection by removing the screw (7).

Turn the crankshaft so that the injection pump tappet is in the bottom posi-
tion, the roller resting on the base circle of the cam.
831001
161803
Fig. 16.2.
Open the nuts (8) and lift off the pump by using the lifting tools (831007 and
831001).
16-3
NOTE ! Be careful not to damage the o-rings (9) on the fuel feed connection while
lifting the pump.
Cover the bore in the engine block.
16.2A. Mounting of the fuel injection pump

(See Fig. 16.2.)
Clean the pump of protection oil; check free movement of the control rack.
Clean the plane on the engine block and the pump base carefully.
Check the O-rings (10) on the base of the pump and lubricate with vaseline
or engine oil. Check that the fuel cam is not in the lifting position.
<&JFit the pump to it's position by using the lifting tools (831001 and 831007).
Be careful not to damage the O-rings on the fuel supply connection while lower-
ing the pump. Tighten the nuts (8) to stated torque. (See chapter 7.)
§o_ Remove the protecting tapes and plugs. Fasten the fuel supply connection
with screws (3) and fit the injection-, leak fuel-, control air- and lubricating oil
pipes. Fasten the injection pipe to stated torque.
Fit the fuel rack connection and fasten the screw (7).
NOTE ! Always replace the self locking nut (7).
Rotate the control shaft and check that all pumps follow the shaft movement
. Check the fuel rack positions of all pumps, see chapter 22.
jk_ Open the fuel supply to the engine and circulate the fuel for some time to vent
the system; see chapter 17. Turn simultaneously the crankshaft with turning gear.
16.2.5. Dismantling of fuel injection pump

Before dismantling, the outside of the pump must be cleaned carefully.
lo^-The-use-of-a-speeial-rotating-device-(86202-3)-(-Fig—16^3r)-is-recommended
where the pump can be put in different positions depending on the work.
16-4
Fig. 16.3.
Open the bottom cover screws (12) and remove the flange (13). (See Fig
16.5.)
Secure the push spindle assembly by using a tool (836040) as shown in Fig.
16.4. and push the assembly slightly to be able to remove the retainer ring (14)
with pliers (800001). (This can be done hydraulically if using assembling trestle
862023.)
16-22-2
Fig. 16.4.
16-5
NOTE ! The tappet is spring loaded; Be careful when loosening the tool.
The push spindle assembly (15,16) and the element plunger (17) can be taken
out now.
NOTE ! Be careful when handling the plunger and taking it out from the push
spindle assembly. Plungers, elements and pump valves are matched and
they must be kept together during overhaul.
Remove the springs (18), spring disc (42) and the control sleeve (19).
Turn the pump to the vertical position.
Open the screws (20) crosswise in steps of 30° and also screws (21). Remove
the cover (22) carefully with its valves.
8^ Remove the main delivery valve (23) and the constant pressure valve (25)
with springs.
16-6
VIEW D
23
12 SCREWS
13 FLANGE
14 RETAINING RING
15 PUSH SPINDLE
16 SPRING HOLDER
17 PLUNGER
18 SPRING
o 19 CONTROL SLEEVE
20 SCREW
21 SCREW
n 22 PUMP COVER
23 M A I N DELIVERY VALVE
25 CONSTANT PRESSURE VALVE
26 ELEMENT CYLINDER
27 PLUG
28 CONTROL RAC<
31 GRUB SCREW
35 SEAL RING
36 SEAL RING
3B SEAL RING
42 SPRING DISC
43 SEAL
44 SCREW
45 COVER
4S EROSION PLUG
47 SEAL
54 PLUG
55 NIPPLE
©
Take out the element cylinder (26) by tapping the bottom of the element with
a soft tool. If O-rings are seated tightly you can use air for assistance by opening
the plug (27) at the pump chamber and blowing air in. Air will create a lifting
force on the element. The element cylinder can be removed now by using the
screws (21) for lifting.
To remove the control rack (28) open the pneumatic cylinder fastening
screws (29) and remove the cylinder (30) with piston (32) and sliding O-ring
(50). (See Fig. 16.6.) Loosen the grub screw (34) and pull out the control rack.
out
2 150 160402
Fig. 16.6.
Mj It is recommended to keep the components of different pumps apart from

.each-omeLOLto-rnark^the-parts-so-that-they-can-be-fitted-baGk-intø-the-samepump.
The parts must be protected against rust and especially the running surface of the
element plunger should not be unnecessarily handled with bare fingers.
| Wash the element plunger and the cylinder in clean fuel for inspection and
normally keep the plunger and cylinder always together, the plunger being in-
serted in the cylinder.
16.2.6. Assembling of fuel injection pump

Do_ Wash the components in absolutely clean diesel oil and lubricate internal
parts with clean engine oil. When handling parts of the injection equipment, keep
hands absolutely clean and grease them with grease or oil.
Renew the seal rings (35) of the pump cover, (36) and (38) on the element
cylinder and seal (47) on upper spring disc. (See Fig. 16.5.) Lubricate the rings
with lubricating oil.
Ik Reinstall the main delivery valve (23) and constant pressure valve (25) with
springs into the cover (22).
Mount the element cylinder (26) and the cover (22) together using screws
(21). Note that the pins (39) are fitted properly. (Fig. 16.7.) Lift the assembly (22,
26) into position in the pump chamber.
16-8
Pump cover:
25
Seen from below
16-5-1
Fig. 16.7.
NOTE ! Be careful with the valves in the pump cover. Some oil may be used in the
valves to keep them in position during assembly.
Tighten first screws (21) crosswise in three steps to nominal torque and then
screws (20) in the same way. (See chapter 7.)
&, Mount the control rack (28) and fasten the grub screw (34). (Fig. 16.6.) Fit
the counter sleeve (48) and pressure plate (33) together with screw (31) to posi-
tion. Fit the piston (32) and put on the cover (30) with screws (29).
c
ffo. Turn the pump upside down and fit the control sleeve (19). (Fig. 16.5.) Move
the control rack to a position where two marks (A) can be seen. (Fig. 16.8.) One
of the control sleeve teeth is chamfered (B) and this tooth must slide into the tooth
space between the marks on the rack. (See Fig. 16.9.)
Fig. 16.8.
NOTE ! This may cause the engine to overspeed if mounted incorrectly.
16-9
Reinstall the spring disc (42) and springs (18). (See Fig. 16.5.)
Assemble the element plunger and push spindle assembly (15,16) and lift
carefully into position.
M Note the mark on one of the plunger vanes (C). See Fig. 16.8. The marked
plunger vane must slide into the marked groove on the control rack side of the
control sleeve (D). It corresponds to the marks on the control rack (A) and the
chamfered tooth (B) of the control sleeve.
16-7
Fig. 16.9.
flflj Press the push spindle down carefully by using a tool (836040). (See-Fig—
16.4.) To make the plunger vanes slide into the grooves on control sleeve you can
gently move the control rack.
tg When the plunger is deep enough, install the retaining ring (14) with pli-
ers (800001). After removing the tool check that the control rack can be easily
moved.
Before installing the flange (13) make sure that the shaft sealing (43) is in
good condition. If necessary replace the sealing by opening the screws (44) and
-remov-ing-the-cover-(45-)^(-FigT-1-6-1-0-) —
16-10
1B-19-1
Fig. 16.10.
NOTE ! If the sealing starts to leak, fuel can enter the lubricating oil system and
possibly spoil it.
Install the flange (13) and fasten the screws.

Check that the control rack can be easily moved.
Unless the pump is immediately mounted on the engine it must be well
oiled and protected by plastic cover or similar. The fuel ports and injection line
connections must always be protected by plugs or tape.
16.2.7. Control of fuel pump adjustment

The beginning of the effective pump stroke is determined by using a pneumatic
timing tool connected to one of the erosion plug holes and sealing against the spill
port cone.
Control of fuel pump timing is necessary if major components have been
changed, e.g. injection pump, pump element, pump tappet, camshaft piece or
some work has been done with gears; especially to the intermediate gear.
flc Cut fuel supply to the engine.
If possible use air to blow the fuel out from low pressure system (see chapter
17).
Remove one of the erosion plugs (46) from the pump. (See Fig. 16.5.)
Mount the timing tool (862020) and connect the air supply as shown in Fig.
16.11.
16-11
Fig. 16.11.
Turn the crankshaft to a position 22° before TDC at ignition.
Set the fuel rack to 35 mm position.
Turn the crankshaft to the normal running direction of the engine and read
and record the full pressure from the pressure gauge (A) (Fig. 16.11.) when the
plunger is closing the spill port (B) completely.
If the gauge doesn't work properly make sure that the throttle points (C) of the
timing tool (862020) are clear and open.
Turn the engine against the normal running direction until the pressure in
instrument (A) falls down to zero.
fy Turn the crankshaft slowly to the normal running direction of the engine.
Preferably by hand from the turning gear. Keep on turning until the pressure in
the instrument starts to rise. Stop turning when the pressure has increased to half
of the measured full pressure. Record the pressure and the position of the fly-
wheel.
E.g. if full measured pressure was 4 bar, the timing should be checked at 2 bar.
Compare the measured values to the correct values given in the "set-
tings"-table of the test records. The deviation to those readings should be max
0,5°. The deviation between the different cylinders in one engine should not ex-
-eeed-1-,0—Grank-angleT-If-larger-deviatiens-are-neted-the-injeetion-pump-lifter-must-
be adjusted. (See section 16.2.8.)
flflj If no adjustment is needed, mount the erosion plugs (46) (see tightening
torque in chapter 7.) securing with a locking wire and switch on the fuel. Inspect
for possible leaks before starting the engine again.
CAUTION ! Never use copper seal rings on injection pumps. A deformed seal
ring may cause hazardous fuel spray and fire.
16.2.8. Fuel injection pump adjustment

Pump timing can alter due to manufacturing tolerances in pumps, cams and gears
or when doing some modifications to the engine. To get the best possible opera-
16-12
tion from the engine it is important that fuel pump adjustments are done properly
and in accordance with the setting table, (see test records).
Remove the pump. (See section 16.2.3.)
Fasten the pump base using suitable sleeves under the nuts (8). (See Fig.
16.12.)
Measure the distance (X) between the adjusting screw and the pump base up-
per surface when the cylinder is turned to a position where the delivery stroke
should start. (See setting table in delivery documents.)
161202
Fig. 16.12.
4LjUse Fig. 16.13. to determine the correction needed for the adjusting screw
to achieve the right timing.
0.8 mm in tappet position corresponds to about 1 ° on flywheel scale.
16-13
Adjusting of tappet position
Adjusting of tappet
position (mm)
(dimension X)
Spring holder
contact against
retaining ring
Change of inj.
timing (deg.
BTDC)
Plunger contact against

element cylinder
-A
160902
Fig. 16.13.
Example: According to measurements the delivery stroke starts 15.5° before

TDC instead of 16.8° given on the setting table. The change of injection timing
has to be +1.3° and from Fig. 16.13. you can read that dimension X (see Fig.
16.12.) has to be 1,04 mm smaller.
Open the locking screws(49) and adjust the distance X to the correct position;
lock the screws again to stated torque (see chapter 7.) before the final checking
of distance X. Note the correct positioning of the securing plate (distance from
the top of the tappet given in Fig. 16.12.)
Open the nuts (8) and remove the sleeves.
Fit the fuel pump according to section 16.2.4.
Check again the timing.
If in tolerance, fit the erosion plugs (46) (see tightening torque in chapter
7.) securing with a locking wire and switch on the fuel. Inspect for possible leaks
before starting the engine again.
16-14
CAUTION ! Never use copper seal rings on injection pumps. A deformed seal
ring may cause hazardous fuel spray and fire.
16.3. Fuel oil pipe
16.3.1. Mounting of the fuel oil pipe

If you have removed the fuel oil pipe between cylinders 1 and 2 and now must
remount it, you must pay attention to the following:
The distributor housings (51 and 52) for cylinders' 1 and 2 pumps have to be loos-
ened before mounting part (53) of the fuel oil pipe. (Fig. 16.14.)
FREE END INJECTION PUMPS FLYWHEEL END
Fig. 16.14.
16-15
16.4. Injection line
3 6
161004
Fig. 16.15.
The main injection line consists of a connection piece (1), which is fastened to
the main nozzle holder (2), and a two layer injection pipe (3).
The connection piece seals with plain metallic surfaces and these surfaces are to
be checked before mounting. Always tighten the connection piece to correct
torque before mounting the injection pipe and also when only the injection pipe
has been removed.
The injection pipes are^deliy-er.e.d-as-c.omple.te-wlth-connection-nuts-assembled.-
Always tighten the connections to correct torque. (See chapter 7.)
When removed, the injection line components have to be protected against dirt
and rust.
16-16
162006
Fig. 16.16.
16.5. Injection valves

16.5.1. Description
The engine is equipped with an injection system where the injection valve is cen-
trally located in the cylinder head and includes a nozzle holder and a nozzle. Fuel
enters the nozzle holder through a connection piece fastened to the nozzle holder
from the side. (See Fig. 16.15.)
16.5.2. Injection valve maintenance

Injection valve maintenance is done according to the maintenance schedule in
chapter 4. or if the engine running parameters give an indication of poor injection
(e.g. large deviation from normal exhaust gas temperature).
NOTE ! If running on HFO it is recommended to change over to light fuel before

stopping for an overhaul.
16.5.3. Removing of main injection valve

flo Remove the rocker arm casing and the Hot-Box cover.
Remove the injection pipe by opening the nuts (6) and (7) and the leak fuel
connection (8). (See Fig. 16.16.)
_ Loosen the sealing flange of the connection piece by loosening the nuts (9)
and unscrewing the connection piece. Protect the fuel holes.
16-17
Remove the fastening nuts (26) of the injection valve. (Fig. 16.17.)
Fig. 16.17.
Lift out the injection valve by using the eyebolt M12 (805001). If necessary,
use the extractor (837038). If too much force has to be used, there is a risk of the
stainless sleeve of the cylinder head coming loose which, in such a case, must be
checked.
Protect the fuel inlet hole of the injection valve and the bore in the cylinder
head.
16.5.4, Mounting of main injection valve

flo| Check that the bottom of the stainless sleeve in the cylinder head is clean.
If necessary, clean or lap the surface. If lapping is necessary, the cylinder head
must be lifted off. (Instructions for removing and assembling the cylinder head,
see chapter 12.) Use a special steel washer and fine lapping compound for lap-
ping. The injection valve seals directly to the bottom of the stainless sleeve.
Put new o-rings on the injection valves. Lubricate the injection valve with
oil.
-Fit-theïnj ectionTalve~intoth'e~cylm~der head'bore.
NOTE ! The locating pin (11) determines the correct position of the fuel injector
when mounting. (See Fig. 16.20.)
<&jTighten the fastening nuts (26) (Fig. 16.17.) of the injection valve to correct
torque in steps of 10 Nm. (See chapter 7.)
§o_ Put new o-rings (19) to the sealing flange of the connection piece. (See Fig.
16.16.)
(ET Place the flanges and the cutting ring (10) on the connection piece and
screw the connection piece into the nozzle holder by hand.
16-18
Tighten the connection piece to stated torque. (See chapter 7.)
Tighten the sealing flange fastening screws (9). (Fig. 16.16.)
Check the right distance of the inner nut from the pipe end, see Fig. 16.18.
V/////À
163400
Fig. 16.18.
M Lubricate the threads of the nuts (6) and (7) (Fig. 16.16.) as well as the
conical sealing surfaces of the injection pipe (3) with Molykote G-n Plus.
Dfl Fit the injection pipe (3) in place, turn the nuts alternately, Move the pipe
at the same time back and forth for better centering of the sealing surfaces.
Tighten the cap nuts to stated torque. (See chapter 7.)
Mount the Hot-Box covers and rocker arm casing.
16.5.5. Overhauling of main injection valve

Inspect the nozzle after removing the injection valve from the engine. Clean
outside of the nozzle with a brass wire brush.
Release nozzle spring tension by opening counter nut (12) and opening the
adjusting screw (13). (See Fig. 16.20.)
f^ Remove the nozzle from the holder by opening the cap nut (17). (See Fig.
16.20.) Be careful not to drop the nozzle. If there is carbon between the nozzle
and the nut it may be difficult to remove the nozzle. In such a case, place the
nozzle with the nut on a soft support and knock the nozzle out by using a piece
of pipe. Never knock directly on the nozzle tip.
16-19
16-11
Fig. 16.19.
Check the nozzle needle movement which may vary as follows:

- needle completely free
- needle free to move within the normal lifting range
- needle is sticking
The needle must not be removed by force because this often results in complete
jamming. Unless it can be easily removed, immerse the nozzle in lubricating oil
and heat oil to 150...200°C. Normally, the needle can be removed from a hot
nozzle.
Clean the components. If possible, use a chemical carbon dissolving solution.
If there isn't such available, immerse the components in clean fuel oil, white spirit
or similar to soak carbon, then clean the components carefully. Do not use steel
wire brushes or hard tools. Clean the nozzle orifices with needles provided for
this purpose. After cleaning, rinse the components to remove carbon residues and
dirt particles. Before inserting the needle in the nozzle body, immerse the compo-
nents in clean fuel oil or special oil for injection systems.
Seat surfaces, sliding surfaces (needle and housing) and sealing faces against the
nozzle holder should be carefully checked.
NOTE ! The nozzle can also be sent to the engine manufacturer for possible re-
conditioning. Note that the nozzle can be reconditioned only once due to
surface hardening on the nozzle body.
16-20
Dismantling the nozzle holder:
Open the nozzle holder by removing the counter nut (12) and adjusting screw
(13). Open the guiding screw (14) and turn the nozzle holder upside down and
remove the spring guide (29), the spring (15) and the push rod (16).
12
Fig. 16.20.
Clean and check the parts carefully.
Check the high pressure sealing faces of the nozzle holder, i.e. the contact
face to nozzle and the bottom of the fuel inlet hole.
Check max lift of nozzle; i.e. sum of measures A and B in Fig. 16.21. If the
wear B exceeds 0,05 mm the nozzle holder can be sent to the engine manufacturer
for reconditioning. If total lift is out of the limit value given in chapter 06 and the
nozzle is already reconditioned once, the nozzle should be replaced with a new
one.
16-21
16-13
Fig. 16.21.
Assembling the injection valve:
fld Reassemble the injection valve.
flfl] Fit the nozzle to the nozzle holder together with the cap nut (17) carefully,
note the position of locating pins (18).
NOTE ! Use Molykote or similar in the contact surface between the cap nut and
nozzle and in the thread.
Tighten the cap nut to the torque given in chapter 7.

