Wärtsilä Sweden AB

Box 920
SE-461 29 Trollhättan, Sweden
TECHNICAL
Telephone: +46-520 42 26 00
Fax: +46-520 173 87 BULLETIN
Engine Group Engine Type Ref. Date Issue Document No. Page
3 Piston and Connecting Rod F20V, F30V onp, mth 980917 2 91 972 015 00E 1(2)

Connecting Rods
development steps to improve safety margin
Cracks have been found in some of the F20V and F30V connecting rods of the early design stages.
For re-placement purposes, equivalent designs such as W25 types are now available for all F20V and
F30V engines. This modern design is well tested and has a wider margin against cracking.

The connecting rod transmits the combustion forces

from piston to crankshaft (creating compressive stress).
It also takes care of the mass forces in the opposite
direction (creating tensile stress). Consequently, high
engine speed considerably increases the pulsation
forces in the connecting rod. This means that the big-
end bearing bolts and material around the serrated
mating surface between the connecting rod and bearing
cap are highly loaded parts and are particularly
dependent on correct maintenance work.

Development and design features - F20V

The F20V type connecting rod was designed around
1970 and went into production in 1972. It was laid out
according to common practice at that time. The wall
thickness of the big-end bearing cap was 46 mm and the
serrations in the mating surface had pitch 6 mm with a
bottom radius of 0.433 mm.
In 1981, more accurate machining was introduced which
improved the smoothness and alignment.
In November 1982 the bottom and top radius of the
serration were made similar to the F30V. Guiding of the Fig 1. Connecting rod of W25 type, modified to fit F20V and
bearing cap was also improved by using an additional F30V engines respectively. Note wall thickness of bigend
dowel pin. bearing cap, indicated by arrows above.
In 1987 the W25 design was introduced and modified to
fit F20V engines.
Safety modifications
Development and design features - F30V Shortly after the introduction of the W25 type connect-
The connecting rod of the F30V type went into produc- ing rod in 1987, modifications were also made to fit F20V
tion in 1980. The design was reinforced compared with and F30V engines. This modification was designed for
the F20V type and had stepped small end. The bending considerably higher output and high engine speed. It
resistance was improved by using 53 mm thickness in has been optimized and extensive fatigue tests have
the big-end bearing cap. been carried out at overspeed and 70% overload without
In November 1982 the bottom radius of serration was any faults. The improvements, compared with the
increased to 1.0 mm and a top radius of 0.5 mm was F types, include:
introduced.
In 1987 the W25 design was introduced and modified to • The bending resistance of the big-end bearing cap is
fit F30V engines. improved about 70% by using 63 mm thickness
2 (2) Technical Bulletin - 91 972 015 00E (issue 3) Wärtsilä NSD Sweden AB

• The serrations on the mating surfaces have a pitch of

8 mm and the bottom radius is 1.2 mm. This means
that the bending resistance in the serrations has
increased by over 100% and the stress concentra-
tion factor in the bottom radius has been reduced by
a further 10%.

• The contact area between connecting rod and bigend

bearing cap is increased by 20%.

• The stress concentrations have been considerably

reduced in the serrated mating suface by optimizing
the big-end bearing bolts and dowel pins with respect
to size and location. The 7/8 UNF bolts have been
changed to M20 x 1.5 bolts which are countersunk a
further 12 mm below the mating surface.

Conclusion
For F20V and F30V engines with connecting rods of the
early design steps it is strongly recommended that a Fig 2. Serrated mating surfaces on connecting rod and bearing
cap to be examined for cracks.
check should be made for cracks in the serrated mating
surface (see Fig. 2).

If cracks are found, all connecting rods in the engine

should be changed to the modified WN V25 type.
Because of different weights, replacement to the
new type on individual cylinders is not permissible.
A mix of connecting rod types causes severe engine
vibrations and increases the torsional stresses.
• Where bolts are found to have been tightened to a
torque of less than 320 Nm (32 kpm)
• When pistons are withdrawn for normal maintenance
or at a big-end bearing inspection

For changing individual cylinders for other reasons than
cracks, connecting rods of the original design are still
available.
Crack detection methods
The fluorized Magnaflux method should be used to
inspect for cracks. This gives the best indications for all
types of cracks in steel material.
Liquid penetrant examination can also be used as an
alternative method.
A magnifying glass can be used for rough check pur-
pose.
Crack inspection
Crack detection of serrated mating surface should be
carried out on the early steps of F20V and F30V connec-
ting rod design at the following occasions:
• After a big-end bearing has been dismantled four
times, irrespective of operating time
• After any incident involving seizing of a piston, over-
speed running or similar abnormality in operation
• It is to be recommended that the first inspection is
made after a short time of engines running above 800
rpm.
Tightening procedure
It is of great importance to the condition of the bolts and
serrated mating surfaces that tightening is always
according to the correct procedure. See the instruction
manual.
The final tightening torque on all big-end bearing bolts
for F20V, F30V and W25 types is to be
450 Nm (45 kpm), formerly 410 Nm (41 kpm).