If the tests according to section 16.6. give satisfactory results the injection
valve can be reinstalled in the engine. Otherwise, replace the nozzle with a new
one.
16.6. Testing of fuel injectors

16.6.1. Checking the spray distribution
The symmetrical distribution of the spray can be evaluated when having the open-
ing pressure adjusted to 50-100 bar. The needle stroke using a hand test pump of
original type is close to nominal at this low opening pressure.
fl^Prestress the spring (15) slightly by tightening the adjusting screw (13). (See
Fig. 16.20.)
§T Connect the injection valve to the test pump. Pump to expel air. Shut the
manometer valve and pump rapidly to blow dirt out of the nozzle orifices.
16-22
Adjust the opening pressure to 50-100 bar. (See section 16.6.2.)
Put a dry paper under the nozzle and give the pump a quick blow.
Check the uniformity of the spray marks.
Unequal distribution is an indication of blocked or worn sprayholes. Re-
peat the test after cleaning the nozzle.
16.6.2. Adjusting the opening pressure

Correct opening pressure is adjusted by the adjusting screw (13) on the top of the
injection valve. (See Fig. 16.20.) When increasing the opening pressure, the
needle stroke is getting shorter and the function of the nozzle (in terms of spraying
and sound) can no longer be evaluated.
Open the manometer valve.
Pump slowly and watch the manometer to note the nozzle opening pressure.
ST Adjust the opening pressure to correct value (see section 1.2.) with the ad-
justing screw (13).
Lock the adjusting screw by tightening the counter nut (12).
16.6.3. Checking the needle seat tightness

flo Increase pressure to a value 50 bar below the stated opening pressure.
Keep pressure constant for 10 seconds by pumping slowly (to compensate
for the back flow).
Check that no fuel drops occur on the nozzle tip.
The nozzle has to be replaced or repaired if any drops appear on the nozzle
tip.
NOTE ! Some spill fuel can come out from the nozzle holder due to the back flow.
16.6.4. Checking the needle spindle tightness

Use in the test device tank preferably calibration fluid with a viscosity of 4...7cSt
at room temperature. If such is not available, also diesel oil can be used.
Increase the pressure in the test pump to over 300 bar.
Stop pumping and measure the pressure drop time from 250 to 200 bar.
With a new nozzle the time varies between 1-2 seconds. If the pressure drop time
is less than 1 seconds the guiding is too worn and the back leakage is too big.
If the pressure drop time of a new nozzle is more than 15 seconds, clean the nozzle
well and test again. If the time is still too long, contact the supplier of the parts
for further instructions. The reason might be too small needle clearance.
When the above mentioned tests are passed successfully the injection valve in
question is acceptable for further use.
16.6.5. Checking the tightness of sealing surfaces

If leakages occur on the high pressure sealing surfaces, the damaged component
should be replaced with a new one or reconditioned.
16-23
16-24
o CO
03
CD
^" OD
O
<^ 0
CD —1
O """f co' ^
03.
O3
§ o CD" > CL
CO' il-
Do CD C"
Si
CD O3
CVi co *"*
^•*
O3 s- «•>4*
O 3 -n O
__ 0*3 CO
co CD -o
< ^B cp_ CD
CO
CO 03. -q U) 03.
^^H
f*
—1
£Z ^J CO
w* ^J CD
rn 1 «M«
^^ \J J ^""l". iz"j
^2 CD ^^^^
^"""« ^^
o- O3 Œ O3 o- CO
O o 5"
CD O CL CO 0" 0
CD 0.
0 O O CD •o oT Si Si
o O3 o CD p. O3
g o F 03 CL m co
CO O3 O 92. CO
o_ CD c: CD 03
—t
earance
5° 0 co ^TS •SS* co
o 05" CO CD CD CO
oT o" CO CD CD" o o CL
03 m CO 3 CO O3 -o
Si CD CO CD
X O3 03 O
o_ CD' O3 I 03 CL O3 O CD
CL co CO CL CL CO
03 -n 0 13 O Q. o 0
03. CL CL
5" g. 3D CL 03 CD o_ CD
^^B •
^^^^ CD
CD CO- o cp_ O o O CD 0
O Q. C> O3 CO
S" CO 03 -o o -o CO
CO CO CO O CO CD 0' CD
3 O3 0 3? —* —r O
co co CO CO CO CO CO O3_ CO CD CD
Maintenance T(
c Installation C
o_ O C/l"
w* f f\
CO
Si cö" CD CD CD CD CD CD CD O _.
o
\-> s
Si
o" O3 CD 0 1 Si 5' 5' co'
3 3 3 CO 1 CO T3 oT ^
CO co" CO
CD
CD"
_,
_, ^1 _, _, «d ™j «_,
ro ro ro ro _, _, o O o oo O O O o
u> ro •^ o *O 00 v| O Cn •fe* CO ro —• o so 00 vi o Cn u> ro
— 0 o o o o o o o o o
Cn U) KJ — O O O ^ J O C n ^ C O K ) — - O
17. Fuel system
17.1._ General description

The engine is designed for continuous heavy fuel duty. The engine can be started
and stopped on heavy fuel provided that the fuel is heated to the correct operating
temperature.
Only the internal fuel system is described in this manual. Fuel treatment system
before the engine, see separate instructions.
Fig. 17.1. shows an example of an internal fuel system. The instrumentation of
the system depends on the installation. »
To find the installation specific fuel oil system drawing, see "Technical docu-
ments".
17-1
Instrumentation on engine
Gos) 170119
Fig. 17.1. Example of an internal fuel system

System components
01 Pressure gauge 08 Fuel rack
02 Pressure sensor 09 Pulse damper
03 Injection pump 10 Pressure control valve
04 Temperature sensor 11 Waste pipe
05 Fuel manifold 12 Injection valve
06 Leakage collector 13 Camshaß
07 Mechanical overspeed trip device 14 Flywheel
Pipe connections
101 Fuel oil inlet 104 Dirty fuel oil leakage
102 Fuel oil outlet 104.1 Fuel oil leakage, visual control
103 Clean fuel oil leakage 104.2 Fuel oil leakage, visual control
Electrical instruments
PT101 Fuel oil inlet pressure GS166 Overload
TE101 Fuel oil inlet temperature GS172 Mechanical overspeed
LSI03 Clean fuel oil leakage level ST173 Engine speed
LSI 08 DjrtyfueloiUeakageJeye,l__ _JS£1S>JL TarsionaLvibration
A161 Speed setting device M755 Electric motorfor turning gear
GT165 Fuel rack position GS792 Turning gear position
SEI 67 Speed pick-up for speed control
Pressure monitoring
The pressure gauge (01) on the instrument panel and a pressure sensor (02) con-
nected to the fuel supply line indicate the fuel pressure before the engine. The
pressure sensor is fitted for remote indication and alarms.
Temperature monitoring
A ptlOO sensor (04) fitted on the fuel supply line indicates the fuel temperature
before the engine.
17-2
Leak fuel monitoring
Leaking fuel from the injection system is collected in a leak fuel manifold (05)
on the hot box. The manifold is divided in two sections to collect separately the
normal backflow from pumps and nozzles and separately the possible leak from
the injection pipes.
Leakage sensor (06) on the leak fuel outlet pipe monitors the leakage and gives
an alarm from an abnormal high backflow or from a leak in an injection pipe. All
leak fuel pipes are equipped with quick couplings to make the trouble shooting
easier.
Leaking fuel can be reused after special handling.
A separate leakage pipe system (11) leading from the top level of the engine col-
lects the waste oil, -fuel or -water that is leaking when overhauling the engine.
Pressure regulating
A separate pressure control valve (10) is fitted to the fuel outlet pipe to regulate
the fuel pressure and to keep the pressure constant when running on variable load.
The high pressure system, with injection pump and injection valves, is described
in chapter 16.
17.2. Maintenance of fuel system

When working with the fuel system, always observe the utmost cleanliness.
Pipes, tanks, and the fuel treatment equipment such as pumps, filters, heaters and
viscosimeters, included in the engine delivery or not, should be carefully cleaned
before put into use.
The fuel should always be purified and in heavy fuel oil operation a fine filter is
required in the fuel treatment system.
For maintenance of the fuel treatment equipment, see separate instructions.
17.2.1. Draining of fuel system
Because the fuel volume in the supply line is relatively high, it is preferable to
use control air pressure to blow the fuel out from the supply pipes to a suitable
tank when overhauling the fuel pumps or supply lines. (See Fig. 17.2.)
J
r
-L -L I
_L
Air
V close
J A J 170213
7 bar
Fig. 17.2.
17-3
The pressure control valve (10) has to be adjusted so that the air pressure will open
it.
Blow the system about 10-15 minutes to be sure that all of the fuel is out.
17.2.2. Venting of fuel system

After starting the fuel feed pumps, circulate the fuel in the engine system and turn
the engine simultaneously with the turning gear. Normally, air is vented out with-
out any other procedure.
Venting of filters and other instrumentation according to separate instructions.
17.2.3. Adjustment of pressure control valve

13
17-3
Fig. 17.3.
Check the adjustment at the intervals recommended in chapter 4. Adjust the valve
at the normal operating temperature with an idling engine.
All pressures mentioned in the instructions refer to the readings at the pressure
gauge (1) (Fig. 17.1.) in the instrument panel of the engine.
Turn the adjusting screws of the pressure control valve clockwise to achieve
-higher-pressurercounter^clockwise'to'ächieve'Iöwer'pressure.
1. Preadjustment
Raise the pressure in system by closing the control valve (10) slowly. Adjust the
booster pump pressure to 12 bar.
2. Adjustment of pressure control valve (10)
Open the pressure control valve and adjust the pressure to the level stated on sec-
tion 1.2.
NOTE ! The lock nut (12) for recirculating screw (13) also acts as a seal and there-
fore some leakage can occur while regulating the valve.
17-4
o co
CO
CD
^ OD
«^ O
CD O -H
O co' ^
CO
^~
CO
i: O CD" > CL
CÖ" ^3 —j Q. CO
00 CD 3"
CD CO vP^
QJ Q3 CO
^**
O =• 3 m O
—n T3
^ CO CD
S CO _o cp_ CD
ZJ ^^ ^CO
co_ H jo" 03.
co O CD ^-
<" ^ w
o EM
\J w
CO
"^ ^^ CD ^^ ^M ^J
\U
c« co ^^^^ CT
CT CT CO CO
O o —^
O
5' CD CO o' O
CL CL
0 CD co" SS- CO.
o r— co o m p. Co"
o CL CO
g_ CO CD 3 CD CO CO
CO CO
CD CD
CO" 0' CO CD o" 0 CL
m co CO -o
A CO CD CO CD O
X CO CO
13 CD' CL CO co O CD
CO co CO ~n 0. CL CL ZJ o Z3
£1 3D CL 1 CL o^ CD
CD" O o" CO
cp_ 0 O o
Q_ 0 £.
CO CO co CO o •o o" •o CO
CD CD O
o C0_ CD
Mechanism and Cams

CO CO CO CO CO
mentation and Automa

earances and Wear Lir
Maintenance Tc
Maintenance Schec
co
Control Mechan
Camshaft Driving G
t g
g_ ?/5"
\" v_^ •Mb.
o' co' CD CD CD CD CD CD CD
CD et 1 CO 5' O
=*_ o £=
s.5' co"
CO CD"
3 3 3 co ä co co CO CO CD
_, _, _! _! _, «j ™i _i _,
ro K) ro ro _. O o O O o O o O O
U) ro —• o Ô 00 vj o tn -^ CO ro —• o sO 00 O Cn U) ro
— — — — — — — — — o o o O O O O O O
— o 00 Ui CA> K) — O
18. Lubricating oil system
18.1 Description
The marine engines lubrication systems are of dry oil sump type and
power plant engines are of wet oil sump type. The oil is filtrated/sepa-
rated outside the engine.
Besides lubrication of pistons, bearings, etc. the lube oil also conducts
heat transfer and is cleaning the engine inside. Various auxiliary
devices i.e. filters and coolers, keeps the oil conditioned.
The system components outside the engine are not handled in this
manual. For a more detailed information, see installation specific
documentation.
A general overview of the engine lube oil system is shown in Fig 18-1.
Lube oil system
(TOP
©
Fig 18-1 461801
System components:
01 Oil sump
02 Centrifugal filter (optional)
03 Sampling cock
04 Running-in filter
05 Turbine (turbo charger connected to engine lube oil system)
06 Compressor (turbo charger connected to engine lube oil system)
07 Crankcase breather
08 Lubricating oil main pump (optional)
09 Pressure control valve (optional)
W46/W50DF 18- 1
Pipe connections:
201 Lubricating oil inlet
202 Lubricating oil outlet
203 Lubricating oil inlet to engine driven pump
204 Lubricating oil outlet from engine driven pump
701 Crankcase air vent
X Condense water drain
Y Intermediate gear wheels
Z Lube oil to valve gear, camshaft, injection pumps etc.
PI Manometer
TI Thermometer
Electrical instruments:
PßZ201 Lubricating oil inlet pressure (
PT201 Lubricating oil inlet pressure
TE201 Lubricating oil inlet temperature
TE700.. Main bearing temperature
The oil pressure in the engine is controlled by the pressure regulating
valve (09), see Fig 18-1.
Note! See installation specific documentation for a more detailed lube oil
system drawing.
18.1.1 The engine lubricating oil circuit
From the distributing pipe (1) in the bottom of the oil sump, the oil is
forwarded as shown in Fig 18-2.
Lubricating oil is led through the gudgeon pin and piston up to the
piston crown cooling space and thereafter returned to the oil sump.
Part of the lube oil is furthermore merged to the skirt lubrication before
returned to oil sump, see Fig 18-3.
When returned to oil sump the oil flows freely back to the oil tank.
18-2 W46/W50DF
Lubricating oil supply to bearings and piston
8. To the Piston
7. Gudgeon Pin Bearings
6. Up through the Connecting Rod

i
t
5. Connecting Rod Bearings
4. Through the Crankshaft
t
3. Main Bearings
t
2. Up through the hydraulic jacks
t
1. Distributing pipe at the bottom of the oil sump
Fig 18-2 461802
Lubricating oil flow in the piston and cylinder liner
A. Lube oil to piston skirt lubrication
B. Lube Oil to piston
Fig 18-3 461803
W46/W50DF 18-3
18.1.1.1 Lubrication of special points
The lubrication oil system in the engine incorporates pipes which
supply lubricant to the most important operation points. Pipes are
situated in both ends of the engine, where the oil is led or sprayed to
various points.
Lubricating oil supply piping in flywheel end, In-line engine
Fig 18-4 461804
1. Governor drive bearings

2. Governor drive gears
-3-Gamshaft-end-bearings
4. Intermediate gears
5. Driving gears
6. Driving gears
7. Turbocharger (if lubricated by engine oil system)
18-4 W46/W50DF
Lubricating oil supply piping in flywheel end, V-engine
Fig 18-5 461812
1. Governor drive bearings

2. Governor drive gears
3. Camshaft thrust bearings
4. Intermediate gears
5. Bearings of intermediate gears
6. Turbocharger (if lubricated by own oil system)
W46/W50DF 18-5
Lubricating oil from the free end, In-line engine
Fig 18-6 461805
A Lubricating oil to camshaft bearings, tappets, valve mechanisms and fuel

pumps.
Also to turbocharger, when lubricated by engine oil and located in
engine free end.
Lubricating oil to water pumps (if pumps built on engine)
C Lubricating oil to water pjjmp drive (engine driven.pjjrnp.s)_
D Lubricating oil to oil pump drive (engine driven pumps)
Note! The turbocharger (VTR-turbochargers) and the speed governor

have own lubricating oil systems, see installation specific docu-
mentation.
18-6 W46/W50DF
Lubricating oil from the free end, V-engine
Fig 18-7 461813
Lubricating oil to camshaft bearings, tappets, valve mechanisms and fuel

pumps.
Also to turbochargers, if connected to engine lubricating oil system and
situated in the free end.
W46/W50DF 18-7
18.1.2 General maintenance
Only use high quality oils approved by engine manufacturer according

to section 02.2.
Caution! Utmost cleanliness should be observed when treating the lubricat-

ing oil system. Dirt, metal particles and similar may cause serious
bearing damage. When dismantling pipes or components from the
system, cover all openings with blank gaskets, tape or clean rags.
Note!, When storing and transporting oil, take care, to prevent dirt and
foreign matters from entering the oil. When refilling oil, use a screen.
18.2 Lubricating oil pressure regulating valve

18.2.1 Description
The lubricating oil system is equipped with a pressure regulating valve

(2) to keep the oil pressure constant in the lubricating oil feed pipe
under variable conditions such as pressure changes after feed pump,
pressure drop, changes in coolers and filters etc. The valve can be of
different type and its place depends on the installation design, see Fig
18-8 and Fig 18-11.
Location of the pressure regulating valve, In-line engines
Alternative 1 Alternative 2
Fig 18-8 461806
18-8 W46/W50DF
Location of the pressure regulating valve, V- engines
Fig 18-9 461814
Note! The pressure regulating valve should not be mixed up with the safety
valve, which looks identical.
Various types of lubricating oil pressure valve are used. Two different
types are described in this chapter, see Fig 18-10 and Fig 18-11.
Pressure regulating valve, type A
Oil in To the crankcase
3 A 4
Control oil
pressure
Fig 18-10 461815
W46/W50DF 18-9
Oil pressure itself is working as a controlling media by operating the
servo piston (5) and further the actual regulating piston (4), see Fig
18-10.
If, for some reason, the pressure should increase too high in the
pressure pipe, e.g. due to clogged system, the ball (11) will open and
admit oil to pass to the servo piston (5) which will open the regulating
piston (4) by means of the pin (3). Thereby serving as a safety valve.
Pressure regulating valve, type B
B. To the crankcase
C. Control oil
pressure
Fig 18-11 461807
A. Oil in
B. Oil to the crankcase
C. Control oil pressure
2. Pilot control piston
3. Choke
4. Main regulating piston
5. Spring chamber
The oil pressure affects through the choke (3) also in the spring
chamber (5) to the back side of the main regulating piston (4) thus
demanding less spring power to keep the valve closed, see Fig 18-11.
The feed pressure is also merged to the pilot control piston (2). When
the control pressure reaches the preadjusted value, the pilot control
piston opens and releases the pressure in spring chamber (5).
The pressure drop in chamber (5) makes the feed oil pressure open
the main regulating piston by the same reducing the feed pressure.
The set point is adjusted by the engine manufacturer but can be
readjusted if necessary by turning the adjusting screw (10); clockwise
to increase and counter-clockwise to decrease the pressure. See chapter
01. for correct set values.
18- 10 W46/W50DF
18.2.2 Maintenance of the pressure regulating valve
Dismantle all moving parts. Check them for wear and replace
worn or damaged parts with new ones.
Clean the valve carefully.
Check that the components moves freely and do not stick.
Check that the drain hole (19) is clear if using valve type (A), see
Fig 18-10.
Note! When using valve type (A), Fig 18-10, do not forget copper sealing
rings (13) when re-assembling. If the seals have been changed,
check that the thickness is correct, (=1.5 mm), as the thickness of
these sealings influences valve function.
After re-assembling, check that piston (4) closes properly

(especially if components have been replaced with new ones).
18.3 Lubricating oil safety valve

This valve prevents the oil pressure from rising too high e.g. in case of
blockage in oil pipe.
The valve is identical with the pressure regulating valve, except having
no control oil connection. The opening pressure has been adjusted by
the engine manufacturer to 7.5 - 8 bar.
For maintenace, see maintenance of pressure regulating valve section
18.2.2.
W46/W50DF 18- 11
The engine can be optional provided with a by-pass filter of centrifugal
type, see Fig 18-12, as a complement to the main lubricating oil filter.
The centrifugal filters main duty is to indicate the quality of the
lubricating oil.
Centrifugal filter
9 14 -4
10
Fig 18-12 461808
The centrifugal filter comprises of a housing (12) containing a

hardened steel spindle (2) on which a dynamically balanced rotor unit
-(3)4s-free-rot-ating—Øi-1-is-eireu-la-ted-t-hrough-t-he-housingrup^to the
central spindle into the rotor. The rotor comprises two compartments,
a cleaning chamber and a driving chamber. Oil flows from the central
tube (13) into the upper part of the rotor, where it is subjected to a
high centrifugal force, and dirt is deposited on the walls of the rotor
in the form of heavy sludge.
Lube oil passes from the cleaning compartment into the driving
compartment formed by the stand-tube (11) and the lower part of the
rotor (4), which carries two driving nozzles. The flow of clean oil through
the nozzles provides a driving torque to the rotor and oil returns
through the filter housing to the engine oil sump.
18- 12 W46/W50DF
18.4.1 Cleaning of the centrifugal filter
It is very important to clean the filter regularly, see chapter 04., as it

collects considerable quantities of dirt and thus unloads the main filter.
Note! If the centrifugal filter has collected maximum quantity of dirt (dirt
deposit of 25 mm thickness) within the recommended cleaning
intervals, the filter should be cleaned more frequently.
Clean the filter as follows, the engine being out of operation:

Close the valve (15) in the supply line, see Fig 18-12.
Open the nut Of the Clamp and slacken the cover clamp (7).
Unscrew the cover nut (1) and lift off the filter body cover (8).
Lift off the rotor assembly from the spindle (2) and drain oil
from the nozzles (on the bottom of the rotor assembly) before
removing the rotor from the filter body. Hold the rotor body and
unscrew the rotor cover jacking nut (9), then separate the rotor cover
(3) from the rotor body (4).
4i| Remove Sludge from the inside of the rotor cover and body by
means of a wooden spatula or suitably shaped piece of wood and
wipe clean. Remove the stand tube and clean it.
j[| Ensure that all rotator components are thoroughly cleaned
and free from dirt deposits.
(H Clean out the nozzles with brass wire and compressed air. Ex-
amine the top and bottom bearings in the tube assembly to ensure
that they are free from damage of excessive wear. Examine the
O-ring (5) for damage. Renew, if necessary.
]U Re-assemble the rotor complete in opposite order. Ensure
that the alignment pins (6) in joint face body align with the holes in
the cover and that the stand tube fits correctly in the rotor base.
]U Examine the spindle journals to ensure that they are free from
damage or excessive wear. Examine the 0-ring (14) for damage and
renew if necessary, see Fig 18-12.
]U Replace rotor on to spindle ensuring rotor revolves freely and
replace body cover. Tighten the cover nut by hand and refit safety
cover. Tighten the filter cover clamp (7).
Note! Read also the installation specific documentation concerning the

centrifugal filter.
W46/W50DF 18- 13
18=5 Running-in filter
A new engine is provided with running-in filters situated in the
lubricating oil delivery pipes in both ends of the engine, see Fig 18-4,
Fig 18-5, Fig 18-6 and Fig 18-7, (the running-in filters marked with
grey) and in the crankcase under the main bearings. The filters are to
be used for 100 - 500 h, including the test run period at manufacturer
and on site. These filters are usually removed by the commissioning
personnel.
It is also recommended to use running-in filters after engine repairs
and oil pipe system maintenance and/or repair.
Flange (17) has to be used when a running-in filter is installed. When
the filter is removed the flange has to be rejnoved as well.
Note! The minimum operating time of a running-in filter is 100 h and

maximum 500 h. Remove the running-in filter within this time.
Running-in filter
17
Fig 18-13 461809
16. Filter insert, 17. Flange
18- 14 W46/W50DF
18.6 Engine driven lubricating oil pump
The lubricating oil pump is driven by the gear mechanism at the free end
or at the flywheel end of the engine depending on engine type. See chapter
18 Appendix.
18.6.1 Maintenance of the lubricating oil pump
Check the oil pump at the intervals stated in chapter 04. If oil leakage
occurs, inspect the pump immediately.
W46/W50DF 18-15
18- 16 W46/W50DF
18G. Lubricating oil pump
18G.1 Description
The lubricating oil pump (1) is a three- rotor screw pump and it is driven
by the gear mechanism at the free end of the engine
Engine driven lubricating oil pump
In-line engine
Fig 18G-1 4618G01
1. Lubricating oil pump
18G.1.1 Removing the pump from the engine
In V-engines and In-line engines, where turbochargers are situated in

the driving end, the oil pump can be lifted directly by crane using a
lifting eye.
Remove the water pipe by removing the clamping ring and
flange screws from the water pump suction pipe above the lubricat-
ing oil pump.
Remove the pressure transducer from the pump if equipped.
Remove the outlet and inlet oil pipes.
Caution! Before removing the unit, leave a couple of screws fastened until
the unit is secured with lifting belts/chain.
Leistritz 18G- 1
Loosen the fastening screws of the pump.
Mount the lifting eyes and the lifting belts/chains.
Open the fastening screws of the pump.
Remove the screws adjacent to the threaded holes and
screw them into these holes to press off the pump.
18G.1.1.1 Removing the pump from V-engines, turbochargers

situated in the free end.
Remove the pipes from the pump.
Use tool (836046) for lifting the pump.
Fasten the lifting lug (28) to the pump and the rail (29) with
equipment to the air cooler housing, see Fig 18G-2
Fit the bracket (30) between the pump and the rail and ad-
just the lift height with the adjusting nut of the fastener (31).
©J Open the pump fastening screws.
Note! The glide of the rail moves very easily. Make sure that the rail is in a
horizontal position and that there is nobody in front of the pump
when it gets loose from the pump cover.
Removing oil pump
Fig 18G-2 4618G02
28. Lifting lug, 29. Rail, 30. Bracket, 31. Fastener, 836046. Tool
18G-2 Leistritz
18G.1.1.2 Removal of driving gear
Loosen all screws (3), see Fig 18G-3.
Remove the screws adjacent to the threaded holes and
mount them into these holes to press off the outer ring (4). Remove
the driving gear wheel.
Driving gear
Fig 18G-3 4618G03
2. Driving gear, 3. Screw, 4. Outer ring.
18G.1.2 Dismantling
Release the valve spring (42) tension by the adjusting screw

(20), see Fig 18G-4.
Loosen screws (44) and take off the valve cover carefully.
Warning! Observe that the valve cover might be spring loaded.
Remove valve spring (42).

Loosen screws (43) and remove the end cover (40) with the
gasket (41).
Remove the valve cone (19).
Remove the inner Circlip (38) and distance ring (37).
Remove the outer circlip (17).
Draw the ball bearing (21) with an extactor from the driving
screw (35).
Leistritz 18G-3
Caution! The shaft nut at the driving screw (35) must not be loosened (manu-
facturing depending connection).
Mark the position of the idler screws (36) and driving screw
(35) in the end cover side.
Push the screw set out of the housing halfway.
Fix the idler screws (36) and driving screw (35) with a screw
set clamp device or a lifting belt.
Remove screw set out of the housing.
Caution! Be careful the screw set may sway when it comes out from the
housing!
Lubricatin oil pump
41
Fig 18G-4 4618G04
17. Outer circlip, 19. Valve cone, 20. Adjusting screw, 21. Bearing, 22.
Gasket, 23. Cover, 34. Pin, 35. Driving screw, 36. Idler screw, 37.
Distance ring, 38. Inner circlip, 39. O-ring, 40. End cover, 41. Gasket,
42. Spring, 43. Screw, 44. Screw.
18G-4 Leistritz
18G.1.3 Inspection
Check all parts for wear and replace worn parts.

Check ball bearing(21) for wear. Replace if necessary.
Check the housing and flow pockets in the relief valve for
dirt contamination. Clean if necessary.
18G. 1.4 Assembling
Jl Clean all details carefully before assembling.

j[] Align the idler screw (36) in pairs around the driving screw
(35) and join it with a screw set clamp device or similar.
I] Lubricate the screw set borings in the pump housing slightly
41J Insert the complete screw set into the pump housing, so that
it will come out a little bit on the bearing side.
Remove screw set clamp device.
Lubricate the ball bearing and driving screw shaft. Heat up
the ball bearing before mounting.
Slide or press the ball bearing (21) onto the driving screw (35)
shaft. Do not apply heavy strokes in order to mount the ball bearing.
Mount the distance ring (37) and circlip (38).
Press the screw set back into the pump.
1 Install the circlip (17).
Place gasket (41) onto the pump housing and mount the end
cover (40).
H Mount the screws (43) and tighten to stated torque.
3Ü Clean the valve cone (19) and mount the valve spring (42)
with the valve cone (19).
Note! Pay attention that the valve spring (42) fits into the spring collar and
the grooved pin (34) locks into the nut of the pump casing.
Mount the gasket (22).

Mount valve cover (23) with the screws (44).
Slightly preload the valve spring (42) with the adjusting
screw (20).
Assembling the driving gear

Clean and oil slightly all contact surfaces, including the
threads and screw head bearing contact.
Leistritz 18G-5
JÜI Mount the gear wheel (2) and the outer ring (4), see Fig 18G-3.
flffi Tighten the screws (3) evenly and diametrically in two or
three stages to the correct torque, see chapter 07. If the gear wheel
(2) has been changed, check the backlash after mounting the pump
to the engine, see chapter 06.
18G.1.5 Mounting the pump to the engine
JO Clean all flange contact surfaces.

j|] Mount integrated non return valve to the prelubricating con-
nection if equipped. Lock the valve.
j[| Renew the O-ring (39) on the pump housing.
IT] Lift the lubricating oil pump back to the engine.
V-engines, when turbochargers are situated in the free end
@J Use the lifting tool (836046) as shown in Fig 18G-2, when as-
sembling the pump back to the engine.
Mount the outlet and inlet oil pipes and tighten all screw con-
nections to stated torque, see chapter 07.
Mount the pressure transducer.
Reinstall the water pipes and connections.
I8G.1.6 Pressure control valve
The pressure control valve on the lubricating pump is adjusted at the

factory and should not be disassembled.
Note! For disassembling and adjustment of the pressure control valve,

contact Wärtsilä local service network.
18G-6 Leistritz
Injection System 16 16
Fuel System 17 17
Lubricating Oil System 18 18
Cooling Water System 19 19
Exhaust System 20
Starting Air System 21 •
19. Cooling water system
19.1. Description
The engine is cooled by a closed circuit fresh water system, divided into a high
temperature circuit (HT) and a low temperature circuit (LT).
Fig. 19.1. below shows an example of an internal cooling water system. To find
the installation specific cooling water system drawing see "Technical docu-
ments".
19-1
Fig. 19.1. An example of the internal cooling water system
System components: Pipe connections:
01 Charge air cooler (HT) 401 HT-water inlet
02 Charge air cooler (LT) 402 HT-water outlet
03 Cooling water pump (HT) 404 HT-water air vent
(optional) 411 HT-water drain
04 Cooling water pump (LT) 451 LT-water inlet
(optional) 452 LT-water outlet
06 Turbocharger (if water cooled) 454 LT-water air vent
Electrical instruments: (the amount varies in different installations)

PT401 HT-water inlet pressure PI Manometer
PSZ401 HT-water inlet pressure Tl Thermometer
TE401 HT-water inlet temperature
TE402 HT-water outlet temperature
TSZ402 HT-water outlet temperature
PS410 HT-water stand by pump start
—ES4.60—. LT=water-stand-by-pump-star-t—
PT451 LT-water inlet pressure
TE451 LT-water inlet temperature
TE452 LT-water outlet temperature
19-2
19.1.1. HT-circuit
HT 1 2
190239
Fig. 19.2. Cooling water connections, TC in the driving end

2 1 LT
190238
Fig. 19.3. Cooling water connections, TC in the free end

401 HT-water inlet 451 LT-water inlet
402 HT-water outlet 452 LT-water outlet
HT = Charge air cooler, HT-side
LT = Charge air cooler, LT-side
The HT-circuit cools the cylinders, cylinder heads, charge air and turbocharger
(except turbochargers, which are not water cooled).
19-3
From the pump water flows to the distributing duct which is cast in the engine
block. From the distributing ducts, water flows through the cooling water bores
in the cylinder liners and continues to the cylinder heads. In the cylinder head wa-
ter is forced by the intermediate deck to flow along the flame plate, around the
valves to the exhaust valve seats and up along the fuel injector sleeve.
From the cylinder head water flows out through a connection piece (1) to the col-
lecting pipe (2) and through the first stage of the charge air cooler. (See Fig. 19.2.
or 19.3.)
Parallel to the flow to the cylinders, part of water flows through the turbocharger
(except turbochargers, which are not water cooled).
The system outside the engine is not handled in this manual.
19.1.2. LT-circuit
(See Fig. 19.2. or 19.3.)
The LT-circuit cools the charge air and the lube oil.
LT-water flows first through the second stage of the charge air cooler, then to the
lube oil cooler (separately installed) and through the temperature control valve
(separately installed).
The necessary cooling for the LT-water is gained from the central cooler.
The system outside the engine is not handled in this manual.
19.1.3. Venting and pressure control

The venting pipe from chamber (3) of the cylinder and turbocharger cooling sys-
tem as well as the venting pipe from the charge air cooler are connected to the
expansion tank (in the external system) from which expansion pipes are con-
nected to the inlet pipes of the LT- and HT-pumps. A static pressure of 0.7-1.5
bar is required before the pumps.
Air vent
is: —, i
190406
Fig. 19.4.
19-4
NOTE ! When the engine is in use, the venting pipes must always be open so that
air can vent from the system.
19.1.4. Preheating
For preheating purposes, a heater circuit with a pump and heater are connected
in the HT circuit before the engine. The non-return valves in the circuit force the
water to flow in the correct direction.
Before starting the engine, the HT circuit is heated up to operation tempera-
ture, at least to 60° C, by a separate heater. This is of utmost importance
when starting and idling on heavy fuel.
19.1.5. Maintenance
The maintenance-including expansion, venting, preheating, pressurizing-
should be carried out in strict accordance with the instructions of the engine
manufacturer to obtain a correct and trouble-free installation.
There should be no reason to start maintenance on the cooling water system un-
less the temperatures in the oil system or cooling water system start to rise without
clear reason.
Normally all inspections and mechanical cleaning of the cooling water system
components are better done at the stated maintenance intervals.
The circulating fresh water should be treated according to the recommendations
in chapter 02 to prevent corrosion and deposits.
If a risk of freezing occurs, drain all of the cooling water spaces. Avoid using new
cooling water. Save the discharged water and use it again.
19.1.6. Cleaning
In completely closed systems the fouling will be minimal if the cooling water is
treated according to our instructions in section 2.3.. Depending on the cooling
water quality and the efficiency of the treatment, the cooling water spaces may
or may not foul over the course of time. Deposits on the cylinder liners, cylinder
heads and cooler stacks should be removed as they may disturb the heat transfer
to the cooling water and thus cause serious damage.
The necessity for cleaning should be examined, especially during the first year
of operation. This may be done by overhauling a cylinder liner and checking for
fouling and deposits on the liner and block. The cylinder head cooling water
spaces may be checked by opening the water space plugs on the sides of the cylin-
der heads. The turbocharger can be checked through the covers of the water space.
The deposits can be quite varied in structure and consistency. In principle, they
can be removed mechanically and/or chemically as described below. More de-
tailed instructions for cleaning the coolers are given in chapter 15.
19-5
a) Mechanical cleaning
A great deal of the deposits consists of loose sludge and solid particles which can
be brushed and rinsed off with water.
For places where the accessibility is good, e.g. cylinder liners, mechanical clean-
ing of considerably harder deposits is effective.
In some cases it is advisable to combine chemical cleaning with a subsequent me-
chanical cleaning as the deposits may have dissolved during the chemical treat-
ment without having come loose.
b) Chemical cleaning
Narrow water spaces (e.g. cylinder heads, coolers) can be cleaned chemically. At
times, degreasing of the water spaces maybe necessary if the deposits seem to be
greasy.
Deposits consisting of primarily limestone can be easily removed when treated
with an acid solution. On the other hand, deposits consisting of calcium sulfate
and silicates may be hard to remove chemically. The treatment may, however,
have a certain dissolving effect which enables the deposits to be brushed off if
there is access.
On the market, there are a lot of suitable acid based agents (supplied e.g. by the
companies mentioned in section 2.3.)
The cleaning agents should contain additives (inhibitors) to prevent corrosion of
the metal surfaces.
Always follow the manufacturer's instructions to obtain the best result.
After treatment, rinse carefully to remove any residuals from the cleaning agent.
Brush the surfaces, if possible. Rinse again with water and further with a sodium
carbonate solution (washing soda) of 5 % to neutralize possible acid residuals.
19-6
19.2. Water pump
The engine driven water pumps are centrifugal pumps driven by the gear mecha-
nism at the free end of the engine. The shafts are made of acid resistant steel, with
the remaining main components of cast iron.
19.2.1. Water pump maintenance (WD-125)

Check the pump at the intervals stated in chapter 4. In case of water or oil lekage
check the pump immediately. The radial shaft sealing (44) prevents oil and the
shaft sealing (40) in the pump prevents cooling water from leaking out. (See Fig.
19.5.)
In addition to the shaft sealing (40) there are also o-rings (50) and (51) to seal
the water side.
Dismantling of the water pump:
flo Drain water from the pump by removing the plug (82). See Fig. 19.5.
Loosen the inlet and outlet pipes from the pump.
60 2 50 67 5 40 44 30 6
19-5-2
Fig. 19.5.
jk_ Remove the pump from the engine frame by opening the fastening screws
(7). Be careful not to damage the pump gear.
&_ Open the lock nuts (61) and remove the suction flange (4). Open the lock
nuts (67) and remove the pressure chamber (2).
19-7
Remove the hexagon screw (24) and the washer (25) and then the impeller
(3) with an extractor (837005).
(^Remove the shaft sealing (40) and the sealing flange (5) together with the ring
(41).
Open the screws (43) and remove the pump gear.
Remove the locking ring (11). Dismantle the bearing part carefully by draw-
ing the shaft with bearings outwards from the bearing housing (6).
Mounting of the pump:

flo_ Assemble the outer ring of the bearing (30) to the bearing housing (6) by
using the tool (846002).
|^ Warm the bearing (31) and the inner ring of bearing (30) up to +80 °C elec-
trically or by clean lubricating oil and push them to the shaft.
Jk_ Push the shaft with bearings to the bearing housing (6) by using the tool
(846003).
Fit the locking ring (11) to its place.
Assemble the pump gear to the driving end of the shaft. Tighten the screws
(43) to stated torque. See chapter 7.
(^Lubricate the radial shaft sealing (44) with oil and assemble it to the bearing
housing the lip of the sealing towards the bearing housing. Use the tool (846004).
Assemble the V-ring (45) to the shaft the lip towards the shaft sealing (44).
Assemble the sealing flange (5) and fit the o-ring (50) on it.
Lubricate the o-ring (42) with soapy water and assemble it with the ring
(41) to the sealing flange (5).
JMJ Lubricate the rubber bellow of the shaft sealing (40) and the shaft with
soapy water and push the shaft sealing to the shaft with the tool (846004).
Jflj Fasten the impeller (3), washer (25) and hexagon screw (24). Tighten the
screw to stated torque. (See chapter 07). Loosen the impeller with the extractor
(837005). Tighten the impeller finally to the stated torque using locking fluid.
J| Tighten the studs (60), if loose and the plug (82) to the pressure chamber
(2). Assemble it to the bearing housing_(.6). and.tighten.the-lock.nuts-(.67-)
_fl| Fit the o-ring (51) to the suction flange (4) and tighten the flange to the
pressure chamber (2) with nuts (61).
M Fit the pump carefully to its place and fasten with screws (7). Reassemble
the inlet and outlet pipes.
19-8
Specific installation Data 09 09
11 11
O Crank Mechanism: Crankshaft, Connecting Rod, Piston
5
Fuel System 17 17
Exhaust System 20 20
20. Exhaust system
20.1 Description of the Exhaust system

The "SPEX" exhaust system is a combination of pulse system and
constant pressure system retaining the kinetic energy of exhaust gases
in a simple constant pressure type exhaust pipe.
Exhaust gases from each cylinder are led into one common (In-line
engine, see Fig 20-2) or two common (V-engine, see Fig 20-1) exhaust
manifold(s) connected to the turbocharger(s). Pipe sections are pro-
vided with bellows on each end to avoid thermal deformation.
The complete exhaust system is enclosed by an insulation box built up
of sandwich steel sheets, flexibly mounted to the engine structure.
SPEX'Exhaust system, V-engine
Fig 20-1 502001
2. Insulation box, 3. Fixing elements, 5. Expansion bellows, 6. Flange

screws, 20. Alternative design 1, 21. Alternative design 2.
W46/W50DF 20- 1
SPEX'Exhaust system, In-line engine
Fig 20-2 502002
2. Insulation box, 3. Flexible elements, 4. Screw, 5. Expansion bellows,

6. Flange screws, 20. Alternative design 1, 21. Alternative design 2.
20.2 Maintenance
20.2.1 Changing expansion bellows
T] Remove the necessary parts (2) of the insulation box, see

Fig 20-1 or Fig 20-2.
Warning! The surface of the insulation box is hot.
Open the flange screws (6) of the expansion bellows (5) in

question and remove the bellows.
20-2 W46/W50DF
When fitting a new bellow:
Check the gaskets between the flanges of the bellows (5) and
exhaust pipes. Renew if necessary.
Check that the exhaust pipe flanges are parallel and posi-
tioned on the same centre line to avoid lateral forces on the bellows.
§J Check the correct tightening torque for the flange connec-
tions (6), see chapter 07.
nDnDnnnnnncmcmcma
Caution! Do not keep the wrench against the bellows when tightening,
otherwise the bellows can be deformated.
Mount all parts (2) of the insulation box.

Check for possible leaks.
20.2.2 Assembling the expansion bellows between tur-
bocharger and exhaust pipe
Thermal expansion of the connection piece (7), see Fig 20-3, as well as
the transversal movement of the last engine side exhaust pipe section
(8) cause together lateral movement (=misalignment) of the bellows
flanges. To avoid overstressing the convolutions a proper alignment
with a pre-offset is required.
Expansion bellows between turbocharger and exhaust pipe
Fig 20-3 502003

7. Connection piece, 8. Exhaust pipe, 9. Screw, 846602. R-offset tool
W46/W50DF 20-3
Proceed according to the following instructions:
Join the connection piece (7) to the turbocharger (TC) so,
that the connection piece is offset as much as possible from the
centerline (CL) of the engine.
Fasten the bellows to the exhaust pipe (8) so that the bellows
lies as near as possible to the centerline of the engine.
Connect the connection piece (7) and the bellows. Before
the final tightening of the screws use tool (846602) to adjust a
pre-offset, see Fig 20-4. Pre-offset is depending of the bellows length,
see Fig 20-3. The offset can be achieved by tightening the screw (9)
of the tool.
See the correct tightening torques for the flange connections
in chapter 07.
Pre-offset adjustment
Pre-offset adjustment
L (mm) Offset (mm)
164 2-4
239 4
Fig 20-4 502004
20.2.3 Suspension of the insulation box
The insulation box is mounted on flexible elements (3) to dampen

vibrations thus protecting the insulation, see Fig 20-1 or Fig 20-2.
Replace the elements with new ones, if necessary.
The movement of the insulation box is limited by limiting screws (4) in
some alternative designs, see Fig 20-1 or Fig 20-2.
20-4 W46/W50DF
20.2.4 Waste gate
The engine can be equipped with an exhaust waste gate valve. For
further description and maintenance, see chapters 15. and 21.
20.2.5 Charge air by-pass valve
The engine can be equipped with a charge air by-pass valve.

A by-pass valve is used on variable speed engines to get high turbo-
charger efficiency at high load and still have enough margins against
surging at part load.
The by-pass valve is open when running at part load and portion of the
compressed air is vented from the compressor to the exhaust pipe before
the turbocharger.
Further description and maintenance of the by-pass valve, see chapter
15.
W46/W50DF 20 - 5
20-6 W46/W50DF
o CO
00
CD
3C 00
^
o
CD o —1 «g!
O co' 03.
^~
CO
§ o CD" > CL
CO' ^~ Æ 03.
00 CD
_ CD CO JÜ
o5 c75
00 g:
O -n 0
Q3 5' CO CD T3
fr**
< CO ^ CD CD
5" ô ^ jo"
£. -H CO O CD ~r— §-.
<f o ^ CO
c CD CO O §-
3- o- Qi CO
0 o CD
0 CL GO o' O
V) co
CD oo"
o CO o 6T
o E; CO o. m
CO CD CO CO
9. GO
& CO CD
00 0' CO CD o" O CL
CO CO -o
3; CO CD CO CD 0
CD' I 03 CO O CD
CO CO Q_ o ZJ
-n O S. 1 Q_
1O 5" CL o_ CD
CD CD_
O O O
GO GO GO GO 00 O -o -o CO
CO CD CD O
*•< o 00 CD
co_ co_ co_ o_ O S. CO
CD" CD" CD" CD" CD" CD 1 1 St
CO CD 5' 5' CD co'
Control Mechanism
Exhaust System
Mechanism and Camshaft
mentation and Automation

ind Use of Hydraulic Tools
ft, Connecting Rod, Piston

Maintenance Tools
Specific Installation Data

earances and Wear Limits
CO
Maintenance Schedule
CO
_, _, _J ^ -ol «j _, mmmt
K) K) ro K) ^ _i O 0 O O O O oo o
ÇA) ro —* O sO 00 ^J o> Cn •^ CO to —• 0 O 00 O Cn
o o o o
- - - - - - - - - - o o o o o o W K) — O 00 vj Q>
21. Starting air system
21.1. Description
21.1.1. Main starting air valve and slow turning
valve in one unit
03
210206
Fig. 21.1.
The engine is started with compressed air of max 30 bar pressure. Minimum pres-
sure required is 15 bar. The main starting valve (01) (see Fig. 21.1.) is a special
design with integrated throttle valve for slow turning, see chapter 03. A pressure
gauge (38) mounted on the instrument panel indicates the pressure before the
main starting valve. The inlet air pipe from the starting"air receiver is provided
with a non return valve (14) and a blow off valve (13) before the main starting
air valve (01).
The main starting/slow turning valve is operated pneumatically via the solenoid
control valves (16) and (17) by pushing the start button (39) on the local instru-
ment panel or by activating the solenoids from remote control.
When the main starting valve opens, air can go through the slow turning valve
(22) (if not activated) and partly through the flame arresters (02) to the starting
valve (03) on the cylinder head. Part of the air goes through the blocking valve
on the turning gear (09) (if not engaged) and through the starting air distributor
(04) to open the starting valves on the cylinder head. The starting air distributor
controls the opening time and sequence of the starting valves.
21 -1
Slow turning is automatically activated for two revolutions if the engine has been
stopped for more than 30 min.
Blocking valve (09) on the turning gear is a precaution to prevent the engine from
starting when turning gear is engaged.
21.1.2. Separate main starting air valve and slow

turning valve
03
Fig. 21.2.
The engine is started with compressed air of max 30 bar. Minimum pressure re-
-quired-is-1.5-bar.-A-pressure-gauge-(-38)-(-see-Fig—2-l-2T)-mounted-on-the-instrument-
panel indicates the pressure before the main starting valve. The inlet air pipe from
the starting air receiver is provided with a non return valve (14) and a blow off
valve (13) before the main starting air valve (01).
The main starting valve and slow turning valve are operated pneumatically via
the solenoid control valves (16) and (17) by pushing the start button (39) on the
local instrument panel or by activating the solenoids from remote control.
Slow turning is automatically activated for two revolutions if the engine has been
stopped for more than 30 min. In slow turning air will go to the slow turning valve
(22) through the pressure control valve (23).
A non-return valve (24) in the slow turning line prevents air from leaking out dur-
ing the main start. The shut-off valve (25) prevents air from leaking out during
slow turning.
21 -2
When the main starting valve opens the air can go partly through the flame arres-
tors (02) to the starting valve (03) on the cylinder head. Part of the air goes
through the starting air distributor (04) to open the starting valves on the cylinder
head. The starting air distributor controls the opening time and sequence of the
starting valves.
Blocking valves (09) on the turning gear are precautions to prevent the engine
from starting when turning gear is engaged.
21.2. Main starting valve
21.2.1. Main starting air valve and slow turning

valve in one unit
21-3
Fig. 21.3.
The main starting valve is a pneumatically controlled valve with integrated

throttle valve. On normal starting, only the main start section is activated (control
air to connection A) and air can go freely through the throttle valve. When slow
turning is needed both valve sections are activated (control air to connections A
and B) and throttle valve (24) (Fig. 21.3.) moves to decrease the air amount going
to the cylinder. The throttle valve can be adjusted by turning the screw (25) (Fig.
21.3.) clockwise to increase the speed and counterclockwise to decrease the
speed.
Slow turning speed should be in the range of 20-30 rpm.
When the starting signal is over the main starting valve closes and the starting air
pressure in engine piping is vented through connection (C).
21 -3
21.2.2. Separate main starting air valve and slow
turning valve
21-3-2
Fig. 21.4.
The main starting valve is a pneumatically controlled valve. On normal starting
the main starting valve is activated (control air to connection A). When slow turn-
ing is needed, the air is led to the slow turning valve and the main starting valve
is vented through connection C.
Slow turning speed should be adjusted to the range of 10-20 rpm by turning the
screw in the pressure control valve.
When the starting signal is over the main starting valve closes and the starting air
pressure in engine piping is vented through connection (C).
21 -4
21.3. Starting air distributor
To the starting valve
Fig. 21.5.
21.3.1. Description
The starting air distributor is of the piston type with precision machined inter-
changeable liners (26). The liners as well as the pistons are of corrosion resistant
materials. The distributor pistons are controlled by a cam (28) at the camshaft
end. When the main starting valve opens, the control pistons (27) are pressed
against the cam, whereby the control piston for the engine cylinder which is in
starting position admits control air to the piston (35) of the starting valve. (Fig.
21.6.) The starting valve opens and allows air pressure to pass into the engine cyl-
inder.
The procedure will be repeated as long as the main starting valve is open or until
the engine speed is so high that the engine fires. After the main starting valve has
closed, the pressure drops quickly and the springs (32) lift the pistons off the cam.
This means that the pistons touch the cam only during the starting cycle and thus
the wear is insignificant.
21.3.2. Starting air distributor maintenance

Normally, the starting air distributor does not need maintenance. If it has to be
opened for control and cleaning, remove the complete distributor from the en-
gine. Certain pistons can be checked in place.
flo^ Remove the protecting plate (29) and end plate (30). (Fig. 21.5.) Loosen all
pipes from the distributor. Remove the fastening screws and lift the distributor
off.
Remove the plugs (31). The pistons (27) will come out due to the spring force
(32).
21 -5
Take care not to damage the sliding surfaces of the pistons and liners.
In case of a stuck piston, use thread M8 at the end of the piston to get it out,
if necessary.
It is recommended not to change the place of the pistons, although they
are precision machined to be interchangeable. Utilize cylinder numbers stamped
at the control air connections.
Clean the parts and check for wear.
If a liner is worn, press it out. It may be necessary to heat the distributor up
to about 200°C as Loctite is used for fixing and sealing.
Clean the bore carefully so that the new liner can be inserted by hand. Other-
wise there is a risk of deformation of the liner and sticking of the piston.
Apply Loctite 242 on the outside surfaces when mounting the liner. Check
that the openings in the liner correspond to those in the housing.
Check that there is no Loctite on the inside sliding surfaces.
Apply Molykote Paste G to the piston sliding surfaces before reassembling.
Wipe off surplus paste. Check that pistons do not stick.
Apply silicon sealant to both sides of the intermediate plate (33). Do not use
too much as surplus sealant will be forced into the system when tightening the
fastening screws.
After mounting the distributor to the engine but before connecting the con-
trol air pipes and the end plate (30), check that all pistons work satisfactorily, e.g.
by connecting compressed air (working air of 6 bar) to the distributor air inlet and
by turning the crankshaft. It is then possible to see whether the pistons follow the
cam profile.
CAUTION ! When testing the starting air distributor always vent the control
air pipes to the starting valves to avoid the engine from starting.
21.4. Starting valve

37
21-6
Fig. 21.6.
21 -6
21.4.1. Description
The starting valve is operated by control air pressure coming from the starting air
distributor. The valve consists of a valve spindle (37) with a spring-loaded piston
(35) mounted in a separate housing.
21.4.2. Startin valve maintenance

Check and clean the valve in connection with overhauls of the cylinder head.
Remove the fastening yoke and pull out the valve.
Open the self-locking nut (34) and remove the piston (35).
Clean all the parts.
Check the sealing faces of the valve and valve seat. If necessary, lap the valve
by hand. See instructions for the engine valves in chapter 12. Keep the piston on
the valve spindle to get guiding.
§o_ If it is necessary to change the piston seals, take care not to deform the Teflon
ring, located outside the O-ring, more than necessary. Lubricate the seals and the
piston with lubricating oil.
(jk_ After reassembling the valve, check that the valve spindle with the piston
moves easily and closes completely.
Check that the vent holes (36) in the valve are open.
Check that the O-ring of the valve housing is intact. Lubricate with oil.
Check that the seal is intact and in position, when mounting the valve into
the cylinder head.
M Tighten the valve to the torque stated in section 7.1.2.
21.5. Starting air vessel and pipings

The starting air system has been designed so that explosions are prevented.
An oil and water separator as well as a non-return valve are located in the feed
pipe, between the compressor and the starting air vessel. At the lowest position
of the piping there is a drain valve. Immediately before the main starting valve
on the engine, a non-return valve and a blow-off valve are mounted.
Drain the condensate from the starting air vessel through the drain valve before
starting.
The piping between the air vessels and the engines must be carefully cleaned
when installing. Also in service they must be kept free of dirt, oil and conden-
sate.
The starting air vessels must be inspected and cleaned regularly. If possible, they
should then be coated with a suitable anti-corrosive agent. Allow sufficient time
to dry.
At the same time, inspect the valves of the starting air vessels. Too strong a tight-
ening may cause damages on the seats, which in turn causes leakage. Leaky and
worn valves, including safety valves, should be reground. Test the safety valves
with pressure.
21 -7
21.6. Pneumatic system
21.6.1. General description

The engine is equipped with a pneumatic system for control of the following
functions by means of identical solenoid valves:
- slow turning of the engine
- start of the engine
- stop of the engine (pneumatic o'verspeed trip)
- emergency stop
Emergency stop
.S.l.Qjy_turning_
210708
Fig. 21.7.
Fig. 21.8. shows an example of an internal starting air system. The installation
specific drawing of the internal starting air system can be found in "Techni-
cal documents".
21 -8
L.
302) (JOT)
SYSTEM COMPONENTS
PIPE CONNECTIONS PIPE DIMENSIONS
01 Main starting valve
02 Flame arrester 301 Starting air inlet, 30 bar DN50
03 Starting air valve in cylinder head 302 Control air inlet, 30 bar 018
04 Stalling air distributor 303 Driving air, clean and dry, 010
05 Starting booster for speed governor
to oil mist detector, 2-12 bar
06 Air filter
304 Control air to speed governor
07 Air container
08 Pneumatic cylinder at each injection pump 305 Control air to LT-thermostatic valve 06
09 Blocking valve, when turning gear engaged (when controlled pneumatically)
10 Valve for automatic draining
11 Starting fuel limiter (optional) (p7) PRESSURE GAUGE
12 Pressure control valve
13 Drain valve SV752 Autostop
14 Non return valve SV752.1 Emergency stop
15 Pressure control valve PS301 Starting air pressure, inlet
16 Oil mist detector USZ756 Oil mist detector
17 Pressure control valve FCM521 I/P converter
18 Waste gate valve (optional) FV101 Fuel limiter
19 By pass valve (optional) FY301 Slow turning
20 Speed governor SY301 Starting
21 Shut-off valve TV452 Control valve, high/low load 69e4006
Fig. 21.8.
The system includes a filter (06), an automatic draining valve (10) and further-
more an air container (07) and a non-return valve (14) to ensure the pressure in
the system in case of a lack of feed pressure. (Fig. 21.8.). The main starting valve
(01), which is described in detail in section 21.2. is actuated by solenoid valves
(FV301) and (SV301) for slow turning and by (SV301) for starting at remote
start. Fig. 21.9. shows the solenoid valve. The valve is equipped with a push but-
ton and can be energized manually. At the same time as the main starting valve
is actuated, an impulse goes to the automatic water separator, which opens during
the starting cycle to expel condensated water separated by the air filter (06).
21 -9
The pneumatic overspeed trip devices (08), described in detail in chapter 22, are
controlled by the valve which is actuated by the solenoid valve (SV752) on an
electric signal from the speed monitoring system, whereby the engine stops.
Control of the emergency stop solenoid valve (SV752.1) is completely separate
from the normal stop system.
21.6.2. Maintenance of the pneumatic system

The system employs high quality components. Usually it requires no other main-
tenance than checking its function, cleaning of the air filter (11) and draining of
condensate water from the vessel (12) using the draining valve. (See Fig. 21.8.)
21.6.2.1. Check
When starting, check that the automatic water drain works by watching whether
water mixed with air flows out from the valve (10).
Filter Solenoid valve Pressure control valve
Fig. 21.9.
21.6.2.2. Maintenance
"Filter, Fig. 21.9. picture 1. The bottom part of the filter is attached to the top part
with a thread. To open the filter, vent the air and turn the bottom part.
Clean the insert (1) and inside of the filter after each 8000 h.
Solenoid valve, Fig.21.9. picture 2. In case of disturbance in the electric function
of the valve, test the valve by pushing the button (1). Should there be mechanical
malfunction, open the valve using a special tool.
Check that the bores (2) and (3) in the seat are open and the gasket (4) is intact.
Change the valve if it does not function after cleaning.
Water draining valve. Clean the valve if there is any disturbance.
Pressure control valve, Fig.21.9. picture 3. The pressure control valve requires
no maintenance. If there is any malfunction, change the valve.
21 -10
X
21.7. Waste gate control

\
—
22
1
— —
\ |
t \4 1^5 L
\
TI
_ 1
p R
f- X •I 3}
a
:L i i >
rT
r
~
1
Signal 4 20 mA
i i, L ,,
m». n?
ta
from control system r/ ffl
Y519
210509
Fig. 21.10.
A waste gate valve (21) (Fig. 21.10.) is used for limiting the charge air pressure.
It is operated pneumatically and controlled electronically.
The waste gate valve is described in more detail in chapter 15.
ASSEMBLING THE PRESSURE TRANSDUCER AND I/P-CONVERTER:
Supply air to waste-gate valve 0-10 bar
To positioner "supply"
Charge air pressure from charge air receiver Output to waste-gate positioners "signal" 0.2-1 bar
151801
Fig. 21.11.
21.8. By-pass control

The by-pass valve (22) (see Fig. 21.10.) is an electronically controlled and pneu-
matically operated valve requiring an operating pressure of min. 5 bar. Its func-
tion has been described in more detail in chapter 15.
21 -11
é
21 -12
Crank Mechanism: Crankshaft, Connecting Rod, Piston 11 n
Fuel System 17 17
Starting Air System 21 21
Control Mechanism 22 22
•
22. Control mechanism
22.1. Control mechanism, general

22.1.1. Description
During normal operation the engine speed is controlled by a governor (18) which
regulates the injected fuel quantity corresponding to the load.
FLYWHEEL END
Detail C
- A
Fig. 22.1.
The regulation movement is transferred to the regulating shaft (10) through the
spring loaded rod (16) and the lever arms (15). This allows stop or limit functions
to be transferred to the regulating shaft, irrespective of the governor position. The
regulating shaft consists of smaller pieces (control shafts) connected with joints
(19) and it is supported to the engine block by bearing supports (12). Axial move-
ment is limited by thrust bearings (17).
22-1
The movement from the regulating shaft to the injection pump fuel racks (1) (see
Fig. 22.1.) is transferred through the control shaft lever (4) and then to the fuel
rack lever (2). The torsion springs (3) enable the regulating shaft and, conse-
quently, the other fuel racks to be moved to a stop position, even if one of the racks
has jammed. In the same way the torsion springs (5) enable the regulating shaft
to be moved towards the fuel-on position, even if an injection pump has jammed
in a no-fuel position. This feature can be of importance in an emergency situa-
tion.
There is also a fixed mechanical limiter (20) (see Fig. 22.2.) acting directly on
the regulating shaft by means of the lever (13). That limiter is adjusted and locked
by the engine manufacturer so that the engine gives the best results for the operat-
ing characteristics of the engine, the limiter is provided with a seal to prevent
overload operation.
NOTE ! If for any reason the limiter's position or its operating characteristics
need to be changed, contact the engine manufacturer. The changes to be
done always under the manufacturer's supervision ,who also will reseal
the limiter after the change.
-Eig, 222
Stop mechanism
The engine can be stopped by means of the stop lever (6). (See Fig. 22.3.) When
the stop lever is moved to the stop position, the lever (23) and the link lever (7)
actuate the primary (21) and the secondary gear segment (22) to force the regulat-
ing shaft to a stop position.
22-2
Fig. 22.3.
The speed governor is also provided with a stop solenoid by which the engine can
be stopped remotely. The solenoid is also connected to the electro-pneumatic
overspeed protection system and to the automatic stop system. The latter will stop
the engine at too low lubricating oil pressure, too high circulating water tempera-
ture, or at any other desired function.
Overspeed trip devices

The engine is provided with two independent overspeed trip devices, an electro-
pneumatic device and a mechanical device. The electro-pneumatic device (see
Fig. 22.16.) moves each fuel rack to a no-fuel position by means of a pneumatic
cylinder on each injection pump. The cylinder actuates the piston at the free end
of the fuel pump rack. The mechanical device actuates the lever (14) (see Fig.
22.1. and 22.8.) moving the regulating shaft to a stop position. Both the electro-
pneumatic and the mechanical device can be tripped manually.
22.1.2. Maintenance of the control mechanism
CAUTION ! Special attention should be paid to the function of this system as

a defect may result in a disastrous overspeeding of the engine or
an engine unable to take load.
22-3
a) The control system should work with minimal friction.
Regularly clean and lubricate all racks with lubricating oil (see section 16.2.2.)
and bearings and ball joints with vaseline. (Grease points are shown in Fig. 22.4.)
FLYWHEEL END
22-3
Fig. 22.4.
b) The system should be as free as possible of excessive clearances

(See section 6.2.1.) Check clearances of all connections. Total clearance may be
max. 0.5 mm of injection pump fuel rack positions.
c) Check regularly the adjustment of the system:
stop position, overspeed trip devices, starting fuel limiter (See Fig. 22.4.) (Main-
tenance intervals in chapter 4.)
d) If there is a need to disassemble the regulating shaft (10) (Fig.
22.1.) the following facts are important to know:
0
The bearing supports (12) are connected to the engine block with connection
screws (8) and their position is secured by the cylindrical pin (9).
0
Most levers connected to the regulating shaft are secured by a taper pin.
0
The lever for the spring loaded rod (15) is connected on the regulating shaft
by friction ring pairs (25). (See Fig. 22.5.)
22-4
25
221001
Fig. 22.5.
° The shaft joints (19) are connected to the regulating shaft (10) by friction ring
pairs (28) and the spring pins (26). (See Fig. 22.6.)
0
When assembling the shaft joints (19) remember:
- The spring pins (26) are to be installed before tightening the screws (27).
- The screws are to be lubricated.
- Tightening torque for the screws is 20 Nm in steps.
- Tightening order for the connecting screws is 1-2-3-4-5-6.
22-5
19 26
220401
Fig. 22.6.
22.1.3. Check and adjustment

22.1.3.1. Stop lever stop position
a) Check:
0
Set the actuator terminal shaft lever (24)(see Fig. 22.7.) to max. fuel position
and see that all fuel pumps also go to max. fuel position.
0
Set the stop lever (6)(see Fig. 22.3.) to the stop position.
0
Check that the fuel racks (1) (see Fig. 22.10.) go to the no fuel position.
b) Adjustment
° When the stop lever (6) (see Fig. 22.3.) is in the stop position, adjust the con-
nection rod (7) so that the fuel racks go to the no fuel position. Lock the adjust-
ment with locking nuts (29).
22.1.3.2. Actuator stop position
-a)-(3heck:- ~ ~~~
° Set the stop lever (6)(see Fig. 22.3.) to the run position.
0
Set the actuator terminal shaft lever (24) (Fig. 22.7.) to the stop position.
0
Check that all fuel racks go to the no fuel position.
22-6
STOP
Fig. 22.7.
b) Adjustment:
0
Adjustment must be done according to section 22.2.4.
22.1.3.3. Mechanical overspeed trip device
a) Check of stop position
0
Set the stop lever (6) to the run position and the terminal shaft lever (24) to
the max. fuel position.
0
Release the overspeed trip device manually with lever (47). (See Fig. 22.14.)
0
Check that all fuel racks go to the no fuel position.
b) Adjustment of stop position
0
The stop position is adjusted and secured by the engine manufacturer to pro-
vide a stop position equal to that of the stop lever. If deviations occur, check both
the lever mountings and for wear; replace parts if necessary.
0
If the assembling and adjustment are correctly done, a clearance of 0.3 - 0.5
mm should appear between lever (14) and spindle (45) when the overspeed de-
vice is released and the fuel rack is in the no fuel position. (See Fig. 22.8.)
22-7
Fig. 22.8.
0
If the whole spring assembly with the spindle has been dismantled be sure when
reassembling to adjust all the clearances on one side so that releasing of the trip
device will not move the assembly.
c) Check and adjustment of tripping speed
° See section 22.3.
22.1.3.4. Electro-pneumatic overspeed trip device
a) Check of stop position
° Set the stop lever (6) to the run position and the terminal shaft lever (24) to
the max. fuel position.
° Release the electro-pneumatic overspeed trip device manually by pushing the
stop button (A) on the stop solenoid valve. (See Fig. 22.9.)
° Check that all fuel racks on all pumps go to the no fuel position.
b) Adjustment of stop position
° The stop position requires no adjustment.
If a no fuel position is not obtained:
- check the control air pressure
- check for air leaks
- check the mechanical parts for wear (pistons, cylinders, and sealing rings),
and replace if necessary
c) Check and adjustment of trip speed
° See section 22.4.
22-8
Fig. 22.9.
22.1.3.5. Fuel rack position indicator

Check that the indicator (30) corresponds to the fuel rack's (1) position. The posi-
tion of the indicator is adjusted by the engine manufacturer and is secured by a
pin.
22-9
VIEW B
A-A
-Eig.-22.10.-
22.1.3.6. Fuel rack settings on fuel pumps

a) Check of adjustment
0
set the stop lever (6)(see Fig. 22.3.) to the run position.
0
move the control shaft so that the load indicator (30) shows 35 mm.
0
check that the fuel rack position on all fuel pumps is 35 ±0,5 mm.
b) Adjustment
0
adjust the control screw (31) to achieve the correct fuel rack position; lock the
adjustment.
22-10
22.2. Speed governor
22.2.1. General PGA-EG 58
The governor or actuator type used in the engine depends on the kind of the ap-
plication. This chapter is made for PGA-EG 58 actuator.
PGA-EG is in normal operation acting as an actuator driven by a digital governor.
In case the electronic control fails, the speed control will automatically change
to pneumatic control through PGA governor part.
PGA is a hydraulic governor driven by camshaft drive through a separate gear
box. Speed setting signal is given pneumatically through connection (62) (control
air pressure) (Fig. 22.11.). If the pneumatic speed setting is out of order the speed
can also be controlled with a mechanical speed setting knob (72).
For specific information regarding the actuator, refer to its separate instruction
book.
221305
Fig. 22.11.
22-11
The actuator is equipped with a separate booster unit (32). The booster is needed
to increase the oil pressure inside the actuator during the starting process. During
normal operation the oil pump inside the actuator generates the power to operate
the fuel racks. For more information, see separate booster servomotor manual.
22.2.2. Actuator drive

The actuator is driven by a separate drive unit, which in turn, is driven by the cam-
shaft through helical gears. The actuator is fastened to this drive unit and con-
nected to the drive shaft through a serrated connection (35). The actuator, with
drive, can thus be removed and mounted as a unit also the actuator can be changed
without removing the drive unit.
Fig. 22.12.
Pressurized oil is led, through drillings in the bracket to the bearings and to a
nozzle for lubricating the gears. The gear and the serrated coupling sleeve (35)
are locked together with a taper pin (36) and secured by a nut (41).
Check at recommended intervals:

-o—radial-and-axiahclearan"ces~of"b"e"aringS~(see secti<5rr6T27)
0
gear clearance
0
oil drillings and nozzle are clear
0
gears and serrated coupling sleeve are firmly fastened to the shaft
0
serrations of coupling sleeve (35) and actuator drive shaft for wear.
Change the worn parts.
NOTE ! If any problems occur with actuator drive gearing, contact the engine
manufacturer.
22-12
22.2.3. Actuator removal
flj Loosen the terminal shaft lever (24)(see Fig. 22.7.) and make a clear mark
on the lever and terminal shaft for refitting. Remove the lever and open the electri-
cal connection (37). (See Fig. 22.11.)
Drain oil from the actuator by opening the oil plug (38).
Open the pipe connections to the booster and the control air pipe connection
(62).
<£_ Open the screws (39) and pull the actuator vertically upwards. (See Fig.
22.13.) Be careful not to damage the oil surface indicator or other equipment
when lifting.
NOTE ! The actuator must not fall or rest on its driving shaft.
TZT
U 22-17-1
Fig. 22.13.
22.2.4. Mounting of actuator

Clean the sealing face carefully on the actuator drive; check the condition
of the serrated shaft sleeve (35).
%_ Use a sealing compound (Loctite 510 or similar) on the sealing face when
assembling.
S_ Be careful, not to damage the serrated joint when lifting the actuator into
the position.
<Q_ Fasten the fastening screws (39) (See Fig. 22.11.) and pipe connections to
the booster as well as the control air pipe connection (62) and the electrical con-
nection (37).
22-13
Assemble the terminal shaft lever (24) to the correct position.
When mounting the same actuator, check that the mark on the terminal shaft lever
(24) corresponds to the mark on the shaft. Check the stop position according
to section 22.1.3.
When mounting a new actuator, proceed as follows:
Set the fuel racks (1) to the 9 mm position.
Turn the actuator terminal shaft to position 2. Read the position from the
actuator's own scale (73). (See Fig. 22.13.)
S_ Mount the terminal shaft lever (24), to such a position on the serrated termi-
nal shaft that it is suitable for the spring loaded rod (16). (Fig. 22.7.)
*j)_ Move the fuel rack to the 35 mm position. Check that the actuator terminal
shaft is in the position 5. Adjust, if necessary, from the spring loaded rod (16).
22.2.5. Electrical governor/actuator _

For electrical governor/actuator and digital speed control unit, see separate manu-
als.
22-14
223. Mechanical overspeed trip device
22.3.1. Description
The mechanical overspeed trip device is of the centrifugal type where the tripping
speed is adjusted to 15% above the nominal speed in diesel-electric installations
and power stations and 18% above the nominal speed in propulsion installations.
(See also 22.4.)
Fig. 22.14.
The trip mechanism is fastened directly to the camshaft end. When the engine
speed increases, the centrifugal force on the trip mechanism increases and ex-
22-15
ceeds the force of the spring (42) at the set trip speed. The weight (43) is thrown
outwards forcing the latch (44) to turn, thus releasing the spindle (45), which is
forced outwards by the working springs (46).
The overspeed trip device may be tripped manually by the lever (47). The engine
cannot be restarted before the lever (14) has manually been depressed so far that
the latch (44) engages the piston of the spindle (45).
On the end of the manual overspeed trip device there is a limit switch which indi-
cates a tripped condition.
22.3.2. Check of trip speed

The trip speed can be checked by increasing the engine speed manually beyond
the nominal speed from the lever (74) next to the actuator. (See Fig. 22.15.)
Fig. 22.15.
Overspeed test:
Stop the engine.
Turn the manual speed setting knob (72) to the minimum.
Start the engine.
Check'that the~critical"shïïtclown parameters of "the engine are ok.
Loosen the plug (75) (Fig. 22.15.) and the plug from the stop-solenoid valve
(valve A in Fig. 22.9.) to disconnect the electro-pneumatic overspeed trip device
and the stop of the mechanical governor.
Increase the speed to the maximum by turning the manual speed setting knob
(72) carefully clockwise.
Continue to increase the engine speed by turning e.g. lever (74) carefully
with a suitable big wrench so that the position on scale (73) increases.
CAUTION ! Be careful when the overspeed trip is activated. The lever (and the
wrench) return rapidly to 0 -position.
22-16
NOTE ! Do not increase the engine speed by more than 30 rpm above the trip
speed.
Note the speed from the local speed indicator and record the speed when the
mechanical overspeed trip device is activated.
Reconnect the plugs.
NOTE ! Unnecessary running at high speed should be avoided and testing should
always be carried out as quickly as possible.
22.3.3. Adjustment of trip speed

n Remove the plug (48). (See Fig. 22.14.)
Turn the crankshaft until the locking screw (49) is in front of the opening.
Loosen the locking screw (49), and turn the spring retainer (51).
If higher tripping speed is desired, tension the spring by turning the spring
retainer (51) clockwise.
If a lower tripping speed is desired, turn the spring retainer (51) counter-
clockwise.
NOTE ! One turn on the spring retainer corresponds to about 5 rpm in engine
speed.
Tighten the locking screw (49) to stated torque. (See section 7.1.1.)
Mount the plug (48) and check the tripping speed according to section 22.3.2.
The spring (42) can be replaced by opening the spring retainer (51), if neces-
sary.
22.3.4. Maintenance
CAUTION ! Always release the tripping device manually by lever (47) before
starting the maintenance work.
fl | Remove the spring (53) of the mechanical overspeed trip device by opening
the nuts (69).
§_ Use a tool (837020) to disassemble the spindle system and open the screws
(52).
Remove the spindle (45) with the piston (59) and the spring (46).
Open the screws (54) and remove the cover (55). Remove the centrifugal trip-
ping mechanism by removing the screws (56).
22-17
Check all moving parts for wear and replace if necessary.
<ß Check that the oil drain hole (57) is open.
Change the self-locking nut (58) whenever it seems to be loose, or when
it has been removed.
Tighten the screws (56) to stated torque (see section 7.1.1.) when assem-
bling and lock with steel wire.
Tighten the screws (54) to stated torque, (see section 7.1.1.)
Use tool (837020) when mounting the spring (46).
mi| The spindle and spring assembly is correctly done if the clearance between
the lever (14) and spindle (45) is 0.3 - 0.5 mm. (See Fig. 22.8.)
If the whole spring assembly with the spindle has been dismantled be sure when
reassembling to adjust all the clearances on one side so that releasing the trip de-
vice will not move the assembly.
Check the trip speed according to 22.3.3.
22-18
22.4. Electro-pneumatic overspeed trip device
22 A.I. Description
The overspeed trip device is electronically controlled. Air at max. 30 bar is used
as the operating medium. The trip speed is about 10 % above the nominal speed.
The electro-pneumatic device moves each fuel rack to the no fuel position by
means of a pneumatic cylinder (60) on each injection pump. Air pressure actuates
the piston at the free end of the fuel pump rack. (See Fig. 22.16.)
The three-way solenoid valve gets its stop signal from the electronic speed mea-
suring system. This solenoid valve can also be connected to other emergency stop
functions.
When the solenoid valve opens, air is supplied to the three-way valve which di-
rects air pressure to the cylinders (60) on each injection pump. The piston of the
air cylinder actuates the fuel pump rack (1), moving it to the stop position.
The stop signal is normally energized long enough to stop the engine completely.
When de-energized, air is evacuated through the three-way valve. The solenoid
valve can also be operated manually.
The cross section of the electro-pneumatic overspeed trip device can be found
in section 16.2. in this manual.
22.4.2. Check and adjustment of stop position

See section 22.1.3.4. a and b.
22.4.3. Check of trip speed

See section 22.3.2.
22.4.4. Adjustment of trip speed

Adjustments are made in the control unit of the electronic speed measuring sys-
tem. See instructions for the speed measuring system, chapter 23.
22-19
A-A 66
l. Fuel rack
60. Pneumatic cylinder
66. Air connection
Fig. 22.16.
22.4.5. Maintenance
a) Three-way solenoid valve:
0
If the solenoid is out of order, replace it with a new one.
° If the valve does not move, clean all channels. Also check the valve piston.
0
If air leaks to the cylinders, change the seals.
b) Air cylinder (60) (Fig. 22.16.) (see cross section in Fig. 16.6.)
0
Check for wear.
° Check tightness of the piston. Replace seals with new ones, if necessary. Take
care not to deform the Teflon ring outside the sliding o-ring more than necessary.
0
Lubricate the seals and piston with lubricating oil.
0
Check that the piston does not stick.
22-20
Fuel System 17 17
Starting Air System 21 21
Control Mechanism 22 22
Instrumentation and Automation 23 23
23. Instrumentation and automation
23.1. Measuring and monitoring equipment mounted on

the engine
23.1.1. Instrument panel and local control panel
The instrument panel (1) (see Fig. 23.1.) is flexibly mounted on rubber elements
on the manoeuvring side of the engine. The following instruments are included:
- Manometers for:
- starting air before the engine
- fuel oil before the engine
- lubricating oil before the engine
- high temperature (HT) water before the engine
- low temperature (LT) water before the engine
- charge air
The local control panel (2) is located beside the instrument panel or somewhere
else near by the engine. The following instruments are included:
- Start and stop button
- Selector switch for local/remote control
- Tachometer for engine speed/turbocharger speed
- Running hours counter
The connection pipes to the manometers are provided with valves which make
it possible to change the manometers during operation. The instruments require
no service. Erroneous or damaged instruments should be repaired or changed at
the first opportunity.
The rubber mounting elements of the instrument panel have to be checked after
longer operating periods and replaced with new ones, if necessary.
23-1
23.1.2. Thermometers
° Lubricating oil before the engine (3)
° HT water before (4) and after (5) the engine
0
Fuel oil before the engine (6)
° Charge air (7)
Erroneous and damaged thermometers have to be replaced by new ones at the first
opportunity.
The amount of thermometers may vary depending on the installation.
Thermometers
Fig. 23.1.
23-2
23.1.3. General information of electrical drawings
Information about instrument coding, location of terminal boxes, drawing num-
bers of wiring diagrams, cabling and device list e.t.c. can be found in the drawing
"General information of electrical drawings" placed in file "Technical docu-
ments".
WÄRTSILÄ 46 DIESEL ENGINE, ELECTRICAL DRAWINGS

1 INSTRUMENT CODING
1.1 The letter codes are formed ace. to ISO standard 3511 part 1 and 2
The first letter: Measured or initiating variable
E = Electrical variables Q = Quality (e.g. concentration)
G = Position S = Speed
K = Time T = Temperature
L = Level U = Multivariable
P = Pressure
The next letters: Output function

C = Controlling T = Transmitting
E = Sensing element V = Valve
M = Signal converting Z = Emergency or safety acting
S = Switching
1.2 The number code is formed according to following

100 serie = Fuel oil
200 serie = Lubrication oil
300 serie = Starting air
400 serie = Cooling water
400 = HT-water
450 = LT-water
500 serie = Exhaust gas
600 serie = Charge air
700 serie = Others
700 = Main bearing
710 = Cylinder liners
750 = Miscellaneous
In liquid and air systems: (series: 100, 200, 300, 400 and 600)
XXI = Inlet
XX2 = Outlet
XXXA = Bank (or B, V-engines only)
In exhaust gas and other systems: (series:500 and 700 up to 749)
XXI = Bearing or cylinder number (up to 10)
XXXI = Valve or sensor number (up to 3)
XXXXA = Bank (or B, V-engines only)
If additional sensors are installed for the same variable, function and location, the number code
is formed by using additional running number
XXX. 1
XXX.2 etc.
2 DRAWING SYMBOLS
2.1 Standards
IEC standards 617-2, -3, -5, -7 and -8 are applied
2.2 Reference conditions
Normal atmosphere pressure
Temperature +20° C
Voltage off
Vessels empty
Fig. 23.2.
23-3
23.1.4. Temperature sensors and pressore transduc-
ers
See the General arrangement -drawing of your engine and the Device list, both
included in the engine delivery drawings.
23.2. Speed Monitoring System

23.2.1. Introduction
SPEMOS - Speed Monitoring System - is an electronic speed measuring/moni-
toring system especially designed for diesel engines in marine and stationary
installations. It is located within the logic controller box.
The following functions are included with this equipment:
0
measuring of engine speed
0
8 speed-controll ed relay functions
0
measuring of 1 or 2 turbocharger speeds
0
additional cards for special functions, if required
23.2.2. Theory of operation

23.2.2.1. Diesel engine speed
The engine speed is sensed by means of two touchfree, inductive proximity
switches mounted to count the cogs passing its sensing head when the engine is
running.
The frequency output from the sensor, proportional to the engine speed, is con-
verted to a 0... 10 V DC-voltage. This voltage is buffered and sent out to be mea-
sured by the remote voltage-measuring, panel mounted speed indicators.
23.2.2.2. Relay functions
The speed signal is transferred to the relay driver circuit, controlling the relay
functions. There are 6 separate pre-adjusted relays, which can individually be ad-
justed to switch at any speed of the engine speed range. In addition, there is an
individual adjustable delay.
The relays have two change-over contacts with a breaking capacity of 110 V
_DC/Q.3_A_or.2.4JylD.C/JLA -
23.2.2.3. Turbocharger speed
A sensor is attached against the end of the turbocharger's rotating shaft, sensing
its speed. The sinusoidal voltage from the sensor is amplified and converted to
a square wave signal before being converted into a speed proportional DC-volt-
age.
23.2.2.4. Digital output
The speeds can be measured as a frequency with a frequency counter.
NOTE ! The frequency is not equal to the numerical value of the speed. The actual
conversion factors are printed on the printed circuit cards.
23-4
23.2.2.5. Additional special functions
If used, see application on separate installation drawings.
23.2.2.6. Slow turning and starting function
a) Engines, where the main starting- and slow turning valves are
in one unit
The starting air valve is divided in two parts; Slow turning valve and main starting
valve. When starting, the slow turning valve, main starting valve and auto stop
valve are activated. The engine is turned slowly. Pulse counter is calculating en-
gine pick-up pulses.
When the engine has turned two revolutions, which corresponds to 64 pulses, the
slow turning valve and the auto stop valve will be released and the engine will
start with full starting air pressure. The start procedure is activated for 12 sec.
The start valve is activated during the start period until the engine speed is above
80rpm.
If the engine has not reached 120 rpm in 12 seconds, the start failure alarm will
be activated. When the engine has recently been in operation (within 30 minutes)
the engine will start immediately without a slow turning procedure.
b) Engines with separate main starting and slow turning valves
The starting system has separate slow turning and main starting valves. When
starting, the slow turning valve and the auto stop valve are activated. The engine
is turned slowly. Pulse counter is calculating engine pick-up pulses.
When the engine has turned two revolutions, which corresponds to 64 pulses, the
slow turning valve and the auto stop valve will be released and the main starting
valve is activated. The engine will start with full starting air pressure. The start
procedure is activated for 12 sec. The start valve is activated during the start peri-
od until the engine speed is above 80 rpm.
If the engine has not reached 120 rpm in 12 seconds, the start failure alarm will
be activated. When the engine has recently been in operation (within 30 minutes)
the engine will start immediately without a slow turning procedure.
23.2.3. Functional circuit cards

The SPEMOS speed measuring system includes the following printed circuit
boards:
Power supply card
DC/DC 24 V DC
alt. 48-110 V DC Cl
nDE-measuring converter with two relay
functions for engine speed + fail indication C2
Relay I
3 engine speed-controlled relay functions C3
n-rc-measuring converter
for one or two turbochargers C4
Relay H
3 engine-or charger speed-controlled relay functions C5
23-5
Additional card (optional)
for special applications C6
23.2.3.1. Cl Power supply DC/DC

Supply voltage: 18...40 V DC smoothed
alt. 40... 160V DC
Output voltage: 12V 1.5V
Output current: 500 mA
Output ripple: 10 mV RMS
Ambient temperature: -25...+71°C
Short-circuit-proof: by current limitation
Isolation voltage: 2 kV, 50 Hz, l min
5 kV, 1.2/50 us
Fuse: T 1.6 A, 5 x 2 0 mm
The power supply is short-circuit-proof and overheating protected. A green light
emitting diode indicates that voltage is provided. The supply voltage is galvani-
cally isolated from the output voltage in this card.
Power supply
en
0/P ADJUST o
F1
\ 3
23-15
Fig. 23.3.
23.2.3.2. C2 nDE-measuring converter with relay functions for

the engine speed and tacho-failure/power alarm.
a) Theory of operation
The speed sensors are touchfree proximity switches mounted adjacent to a cog-
wheel to count the cogs passing.
The output from the sensors are square-wave frequencies proportional to the en-
gine speed.
23-6
The frequency is converted to a DC-voltage proportional to the input frequency.
This voltage flows through a buffer which provides the measuring voltage for the
remote speed indicators.
The same buffered voltage controls the relays. The switchpoint of the fuel limiter
relay can be adjusted over the whole speed range with a separately adjustable on-
and off-delay.
A frequency output can be used for measuring the speed digitally.
If one of the speed sensors is damaged, or the cable to one of the sensors is broken,
a tacho-failure alarm will automatically operate. However, the measuring system
will still operate correctly. This same alarm relay will also be activated due to a
power failure of the system. The card also includes a relay for indication of 0 rpm.
b) Adjustment procedures
The analog output of the card is 0...10 V DC which corresponds to 0...650RPM.
As an option a 4...20 mA output is available.
The card is accurately precalibrated at the factory. Nevertheless, if a recalibration
is required, follow these instructions:
The output level. For fine adjustment of the output signal (0... 10 V DC), an
oscillator is required. Supply a frequency of 346.7 Hz to the frequency input of
the card and adjust with PI until 10.00 V DC is achieved on the voltage output.
The fuel limiter function: Not used.
The tacho/power failure function. The setting of this function is fixed. If the
frequency on one of the inputs is not present or the frequency differs between the
channels, a tacho-failure alarm will operate. In an alarm situation a relay makes
a switchover and there will be an open circuit between the board terminals in
question. Also a power failure will cause the same operation.
The 0 rpm indication. This relay function is related to the input frequency
and the setting is fixed. When an engine is running, there is a closed circuit be-
tween certain board terminals.
Test points:
° TP1 and TP2: When bridged together, engine speed simulation with built in
oscillator is performed.
0
TP3: Reference voltage test point for adjustment of switching level of fuel limit
control relay.
° TP4: Internal ground (0 V DC).
Technical specification
Inputs: 2 frequency inputs for 12V pk square wave signals
Supply voltage: + 12 V DC, - 12 V DC, GND
Current consumption: max. 2 x 80 mA
Outputs: 12 Vpk, square wave frequency
(board terminal no. 13)
0 - 10 V DC, max. 25 mA
(board terminals 16 and 18)
23-7
Optional output: 4-20 mA, max. 500 Q load res
(board terminal 15)
Ripple: <20 mV at full scale, 200 mV at 10% of full scale
Relay function:
Switchpoint: 0... 100 % of measuring range
Delay: 0.1...30 sec, on/off delay
Contacts : one change-over contact/relay
Breaking capacity: max. 220 V AC / max. 2 A / max. 100 VA
Ambient temperature: -25°C...+71°C
nnp-measuring converter C2
Freq. in "Compa-
Freq. in U On-delay
rator
Off-delay
27
Fuel lim. switch level
26 — Tacho/power Fuel lim. indie.
28 1 failure Tacho/power fail indie.
Freq. out 0-speed indie.
24
23
25
i> .| ^
,> A
UDD1V/1
;
Ivr M '
U
By linking TP1 and TP2 full RPM
0-lOVDCout S I
1 ^h \ / value should be achieved

0-lOVDCout
Relay contr. I TP3 switchpoint reference
5 TP4 internal ground
30 Pulse indie, sensor 2
29 ~^L Pulse indie, sensor 1
Fuel lim.
31 Output fine adj.
-12VDC
— Ti
GND 15 IT
+12 VDC Ï7 +
Fig. 23.4.
a) Theory of operation The card includes 3 relays, each relay having 2 change-
over contacts. The output voltage from the nDE-card, C2, is supplied to 3
comparators where the relay set points can be individually adjusted.
The relays can be programmed with or without delay on either the operating or
releasing mode.
The third relay channel can be programmed for self-holding, which requires an
external reset. One changeover contact of the relay is, however, needed for this
operation. A green or red light emitting diode indicates that the relay is switched
on.
b) Adjustment procedures The switchpoint of the relays are adjustable with
trim-potentiometers. The testpoints indicate the adjustment.
23-8
P601,TP1 relay ni
P602, TP2 relay n2
P603, TP3 relay n3
The conversion characteristic of the nDE -card
l
max (= 650 rpni) = U,max '[= IOVDÖ
Calculate the voltage corresponding to the rotation speed at which the relay
operates.
UX[VDC] = »,(*>£* W DC
*• 650 rpm
Adjust the channel potentiometer (P601, P602 or P603) to the correspond-

ing voltage for the calculated (measured on TP1, TP2 or TP3).
c) Technical specification
Inputs:
Supply voltage: +12V, 0, -12 V
Current consumption: max. 60 mA
Control voltage: 0...10VDC
Outputs:
3 relays, each having two changeover contacts.
Switchpoint: 0... 100 % of the measuring range
Breaking capacity: 110 V DC 0.3 A, 24 V DC, 1.0 A
Ambient temperature : -25...+71 ° C
Relay card I
TP3 ©
RELAY 1 Switchpoint 3 adj.

M
TP2 ©
n n n
lOE 2DE 3DE Switchpoint 2 adj.
2|8
PiTrM ryrhi Pr T hi
4 7|9|5|10|26|16|18|23|12|19|30|28|31|29|24|27|13|15|17
TP1
M
©
Switchpoint 1 adj.
'I* M
0...10V + _ 1 2 V DC
23-7
Fig. 23.5.
23-9
23.2.3.4. C4 Measuring converter for turbocharger speed nTC
a) Theory of operation
The sine wave signal of the turbocharger speed sensor is amplified and trans-
mitted to a square-wave signal. This can be measured by a frequency counter.
The square wave frequency signal is converted to a speed-proportional voltage
0 - 10 V. This is buffered and forms the measuring voltage for the remote speed
indicators.
The card may consist of 2 channels.
b) Adjustment procedures
The analog output readjustment can be done by means of the potentiometers P701
andP711.
o P701: nTCi
° P711:nTC2
When turning the potentiometer clockwise, the output will increase and vice ver-
sa.
c) Technical specification
Inputs:
Frequency: 0...8000 Hz
100 mVpp sine
Supply voltage: +12 V, 0, -12V
Current consumption: max. 35 mA
Outputs:
Frequency: 12Vpp
10 mA, short-circuit-proof
Voltage: 0...10V
15 mA, short-circuit-proof
Unlinearity: 0.1 %
Temperature dependence: 0.03 %/K
ÉUTCI
D
Q.
n
TC
TC1 TC2
2011 141 6 |13|15|17
-TUT _TLT
+-12VDC
Fig. 23.6.
23-10
23.2.3.5. C5 Relay card II
Theory of operation
The card consists of 3 voltage-controlled relays, each having one change-over
contact. The card can be controlled by the engine speed or the charger speed or
by an external signal 0 - 10 V DC. The setpoints are adjustable. LED indicates
an activated relay.
Adjustment procedures
See adjustment procedures in Relay card I.
Jk_ Technical specification
Inputs:
Control in: 0...10VDC
Supply voltage: +12 V, 0.-12V
Current consumption: 60mA
Outputs:
3 relay functions, each having one change-over contact.
Switchpoint: 0... 100 % of measuring range
Breaking capacity: 110 VDC/0.3 A, 24 VDC/1.0 A
Ambient temperature: -25...+71°C
Relay card II C5
TP3 ©
RELAY 2 [I Switchpoint 3 adj.
H
©
TP2
4 5 6 1 Switchpoint 2 adj.
2 8 4
m mm 7 8|30|28|31|13[15|17
TP1
H
1 Switchpoint l adj.
w
0. . . 1 0 V +-12V DC
Fig. 23.7.
23.2.3.6. C6 Special application cards

If used, see installation drawings and separate specifications for application card
type.
23-11
23.2.4. Engine speed sensors
a) Theory of operation. The sensors are inductive, touchfree proximity switches
supplied with +12 V and O V DC. The third pin is a speed-proportional pulse
train.
The electronics of the sensor are resin-moulded in a tubular housing of nickel
plated brass with an external thread of 18 x 1.5 mm. The three-wire cable is con-
nected by means of a four-pole connector (Büchner BS4).
BS4-connector 1.+12V 2.
View from the cable Output 3.
connection side 0V
Fig. 23.8.
b) Mounting the sensors. Turn the engine until the top of a cog is visible in the
sensor mounting hole. Screw the sensor completely in. Unscrew it one and a half
turn and tighten it securely. (See Fig. 23.9.)
NOTE ! The engine must not turn while the sensor is being mounted.
Engine speed sensors
+12VDC
SIGNAL
GND
A-A
Fig. 23.9.
The output signal should now be 12 V DC. If the sensor is between two cogs, the
output will show appr. 0 V.
23-12
+ 12 V
n
DE
3 0 V
23-50-3
Fig. 23.10.
For connection of the sensor, see Terminal box Al wiring diagram.
23.2.5. Turbocharger speed measurement

a) Theory of operation: The speed transmitter (2) (see Fig. 23.11.) is fixed to
a holder in the turbocharger axial bearing (1). Two blind holes in the auxiliary
bearing generate pulses when passing the speed transmitter. These pulses are con-
verted in the line amplifier (14) to a square wave signal of constant amplitude and
pulse width.
The electrical supply to the line amplifier and tapping of the prepared speed signal
is provided via the 3-pin plug connection (16). (See Fig. 23.12.)
b) If the speed transmitter has to be changed, it is recommended to contact the
engine manufacturer.
See also the turbocharger manual.
23-13
Fitting of turbocharger speed measurement
Lagergehäuse
Bearing casing
Axiallager (1)
Axial bearing (1)
Drehzahlgeber mit Halterung (2)

Speed transmitter with holder (2)
Schraube (4)
'Screw (4)
Kabelbinder (6)
'Cable binder (6)
Schutzschlauch (18)
Protective hose ( 18)
Leichtspannstifte (3)
Roll pins (3)
Distanzscheibe (5)
Spacer disk (5)
Kabelverschraubung (7)
Screwed cable coupling (7)
>•- \ Verschschlussschraube (8)
'Screw plug (S)
Schraube (9)
Screw (9)
Schraube (10)
'Screw (10)
Geberkabel mit 2-poligem Stecker (11)
Transmitter cable with 2-pin plug (11) Verstärkerhalterung (12)
Amplifier holder ( 12)
Leitungsverstârker (14) Steckdose 3-polig (15)
Line amplifier (14) '3-pin socket (15)
.Stecker 3-polig (16)
3-pin plug (16)
ischlusskabel(17)
Connecting cable (17)
23-19a
Fig. 23.11.
Lötseite des Steckers (16)

Soldering side of plug (16)
/x~jP~-^>. _^_ _ ^ OUT i. n n

(((>
X^^—^^%^
Q))
\ \ ^C ^^»ÎL / /
j
i
'•
\
i
'
+V
r^fclf^
GND
I
n *
"-p" GND
^~" \ j \1
~"~-"i i
Auswertegerät
Evaluation unit
23-19b
Fig. 23.12.
23-14
23.2.6. Trouble shooting procedure
Power supply
START
Supply on\
Is the green Switch the
terminal
led lighting power on
9
Replace the card
Replace the fuse j
Fewer supply ready

for operation
Operating voltage:
(+) Terminal l, Card connector 3.
(-) Terminal 2, Card connector 1.
Output:
+12V Terminal 46, Card connector 17.
COM Terminal 44, Card connector 15.
-12V Terminal 43, Card connector 13. „„„,,„„„ ,
4VPP00033-1
Fig. 23.13.
23-15
-measuring converter with relay function
Does anyrelay in the

system operate Is power sup Testprogram 7.1
when the engine is ply OK ?
running
Is pulse mdic. led Testprogram 7.5

1 or 2 lit when en-
gine is running
Check if short ch
cuit or loose con-
nection on outpui
to instruments
Do the relays on
C3 operate, but no
output voltage to
instruments Adjusroutpur&~
relay settings ac-
cording to descrip
tion in chapter
23.2
Replace the card
NDE-card ready
NOTE: Negative pole of multimeter to be con- for operation
nected to GND point located on the left of the
terminals of the motherboard. 4v92d0033-2
Fig. 23.14.
23-16
Relay card
START
The relays op
erate at any Analog output Test program
speed of the 0...10VDC
7.2
engine ? from nDE ?
Replace
the card
Check and
adjust if
necessary.
Relay card ready for

operation.
4v92d0033-3b
Fig. 23.15.
23-17
n-rr -measuring converter
Analog output Supply Test program

0...10VDC? voltage OK ? 7.1
Pulse Replace the

output ? card
Smewave Check the

voltage from sensor
nsor ?
Replace
"the card"
nTC-card ready
for operation
Channel R/V Channel V

Pulse input: Terminal 30(+),31(-) 22 (+), 24 (-),
card connector 20 (+),!!(-) 21 (+), 22 (-),
Pulse output: Terminal 29 (+), 26 (-) 23 (+), 36 (-),
card connector 14 23
Voltage output: Terminal 27 (+), 28 (-) 33 (+), 34 (-),
card connector 2 4v92d0033-<l
Fig. 23.16.
23-18
Engine speed sensor
Pulsetram,
proportional to the Voltage Test pro-
engine speed on gram 7.1
supply OK ?
signal input ?
12V DC
If indication un- between pins 1 Check the sensor
stable: Adjust (+) and 3 (-) on connection line
for symmetrical the sensor plug
sensor output.
After impact
with cogwheel,
unscrew sensor
1,5 turns. Check Adjust sensing gap
also sensor con- ace. to fig. 4.2
nection line.
Output signal
changing state
when the engine
is turned ?
Unscrew the sensor

and check it against a
metallic surface
Sensors ready
for operation
Signal
Replace the changing state Adjust sensing
depending on gap ace. to fig.
sensing gap ? 4.2
Signal input: Terminal nr. 9 (sensor S706)

Terminal nr. 12 (sensor S715)
Negative pole of multimeter conn, to terminal nr. 8
Fig. 23.17.
23-19
SPEMQS speed monitoring system (principle)
To see the exact connection diagram of the speed monitoring system see the SPE-
MOS-drawing included in "Technical documents".
Bs
1
„) ReLekoskettijiien kytkentotehoi 2-1ÏDC I , O A 11
f'c S D "J «t LU
3 s lü; 3 5
RELAY CONTACT BREAKING CAPACITY, 24VDC 1,OA

ø
u:
£ 1 •
o
u. il II ° o
fe sf t
OVERSPEED i
o t— ç o z
CONTROL REL
•_ C • -* CC
Ø Ryntöys «)
g. '- J 5 t— -j 3 c U-
3 1 g ° !§
^
£ 1 Jé
2 5 o € o ^<
© © ©
STEGATE CONTROL
© © (
stegate ohjaus
c cc C
—
£T
LU
O — LU
S 2 £ S .: - E f e "
LAY CARD 2
1
M 1 ttousmuu
MEA5.CONVE
R*»l filenrt-t i
m
S if Hl ?!
ecJcüJ-Mtn ^«t
o Z Ï O O - - L U -ÏLLJ LLJ O
i— LJ_ —> o_ 2: i: et a: CC i ^
T LU
a
3 rn
c C
& JJ
-_ n 1 OJ
B Q_ O
i <« n m Q LJJ LU O
1— §
®
31 u. \ Q Q
LC ^ï >- O •—
1 -c
w LO ^ f\i m T Lrt UD
,L- n É
(gg 0 0 0 o c_> <_>
f
j
O
*
g
N
Œ
=
1
-|£ t )
So
-j E aA
1 K
î
n--
N
O
_u«
EZ
n
n?
If 3
—
_
d
~* %lxï 1 br.1 [ON3TOS U1V ONUÜVLS
10EA
§
i
S
1 IE s
~\
e
5
1
1
31
..
-ïMIISah-n Pff 7
NOTS MOJ 105 TOÜ1N03
iOEA
E$ tø<!
Si'OXE | J3unss3Hd ni* 33aw3'SNianst3H
L J ' l~7
! --J]—^—t j" L^
| *u{od Unni iomv««>« IH
^J S09d
6
TT
al
a
iü z
' 1 ^ i— r E» ri |rvr
«•« lj-i-'-
] i
1
d3WI][SOd 3iV93i5vn
upiofiM oMuiod«4V
I03A
^
S
en ü_ ?i~bsyni 'U3anoSNvm U3t3uc»j3vi
— -~îll ^'°*t r41- IX

0
L oqjm '|jrnuon^r>i60jj»ia
Ei 91« 1 ' ±_\ eois
"ÉT
T -\ e +-
-* si'o*s l
r~~~~L_J—,-, . laVlS IV e3UH 1 "SU
¥
)
© -P
-H
£J—sss—
i; U^£
-1 |
uniofojnu!0<micy
soeA
n ^° rtr?
y
. 41 -
1 1 , Mimai HT»«
-} e 1 91« '
u Wi luntntHCM
f —1
'«Il T3Hd ¥— Wil «S 00133135
ci —
1 ^•^r^fe 1
kj|»jfiimuiie>A
Î0i3
nu i ^_|4)-|V J aSiSHOWVi
^ (— 1 -
i: |JD55t«^«1BOjJ»,a
iOiS
CJ
«aBsa^ ZJ n n:)e -"l

~" r£ J si-oxE J rf r^ x 3t\UH3 tOOOOSNVUl H313WHCÏ1
j iJOlôo« • . J>ii«nifii«ojji i ;,
S it
g © 1
^ *•« 63» L_L_^_ sus
H s
E r- rtTi^;j~{3N[3fG annosNvai uaisranDvi
"- ©
r™- IJ01100« '[jnigon^rnsojjeiM
c/o A 1 L ^T ELM 1 1, VJ:J _j SOiS
O |
LU
"
G
f f
Ï
Fi £Y -t-
O
Q
>
o
r^
Fig. 23.18.
23-20
23.3. Tables
23.3.1. Resistance v.s. temperature relationship for

platinum resistance element Pt 100.
Ace. to IEC 751 (1985), DIN 43760 (1980), BS 1904 (1984).
From 0°C to 499°C.
°c 0 1 2 3 4 5 6 7 8 9
0 100.00 100.39 100.78 101.17 101.56 101.95 102.34 102.73 103.12 103.51
10 103.90 104.29 104.68 105.07 105.46 105.85 106.24 106.63 107.02 107.40
20 107.79 108.18 108.57 108.96 109.35 109.73 110.12 110.51 110.90 111.28
30 111.67 112.06 112.45 112.83 113.22 113.61 113.99 114.38 114.77 115.15
40 115.54 115.93 116.31 116.70 117.08 117.47 117.85 118.24 118.62 119.01
50 119.40 119.78 120.16 120.55 120.93 121.32 121.70 122.09 122.47 122.86
60 123.24 123.62 124.01 124.39 124.77 125.16 125.54 125.92 126.31 126.69
70 127.07 127.45 127.84 128.22 128.60 128.98 129.37 129.75 130.13 130.51
80 130.89 131.27 131.66 132.04 132.42 132.80 133.18 133.56 133.94 134.32
90 134.70 135.08 135.46 135.84 136.22 136.60 136.98 137.36 137.74 138.12
100 138.50 138.88 139.26 139.64 140.02 140.39 140.77 141.15 141.53 141.91
110 142.29 142.66 143.04 143.42 143.80 144.17 144.55 144.93 145.31 145.68
120 146.06 146.44 146.81 147.19 147.57 147.94 148.32 148.70 149.07 149.45
130 149.82 150.20 150.57 150.95 151.33 151.70 152.08 152.45 152.83 153.20
140 153.58 153.95 154.32 154.70 155.07 155.45 155.82 156.19 156.57 156.94
150 157.31 157.69 158.06 158.43 158.81 159.18 159.55 159.93 160.30 160.67
160 161.04 161.42 161.79 162.16 162.53 162.90 163.27 163.65 164.02 164.39
170 164.76 165.13 165.50 165.87 166.24 166.61 166.98 167.35 167.72 168.09
180 168.46 168.83 169.20 169.57 169.94 170.31 170.68 171.05 171.42 171.79
190 172.16 172.53 172.90 173.26 173.63 174.00 174.37 174.74 175.10 175.47
200 175.84 176.21 176.57 176.94 177.31 177.68 178.04 178.41 178.78 179.14
210 179.51 179.88 180.24 180.61 180.97 181.34 181.71 182.07 182.44 182.80
220 183.17 183.53 183.90 184.26 184.63 184.99 185.36 185.72 186.09 186.45
230 186.82 187.18 187.54 187.91 188.27 188.63 189.00 189.36 189.72 190.09
240 190.45 190.81 191.18 191.54 191.90 192.26 192.63 192.99 193.35 193.71
250 194.07 194.44 194.80 195.16 195.52 195.88 196.24 196.60 196.96 197.33
260 197.69 198.05 198.41 198.77 199.13 199.49 199.85 200.21 200.57 200.93
270 201.29 201.65 202.01 202.36 202.72 203.08 203.44 203.80 204.16 204.52
280 204.88 205.23 205.59 205.95 206.31 206.67 207.02 207.38 207.74 208.10
290 208.45 208.81 209.17 209.52 209.88 210.24 210.59 210.95 211.31 211.66
23-21
23.3.2. Electromotive forces of thermocouple Nick-
el-Chromium / Nickel-Aluminium (NiCr-NiAl) Type
IL
Reference temperature 0°. Temperature in degrees Celsius (ITP
68) Ace. to IEC 584-1, DIN 43710 (1977), BS 4937 (1973), ASTM
E 230/72, ANSI MC 96-1-1975.
From 0°C to 599°C.
Temp. 0 1 2 3 4 5 6 7 8 9
°C Mikrovolt (abs)
0 0 39 79 119 158 198 238 277 317 357
10 397 437 477 517 557 597 637 677 718 758
20 798 838 879 919 960 1000 1041 1081 1122 1162
30 1203 1244 1285 1325 1366 1407 1448 1489 1529 1570
40 1611 1652 1693 1734 1776 1817 1858 1899 1940 1931
50 2022 2064 2105 2146 2188 2229 2270 2312 2353 2394
60 2436 2477 2519 2560 2601 2643 2684 2726 2767 2809
70 2850 2892 2933 2975 3016 3058 3100 3141 3183 3224
80 3266 3307 3349 3390 3432 3473 3515 3556 3598 3639
90 3681 3722 3764 3805 3847 3888 3930 3971 4012 4054
100 4095 4137 4178 4219 4261 4302 4343 4384 4426 4467
110 4508 4549 4590 4632 4673 4714 4755 4796 4837 4878
120 4919 4960 5001 5042 5083 5124 5164 5205 5246 5287
130 5327 5368 5409 5450 5490 5531 5571 5612 5652 5693
140 5733 5774 5814 5855 5895 5936 5976 6016 6057 6097
150 6137 6177 6218 6258 6298 6338 6378 6419 6459 6499
160 6539 6579 6619 6659 6699 6739 6779 6819 6859 6899
170 6939 6979 7019 7059 7099 7139 7179 7219 7259 7279
180 7338 7378 7418 7458 7498 7538 7578 7618 7658 7697
190 7737 7777 7817 7857 7897 7937 7977 8017 8057 8097
200 8137 8177 8216 8256 8296 8336 8376 8416 8456 8497
210 8537 8577 8617 8657 8697 8737 8777 8817 8857 8898
220 8938 8978 9018 9058 9099 9139 9179 9220 9260 9300
230 9341 9381 9421 9462 9502 9543 9583 9624 9664 9705
240 9745 9786 9826 9867 9907 9948 9989 10029 10070 10111
250 10151 10192 10233 10274 10315 10355 10396 10437 10478 10519
260 10560 10600 10641 10682 10723 10764 10805 10846 10887 10928
270 10969 11010 11051 11093 11134 11175 11216 11257 11298 11339
280 11381 11422 11463 11504 11546 11587 11628 11669 11711 11752
290 11793 11835 11876 11918 11959 12000 12042 12083 12125 12166
23-22
Temp. 0 1 2 3 4 5 6 7 8 9
°C Mikrovolt (abs)
300 12207 12249 12290 12332 12373 12415 12456 12498 12539 12581
310 12623 12664 12706 12747 12789 12831 12872 12914 12955 12997
320 13039 13080 13122 13164 13205 13247 13289 13331 13372 13414
330 13456 13497 13539 13581 13623 13665 13706 13748 13790 13832
340 13874 13915 13957 13999 14041 14083 14125 14167 14208 14250
350 14292 14334 14376 14418 14460 14502 14544 14586 14628 14670
360 14712 14754 14796 14838 14880 14922 14964 15006 15048 15090
370 15132 15174 15216 15258 15300 15342 15384 15426 15468 15510
380 15552 15594 15636 15679 15721 15763 15805 15847 15889 15931
390 15974 16016 16058 16100 16142 16184 16227 16269 16311 16353
400 16395 16438 16480 16522 16564 16607 16649 16691 16733 16776
410 16818 16860 16902 16945 16987 17029 17072 17114 17156 17199
420 17241 17283 17326 17368 17410 17453 17495 17537 17580 17622
430 17664 17707 17749 17792 17834 17876 17919 17961 18004 18046
440 18088 18131 18173 18216 18258 18301 18343 18385 18428 18470
450 18513 18555 18598 18640 18683 18725 18768 18810 18853 18895
460 18938 18980 19023 19065 19108 19150 19193 19235 19278 19320
470 19363 19405 19448 19490 19533 19576 19618 19661 19703 19746
480 19788 19831 19873 19916 19959 20001 20044 20086 20129 20172
490 20214 20257 20299 20342 20385 20427 20470 20512 20555 20598
500 20640 20683 20725 20768 20811 20853 20896 20938 20981 21024
510 21066 21109 21152 21194 21237 21280 21322 21365 21407 21450
520 21493 21535 21578 21621 21663 21706 21749 21791 21834 21876
530 21919 21962 22004 22047 22090 22132 22175 22218 22260 22303
540 22346 22388 22431 22473 22516 22559 22601 22644 22687 22729
550 22772 22815 22857 22900 22942 22985 23028 23070 23113 23156
560 23198 23241 23284 23326 23369 23411 23454 23497 23539 23582
570 23624 23667 23710 23752 23795 23837 23880 23923 23965 24008
580 24050 24093 24136 24178 24221 24263 24306 24348 24391 24434
590 24476 24519 24561 24604 24646 24689 24731 24774 24817 24859
23-23
23-24
2
3
Operating Instructions for: K
^
Oil Chart 5
Judgement of Bearing Condition
Vibration Damper
Flexible Coupling
Turbocharger
Pumps
Starting Motor
Speed Control Devices (Governor etc.)
Oil Mist Detector

Wartsila 6L46 Engine Manual

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Wartsila 6L46 Engine Manual

Uploaded by

Copyright:

Available Formats

IMO 9322695

Copyright by Wärtsilä Finland Oy

THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITA-

Mobile Telephone Numbers

+358107091847 Technical Service +358107093279 Technical Service

+358107092777 Documentation and +358107093435 Documentation and

Service Sales Support

Päivi Hirvonen +358 10 709 2861 Johanna Kilpinen +358107093260

Ton Makkee +358107091860 Kim Ostman +358107091824

Jim Andersson +358107092065

Jens Norrgård +35810709 1876 Mikael Karhulahti +358107091845

Pia Jerkku +358107093178 Stefan Wiik +358 107092394

Nancy Dahl +358107092781 Jonas Sundblom +358107091835

Karl-Erik Lindholm +358107092790 Karl-Johan Nixholm +358107092807

Arto Nikula +358 107091325 Hannu Salminen +358107093337

Thomas Nummelin +358 10 709 2832 Tapani Syrjänen +358107093359

Ralf Guldbrand +358107091859

oo.i Contents of the Manual

Note! In all correspondence or when ordering spare parts, always state

This Manual is supplemented by the Spare Parts Catalogue including

00.2 General rules

Read the corresponding item carefully in this Manual before

Note! Predictive maintenance to enhance fire protection i.e. inspection

Fig 00-1 WvOOS

Numbering system of engine bearings

Fig 00-2 4600030445

Designation of inlet and exhaust gas valves in cylinder head

Fig 00-3 4600040445

00.3.3 Markings on the flywheel:

Markings on the flywheel: The flywheel is provided with a 360° scale,

Fig 00-4 4600050445

Example: In this example of a clockwise rotating V engine, the fuel

Identified hazard, hazardous situation or Chapter of engine manual

Turning device engaged during maintenance X X X X X X X X

Running engine without covers X X X X X X X X X X

In case of major failure, risk of ejected parts X X X X X X X X

Contact with electricity during maintenance X X X X X X X

Explosion or fire if flammable gas/vapour is X X

High pressure hoses, risk of oil spray. X X X X X X X X X X X X X X

' Warning light when turning device engaged.

00A. 1.1 General identified hazards, hazardous situ-

OOA.1.1.1 Hazards that may be due to moving parts

OOA.1.1.2 Hazards that may be due to incorrect operating con-

OOA.1.1.5 Other hazards and hazardous situations where it's es-

OOB. Welding Precautions

OOB. l Precautions General

OOB. 1.1 Preventing uncontrolled current loops

Welding current path must always be checked, there should be a

OOB. 1.2 Preventing Radiation

The welding current and the arc is emitting a wide spectrum of

OOB. 1.3 Preventing damage due to sparkles

OOB.2 Precaution checklists

The checklists (preferable glued to a plastic plate) in this chapter

The following precautions must be paid attention to before welding in

The following precautions must be paid attention to before welding in

The following precautions must be paid attention to before welding in

The following precautions must be paid attention to before welding in

01.1 Main data for Wärtsilä 46

Cylinder bore 460 mm

Normally the engine rotates clockwise.

Lubricating oil volume in the engine (litres). „

Approx. cooling water volume in the engine (litres)

Normal values Limits

^x' Depending on speed and installation.